Cargo unloading at port facilities in Howland Hook, .

APPENDIX 8: REVISED FEBRUARY 2014 REGIONAL FREIGHT PLAN UPDATE: INTERIM PLAN SUMMARY REPORT PLAN 2040 Appendix 8: Regional Freight Plan Update REVISED FEBRUARY 2014

1. Introduction 8-3 Background Foundation of the Regional Freight Plan Update Interim Plan Organization of the Report

2. Regional Freight Plan Context 8-5 Synopsis of Resource Scan Status of 2004 Plan Recommendations Freight GIS Highlights

3. Market Overview 8-9 Commodity Flow Summary Top Commodities Top Trading Partners

4. Regional Freight Network and Infrastructure 8-12 Freight Highway Network Freight Highway Network Components Freight Highway Network Existing Conditions Freight Rail Network Ports and Waterborne Freight Network Containerized Cargo Bulk and Breakbulk Cargo Maritime Support Services Air Cargo Network Intermodal Network

5. Challenges and Opportunities 8-22 Freight System Challenges Constrained Capacity Physical Challenges Access Climate Change Vulnerability System Redundancy Truck Management Interagency Coordination Opportunities

6. Next Steps 8-27

Appendix 8

1. Introduction BACKGROUND Significant changes have occurred in the petitiveness; regional and national economies and in - Reducing congestion on the At the time it was published in 2004, global logistics patterns in light of the freight transportation system; the New York Metropolitan Transpor- 2008-2009 economic recession and sub- - Improving the safety, security, tation Council (NYMTC) Regional sequent recovery. Demand for all goods and resilience of the freight Freight Plan was generally considered and services is only now getting back to transportation system; to be one of the premiere, state-of-the- or exceeding pre-recession levels. Growth - Improving the state of good art urban and regional freight planning in household disposable income (and repair of the freight transporta- undertakings. The Regional Freight Plan hence, consumer product demand) is tion system; provided, for the first time in this re- generally expected to grow more slowly - Using advanced technology, gion, a comprehensive understanding of than pre-recession forecasts had esti- performance management, commodity flows, relative importance of mated. Fluctuations in the price of fuel, innovation, competition, and major freight corridors, key infrastruc- currency values, and labor availability accountability in operating and ture deficiencies and needs, and a series and cost are changing production and maintaining the freight transpor- of outreach materials designed to help raw materials sourcing locations. These tation system; and stakeholders and the public understand changes impact the volume, origins and - Reducing adverse environ- why freight is present in their communi- destinations, and modes by which freight mental and community impacts ties and the activities it supports. travels. of the freight transportation system. In the years since 2004, NYMTC staff In addition, the state of the planning and member agencies have pursued many practice has changed, with more Feder- • Developing freight performance of the recommendations set forth in the al emphasis and grant selection criteria measures; Regional Freight Plan, having conducted placed on coordinated freight planning, a study of truck rest stops throughout the freight performance measures, coordina- • Refreshing data and trends, espe- region, truck routes in tion with economic development goals, cially post-recession; and and Rockland County, and the feasibility and advancing technology-based and of freight villages in the region, among operational strategies. Moving Ahead for • Refreshing freight projects and other efforts. Freight plans and stud- Progress in the 21st Century (MAP-21), policies to be consistent with cur- ies are underway or have recently been the current federal surface transporta- rent local and long-range plans, and completed by the Port Authority of New tion law passed in 2012, recommends to include innovative technologies York and , North Jersey Trans- that states and MPOs prepare or update and operational strategies. portation Planning Authority, and New their freight plans to describe how their Jersey Department of Transportation, plans support national freight goals, FOUNDATION OF THE and have identified freight volumes and develop freight performance measures, trends, freight needs, and a plan for pri- describe freight trends and issues, inven- REGIONAL FREIGHT oritizing projects and policies that ben- tory needs and bottlenecks, and develop PLAN UPDATE efit freight transportation in a way that is freight improvement strategies. In addi- consistent with other regional goals and tion, MAP-21 recommends that states INTERIM PLAN policies. These projects and plans have and MPOs that have already developed The recent developments so far described or are currently investigating opportu- an initial freight plan can update their necessitate an evaluation of the progress nities to improve freight transportation existing plan by: made toward implementing the recom- system conditions and efficiency, ways mendations of the 2004 Regional Freight to improve the core highway network on • Linking the plan to national Plan, for developing a fresh understand- which the vast majority of freight moves freight goals, which include: ing of goods movement trends and fore- in the region, and opportunities to move - Improving the contribution of casts in the NYMTC Region, and for more goods by alternative modes such as the freight transportation system developing a new program of projects rail and water. to economic efficiency and com-

8-3 Plan 2040: NYMTC Regional Transportation Plan Appendix 8 and policies to advance regional freight going plans and studies undertaken at ORGANIZATION OF planning goals. the local, regional, state, and national levels that provide valuable new insight THE REPORT The Regional Freight Plan Update 2015- into freight, transportation infrastruc- 2040 Interim Plan (hereafter “Interim ture, economic, and other issues that This Summary Report concisely de- Plan”) offers the first step toward achiev- impact goods movement in the region. scribes the findings of the Interim Plan ing this objective. The Interim Plan is an Task 1 also includes an assessment of the work completed to-date. A brief descrip- information- and data-supported plan- status of recommendations published in tion of the sections of the Report follows: ning effort, with emphases on agency the 2004 Regional Freight Plan and the and stakeholder outreach, data gather- development of a geographic informa- • Section 2 provides a brief synopsis of ing, and analysis. The Interim Plan in- tion system (GIS) database containing public and private sector freight plan- cludes a review of planning studies and geographic freight, transportation, and ning activities completed or launched projects that have recently concluded or land use data from various cooperating since the completion of the 2004 Re- are on-going, an analysis of commodity agencies. gional Freight Plan, thereby providing flow data, assessment of the components an up-to-date regional freight planning and condition of the region’s multi-mod- • Task 2: Description of Freight Trans- “context” in which NYMTC’s Regional al freight network, and documentation portation in the region. This task in- Freight Plan Update is being developed. and outreach materials that clearly and cludes an analysis of commodity flow simply explain a very complex regional data and evaluation of specific logistics • Section 3 summarizes the results of freight system to community stakehold- patterns and needs of several of the re- the commodity flow analysis, including ers and the public at large. These activi- gion’s key industries; an assessment of freight volumes, top commodities, direc- ties are aimed at establishing a founda- the components of the region’s multi- tion of movement (inbound, outbound, tion from which NYMTC can address modal freight transportation network through, and intra-regional), mode freight in its update of the Regional (including highway, rail, waterborne, air shares, and top trading partners. Transportation Plan (RTP) and in the cargo, and intermodal networks) and a next phase of the Regional Freight Plan description of their existing condition; • Section 4 describes the components Update, which will identify and evaluate and an analysis of the markets for three and existing condition of the region’s potential freight projects, policies, and potential freight village sites. multi-modal freight transportation net- strategies, and develop a plan for imple- work, including strategic freight high- menting them. • Task 3: Outreach. This task includes ways, freight rail network, ports and the outcome of focus groups and surveys waterborne freight network, air cargo It should be noted that the Interim Plan to support the analysis tasks, and the de- facilities, and intermodal facilities is not intended to be a stand-alone mod- velopment of outreach materials, such as throughout the NYMTC Region, and in eling exercise, rather it fits into a mul- an updated Freight Data Wheel, “Basics neighboring areas of New York State and tifaceted planning approach that will of Freight Transportation” brochure, and New Jersey. support NYMTC’s ongoing planning website content that clearly and concise- and outreach activities. The Interim ly describe the importance of freight to • Section 5 summarizes the challenges Plan establishes a fresh assessment of the region and to its component counties and opportunities facing the region’s existing conditions and serves as a con- individually. freight transportation network. venient launching pad from which the next phase of the Regional Freight Plan • Task 4: Interim Deliverables Package. • Section 6 describes next steps that will Update can advance specific project and This task calls for the development of a be undertaken to complete the Interim programmatic recommendations. Summary Report and package of data Plan and the subsequent tasks of the Re- and analysis products that summarize gional Freight Plan Update. The Interim Plan is organized in four the work completed for the Interim Plan tasks, including: and serve as the starting point for later The Interim Plan will be included by continuation of the Regional Freight reference in NYMTC’s overall Regional • Task 1: Regional Freight Planning Plan Update. Transportation Plan (RTP). All of the de- Context. This task includes a thorough tailed technical material upon which this review of recently-completed and on- summary report is based can be found on the NYMTC website at www.nymtc.org.

Regional Freight Plan Update: Interim Plan Summary Report 8-4 Appendix 8

2. Regional Freight Planning Context

The first step toward completing the themes that the NYMTC Region has the study, by completing detailed stud- Regional Freight Plan Update Interim been grappling with for many years, such ies of truck routing in specific neighbor- Plan aimed at understanding the current as the following: hoods, addressing community impacts, freight planning context in the NYMTC and finding new and more effective ways Region. As described in the Introduction • The predominance of trucking for to communicate truck route rules with to this report, NYMTC’s member agen- freight deliveries; commercial vehicle operators. cies have advanced a number of the proj- • The lack of modern rail freight infra- ects and strategies recommended in the structure east of the Hudson; Action 2. Assess alternatives for provid- 2004 Regional Freight Plan. Also, new • A lack of available funding for dredge ing greater access to national standard global logistics trends and new oppor- disposal; 53’ long, 102-inch wide trailers. Status: tunities have developed in recent years, • Clearance issues for delivery vehicles; A study completed in 2012 by PANYNJ which may have changed the priorities • Competition with and priority for and the NYC Economic Development of public and private sector stakeholders. passenger rail services in the use of the Corporation (NYCEDC) examined ac- To understand the current freight plan- rail infrastructure for freight purposes; cess to JFK Airport and recommended ning context in the NYMTC Region, and the removal of the restriction on 53-foot three key tasks were undertaken—a scan • Fragmented rail operations and lack trailers on the Van Wyck Expressway. of recent plans and studies, an evaluation of supporting infrastructure for rail. of the status of the recommendations of Strategy B. Improve the management of the 2004 Regional Freight Plan, and col- The reports are listed by type of report, commercial vehicle loading and unloading lection of freight and geographic infor- and in chronological order (oldest to zones. mation systems (GIS) data from public newest) within each report category. and private sources. Categories are multistate and state/re- Action 1. Expand the commercial park- gional. ing program in and further SYNOPSIS OF assess impacts. Status: NYCDOT has STATUS OF 2004 PLAN examined and piloted several loading RESOURCE SCAN zone management schemes since the RECOMMENDATIONS completion of the Truck Route Man- A review of 35 plans and studies com- agement Study. Recently, a pilot of the pleted by NYMTC member agencies, Goal 1. Improve transportation Delivery Windows Program on Church agencies in neighboring regions, Federal of freight by removing Avenue in , Fordham Road in agencies, private sector stakeholders, and burdensome government , and 1st and 2nd Avenues in research organizations was undertaken to Manhattan, has had some success and gain an understanding of emerging key regulations and restrictions. support from community and business freight issues that should inform the de- representatives. The Delivery Windows velopment of the Regional Freight Plan Strategy A. Improve management of truck Program is not a one-size-fits-all solu- Update. The results of this analysis are routes tion, and must be planned block-by- detailed in the Task 1.1 Technical Mem- block with community board, BID, and orandum titled, “Resource Scan Sum- Action 1. Complete NYCDOT Truck public participation. mary.” Route Management Study. Status: The NYCDOT Truck Route Manage- Strategy C. Expand the application of ITS Some reports deal exclusively with ment and Community Impact Reduc- to commercial vehicle operations. freight issues, while others treat freight as tion Study was completed in 2007. The one of many topics or mention freight is- study recommended adjustments to the Action 1. Automate commercial vehicle sues intermittently throughout the text. City’s truck route network, signage pro- permitting, credentialing, and enforce- In the latter case, the key points related gram, and outreach and education pro- ment. Status: NYSDOT launched its to freight activity are highlighted. The grams. NYCDOT is currently working “NYPERMITS” online oversize/over- documents reveal a number of recurrent to implement the recommendations of weight permitting service (www.dot.

