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B$Eh|GHBh//"///Bhh--C333/*h-h-Z<3/Z<33:hh:-- H:D-1:F<C0NC:4G1$G ::Gh;83///BB3///NC//// -$ -hhhhhh  SEQ CHAPTER \h \r 1 Item # 3 Goods Movement Advisory Group June 8, 2006 Action Summary Minutes (May 11, 2006 Meeting) Introductions/Welcome: In Attendance Tammy Brownlow, Economic and Planning Systems Jason Crow, SACOG John Deeter, ECOS John Febbo, Sacramento County Airport System Doug Kobold, Sacramento County DWMR Rob Leonard, Sacramento County Airport System Mike McKeever, SACOG Dan McKell, Caltrans HQ Office of Goods Movement Jim Miller, Sacramento 49er Truck Stop Steve Nieman, The Tioga Group Jock O'Connell, Clarkstreet Group Kurt Overmeyer, City of West Sacramento Stephan Patek, City of West Sacramento Jim Rinehart, City of Sacramento Bob Rosenberg, Inve$tnet/Lynxs Matt Schrap, California Trucking Association Dale Tabat, Consultant Marty Wilson, CSUS College of Business Kurt Zehnder, Economic and Planning Systems Information Sharing. Action Summary of May 11, 2006 Meeting. David Zehnder update on regional goods movement study SACOG Region Employment Service sector: relatively flat but some growth State & Local government: some growth, especially in relation to service Broad trend: goods and manufacturing component: flat, slightly declining Service producing: growth Logistics sectors 55,000 employed in region $2.1B annual payroll 5.1% of total employees in region Growth flat since 1995 Seeing overall decrease in employees per sq.ft. Q: Independent operators get captured? Ex: FedEx employee A: Depends how they code their business. Ex: FedEx are one: airfreight, then in that classification, or could do 5-6 codes, just depends. Specialized trucking-largest component of logistics sector/dominant Trends impacting logistics Trade drives a lot of this activity Development of sites, materials, etc. Due to increasing cost of land (housing $ increase, etc.), and local policies, large-box distribution centers are having difficulties getting land/setting up Manufacturing & agriculture: again, other land uses that are squeezing these uses out 100k sq.ft. buildings being squeezed out, seeing smaller buildings, due partly to Blueprint. Do we want to see these offices pushed to the periphery or within? Looking at tertiary impacts i.e. reductions in employment-- look at tools like that when making presentations to communities. Q: East of Marysville, 2/3 of permitted access sites for aggregated land in CA, looking to increase supply of aggregate in the Bay Area. Not necessarily moving it by trucks. A: At some point, will need truck/rail movements. Aggregates: need to be aware of environmental-- so expensive or shutting it down. Barges of aggregate are now being shipped to CA from British Columbia. Typical costs for shipping aggregate: $.01/ton-mile by ship, .05/tm by rail and .10/tm by truck. Port of Richmond is being seen as a potential receiving point for aggregate, but may be impacted by a deal to bring in ore from Utah. Next Steps: Land use trend analysis Regional distribution centers and warehousing Value of goods produced in region Steve Nieman with Tioga Group- SACOG Regional Goods Movement Study Objective: fulfill objectives FAQ: Whys that truck there? Is the truck a service or freight truck? In CA, over 75% of truck vehicles dont haul freight; theyre service or work trucks. Exist to move goods/people to site where activity is going on. A truck: in mind of the boss Local or over-the-road (OTR) truck? In CA, over 50% of freight trucks Avg. truck trip length is 50 miles. Local trucks account for majority in amount of trucks, but not in $$. Over-the-road: Dont look at trailer (ex: Ozark consulting trucking for Raleys) How are they getting paid? By mile, by hour (may be loafing), by trip (time is of the essence to him), By percentage of revenue (positioning himself for the next load) What is the driver doing besides driving? Unload/load?? Where is the truck based? (Stem miles) Cant segment trucking: one truck-driver-load at a time Does it work for a for-hire or proprietary trucking (Raleys has to get trucking for business, the Ozark co. does trucking as a business) No documentation about how much waste/used good is being transported. i.e. cars to steel, stripping, re-sell. Undocumented and unrecognized but huge business. 