12.0  BOSTON MPO: REGIONAL TRANSPORTATION ADVISORY COUNCIL (RTAC) FREIGHT COMMITTEE ACTIVITIES 

  As part of ongoing and evolving efforts to work with adjoining planning regions, the CMRPC transportation staff is included on the distribution list for the Boston MPO’s RTAC Freight Committee.  Although CMRPC staff attendance at the monthly meetings of the Freight Committee in Boston has been limited, an effort is made to review the host of freight planning materials generated by various participants.  The following references, covering a range of pertinent subject matter, represent a mere fraction of the ongoing freight movement related education and research efforts now underway in eastern Massachusetts.  These ongoing activities serve to inform decision makers, stakeholders and other interested parties, heightening public awareness about the often unique needs of freight movement.   Boston MPO/RTAC materials include:   

• Proposed Statewide Freight Committee Charter • Rail Ownership and Operations in Massachusetts • Estimating Benefits of Freight Rail • Potential for Short Line Freight Railroads • The Cost of Fuel and Its Impact on the Need for Alternative Modes for Moving Freight 

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RTAC Freight Committee Meeting 12 10 08

Freight Committee Charter: (Draft Revision for FY 2009)*

Charter: •Emphasize to MPO the need for a Multimodal Freight Transportation System by providing RTAC with the tools, documents, etc. to support RTAC goals of enhancing the multimodal transportation system (MTS) in the region, reducing dependence on trucking and fossil fuel, and reducing the Green House gas emissions. Consideration of the improvement of the Multi Modal Freight Transportation System (MFTS) should seek to avoid adverse impacts. •Focus MPO on freight in regional transportation planning and priorities as above and in relation to RTAC, and assist the MPO to integrate the MFTS into the MTS. • Inform RTAC about FHWA freight planning guidelines and priorities. • Inform RTAC about State legislative initiatives in regional transportation programs and funding, land use, economic development, and policy programs as they affect freight transportation. Scope: •Catalogue, develop, present findings on transportation studies and planning to RTAC. • Bring to the RTAC issues regarding operations to enhance pipeline, air, truck, rail, intermodal freight, and sea movement of goods. •Provide information such as non-proprietary strategic and short term plans of rail roads operating in Massachusetts to the RTAC. Coordinate with RTAC to promote such information and its possible impact on our Regional Transportation System. • Identify to RTAC opportunities for integrated public/private studies, partnerships, freight planning and project funding •Address congestion and environmental improvements by diversion of freight from truck to intermodal rail and/or Sea (Coastal Shipping). Consideration of improvements should identify opportunities to address congestion and avoid adverse effects. •Encourage studies to establish land use scenarios for best locations of trans-loading facilities. Consideration of the best locations and designs should avoid adverse affects on our communities in the near term and long term. •Suggest preservation of freight rail ROW for future freight and passenger use (rail/port/industrial sites). Such preservation should take into account the practicality of preserving or activating rail lines and alternative uses for rights-of-way. •Assess the need and viability of accommodation for access of modern heavy weight, high, wide, equipment over existing freight and commuter rail lines.

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Strategy: In accordance with RTAC Freight Committee Charter and RTAC Bylaw: •Advocate for freight transportation by review and evaluation of policy, plans, and programs to further existing efforts by the MPO using FHWA guidelines and best practices and reporting results and suggestions to the RTAC for action. •Advocate the need to emphasize the importance and needs for improved highway and rail freight access to logistics terminals and ports by review and evaluation of policy, plans, and programs to further existing efforts by the MPO using FHWA guidelines and best practices and reporting results and suggestions to the RTAC for action. •Advocate for inclusion of Freight Mobility and modal choices by review and evaluation of regional policy, plans, and programs to:

o reduce congestion o manage urban sprawl - effecting land use/smart growth o enhance economic development/job creation o reduce Green House Gas Emissions o conserve energy o otherwise protect the environment

By reporting results and suggestions to the RTAC for action.

Tactics: •Initiate action using, “Identification of Massachusetts Freight Issues and Priorities ” (Nov 99) - FHWA Freight Planning Guidelines, Boston MPO Freight Study, Regional Transportation Plan, Massachusetts Rail Trends and Opportunities Report (July 2007) •Meet periodically, on behalf of RTAC, with public and private stakeholders to be informed of freight issues and priorities •Provide RTAC with necessary information and data to inform MPO on the importance of freight transportation, links to economic development, conservation of energy, environment, infrastructure, and congestion •Follow approach of Freight Advisory Council established by EOT/MassHighway in advocacy for Freight Issues and Priorities Study outcomes •Use technical/statistical data, issues of concern to shippers/freight providers to formulate recommendation to the RTAC •Keep current with industry trends, public policy and legislation regarding freight transportation issues and priorities through monthly meetings * The Freight Committee, formed in August 2003 was chartered to emphasize sufficiently the importance of Freight Transportation Systems and the view of some RTAC members that freight issues weren’t receiving attention deserved in regional transportation planning/priorities. The committee charter emanated from conclusions reached by a Regional Freight Issues Panel and unanimous vote of the Council at the February 12, 2003 RTAC meeting. The mission of the freight committee is to bring issues regarding freight movement and the planning and funding of an intermodal transportation system through the RTAC to the Boston Region MPO. RTAC provides comments to the MPO as part of the 3-C process for the Regional Transportation Plan, Transportation Improvement Plan (TIP), and Unified Planning Work Program.

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Appendix:

Freight Committee background, guidelines, tools, best practices, Targets/Goals for improvements

FHWA Freight Planning Guidelines

•Freight template for MPOs Defined by FHWA Freight Planning Guide lines •Used in conjunction with the freight report issues of concern. •Used to assess freight accessibility, mobility, and safety. •Applied to MPO goals, objectives, policies, strategies, actions. •Consistent with statewide plans, corridor plans, airport, seaport plans, relevant policy/planning

MPO/State DOT (EOTPW) roles in freight planning

Many SDOTs and MPOs systematically incorporate freight movement issues into planning activities by •Define elements of MPO transportation system critical for efficient movement of freight •Identifying measures of system performance in terms of freight movement •Developing freight-oriented data collection models to identify problems and potential solutions •Create freight movement advisory committees to identify bottlenecks in the freight network Federal legislation promulgates: •MPO is responsible for freight movement to be considered in the transportation planning process • •Statewide/MPO planning processes to specifically include "freight shippers" and "providers of freight transportation services“ • •Provide reasonable opportunity to participate in the development of plans and programs as well as all stakeholders, the public, and interested parties

Freight mobility

•Freight

�important part of fully-functioning transportation system •Efficient movement of freight

�critically important to industry, retail, agriculture, international trade, terminal operators •Metropolitan areas (particularly w/ports) are especially affected by freight movement issues:

�air cargo airports �intermodal freight yards �large trucking terminals �shipyards

Freight Ton-Mile Trends by Mode

•U.S. domestic freight moved in 1980 were 3.4 trillion ton-miles; by 2004, 4.5 trillion ton-miles •Growth occurred in three modes – air, truck, rail

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•Air freight ton-miles grew 3.5 times 1980 despite sharp decline in 2001- 2002 •Truck freight ton-miles grew over 2 times 1980 level •Rail Freight ton-miles grew over 1.75 times 1980 level •Water declined in ton-miles since 1980

Traffic Congestion Rising and Costly

Texas Transportation Institute Congestion Statistics: • 1982 - 29 % peak travel period congested compared to 63 % -2005 - 48% major road systems congested - 2005, compared to 29% in 1982 - number hours of day congestion grew 4.2 hrs to 7.0 hrs • Cost of congestion, value of extra travel time, extra fuel consumed by vehicles traveling at slower speeds is $I4.60 per person-hour and $77.10 per truck-hour in 05 • Congestion results in 4.2 billion lost hours - 2.9 billion gallons of fuel wasted annually - For Boston, Massachusetts, New Hampshire, Rhode Island, 45.1% daily travelers experience congestion, 51% travel congested in peak periods, 29% congested in off-peak periods. •Multiple strategies for traffic operations, transit, freight Mobility /Modal choices available now can lessen problem

Intermodal Rail Issues/Goals

Goal 1: Improve the Movement of Goods in Eastern Massachusetts Goal 2: Create a Balanced System for Goods Movement in Eastern Massachusetts Goal 3: Improve Environmental Quality Goal 4: Promote Economic Development Freight transportation provides goods/services the economy depends on and people rely on. Cost of consumables/manufactured goods/raw materials are more expensive in this region

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Memorandum for Record Reference: Boston MPO Unified Planning Work Program (UPWP) Committee Study Recommendations - May 2009 Subject: UPWP Recommendations from the Advisory Council Freight Committee Project 1: Impact of creating new Short line Railroads and Existing Regional and Short-Line Railroad Facility Improvements on the Mobility of Freight and People in the MPO Area.

The purpose of this Study is to determine if an additional portion of freight movements by existing and or newly created Short Line Railroads in the region could preserve the capacity of the existing roadway system and bring other advantages as well. A study of the role of the short-line railroad facilities in the movement of freight and people in the MPO Area has been overlooked in recent years as a potential way to mitigate noncompliance with Air Quality Regulations, reduce the number of interstate trucks as a component of traffic congestion and Road and Bridge degradation. Our 11 regional and short line railroads are fully engaged at their own expense to bring sustainable business into our region for the economic benefit of all. The American Short Line and Regional Railroad Association statistics for 2004 show that Short Line railroads operating in Massachusetts handled 109,000 railcars, removing an estimated 247,000 trucks off our most congested and stressed roads and bridges, avoiding an estimated $19,000,000 in pavement damage. In 2004 these smaller railroad enterprises in total spent $16,883,238 on Capital and Maintenance expenditures to provide reliable service to over 100 in-state customers. Their marketing efforts in 2004 resulted in bringing on line 11 new facilities and creating 268 new jobs in the Commonwealth. Their safety record is one of the best in the nation. Massachusetts, unlike most of the surrounding states that our short lines compete with to retain and add new customers, has no programs to assist in the development of freight rail infrastructure or provide support for siding installations for the companies they attempt to locate here. The MPO Freight Study and the Advisory Council Freight Committee have identified needed improvements for and potential benefits of expansion of freight rail transportation. The decision by CSX and Pan Am Railroads to marginally maintain or abandon many branch lines in the MPO region, the potential for EOT’s purchase of CSX branch lines in Eastern MA, and its ownership of most of Pan Am’s rail infrastructure makes a case for this study at this time. This study should be conducted in coordination with the EOT Freight and Rail Plan underway (but not expected to be completed before the Fall of 2009). The declining rail traffic and worsening condition of existing branch lines brings urgency to assess how the creation and improvements to the regional and short-line railroads would improve the future movement of freight and people within the MPO Area before they are lost to active rail use. Anticipated tasks under this item are:

a. Development of a problem statement and the scope of the study;

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b. Inventory of both north-south and east-west Class I and Regional railroad facilities with potential for operation as independent Short Lines

c. Inventory of existing properties rail served or with access to rail as well as the highway system in the MPO Area;

d. Inventory of distribution centers, industrial and brown field sites with existing rail service or access to rail

e. Evaluation of the railroad improvements needed in the movement of regional Freight and people and the distribution of consumables and merchandise in our region.

f. Feasibility of utilizing railroads' unused capacity for freight and passenger services to preserve the capacity of existing highway system;

g. Development of appropriate measures to gauge the shift between the Modes;

h. Seeking funding to outsource the study i. Administration of the contract Product

A strategic plan on better management of rail and intermodal freight movements and distribution of goods in the MPO area and throughout the region. Detail of Condition of freight rail branch and main lines in Massachusetts. We believe it is critically important to show the current speed limit (speed restrictions) and condition of track on the branch and main lines in Massachusetts. The condition of most branch lines and much of some regional lines are restricted in some places to less than class II standards critically impacting the efficient movement of freight. Crew costs and locomotive shortages driven by restricted slow speeds, delay timely distribution of rail freight. Track condition plays an important part in modal choices open to shippers/receivers, and is a great factor driving the high percentage of truck drayage in the state. Track condition is also an issue regarding freight train safety and reliability. Not only have our regional and branch lines been subject to deferred maintenance but CSX has also let its Framingham, Middleboro, and Fitchburg subdivisions run down to temporary restricted speeds as low as 10 MPH!! Project 2: Define current barriers to efficient/economic Freight Movement List freight issues regarding both paper barriers to rail operations by potential short line rail operators (overly restrictive trackage agreements with former private rail owners of EOT/MBTA properties) and physical barriers to distributing rail freight in the region. Conditions such as bridge weight limits, vertical and horizontal clearances, track alignments at junctions, freight rail access (switches) to on line customers, constrained operating envelopes on commuter rail lines need further detail and vetting. The US on average moves over 40% of its freight by rail. Massachusetts less than 5 %. The decrepit condition of branch lines, unavailable grant money to private rail entities, conflicts with MassHighway/MBTA for use of shared assets, and non-support or protection of industrial and transportation use of urban lands are all issues to be the products of this project. This project pertains to achieving a greater percentage of freight movement by intermodal, rail, and sea as is necessary to achieve the capacity over highway transport needed in the next ten to twenty years. A high reliance on any single mode makes our transportation less efficient, and less

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reliable. Road congestion, road and bridge degradation, and truck exhaust emissions make a case for increasing modal share of rail and sea freight movement in our region. In summary I believe freight studies in the UPWP need to include:

An economic feasibility study of improvements to selected freight rail lines and shared rail asset lines (MBTA/AMTRAK) in view of trucking industry changes, supply chain management demands, and freight distribution patterns. Study to include impact of improved Double Stack/Weight and vertical clearance Capacity: Concerns are clearance from Worcester to Boston, Ayer to Boston, and insufficient track weight-bearing capacity on existing branch lines for current and future generation rail cars.