8-5 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

ny.gov/nypermits). MTA accepts online Goal 2. Improve the physical the on the West Shore of applications for overdimensional permits infrastructure of the transporta- Staten Island. on its bridges (http://mta.info/bandt/ tion system for freight related traffic/trucker.html); the applications Action 2. Improve First Avenue rail are processed by NYCDOT. NYCDOT transport between shipping and tracks in South Brooklyn Waterfront. permits are accepted by mail and online. receiving points. Status: NYCEDC conducted a study of the rail access needs of the South Brook- Action 2. Expand integrated incident Strategy A. Use marine connections to lyn waterfront. Extension of the First management system in the NYC area. enhance access to key distribution points. Avenue line into South Brooklyn Marine Status: The New York Integrated Inci- Terminal is currently under construc- dent Management System was deployed Action 1. Port Inland Distribution Net- tion. across all five boroughs of New York work (PIDN). Transport port containers City in 2003. Between 2003 and 2007, by and rail to out-of-region trans- Goal 3. Improve the reliability additional IIMS units were deployed shipment facilities. Status: The PIDN of overall movement of freight in pilot program consisted of a barge service throughout the City’s limited-access the region by encouraging multi- highway network. A USDOT evalua- from Port Elizabeth in New Jersey to the tion project completed in 2007 conclud- Port of Albany. The service was short- modal shipment. ed that the IIMS provides interoperable lived, as it was not cost-competitive with real-time communications, the system trucking without a significant subsidy. Strategy A. Reduce barriers to East-of- can be considered “successful” due to Longshoreman labor, Jones Act and Hudson rail service. multiple agencies using the system for Harbor Navigation Act requirements a broad range of purposes, and that the represent a significant component of the Action 1. Provide a minimum of 17’9” IIMS has been “mainstreamed” within higher cost of shipping by barge. Also, TOFC clearance; eliminate weight and the city and state agencies that maintain shipping lines generally desire control of clearance restrictions on plate F cars and the system.1 their containers, which limits the poten- tri-level auto carriers (19’-6”) and ex- tial for loaded backhaul. pand eventually to 23-foot double-stack Action 3. Continue experimentation clearance. Status: Plate E clearance (15’- with value pricing of toll facilities. Sta- Action 2. Assess feasibility of regional 9”) exists on the Lower tus: Several programs experimenting truck . Status: NYMTC pub- from Maspeth Yard to Fresh Pond, Plate with value pricing of toll and parking lished the Hunts Point Waterborne F clearance (17’-0”) exists on the LIRR facilities have been studied since 2004, Freight Assessment in 2004 and Long Is- Main Line from Fresh Pond to just west including congestion pricing in Manhat- land Sound Waterborne Transportation of Ronkonkoma, on the Bay Ridge tan and NYCDOT’s parking pricing pi- Plan in 2005, which examined the fea- Branch from Fresh Pond Yard to 65th lot program. NYCDOT’s PARK Smart sibility of freight ferries between Hunts Street Yard, and on the Fremont Run- program has had success in managing Point and various locations throughout ning from to Fresh curbside parking/loading area supply in the region. The two studies examined a Pond Yard. The 1st Avenue Rail Line in several neighborhoods, but requires a sig- number of potential links, and rec- Brooklyn has Plate J (19’-0”) clearance nificant amount of community and busi- ommended further study of a truck ferry from the Float Bridge at ness community participation to proper- link between Hunts Point and New Jer- north of the End-of-Line at about 25th ly tailor the program to the needs of the sey, and between New Haven and Long Street. Plate J clearance (19’-0”) has been neighborhood. PANYNJ has introduced Island. achieved on the Hudson Line to just an overnight truck toll discount at its six north of Tarrytown, TOFC clearance NY-NJ bridges and tunnels to encourage Strategy B. Use rail connections to en- (17’-9”) as far as Harlem River Yard, and off-peak scheduling of truck movements. hance access to key distribution points. then Plate F (17’-0”) to Oak Point Yard. Per-axle truck tolls are lower between 10 Plate H (20’3”) exists on the River Line. PM and 6 AM. Action 1. Restore service on Staten Is- All other lines and branches have Plate land Railroad. Status: The C (15’-6”) clearance or less. Achieving Lift Bridge improvements linked Staten TOFC clearance in Oak Point Yard, on Island to the national rail network in the Fremont Running Track from Oak 2006. now provides service to Point Yard to Fresh Pond Yard, on the New York Container Terminal and on Montauk Branch and LIRR Main Line

Regional Freight Plan Update: Interim Plan Summary Report 8-6 Appendix 8

from Fresh Pond Yard to potential inter- PANYNJ is leading a new Cross Harbor Action 2. Assess cross-harbor rail freight modal rail yard sites in eastern Long Is- Freight Program EIS. Though a pre- tunnel. Status: PANYNJ is completing land remains a reasonably attainable goal. ferred alternative has not been selected, an EIS to identify a preferred alternative Clearance for Plate J (19’-0”) enclosed the program’s alternatives are dependent for facilitating freight movement across multilevel railcars could be achieved to upon a more dispersed system of sup- . Potential alternatives Harlem River Yard with the removal of porting yards and terminals. include an enhanced rail carfloat service the vertical clearance constraint at the and a rail tunnel with several potential former General Motors assembly plant Action 4. Assess potential to further operating scenarios. in Tarrytown. Plate H (20’-3”) clearance develop existing yard at 65th Street, is not achievable until a solution to the Brooklyn for bulk, intermodal and/or Goal 4. Improve the reliability constraint posed by the electrified third port-related traffic. Status: In 2012, PA- and overall movement of freight rail in Metro-North and LIRR territory NYNJ began using 65th Street Yard as in the region by expanding alter- is resolved. Further, removing vertical the eastern terminus of the NYNJ Rail clearances throughout New York City carfloat service, and a 14-acre bulk trans- natives for trucks. and to achieve this goal, load facility is on site. NYCEDC owns though not yet estimated, is likely to be the yard and it is operated by NYNJ Rail. Strategy A. Improve Northern Cor- prohibitively expensive. ridor Crossing (I-95/George Washington Action 5. Conduct regional feasibility Bridge). Action 2. Reduce operational conflicts study to identify additional intermodal between passenger and freight service on freight sites. Status: No such study has Action 1. Assess improvements to the region’s railroads. Status: Passenger and been completed for this specific purpose. Highbridge Interchange. Status: In freight conflicts remain a relevant issue Brookhaven Rail Terminal emerged as a 2009, rehabilitation of the Highbridge in the region. new key freight rail facility on Long Is- Interchange and Alexander Hamilton land when it opened in 2011, and the Bridge was begun. The project consists Strategy B. Evaluate the further expan- facility’s owners have plans to expand to of replacing the concrete deck of the sion of freight yards and warehouses. handle new commodities. bridge, retro-fitting the steel arch and supports of the bridge, and re-decking Action 1. Assess potential to develop Strategy C. Improve Cross-Hudson Rail and/or retro-fitting of bridges on several Harlem River as an intermodal yard. Service. of the interchange ramps. The project is Status: Harlem River Yard is being used scheduled to be completed by the end of primarily as a solid waste transfer station, Action 1. Improve existing float bridges 2013. where waste is exported out-of-state. at Greenville, NJ. Status: PANYNJ pur- Distribution centers on the property are chased the only rail service op- Action 2. Assess completing a continu- generally truck-served. erating in the harbor and secured FHWA ous connector road system on the Cross- approval to commit federal earmark re- Bronx Expressway. Status: Since the Action 2. Assess potential to develop sources, with PANYNJ local matching 2004 publication of the Bronx Arterial Pilgrim State Hospital in Deer Park as a funds, to rehabilitate the facilities in Needs Major Investment Study, which bulk and/or intermodal facility. Status: Brooklyn and Jersey City. The exist- recommended the inclusion of a con- NYSDOT released a Design Report and ing float bridges in Jersey City were de- tinuous connector road system in several Draft Environmental Impact Statement stroyed by Superstorm Sandy in October packages of alternatives, this strategy has (DEIS) in 2007. No further action has 2012, but service has been restored with not been studied further. been taken. interim repairs, including the relocation of the 51st Street Pontoon Bridge from Action 3. Improve Sheridan-Bruckner Action 3. Assess potential to develop Bush Terminal in Brooklyn to Jersey Interchange. Status: NYSDOT en- Phelps Dodge site and adjacent areas City, with the permission of NYSDOT. gaged in a DEIS to study alternatives in Maspeth, into a bulk or in- With FHWA oversight, PANYNJ has for improving the interchange between termodal facility. Status: This site was revised the planned capital investment the Bruckner and Sheridan expressways, proposed as an intermodal terminal to to support continued growth in volume which did not advance to a Record of support the Cross Harbor tunnel in the and to coordinate with related rail im- Decision. The NYC Department of 2004 NYCEDC-led EIS. Currently, provements on both sides of the harbor. City Planning’s on-going Sheridan-

8-7 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

Hunts Point Land Use and Transporta- Strategy C. Improve Eastern Corridor FREIGHT GIS tion Study’s draft recommendation calls (I-278). for the construction of new ramps from HIGHLIGHTS the Bruckner Expressway into Hunts Action 1. Assess removing clearance Point, the introduction of two to three restriction at the Brooklyn-Queens Ex- To develop as complete an analysis of signalized intersections along the Sheri- pressway. Status: The vertical clearance multi-modal transportation networks, dan Expressway, closure of the south- restrictions on the BQE remain in place, socioeconomic characteristics, indus- bound exit ramp at Westchester Ave. and though NYCDOT’s Brooklyn Bridge re- try clusters, and land use compatibility, the northbound exit ramp at Edgewater building project will increase the vertical NYMTC requested the use of geograph- Road. The public comment period re- clearance under the bridge. This project ic information system (GIS) data from mains open through June 2013. is expected to be completed in 2014. its member agencies. Among the GIS data requested were: Strategy B. Improve Southern Corridor Action 2. Assess feasibility of off-peak Crossing (I-278/Verrazano-Narrows truck use of Gowanus HOV lane. Sta- • Highway network line shapefiles; Bridge). tus: This alternative has not been stud- • Rail network line shapefiles; ied as part of the South Brooklyn TIS or • Intermodal terminal point or poly- Action 1. Assess upgrading crossing at Gowanus EIS. gon shapefiles; the . Status: PANYNJ • Business location/business inventory studied alternatives for upgrading the Strategy D. Improve JFK Airport/Indus- point shapefiles; and crossing and completed an EIS in 2011. trial Access Corridor. • Land use polygon shapefiles. In April 2013, PANYNJ awarded a public-private partnership contract to Action 1. Assess options for improve- With data from most member agencies design, build, finance, and maintain a ments to the major routes in the corridor. in hand, the individual shapefiles and new bridge, which PANYNJ will oper- Status: A study completed in 2012 by feature classes were modified to conform ate. The new bridge will have 12-foot PANYNJ and the NYC Economic De- to the coordinate system and projection wide lanes (3 in each direction), wider velopment Corporation (NYCEDC) has used by NYSDOT (North American shoulders, and a sidewalk/bikeway. As examined access to JFK Airport and rec- Datum 83/UTM Zone 18N), and im- an independent improvement project, ommended the removal of the restriction ported into a single geodatabase. This PANYNJ also has initiated planning for on 53-foot trailers on the Van Wyck Ex- geodatabase was used as a key analysis a project to provide more direct access pressway. The Hunts Point Waterborne tool in the Regional Freight Plan Update for trucks traveling between Staten Is- Freight Study evaluated the potential to Interim Plan, and to generate the maps land’s New York Container Terminal and use truck ferries to reach JFK Airport contained in this Report. The geoda- the new Goethals Bridge. from the Bronx, but found the service tabase will be maintained and used for to be non-competitive with trucking via future analysis for the benefit of the Re- Action 2. Assess completing a continu- highways, with respect to time and cost gional Freight Plan Update, and, with ous bus/HOV system on the Staten savings. the consent of the data owners, may be Island Expressway and related im- maintained by NYMTC as a data anal- provements. Status: The Staten Island ysis product beyond the life of the Re- Expressway portion of the HOV system gional Freight Plan Update project. is complete. MTA awarded a contract for reconstruction of the upper deck of the Verrazano-Narrows Bridge, which will include a reversible HOV lane and complete the HOV system between Stat- en Island and the Hugh L. Carey Tunnel.