1/3 of heavy duty trucks are used for hauling goods for pay Watch out for the data and how its described (e.g. entire statewide Caltrans fleet shown in Sacramento) The public sector has the most local vehicles on the road (City of Sac., Caltrans, etc.) Class I-VIII based on rated capacity of vehicle to transport goods (proprietary vehicle or truck) Federal Government doesnt like this classification, so they have their own, and 15 of them. Majority of trucks were referring to are in class II Class I: average vehicles--vans, small trucks (UPS) Medium-duty trucks (about are hauling freight, the rest are related to service-sector) 75% of miles are predominantly freight trucks, but minority of the actual trucks on the road. Dispatching patterns: what is truck doing, how being used Common: Local trucks--either short run, descending load, or out-empty and back loaded Qualified truck drivers: About 6M have truck driving licenses, about 1/3 are for hazardous material. Very difficult to get qualified truck drivers for the hazardous material. Local trucking is far more attractive so not hard to find. Costs going up: environmental costs, safety insurance, fuel Productivity: flat and declining Turnover Rate: to get in is easy, but the amount going out is astounding. A lot of bankruptcies (mostly smaller businesses w/100 or fewer trucks) because of costs; also capacity. But depends on the segment. 75% of trips in country are 100 miles or less. So carriers going bankrupt are only going 100 miles or less. Northern CA is predominantly an international export market. Port of Oakland has previously been a heavy outbound exporter (but not anymore). Agricultural products exported. Trucks by county: (watch out for data) the road system: trucks simply transiting the region, and trucks that are servicing the region What you should mostly be interested in is trips. Its proprietary. Trucking industry reacts to what its customers want and do. Derived demandsomething else has to happenbecause truckers react to market. Minimize VMT: must do something about land values in central city and in periphery; proximity to business is a big concern. Q: VMT, what sectors are better served when located in an inner area? A: Post office, and in inner area Q: How big of a sector, which types of trucking movements, etc. would be better served by this? Need particulars. A: Those serving customers in the inner city (USP, Cisco). Identification of companies that would respond to the land use revision is difficultnot based on economics. Q: Also want to be secluded so get established out of town. But as growth spreads, and because of NIMBY type complaints, they get pushed out. A: Trucking sites in Inland Empire are not withinin city, but in unincorporated areas. Q: Which parts of g.m. industry do indeed benefit from being close to town, others obviously want to be out of town, because need to be able to have a defensible argument, as its not politically popular. Doug Kobold Sacramento County Department of Waste Management & Recycling 3 different commodity types Trash - Majority goes to land fill Green waste - goes to compost facility Recycling - being hauled to Oakland Transfer stations- trash goes to NV, Fairfield, San Joaquin co. (a lot of material generated in Sac Co and going outside this county or outside the state) Q: Are trends expected to continue? A: With fuel prices as is, and using a lot of diesel, the trash currently being exported out, may see Sac Countys prices as more attractive when factor in transfer costs. So, pricing, internal corporate structure (how they deal with internal costs) is what is most determining. Fuel: Transition fleets from diesel to clean diesel/LNG (running 90% clean diesel). Destination: goes to countries (importing paper, steel, plastics) or shredded; green waste handed locally (bio-mass plants); concrete turned around and used locally; Residential (1/3) Commercial haulers (1/3) A large portion is dead-head (coming back empty) coming back from Oakland. (Not going to transport trash in one load, and then return with goods to sell in garbage trucks) Comments: -Would like to devote more time to truckingan hour or more. -Issue of environmental justice and emissionshas had a huge impact on trucking and the business. ARB will start writing new rules for various truck types. Serious concern. -Need to educate SACOG/Mike on the complexity and interconnectedness of the trucking industry -Need a forum to express concerns from trucking side of this argument. -With all the rules & regulations that go into effect w/o trucking input, forcing truck stops into NV, 250 miles away from where they have to load/unload, plus theres safety standard issues (need somewhere to sleep, and doing so on side of road, in parking lots, etc.) -While CA is 5th largest economy in the world, all transportation is headquartered somewhere else. CA puts so many regulations, taxes, etc. on businesses, drives them to NV. -Bring together meaningful issues in useful fashion Other Matters. Adjournment: the next meeting of the Goods Movement Advisory Group is scheduled for June 8, 2006 at 10:00 a.m. The next meeting is scheduled for June 27. 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