Title:برنامه ریزی برای حرکت کالا: بازیکنان، روندها، چالش ها

۲۴-۰۲-۲۰۱۲ ارائه دهندگان: توماس اوبراین، پیتر وی. هال و مایکل واندربیک این وب‌کست فقط برای مشاهده در دسترس است، برای اعتبارات AICP CM قابل استفاده نیست. برنامه ریزی برای جابجایی کالا از طریق جوامع محلی به مجموعه پیچیده ای از تعاملات شامل سهامداران عمومی در سطوح مختلف دولتی و سهامداران خصوصی با منافع محلی و جهانی بستگی دارد. این وبینار مروری بر لجستیک، زنجیره تامین، و اجزاء و عملکردهای مختلف درگیر در رساندن کالا از مبدا به مشتری نهایی را ارائه می دهد. ما نشان خواهیم داد که چگونه حمل و نقل به مجتمع بندری وارد می شود، و فرآیندهایی که شامل رسیدن کالا به نقطه مصرف می شود. این بحث شامل روندهای کلیدی در عرصه جابجایی کالا و چالش هایی است که این روندها برای برنامه ریز ایجاد می کند. این چالش ها شامل محدودیت های ظرفیت، فشارهای محیطی، امنیت سیستم و کمبود بودجه برای بهبودهای مورد نیاز است.

قسمتي از متن فيلم: Hello my name is Brittany kavinsky and I just want to welcome everyone it is now 1 p.m. so we will begin our presentation shortly today on februari 24th we will have our presentation on planning for goods movement players trends and challenges given by thomas o’brien peter

Hall and micro michael van der beek for help during today’s webcast please feel free to type your questions in the chat box found in the webinar tool bar to the right of your screen or call one eight hundred 2636 317 for content questions please feel free to type those in the

Questions box and we will be able to answer those at the end of the presentation during the question-and-answer session here’s a list of the sponsoring chapters divisions and universities I would like to thank all the participating chapters divisions and universities for making me sub-caste possible this is a list of our

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Please go to ww planning org slash CM select today’s date februari 24th and then select today’s webcast planning for goods movements plant players trends and challenges this webcast is available for one and a half cm credits we are also recording today’s webcast and it will be available along with a six slide per

Page PDF of the presentation at ww utah APA org slash webcast archive at this time I would like to introduce our speakers for today Thomas O’Brien is the director of research for the center of international trade and transportation at california state university-long beach and the associate director of long

Beach programs for the metrans transportation center at CSULB and the University of Southern California his own research involves Goods movements international trade and sea port operations as well as workforce development dr. O’Brien has also developed training program on goods movements for the public sector and elected officials he is the principal

Author of a report to the California State Legislature on port opportunities and challenges for California marine in an intermodal transportation system Advisory Council and author of a monthly column on goods movement for the Long Beach Business Journal he has been appointed to project panels for the national cooperative freight research

Program panel on institutional strategies in the freight transportation system and improving freight system performance in metropolitan areas dr. O’Brien has a PhD in policy planning and development from the University of Southern California he is a both a n.o and Eisenhower transition fellow and a member of the transmission planning

Division of APA Peter Hall is a professor in the urban studies program at Simon Fraser University in Vancouver Canada before completing his doctoral studies in 2002 in Sedin Regional Planning at the University of California at Berkeley he worked in the economic development unit of the durban metropolitan council from 2003-2006 he

Taught at the University of Waterloo Ontario where he directed the local economic development master’s program from 2006 to 2009 he served as an associate director of the center for sustainable community development at Simon Fraser University his current research examines the connections between shipping and logistics chains transferred transport sector employment

And the development of port cities whose research on ports has been published in several academic journals and edited volumes and he is co-editor of integrating seaports and trade corridors Michael Van Der Beek has more than seven years of experience in policy planning and development including strategic policy and planning transportation and

Land use policy and planning community planning and development economic development and sustainability he is currently manager manager of strategic planning for the Port of Long Beach where he helps the largest port complex in the Western Hemisphere pursue sustainable transportation solutions and local economic develop opportunities through international

Trade in his first year at the port Michael led the development of the organization’s first strategic plan in more than two decades Michael is involved with numerous railroad and maritime transportation projects and initiatives that have significant implications for the local regional and national transportation infrastructure network working closely and regularly

With ocean carriers the trucking industry the railroads and regulatory agencies and trade organizations Michael’s helped to design and implement a variety of policies and programs that provide sustainable solutions to some of the u.s. most challenging transportation issues more recently michael has worked with the US Department of Commerce and other stakeholders to identify

Transportation policies and critical infrastructure projects that should be prioritized in order to achieve President Obama’s goal of doubling US exports in five years as part of the National Export initiative in addition to his position at the port of long beach michael is an adjunct professor of public policy and management and the

University of South Southern California School of policy planning and development he’s a member of the transmission Planning Division of the American Planning Association the maritime Economic Development Committee of the American Association of Port Authority’s the Long Beach International Business Association the foreign trade association and the long beach area

Chamber of commerce let’s say hey I’m going to hand it over to I Tom as he’s going to be our first presenter for the day well good morning everyone Thank You Brittany and it’s a it’s a it’s a pleasure to be here this morning this is

A big topic and a lot of material that we want to cover and we we look forward to three of us to having a good dialogue after the topic is planning for goods movement players trends and challenges and not my slide is not moving there we

Go my apologies I thought I would start with a postcard from a place where I grew up in upstate New York I was recently recently back there and Troy is on the the eastern bank of the Hudson River and there was a this picture is from the early part of the 20th century

It’s a slot of cargo doors for buildings that that were adjacent to the river and prior to the development of reservoirs and dams further north spring floods were a regular occurrence and as you can see from this picture cargo doors were developed at different different heights to allow boats to unload whatever they

Were carrying via hoist regardless of the water level and it struck me when I was back there this past year that and thinking about this presentation that the interface between freights and planning is not a new it’s not a new problem it’s not a new phenomenon that

As always necessity is the mother of invention and private carriers people engaged in goods movement have always depended upon the public sector for infrastructure development public works projects in this case the development of a reservoir and dam system to allow them to do their jobs effectively and that’s

Just sort of some background in context to get a started for what we want to do today I’m as Brittany says I’m going to be going over key trends in in good good movements and supply chain management that are shaping the decisions that are being made by people who move Freight

Today and then we’re going to have so I’m still having okay then we’re going to have Peter looking at the relationship between stakeholders and the role of the planner and then Michael is going to be talking about ports as gateways and impacts on land use development Brittany gave a little bit

Of background I just wanted to provide one other you know one of their slides to sort of demonstrate my credentials to talk about this I’m trained as a planner a proud member of a PA and as many people who get into the business I fell into into freight I now teach logistics

And supply chain management both in the classroom and online and I’ve done a lot of work with with decision-makers planners engineers elected officials to help better inform them about supply chain and goods movement and how it affects the decisions that they make we’re going to be looking at the port

Sector a little bit today and I wanted to begin by by making the point that supply chain management encompasses the the planning and management of all of those activities involved in sourcing and procurement of goods so it’s not just the transportation function it’s all logistics management activities and

Involves a large number of stakeholders which we’re going to be which we’re going to be discussing this is a definition that comes from the Council of supply chain management professionals so it’s the industry definition of how goods movement works logistics and supply chain management or not interchangeable terms Logistics is is

The process of planning and controlling the movement of the physical movement of goods from from origin to destination which includes transportation transportation is a critical function but it also includes other things like customer service facility management packaging planning planning purchasing forecasting there’s a real estate function in terms of of the appropriate

Site location warehousing the point being that we can’t just look at one single node when we’re doing planning we have to look at the combination of all of these nodes and the way they work together and we also have to look at what we’re moving because at many points