Future seaport development to incorporate Seaport Advisory Council’s planning and to identify land connections and traffic forecasts.

The impact of Pan AM and Norfolk Southern’s operations and business decisions on strategic freight planning in the MPO region.

Strategic execution of recommendations in the Statewide Freight and Rail Plan: The actions of EOT to coordinated EOT/MPO/MBTA reconciliation of the plan and its inclusion of resulting projects in the TIP and Long Range MPO Transportation Plan

Development of an MPO and state level process for the siting and development of intermodal freight facilities. This can be improved by looking at the process in other states and MPOs that use public/private partnerships and public funding of common benefits to the Commonwealth and privately owned railroads.

Land Use Criteria and protection to avoid the loss of railroad rights of way and transportation-oriented industrial land to redevelopment and other commercial/residential conversions.

Urban Ring Phase II impacts on use of the Grand Junction rail corridor for its current critical rail freight (CSX) and passenger rail (MBTA/AMTRAK) use.

Frank S. DeMasi Advisory Council Freight Committee

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Draft – 5/6/09 The Regional Transportation Advisory Council Recommendations for FFY 2010 UPWP Studies 1. Phase II of the Massachusetts Statewide Freight and Rail Study Purpose: To advance the recommendations of the Statewide Freight and Rail Plans Project Description: This study will advance the recommendations of the Executive Office of Transportation’s (EOT’s) Statewide Freight Plan and Statewide Rail Plan studies, upon its expected completion by the fall of 2009. The products of the study are additional information needed for understanding and evaluating freight activities in the region and possible identification of freight projects for consideration of MPOs/EOT, and other state agencies involved in the environment and economic development. This project may also identify actionable programs for consideration for the MPO Regional Transportation Plan and Transportation Improvement Plan. 2. Truck to Rail Diversion Study (Part I) Purpose: To analyze the feasibility of diversion of freight from trucks to rail Project Description: Part I of this study will conduct research and gather data regarding the existing movement of commodities in the region by type, size, and travel route. The emission factors of the transportation modes (intermodal, train, truck, airplane, or ship) and congestion impacts of freight movement will also be incorporated into the model. Once the appropriate data has been compiled, staff will program and run a model. Truck to Rail Diversion Study (Part II) Purpose: To identify possible improvements in air quality, reduction in highway congestion, road and bridge damage and the preservation of rail infrastructure by the diversion of truck freight to rail. Project Description: Part II of this study will evaluate the freight model for possible opportunities to better utilize rail for the movement of goods in the Commonwealth. This study will consider existing and potential land use and both multimodal and intermodal strategies for improving the efficiency of freight distribution to help meet the region’s freight needs. Through the work of this study, beneficial opportunities for more rail freight movement as a result of diversion of the existing freight movement from truck to rail may be identified. Opportunities for decentralized distribution into urban centers may also be identified and examined.

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3. Short Line Railroad Study Purpose: The Regional Transportation Advisory Council’s Freight Committee is interested in promoting industrial and economic development, more efficient movement of freight and the preservation of rail infrastructure for freight and passenger use by increasing the use of short line railroads in Massachusetts. The purpose of this study is to gather and present information to support ongoing consideration of the role of short line railroads in the Boston region. Project Description: This study will collect data on the current inventory of short line and other railroads regarding current ownership, classification, condition, facilities, and accessibility. These data, in conjunction with the type, quantity, and flow of commodities in the freight market, will be taken into account in order to analyze the feasibility of increased use of short line rail where conditions are adequate for short haul intermodal and distribution and terminal handling of bulk carload rail freight. The work of this study will also identify locations where infrastructure investments may improve the efficiency of rail freight movement (with particular focus on short lines) in Massachusetts. The study will also explore the role short line railroads may serve relative to Class I and Regional Railroad’s terminal and transloading operations and how they may provide new access to industries and distribution centers that may not be economically served directly by Class I and larger regional railroads, which may reduce the need for long drayage routes by interstate and large trucks. The reduction of interstate and heavy truck traffic on highways, roads, and bridges may reduce air quality impacts and wear and tear on highway infrastructure (particulate matter and green house gas emissions and costly road and bridge maintenance). Info for consideration: A railroad affects many other businesses, often in ways that are less than obvious. Over the past several decades a decline in rail service, both passenger and freight, has left quite a few "awful holes" in the nation's transportation infrastructure. Even so, railroads constitute a resource for economic development that many communities may be overlooking.

A branch line segment of railroad may be a critical part of economic development. If a line is still in service, it's vitally important to keep it in service for any community that's looking to the future and interested in economic development. A rail option is often critical for siting a new factory or distribution facility.

Massachusetts has many branch lines either unused or used predominantly for commuter rail operation. This rail infrastructure can be difficult to exploit for economic development, for the simple reason that being located near a track owned and operated by a Class I railroad or the MBTA doesn't necessarily provide a local business with real-world rail access. Class I tracks and Commuter/Amtrak segments are like limited-access highways. Getting on them requires switching points, the railroad equivalent of highway

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interchanges. And Class I and passenger railroads can't afford to slow long-distance traffic or frequent commuter trains to handle small freight loads. That's one reason regional and short line railroads, the railroad equivalent of state and local roads, are important for local development. These small lines carry freight within their own territories and in coordination with passenger movements to enable small shippers/distributors to connect to Class I tracks to destinations around the country.

With respect to how they operate, Class I and short line railroads are built on different business models. Class I lines are like wholesalers. They excel at hauling huge shipments, and they develop their schedules and rate structures around the needs of their prime customers, who may send or receive freight in 100-car batches. By contrast, short line railroads are like retailers; their customers may ship or receive freight in single carloads. The Class I is able to interchange with short line railroads at the wholesale level so that the classification and distribution of local smaller freight trains are then dispatched by the short line to local destinations, decentralized distribution centers or logistics parks and transload facilities.

