1. Getting It From Here to There: Urban Truck Ports and the Coming Freight Crisis Stephen Viscelli NSF Postdoctoral Fellow Center on Wisconsin Strategy

2. The Work of OTR Truckers Paid by mile Work incredible hours Spend much of their time waiting “Governed” by Hours of Service 2

3. Why There Will Be A Freight Crisis Increased Demand for Truck Services Increased Congestion Dependence on Oil Additional Regulation Labor Supply Shortage 3

4. Urban Truck Port Network (UTPN): Part of the Solution? A set of public lots strategically located outside key urban bottlenecks Used for:  swapping trailers between local and over-the- road (OTR) trucks for off-peak pickup and delivery  tractor parking  Assembly/disassembly of long-combination vehicles (LCVs)  alternative fuel distribution (e.g. LNG)?  other (e.g. driver swapping)? 4

5. What a UTPN Would Achieve Reduce fuel consumption, air pollution, CO 2 emissions, accidents, infrastructure damage, hours of service (HOS) violations and driver turnover by segmenting the operation of OTR trucks into separate rural and urban duty cycles allowing specialized vehicles to perform a limited range of tasks, fostering the development and adoption of fuel saving technology. Reduce congestion and meet future demand by better utilizing existing road capacity through off-peak pickup and delivery. Improve logistics by reducing cost and transit time and increasing predictability. 5

6. We Can Double Fuel Economy for Tractor-Trailers – But the industry will not do it on its own. 6

7. OTR Duty Cycle Requires a Jack-of-all-Trades Rural and urban driving require different work, driver services and duty cycles of OTR trucks. Rural Urban 7

8. Why Segment the Duty Cycle? Energy Loses in Rural and Urban Driving 8

9. Technology for the Rural Duty Cycle Gap Seal Full Skirt Rear Drag Device 9

10. Rocky Mountain Institute’s Transformational Truck 10

11. Long Combination Vehicles (LCVs) 11

12. Technology for the Urban Duty Cycle Braking allows for hybrids with potential 30%+ fuel savings Better low-speed torque reduces effect on congestion Quieter and less polluting Better visibility and shorter wheel base for increased safety Lower weight reduces damage to surface streets Zero Emission Electric and Hydrogen Drayage Trucks 12

13. Congestion and a 24-hour Freight System 13

14. Major US Freight Bottlenecks 14

15. Why Truckers Drive Through Congestion Extra Capacity Extra Capacity 15

16. Off-Peak Delivery Truckers prefer less congested conditions but cannot avoid them due to hours of service (HOS) Most truckload freight is going to large facilities that are open 24 hours a day Value of off-peak delivery systems has been demonstrated:  Port of LA/Long Beach has moved 30-35 percent of loads to off-peak hours  NYC off-peak pilot program recently completed received great reviews from truckers and their customers – These worked without UTPN because these are local or drayage deliveries. 16

17. An Example: Chicago Between 1985-2005, daily vehicle miles traveled on expressway system grew 136% while additional lane miles grew 36%. Contains six of the twenty-five worst freight interchanges in the US. These alone cause $556 million in truck delay costs annually. $61 billion dollars in transportation projects are planned over the next 25 years. When these projects are completed traffic congestion is expected to be worse than it is today. In metropolitan Chicago, fully two-thirds of the need for new roads in the next twenty years will be due to increased truck traffic. 17

18. Urban Port Sites Congestion Levels and Urban Truck Port Locations for Chicago 18

19. Dan Ryan Expressway in Chicago (11 miles long, 7 lanes each direction) Inbound trips from 8-9 am: 9% of all daily cars (11,300 cars); 6% of all daily trucks (1,881 trucks) If 1 truck=5 cars, total passenger car equivalent (pce) capacity would be 20,705 per hour (11,300 cars + 9405 pce in trucks). Remove 1000 trucks (5000 pce) and 5000 more cars per hour can use the Dan Ryan. That’s about a 25% increase in capacity or roughly 1.75 lanes of additional capacity. Potential Effect of a UTPN Have on Congestion?

20. Cost and How to Pay for It Subsidy for local hauling fleets may be needed to encourage use by for-hire long-haul fleets because they typically pay drivers by the mile and do not pay for loading and unloading time. Local drivers would need to be paid by the hour or turn (could use a local zone pricing scheme similar to taxicabs). Infrastructure and operating costs could be paid for by: Tolling peak (congestion pricing) and through trips 10 cent increase in Federal diesel tax (already proposed and supported by trucking industry) Increased State fuel tax. All trucks could pay it, but trucks using UTPN could get a refund, effectively taxing just peak and through traffic 20

21. Comments/Questions 21

22. Benefits of Available/Near-Term Technologies by Type of Trucks The Challenge of Increasing Tractor-Trailer Fuel Economy (FC) 22

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