In the supply chain we’re going to be moving different the goods in different ways so I in the what I talk to you talk to my students and teach them about logistics one of the things that we begin with is that there’s actually very various types of logistics that impact

The type of fleets that are used the types of facilities that are needed inbound logistics meaning of the the movement of raw materials to a point of transformation whether they’re transferred or transformed into a finished good outbound logistics which take that good from that point of transformation to the final the final

Customer and end user and then of course reverse logistics which has to deal with the unique problems of returns defects reusable packaging which is a big part of logistics these days and we’re in a world where we’re talking a lot more about not just a supply chain anymore

But Adam and chain or a value chain where the focus is on not now you don’t make what’s selling or I’m sorry you don’t sell what’s being made you actually make what’s selling so it’s a just-in-time approach to doing business where you’re responding to the reveal demands of the customer one of the

Things that makes planning in this in this environment difficult is that the the ownership and decision-making process in u.s. freight is is problematic because of who often owns the infrastructure and who has the regulatory authority so if you look at you know the ownership of the road and

Rail networks and pipeline networks it’s largely private obviously with the exception of inland waterways which are which are public facilities are public waters and coastal waters and the terminals as well are are for the most part privately owned or or a combination of public and private facilities whereas

In the case of ports we have public port authorities who enter into long-term leases with private operators to to manage and operate terminals but the regulatory environment from water quality air quality zoning for for truck parking and access is all done by a combination of public authorities at

Various levels of government and that can prove prove difficult one of the other things to keep in mind when we’re talking about planning for for the supply chain and and logistics management is that the people who move goods the importers the exporter’s have a variety of modes of transport in

Combination at their disposal to move the goods and it happens sometimes at a very rapid basis contracts can be negotiated on a very short-term basis and so the public sector and responding can have some difficulties in trying to keep up with the decision-making processes of the private sector a number

Of factors going to deciding which mode of transport will be used I whether it’s a citty you can move a lot more good the ocean transport than you can be Arab and it’s it’s less expensive but it’s also a lot slower and so it depends on how

Quickly you need to get your goods to market it depends on these the reliability and the availability of services it depends on what you’re doing what you’re moving electronic goods for which you can charge a more premium price you know can go via both ocean and air transport and sometimes chippers

Will to hedge their bets have contracts with a number of different operators in a number of different locations in the world of goods movement today we talk a lot about a four-corner strategy which means that that importers will will have will have contracts in place and be able

To move goods through the Pacific Northwest Pacific Southwest the Northeast the southeast even the Gulf Coast to make sure position get the best price and avoid peak season congestion and certain places I think I want to talk now briefly I started about five different levers for effective supply

Chain management which is a real hallmark of the way business is being done these days and which therefore impacts the demand for for structure as well as the the issues that planners in the public sector has to respond to both in gateways like ports and on the land side at places

Like distribution centers and warehouses anesthetist and a intermodal and rail connections the first thing is is mode mixes I just mentioned shippers importers exporters will look to identify the right combination of transport modes and these could these could change on a regular basis and a combination of road and rail oceanaire

To increase the overall cost effectiveness of shipping activities and that means that the competitiveness of a trade gateway and facilities matters because you’re in competition with not only places along the for us in Southern California not only the Pacific the Pacific West from Vancouver down to Mexico but also with with ports and

Gateways on the East Coast in the Gulf Coast as well there’s also a move toward taking advantage of economies of scale in the industry while at the same time being able to operate on a just-in-time basis to respond to customer demand so that’s where consolidation comes into play more companies are looking at

Regional supply chains in order to increase their flexibility that means that establishing operations and suitable locations to to reduce the distance to market a lot of times you want to wait until as I said that demand is revealed before delivering delivering the goods so in many cases the distribution and warehousing function

Has moved closer to the final market but at the same time you want to take advantage of the opportunity to reduce the the per unit cost of shipping the goods by moving them on larger ships by storing them in warehouses and distribution centers that have bigger footprints that take advantage of new

Technology that move goods in and out rapidly and so as a result we’re seeing a larger amount of goods in greater volume moving through a smaller number of gateways and trade hubs that can accommodate them so ports with large with with deep waters and access to local markets as well as

The facilities that allow for the goods to be repackaged consolidated on their way to final market so it’s it’s consolidation in combination with agile and flexible supply chains once the goods get to this country part of that tied to that strategy is this concept of postponement that where you reduce

Volatility and inventory and shipment by delaying certain processes so the customization process for laptops for example and you’ve complete them that later points in the supply chain so a distribution center or warehouse maybe maybe the location where you actually do final product assembly and shipment once the customer has has identified the

Specific set of specifications that they want for that product and that changes the demand for the type of facilities that you need I mentioned the rerouting from opportunities that with the four corner strategy you can you can shift the ports and gateways that you use you can operate your supply chain with a

With a combination of air cargo as well as ocean transport rail and truck on the domestic side as a way of keeping your costs lower and responding to changes in market conditions and then finally the concept of right shoring nice we’re very familiar with the the notion of

Offshoring and depending upon the the combination of transport costs whatever the cost of fuel might be labor importers are looking at using a combination of offshore manufacturers and distributors in combination with what we call nearshoring so take advantage of maquiladoras or NAFTA provisions to reduce the cost and bring

Some business back to to North America or even manufacturing here in the US and that obviously impacts the competitiveness of specific regions and the demand for facilities a lot of what drives the way business is done in the u.s. is obviously our proximity and our connections to Asia which is the largest

Source of manufacturing related activity for those of us on the west coast that’s helped us in the past decade or so plus because of our our geographical proximity and our location as the first port of call for goods that are going to markets not only here but in the rest of

The US and even in some cases in Europe on their way from from Asia and that means that the real battle is for places and getting good not only to distri chin but to the rest of the country through a combination of ocean transport as well as intermodal connections to to the

Heartland of America via truck and rail so the ports on the west coast from be a ttle from Vancouver down to LA Long Beach are all about the same number of days transit from from Asia but it’s it’s how long it takes you to get to the interior or the country that can

Determine what types of facilities you need right and Chicago is important obviously because that’s where all of the class when railroads in this country meet we have opportunities now through the Panama Canal which is going to be expanded by 2015 to get to the same places in the heartland of the u.s. on

Bigger ships to the east coast there are opportunities to go through new place new developments in Mexico and Canada and Prince Rupert is a newer player in the game in say essentially central British Columbia but in the northernmost reaches a populated British Columbia which provides direct rail access via

The CN rail line to to the eastern part of North America as well as the heart of a mare so this this means that the right the places that get the right combination of gateway and ancillary facilities that move goods are the winners these days in

In goods movement part of that is access to market this is ProLogis as a as a major industrial real estate developer and this is this is from from work that they’ve done that looks at the percentage of US population that you can reach within essentially a two-day truck

Drive or 500 miles and that matters because the 500-mile cutoff point is essentially the point at which rail becomes cost-effective and becomes competitive with trucking so the right combination of access to markets and how what percentage of the population you can reach in the US and the ability to

Move lots of goods through trade gateways is really important to importers and so it’s not just physical port capacity and access to market it’s those it’s the good road infrastructure from the port that many planners are responsible for providing inland ports that provide intermodal rail connections that also make a difference and for

Exports markets its proximity to a diverse manufacturing center that also gives you access to the same to the same gateway or hub facilities one of the things that we do particularly in here in in the Southern California area that adds value to the supply chain and which makes us more competitive is

Transloading and cross docking when goods come off of ocean containers that they come in standard 40-foot marine terminals that’s sort of the standard for goods that move around the world but when you’re moving goes across country it’s more efficient to move more goods and fewer number of containers so what