Regional Freight Plan Update: Interim Plan Summary Report 8-8 DRAFT SummaryDRAFT Summary Report Report

Figure Figure3.1 Direction 3.1 Direction of Total of Freight Total Freight Flows byFlows Weight, by Weight, 2007 and 2007 2040 and 2040

2007 2007 2040 2040

Through Through Inbound Inbound Through Through 28% 28% 30% 30% 29% 29% DRAFT InboundSummaryInbound Report Appendix 8 34% 34%

3. Market Overview Outbound Outbound Intra- Intra- Outbound Outbound Intra- Intra- 23% 23% regional regional 21% 21% regional regional 19% 19% The data source forDRAFT the analysis SummaryDRAFT Reportin Summary Report 16% 16% Figure 3.1 Direction of Total Frei ght Flows by Weight, 2007 and 2040 this report is the IHS Global Insight’s 2 TRANSEARCH database provided 2007 2040 3 by NYMTC for truck, air, water, railFigure 3.2Figure Mode 3.2 Share Mode by ShareWeight, by 2007 Weight, and 20072040 4and 20404 ThroughThrough Through and other freight movements. TRAN- Inbound Through ThroughThrough 28% 29% 29% 30% 30% 30%29% Inbound SEARCH is a database that estimates do- 2007 2007 Inbound Inbound 2040 2040 34% mestic flows of freight into, out of, and 36% 36% Inbound Inbound Air Other Air Other Water Air WaterOther Air Other Water Water 40% 40% within the 10-county NYMTC Region 0% 0% 0% 0% 11% 0% 11%1% 0% 1% 11% 11% by annual tonnage, annual value, com- Rail Rail Rail Rail 3% 3% modity, trade type (domestic, Canadian 2% 2% or Mexican trade, or other international import or export), origin, and destina- Out‐ Out‐ DRAFT Summary Report Out‐ Out‐ Outboundbound bound Intra- Outbound tion. The base year for this database was bound bound Intra- 17%23% 17% Intra‐ regionalIntra‐ 21% Intra‐ Intra‐ 15% 15% regional 2007 and the forecast year was 2035. regional regional19% regional regional 18% 18% 15% 15% 16% Given the impact of the recession, cur- rent volumes are probably similar to Source:Source: Source: Cambridge Cambridge Cambridge Systematics Systematics Systematics with with2007-2035 2007-2035with 2007-2035 IHS Global IHS IH Global InsightS Global Insight TRANSEARCH Insight TRANSEARCH TRANSEARCH data, and data, data, 2035-2040 andand 2035-2040 those in 2007. Although the base year FHWA’sFHWA’s FreightFHWA’s Freight Analysis Freight Analysis FrameworkAnalysis Framew Framework v3.4ork (FAF3.4)v3.4 v3.4 (FAF3.4) (FAF3.4)Forecast. Forecast. Forecast.  was 2007, the forecast was developed in Truck Truck Truck Truck 86% 86% 86% 86% 2010, and takes into account the impact Figure 3.2 Mode Share by Weight, 2007 and 20404 of the 2007-2009 economic recession on global and regional freight demand. A 2007 2040 detailed description of this analysis can Air Air Air Other Water Air Other Air WaterOtherAir Other Water0% 1%WaterOther Other 0% 0% be found in the Task 2.2.1 Technical 11% <1% <1% Water<1% 11%Water3% <1% 3% RailRail 5% Rail 5%1% 1% Rail 3% RailRail 3% Memorandum titled, “Commodity Flow 2%3% 3% 3% 3%3% Analysis,” and the Task 2.2.2 Technical Memorandum titled, “Estimation of Municipal Solid Waste Flows.”

New YorkNew Metropolitan York Metropolitan Transportation Transportation Council Council 3-3 3-3 COMMODITY FLOW SUMMARY

Truck Truck • More than 405 million tons of inbound, Truck86% Truck Truck Truck86% outbound, intraregional, and through 91% 91% 91% 91% freight moved over the NYMTC region’s Source: Source: CambridgeSource: Cambridge Systematics Cambridge Systematics withSystematics 2007-2035 with with 2007-2035 IH 2007-2035S Global IHS Insight IH GlobalS Global TRANSEARCH Insight Insight TRANSEARCH TRANSEARCH data, and data, 2035-2040 data, and and2035-2040 2035-2040 transportation network in 2007. Thirty- FHWA’s FreightFHWA’sFHWA’s Analysis Freight Freight FrameworkAnalysis Analysis Framew v3.4 Framework (FAF3.4)ork v3.4 v3.4 (FAF3.4)Forecast. (FAF3.4) Forecast. Forecast. six percent of this traffic was inbound, 17 percent was outbound, 19 percent was intraregional, and 29 percentNew York was Metropolitan Transportation Council 3-3 through traffic. • When measured by weight, in 2007, split is expected to change slightly, with 4 About91 80percent4 percent About (368 80of percentthe million tonnage of thetons) moving tonnage of theby moving “other” re- waterby modes “other” declining consists modes ofin consists crudeshare petroleum,from of crude 5 percent petroleum, to • By 2040, inbound, outbound, intrare-naturalgional gas, naturalfreight and gasoline gas,moved and by(STCC gasoline truck, 13) 5 (STCCmoving percent 13) into moving3 the percent, NYMTC into theand Region NYMTCother frommodes Region Alberta, increasing from Alberta, in gional and through freight is expected toCanada. (22 million ThisCanada. commodity tons) This by commodity travelswater, primarily 2.5 travels percent byprimarily pipeline. shared by Tonspipeline. from of 1 STCC percent Tons 13 of movingto STCC 3 percent. 13 by moving a by a increase to 592 million tons - a 46 per-combination(10 millioncombination of pipeline tons) of andrail, pipeline water and andareless reported waterthan are1 as reported traveling as by traveling water in by T RANSEARCHwater in TRANSEARCH. . cent increase. Forty percent of this traf- percent (3 million tons) by each air and • When measured by value, in 2007, fic is expected to be inbound, 15 percent other modes. $1.34 trillion of inbound, outbound, in- outbound, 15 percent intraregional,3-4 3-4 and Newtraregional, York MetropolitanNew York and Metropolitan Transportation through Transportationfreight Council moved Council 30 percent through traffic. • In 2040, the freight transportation mode in the NYMTC region. Ninety-eight

8-9 Plan 2040: NYMTC Regional Transportation Plan 4 About 80 percent of the tonnage moving by “other” modes consists of crude petroleum, natural gas, and gasoline (STCC 13) moving into the NYMTC Region from Alberta, Canada. This commodity travels primarily by pipeline. Tons of STCC 13 moving by a combination of pipeline and water are reported as traveling by water in TRANSEARCH.

3-4 New York Metropolitan Transportation Council DRAFT Summary Report

DRAFT Summary Report Kings County (Brooklyn) is the largest freight generator and receiver within

the region. In 2007, it accounted for more than 44 percent (41 million tons) of all outbound tonnage and over 19 percent (22 million tons) of all inbound Figuretonnage. 3.3 Change Kings County in Freight is projectedTonnage toby accountCountyDRAFT for Summary 48 percent Report (60 million tons) of the2007-2040 2040 outbound tonnage and 23 percent (45 million tons) of the inbound tonnage in the region. Formatted: Font: Book Antiqua, 11 pt  160Bronx, New York, Queens, and Suffolk counties each received 14 to  2007 2040 Kings15 percent County (17 (Brooklyn) million is tons) the largest of the freight incoming generator freight and toreceiver the region within in 2007. By the140 region. In 2007, it accounted for more than 44 percent (41 million tons) of Millions 2040, Bronx and Suffolk counties are expected to continue to account for 15 all120 outbound tonnage and over 19 percent (22 million tons) of all inbound tonnage.percent (29 Kings million County tons) is projected each, and to accountNew York for 48and percent Queens (60 millioncounties’ inbound tons)100share of is the expected 2040 outbound to be 12 tonnage percent and (24 23 million percent (45tons) million each tons)in 2040. of the inbound tonnage in the region.  Seventy-five80 percent of the tonnage moved into, out of, within, or through  Bronx,the study New region York, Queens, traveled and less Suffolk than counties 500 miles each in received 2007, and 14 to this share is 1560 percent (17 million tons) of the incoming freight to the region in 2007. By 2040,expected Bronx to and be Suffolk 69 percent counties in 2040.are expected to continue to account for 15 40 percent (29 million tons)Appendix each, and New 8 York and Queens counties’ inbound share20 is expected to be 12 percent (24 million tons) each in 2040.  Seventy-five0 percent of the tonnage moved into, out of, within, or through the study region traveled less than 500 miles in 2007, and this share is expected to be 69 percent in 2040. Figure 3.3 Change in Freight Tonnage by County 2007-2040