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From: fsdemasi@verizon.net [mailto:fsdemasi@verizon.net] Sent: Wednesday, September 02, 2009 11:45 AM To: mcallahan@ctps.org Cc: wbfinance@aol.com; fsdemasi@verizon.net; deramodejm@aol.com; louis.elisa@state.ma.us; jhahesy@pretiminahan.com; Schuyler.Larrabee@state.ma.us; douglas.low@railamerica.com; alynch@lynchassociates.net; lvikesland@massport.com; mwellons@earthlink.net; mcgahan@ctps.org; MLeone@massport.com; cpodgurski@podgurskicorp.com; rennicke@pvrr.com; Richard Rydant; swaine.abby@epamail.epa.gov Subject: Re: Plan Committee meeting - Thursday, September 3 Hi Mike, I am not able to make the Thursday meetings. At the attachment is a document prepared by me for review of the RTAC Freight Committee. Since we will not be able to formerly meet before the RTP meeting I am inclosing it for info only. Please pass on my personal suggestions for the RTP committee derived from many discussions with the freight committee and the MetroWest Transportation Task Force. I hope many of these wil find support from tyhe RTAC freight Committe and its freinds. See below. Suggestions for the Boston MPO Regional Transportation Plan Amendment The final Regional Transportation Plan (RTP) must include comprehensive multi-modal regional freight planning. I suggest RTAC recommend that the RTP needs the following information to be effective: • Catalogue freight transportation characteristics and issues from the point of view of shippers, carriers, and other affected stakeholders as received from outreach activities • Delineate specific truck and rail routes that include inadequate bridge weight capacities or vertical rail clearances to prioritize "Fix It First" multimodal freight corridor candidates by MPO region. • Establish funding strategies and planning to program full service truck stops and add improvements to existing truck stops along all major highways and truck routes to accommodate Hours of Service needs, and eliminate truck idling by providing plug-in power for truck operators. • Layout a program of specific regional highway improvements affecting truck access to airports (Worcester, Hyannis), industrial parks, warehousing centers, and intermodal terminals (such as CSX Rail Yards in West Springfield, Rail yards in the greater Boston Area, and haul roads in East Boston, Somerville, Readville, and South Boston). • Develop a program for mapping freight rail/coastal shipping routes and alternatives, and truck hauls to mitigate barriers to efficient movement of hazardous cargo. • Establish funding strategies and planning for dredging of Boston's inner harbor and reserved channel berths and other Seaport Advisory Council designated ports according to projected capacity (draft) needs. • Establish funding strategies and planning program to identify, prioritize, fund, and execute mitigation of high-risk rail and highway bottlenecks at rail crossings. (Typical of Framingham Route 126/135-CSX/MBTA/AMTRAK crossing) • Provide enabling legislation and public policy to protect selected industrial areas from redevelopment to commercial and/or residential use to avoid a concomitant loss of rail and intermodal terminal facilities within urban centers in Eastern Massachusetts. • Using public/private partnerships and shared investment and revenue to sustain regional and Short Line freight rail operations, break bulk and transload facilities, warehousing, and industrial development at urban industrial sites and designated port areas (requires sensitivity analysis of competitive advantage among competing freight modes/industries)

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• Generate a complete and timely descriptive narrative of the current rail freight delivery system beyond the regional Pan Am and Class I CSX main lines • Program an integrated system of multi-modal freight specific and prioritized capital projects, policies, and programs The Regional and State wide Transportation Plan is needed to include a discrete rail plan for both passenger and freight to integrate and mitigate short sighted development along the last remaining rail freight corridors in Eastern Massachusetts. The RTP needs to delineate the incorporation of the comprehensive State Rail Plan and Multi-Modal passenger and freight distribution study to inform legislators and agency heads as they make strategic and tactical decisions on statewide transportation and land use Policy and Programs. The RTP needs to guide Legislative action for a Constitutional Change to allow public private partnerships for private sector freight rail/economic development improvement projects. The RTP should include planning and funding strategies for rail freight diversion programs to move an appropriate amount of freight from trucks to rails and sea and partner with class 1, Regional, Short Line, MBTA, and EOT owned railroads to increase clearances and weight capacity on selected routes for modern rail cars (Double Stack clearances and 286,000# capacity rail cars. The RTP should delineate parameters to effectuate a state managed, third party operated, terminal railroad operation in Eastern Massachusetts over existing and future state owned rail ROW with open access and freight rights and revenue/cost sharing coordinated with all privately owned railroads in a Private Public Partnership to preserve and efficiently operate the freight rail network in Eastern Massachusetts. Aug 31, 2009 02:20:52 PM, mcallahan@ctps.org wrote: Dear Members of the Regional Transportation Advisory Council, Kristina Johnson, Chair of the Plan Committee, would like to announce that the Plan Committee will meet on Thursday, September 3 at 4 PM to discuss the Advisory Council's draft comment letter on the Plan Amendment. The meeting will be held in Conference Room 7 of the State Transportation Building. All members are welcome to attend. If you can not attend you are welcome to submit comments in writing to me (mcallahan@bostonmpo.org) or Kristina Johnson (kjohnson@quincyma.gov). What: Plan Committee Meeting Date: Thursday, September 3 Time: 4 PM Where: Conference Room 7, State Transportation Building Sincerely, Mike Callahan MPO Staff

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Frank S. DeMasi 26 MacArthur Road, Wellesley, MA 02482

