Innovative Transportation Technologies – an Alternative for Providing Linkages Between Port Terminals and Inland Freight Distribution Facilities

The projected growth in container traffic at ports of New York and New Jersey, along with the expected regional growth of commuter traffic, will cause a significant increase in traffic congestion. This will result in deteriorating performance of the regional transportation system, including highway system providing access to the port. Because of limited ability to expand highway and rail infrastructure in the vicinity of the port, application of innovative transportation 2 technologies presents an alternative for providing improved land access to principal port terminals and distribution facilities. This paper presents several innovative technologies that can be used to transport marine containers. The paper also describes a methodological framework for their evaluation and comparison with conventional modes applying a multi-criteria analysis approach that considers direct financial effects as well as external effects such as air pollution, congestion, land use disruption, socio-economic effects, and impacts on the transportation system performance. The methodology is illustrated using case studies in the New Jersey port region. Need for innovative transportation alternatives for providing land access to port facilities Port of New York and New Jersey is the largest port on the East Coast and the third largest port in the North America (after Port of Los Angeles and Port of Long Beach). The port is located in the heart of the most concentrated and richest consumer market in the world. It is also surrounded by highly urbanized, densely populated areas with little space to expand. At the same time port business has been steadily growing in the past five years and this trend is expected to continue in the future fueled by the increasing consumer demand and growth of import, mainly from Asian markets. Containerized cargo is the fastest growing sector of port commerce. In 2004 Port of New York and New Jersey handled 2.62 million containers equivalent to 4.48 million TEU. This is more than double the volume handled ten years ago. If the market demand continues to grow in the years to come at the same pace, the port can expect to double today’s container business again by 2015. 3 In order to accommodate the increase in container traffic, and to capitalize on the tremendous economic growth opportunities, the Port Authority of New York and New Jersey (PANYNJ), New Jersey Department of Transportation, and other regional transportation agencies, as well as port and rail operators, initiated a number of improvement projects designed to increase the port capacity. The deepening of key shipping channels to 50 ft will enable the Ports to accommodate a new class of large post-Panamax ships. Many technological improvements have also been made inside the terminals including installation of large cranes with longer reach, introduction of modern cargo-handling equipment, vehicle and driver identification systems at the gates. In addition, terminal layouts have been redesigned to accommodate more containers on the same footprint. These improvements create efficiencies and enable port terminals to increase throughput and capacity. While these projects focus primarily on improving waterborne access and terminal operations, there is a serious concern as to the ability of the existing regional highway and rail network to handle the anticipated increase in cargo moving through the port complex. Currently truck is the dominant transportation mode used to move containers in and out of the port according to the Comprehensive Port Improvement Plan (CPIP), 88% of the Port’s containers is transported by trucks. Approximately 12% is handled by rail, and relatively small number of containers is transported on barges via inland waterways (currently barge service to Albany on the Hudson River is the only active route). If we assume that the same mode split between truck and rail would be maintained in the future, it is clear that growing container traffic would place more 4 pressure on already congested highway system in the port area. This will especially aggravate driving conditions and mobility during peak commuter hours when trucks share the road with growing automobile traffic. Furthermore, it will have a negative impact on urban communities along the major highway arteries in the area, as well as shipping industry that will have to deal with decreased velocity and reliability of cargo deliveries. One of the solutions for this problem is to shift as much of future growth as possible to freight railroads. Port Authority of New York and New Jersey invested heavily in the past several years in improving on-dock and near-dock rail facilities. But in order to be effective these improvements will also require upgrades of the main freight rail lines: double tracking of the key routes, and raising clearances on certain segments of the network to allow for double-stacking. Most of these improvements would affect the container traffic with destinations that are located more than hundred miles inland. Some of the shipments and commodities that currently utilize trucks on those routes can be shifted to rail, but the fact is that most of the cargo handled by the PONYNJ stays in the tri-state area, which is less than a 100 miles radius. Unless a very efficient and fast short-haul rail service becomes available, most of that cargo will continue to move by truck. Hence, problems with congestion, air quality and overall quality of life are likely to get worse. Bottom line is that we can expect the truck traffic to grow, both as a result of overall growth of fright traffic and growth of the port commerce. So, if conventional rail as an alternative is not enough, is there anything else that can be done to avoid these negative impacts which can put the economic development in jeopardy? An alternative that deserves consideration is implementing innovative transportation technologies and unconventional transportation modes that may have 5 characteristics that conventional railroads do not have when operating on short distances. These new technologies could provide a viable alternative to existing rail and truck service by providing capacity to complement highway