You have adjacent to a lot of ports but particularly in along the west coast our facilities that allow goods to be transferred from 40-foot containers to 53 foot containers you can put the contents three containers into two different into two containers which reduces the cost because you’re handling fewer containers

It results in significant savings for for the shipper we also have cross dock facilities where you’re essentially transferring freight from one vehicle to another added distribution center or warehouse without the goods going into the facility to be stored as inventory and usually that’s repackaging as part of this postponement strategy for goods

That are going to the same destination this is more common on the west coast containers moving through the East Coast tend to move shorter distances because of the the population density on the East Coast so there really isn’t a transport savings to offset the labor savings that you get from transloading

And cross docking we’re seeing an increased number of goods being moved through transloading crosstalk activities as you can see in 2006 about thirty five percent of imports that left Salas Southern California by train were trans loaded that was two forty five percent in 2011 the East Coast is trying

To stay on top of things by by developing other intermodal connection facilities that reduce the time from port to inner Mobile’s transfer facilities in the heartland in places like Chicago major projects like the Heartland corridor best bait that involves the cooperation of class when railroads in many states on the East

Coast and the National gateway from the CSX railroad all of these designed to help make the combination of rail intermodal services imports more competitive with with West Coast and take advantage of some of those goods that might be coming as a result of an expanded Panama Canal and then just to

Close just to give an example of how a private firm decision could have significant large public costs if you have a railroad that pulse rapid service between LA and Chicago that’s going to create a new demand for trucking services so you might have a major small package carrier respond by shifting some

Time-sensitive freight from relative truck that that might mean the shift from a train to 290 different truck loads covering a 2,000 mile trip in 3.6 10 miles which has significant congestion and air quality impact so that just to give you an idea of how what a private

Sector operator can do could have an impact on the public sector I’ll close this is for your perusal once the slides are made available I’ve made a number of I what I hope for you useful resources available to you from the industry to government to trade data and things from

That look at supply chain and social impacts and a number of resources from the Federal Highway Administration prev freight web site which are particularly useful I think for the planners and with that I’m going to end it will take questions I know at the end and I am now

Going to turn things over to to Peter thank you very much time and I think that my slides are now visible good well thank you very much and thank you brittany and thank you Tom full for setting this up in my presentation what I want to do is talk about the

Interactions and stakeholders that lead to the kinds of outcomes that we see in terms of freight and logistics within urban areas and hopefully make some of these broader principles of the way the market operates that tom has explained very concrete for the function of of urban planning I’m starting here with a

Slide of the lower mainland of british columbia where I live and as those of you who listed here will know very well to the north vancouver is constrained by mountains and to the south by the border with the United States and in this constrained urban area we can see sure

That support logistics firms and functions follow some of the historic patterns of the core port in the bride and Lex clustering around the airport along the Fraser River which itself was a major freight corridor historically but also with this kind of scattered pattern of logistics of urbanization and

What I what I really want to show today is how the actions of the stakeholders and their interactions in supply chains in creating in physical space the ability to look good how that leads to these kind of urban outcomes which which I think would be of concern to to this

Audience so I’m gonna I’m going to start by just considering why we should care about this as planners then then talk for a few minutes about the the question why why it’s hard to get this stuff right why why managing the relationship between 48 and cities is so challenging

I’m going to then suggest that we can understand the challenge better if we think about supply chains as made up of of interacting stakeholders who who are structured in chains and those chains have some features that we that we need to be aware of and then end with some

Really briefer comments about the consequences of all this how this plays out on the ground and what are some of the directions towards that our practice but perhaps not providing and full solutions well first of all why care and and and we do here a lot when we’re

Asked why why should we care about Freight about jobs and I put a question mark there because I think it’s important to understand that while at a national scale there is no doubt that Freight and jobs go together at any smaller scale beneath that the relationship between freight and jobs in

A jurisdiction is not always a strong as we might think it is every every place can create a certain number of jobs handling its own phrase but those those are not those are not jobs that create value in an exporting sense in and of themselves there are some places

That specialize in creating jobs in handling other people’s freight but for any jurisdiction there’s always going to be a question do we want to be doing that or do we want to be doing something else do we want to be handling Freight or do we want to be handling tourists

And then and then there’s the question of the non Freight jobs and and there we we know that there are complicated positive relationships between between freight and non Freight jobs but they don’t necessarily need to exist in any one place so personally for me why do we

Care jobs are probably not the main reason and here’s a slide sort of suggesting that in the largest port regions those are the 11 biggest regions that that are associated metropolitan regions associated with reports in the United States the job growth in those regions over over the period of particularly the expansion of

Containerization in North America hasn’t been that impressive relative to to other jurisdictions again not to say that there is not a relationship there is a relationship it just doesn’t necessarily play out within the local jurisdiction and that’s what contributes in part to the planning problem but for

Me the the reasons why we should really care as planners about Freight have more to do with urban efficiency they have to do with the movement of trucks with in metropolitan regions and and how how much suburban to call urban movement we’re willing to tolerate they have to

Do with the the impacts in terms of pollution and land take an environmental quality they have to do with the distribution of those externalities who who gets to bear which which of those costs so I think there’s a really strong quality of life case to be made for

Paying attention to Freight but of course when we talk to the public about quality of life the last thing they think about is Freight except in a except in a negative sense so so Goods movement causes its own set of problems and challenges and and just to sort of

Come back to to reiterate some of the comments that Tom made there are questions of of who’s responsible how do we govern this stuff there there’s this question of whether Fred votes or doesn’t vote at a local level for eight dozen foot at other levels of government perhaps great interests are more

Organized and can can exert their voice but but that’s that’s difficult part of part of part of the challenge of planning with phrases that phrase itself is so diverse the vast majority of movements in any urban area of freight are local and they range from parcel delivery to garbage pickup to supplying

Grocery stores and then there are a whole other scale of movements of freight Cole containers between regions very very diverse we like to think that the movement of people are diverse and those people has diverse interests that Freight is probably more diverse complicating all of that is we have real

Problems with data at the city level and then there are then there a set of challenges in terms of planning for this Goods movement in terms of the the mismatch between revenue raising through gas tax through fees that can be charged at certain transportation modes and who

Gets to take the decisions and then at the highest level the fact that trade and transportation policies or separate domains at at government level so it’s a very challenging environment and I think I think just to pile on a little bit more it’s a challenging environment because people don’t think

People being when I say people I’m referring to the general public people don’t think that Freight has that much to do with this there there’s certainly a lot of resistance in many communities to freight handling activities and underlying that is is that’s what we could call Fred fight blindness people

Tend to assume that well you know I’m not I’m not causing a freight movement because i buy things online well I’m nothing could be further from the truth and and finally to sort of put this in in planner speak Goods movement represents in some sense is a wicked

Problem and and tom has spoken about the way in which there’s a tendency to larger and larger facilities consolidating flows in in in in particular places well that process creates what we can think of as a kind of a throughput conundrum which is the idea that most movements in in in terms

Of inter-regional flows of freight are driven by priorities at a at a global national scale they cross boundaries they for reasons of efficiency are concentrated in particular terminals and notes and and yet and yet and so those those activities are concentrated in particular places but the the benefits

And the and the and the reach of those activities of the markets that they serve the hinterlands that there that they’re reaching or if anything getting larger so we have a real kind of innocence spatial mismatch problem in the throughput conundrums and then there’s the break of bulk conundrum

Which is that which is in some ways is the flip side of the throughput conundrum which is that the larger the flows are concentrated the more likely we are to be able to manage them efficiently efficiently ships and trains exert fast smaller environmental footprint than trucks and airplanes but

