Commonwealth of Massachusetts
State Freight and Rail Plan
Draft Findings and Recommendations
Northeast Regional Meeting
Massachusetts Department of
Transportation
March 25, 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
$350,000
$300,000
Carloads
500,000
$250,000
400,000
$200,000
300,000
$150,000
200,000
$100,000
100,000
$50,000
0
$0
2007
2006
2005
Real GSP
2004
2003
2002
2001
2000
Carloads
1999
1998
1997
1996
1995
1994
1993
1992
1991
Freight &
Rail Plan
Real GSP in Millions of $
600,000
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
Freight &
Rail Plan
Northeast 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%
Rail – 18 million tons
Inbound,
37%
Outbound,
13%
Freight &
Rail Plan
Through,
38%
Internal,
0.3%
Outbound,
14%
Source: Global Insight TRANSEARCH 2008 Release
Inbound,
48%
Example of Modal Shipping Variation
Secondary Traffic
movements are mostly
local, almost all by truck
Shipments
from the
New York, NY Region
Freight &
Rail Plan
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
Freight &
Rail Plan
Passenger Rail Annual Ridership: 1997 –
2008 in thousands
35,000
Attleboro to
Providence,
Weekday service
30,000
25,000
Attleboro to Providence,
Weekend service
Greenbush
Worcester
Old
Colony
Fare
increase
20,000
Fare
increase
15,000
10,000
5,000
Newburyport
2008
2007
Amtrak
2006
2005
2004
MBTA South Side
2003
2002
2001
2000
1999
1998
1997
MBTA North Side
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
Freight &
Rail Plan
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
Freight &
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
Freight &
Rail Plan
Truck Mode Optimization Investment
Scenario
• Objective: Examine highway capacity expansions for
major freight truck corridors in MA
Freight &
Rail Plan
Millions
Truck Mode Optimization Cost-Benefit
Analysis Summary
$6,000
• Economic Benefits:
$5,082
$4,900
$5,000
– Cost Savings: $1,040 million
– Near-Term 4,700 jobs
– Long-Term 4,300 jobs
$4,000
• Transportation:
$3,000
– $4,236 million
• Environmental:
$2,000
$1,000
$182
$0
Total Benefits
Total Costs
Net Present Value
Econ Benefits
Environment
Total Costs
Net Present Value (NPV)
Transportation
Freight &
Rail Plan
– Greenhouse Gas Emissions:
CO2 1,005,480 ton increase
– Emissions increase $194 million
• Benefit-Cost Ratio: 1.0
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
Freight &
Rail Plan
Millions
Northern Tier Cost-Benefit Analysis
Summary
• Economic Benefits:
$400
$350
$348
$300
$255
$250
– Cost Savings: $319 million
– Near-Term 150 jobs
– Long-Term 100 jobs
• Transportation:
$200
– $27 million
$150
• Environmental:
$93
$100
$50
$0
Total Benefits
Total Costs
Net Present Value
Econ Benefits
Environment
Total Costs
Net Present Value (NPV)
Transportation
Freight &
Rail Plan
– Greenhouse Gas Emissions
CO2: 3,494 ton reduction
– Emissions reduction $2
million
• Benefit-Cost Ratio: 3.7
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 &
Rail Plan
Millions
Southeastern MA Cost-Benefit Analysis
Summary
$200
$150
$185
• Economic Benefits:
$135
– Cost Savings $110 million
– Near-Term 340 jobs
– Long-Term 50 jobs
$100
• Transportation:
$50
– $25 million
($50)
$0
($50)
Total Benefits
Total Costs
Net Present Value
Econ Benefits
Environment
Transportation
Total Costs
Net Present Value (NPV)
Freight &
Rail Plan
• Environmental:
– Greenhouse Gas Emissions
CO2: 1,298 ton reduction
– Emissions reduction $780,000
• Benefit-Cost Ratio: 0.7
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
Millions
Central and Western MA Cost-Benefit
Analysis Summary
$250
• Economic Benefits:
$212
$200
$143
$150
– Cost Savings $158 million
– Near-Term 105 jobs
– Long-Term 75 jobs
• Transportation:
– $53 million
$100
• Environmental:
$69
– Greenhouse Gas Emissions
CO2: 2,187 ton reduction
– Emissions reduction $817,000
$50
$0
Total Benefits
Total Costs
Net Present Value
Econ Benefits
Environment
Total Costs
Net Present Value (NPV)
Transportation
Freight &
Rail Plan
• Benefit-Cost Ratio: 3.1
Boston Area Freight Distribution Scenario
• Objective: Facilitate goods movement distribution through
landside and water connections in Boston
Freight &
Rail Plan
Millions
Boston Area Freight Distribution Cost-Benefit
Analysis Summary
$450
• Economic Benefits:
$415
$400
– Cost Savings $359 million
– Near-Term 190 jobs
– Long-Term 85 jobs
$350
$290
$300
$250
• Transportation:
$200
$126
$150
–
$54 million
• Environmental:
$100
$50
$0
Total Benefits
Total Costs
Net Present Value
Econ Benefits
Environment
Total Costs
Net Present Value (NPV)
Transportation
Freight &
Rail Plan
– Greenhouse Gas Emissions
CO2: 4,053 ton reduction
– Emissions reduction $3 million
• Benefit-Cost Ratio: 1.4
Benefit-Cost Ratio and Total Cost by
Investment Scenario
4
$5,000
$4,500
3.5
$4,000
3
2.5
$3,000
2
$2,500
$2,000
1.5
$1,500
1
$1,000
0.5
$500
0
$0
B-C Ratio
Total
Costs
Northern Tier
Freight &
Rail Plan
B-C Ratio
Total
Costs
Southeastern MA
B-C Ratio
Total
Costs
Central Western
B-C Ratio
Total
Costs
Boston Distribution
Network
B-C Ratio
Total
Costs
Truck Mode
Optimization
Cost, Millions of $
Benefit-Cost Ratio
$3,500
Benefit-Cost Ratio and Total Cost by
Investment Scenario – Excluding Truck Mode
Optimization
4
$350
3.5
$300
3
2.5
$200
2
$150
1.5
$100
1
$50
0.5
0
$0
B-C Ratio
Total Costs
Northern Tier
Freight &
Rail Plan
B-C Ratio
Total Costs
Southeastern MA
B-C Ratio
Total Costs
Central Western
B-C Ratio
Total Costs
Boston Distribution
Network
Cost, Millions of $
Benefit-Cost Ratio
$250
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
Freight &
Rail Plan
Freight Projects with Strongest Return on
Investment (ROI)
Freight &
Rail Plan
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
March 25, 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