1. Presented by Luke Cheng, Regional Vice President – Asia Pacific, Citilabs Inc. Formerly MTA Transportation Planning Manager Building a Multimodal Comprehensive Truck/Freight Modeling for Los Angeles Metropolitan Area

2. MTA’S ROLES  2,660 buses (as of Sep. 04)  73 miles of Metro Rail service  423 lane-miles of HOV lane Commuter rail, transit, highways, arterial streets, bikeways, pedestrian connections, and demand reduction strategies. Transit Operator/Infrastructure Builder: Countywide Planning/Programming:

3. Southern California’s Freight Infrastructure POLA/POLB – 1 st & 2 nd among all US Container Ports, 35% of all waterborne cargo, 11.8M TEU in 2003, 3rd in the world if combined. LAX – 3 rd in the nation, 6 th in the world in cargo volume (1.8M tons in 2003) UP & BNSF – Class I R/R, with 6 intermodal terminals (Hobart Yard, the largest, handled over 1.0M lift a year) 8900 – Lane-Miles of Freeways (many sections carrying over 20K trucks daily) 15000 – Miles of Major Arterials

4. Southern California’s Population will grow 22%: 2000-2020 In the mean time, freight movement will grow : FUTURE GROWTH TRENDS 16.7 18.9 21.5 200020102020 0 5 10 15 20 25 Millions 91 319 2.2 309 527 8.9 0 100 200 300 400 500 600 Rail Truck Air 1995 2020 240% Increase 65% Increase 304% Increase Millions of Tons Source: Southern California Association of Governments Source: California Dept. of Finance

5. 2001 LONG RANG TRANSPORTATION PLAN  Identified as an important issue  Need clearly defined strategy to accommodate anticipated freight growth  Take proactive role in working with all private and public stakeholders to develop solutions On Freight/Truck Movement -

6. NEED BETTER FREIGHT PLANNING TOOLS  Traditional Travel Demand Model is for forecasting passenger traffic, not suitable for modeling freight/truck traffic  Freight/truck traffic occupies a substantial share of infrastructure capacity  Actual freight / truck movement data is required to build a good freight/truck model  Planners need better understanding and knowledge of how and why freight / truck move

7. MTA’S GOAL Develop an Innovative Multimodal Comprehensive Truck/Freight Movement Model

8. TRUCK/FREIGHT MODELING Movement To/From Sea Ports Movement To/From Airports All Non-Port/Airport Related Movement Warehouse/Distribution center Local delivery truck trips Service oriented truck trips Why Truck/Freight? --- Not all trucks are carrying freight and not all freight is on truck.

9. MODEL FRAMEWORK

10. MODEL CHARACTERISTICS Comparatively Simpler  Limited number of trip generators (ports, airports, rail intermodal yards)  Out-of-region O/D => External cordon stations of regional highway/rail networks Past effort have dealt with –  POLA/LB Transportation Study  SCAG Truck Count Study  Airport Master Plan, … Beyond Warehouse/DC – Unknown Port/Airport Related Movement:

11. More Complex  numerous origins & destinations  multiple distinct types of operation: LTL, TL, local delivery, construction related, service oriented, … Has not been analyzed systematically to date Also involve Warehouse/DC Non-Port/Airport Related Movement: MODEL CHARACTERISTICS

12. One-stop reference for all truck/freight related Information for the Greater Los Angeles Metropolitan Area’ –  Major freight transportation facility  Freight Movement data (CFS, ITMS,…)  Truck trip generators (trucking industry, warehousing/DC)  Universe of trucks (DMV, type, size, GVW)  Truck traffic (counts, surveys, studies)  Truck involved accidents COMPENDIUM OF TRUCK/FREIGHT INFORMATION

13. Objectives:  To provide planners knowledge and understanding of domestic truck/freight movements;  To develop a model framework for modeling domestic truck/freight movements; and  To recommend an approach for constructing a domestic truck/freight movement model TRUCK/FREIGHT MODELING FRAMEWORK AND PREPARATION

14. TRUCKING FUNDAMENTALS  Trucks come in a multitude of sizes and types  Most classifications or descriptions of trucks are created for specific purposes, often regulatory FREIGHT FUNDAMENTALS  Freight and service trucking are derived demands –Demand for freight transportation is derived from the requirement of shippers and receivers to move goods from where they are to where they are needed –Demand for service trucking is derived from the customer’s service requirements

15. LOCAL TRUCKING  Local trucking accounts for most truck movements – not the long haul segment  Operations have three basic patterns – radial, peddle and multi-leg RADIAL PEDDLE MULTI-LEG

16. SERVICE TRUCKING FUNDAMENTALS  Service trucking is the movement of a truck for the purpose of performing a service function (maintenance, utility work, etc).  Rarely has it been considered in planning or modeling efforts  74% of the Los Angeles metro area “truck” population is used in business or personal services –Most vehicles are small Class 1 or 2 pickups, SUVs, and vans (GVW 10,000 lbs or less) often ignored in truck models –Services accounts for a significant portion of medium-duty vehicles Service providers make their money by stopping while freight haulers are paid to move

17. TRUCK/FREIGHT MODELING METHODS State-of-the-practice:  Link-based factoring  Origin-Destination factoring  3-step freight truck models  4-step commodity models  Economic activity models (Oregon)  Hybrid (commodity and truck both) models (SCAG HDT) State-of-the-art:  Logistics chain models (The Netherlands)  Tour-based models (Calgary)

18. RECOMMENDED HYBRID MODEL FRAMEWORK A Hybrid Model combining:  Logistics chain models for agriculture products, petroleum and coal, forestry, mining,…  Tour-based models for textile, apparel, electronics and appliance, furniture,…, and services

19. LOGISTICS BASED MODEL COMPONENT  Focus on how shipments move from producer to consumer  Include mode choice decisions  Three layers: economic, logistics and transport  38% of local commodities is eligible for this approach  Four illustrative logistics chains are:  Focus on linking a series of legs and trips into a single tour  Can be used for truck trips not more accurately described by logistic models  A series of disaggregate logit models  No mode choice is involved TOUR BASED MODEL COMPONENT

20. IMPLEMENTATION APPROACH  Phase I – Prototype Logistics-chain and Tour-based model for one industry  Phase II – Remaining industries and model validation.

21. Why Cube Cargo?  Cube Cargo is the only modeling software available to date that is specifically developed to simulate regional and urban truck/freight movements;  Successfully applied in over 20 studies in 10 European nations including Germany, France, Belgium, Norway, Denmark, Greece and Italy;  Multimodal - It treats truck and rail separately;  Beyond HDT - It models local delivery, service truck trips and tour-based trips;  Contained Logistic Chain and Tour Based Concept  Cube Cargo is a module of Cube system, a family of travel demand modeling software, which integrates modeling of automobiles, transit and truck/freight in one system. INTERIM CUBE CARGO MODEL

22. A COMPREHENSIVE TRANSPORTATION PLANNING SYSTEM Cube Base: ArcGIS Viper GIS Tools Model Building Tools Scenario Management Tools TP+ TRIPS TRANPLAN

23. CUBE CARGO AND Cube DYNASIM MODEL 1.A preliminary multi-modal truck/freight model 2.PC Tranplan/Cube Voyager format of MTA passenger model 3.GIS based highway and transit networks 4.A preliminary micro- simulation of the I-710 between I-5 and Bandini/Atlantic interchange

24. Win-Win = Balance of Mobility for People and Freight Luke Cheng’s E-mail address: LCHENG@CITILABS.COM