and rail network, not necessarily to compete with them. Furthermore, these technologies can do that in a sustainable way by providing landside access to distribution facilities that does not create conflict with commuter traffic, or truck and rail traffic. Many of the new transportation technologies are utilizing electricity for traction, thus reducing air pollution. Interestingly enough, in addition to infrastructure improvements Port Authority and New Jersey Economic Development Authority recently completed a first phase of a project to identify brownfield and underutilized industrial sites in the port region and promote their redevelopment. The project called “The Portfields Initiative” also includes assistance to private developers, ocean and air freight shipping industry, and big retail companies, in developing modern warehousing and distribution facilities on these sites to support market opportunities emerging as the result of anticipated growth in trade. Due to lack of developable land in the vicinity of the port, most of the new, high-volume import distribution centers are built 20-40 miles away from the port along the I-95 corridor, a major north-south thoroughfare. Most of the “portfield” properties are near-dock sites in the radius of up to 8 miles from the port; if redeveloped they can significantly contribute to improving efficiency of port operations and reducing truck traffic on the local and regional highway network. These “opportunity sites” have a high potential of attracting developers and generating economic benefits for both industry and communities. Development of “portfield” sites is closely connected with availability of access roads and other transportation infrastructure that would provide access to the distribution facilities to be built 6 there. Some of the sites rely on existing road network that, as explained earlier, may become inefficient due to growing congestion. Innovative transportation technologies may be an important element in development of these sites by providing direct, fast, and efficient access to and from adjacent port facilities. Review of the most promising innovative transportation technologies A study conducted at the New Jersey Institute of Technology reviewed several innovative transportation technologies that could be used as an alternative to conventional transportation modes. In this paper we concentrate on several technologies that utilize fixed guideway that have the most potential for application in port-side development projects, based on the findings of this study. The review includes technologies currently in commercial operation, emerging technologies that are undergoing prototype tests, and those that are still in design and conceptual stage. Some of the technologies have been applied in people mover systems (conveyors, amusement parks, manufacturing facilities), and, if modified, could have a high potential for use in container transport. Automation technology is being increasingly applied to rail systems, and innovative concepts incorporating automation into conventional systems have been developed and applied both in industrial and public transportation sector. CargoMover is an example of automated rail technology developed by the German company Siemens Transportation AG in collaboration with Aachen Technical College and the Technical University of Braunschweig. CargoMover is, in essence, a redesigned, self-propelled, automated flatbed rail freight car with a payload of up to 60 tons. The current design uses low-emission, low-noise diesel motor. Siemens suggests that 7 alternative traction systems, such as electric motors, and even emission-free fuel cell motors can be applied as well. The vehicle is fully automated, controlled by the central computer and directed by wireless communication. The path of the vehicle is pre-programmed. The algorithm that supports the system controls and manages interactions between the CargoMover and other vehicles along the way, so that higher priority passenger and freight services on a given corridor are not blocked or delayed. This type of control leads to better utilization of the capacity available in the rail network. The system provides for high level of safety through a combination of electronic interlocking system controlled from the main control office that monitors movement of each vehicle in the network. CargoMover also features pioneering sensor technology mounted on the vehicle itself that substitutes for the driver’s eyes and hands. The vehicle is equipped with laser and radar sensors to constantly monitor the area ahead of the vehicle for blockages, and to stop the vehicle in the event that any obstacles occur on its way. The video camera enables the control office to get a direct picture of what is happening in front of the CargoMover. CargoMover is designed for local and regional freight transport, of up to 100 miles (150 km) with a top speed of 55 mi/h (90 km/h). It automatically transports cargo without delays from traffic congestion, without switching or train-formation and with minimal air pollution emissions. Siemens also developed a system called Mobiler for trans-loading swap bodies or containers between railcars and trucks. This equipment can be installed on CargoMover and thus eliminates the need for intermodal ramps and cranes, or other special equipment for container transfer between railcars and trucks. CargoMover technology is designed to utilize the European Train Control System (ETCS) and GSM-R (Global System for Communications for Railways) control and wireless systems. These systems are currently being deployed on several railway systems in Western Europe. CargoMover can also operate in conjunction with other train control systems. Siemens is currently testing several CargoMover vehicles. Figure 1. CargoMover (Siemens Transportation) at the tradeshow in Berlin, Germany (courtesy of Siemens Transportation) Besides concepts that aim to use the existing railway network, there are numerous ideas and designs for novel transportation systems with dedicated fixed rail guideway. CargoRail, a concept developed by the MegaRail Transportation Systems, Inc. of Fort Worth, Texas, employs rubber-tired vehicles (referred to as “Cargo Ferries”) that would move along an elevated guideway that is separated from other modes (Figure 2).