Ships but chips and trains need large volumes and they need large distances in order to be economically competitive and and that logic that logic of that conundrum the idea that bulk is more efficient bulk is more environmentally benign then final delivery doesn’t really change the problem that at the

End of the day the good still needs to move that final mile it still needs to reach the store it still needs to be delivered to the to the office to the home to the to the to the to the final warehouse well after after all of that

Kind of bleak description of why this is a challenging planning environment I I want to now take a step back and and and and ask the question if we think about freighters being organized in systems of chains how can that help us understand the challenges and help us understand

What needs to be done in terms of the planning task so I want to make a few points about the way in which chains are structured particularly focusing on on the idea that their chains are organized in systems of nodes and connections that there are a lot of actors in them to

Make a kind of dual point which is that on the one hand chains are integrators they’re integrated through information systems they’re integrated through ownership relationships but they’re never perfectly integrated and it’s it’s it’s at those points where the chains are not well integrated where we often find a lot of environmental

Externalities and other kinds of problems that cause headaches for for local planners so if we of an economic system as being organized in a in a chain it is a chain has links and a chain of goods movement has particular points in that link where goods move from one mode to another okay

So we can think of this as being sort of connecting points in assistance of chains and one way of thinking about scale is to recognize that those connecting points have gotten bigger because of huge efficiencies and economies of scale here’s a picture of La Long Beach taken from 10 kilometers

Up absolutely massive port complex very efficient in in terms of its national contribution to Goods movement but at a scale that that most local planners are not going to have to face on a daily basis this is a this is a special place in the in the logistics chain however it

Doesn’t work by itself it has connections at another kind of scale across a metropolitan area it works la Long Beach as a port complex works because of the highway connections the rail connections the warehouses the trans loading facilities that tom was talking about that exists within the metropolitan area so i’m i’m i’m

Introducing complicating i think this idea of scale of saying well there’s scale in the terms of the size of the activity but there’s also the scale of the activity in terms of the geographic area across which it extends and so an another kind of depiction of something

That Tom showed is to really emphasize the idea that there are a series of gateways the big seem to be getting bigger and they and they exist within a geographic scale that ultimately makes sense at the continental scale in terms of its contrary into the economy in terms of big

Movements that make sense at the metropolitan scale in terms of how those movements are organized but yes are also operate at the node scale in terms of these large facilities that that are the anchor points or the connecting points in the chain so when we when we when we

Talk about Freight planning and and freaked the freight distribution system I think it is important to differentiate the different scales at which freight is is organized and the different kinds of actors and issues that come up at each of those scales so at a very local level

The kind of thing that we care about in my neighborhood is whether the trucks are delivering overnight or whether they’re delivering SS peak periods we care about the fact that local trucks delivery companies are often small fly-by-night operations with very dirty engines that’s the kind of thing we care

About at the very local scale and we can trace that all the way up to the Intercontinental kind of scale where we need to be concerned about something as massive as a major port complex and how it connects to the rest of the continent through a metropolitan region okay so

Scale is one issue of thinking about perate in terms of chains another issue is to think about all of the actors that are involved and this is a this is a slide just trying to describe all of the actors and their requirements that come to moving goods through a port and and I

Put this up in order to show how complicated it is and how many how many different stakeholders there are and some of their relationships and then also to say well this slide doesn’t include the neighboring community this slide doesn’t include the the full extent of the land side connections

There there’s there’s there’s a whole lot more besides and this already very complicated very crowded institutional environment another point to make about the complexity of the relationships between the stakeholders is that an activity that’s organized in a system of chains often needs a lot of care and attention

When it comes to improving practices and diffusing new innovations and technologies and and this is just a slide taken from research in the Vancouver sport gateway where where we we try to understand those innovations that have been successfully adopted to clean up truck fleets to to introduce a

Hybrid engine for for some of the rail shunting equipment and so on how those came about and and one conclusion of that research is that it really does take role players such as a Port Authority industry associations public sector actors stepping forward in order to coordinate activities along a supply

Chain and you see a supply chain looks from the outside seamless and and fully integrated but we know that key points along the supply chain are not necessarily I’m fully integrated one at one of the one of the points in in supply chains particularly important gateway cities and that causes a lot of

Headaches and that you I’m sure you all very well aware of is the question of local trucking and and this is just trying to show that however integrated a supply chain may be the bottom line is still that the supply curve for supplier foot for local trucking is pretty pretty

Flat very easy interest industry to get into and that causes all kinds of problems in terms of congestion and the ability to improve the quality of fleets so so what are what are some of the urban consequences of the the way in which freight movements are organized in these trains

What in these chains well one one implication is that key points within a chain have very extensive land requirements but they require land that is also well connected so what does that look like well increasingly that looks like urban edge land and particularly given some of those comments earlier

About freedom be and freight blindness in a in a complicated metropolitan area where where there’s resistance to freight in some places where where freight interests have a need for large land parcels and and good highway access we we really have the potential for very fragmented patterns of land use and a

Very potentially negative set of impacts on on urban form in terms of logistics of urbanization in terms of a lot of conflicts around the connections between points in the metropolitan area and just one illustration of that is some survey work with municipalities in the in the Greater Vancouver area what are the free

Port logistics issues that municipalities are hearing about that are becoming a focus of council attention it’s traffic it’s noise it’s questions of public consultations there’s a it seems to be a really we seem to have actually developed ways of managing site development for handling freights with in metropolitan areas but

What we continue to struggle with is with ways of dealing with with the conflicts or along the routes that connect up the site so so in summary this is a challenging area for for planning and for for for decision making the the forces of change are often well

Beyond the jurisdiction of a local planner there the considerations of course they start with local land use designation and zoning questions but they they really only seem to make sense in a in a regional metropolitan perspective and often even in a in an even much bigger perspective than that and and then

Finally it it’s not always clear that that existing transportation and funding and planning mandates match up with this the the the bias even at the metropolitan level is so more towards the movement of people went towards the movement of goods and and so here are some thoughts to conclude with in terms

Of ways forward to better practice and I’ve divided them into thoughts around process and thoughts around outcome and if we if we think of the kinds of process that are needed I mean these these are processes that resolve revolve around working out the relationship between the local places that that are

Handling this throughput conundrum dilemma and and their relationship to to to the wider region and to the wider nation and then in terms of outcomes I think there’s a there’s there has been some good work done in terms of interpreting what what more sustainable planning for Freight might look like in

Terms of efficiency equity environments governance and also in terms of a framework that’s dynamic because I’m going to be key points that came true and Tom’s presentation is that this is a dynamic system and that’s the the the the actors in freight systems do have choices about where else to go the last

Thing we want to be doing is is is building a city or for the handling of freight only to see those freight flows go somewhere else so with that I’m going to pass over to Michael and thank you very much alright thanks Peter and let me just

Pull this up and make sure I’m good to go not sure if that’s actually end it over sorry everyone so everyone’s probably seen a picture of me and my girlfriend or my my recent wife and announced that let me get this power point of it was very good perfect okay

So I would like to just go ahead and thank everyone welcome everyone thank you Tom and Peter for those great presentations to introduce and thank you everyone for participating understand we have about 500 people on the on the webinar at this point that’s great so

What I want to do today is I’m probably going to reiterate to a certain extent some of the things that that Tom and Peter have talked about already but i do want to focus this on la long beach in particular kind of as a case study my goal today is really to raise

Questions more than i’m going to going to propose answers so i may not necessarily answer all the questions that are raised but i think these questions are really important particularly for planners to understand so the key point i hope to drive home is similar to what Peter said is why

Planners should care about international trade similar again to what Peter said and focusing on Southern California and apart from why we as planners should care the other question that I hope to raise is how should planners deal with international trade impacts and again Peter and Tom sorter already covered