160120 DRAFT Summary Report 2007 2040 County is expected to receive 12 percent Tons Figure140 3.3 Change in Freight Tonnage by County

of 100 (28 million tons) of the region’s inbound Millions 2007-2040 120 freight in 2040. 160 freight flows to and from distribution centers or via intermodal facilities and 100 80 2007 2040 140Millions typically represents consumer goods), nonmetallic ores and minerals, • Eighty-four percent of the tonnage Millions 80 petroleum and coal products, food and kindred products, and clay, concrete, 120 60 moved into, out of, within, or through 10060 2007 DRAFT Summary Reportglass and stone products. Togetherthe theystudy accountregion traveled for more less than than 50068 73 8040 40 percent of total commodities2040 by weightmiles both in 2007, currently and thisand share in the is future.expected Formatted: Font: Book Antiqua, 11 pt, Not Bold, Not Small caps 6020 to be 80 percent in 2040. 20  Formatted: Body Text,bt 400 20 3.2 TOP COMMODITIES 0 Figure 3.4 Top 10 Commodities by WeightTOP – COMMODITIES Inbound, Outbound and 0  The top Intraregional five commodity groups moving inbound, outbound and intraregionally2007-2040 in both 2007 and 2040The are topsecondary five commodity traffic (defined groups here moving as DRAFT Summary Reportfreight flows to and from distribution centers or via intermodal facilities and Source: Cambridge Systematics with 2007-2035 IHS Global Insight TRANSEARCH data, and 2035-2040 inbound, outbound and intraregion- typically represents consumer goods), nonmetallic ores and minerals, FHWA’s Freight Analysis Framework v3.4 (FAF3.4) Forecast. All Others ally in both 2007 and 2040 are second- Source: Cambridge Systematics with 2007-2035 IHS Global Insight TRANSEARCHpetroleum data, and and 2035-2040 coal products, food and kindred products, and 2040clay, concrete,2007 FHWA’s Freight Analysis Framework v3.4 (FAF3.4) Forecast. ary traffic (defined here as freight flows Source: Cambridge Systematics with 2007-2035 IHS Global InsightglassPrimaryOP TRANSEARCH and MetalOMMODITIES stone Products products. data, and 2035-2040 Together they account for more than 68 percent of FHWA’s Freight Analysis Framework v3.4 3.2(FAF3.4) TForecast.C to and from distribution centers or via  total commoditiesFarm Products by weight both currently and in the future. percent ($1.32 trillion) moved by truck, counties The each top received five commodity 12 to 14 percent groups movingintermodal inbound, facilities outbound and typically and repre- 1 percent ($11 billion) by water, 1 per- (17Pulp,paper to intraregionally20 ormillion Allied Products tons) in both of the2007 incoming and 2040 aresents secondary consumer traffic goods), (defined nonmetallic here as ores freight flows toMSW and from distribution centers or via intermodal facilities and cent ($9 billion) by rail, and less than freight typicallyto the region represents in 2007. consumer By 2040, good s), and nonmetallic minerals, ores petroleum and minerals, and coal prod- 3.2 T1 percentOP C OMMODITIES($7 billion) by air and other SuffolkChemicalspetroleum Countyor Allied and Productsis coalexpected products, to foodaccount and kindreducts, foodproducts, and and kindred clay, concrete, products, and NewNew York York Metropolitan Metropolitan Transportation Transportation Council Council 3-5 3-5 modes. for 15 glasspercent and ofstone inbound products. tons Together (34 mil th-ey accountFormatted: for more Font: than Book 68 percentAntiqua, 11of pt, Not Clay,concrete,glass or Stone clay,Bold, concrete, Not Small glass caps and stone products. total commodities by weight both currently and in the future.  The top five commodity groups lion movingFood tons), or KindredBronx inbound, Productsand New outbound York counties and Together they account for more than 73 • Byintraregionally 2040, the total invalue both of the2007 inbound, and 2040 areare expectedsecondary to trafficaccount (defined for 13 herepercent as percent of total commodities by weight Petroleum or Coal Products outbound, intraregional, and through (29 to 30 million tons) each, and Queens both currently and in the future. Nonmetallic Minerals freight is expected to increase 77 percent to 3-6 New YorkSecondary Metropolitan Traffic Transportation Council $2.38 trillion. Truck will continue to carry Figure 3.4 Top 10 Commodities by Weight – Inbound, Outbound and 98 percent ($2.34 trillion) of freight by val- Intraregional0 40 80 120 ue; rail, water, and air will carry about 0.5 Millions 2007-2040 percent of freight by value (between $12 and $13 billion each), and other modes Figure 3.4 Top 10 Commodities by Weight – Inbound, Outbound andMillions of Tons All Others 2040 2007 Intraregional 0 40 80 120 will carry 0.2 percent ($4 billion) by other Primary Metal Products modes. 2007-2040 FarmSecondary Products Traffic Pulp,paperNonmetallic or AlliedAll Products Others Minerals 2040 2007 • Kings County (Brooklyn) is the larg- Petroleum or Coal Products Primary Metal ProductsMSW est freight generator and receiver within Food or FarmKindred Products Products Chemicals or Allied Products the region. In 2007, it accounted for Clay,Pulp,paper Concrete, or Allied Glass, Products or Stone Clay,concrete,glass or Stone 26 percent (18 million tons) of all out- Chemicals or AlliedMSW Products bound tonnage and nearly 22 percent ChemicalsFood orMunicipal Kindred or Allied Products Solid Waste (31 million tons) of all inbound tonnage. Pulp,PetroleumClay,concrete,glass Paper, or orCoal Allied Productsor Stone Products Kings County is projected to account for FoodNonmetallic or KindredFarm ProductsMinerals Products 32 percent (27 million tons) of the 2040 PetroleumPrimarySecondary or Coal Metal Products Traffic Products outbound tonnage and 21 percent (48 Nonmetallic MineralsAll Others 0 40 80 120 million tons) of the inbound tonnage in Secondary Traffic Millions the region. 0 402007 2040 80 120 Source: Cambridge Systematics with 2007-2035 IHS Global Insight TRANSEARCHMillions data, 2035-2040 FHWA’s Freight Analysis Framework v3.4 (FAF3.4) Forecast. • Bronx, New York, Queens, and Suffolk Source: Cambridge Systematics with 2007-2035 IHS Global Insight TRANSEARCH data, 2035-2040 FHWA’s Freight Analysis Framework v3.4 (FAF3.4) Forecast.

New York Metropolitan Transportation CouncilRegional Freight Plan Update: Interim Plan Summary Report 8-10 3-7

3-6 3-6 New YorkNew Metropolitan York Metropolitan Transportation Transportation Council Council DRAFT Summary Report Appendix 8

DRAFT Summary Report

TOP TRADING Figure 3.5 Mode Share by Distance (in tons), 2007 and 2040

PARTNERS 120 20072007 140100 • Domestic freight constituted 87 per- Millions

Tons 120 cent of the tonnage moving into, out 80 of 100 of, within and through the region in RailAir 6080 2007. By 2040, domestic freight is ex- Water Other Millions 4060 pected to account for 80 percent of the Rail 40 Water region’s freight tonnage. International 20 Truck trade related (including NAFTA trade 20 Air 0 related) freight tonnage moving into, out 0 Truck of, within and through the region is ex- pected to grow at a significantly higher rate than domestic freight tonnage.

160 2040 • The top three trading partners of the 140 2040 study region – Northern New Jersey, Millions 120180 Rest of New York State, and the South 160

Tons 100 Atlantic states – account for about 60

of 140 Air 80 percent of total inbound and outbound 120 RailWater freight flows by weight in 2007, and will 10060 Rail make up about 54 percent of the region’s Millions 4080 Other trade volume by 2040. Truck 2060 Water 40 0 Air • Eighty-four percent of the tonnage 20 moved into, out of, within, or through 0 Truck the study region traveled less than 500 miles, and this share is expected to be 80 percent in 2040. Trucks carry the Source: Cambridge Systematics with 2007-2035 IHS Global Insight TRANSEARCH data, 2035-2040 FHWA’s Freight Analysis Framework v3.4 (FAF3.4) Forecast, and Oak Ridge National Laboratory majority of the freight tonnage across (ORNL) Distance Matrix. all mileage segments. Domestic water’s Source: Cambridge Systematics with 2007-2035 IHS Global Insight TRANSEARCH data, 2035-2040 FHWA’s Freight Analysis Framework v3.4 (FAF3.4) Forecast, and Oak Ridge National Laboratory share of the freight tonnage moved in the (ORNL) Distance Matrix. region is largest for shipments traveling less than 50 miles (9 percent of all tons traveling less than 50 miles); these are predominantly intraregional moves and slight increases in moves over 500 miles. moves between the NYMTC region and Waterborne is expected to lose mode Essex, Hudson and Middlesex counties share for trips under 50 miles (9 percent in New Jersey. Rail’s share of tonnage in 2007 compared to 3 percent in 2040), increases as distance increases reaching and gain share among trips 100-249 its peak with hauls between 750 and 999 miles long (5 percent in 2007 compared miles long, where rail carries 12 percent to 7 percent in 2040). Other modes are of the tonnage. By 2040, assuming3-8 con- expected to increase their share among New York Metropolitan Transportation Council tinuation of current economics, public trips under 50 miles (2 percent in 2007 policies, and relatively balancedNew Yorkinvest Metropolitan- compared Transportation to 8 percent Council in 2040), but lose 3-11 ments across the modes, distribution of share among trips over 2,000 miles (16 tons by distance is expected to remain percent in 2007 versus 10 percent in similar. Truck is expected to achieve a 2040).

8-11 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

4. Regional Freight Network and Infrastructure

The NYMTC Region is home to trans- and maintenance of a state of good repair outside of the NYMTC Region that portation infrastructure that carries on this network is vital to the region’s provide connections to key freight facili- freight by highway, rail, water, and air. economy. The fact that there are many ties, such as the crossings Each of these modal networks have their limited-access highways in the region into Manhattan, Port Newark and Port own unique infrastructure, operational barred to trucks or with size and weight Elizabeth in New Jersey, Newark Liberty characteristics, regulations and institu- limits more restrictive than federal stan- International Airport, and major rail in- tional arrangements. In this section, the dards, makes freight access to, and travel termodal terminals. components and existing conditions of within, the region even more difficult. each modal network are summarized. In 3. The New York City Through Truck addition, the network of intermodal ter- Freight Highway Network Routes as designated by the New York minals—places where freight shipments Components City Department of Transportation, are transferred from one mode to an- which are allowable routes for inter- other—are identified and described as A subset of the region’s highway net- county truck trips (note that Interstate well. More detailed descriptions of these work, identified as “Strategic Freight Highways within New York City are part networks can be found in the technical Highways,” is of particular importance of this system); memoranda for Task 2.1.1 “Highway to freight. Strategic Freight Highways Network and Infrastructure,” Task 2.1.2 are highways that serve as major freight 4. Designated National Highway System “Rail Network and Infrastructure,” Task gateways into and out of the region, con- Intermodal Connectors serving freight 2.1.3 “Ports and Waterborne Network nect the region to major freight-gener- facilities; and and Infrastructure,” Task 2.1.4 “Air ating facilities such as seaports and rail Cargo Network and Infrastructure,” and intermodal terminals in New Jersey, and 5. Overdimensional Emergency Re- Task 2.1.5 “Intermodal Network and In- connect major industrial clusters to the sponse Routes, which were used to frastructure.” Interstate Highway System. In addition, help with Sandy relief efforts, includ- several strategic routes in New York City ing movement of generators and other FREIGHT HIGHWAY were used to convey overdimensional equipment, delivery of food and sup- equipment and supplies to assist in the plies, and debris removal. Because many NETWORK relief and recovery effort in the aftermath of the loads that had to be delivered to of Superstorm Sandy in 2012. some of the hardest-hit areas were over Freight in the 10-county NYMTC Re- 120,000 lbs., transportation agencies gion is carried predominantly by truck. Components of the Strategic Freight such as NYSDOT, NYCDOT, and PA- While nationally in the year 2010 (ac- Highway network include five classifica- NYNJ, had to work closely with FEMA cording to USDOT’s Freight Analy- tions of highways, which are described in and other relief effort coordinators and sis Framework, version 3.4 database), detail below: individual truck drivers to be sure trucks about 30 percent of freight tonnage in used the limited number of appropriate the United States was carried by modes 1. The Interstate Highway System in routes capable of handling the loads. other than truck (including waterborne, and surrounding the NYMTC Region rail, and air), less than 10 percent of serves as the primary gateway through Figure 4.1 on the following page illus- freight tonnage in the NYMTC Region which trucks enter and exit the region, trates the Strategic Freight Highway is carried by modes other than truck. and complete inter-county trips within Network within and surrounding the Consequently, the highway system in the the region; NYMTC Region. region is crucial to the efficient move- ment of freight into, out of, through, 2. Other Strategic Freight Highways. and within the region. Further, the ef- State highways throughout the NYMTC ficient operation in the face of chronic Region, which carry Interstate-type lev- congestion in many parts of the network els of truck traffic, and state highways

