Commonwealth of Massachusetts
State Freight and Rail Plan
Draft Findings and Recommendations
Central Regional Meeting
Massachusetts Department of
Transportation
April 1, 2010
Freight & Rail Plan – Key Components
• Multi-modal Freight Plan and standalone Rail Plan
• Evaluation of existing conditions and trends
–
–
–
–
Heavy inbound & through-traffic for all modes
Light-weight, smaller volume outbound
Highway dominant freight mode – low rail share
Land use and policy issues
• Analysis of future conditions
• Evaluation of issues and opportunities
• Recommendations
– Infrastructure improvements and state freight policy
Freight &
Rail Plan
EXISTING FREIGHT
NETWORK AND FORECAST
U.S. Highway Congestion Increasing
• High volume freight truck
routes to increase 230%
from 2002 to 2035
• US needs $225 billion per
year in transportation for
state of good repair –
spending less than 40%
of that
Freight &
Rail Plan
Sources: Federal Highway Administration, Office of Freight Management and Operations, Freight Analysis
Framework, version 2.2, 2007; National Transportation Policy and Revenue Commission
U.S. Rail Corridors and Congestion
• Rail volumes expected to
increase 88% from 2002 to
2035 – 1.7 billion tons to 3.2
billion tons
• AAR estimates $148 Billion
capacity investments
needed to meet future
demand
Freight &
Rail Plan
Source: Federal Highway Administration, Office of Freight Management and Operations, Freight Analysis
Framework, version 2.2, 2007
Regional Context - New England Issues
• Highway
– Aging, congested infrastructure
and few access points into
Massachusetts from other New
England states
• Rail
– Freight has to travel through
Albany to move from the New York
City region
– Passenger connections are
important and need improvement
• Marine
– Port of Boston serves local market
– Opportunities for growth but faces
competitive challenges
Freight &
Rail Plan
Daily Long-Haul Traffic, 2002.
Source: U.S. Department of Transportation,
Federal Highway Administration, Office of Freight
Management and Operations, Freight Analysis
Framework, version 2.2, 2007
Port of Boston and Northeast Port Container
Traffic
• Port of Boston serves 30% of New England’s waterborne
freight – up 10% from 8 years ago
• 75-90% of port cargo has a destination within 100 miles
• Top bulk
commodities:
petroleum, LNG,
salt, scrap metal
• Top container
commodities: fish,
furniture, beer &
wine, papers, autos
Source: American Association of
Port Authorities
Freight &
Rail Plan
Massachusetts Highway Network
Freight &
Rail Plan
Massachusetts Freight Rail Network
Freight &
Rail Plan
Massachusetts Passenger Rail Network
Freight &
Rail Plan
Massachusetts Multi-Modal Freight Network
Freight &
Rail Plan
Rail Carloads vs Massachusetts GSP
• GSP increased 61%, Rail 24% from 1991-2007
• GSP increased 11%, Rail decreased 5% from 2002-2007
Freight &
Rail Plan
Massachusetts Freight Volumes Projected
to Increase
• Freight Volumes projected to increase by 70% by 2030
• Each mode to grow with trucks increasing mode share
Freight &
Rail Plan
Massachusetts Freight Volumes Projected
to Increase
• Freight Volumes projected to increase by 70% by 2030
• Each mode to grow with trucks increasing mode share
Freight &
Rail Plan
Expansion of Large-Scale Distribution
Activity Beyond Boston Metro Area
Freight &
Rail Plan
Expansion of Large-Scale Distribution
Activity Beyond Boston Metro Area
Freight &
Rail Plan
Expansion of Large-Scale Distribution
Activity Beyond Boston Metro Area
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Central Region Distribution Activity
Freight &
Rail Plan
Logan Airport Air Freight Facilities
The value of air
cargo exports at
Logan Airport
increased by
107% from 1997
to 2007
Source: MassPort
Freight &
Rail Plan
INFRASTRUCTURE
CONDITIONS AND NEEDS
Multi-Modal Freight Infrastructure is Aging
Merrimack River
Bridge
Braga Bridge,
Fall River
Freight &
Rail Plan
Infrastructure Constraints Defined
• 286k: 286,000 lbs
rail car capacity
becoming
industry standard
vs current
263,000 lbs
• Double-Stack:
Vertical rail line
clearance for two
intermodal
containers with a
clearance of
20’8”
Freight &
Rail Plan
Infrastructure Constraints Defined (cont’d)
• Last Mile Truck Access
– Trucks provide the last connection between multiple modes
and the final destination such as airports, seaports and
intermodal rail transfers
• Designated Truck Routes
• Over weight permitting
• Harbor Depth
– Increasing harbor depths will allow larger ships to enter the
port as well as reduce existing vessel delays due to the wait
for tidal levels to be sufficient
Freight &
Rail Plan
MODAL SHIPPING
PATTERNS AND
DIVERSION
Modal Variation in Shipping Patterns
Truck – 239 million tons
Through, 18%
Internal, 32%
In‐
bound, 37%
Out‐
bound, 13%
Freight &
Rail Plan
Rail – 18 million tons
Through, 38%
Internal, 0.3%
Out‐
bound, 14%
Source: Global Insight TRANSEARCH 2008 Release
In‐
bound, 48%
Example of Modal Shipping Variation
Secondary Traffic
movements are mostly
local, almost all by truck
Shipments
from the
New York, NY Region
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Paper products move longer
distances, often throughtrips by truck or rail
Benefits of Modal Shifts from Truck to Rail
and Marine Shipping
• Rail costs are approximately 50% lower than truck
and water 75% lower than truck
• 1.9 to 5.5 times greater fuel efficiency for rail
• Fewer greenhouse gases per ton of freight moved
• Congestion relief of less truck VMT growth
• Reduced highway pavement maintenance costs
Freight &
Rail Plan
“Comparative Evaluation of Rail and Truck Fuel Efficiency on Competitive
Corridors”, Federal Railroad Administration, November 19, 2009
Limitations of Modal Shifts
• Rail and marine more competitive on longdistance goods movement
• Significant reduction in MA businesses shipping
heavy bulk loads that benefit from rail
• Large distribution markets in NJ, NY, PA, etc.