BBoossttoonn RReeggiioonn RRTTPP uuppddaattee -- FFrreeiigghhtt DDeeffiicciieenncciieess PPrreeppaarreedd ffoorr tthhee RRTTAACC bbyy tthhee FFrreeiigghhtt CCoommmmiitttteeee General: NNeeww EEnnggllaanndd SSttaatteess,, eessppeecciiaallllyy MMaassssaacchhuusseettttss aarree pprriimmaarriillyy iimmppoorrtteerrss,, wwhhiillee tthhrroouugghh ttrraaffffiicc ddoommiinnaatteess WWeesstt ooff tthhee HHuuddssoonn RRiivveerr;; rraaiill ffrreeiigghhtt mmoovveemmeenntt iiss ffaarr lleessss iinn NNoorrtthheerrnn aanndd CCeennttrraall MMaassssaacchhuusseettttss.. TTrruucckk iiss tthhee pprreeddoommiinnaanntt ffrreeiigghhtt mmooddee tthhrroouugghhoouutt tthhee rreeggiioonn,, aanndd lliittttllee ffrreeiigghhtt iiss sshhiippppeedd bbyy rraaiill ttoo llooccaattiioonnss EEaasstt--ooff--tthhee--HHuuddssoonn.. NNoo ssiinnggllee ccoommmmooddiittyy oorr sseett ooff ccoommmmooddiittiieess ddoommiinnaatteess ffrreeiigghhtt sshhiippmmeenntt,, bbuutt ““ttrruucckk bboouunndd”” ccoommmmooddiittiieess tteenndd ttoo pprreeddoommiinnaattee.. NNeeaarrbbyy rreeggiioonnss aarree tthhee pprreeddoommiinnaanntt ttrraaddiinngg ppaarrttnneerrss,, aallssoo tteennddiinngg ttoo iinnccrreeaassee rreelliiaannccee oonn ttrruucckk.. TThhee rreeggiioonn’’ss mmaajjoorr ffrreeiigghhtt hhiigghhwwaayyss aarree hhiigghhllyy ccoonnggeesstteedd,, wwiitthh ffeeww aalltteerrnnaattee rroouutteess aanndd mmaannyy vveerrttiiccaall cclleeaarraannccee rreessttrriiccttiioonnss aanndd ddiissccoonnttiinnuuiittiieess.. RRaaiill sseerrvviiccee iiss ccoonnssttrraaiinneedd bbyy oobbssoolleesscceennccee aanndd pprreeddoommiinnaannccee ooff ccoommmmuutteerr rraaiill uussee ooff pprriinncciippaall ddiirreecctt rraaiill rroouutteess bbeettwweeeenn uurrbbaann cceenntteerrss.. The role of Boston and the Massachusetts Gateway Ports in international cargo trade has declined due ttoo ppoooorr hhiigghhwwaayy aanndd rraaiill aacccceessss,, aaggiinngg ffaacciilliittiieess,, hhiigghh rreennttss,, aanndd llaacckk ooff aa mmaasstteerr ppllaann.. The ability of the region’s port facilities to capture growing Atlantic trade are constrained by channel depths, poor highway and rail access, and underutilization of key facilities especially on dock or nearby railroad connections. TThheerree iiss aa nneeeedd ffoorr ddeevveellooppmmeenntt ooff ffrreeiigghhtt rreellaatteedd pprroojjeeccttss iinn tthhee rreeggiioonn -- tthhee kkeeyy iiss ttoo ddeevveelloopp,, ccoooorrddiinnaattee,, rreeaacchh ccoonnsseennssuuss,, ffiinnaannccee,, aanndd iimmpplleemmeenntt tthheemm wwiitthh tthhee ggrreeaatteerr ppootteennttiiaall ttoo aacchhiieevvee rreeggiioonnaall ggooaallss.. TThhee ffuuttuurree ooff mmuunniicciippaall ssoolliidd wwaassttee ttrraannssppoorrtt iiss aa mmaajjoorr uunnkknnoowwnn iinn ppllaannnniinngg tthhee rreeggiioonn’’ss ffrreeiigghhtt ffuuttuurree.. OOtthheerr ssttaattee MMPPOOss wwhhiicchh hhaavvee ssuucccceessssffuullllyy eennggaaggeedd iinn ffrreeiigghhtt ppllaannnniinngg hhaavvee cclleeaarrllyy ddeeffiinneedd aanndd aattttaaiinnaabbllee ggooaallss,, ppuubblliicc//pprriivvaattee ccooooppeerraattiioonn,, iinntteerrnnaall ffrreeiigghhtt eexxppeerrttiissee aanndd ccoommmmiittmmeenntt,, ffrreeiigghhtt mmooddeellss aanndd ddaattaabbaassee,, aanndd ffiinnaanncciiaall ccrreeaattiivviittyy.. TThhee rreessuulltt hhaass bbeeeenn ssuucccceessssffuull eennggaaggeemmeenntt iinn ffrreeiigghhtt ppllaannnniinngg,, lleeaaddiinngg ttoo cclleeaarrllyy ddeeffiinneedd aanndd aattttaaiinnaabbllee ggooaallss,, ppuubblliicc//pprriivvaattee ccooooppeerraattiioonn,, iinntteerrnnaall ffrreeiigghhtt eexxppeerrttiissee aanndd ccoommmmiittmmeenntt,, ffrreeiigghhtt mmooddeellss aanndd ddaattaabbaassee,, aanndd ffiinnaanncciiaall ccrreeaattiivviittyy TThhee BBoossttoonn MMPPOO RReeggiioonnaall TTrraannssppoorrttaattiioonn PPllaann ((RRTTPP)) nneeeeddss ttoo iinncclluuddee ccoommpprreehheennssiivvee rreeggiioonnaall ffrreeiigghhtt ppllaannnniinngg.. IItt iiss ssuuggggeesstteedd tthhaatt tthhee RRTTPP nneeeeddss tthhee ffoolllloowwiinngg iinnffoorrmmaattiioonn ttoo bbee eeffffeeccttiivvee:: AA ccoommpplleettee aanndd ttiimmeellyy ddeessccrriippttiivvee nnaarrrraattiivvee ooff tthhee ccuurrrreenntt rraaiill ffrreeiigghhtt ddeelliivveerryy ssyysstteemm bbeeyyoonndd tthhee RReeggiioonnaall,, SShhoorrtt LLiinnee,, CCllaassss II mmaaiinn lliinneess.. •• RReeccoommmmeennddaattiioonnss ffoorr aallll mmooddeess ooff ffrreeiigghhtt ssppeecciiffiicc aanndd pprriioorriittiizzeedd ccaappiittaall pprroojjeeccttss,,

ppoolliicciieess,, aanndd pprrooggrraammss;; •• SSuuggggeessttiioonnss ffoorr ffuurrtthheerr ffrreeiigghhtt ttrraannssppoorrttaattiioonn ppllaannnniinngg;; aanndd

334

Frank S. DeMasi 26 MacArthur Road, Wellesley, MA 02482

•• AA ccaattaalloogguuee ooff ffrreeiigghhtt ttrraannssppoorrttaattiioonn cchhaarraacctteerriissttiiccss aanndd iissssuueess ffrroomm tthhee ppooiinntt ooff vviieeww ooff sshhiippppeerrss,, ccaarrrriieerrss,, aanndd ootthheerr aaffffeecctteedd ssttaakkeehhoollddeerrss

AA SSttrruuccttuurree ooff EExxiissttiinngg CCoonnddiittiioonnss AAnnaallyyssiiss aanndd AAnn eexxtteennssiivveellyy ddeettaaiilleedd MMooddaall bbaacckkggrroouunndd aanndd oovveerrvviieeww ooff:: •• MMaarrkkeettss •• HHiissttoorriicc ttrreennddss •• IInnssttiittuuttiioonnaall ssttrruuccttuurree//bbuussiinneessss eennvviirroonnmmeenntt •• PPhhyyssiiccaall ccoonnddiittiioonn ooff aallll ffaacciilliittiieess ooff aallll mmaaiinn lliinneess,, bbrraanncchh lliinneess,, MMBBTTAA//EEOOTT rraaiill

lliinneess •• OOppeerraattiioonnss,, ffrreeiigghhtt aanndd ppaasssseennggeerr aanndd lliinneess ssuuppppoorrttiinngg bbootthh •• SSttaattee lleevveell RRaaiillrrooaadd PPoolliicciieess aanndd rreegguullaattiioonnss •• FFuuttuurree ttrreennddss aanndd ppllaannnneedd iimmpprroovveemmeennttss •• CCoonncclluussiioonnss,, iissssuueess,, aanndd ccoonnssttrraaiinnttss DDeeffiinnee AA ffoorrmmaall rraaiill ffrreeiigghhtt pprrooggrraamm SSttaakkeehhoollddeerr OOuuttrreeaacchh aanndd IInnvvoollvveemmeenntt •• OObbjjeeccttiivveess