Some of this I’m going to do it from a slightly different perspective so with that said keep going to understand and I think this is this is really important because a lot of planners including myself like tall mentioned in his presentation sort of fall into freight

It’s not something that you go to school necessarily for and say hey I really want to be involved in goods movement etc it’s just one of those things you kind of fall into because in a place like Southern California for example it’s all around you and pretty hard to

Avoid and in fact very interesting from a plan perspective so the key point I want to I want to stress right from the beginning is it good obviously are not alive but the global supply chain system behaves much like a natural system does and goods flow and have a shed just like

Water though just like a watershed and what I mean by that is the goods basically will find a way to get to consumers and there are lots of different routes for goods to get to consumers but they will find a path and so I think the task of planners is to

Really help identify what what is the optimal path for those goods to get to market because they will get there particularly in our globalized economy at this point it’s pretty hard to stop them so managing good flows is a challenging and nearly as important as managing water for modern modern life

Even though we don’t necessarily think about it that way the stuff that we consume our economies in our urban environments would utterly shut down without that stuff because most of it is non-local and it comes from distant suppliers that if we don’t have those things was very very difficult for us in

An urban environment to function so please keep that point in mind throughout their that’s this presentation key questions I think for planners related to Goods movement into the freight in general what should be the proper role of ports and international goods movement in urban development what’s the proper scope of

Development for individual ports and why should planners care about goods movement importance so please just keep those questions in mind and as I as I announced at the beginning I raised those questions I’m not necessarily going to be able to provide satisfactory answers but I think all planners should

Really understand what those questions mean and try to seek answers to this question so the first part of the presentation is really going to be focused on the only Long Beach as a port complex so that people are generally familiar with it and then I’ll get into answering some of those questions

Hopefully trying to answer some of those questions that I just read so to begin with courts as regional players what is the role that ports play within their region Tom I believe mentioned this at the beginning there’s an increasingly general public and I think the reason

For that primarily has to do with with traffic there’s road congestion their trains there’s all sorts of modes of transportation their emission their emissions environmental impacts associated with those modes of transportation and in order to get from a port to a market those trains trucks etc have to drive on public

Infrastructure have to cross public infrastructure in the case of rail and certainly impact impact of public and I think that’s very visible in certain areas not so much in others but in certain areas hard to avoid those impact and ports I think this is a key point

Are not a part of the post-industrial vision for cities and I even I even have have a conversation like this with my wife every once in a while because I work at a port authority you know ports are still perceived a largely I believe as almost a 19th century or early 20th

Century phenomenon there an industrial complex and you’re moving goods by water and it doesn’t sound very sexy they’re not using Jets you know you’re not it’s kind of the old basic maritime industry and it’s a very old industry and I think because of that it’s not often imagined

As part of the post-industrial city but they’re very critical in fact to the post industrial city because we want things like iPhones and we don’t necessarily know or even care as data pointed out was frightened the freight blindness phenomenon nor even care where goods come from but we absolutely expect

Those to be on store shelves when we go to buy them or if you order through Amazon or something like that that’s going to be delivered within a couple of days and and if you don’t think about where the goods come from it’s very easy

To have that kind of a demand but when you start to understand that everything has to be delivered on infrastructure you really start to see that play out so and then there’s also the political conundrum and basically what that means is you know the you hear it a lot in the

In the debates because we’re in an election year I’m talking about jobs and the quality of jobs and you know especially China tends to get singled out because of its large production facilities for export to the United States market but globalization and offshoring make business sense if they

Didn’t businesses wouldn’t be doing them but that’s not politically viable or increasingly less politically viable to to come out and say that so the political perception is basically that you get a lot of burden and very few benefit to show for it now it’s not necessarily true but certainly you can point to

Manufacturing jobs being lost and outsourced to other countries again particularly China and it becomes a political conundrum so Freight gains of sort of bad reputation as it’s all imports is all from another country and the result is fewer jobs for and I’m speaking from a u.s. perspective fewer

Jobs for US workers that’s not necessarily the case and I’m not going to get into that because that’s not the focus of my presentation but that is one of them the pieces of baggage that I think when you’re in the freight industry that you have to deal with so

One thing I really want to stress is that not just port authorities are involved in the supply chain I work at a port a USC port we’re a public entity a department of the city of Long Beach but our role and goods movement is very specialized and frankly very small all

Of these on the screen here that you can see all of these entities is sort of surround that blue orb in the middle ultimately are far more important I would argue to the flow of goods movement or the flow of goods then the port itself now why is that that’s true

Because those Goods can go through any port and ultimately get to their final destination again just like water water can go through any route to get to its final destination I work at a port it’s in our competitive best interest to have cargo but that said cargo can and will

Go elsewhere to a different court if it needs to so all of the supply chain partners that are listed around this blue orb are really the key players and port authorities basically facilitate the movement of those goods within their reading now focusing on just the geography a little bit make sure

Everybody knows exactly where I’m coming from here literally got the obviously the San Francisco Bay Area Silicon Valley up in Northern California or central California depending on how you think about it all day long beach in the south zooming in a little bit and Peter showed a similar similar Ariel this is

The LA greater LA region and if you look at that yellow circle you can actually see it was like a Great Wall in China you can see the port of LA and Long Beach from space and I’m not exaggerating actually can’t singled out there very much you see terminal island

Called out pretty clearly and then when you zoom in this is what the what the port complex looks like and from a jurisdictional perspective or governance perspective it really is to separate port complexes located side by side in the same base and Pedro Bay Long Beach is operated by the city of Long

Beach for the Los Angeles operated by the city of Los Angeles but that said to all non local entities it’s basically a single gateway so this is actually a more accurate representation of the port even though they are two different port authorities for all intents and purposes from an international perspective they

Are one port complex that has a lot of challenges for for the planning side as well because you basically not only do you duplicate services at the administrative level which is which is a question as to whether or not that’s the most efficient way to do it but you also

You also end up in some cases we do collaborate but frankly we compete and and have plans that don’t necessarily fit as well together as they could so just just to point out where la Long Beach falls in the global picture Shanghai Singapore Hong Kong shenzhen

And busan in korea round out the top-5 global container port los angeles long beach as of 2010 was number six and then you you go back down and you have three chinese ports and the port of dubai so we are one of the largest port complexes

In the world number six and two thousand seven cents actually fallen to number eight because of growth in primarily in china we’ve been surpassed we’re now eight as of 2011 but still absolutely a major player in global Goods movement and this is how we compare nationally to

Other port New York New Jersey certainly the largest metropolitan region in the United States but from a Goods movement Freight perspective because of La Long Beach’s proximity to the Pacific Rim and to the manufacturing centers in Asia particularly China we are the beneficiary of far more cargo than any

Other single port complex in the United States la long beach again two separate port authorities but if you combine them we’re almost three times the size of New York New Jersey from a a volume container volume perspective that just that just paints a picture hopefully of how impacted the Southern

California region is buy goods movement and freight in general so just some basic stats I don’t spend too much time on this you can kind of read through that on your monitors the one thing I do want to stress is that as i mentioned forty percent about forty percent of us

Us containerized cargo from all coast move through Southern California and that translates to about three hundred twenty billion u.s. dollars worth of goods we act either import or export goods to all states within so within the United States so that means that all 50 states in the United States including

Alaska and Hawaii are served by the ports of LA and Long Beach and that’s the reason we’re known as America’s port and also frankly we’ve been very aggressive on the environmental front and so we we’ve claimed the title of green court as well and i’ll talk

Briefly about that at the end of the presentation in terms of impact and benefit on the benefits side about 3.5 million jobs across the United States are linked to the to Southern California ports that translates to about a hundred twenty billion dollars in wages and approximately just in Southern