• Infrastructure constraints such as:
–
–
–
–
Weight on rail (286k)
Vertical clearances (double-stack) for rail corridors
Port and navigational channel depth
Landside access and intermodal connections
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Rail Plan
Passenger Rail Annual Ridership: 1997 –
2008 in thousands
Attleboro to
Providence,
Weekday service
Attleboro to Providence,
Weekend service
Greenbush
Worcester
Old
Colony
Fare
increase
Fare
increase
Newburyport
3,000
2,500
Acela
2,000
1,500
1,000
Downeaster
500
0
2008
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
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Most Passenger Rail is Shared Use with
Freight
• Capacity, operations, and liability challenges
• Can work well together – Downeaster/Pan Am/MBTA
Freight &
Rail Plan
New England High
Speed and Intercity
Passenger Rail
Vision
• Downeaster
improvements
• Knowledge Corridor /
Conn River Line
• Capitol Corridor to
Nashua, Manchester
and Concord, NH
• South Coast Rail
• Inland Route BostonSpringfield
Freight &
Rail Plan
FREIGHT INVESTMENT
SCENARIOS: EVALUATION
OF 5 OPTIONS
Freight Investment Scenarios
• Facilitating anticipated growth in goods
movement
• Balancing and diversifying the multi-modal
freight system
• Reducing congestion and environmental
impacts
• Enhancing economic development
opportunities
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Rail Plan
Types of Projects
Considered
•
•
•
•
Weight on Rail
Double-Stack
Port Dredging
Intermodal/Transload
and Port Facilities
• Highway Capacity
– Highway Corridor
Improvements / Lane
Additions
– Truck Access to Ports
and Intermodal (“last
mile”)
Freight &
Rail Plan
Types of Benefits
Measured
• Economic Benefits
– Shipper Cost Savings;
Truck Congestion
Benefits; Freight
Logistics Benefits; Near
and Long Term Jobs
• Transportation
– Auto Congestion
Benefits; Reduced
Accidents; Reduced
Highway Maintenance
• Environmental
– Reduced Greenhouse
Gases; Reduced
Emissions
No-Build (Baseline) Scenario
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Truck Mode Optimization Investment
Scenario
• Objective: Examine highway capacity expansions for
major freight truck corridors in MA
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Truck Mode Optimization Cost-Benefit
Analysis Summary
• Economic Benefits:
$5,082
$4,900
– Cost Savings: $1,040 million
– Near-Term 4,700 jobs
– Long-Term 4,300 jobs
• Transportation:
– $4,236 million
• Environmental:
$182
– Greenhouse Gas Emissions:
CO2 1,005,480 ton increase
– Emissions increase $194 million
• Benefit-Cost Ratio: 1.0
Freight &
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Northern Tier Investment Scenario
• Objective: Improve the East-West rail connections from New
York through Ayer to Maine
– 286k upgrade on connections to Maine, Worcester and Springfield
– Full double-stack capability on Patriot Corridor
– Supporting investments to intermodal facilities in Ayer
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Northern Tier Cost-Benefit Analysis
Summary
• Economic Benefits:
$348
$255
– Cost Savings: $319 million
– Near-Term 150 jobs
– Long-Term 100 jobs
• Transportation:
– $27 million
$93
• Environmental:
– Greenhouse Gas Emissions
CO2: 3,494 ton reduction
– Emissions reduction $2
million
• Benefit-Cost Ratio: 3.7
Freight &
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Southeastern MA Multi-Modal Scenario
• Objective: Improve marine, rail, roadway, and freight
distribution system in Southeastern Massachusetts
– Improved seaport facilities
in New Bedford and Fall
River
– South Coast Rail 286k
improvements to Fall River
and New Bedford
– Improved truck access to
ports
– Port dredging of New
Bedford to allow larger
ships and short-seashipping
Multi-Use Facility at
State Pier
Restructure Rte 6 Bridge, Truck
Access at Rte 18 & Channel
Deepening
North Terminal Expansion
Freight &
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Southeastern MA Cost-Benefit Analysis
Summary
$185
• Economic Benefits:
$135
– Cost Savings $110 million
– Near-Term 340 jobs
– Long-Term 50 jobs
• Transportation:
– $25 million
($50)
• Environmental:
– Greenhouse Gas Emissions
CO2: 1,298 ton reduction
– Emissions reduction $780,000
• Benefit-Cost Ratio: 0.7
Freight &
Rail Plan
Central and Western MA Freight Scenario
• Objective: Improve connections on north-south rail corridors
and improve truck access to intermodal and aviation facilities
– 286k improvements on north-south rail corridors