oo SSoolliicciitt ppuubblliicc aanndd iinndduussttrryy iinnppuutt aatt kkeeyy pprroojjeecctt mmiilleessttoonneess oo DDeeffiinnee tthhee rreeggiioonnaall ffrreeiigghhtt ssyysstteemm oo DDeeffiinniittiioonn ooff aasssseessssmmeenntt ooff nneeeeddss oo AAsssseessssmmeenntt ooff iimmpprroovveemmeennttss aanndd ssoolluuttiioonnss oo SSeelleeccttiioonn aanndd iimmpplleemmeennttaattiioonn ooff ffrreeiigghhtt ssttrraatteeggiieess DDeevveelloopp aa ccoonnssttiittuueennccyy ffoorr iimmpplleemmeennttiinngg tthhee RRTTPP ffrreeiigghhtt aaccttiioonn ppllaann

•• IIddeennttiiffyy SSttaakkeehhoollddeerrss aanndd IInnppuutt MMeetthhooddss •• MMeeeettiinngg ss//rreeggiioonnaall ffoorruummss

oo QQuueessttiioonn aanndd aannsswweerr oo DDiissccuussssiioonn ooff pprreesseennttaattiioonnss

•• WWeebbssiittee oo PPrroojjeecctt ddooccuummeennttss oo MMeeeettiinngg iinnffoorrmmaattiioonn oo FFeeeeddbbaacckk RRaaiillrrooaaddss EEaasstt ooff tthhee HHuuddssoonn AArree LLiigghhttllyy UUsseedd ffoorr FFrreeiigghhtt OOppeerraattiioonnss.. AA FFrreeiigghhtt MMooddee SShhaarree CCoommppaarriissoonn iinnddiiccaatteess::

•• EEaasstt ooff HHuuddssoonn rraaiill ffrreeiigghhtt ddeelliivveerriieess aanndd oorrggaanniizzaattiioonnss aarree rreellaattiivveellyy rraarree •• WWeesstt ooff HHuuddssoonn uussee ooff rraaiill ffrreeiigghhtt iiss mmoorree ttyyppiiccaall FFaaccttoorrss CCoonnttrriibbuuttiinngg ttoo LLooww UUssee ooff RRaaiill EEaasstt ooff tthhee HHuuddssoonn •• GGeeooggrraapphhyy

oo HHuuddssoonn RRiivveerr iiss aa ssiiggnniiffiiccaanntt bbaarrrriieerr oo NNoo rraaiill ffrreeiigghhtt ccrroossssiinnggss ssoouutthh ooff AAllbbaannyy oo NNeeww YYoorrkk CCiittyy iiss oonn tthhee eeddggee ooff tthhee ccoonnttiinneennttaall rraaiill nneettwwoorrkk oo BBaarrggee ssuubbssttiittuutteess ffoorr rraaiill ffoorr ssoommee ccoommmmooddiittiieess

335

Frank S. DeMasi 26 MacArthur Road, Wellesley, MA 02482

•• RReeggiioonnaall eeccoonnoommyy oo MMoosstt UUSS rraaiill ttoonnss aarree ccooaall,, ggrraaiinn aanndd rraaww mmaatteerriiaallss oo EEaasstt ooff HHuuddssoonn mmaakkeess lliimmiitteedd uussee ooff pprroodduuccttss mmoosstt ccoommmmoonnllyy sshhiippppeedd bbyy rraaiill

•• LLaanndd uussee oo TTrraannssppoorrttaattiioonn tteerrmmiinnaallss aanndd mmaajjoorr iinndduussttrriiaall ccoommpplleexxeess ccoonncceennttrraatteedd iinn NNeeww

JJeerrsseeyy aanndd ssoommee iinn PPeennnnssyyllvvaanniiaa oo HHoouussiinngg aanndd ccoommmmeerrcciiaall aaccttiivviittyy ccoonncceennttrraatteedd iinn MMaassssaacchhuusseettttss MMeettrrooWWeesstt AArreeaa,,

SSoouutthh WWeesstteerrnn CCoonnnneeccttiiccuutt,, RRoohhddee IIssllaanndd,, EEaasstteerrnn NNeeww YYoorrkk aanndd LLoonngg IIssllaanndd •• PPuubblliicc ppoolliiccyy

oo PPuubblliicc iinnvveessttmmeenntt iinn hhiigghhwwaayy aanndd MMaassss TTrraannssiitt ccoonnfflliicctt wwiitthh pprriivvaattee ppuubblliicc iinnvveessttmmeenntt iinn ffrreeiigghhtt ttrraannssppoorrttaattiioonn iinnvveessttmmeenntt..

oo EEaasstt ooff HHuuddssoonn RRiivveerr rraaiill nneettwwoorrkk sshhiifftteedd ttoo ppuubblliicc oowwnneerrsshhiipp aanndd ooppeerraattiioonn ttoo eennssuurree tthhaatt ccoommmmuutteerrss MMaassssaacchhuusseettttss ccaann rreeaacchh BBoossttoonn oorr PPrroovviiddeennccee,, iinn CCoonnnneeccttiiccuutt NNeeww YYoorrkk CCiittyy ggrraavveellyy iimmppaaccttss mmoovveemmeenntt ooff rraaiill ffrreeiigghhtt iinnttoo ssoouutthheerrnn NNeeww EEnnggllaanndd..

oo RRaaiill ffrreeiigghhtt iiss pprriimmaarriillyy aa pprriivvaattee sseeccttoorr eeccoonnoommiicc aaccttiivviittyy WWee SShhoouulldd WWee BBee CCoonncceerrnneedd AAbboouutt tthhee ffrreeiigghhtt ttrraannssppoorrttaattiioonn mmooddaall IImmbbaallaannccee:: •• PPuubblliicc aaggeenncciieess iinn NNeeww YYoorrkk aanndd ssuurrrroouunnddiinngg NNeeww EEnnggllaanndd SSttaatteess aarree qquuiittee

ccoonncceerrnneedd aass sshhoouulldd bbee MMaassssaacchhuusseettttss.. oo HHiigghhwwaayy ccoonnggeessttiioonn oo AAiirr qquuaalliittyy oo CCoosstt ooff lliivviinngg oo EEccoonnoommiicc ddeevveellooppmmeenntt WWhhaatt sshhoouulldd bbee DDoonnee AAbboouutt tthhee IImmbbaallaannccee??