California alone about 700,000 jobs in the five counties and that represents for the case of Long Beach twelve percent of all employment is traded port-related in other words we’re a juggernaut in terms of employment in Southern California most people don’t realize that most people who are aren’t

In a freight business or goods movement industry still think of Southern California largely for its entertainment industry and you know certain other industries and and you know the weather obviously people think of the weather where I think of Southern California but the fact of the matter is particularly

Long which but even regionally nearly ten percent one out of every ten jobs is linked to international trade so that is a huge component of Southern California economy now this slide I want to I want to focus on here briefly because I want to make a point with this and this is

This is where I want to start to get into that why planner stood care not just people living in Southern California not just planners working in Southern California why should planners around the country and around the world care about ports and freight well Peterman this as well if you look at 2001 the

Combined market share of LA Long Beach ports with 27 points six percent and that’s of all North America not just the United States twenty seven point six percent of all North America flash forward 10 years 2010 the market share was twenty seven point seven percent for both LA and Long Beach combined we

Actually grew point one percent marketing our combined market share over ten years and if you look at the other ports most of those lines even though there is some growth with certain ports most of those lines are fairly flat as well and what that means basically is

That you you even over ten years there’s been a massive amount of growth in the volume of goods but market shares have remained relatively flat what does that mean that means that growth is occurring simultaneously not just in Southern California but at all ports around the country and and that most ports around

The world are experiencing growth commensurate with their with their national economy so here’s what our growth curve looks like for the next 20 years in in Southern California this may look very aggressive but the fact of the matter is this is exactly the growth curve we experienced up until about the

Later the last half of 2007 in the beginning of 2008 this reflected very closely that that exact growth curve we obviously had a dip with the recession in 2008-2009 bounced back a little bit in 2010 and we’re pretty much right back on course for this yellow line that you

See tailing off to the right and again why is this important what is this mean and what is what this means to me and why I think planner should care is that essentially with flat market shares over the past 10 years if this is what la long beach growth looks like over the

Next 20 years this is probably pretty close to what growth is going to look like at other ports in the next 20 years as well meaning that any any region with the port’s any city with a court and frankly a lot of cities that don’t have boards but receive the goods from ports

Are going to be impacted in ways similar to how southern california is going to be impacted and so on next slide I just kind of want to show again this kind of reiterates the decides of San Pedro Bay versus some other West Coast gateways but in addition to that this slide kind of

Gives an indication that most impacted international trade from Asia all on la Long Beach but this isn’t actually true and the reason that’s not true is because about sixty-five percent of all the cargo we receive in LA Long Beach actually goes to inland markets such as Chicago Dallas Memphis Kansas City

Columbus Ohio in Atlanta so the point is that our Goods and also the impacts associated with moving those Goods get distributed and again this kind of goes back to that idea of water you know it’s almost like a natural system and this next chart I think shows that quite well

The goods land in la Long Beach they also land in seattle tacoma certainly vancouver canada but they don’t really stay here we have a large local market in Southern California almost 20 million people depending on the scope of the Southern California that you are talking about that’s a larger local market but

The fact of the matter is most of our goods go somewhere else about sixty-five percent of our bids go somewhere else and these two images really show where they go and in what concentration and the reason I want to stress this map is because anyone who falls along these

Lines and on the left you see a bnsf which is Burlington Northern Santa Fe Railroad on the right it’s Union Pacific Railroad these are their routes to get goods to other market basically any community that lies along these routes is going to experience maybe not quite

As high a volume residents of volume of goods movement as Southern California does but quite a bit of goods movement and in the point here again is the communities far removed from port cities or port regions are very much impacted by by the goods that we move through Southern California and gateway

Infrastructure really steers that that movement of good so I want to talk a little bit of now about the capital investment over the next few years through 2020 approximately of la Long Beach and put this in a little bit of perspective so I won’t spend too much

Time on the details here you can you can read along but we’re spending about six billion dollars in combined development for cargo terminal capacity enhancement new on dock and your dog rail infrastructure a new bridge and that’s just what the port authorities themselves are spending that’s just what

The court of LAN port of long beach are spending when you combine that with approximately two billion square feet a regional distribution facilities there’s no question whatsoever that Southern California is the capital for goods movement in logistics in North America the only thing that the only other area

That even comes close would be Chicago in the Midwest and then the new york new jersey area as well but we aren’t we are by far sort of as the large player there the reason i wanted to point that out is because again going back to those upstream effects for planners this

Additional infrastructure means enhance competitiveness competitiveness for the ports but it also means additional volume traffic and path dependency not just reports but nationally and globally for any any region that’s impacted by the goods flows out of our report this means further economic dependency on trade this means further encroachment of

Transportation infrastructure on urban spaces and it means further emphasis on flows over plates and that’s that’s really at a global level and again you really see that flow over place emphasis when you talk about a large gateway like Southern California the ports of LA and Long Beach but only thirty five percent

Of all of our cargo actually stays here that means we are very much a place of flow and we try to get goods out of here as quickly as possible to those other market and I want to bring this home with a couple of images here so guess

Where these ports are obviously it’s a rhetorical question if this were a classroom setting I’d actually pose that question and hope for some answers but in this case since we can’t get really get responses the point is just to show that even though these are large ports quote-unquote ports where they actually

Located they’re not really very near water that’s the point north of Baltimore Ohio Birmingham Alabama Dallas Texas and Juliet which is basically a suburb of Chicago in Illinois this is where a lot of these goods that come through Southern California end up and they have to be handled that their

Destinations just as they have to be handled here at the ports when they when they come on land off its the vessel and the point here is that there are a lot of jobs associated with this cargo but there are a lot of needs for infrastructure report related

Infrastructure well inland from the port and planners have to understand how to handle these impacts how to handle this need this demand for for goods movement infrastructure and how to deal with the impact of this good goods movement infrastructure on local communities that are that are far removed from the ports

As well so going back to the key questions that I posed at the beginning of my presentation what is and what should be the proper little reports an international goods movement in urban development what is the proper scope of development for individual ports why should planners care about vis movement

Reports so I’m going to try to just kind of briefly in general term deal with each of these questions so the first one what is and what should be the proper role of 4th international goods movement in urban development as I said I probably don’t have a good answer but

It’s an important question to ask and the reason is an important question to ask is if you look at these two pictures on the screen here you’ve got sort of the traditional preferred imagination of Southern California this is division this is what people I think often sync

Up they think of the Hollywood sign they think of nice weather palm trees mountain desert etc etc if you look to the image on the right this is the reality of Southern California that I tend to experience not just because I work at the port but because I commute

From Long Beach to west LA noire I can use from Long Beach to downtown Los Angeles or to Orange County and this port complex puts a lot of trains and a lot of trucks on the infrastructure that you absolutely interact with as a resident of Southern California Air Act

Receives with these impacts with these modes of transportation with these goods on a daily basis and so that disconnect I think between you know this beautiful sort of oasis that is that is Los Angeles sort of in the Golden Age perspective versus really ten percent of the economy now which is which is

Trading in logistics how do you reconcile those two of the planner how do you live up to the expectations of people who want Southern California to be this beautiful green elegant space how do you reconcile that with what is really happening and where the actual jobs are being produced which is in the

Trade and logistics here’s another image which which kind of drives that same point home on the left you see sort of a famous local landmark which is the Santa Monica pram promenade third street promenade it’s a three-block stretch of lockable shopping basically an outdoor mall very successful development in on

The west side of Los Angeles in santa monica and then you see on the right-hand side the 710 freeway and again these couldn’t these visions of the metropolis of the urban environment couldn’t be more different on the one hand you have a high-end retail walkable community you know people are carrying