Regional Freight Plan Update: Interim Plan Summary Report 8-12 Appendix 8 DRAFTDRAFT Summary Summary Report Report

FigureFigure 4.1 4.1 Strategic Strategic FreightFreight HighwayHighway Network, NYMTC Region andand SurroundingSurrounding Areas Areas

New York Metropolitan Transportation Council 4-3

NewFreight York Metropolitan Highway Transportation Network Council major freight crossings include the Ver- shows that the most congested segments 4-3

Existing Conditions razano-Narrows Bridge (I-278), where of the Strategic Freight Highways Net- approximately 1.9 million trucks crossed work include: Truck Volume in 2010, and the Tappan Zee Bridge A critical highway segment for the move- (I-87/I-287), which about 1.5 million • I-95 between the George Washing- ment of goods is the portion of I-95 in- trucks crossed. ton Bridge and the Sheridan Exwy.; cluding the • I-495 between Glen Cove Road and (GWB), Trans-Manhattan and Cross Congestion the Brooklyn-Queens Exwy. (I-278); Bronx expressways, and CBE/Major According to the Texas Transportation • I-87/I-287 between Suffern and the Deegan Expressway (Exwy) interchange. Institute (TTI), the largest transporta- Tappan Zee Bridge; In 2010, the Port Authority of New tion research agency in the United States, • I-287 near White Plains in West- York and New Jersey reported carrying in 2011 the New York metropolitan area chester County; approximately 102.4 million vehicles ranked first in total annual delay and an- • Sunrise Highway east of the South- across the GWB, of which 7.6 million nual truck delay when compared to oth- ern State Parkway in Suffolk County; were trucks, making the GWB one of er very large urban areas. Analysis of the • Several sections of I-678 (Whites- the busiest bridges in the world. Other NYMTC Best Practices Model (BPM) tone Exwy./Van Wyck Exwy.) between

8-13 Plan 2040: NYMTC Regional Transportation Plan DRAFT Summary Report

Appendix 8

Figure 4.2 Top 5 Strategic Freight Highways by Number of Structurally Pavement Condition DRAFT Summary Report Deficient Bridges Pavement condition refers to the level of distress observed on the road surface due I‐87 to wear and tear resulting from years of Safety aging, high traffic volume, heavy vehicle I‐278 loads, and cycles of freezing, thawing, During the 5-year period between 2007 and 2011, 62 truck-involved crashes and heat stress. Of the approximately resultingI‐287 in fatalities occurred on the Strategic FreightNumber Highwaysof Structurally in the 10- Deficient Bridges 655 highway miles for which condition countyI‐678 NYMTC Region. Nearly one-third of those crashes, 19, occurred in Queens County, and 10 crashes occurred in each Bronx County and Nassaudata are available along Strategic Freight County.I‐95 Table 4.1 lists the nine Strategic Freight Highways on which more thanHighways in the 10-county NYMTC one fatal truck-involved crash occurred between 2007 and 2011, arranged byRegion, 14 miles are classified to be in 02468 number of truck-involved fatal crashes.5 “Poor” condition (meaning distress is Source: Federal Highway Administration, National Bridge Inventory, 2012. frequent and severe), including approxi- mately:

• 4.1 miles of NY Route 27, Montauk Table 4.1 Top Strategic Freight Highways by Number of Truck-Involved Highway, in Suffolk County; Fatal Crashes, 2007-2011 • 3.5 miles of I-684 in Putnam Coun- Highway 2007 2008 2009 2010 2011 Total ty; • 3.0 miles of I-684 in Westchester I-495 2 3 1 2 4 12 County; NY Route 27 1 4 0 3 1 9 • 2.3 miles of Route NY 25, Queens I-87 3 0 1 0 1 5 Boulevard, in Queens County; I-278 0 2 0 0 2 4 • 0.6 miles of I-278 in Queens Coun- I-95 1 0 2 0 1 4 ty; and • 0.5 miles of I-87 in Bronx County. Atlantic Ave., Kings County 2 1 0 0 1 4 Canal St., New York County 0 1 1 0 1 3 Bridge Condition Delancey St., New York County 0 0 0 0 2 2 By highway corridor, as shown in Figure Source: National Highway Traffic Safety Administration 4.2, Interstate 87 has the greatest num- ber of structurally deficient bridges, with 8. “Structurally deficient” means that the condition of the bridge includes a the Whitestone Bridge and Atlantic Safety significant defect, which often means Avenue; During the 5-year period between 2007 that speed or weight limits must be put • I-278 (Brooklyn-Queens Exwy./ and 2011, 62 truck-involved crashes re- on the bridge to ensure safety. Interstates Gowanus Exwy/Staten Island Exwy.) sulting in fatalities occurred on the Stra- 278, 287, 678, and 95 are also among between the Long Island Exwy. (I- tegic Freight Highways in the 10-county the top five Strategic Freight Highways 495) in Queens County and the MLK NYMTC Region. Nearly one-third of with the highest number of structurally Exwy. (NY-440) in Richmond Coun- those crashes, 19, occurred in Queens deficient bridges. ty; County, and 10 crashes occurred in • The and its ap- each Bronx County and Nassau County. proaches in lower Manhattan; and Table 4.1 lists the nine Strategic Freight New York Metropolitan Transportation Council 4-5 • Rockaway Blvd/Nassau Exwy. adja- Highways on which more than one fatal cent to JFK International Airport. truck-involved crash occurred between 5 National Highway Traffic Safety Administration, Fatality Analysis Reporting System (FARS), available from: http://www.nhtsa.gov/FARS2007 and 2011,. arranged by number of truck-involved fatal crashes.5

4-6 New York Metropolitan Transportation Council

Regional Freight Plan Update: Interim Plan Summary Report 8-14 DRAFT Summary Report

Truck Stops To ensure safety on highways, the United States Department of Transportation regulates the number of daily and weekly hours which truck drivers can spend driving and working, and the minimum amount of time drivers must spend resting between driving shifts. During periods of rest, truck drivers need safe and available truck parking. The NYMTC Multi-State Truck Stop Inventory and Assessment6 Study found that truck parking supply is insufficient to meet the demands that currently exist during peak overnight hours, and that parking facilities nearest to the urban core of the region are generally the most overcrowded, as shown in Table 4.2. Appendix 8

Truck Stops Table 4.2 Existing (2007) and 2030 No Build Truck Parking Capacity and To ensure safety on highways, the Unit- Utilization by Freight Corridor ed States Department of Transportation regulates the number of daily and weekly 2007 2030 No‐Build hours which truck drivers can spend Truck Peak Truck Peak driving and working, and the minimum Peak Peak RegionalS Parking Utilization Parking Utilization amount of time drivers must spend rest- Demand Demand Freighto Corridor Capacity (%) Capacity (%) ing between driving shifts. During pe- u riods of rest, truck drivers need safe and Ir‐87/NYS Thruway 225 159 384 225 331 801 c available truck parking. The NYMTC I‐95 (CT) 208 203 147 208 419 282 e Multi-State Truck Stop Inventory and I‐78 267 124 342 267 232 638 6 : Assessment Study found that truck NJ Turnpike 432 116 517 432 214 955 parking supply is insufficient to meet the IN‐80 273 98 277 273 184 517 demands that currently exist during peak I ‐84/I‐684 315 88 285 315 184 598 overnight hours, and that parking facili- I ‐495/LIE 36 154 57 36 323 120 ties nearest to the urban core of the re- Regional Total 1,756 118 2,009 1,756 236 3,911 gion are generally the most overcrowded, as shown in Table 4.2. Source: ”Multi-State Truck Stop Inventory and Assessment,” NYMTC, 2009.

With an anticipated increase in freight • CSX, which operates along the River In addition, Conrail Shared Assets, a movement expected in the future, the Line in Rockland County, Hudson switching carrier jointly owned by NS truck parking supply shortfall will rise Line in Putnam, Westchester, and and CSX, operates in much of Northern unless existing facilities are expanded or Bronx counties, the Hell Gate Line New Jersey and over the Arthur Kill Lift new facilities are built. One new truck and Fremont Secondary from Bronx Bridge to and the Travis stop facility is currently under construc- County into Queens County. CSX Industrial Track in Richmond County tion at JFK Airport. This facility will also provides local industry service to (Staten Island). include 50 truck parking spaces, restau- customers along the New Haven Line 6 rants, a convenience store, truck washing and NYMTC to the Multi-State Hunts PointTruck StopDistribution Inventory andRail Assessment, customers 2009 in the NYMTC Region facility, dry cleaning, and quick lube/ Center in Bronx County; are also served by six short line railroads, light repair services.7 Though a welcome including: addition, this new facility does not sat- New York Metropolitan• Norfolk Transportation Southern Council (NS), which only 4-7 isfy the region’s truck parking shortfall serves the New York Metropolitan re- • The (HRRC), on its own. gion from the south and west, and its which holds presently unused freight lines do not directly enter the NYMTC rights over Metro-North’s Beacon FREIGHT RAIL counties; New Jersey freight rail access Line, from Beacon east through to the NYMTC region depends on the Hopewell Junction to the New York- NETWORK cross-harbor float; and Connecticut state line.

Most of the rail freight activity within • (CP), • The New York and Atlantic Railway the New York Metropolitan region takes which until 2010, operated carload (NYA) has held an exclusive franchise place near the western shores of the Hud- train service east of the Hudson to to provide freight service over trackage son. The largest carload freight yards, Oak Point Yard and Fresh Pond Yard, owned by the intermodal terminals, rail-served indus- CP has established a haulage agree- (LIRR) since 1997. The NYA oper- tries and distribution centers that serve ment with CSX, with CSX handling ates from a hub at Fresh Pond Junc- the NYMTC region are located in North CP traffic in their trains south of Al- tion in Queens. NYA serves Brooklyn Jersey. East of the Hudson River, freight bany. CP retains the right to resume via the freight-only , rail volumes are lower, yet rail serves an trackage rights operations in lieu of and points west, east, and south on important role in carrying bulk com- the haulage agreement. CP’s intermo- Long Island via the Lower Montauk modities such as stone, sand, and liquids. dal operations continue at a modest Branch, Main Line of the Long Island Three Class I railroads operate in the New level over the NS Lehigh Line in New Railroad (LIRR), Montauk Branch, York Metropolitan Area, including: Jersey to Oak Island Yard in Newark. and Port Jefferson Branch.

8-15 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

• , LLC modity permitted under P&W’s lim- materials traveling between quarries in (NYNJ), which is owned by the Port ited trackage rights. the Capital District of New York and Authority of New York and New Jersey, central and eastern Long Island, in ad- operates a carfloat bridge route between • The South Brooklyn Railway (SBK) dition to soybean diesel, flour, semoli- in Jersey City, NJ and is a freight carrier owned by the MTA/ na, and fencing materials. Brookhaven the 65th Street Yard in Brooklyn. New York City Transit that presently Rail LLC, a stand-alone Class III rail- consists of isolated segments of track road, provides service over 3.4 miles • The P&W accesses New York through at 39th Street and 3rd Avenue and at of track on the property. A 200,000 trackage rights over the freight operat- NYCT’s Coney Island Yards. square-foot warehouse serves as a dis- ing rights held by CSX (as successor tribution center for The Home Depot, to Conrail and PC) on Metro-North’s • The Brookhaven Rail Terminal which will receive 1,820 railcars annu- New Haven route. The only regular (BRT) is located along the LIRR Main ally. A map of the lines where freight move by P&W on this route is the Line in Yaphank, Suffolk County. railroads own or have operating rights, handling of crushed rock in unit train Opened in August 2011, BRT func- and associated terminals, is shown in service to on tions as a facility for Figure 4.3. DRAFT Summary Report Long Island, which is the only com- construction aggregates and building

Figure 4.3 Freight Rail Lines and Major Rail Yards in the NYMTC Region

Source: Cambridge Systematics, using I-95 Corridor Coalition Integrated Corridor Analysis Tool.