•• CCrreeaattee aa ttrraannssppoorrttaattiioonn IInnffrraassttrruuccttuurree FFuunndd ttoo ssuuppppoorrtt PPuubblliicc PPrriivvaattee PPaarrttnneerrsshhiippss ttoo ffuunndd eexxppaannddeedd ffrreeiigghhtt aanndd ppaasssseennggeerr rraaiill aanndd iinntteerrmmooddaall//mmuullttiimmooddaall ffrreeiigghhtt ooppeerraattiioonnss

•• CCrreeaattee aanndd iimmpplleemmeenntt aa SSttrraatteeggiicc IInntteerrmmooddaall TTrraannssppoorrttaattiioonn SSyysstteemm iinncclluuddiinngg aa ffrreeiigghhtt ddiivveerrssiioonn pprrooggrraamm ffrroomm ttrruucckk ttoo rraaiill aanndd sseeaa..

•• CCllaassss II RRRR aacccceessss ttoo EEaasstt ooff HHuuddssoonn rreeggiioonn iinn tthhee sshhoorrtt tteerrmm bbyy aaddvvooccaattiinngg ffoorr aa ccoommppeettiittiivvee,, rreehhaabbiilliittaatteedd ttoo ccuurrrreenntt rraaiill wwtt aanndd cclleeaarraannccee ccaappaacciittyy,, RReevviittaalliizzeedd ffllooaatt bbrriiddggee nneettwwoorrkk

•• DDoouubbllee SSttaacckk CClleeaarraannccee pprroojjeeccttss ffoorr pprriinncciippaall rraaiill rroouutteess ttoo MMaassssaacchhuusseettttss ppoorrtt aarreeaass aanndd iinn--llaanndd ppoorrtt aanndd iinntteerrmmooddaall ffaacciilliittiieess

•• FFaacciilliittaattee oonn ddoocckk rraaiill ttoo CCoonnlleeyy tteerrmmiinnaall BBoossttoonn aanndd NNeeww EEnnggllaanndd ggaatteewwaayy ppoorrtt cciittiieess

•• RReessttoorraattiioonn ooff BBrraanncchh lliinneess ttoo 228866,,000000## CCaappaacciittyy rraaiill ccaarrss aanndd 1199’’66-- 2200’’ 88”” VVeerrttiiccaall cclleeaarraannccee wwhheerree aapppprroopprriiaattee ttoo sseerrvvee mmaarrkkeett ddeemmaanndd aanndd eeccoonnoommiicc ddeevveellooppmmeenntt

•• CCrreeaattee mmaarrkkeettiinngg ssttrraatteeggyy aanndd uussee ooff rreeggiioonnaall,, sshhoorrtt lliinnee,, aanndd MMBBTTAA//AAMMTTRRAAKK lliinneess ffoorr ffrreeiigghhtt..

TThhee RRTTPP sshhoouulldd aaddvvooccaattee ffoorr aanndd ccrreeaattee aa ppoolliittiiccaall eeccoonnoommiicc eennvviirroonnmmeenntt ttoo ssuuppppoorrtt RRaaiill IInntteerrmmooddaall GGrroowwtthh,, aappppllyy lleeaaddiinngg IInntteerrmmooddaall TTeecchhnnoollooggiieess,, aanndd

336

Frank S. DeMasi 26 MacArthur Road, Wellesley, MA 02482

llooccaattee IInntteerrmmooddaall TTeerrmmiinnaallss iinn MMaarrkkeett rriicchh uurrbbaann cceenntteerrss DDiissttrriibbuuttiioonn aanndd IInntteerrssttaattee,, RReeggiioonnaall//IInnttrraassttaattee,, IInntteerrmmooddaall,, aanndd BBuullkk FFrreeiigghhtt MMoovveess

•• CCoonnddiittiioonnss oonn ffrreeiigghhtt ccoorrrriiddoorrss eeaasstt ooff tthhee HHuuddssoonn aarree LLOOSS EE oorr FF iinn ssoommee ttiimmee ppeerriiooddss aanndd tthheerree aarree ootthheerr ttyyppeess ooff rreessttrriiccttiioonnss ((II..ee..,, wweeiigghhtt,, wwiiddtthh,, hheeiigghhtt,, aanndd lleennggtthh))

•• FFrreeiigghhtt ffllooww iiss ffrroomm wweesstt ttoo eeaasstt ooff tthhee HHuuddssoonn RRiivveerr oo WWaarreehhoouusseess aanndd ddiissttrriibbuuttiioonn cceenntteerrss aarree iinn tthhee WWeesstt oo BBuussiinneesssseess aanndd ppooppuullaattiioonn aarree iinn tthhee EEaasstt

•• MMoottoorr ccaarrrriieerrss hhaavvee hhiigghh ccoossttss ffrroomm ccoonnggeessttiioonn,, nneeeedd ffoorr sseeppaarraattee fflleeeettss wweesstt aanndd eeaasstt ooff tthhee rriivveerr,, rreellooaaddiinngg ccoossttss

TThhee RRTTPP nneeeeddss ttoo aaddddrreessss OOvveerraallll HHiigghhwwaayy SSyysstteemm TTrruucckk FFrreeiigghhtt IIssssuueess:: •• CChhrroonniicc ccoonnggeessttiioonn oonn mmaajjoorr hhiigghhwwaayyss •• LLiimmiitteedd aalltteerrnnaattee rroouutteess •• VVeerrttiiccaall cclleeaarraannccee rreessttrriiccttiioonnss aanndd ddiissccoonnttiinnuuiittiieess •• LLaacckk ooff sseerrvviiccee rrooaaddss aalloonngg ssoommee kkeeyy lliimmiitteedd aacccceessss hhiigghhwwaayyss •• LLaacckk ooff uussaabbllee sshhoouullddeerrss iinn ssoommee llooccaattiioonnss SSuubbmmiitttteedd bbyy:: FF..SS.. DDeeMMaassii

1199 AAuugguusstt,, 22000099 SSoouurrcceess iinncclluuddee FFHHWWAA FFrreeiigghhtt PPoolliiccyy//NNeeww YYoorrkk TTrraannssppoorrttaattiioonn FFrreeiigghhtt CCoouunncciill//BBoossttoonn MMPPOO RReeggiioonnaall FFrreeiigghhtt SSttuuddyy ((DDrraafftt)),, RReeggiioonnaall TTrraannssppoorrttaattiioonn AAddvviissoorryy CCoouunncciill FFrreeiigghhtt CCoommmmiitttteeee DDeelliibbeerraattiioonnss//SSttaakkeehhoollddeerr ffeeeeddbbaacckk

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347

The Cost of Fuel and its impact on the need for alternative modes for moving freight