Around their starbucks mugs and and everything’s great beautiful but on the right that’s how those goods are getting to those stores when you go to the promenade in santa monica you’re buying what you want you’re getting your jeans you’re getting your your ipad whatever you need it’s there but people aren’t

Thinking about how those goods are supplied to those very stores and i think that’s that’s really where planners have to have to understand this key connection between how goods are delivered and how goods are consumed because this is this is an image from Southern California but I guarantee you

It’s the same in Chicago Memphis Kansas City Atlanta any of those other markets New York City any other market that’s receiving goods from abroad which frankly is most pretty much every market these days those Goods have to get there somehow and how those goods get there is

An important question okay I’m going to go ahead and wrap up in the next couple of minutes so we have time for questions again going back to the second question what’s the proper scope of development for individual reports and again not trying to answer this question but please think of these questions is

Applying to your city even though it says socal Southern California should Southern California continue to deliberately grow it support the legitimate question the policy question but it’s an important question you can substitute that for should Savannah continue to deliberately grow its port should New York New Jersey continue to

Deliberately grow its port etc etc should Houston how big and for how long is there an upward boundary on how big a port should be and what what determines that boundary is that when the impacts become intolerable is it when the job benefits the economic benefits from the port are

No longer sustainable how do you know how do you determine that and then I think one of the most important questions for planners is if we aren’t growing the ports in Southern California where are we growing and if we’re not going to port apply it to a different

Context if we’re not growing the fort in Jacksonville Florida where are we growing the port because the goods are going to come here as long as they’re made elsewhere and there’s demand for them here in the United States we are going to get imported goods and the same

Applies to exports as long as there’s demand abroad for us goods those goods are going to have to get to market and nine times out of ten they’re going through a seaport so if we don’t expand the facilities to capture that future demand in Southern California where do

We do it and it elsewhere better worse or equal how do you measure this impact and then ask the question for whom for the local population for the general national population and how do you know how do you measure those in that how do you really do a an effective cost

Benefit analysis on goods movement who’s doing that kind of work and you know who stands to benefit from Goods movement who stands to suffer the impacts there’s are all really important questions for planners to have and then finally why should planners care about goods movement and ports and i’ll leave it to

Two to two issues and i think peter and Tom already effectively talked about both of these but ports are planners nightmare and I say that in the sense that they’re wickedly wicked problems to deal with primarily because they ports have are like kind of like an octopus their tentacles extends throughout the

Entire country but they’re managed at a local level so you’re talking about national national impacts national benefits and primarily local jurisdiction you have city jurisdictions state jurisdiction some federal jurisdiction but primarily local jurisdiction but you also have the international supply chain to deal with

And how do you how do you manage all of those different players in the process of determining how to plan for port the very complicated problem because of that I think it’s I think it’s critical to planners understand ports understand goods movements and know how to how to

Plan for the impact of course and goods movement but on the flip side of that I think ports are also kind of a planners dream come true and I say this as a planner who works at a board authority they’re fascinating ports are absolutely fascinating and I think you talked to

Tom repeater they’ll say the same thing you’ve got the ultimate sort of coming together of local regional state national and international planning issues they all coalesce at a single point in space once you know the port of long beach or Los Angeles for example all of these different players come

Together and these problems have to be dealt with record here at the local level even though they’re international global problems and that’s fascinating as a planner it’s very very difficult to communicate that any other way it’s just it’s just an incredible situation to be in because you deal with things that

Most planners probably don’t have the opportunity to deal with on a daily basis and then also land use transportation sustainability Community and Economic Development come together in that same space which I also find fast Nick I just want to end my presentation because again I want to

Make sure we say time for Question went in my presentation by talking about 11 collaborative effort that la long beach together as a port complex have worked on intently over the past several years five years now the cleaner action plan first came out in 2006 and I want to

Throw this out there as a final slide to the group because I want everyone to understand that as a planner there are things you can do to to deal with and manage the impacts that I’ve just spent the last half hour talking but so it’s not all rhetorical questions and it’s

Not all talking about how the impacts how significant the impacts are without any solutions there are solutions and I think planners just have to be very creative about finding the solution so the case of La Long Beach ports the cleaner action plan basically was a plan

That we came up with back in 2006 to effectively manage the impacts of our port complex and we did this because there was a lot of political pressure a lot of community pressure and a lot of even pressure from the business side to make sure that we’re growing in a

Sustainable way and that’s that’s very key and just to focus briefly on the slide on the latest data because of the efforts of the cleaner action plan which have involved basically cleaning up the emissions from of our different modes we’ve seen a seventy-two percent decline in diesel particulate since 2006 seventy-three

Percent cut in sulfur dioxide sulfur oxide sorry Sox emission and a forty six percent reduction in Knox all since 2006 and even on the greenhouse gas side when we start to think about global warming more or international issues and eighteen percent deduction so there are

Things that can be done and ports are an important player in trying to figure out how to manage those impact in addition to the freight itself okay by way of conclusions just want to wrap up trade benefits many impacts few upstream impacts of ports are increasingly significant in non port communities so

This idea you can run but you can’t hide just because you don’t live in a port city doesn’t mean you’re not going to be impacted by freight movement you absolutely will long as you’re buying stuff and finally planners are critical to the ability of cities and regions to

Manage the benefits and impacts of global trade sustainably such that ports and other goods movement entities can mitigate impacts to the maximum extent possible locally while continuing to provide benefits to consumers globally and I have a few resources here I won’t spend much time on this toms toms

Presentation certainly had a lot more resources and I know these presentations are going to be made available later so I’ll conclude with that and I want to thank everyone including my co-presenters today and and that’s it for me so I believe I need to now turn this over okay great thanks Michael I’m

You can leave up your contact information if we don’t get to some questions today feel free to shoot Tom Peter Michael and email and I’m sure they’ll be happy to to field your questions so our first question comes in from Andrew McCown what effect does this

Fine tuning of supply chains have on the stability of those change chains how much will disruptions in fuel materials etc affect this model why don’t why don’t I take a first crack at that the the impacts are are real and an immediate and supply chains have to be

Agile and prepare for disruptions or else they’re not going to be competitive a couple of things come to mind with regard to fuel prices the impact over the past couple of years of rising fuel prices has encouraged ocean vessels ocean carriers to engage in what’s called slow steaming which means

That they take longer on a transatlantic or trans-pacific voyage as a way of reducing the amount of fuel burned and reducing costs and that means that supply chains have to build that into their their schedules their pro formas so they know that it’s going to take

Them longer to get to market on the airside industry the the impact of rising fuel prices and reduce demand because of the recession has meant that some goods that would normally be sent on larger air cargo freighters have been shifted to smaller planes or because about fifty percent of god air cargo has

Moved in the belly of plant of passenger planes that’s posed a real problem for for air freight because because of reduced demand we’ve seen a lot longer routes flown using 737s which means less room for cargo and the supply chains have had to shift and adjust and look

For for alternative means to get to final market I hope that sort of gives you an idea but but supply chains are actually thinking about how to plan for disruptions now okay great our next question comes in from Elizabeth Ledet about Freight not having a vote at the

Local level and the average person’s lack of perception of freight needs do you think Freight especially rail does itself a disservice with the you can’t make me attitude planners often see um I’ll take that one I I think that it is true that there are there are in the

Freight industry some operators that have historically had a sort of attitude that you know that we’re here and we don’t need to negotiate our social licence and that that’s something that has it’s an accusation that’s often thrown a trail and and in some cases and it’s fair and i think in other cases

That it isn’t fair I think that the the the need for those freight actors and for planners to engage a conversation about the importance of freight and why if you don’t want trains you’re going to get more trucks for example is really important so I I think it is an attitude