Regional Freight Plan Update: Interim Plan Summary Report 8-16 New York Metropolitan Transportation Council 4-11 Appendix 8

Within the NYMTC Region, only a PORTS AND WATERBORNE Containerized Cargo handful of carload service freight yards FREIGHT NETWORK and terminals remain, with most previ- The PONYNJ serves as a major interna- ous facilities either converted to non-rail tional gateway for imports and exports The Port of New York and New Jersey or non-freight rail uses. Each of the ac- consumed and produced in the NYMTC (PONYNJ) has achieved and maintained tive terminals is mapped in Figure 4.3, Region. In addition, the Port serves a the status of the top port on the United coded by their type of use. Terminals primary market area consisting of seven- States’ East Coast. Within the Port, the and yards can be divided into three cat- teen states in the Northeast, Mid-Atlan- Port Authority of New York and New egories, which are as follows: tic, and Midwest. In 2011, 3.2 million Jersey (PANYNJ) manages six marine containers, or 5.5 million twenty-foot DRAFT Summary terminalsReport that receive imported con- • Industry Service yards are designed equivalent units (TEUs) passed through tainerized, bulk (oil, cement, etc.), and to stage cars for the purpose of serving the six container terminals in the Port. breakbulk (steel pipe, concrete blocks, nearby industry. The largest indus- About 62 percent of loaded TEUs are etc.) cargoes, and send U.S. exports to try yard in terms of activity is Hunts imports, while 38 percent contain goods markets around the world. In addition, Point, which is located in New 4.3York PORTS AND WATERBORNEthat FareREIGHT being exported. N ETWORKTop internation - domestic breakbulk and bulk cargoes are City’s Hunts Point Peninsula. A thriv- al trading partners are China, which ac- shippedThe Port inbound of New and York outbound and New through Jersey (PONYNJ) has achieved and maintained ing industrial area in the South Bronx, counted for 28 percent of the Port’s trade nearlythe status 200 ofpublic the topand port private on themarine United States’ East Coast. Within the Port, the it is best known as the primary food in 2011, India (7.1 percent), Italy (5.2 terminalPort Authority facilities oflocated New Yorkthroughout and New Jersey (PANYNJ) manages six marine distribution center for produce which percent), and Germany (5.0 percent). theterminals NYMTC that Region. receive The imported facilities that containerized, bulk (oil, cement, etc.), and often arrives by rail. There are 670 The top commodities traveling through handlebreakbulk bulk (steeland breakbulk pipe, concrete cargoes blocks,are etc.) cargoes, and send U.S. exports to businesses which collectively employ the Port included furniture (263,000 locatedmarkets within around New the York world. City, Inalong addition, the domestic breakbulk and bulk cargoes are over 13,000 people. TEUs), beverages (183,000 TEUs), ap- Northshipped Shore inbound of Long and Island, outbound and along through nearly 200 public and private marine parel (170,000 TEUs), and menswear theterminal Hudson facilities River inlocated Westchester throughout and the NYMTC Region. The facilities that • Bulk Transload terminals provide (133,000 TEUs).8 Figure 4.4 is a map Rocklandhandle bulk counties, and breakbulk as well as cargoesin New are located within New York City, along the access to the rail network for shippers of the locations of all six container-han- Jersey.North Shore of Long Island, and along the Hudson River in Westchester and that do not have a rail siding next to Rockland counties, as well as in New Jersey.dling terminals. their facility(ies). A recent addition is the new Brookhaven Rail Terminal, which has been designed to handle construction materials and other bulk Figure 4.4 Container Terminals at the Port of New York and New Jersey goods destined for central and eastern Long Island.

• Carload Classification/Interchange yards sort rail cars by destination for assembling into outbound blocks and trains. Oak Point and Fresh Pond Junction yards are the primary classification/interchange yards in the NYMTC Region.

• Intermodal yards accommodate the transfer of intermodal containers, such as domestic trailers or international shipping containers, from truck to rail or vice versa. The only intermodal yard located in the NYMTC Region is the ExpressRail Staten Island facility, which handles the transfer of interna- tional shipping containers that arrive and depart from New York Container Terminal, from ship to rail. Source: Port Authority of New York and New Jersey.

8-17 Plan 2040: NYMTC Regional Transportation Plan

4-12 New York Metropolitan Transportation Council Appendix 8 DRAFT Summary Report

Figure 4.5 Bulk and Breakbulk Waterborne Terminals by Primary Commodity Handled, NYMTC Region

Source: U.S. Army Corps of Engineers, 2012

New York Metropolitan Transportation Council 4-15 Bulk and Breakbulk Cargo breakbulk terminals, there are numerous • Support vessels, such as assist tugs, private terminals along various New York pilot , launch boats, derricks, and Bulk and breakbulk cargoes are an im- waterways handling a variety of cargo pollution response vessels; portant part of the business activity of such as sand and gravel, petroleum prod- • Anchorages and layberths; Port Authority marine terminals. Al- ucts, paper products, etc. Figure 4.5 be- • Vessel repair facilities; and though containers are the predominant low shows all port facilities listed in the • Tie-ups for auxiliary activities such as method of handling for most cargo types, U.S. Army Corps of Engineers ports da- crew changes, fueling, re-supply, and especially finished goods like clothes and tabase, which are located in the NYMTC removal of bilge and gray water. electronics, many types of cargo are han- Region, by primary commodity handled. dled in bulk or noncontainerized break- Facilities that provide these services are bulk. This type of cargo is also known Maritime Support Services located throughout New York Harbor, as “general cargo” and may include such Long Island Sound, and along the things as construction materials (cement, Services that support the waterborne Hudson River. gypsum, paving stones, etc.), salt, food/ freight operations include: juice/edible oils, and petroleum prod- ucts. In addition to PANYNJ bulk and

Regional Freight Plan Update: Interim Plan Summary Report 8-18 Appendix 8

AIR CARGO NETWORK Airport (SWF), and Newark Liberty ened competitive position due to airline International Airport (EWR) are key initiatives to expand operations at other Of the New York area airports in the components of the international and do- airports, and strategic decisions by op- NYMTC region– John F. Kennedy In- mestic air traffic around New York City. erators to shift to the Midwest and West ternational Airport (JFK), LaGuardia Both airports have significant air cargo to improve proximity to Asian markets Airport (LGA), Westchester County volumes. Airports in the NYMTC Re- for westbound traffic. Other impacts are Airport (HPN), Long Island MacAr- gion are shown in Figure 4.6. fuel surcharges for air shipping, recession thur Airport (ISP) and Republic Airport in the Eurozone economy, and a further 9 (FRG), only JFK has significant air cargo Among Port Authority-owned airports shift from air to sea transport. Europe activity and it is ranked among one of (JFK, LGA, EWR, and SWF) cargo ton- and Asia were the two largest markets the top air cargo gateways in the country. nage for year 2012 fell for the second year for international cargo by weight and LGA, while handling significant domes- in a row, declining by 6 percent follow- were approximately equal in the import/ tic passenger traffic, does not handle any ing a 2.5 percent decline in 2011 with export movements. Top air trade com- significant amount of air cargo. HPN is only SWF registering an increase due to modities by weight for import/export a regional commercial and general avia- FedEx activity. Cargo tonnage was down were machinery, electrical machinery, tion airport and any cargo is incidental 8.8 percent and 4.6 percent at EWR and optical-medical instruments, plastic, wo- to the passenger and charter services op- JFK respectively. The decline is attrib- ven apparel, fish/seafood, knit apparel, eratedDRAFT there. Summary As part Report of the New York uted to slow economic growth, substi- pharmaceutical products, iron and steel, 10 metropolitan area, Stewart International tution of truck for air transport, weak- and vehicles (nonrailway).

Figure 4.6 Major Airports In and Near the NYMTC Region

8-19 Plan 2040: NYMTC Regional Transportation Plan

4-18 New York Metropolitan Transportation Council Appendix 8

INTERMODAL solid waste (MSW) across the region • Air/Highway. The main purpose and transport it to MSW transload of air cargo facilities is to move cargo NETWORK facilities in sealed containers. The con- to and from landside to airside, from tainerized MSW is transferred from truck to aircraft efficiently. The types Intermodal freight infrastructure in- truck to rail or truck to barge and of air cargo facilities present in the re- cludes the terminal facilities at which shipped out of the region. gion include general air cargo facilities, freight is transferred or transloaded from freight forwarders and integrators, lo- one transportation mode to another. • Water/Highway – Long Island gistics centers, and mail centers. Examples of intermodal facilities include Sound Ferries. Car ferries operating rail/highway container or trailer transfer on Long Island Sound also accommo- Table 4.3 summarizes the intermodal facilities, rail/highway bulk transload date trucks, but the volumes are rela- facilities, including rail yards and ferry facilities, municipal solid waste (MSW) tively low. Currently, the existing year terminals that are relevant to the region’s transfer facilities from barge to rail or round ferry services carrying trucks intermodal system. For each facility, the barge to highway, water/highway ferry in the NYMTC Region include the table details the operating railroad when terminals, water/rail container transfer Bridgeport–Port Jefferson Ferry, the applicable, county where the facility is DRAFT Summary Report facilities at several of the region’s marine New London–Orient Point Ferry, and located, and the intermodal connections terminals, and air cargo facilities on or the North Ferry serving Shelter Island. available. Figure 4.7 shows the locations The types of air cargo facilities present in the region include general near major air cargo airports. of the region’s intermodal freight infra- air cargo facilities, freight forwarders and integrators, logistics • Water/Rail.centers, and Marine mail terminalscenters. and structure. Types of intermodal facilities in and near ports with on-dock rail access in the NYMTC Region include: Tablenorthern 4.3 summarizes New Jersey and the theintermodal NYMTC faci lities, including rail yards and ferry terminalsRegion move that containers, are relevant railcars, to the and region’s intermodal system. For each facility, the table details the operating railroad when applicable, county • Rail/Highway – Intermodal Con- bulk commodities between New Jersey where the facility is located, and the intermodal connections available. Figure tainers and Trailers. In a multimodal and New York by rail and barge. supply chain, trains carrying inter- 4.7 shows the locations of the region’s intermodal freight infrastructure. national or domestic containers and domestic trailers represent one link in the intermodal chain that connects Table 4.3 Intermodal Facilities in the NYMTC Region shippers with receivers, together with Operating Rail/ Rail/ Water/ Bulk MSW container and trucks. Due to Terminal Name Railroad County Highway Water Highway Transload Transload the history and geometric characteris- 65th Street Yard NYNJ Kings   tics of the rail network in the region, most intermodal rail trips begin or Bridgeport & Port N/A Suffolk  end at one of several terminals in New Jefferson Steamboat Co. Jersey, with trucks hauling (“draying”) the trailers or containers between the Brookhaven Rail U.S. Suffolk  Terminal Rail terminals and the NYMTC member Bush Terminal NYNJ Kings   counties. Yard (51st Street Yard) • Rail/Highway – Transload of Bulk Harlem River Yard CSX Bronx  Goods. Bulk commodities are often transloaded between railroads and Hunts Point CSX Bronx  trucks at rail yards and other facili- New London to N/A Suffolk  ties throughout the region. These bulk Orient Point Ferry transload terminals provide access to New York Conrail Richmond  the rail network for shippers that do Container not have a rail siding next to their Terminal and Arlington Yard facility(ies). South Brooklyn NYA Kings  Marine Terminal • Highway/Rail and Barge – MSW Transload. Trucks collect municipal

Regional Freight Plan Update: Interim Plan Summary Report 8-20

4-20 New York Metropolitan Transportation Council Appendix 8 DRAFT Summary Report

Figure 4.7 NYMTC Intermodal Network

Sources: I-95 Corridor Coalition ICAT Rail Network, Bureau of Transportation Statistics National Transportation Atlas Database, 2012; US Census Bureau; Cambridge Systematics, Inc.