The cost of fuel is exacerbating a burgeoning crisis for Supply Chain Management and its impact on the cost of moving goods in our region. Our state lacks a comprehensive strategy and transportation program to provide a more economic Multi-modal Transportation System. The state now relies on trucks to transport over 94% of its freight, while our vast but antiquated rail freight infrastructure is abandoned, shouldered aside by commuter rail operations, converted to recreational rail trails, or sold out to real estate development and (in Boston) educational interests. Modern rail intermodal and mixed freight movement of freight is a much more efficient and environmentally friendly way of moving all the materials we consume or use in trade and commerce. This fact is recognized by most northeast and western states by their execution of freight diversion programs to reduce the wear and tear and other negative impacts trucks have on our infrastructure and quality of life. The continuing disinvestments in our rail system when it should be providing an alternative to the movement of 94% of all freight by truck reflects a serious deficiency in Public Policy and management of transportation assets in the Commonwealth. If we are not to suffer greater air pollution, larger hidden costs borne by all of us, and reduced quality of life from time-consuming congestion, we must foster changes to our freight transportation system. A critical aspect for the revitalization of rail freight in the Boston metropolitan area as part of a healthy and robust national rail freight system is development of rail terminals necessary to allow an interface between long-haul rail transportation to transload freight for local truck deliveries or pick ups to serve local markets. The Commonwealth's rail system has become a backwater and deficient subsystem in danger of discontinuance as a viable component of the national freight rail network at a time when trucking can no longer meet the demands of the region. Immediate action at state level needs to address this dire issue. The existing rail infrastructure east of the Hudson River into Massachusetts and all the New England States is obsolete and cannot accommodate modern standard rail car weights and clearance requirements. The condition of these important transportation assets substantially restricts any economic advantage rail freight might have to provide efficient and reliable alternatives to trucking in the delivery of freight to New England and the Commonwealth. The single Class I railroad in Massachusetts, CSX, has been reluctant to maintain any of its branch lines other than the Boston Main Line resulting in restricting all rail freight movement to the South Coast and north of Framingham to 10 miles per hour. Guilford, now PAN AM railway is in similar condition, as well as most of the short line railroads in our state. Some facts regarding the adverse impacts of our dependence on trucking: The Federal Highway Administration projects that if we do not change our transportation system freight transported by long haul truck will increase 66% in the next dozen years over Massachusetts’ already congested levels as measured in 1998. On a national average, trucks generate 10 times sooty particulates and hydrocarbons on a per ton per mile basis than rail freight, and almost 3 times the nitric oxides and carbon monoxide. Based on data compiled by the US EPA and American Association of State Highway and Transportation Officials, the health impact costs from medical bills and loss of earnings due to illness or premature death from this increased source of air pollution from long-haul trucking based on 1997 dollars equals 2 ½ cents per ton for each 10-miles traveled. Assuming that on average a long-haul truck traveling to or from Massachusetts hauls 20 tons of freight that equates to a hidden cost of 5 cents per mile borne by the Massachusetts residents.

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Other hidden costs of long haul trucking are: pavement wear and tear, 18 cents per mile; congestion costs, 5 cents; accident costs, 27 cents; excess user costs, 8 ½ cents; and noise impacts, 8 ½ cents. These costs are based on constant highway driving and average national conditions, and do not take into account the higher costs encountered in eastern Massachusetts with greater stop-and-go traffic which increase air pollution, more overpasses and elevated roadways which increases pavement wear and tear, and higher construction and labor costs. Rail freight presents an overwhelming pricing advantage over trucking in the transport of municipal solid waste and demolition debris because of rail’s inherent transportation efficiencies. Increasing use of freight rail will save Massachusetts and its municipalities tens of millions of dollars per year in waste disposal costs; and will save Massachusetts, its municipalities and residents even more money from reduced impacts from air pollution, congestion, highway accidents, excess user costs, pavement wear and tear, and noise. Some facts regarding benefits from Freight Rail Trans-loading Facilities: Moderately sized rail trans-loading terminals would take a wide variety of materials, such as salt, sand and gravel, coal, steel, lumber and liquids, from rail cars to be loaded onto local trucks for distribution, and would take other materials, mostly waste products and tree trimmings, from local trucks to be loaded onto rail cars for long-haul transport out of the area. It is projected that such a facility would handle about 25 railcars per day, which would eliminate the need for over 250 one-way long-haul truck trips daily In addition to reducing transportation costs for local businesses and consumers, a report commissioned by New England Transrail, a proponent for a transload facility in Wilmington MA, addressed decreased pavement wear, reduced air pollution; and reduced noise impacts, accidents, and user costs. Presently, these costs are borne by the general population and local governments throughout the Commonwealth. The report estimates annual reductions in key diesel emissions, depending on average payloads, in the following ranges:

Carbon Monoxide (CO) 165-391 tons Nitrogen Oxides (NOx) 1,005-2,404 tons Volatile Organic Compounds (VOC) 13-38 tons PM 10 24-59 tons PM 2.5 20-49 tons Carbon Dioxide (CO2) 79,712-196,988 tons

Annual reduction in diesel fuel ranges from 7.6 million gallons to 18.8 million gallons. (The emissions and fuel reduction numbers are conservative since they are based on steady speed rural driving conditions and lower than speed-limit speeds of 55 mph). Trans-load projects are typically privately financed, which means that the transportation infrastructure benefits will not detract from public funding for other freight and passenger transportation programs in the region. To the contrary, the air quality benefits of building such a facility could enable the Commonwealth to address critical transportation needs by helping to satisfy federal clear air requirements in the region. The lack of support to protect and improve remaining Rail freight intermodal and bulk freight transload facilities such as Beacon Park Rail Yard in Allston, freight rail access to the Port of Boston and South Boston, modernizing main rail routes for double stack capacity, seems to be short sighted and of great detriment to the future of the port and the Commonwealth's long term economic and environmental well being. To further exacerbate truck congestion and movement in and out of South Boston and the Port area, the proposed

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development of the Fort Point Channel 100 Acres site plans use of the South Boston By-pass/Haul Road as an unlimited use "City Boulevard" incorporated into the development!!!! A State wide Transportation Plan to include a discrete rail plan for both passenger and freight is desperately needed to integrate and mitigate short sighted development along the last remaining rail freight corridors in Eastern Massachusetts before commitment to purchase of ROW from CSX and the expansion of commuter rail in South Eastern Massachusetts. Further disinvestments in existing rail connections and corridors for freight use will continue to leave us in a backwater relationship with the nation's international transportation system. Members of the Regional Transportation Advisory Council Freight Committee would be glad to discuss these issues with you. Contact me or Walter Bonin, Chair of the Freight Committee at WBfinance@aol.com Phone: 1 508 485 1459 Regards, Frank S. DeMasi 26 Macarthur Road Wellesley MA 02482 781 235-6383

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