That’s out there and and and hopefully it’s one this can change I just want to jump back to the previous question about the flexibility of supply chains I think it’s it’s probably true that first thing to say is that supply chains are set up so that they provide alternatives so

That if there’s a disruption there’s another way of going so inherently there’s a certain kind of flexibility that’s built in a given actor with its supply chain a given firm might not change very much from one year to the next but a very small marginal change in

In a in a supply chain configuration of one firm very quickly over time that accumulates into into some pretty big impacts so if if if most ship is I’m not changing what they’re doing but a major shipper says okay i’m gonna i’m going to reorganize i’m going to go to four

Corners instead of six a kind of configuration those changes accumulate very quickly over time so so an individual place and then the planners in that place they can be they can be confronted with pretty quick changes in their context Thanks okay well our next question comes in from James Wagner for

Inland ports are their goods that need to move from rail to air or truck to air or is the primary primary demand between truck and right truck and rail I’ll take a stab at this one and Tom can jump into or Peter for the most part I mean if

You’re talking about in finder stand correctly in the port most of the goods that are going by rail for example to a place like Chicago those are going to Chicago to be distributed and most likely if they’re going by rail to Chicago they’re going to be distributed by truck that’s by far

The most common modal shift you might in some cases get a short haul out of La long beach by truck the den gets on a rail to go further inland for distribution I don’t think you’re probably going to see many goods go from rail to air or truck to air on the

Import side certainly because basically if it’s already gotten from a foreign manufacturing location to the United States or to North American general via water there there wouldn’t be much incentive it wouldn’t make much sense to then put it on an airplane for domestic distribution because you would add a

Significant amount of cost to to the delivery to the cost of that good without adding all that much value because you need me yeah it’s only a five hour flight from LA to you know to New York or something like that but the benefit of that when you can get there

In three days by three or four days by rail is minimal since you’ve already spent two weeks on the ocean so I don’t think you probably see much of that hopefully that that addresses the question I don’t know if tom has any other thoughts or Peter yeah the only

Thing I would add is there there is a unique case of small package carriers we call them integrators whose supply chain includes management and ownership of of not only airplanes but trucks and occasionally they do use intermodal services and it’s important for planners because the changing distribution network of purchasing means means

Changes in the way companies like FedEx and UPS do business and that hasn’t that has an impact on urban system okay great our next question comes in from Eric Deline how does the Port of Los Angeles or long beach on address the externalities of port traffic away from

The mediate port area ie congestion at grade crossings etc that’s a good question that’s that’s when we we try to run from and just think sensations not not exactly true that’s a difficult question this goes back to the sort of the scope of the port’s not just authority but but impacts there’s no

Question that the impacts of the goods that come to LA Long Beach are very broad in scope and they extend well into the inland empire in Southern California certainly other places as well we don’t have any control whatsoever over grade crossing let’s say in riverside or out in san bernardino county that’s that’s

Not even close to the jurisdiction I mean it’s roughly two hours out from from the jurisdiction of what the port would have here in Long Beach for example what we do try to do is we do try to work with the railroads and in other parties to really advocate

Solutions that are going to speed goods and eliminate community impacts so for example you know the Colton crossing out Newman Empire a project like that we have absolutely no no problems supporting it and getting behind it and saying you know anytime there’s a congestion issue like a great grade

Crossing we’re all for removing that that said we don’t have any jurisdiction in actually doing the work or demanding the work so it’s kind of it’s kind of a difficult situation and so the only way I can really answer that I guess is that we absolutely do support and advocate

For any sort of infrastructure improvement that’s going to help our goods out of Port get to their inland destinations faster and more safely and frankly more sustainably as well we don’t control that process so we would we would largely defer to the railroads and to some of the other parties to

Handle I just add that to that this is where the institutional arrangements really do make a difference so in some other jurisdictions particularly in the sort of east and the southeast part the United States for example some of the ports are state agencies rather than city departments which is which is which

Is how they are in California and that that makes a difference but but I think also we should say that’s not a magic bullet because having your port as part of the state you know could be could be good for resolving some of those kind of challenges but it could also introduced

Its own other set of complications so institutions make a difference but there’s there’s not a there’s not a straightforward line that says this is this is the best way to manage a port okay and while we are running a little short on time today so we’ll we’ll take

One more question now and if we don’t get to your question please feel free to send Tom Moore Peter Michael and email I’m so it seems this this question comes in from Sean kiernan it seems that a good neighbor policy is becoming more important for ports especially as waterfront land redevelopment favors

Residential how can ports improve their local relationships that seem to be directed at me you know I think that’s a that’s a very important question and a great observation and i would say that absolutely is true and it’s not unique to the United States I think this is

Happening all over the world frankly certainly in Europe South America North America and probably soon to come in Asia as well even though most chinese ports are still in the high growth mode if this idea of reclaiming the waterfront for alternative uses to freight and we’ve certainly seen this in

Other context and i think to answer the question sort of more directly about how to you know how two ports become better community partners I think it’s I think it’s taking a realistic approach and understanding to what exists and what what value there is in future development of different types so for

Example there are areas in southern california you look around near the ports that you know it might make sense to do a different type of development maybe a residential or recreational type of development as opposed to freight and over in San Pedro which is part of the Los Angeles for

Los Angeles they are looking at that they are looking at all you know alternative forms of waterfront development which would include shopping retail recreation entertainment etc and they’re they’re partnering with their stakeholders to develop some of those things because there’s demand for that on the Long Beach side because of our

Geographical situation we don’t we don’t right now really have too much I don’t want to say pressure but too much suggestion from the community that that we take that sort of approach but a lot of other ports do and I think the key is really to understand you know again from

A planning perspective what what makes sense and what doesn’t make sense for that type of land and you listen to the community you partner with the community and maybe there’s an opportunity to say hey it doesn’t work here you know this area doesn’t seem to make sense because

It’s we would be right in the middle of our operations and would interrupt the flow of goods but what about over here you know is there an opportunity to meet your needs at a different location and and maybe you know provide those services or provide some funding or

Frankly just work with the community to do some of the planning for those sorts of alternative developments in an area where where they can meet the community’s needs but not necessarily impact the disloyal goods and I think those kinds of seeking those kinds of compromises rather than just saying no

Absolutely not or saying yes but then it kills your business is really the only way to go you have to find out you know what what really the community is asking for getting about that location or do they just want that sort of development and trying to work with them to to make

It happen where you can okay great yep I was going to just add to that that I think it’s also important to explain the the costs of relocating some of these activities and how how that can exacerbate the problem in terms of additional truck moves because if you if

You do dis place that Goods handling activity as michael has said it’s that good family activity is going to pop up somewhere else well I think that’s it for today thank you so much Tom Peter and Michael for a wonderful presentation and thanks also to the transportation division for

Sponsoring our webcast today and for the attendees who are still with us I’m going to go through a few reminders on logging your CM credit so if you just want to hang out for a minute I’ll switch over to my screen okay thank you very much and thanks Tom and Peter and

Everyone in the audience was great to have you have you guys listen in today thanks everyone yes thank you okay well for those of you who are still in attendance I’m going to go through a few reminders first off to log your CM credits for attending today’s webcast

Please go to ww PA ng org slash CM select today’s date which is Friday februari 24th and then select today’s webcast which is planning for goods movement players trends and challenges this webcast is available for one and a half cm credits also we are recording today’s session so you will be able to

Find a recording of this webcast along with a PDF at wwu ta PA org webcast archive this does conclude today’s session and I want to thank everyone again for attending the organizer has ended the session and this call will be disconnected goodbye you

ID: 2RsijjlSv20
Time: 1343163765
Date: 2012-07-25 01:32:45
Duration: 01:37:18

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