New York Metropolitan Transportation Council 4-21

8-21 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

5. Challenges and Opportunities The conclusions of recent plans and FREIGHT SYSTEM available curb space. studies, commodity flow data and fore- cast, and evaluation of the existing con- CHALLENGES • Rail capacity challenges are different in ditions on the modal networks, together the West of Hudson area, East of Hud- lead to the identification of several key Constrained Capacity son area, and for cross-Hudson rail traf- challenges that NYMTC’s member agen- fic. cies face with regard to maintaining the The commodity flow analysis described – West of the Hudson, capacity con- region’s multi-modal freight transporta- in Section 3 anticipates the volume of straints can be found both on the tion system in a state of good repair and freight moving into, out of, through, and freight main lines as well as terminals. efficient operation. These key challenges within the NYMTC Region will increase Thus far, these constraints have been include: 48 percent by 2040. This greater vol- generally addressed as they have oc- ume of freight will have to compete with curred, with CSX, NS and Conrail, • Constrained capacity; greater volumes of passenger traffic on along with NJT, NJDOT, and the PA- • Sub-optimal physical condition of the region’s highways, rail lines, ferry and NYNJ, making investments to facili- some components of the network; air terminals, and many of these facilities tate the growth of traffic. • Limitations on shippers’ and receiv- already are congested during much of the ers’ access to components of the net- day due to current passenger and freight – East of the Hudson, particularly over work; volumes. Congestion limits the capac- the long-term, capacity constraints are • Vulnerability of the network to the ity of major rail, port, and air terminals more daunting. With all of the ma- effects of climate change; that depend on trucks for final goods jor freight access routes being primary • Lack of strategic redundancy; delivery, and (in combination with tolls, passenger routes as well, expected • Need for improved management of parking tickets, and labor) has an impact growth in passenger train volumes truck movements; and on drayage rates in the NYMTC Region, make it more difficult to handle -in • Complex public and private institu- which are among the highest in the na- creased freight volumes. tional relationships. tion. Capacity constraints on each of the modal networks include: – Cross Hudson connectivity also im- Despite these large, complicated chal- pedes capacity. With the nearest avail- lenges, the region’s stakeholders can take • Highway capacity constraints are es- able Hudson River bridge or tunnel advantage of several opportunities, in- pecially evident at some of the region’s approximately 132 miles upriver from cluding on-going capital improvements, well-known bottlenecks, such as the New York City, freight rail service is industry and technology trends, and George Washington Bridge-Cross Bronx circuitous and inefficient between the common-ground issues that could be the Expressway segment of I-95 and the east-of-Hudson region and origins and foundation of consensus building and Gowanus Expressway-Brooklyn-Queens destinations in the southeastern and coordinated planning. Expressway segment of I-278. Trucks south-central states. The present barge have few route options due to the limited service is not a competitive option for Although recommendations for strate- number of Hudson River, East River, and most cross-Hudson shipments. Ca- gies and projects that will address specif- Long Island Sound crossings, and many pacity limitations on the ic problems and issues will be developed streets and highways, especially in New Bridge and National Docks Secondary in a subsequent phase of the Regional York City, do not have the appropriate between Oak Island and Greenville, Freight Plan Update, the challenges and width and height geometries to accom- and limited capacity at 65th Street opportunities presented in this section modate larger national standard trailers. Yard, in its current configuration, rep- summarize, at a high level, some of the There are few places for truck drivers to resent constraints to the capacity on key take-away themes from the Interim park overnight to meet hours of service the NYNJ float system to handle po- Plan efforts completed to-date. Further regulations or stage for local deliveries. tential growth in volume in the future. outreach to public and private stake- Curbside parking and loading is difficult, Programmed improvements include holders and future analysis tasks will fur- especially in New York City and urban expanded barge capacity, operations at ther define and vet the nuances of these city, village and hamlet centers through- 51st St. and 65th St. in Brooklyn, and themes. out the region, due to competition for a permanent float bridge at Greenville.

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• On the waterborne network, limitations of the region’s facilities have either poor Access on the throughput of container terminals or fair pavement condition, including fa- are not an immediate concern, rather a cilities that form the major gateways and A critical factor that impedes the use of long-term considerations to be addressed conduits into the region for the move- freight rail, waterborne, and air cargo as needed. Capacity can be expanded ment of freight. In many cases, trucks networks is access to those networks. through improving the operational ef- loaded beyond the legal weight limits ficiency of the terminals (by investing in contribute to the poor pavement and • Access to the rail network, via inter- state-of-the-art equipment), and by deep- bridge conditions. Worsening physical modal terminals and line-side industry ening one of the 43-foot berths to 50 feet conditions on these facilities in turn lead access, is limited, particularly in the east- at Global Marine Terminal. to longer delivery times, increased main- of-Hudson region. Effects of intermodal tenance needs of trucks, congestion, and facilities on local communities, which • Air cargo activity is subject to the same increased transportation costs for ship- may include increased rail and high- constraints as overall air service. A 2013 pers and receivers. The highest-volume way traffic, may make them undesirable joint NYCEDC/PANYNJ JFK cargo freight corridors are also the corridors neighbors and thus very difficult to site. industry assessment foresees significant that contain the greatest concentrations growth potential if plans are implement- of structurally deficient bridges and poor • On the waterborne network, channel ed to upgrade on-airport cargo facilities pavement condition. and berth depths and air draft clearances and address longstanding impediments pose existing or potential constraints. to efficient truck access on the regional • In addition to the insufficient availabil- roadway network. ity of freight tracks and yards, another - Currently, the Port Authority and physical constraint facing the NYMTC U.S. Army Corps of Engineers are • Current real estate industry and land Region’s rail network relates to weight working together to deepen to 50 feet use policy trends do not favor develop- limits and horizontal and vertical clear- the channels on the approaches to ment of new intermodal terminals. This ance limits that prevent the use of some Port Newark, Port Elizabeth, Global constraint limits efficient multimodal -ex modern equipment, thereby diminish- Marine Terminal, and New York Con- changes and fosters the dependence on ing the potential economic advantages tainer Terminal. This depth is neces- trucks for freight mobility in the region. of freight rail. Weight limits along the sary to accommodate Post-Panamax New Haven main line and most branch vessels that are expected to call on the Physical Challenges lines on Long Island, in Westchester, Port after the Panama Canal is wid- and Putnam counties are constrained to ened in 2015. For independent bulk The freight network infrastructure in the 263,000-lb. railcars, which is under the and breakbulk facilities, channel and region is aging, in need of repair in some national standard of 286,000-lb. railcars. berth depths are also a constraint no- locations, and in many instances lacks Horizontal clearance is affected by the tably in Eastchester Creek, and in the the capability to accommodate state-of- presence of third rail on the LIRR and Mariners Harbor section of the North the-industry freight equipment. Most Metro-North, which precludes the use Shore of Staten Island. Many berths critically, freight movements over both of double-stack well cars in those ter- and piers are out-of-use due to insuf- rail and highway systems are restricted in ritories. Vertical clearance is generally ficient water depths resulting from in- locations where inadequate dimensional insufficient for double stack equipment sufficient maintenance . envelopes prevent the passage of mod- throughout the east-of-Hudson region, ern rail cars or truck trailers (e.g., trucks with the exception of the Hudson Line. - Air draft clearance also poses an ac- above 55’ length overall in NYC). Be- cess constraint in the Port. The Bay- yond the size limitations, deficiencies in • On the waterborne network, mainte- onne Bridge, which crosses Kill Van infrastructure result in circuitous routes, nance of a healthy waterborne freight Kull 151 feet above the water’s surface, and for trucks, a lack of available on- system is impacted by a significant short- is too low to allow passage of the larg- street parking and loading areas during age of support services infrastructure in est container ships currently in service peak delivery periods (daytime hours in New York Harbor, which is expected to in other parts of the world. The Port most of the region), resulting in frequent worsen in the future. Insufficient dry Authority recently secured federal ap- and expensive parking tickets. dock capacity in the Harbor, and a short- proval for a project to raise the road- age of skilled labor, results in long repair bed of the to 215 feet • According to the NYSDOT Pavement queues and vessels being transported to above the channel. Condition Ratings, a significant portion other states for emergency repair.

8-23 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

• Highway access to the region’s airports, System Redundancy The need for improved efficiency in -man especially JFK, is made difficult due to aging truck movements and enforcing a limited number of routes available for There are limited alternative routes for regulations is demonstrated by reported trucks to use, recurring congestion, and freight movement through the region instances of bridge strikes11, pavement the prohibition of 53-foot trailers. due both to physical and regulatory and bridge damage, the use of improper constraints. This limitation requires that or unsafe places to park while resting or Climate Change Vulnerability existing facilities function continuously while loading/unloading.12 The region’s without failing or being constrained capacity to enforce the truck route net- The effects of climate change, such as due to crashes, extreme weather, terror- work, truck size and weight, and truck sea level rise, and susceptibility to storm ist threats, or other emergencies. Lack parking and loading regulations is lim- surge associated with hurricanes and of alternatives also constrains scheduling ited by the resources available in law en- nor’easters, present additional threats of essential reconstruction on key links. forcement agencies and the development to many of the region’s freight facilities. This is a strategic deficiency of the -re and deployment of technologies that can Superstorm Sandy interrupted water- gion’s freight infrastructure. assist in enforcing such regulations. borne trade in the region, as cleanup and emergency repairs were required to re- Truck Management Interagency Coordination store many terminals to operating order. Flooding rains during Tropical Storm The regulation of truck size and weight Institutional challenges can hamper the Irene washed out many highways and in the NYMTC Region presents major freight planning efforts undertaken in some rail lines, which were out of service challenges due to the physical limita- the region. The NYMTC Region is part for weeks or months after the storm. Al- tions of key truck routes, and the large of a larger interdependent tri-state met- though long-term preparedness, “smart” -number of overlapping regulatory juris- ropolitan area that includes parts of New land use, and construction strategies dictions including New York City, New Jersey and Connecticut. Further, the mix are currently debated, Sandy and Irene York State, Metropolitan Transportation of cooperative and competitive relation- demonstrated the region’s vulnerability Authority, New York State Thruway Au- ships between three Class I railroads to natural disasters, and set new bench- thority, the Port Authority of New York (NS, CSX, CP), regional, short line, and marks for the potential impacts of future and New Jersey, and the U.S. Depart- passenger railroads add complexity to storms. ment of Transportation. the planning process. While NYMTC can only directly address projects origi- Within New York City, tractor-trailer nating within the region, the movement combination vehicles operating on most of freight does not recognize arbitrary truck routes and interstate highways political boundaries. In order for multi- may not exceed 55 feet in total length. modal freight projects to have resonance Trucks with 53-foot trailers, which are in the larger region, numerous planning today’s standard trailer length nation- agencies (e.g., NYMTC, NYSDOT, PA- ally, may only travel on the portions of NYNJ, MTA, NJTPA, NJDOT, and I-95, I-695, I-295, and I-495 that cross CTDOT) are required to work together the city between the Bronx-Westchester and coordinate the implementation. County line and Queens-Nassau County line for through movements to and from Parallel to the institutional complexity of Nassau and Suffolk counties, and are not government in the tri-state region, is the permitted to serve locations in the five institutional complexity of the private NYC boroughs. This issue represents and public rail system and terminal op- a cost to shippers and receivers in New erators in the region. Multiple operators York City who must receive shipments and ownership – particularly for east of by smaller-than-standard tractor-trailer Hudson access - increase cost, complex- Superstorm Sandy impacts at PANYNJ combinations. In practice, tractor-trail- ity and degrade performance to levels Container Terminals ers exceeding the 55-foot limit are a fre- that make intermodal services uncom- quent sight serving a range of NYC busi- petitive for many types of shipments. Source: Anne Strauss-Wieder, Inc., 2013 nesses despite the risk of summons. Institutional issues directly affecting the

