1. Assessing the Effects of Freight Movement on Air Quality Talking Freight Seminar April 20, 2005

2. There is growing concern about the future performance of our freight system Truck traffic is contributing to worsening highway congestion at a faster rate than passenger traffic  Since 1993, truck traffic on urban highways has increased by more than twice as much as passenger traffic The capacity of our freight rail system shrank significantly in the past  Since 1975, ton-miles moved has increased by nearly 100%, but road and track miles decreased by over 40% Globalization is stressing our already constrained port system  Waterborne imports grew 67% between 1990 and 2003  e.g., container moves at Port of LA doubled 1999-2004 Continued rapid growth in air freight could strain our aviation system

3. Why is performance such an issue? The linkages between efficient and reliable freight transportation and economic performance are strong  Shippers and carriers optimize logistics and supply-chain management around transportation system performance  Congestion could force costly redesigns of logistics systems leading to decreases in economic productivity Demand across all modes is expected to increase significantly  Diesel exhaust is a primary source of air pollution  Needed investments could be difficult to implement due to air quality concerns – from conformity to NEPA

4. We need to improve our understanding of freight emissions Air quality is a regional issue  Most previous studies of freight transportation emissions have looked only at the national level  Little research comparing freight emissions across regions Emission inventories done for SIP purposes are not sufficient  No distinction between freight and non-freight activity (e.g., passenger rail vs. freight rail)  No distinction of non-road equipment used for freight at ports and airports  May not estimate emissions by operational mode (idling, etc.)

5. FHWA’s study Assessing the Effects of Freight Movement on Air Quality at the National and Regional Level, April 2005  Fill a void in the current understanding of the air quality impacts of freight transportation  Evaluate current methods, current and future regulations, and likely demand trends  Assess the contribution of freight movement (by mode) to emissions in six metropolitan regions  Investigate emissions reductions strategies that state and local practitioners can implement  Recommend needed progressions in methods given likely trends

6. Freight Contribution to Total Emissions (National Level) Source: ICF Consulting, Impacts of Freight Movement on Air Quality, Draft Report, FHWA 2005.

7. New Emission Standards Affecting Freight Trucks  Very stringent NOx and PM standards for trucks take effect in 2007  By 2020, NOx and PM emission factors will be 5 to 15 times lower than current levels Rail  First standards took effect in 2002; EPA has announced plans for stringent standards (similar to those for trucks)  Very slow fleet turnover (some locomotives > 40 yrs old) Marine  First standards took effect in 2004; EPA has announced plans for stringent standards (similar to those for trucks)  No EPA authority to regulate foreign-flagged vessels Aircraft  ICAO sets standards; difficult tradeoff between NOx and noise

8. Estimated Effects of New Standards Change in Average NOx Emissions Rates Compared to 2002 Combination Trucks Combination Trucks Locomotives Marine Vessels (Containerships) Aircraft Marine Vessels (Containerships) -100% -80% -60% -40% -20% 0% 20% 2010 2020

9. But, demand is expected to grow significantly… 2000 2020 64% 49% More than double 15% Billions of Ton-Miles

10. Future Freight NOx Emissions at the National Level 200220102020

11. Future Freight PM-10 Emissions at the National Level 200220102020

12. Freight NOx Emissions at the Regional Level Heavy-duty trucks are responsible for more than ¾ of freight emissions in each of the regions Other than Chicago, freight rail accounts for less than 10% of all freight emissions Marine NOx emissions large only in regions with major ports

13. Freight PM-10 Emissions at the Regional Level Trucking is still the largest contributor, though less so than with NOx In Chicago, rail freight accounts for 19% of total freight emissions Marine contributes 40% of freight PM-10 emissions in LA and Houston

14. Emissions Estimation Challenges – Trucking Use of Mobile6 model  Mobile6 requires VMT by 16 truck classes – most agency count data identifies only 1 or 2 truck classes. Need to rely on defaults  NOx emission rates vary with speed – Mobile6 uses an average speed for each roadway link Idling often ignored  Typical process does not account for extended truck idling (overnight, loading docks, long queues) Congestion effects difficult to assess  Mobile does not account for acceleration/deceleration  Difficult to distinguish between frequent starts and stops (high emission rates) and moderate steady-state speeds (low emission rates)

15. Emissions Estimation Challenges – Freight Rail Agencies must rely on data provided private railroads  Gross ton-miles by county, or fuel use by county if necessary  Data provided by railroads may be incomplete or inaccurate  Many railroad cannot provide data on switch yard locomotive operations – national defaults must be used Emission factors are poor  Locomotive emission rates vary greatly with age, but standard emission factors do not account for this Class II and III railroads often ignored  Often little or no data available from these carriers

16. Emissions Estimation Challenges – Marine Freight Many regions use simplistic approach  Obtain data on total marine fuel sales by county  Assume fuel sales are representative of vessel activity – not true for oceangoing vessels that may buy fuel anywhere Sophisticated approach is time consuming  Ports of Los Angeles, Long Beach, Houston, NY/NJ, Portland  Requires detailed operational data (vessel calls, time in mode, engine power, etc.) Port cargo handling equipment often ignored  SIPs lump this source in with other non-road equipment  Very few ports have quantified these emissions

17. Emissions Estimation Challenges – Air Cargo FAA’s EDMS model used for all airport inventories  Estimates emissions based on landing and takeoff (LTO) cycle data and aircraft type data  Model currently cannot estimate aircraft PM emissions Difficult to separate passenger and freight activity  Passenger planes carry 1/3 of air freight ton-miles (belly cargo)  Need to apportion passenger plane departures to “freight” and “non- freight,” based on freight weight vs. passenger weight Airport ground support equipment often ignored  Some equipment may serve both passenger and cargo planes

18. Operational Strategies for Reducing Freight Fuel Use and Emissions

19. Freight transportation is a major source of national and regional NOx and PM-10 emissions  National level – 50% of mobile source NOx emissions and 40%-52% at the regional level (six study regions)  National level – 36% of mobile source PM-10 emissions and 22%-47% at the regional level (six study regions)  Trucking is the major source of NOx emissions at both the National and regional levels (67% and 77%-97%) Need for improved emission inventory process  Standard processes for integration into planning and project development Impacts of operational strategies are not well understood  Not properly captured in the tools for estimating emissions Conclusions/Findings

20. What other types of environmental impacts are especially relevant to freight projects? Community livability and environmental justice  Location of many freight facilities may lead to a disproportionate impact on minority and economically disadvantaged communities Indirect and cumulative impacts of intermodal facilities  Location outside of city centers could lead to sprawl Noise  Rail and airport capacity expansion projects usually expose sensitive receptors Hazardous waste  Fill material produced by dredging could be contaminated and dredging could cause re-suspension of contaminated sediment and destruction of wetlands and other habitat Hazardous materials  Increased risk of spills or releases

21. What needs to happen moving forward? Increase the likelihood that transportation plans conform with air quality plans Increase the awareness and effectiveness of alternative mitigation strategies Expand the use of innovative tools and models for impact assessment and mitigation evaluation Ensure that freight capacity enhancement projects adhere to environmental stewardship goals Improve the timely delivery of needed projects