– Second generation double-stack on north-south corridors
286k
Double Stack
Freight &
Rail Plan
Central and Western MA Cost-Benefit
Analysis Summary
• Economic Benefits:
$212
$143
– Cost Savings $158 million
– Near-Term 105 jobs
– Long-Term 75 jobs
• Transportation:
– $53 million
$69
• Environmental:
– Greenhouse Gas Emissions
CO2: 2,187 ton reduction
– Emissions reduction $817,000
• Benefit-Cost Ratio: 3.1
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Boston Area Freight Distribution Scenario
• Objective: Facilitate goods movement distribution through
landside and water connections in Boston
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Boston Area Freight Distribution Cost-Benefit
Analysis Summary
• Economic Benefits:
$415
– Cost Savings $359 million
– Near-Term 190 jobs
– Long-Term 85 jobs
$290
• Transportation:
$126
–
$54 million
• Environmental:
– Greenhouse Gas Emissions
CO2: 4,053 ton reduction
– Emissions reduction $3 million
• Benefit-Cost Ratio: 1.4
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Benefit-Cost Ratio and Total Cost by
Investment Scenario
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Benefit-Cost Ratio and Total Cost by
Investment Scenario – Excluding Truck Mode
Optimization
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Assessment of Modal Shift to Rail
• Rail mode share in 2007 = 6.45%
– US Average = 12%
– Projected to drop to 6.13% by 2035
• Northern Tier or Central/Western investment
scenarios needed to maintain rail share
– 5% increase in overall rail volumes
• All investment scenarios increase rail volumes
by 14% and increase rail mode share to 7.1%
• CSX Transaction – Double-stack on highest
volume corridor
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Freight Projects with Strongest Return on
Investment (ROI)
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Policy Issues
• Land Use Development
– Identifying, preserving and facilitating freightintensive uses in Massachusetts
• Funding and Financing
– Freight considerations in prioritization of projects
– Public benefits justify participation in public-private
partnerships
– Industrial Rail Access Program (IRAP)
• Regulatory Environment
– Truck routes, regional multi-modal planning, etc.
• Passenger Rail
– Reverse commute, operations, TOD / Smart Growth
Freight &
Rail Plan
Commonwealth of Massachusetts
Massachusetts Department of Transportation
State Freight and Rail Plan
Thank you
Questions and Discussion
www.mass.gov/massdot/freightandrailplan
April 1, 2010
Actions to Address Land Use Development
Policy Issues
• Freight-intensive land use policy
– Include freight-intensive uses in 43D Priority Sites
and Growth District Initiative
• Statewide inventory of strategic sites
– Partner with EOHED, MassEcon, MassDevelopment
– Large and medium parcels with multi-modal access
• Industrial incentive areas to preserve freight
land uses
– Modeled after Agricultural Incentive Areas
• Pre-review of freight-intensive development
under MEPA
Freight &
Rail Plan
Actions to Address Funding & Financing
Policy Issues
• Greater consideration of freight in
transportation funding decisions
• Increased use of public-private partnerships for
strategic multi-modal investments
– Public participation in funding private freight facilities
based on anticipated public benefits
• Industrial Rail Access Program (IRAP)
– Matching funding and low-interest loans for economic
development opportunities
• Continue to pursue Federal funding
opportunities such as TIGER and HSIPR
Freight &
Rail Plan
Actions to Address Regulatory Policy Issues
• MassDOT to actively manage all truck routing
– Heavy haul routes
– Web-based system for truckers and local
communities
– Streamlined permitting
– Coordination of hazardous materials routing
• Engage in regional multi-modal planning and
investments such as I-95 Corridor Coalition
• Pro-active truck parking / rest area program
Freight &
Rail Plan
Actions to Address Passenger Rail Policy
Issues
• Increase MBTA rail ridership by improving
operations and service of existing system
• Promote reverse commute and jobs access
– Integrate with Gateway Cities / EOHED initiatives
• Enhance transit-oriented development /
sustainable development at train stations
– Livable Communities initiative by EPA, HUD and US
DOT – planning and implementation funding
– Expand recommendations from South Coast Rail
Economic Development and Land Use Plan
Freight &
Rail Plan