Regional Freight Plan Update: Interim Plan Summary Report 8-24 Appendix 8

rail industry detailed in the Task 2.1.2 transportation agencies can protect the Authority (NJTPA), and other nearby rail system memorandum directly affect infrastructure and facilitate safe and ef- metropolitan planning organizations. the intermodal system. ficient operations. These efforts can provide a framework and context for freight planning by the Preservation of waterfront industrial Upgrading of infrastructure to region’s MPOs and local government land for marine industrial use is another handle modern equipment. agencies. challenge in the region. As waterfront residential and mixed-use development For publicly owned rail infrastructure, Institutional remains popular and desirable in many consideration should be given to the communities, for example, the potential needs of modern freight equipment in When major public investments to freight exists for encroachment upon and/or capital projects. While certain types of operations are being considered (such as elimination of maritime industrial facili- equipment would be very difficult to -ac New York Cross Harbor improvements), ties. The coordination of many public commodate due to the presence of elec- the institutional manner in which service and private stakeholders is necessary to trified third rail, etc., there should be a would be provided should be considered. address this issue in the land use and general requirement to allow for 286K The full benefit of such investments can transportation planning processes. maximum weight railcars, and expan- only be realized if the service utilizing sion of the clearance envelope to 22’ for the investments is structured efficiently. OPPORTUNITIES new structures, where economically fea- These efficiencies can be facilitated by sible. Metro-North, LIRR, and well designed agreements with operating Coordinated Planning all have programs underway to increase entities, and avoiding complex operating weight limits on their routes. As weight arrangements that diminish service per- formance and increase costs. Take freight and passenger needs into limits are largely driven by bridge condi- account when planning highway and tions, completion of these modifications rail capacity improvements, through is primarily being done as part of larger Enhance access for freight on the comprehensive corridor planning that capital projects. Many of these bridges multimodal regional network includes the involvement of all service are quite old and require close examina- providers operating in the corridor. tion to ensure their safety and perfor- A range of options should be considered Such a planning process was exemplified mance under the higher limit. Further- for adoption, including reducing track by the Hudson Line Railroad Corridor more, it is also evident that the higher access (“trackage rights”) fees for freight Transportation Plan, which identified weight limits do increase wear on track, trains (effectively to incentivize use of a program of capital investments along which imparts additional costs to main- publicly owned rail lines for freight), the Hudson Line corridor that would tain the track in proper condition. land use planning for areas around rail improve performance for all rail service lines that supports rail-oriented indus- providers in the corridor. 13 Regional Freight System trial and terminal uses in targeted loca- Planning and Management tions, and ensuring that freight rail oper- Truck Management ators gain efficient access to the publicly Momentum is growing for more exten- owned network. For critical highway Deployment of technologies to man- sive and coordinated cross-jurisdictional and arterial routes, continued efforts age truck movements in the region can planning to meet the freight needs of by concerned agencies can achieve, over help NYMTC’s member agencies avoid the greater metropolitan region and to time, more reliable operations, relief to bridge strikes, pavement and bridge support its role as an international trade bottlenecks, and targeted improvements damage, and unsafe parking and loading gateway and crossroads of domestic to address “last mile” constraints. practices. Examples of such technolo- goods movement. These include a part- gies include electronic weigh-in-motion nership planning effort among NYS- Maintain the Southern (WIM) sensors that collect vehicle DOT, NJDOT, and PANYNJ to develop Rail Gateway weight data and camera-based sensors a regional freight strategy, new federal that monitor parking space or curbside mandates for freight planning in MAP- A specific priority should be placed on loading-zone occupancy. Improving 21, and expanded exchanges on freight improving cross-Hudson connectivity. management of the freight highway sys- issues among NYMTC, the neighboring These improvements could take several tem can be one way in which the region’s North Jersey Transportation Planning forms, including upgraded cross-Hud-

8-25 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

son barge service as is being considered Panama Canal Expansion Marine Highways as part of the Port Authority’s Cross Har- bor study, and participation in new com- The expansion of the Panama Canal, ex- The U.S. Maritime Administration bined rail/highway bridge schemes, such pected to be completed in 2015, will im- (MARAD), in partnership with trans- as the Tappan Zee Bridge Replacement prove all-water access between the East portation agencies throughout the coun- Project. Coast of the United States and East Asia, try, has designated 11 “marine highway” and could result in re-routing of some corridors throughout the country, in- Airport Redevelopment East Coast and Midwest cargo from cluding two that traverse the NYMTC West Coast ports to East Coast ports. Region, M-87 and M-95, shown in Fig- Airport redevelopment initiatives and This change in travel pattern could result ure 5.2. Marine highways are navigable ongoing capital investment at JFK and in increased volume of containers trav- waterways that support or relieve con- SWF, including planned cargo area ex- eling through PONYNJ, and a change gested landside transportation systems. pansion, provide the opportunity to in the direction of container travel on Currently, 8 projects and 6 initiatives preserve and grow the region’s share of the region’s highway and rail networks, are underway along designated marine international air cargo trade, and could as some West Coast-based land-bridge highway corridors, aimed at studying the improve the efficiency and reduce costs traffic could shift to an East Coast-based feasibility of potential services, starting for shippers in the region and beyond. distribution pattern to other parts of the new services, or expanding existing ser- Easier ground access to JFK is an im- country. vices. Projects and initiatives impacting portant corollary to on-airport cargo im- the NYMTC Region include: provements. • Cross Sound Enhancement Project, DRAFT Summary Report which aims to improve existing ferry services across Long Island Sound, increasing capacity to accom- Figure 5.2 Marine Highway Corridors modate an additional 3,000 trucks per year between Con- necticut and Long Island;

• Trans-Hudson Freight Con- nector Project, which aims to expand the quality and capac- ity of the Cross-Harbor rail float service between New Jer- sey and Brooklyn; and

• Hudson River Food Corri- dor Initiative, which aims to study the feasibility of trans- porting fresh produce from agricultural regions in North- Central New York near the Hudson River and Long Is- land to the New York-Newark Metropolitan Area.

These projects offer the -po tential to support the region’s maritime economy, comple- ment landside transportation Source: U.S. Department of Transportation services, and relieve landside congestion.

Regional Freight Plan Update: Interim Plan Summary Report 8-26

5-10 New York Metropolitan Transportation Council Appendix 8

6. Next Steps

The findings presented in the previous Region” brochure (also updated with sections of this report are only the begin- recent socioeconomic and commod- ning of the process to update NYMTC’s ity flow data summaries), and County Regional Freight Plan. Several work Freight Profile documents for each coun- steps remain to be completed as part of ty in the NYMTC Region. Each County the Regional Freight Plan Update In- Freight Profile document will describe at terim Plan, and a second phase of the the county level, in four pages, popula- Regional Freight Plan Update must be tion and employment trends, volume undertaken to develop a complete plan. of goods, top commodities, top trading partners, and mode splits now and in the The remainder of the Interim Plan will future. focus on outreach activities for the pur- poses of: Upon the completion of the Interim Plan, NYMTC will advance the remain- • Confirming or revising preliminary ing tasks of the Regional Freight Plan findings regarding existing conditions, Update, including: challenges and opportunities; and • Developing new media that • Identification of goals and objectives NYMTC and its member agencies can for the Regional Freight Plan Update use to communicate the importance that align with the goals set forth in of freight to the region’s economy and NYMTC’s Regional Transportation quality of life. Plan; • Definition of freight performance To confirm or revise preliminary find- measures that will be used to track the ings, a series of focus groups will be region’s progress toward achieving the convened with private sector shippers, goals and objectives; receivers, logistics professionals, and • Development of a complete list and freight transportation service providers, assessment of physical, operational, to discuss the marketing needs to ad- and institutional needs; vance three potential freight village sites • Identification, evaluation, and rec- in the region and to discuss strategies to ommendation of projects, programs, support intermodal rail in the region. and policies that NYMTC member The focus groups will provide the neces- agencies can advance in order to make sary background information needed to progress toward achieving the goals develop a survey that will be distributed and objectives; to a larger sample of industry representa- • Description of the “direction for- tives throughout the region. ward,” including implementation steps, stakeholder roles and responsi- New communications media will be bilities, potential financing, and chal- developed and released, including an lenges that may complicate implemen- updated Freight Transportation Info tation; and Wheel (with current socioeconomic data • Continued public and stakeholder and forecasts, and the commodity flow outreach activities. analysis findings summarized in Section 3 of this Report), an updated “Basics of Freight Transportation in the NYMTC

8-27 Plan 2040: NYMTC Regional Transportation Plan Appendix 8

ENDNOTES

1 “New York Integrated Incident Management System Eval- 9 Year in Review: Traffic and Cargo Activity at the Port Author- uation Project,” U.S. Dept. of Transportation ITS Joint ity Airports in 2012, The Port Authority of New York and New Program Office, 2007, available from: http://ntl.bts.gov/ Jersey. lib/30000/30900/30995/14479.htm. 10 2011 Airport Traffic Report, The Port Authority of New 2 Cambridge Systematics made several adjustments and en- York and New Jersey, April 2, 2012 (excludes Teterboro). hancements to the TRANSEARCH database to ensure the data more closely matched other freight data sources and ob- 11 “Bridge Strike Mitigation in the New York City Region,” served traffic data. The methodologies employed to make these Regional Bridge Strike Task Force, 2010, available from: http:// adjustments are described in the Task 2.2.2 “Commodity Flow www.nyc.gov/html/dot/downloads/pdf/hodge_bridgestrike- Analysis” technical memorandum. mitigation_trb2010.pdf.

3 Surface Transportation Board (STB) Full Carload Waybill 12 “Multi-State Truck Stop Inventory and Assessment Study,” Sample was processed by IHS Global Insight for the rail flows. NYMTC, 2009, available from: http://www.nymtc.org/proj- ect/freight_planning/truck_stop/TruckStop_Study.pdf 4 About 80 percent of the tonnage moving by “other” modes consists of crude petroleum, natural gas, and gasoline (STCC 13 New York State Rail Plan 2009: Strategies for a New Age, 13) moving into the NYMTC Region from Alberta, Canada. pp. 66-67. This commodity travels primarily by pipeline. Tons of STCC 13 moving by a combination of pipeline and water are reported as traveling by water in TRANSEARCH.

5 National Highway Traffic Safety Administration, Fatal- ity Analysis Reporting System (FARS), available from: http:// www.nhtsa.gov/FARS.

6 NYMTC Multi-State Truck Stop Inventory and Assessment, 2009

7 “JFK International Airport Plaza,” Airport Plazas, LLC, available from: http://www.airportplazas.com/project-jfk.php.

8 “Trade Statistics,” Port Authority of New York and New Jer- sey.

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