RECORD OF MEETING

FREIGHT TASK FORCE

 

DATE/TIME/PLACE: August 23, 1993; 3 PM; CDTC Offices

ATTENDANCE:  George Macfarlane (UPS), Mary Phillips (Conrail), Steve Iachetta (Albany Airport), John Newman (John T. Newman Associates), Douglas Hughes (NYS Motor Truck Assn.), William Corp (Thruway), Chungchin Chen (CDRPC), Dick Carlson (NYSDOT Region 1), Dennis Cottrell/John Lemmerman/George Ado (NYSDOT Commercial Transport Division), Doug Bley (Gardenway Corporation), Jack Tobin (NYS Waterways Operators), Gus Lapham (Hudson Valley AAA), Carl Belke (CP Rail), Kristina Younger (CDTC)

 

DISCUSSION SUMMARY:

Minutes of Previous Meeting - Questions regarding the capacity of the canal to accommodate commercial activity were raised and discussed.  Dredging restrictions, potential PCB problems in the Champlain Canal segment, and small size of the locks were highlighted.

 

Status of Data Collection

 

THRUWAY:  Dick Corp provided data on truck volumes by exit in the Capital District.  A handout on vehicle classifications was also included.  Data included Class 2 through Class 8 vehicles, so recreational vehicles are counted.  Annual peaking periods (June- August) were noted.  Truck movements are a reflection of the overall economy and tend to lag behind a recession and come ahead of an upturn.  The impact of the downsizing of IBM is readily apparent.  The Canadian Value Added Tax imposed three years ago also served to increase the attractiveness of US good to Canadians, an impact seen readily in western NY.

 

REEBIE DATA:  Raw Reebie data for 1992 and 2002 were distributed.  Summary analysis to be prepared.  Additional data from the trucking industry also distributed.

 

ALBANY PORT ACCESS:  The applicability of the general conclusions included in the Executive Summary of Landside Access to US Ports to the Capital District was discussed at length.  Competition with the Port of NY/NJ is related to cargo with destinations other than the NY Metropolitan Area.  The draft in the Hudson River is 28 feet, although the Port of Albany can handle 32 foot draft vessel -- the turning radius is there.  Waterside access is hindered downstream -- at Bear Mountain -- where a 28 foot rock ledge restricts ship size.  Wheat and corn -- important commodities for Cargill -- ships cannot be fully loaded, which could have a long-term impact on the Port's business.  Wetlands immediately surrounding the Port are not a big issue, as the Port is not in the position of expanding and owns quite a bit of land already, particularly on the Albany side.  Any expansion would likely be on the Rensselaer side of the River.

            The primary institutional barrier to increased commerce at the Port of Albany is the industry operating history of "sweetheart" deals with shippers to retain their business.  This makes attracting new business difficult.  The Port of Albany is now stressing its function as an inland river port (as opposed to ocean) in its marketing -- and it seems to have found its niche.  The supporting institutions (customs clearance, stevedores, warehouses) needed for increased port activity may be a future problem -- the Raydex Group is pulling out.  Truck access is considered good, although the turning radius for long tandems can be a problem.  Rail access was upgraded in the late 1970's, specifically in response to General Electric's need for heavy load track to move long, high, wide turbines.  There is not the capacity (or the perceived need) for double stack access to the Port.  Rail facilities are being systematically upgraded in the Capital District.  At-grade crossings are also systematically being eliminated.  State demonstration money for high speed rail from Albany to Hudson will require an increase in the minimum protection provided.

 

ADDITIONAL DATA NEEDED: Inventories of railroad grade crossings exist and should be obtained.  Highway clearance inventories are another important piece of information needed to establish priorities for future improvements.

 

Metropolitan Transportation System Definition -  After an introduction by KEY, the debate focussed on what it will be used for, the necessity (or not) of establishing a hierarchy of facilities (all my cousins are important), and the various components of the system.  Doug Hughes made the point that transportation will serve the region -- if a regional vision is formed, the transport system will modify itself to serve it.  The other common theme was that change is the only constant in goods movement.

            The Canal is not now a major regional facility, but it could be for recreation, but not likely for commercial traffic.  Currently, the barges deadhead everything, with the main cargo being jet fuel to Plattsburg -- a military base that is closing in two years.  Barges move BULK cargo, and their main competition is from the railroads.  Barges must be 25% light loaded (because of the draft and lock size), and are most suited to low value products where time is not really a factor.  With CP running daily 20 -25 car tank trains to Burlington, there is not the anticipated DEMAND for increased barge traffic on the Champlain.

            Pipelines were considered by the group to be regionally significant only to the extent that they impact local travel.  The 3 natural gas pipelines should be documented, particularly as to how the material is distributed at origin/desitination.

            Railroad lines and trucking concentrations of regional significance will require more discussion and was continued to the next meeting.  In general, for goods movement, Albany is more of a distribution point than an origin/destination.  There are exceptions (GE turbines, Troy-Bilt rototillers, etc...), however, and a focus on manufacturing and trucking terminals in the region might lend some insight.

            The long-term role of the region's airports was also mentioned.  Schenectady Airport is a designated reliever Airport for Albany, and with the Advent of the Exit 26 bridge may assume an economic development role in the region.  In general, global air-cargo traffic is projected to grow an 6.8% annually, and increased cargo activity at both airports should be anticipated.

 

NYS Intermodal Management System - Dennis Cottrel presented "Let's make MUSIC", as included in the mailing.  The major intermodal issues that NYS will focus on are:  Facility Access and Design, Institutional arrangements, regulatory issues, technological advances, security issues, particularly with air freight, and congestion.  A preliminary list of Capital District Intermodal Freight Facilities was distributed.

 

ACTION ITEMS:

 

*    NEXT MEETING:  Monday, September 20, 1993,  3 - 5 P.M.

*    Agenda to include:  continued discussion of the definition of freight component of Metropolitan Transportation System, Congestion Management System discussion, status of data gathering, further discussion/definition of the relevant issues.

*    Railroad grade crossing inventories -- KEY to obtain from NYSDOT, Federal Railroad Administration.  CP Rail and Conrail (and Amtrak) to share their priorities for elimination.

*    Highway clearance inventory to be obtained by KEY from Bob Hansen/Jack Rob at NYSDOT Region 1.

*    KEY to summarize Reebie Data.