Progress 06/01/11 to 05/31/16
Outputs
Target Audience:The target audience for this project is public policymakers, local, regional and state transportation planners and the academic community involved with transportation research. This targeted audience was engaged and fostered through our web portal where the earlier published reports reside and the PowerPoint presentations from papers given at professional conferences are located. The volume of web traffic frequenting this site continues to indicate strong interest. Changes/Problems:
Nothing Reported
What opportunities for training and professional development has the project provided?
Nothing Reported
How have the results been disseminated to communities of interest?
Nothing Reported
What do you plan to do during the next reporting period to accomplish the goals?
Nothing Reported
Impacts
What was accomplished under these goals?
All of these goals and objectives have been satisfied in the prior reporting years which is when the final report was published, papers presented and dissemination activities took place.
Publications
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Progress 10/01/14 to 09/30/15
Outputs
Target Audience:State regulators, policymakers, trucking firms, Department of Transportations in the PACIFIC Northwest. Changes/Problems:No changes, it has gone well, with numerous matching grants and related contracts. But the project is over next May, 2016. What opportunities for training and professional development has the project provided?
Nothing Reported
How have the results been disseminated to communities of interest?Papers, presentations and talks have been given locally, regionally and nationally, about 8 in total. What do you plan to do during the next reporting period to accomplish the goals?Continue to present research findings and thought pieces to stakeholders in the state, region and nation.
Impacts
What was accomplished under these goals?
Specific findings included the relationship between alternative modes and the system performance measures have been developed. Numerous technology transfers in the form of conference presentations and proceedings have been the outreach component of achieving the goals.
Publications
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Progress 10/01/13 to 09/30/14
Outputs
Target Audience: Policy makers at the state, regional and national level; researchers and planners at the same levels. Changes/Problems: None at this junction. What opportunities for training and professional development has the project provided?
Nothing Reported
How have the results been disseminated to communities of interest?
Nothing Reported
What do you plan to do during the next reporting period to accomplish the goals? Utilize the grants received, about five of them, to continue this research coordinated program, not unrelated projects.
Impacts
What was accomplished under these goals?
Several related grant deadlines and goals were met. Reports have been made available and citations have occcured.
Publications
- Type:
Journal Articles
Status:
Accepted
Year Published:
2014
Citation:
Sage, J.L., Maxwell, J.M., Wang, Z., Goodchild, A., & Casavant, K. (submitted 2014). Choosing the Right Model: A Case for Computable General Equilibrium Models in Truck-Freight Network Investment Prioritization. Journal of Regional Studies.
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Progress 01/01/13 to 09/30/13
Outputs
Target Audience: The major audience for the workwereState departments of transportation.The project deals with the current International Registration Plan (IRP) for the inter-jurisdictional movement of freight and passenger carriers. The IRP had been under considerable pressure to eliminate the components of the program requiring estimated distance calculations. The results of the four evaluations conducted on the current IRP fee process, in comparison to a newly structured process, provided information and analytical results to every state and six provinces in Canada. Major trucking firms, ports, regulatory agencies and DOTs have gained from the work. Changes/Problems: No major changes; the work is done with partners, funding and data, and the future will continue this approach. What opportunities for training and professional development has the project provided? A graduate student in the School of Economic Sciences aided in the survey and analysis of the study. How have the results been disseminated to communities of interest? The study results were made available to the Regulatory body of all jurisdictions prior to the international vote. What do you plan to do during the next reporting period to accomplish the goals? This particular sub-study is finished, except for a Journal article that is forthcoming
Impacts
What was accomplished under these goals?
The research effort of this year resulted in a national vote on the Fleet FRP structure, which was unanimously passed and anew legislation and registration scheme implemented.
Publications
- Type:
Journal Articles
Status:
Published
Year Published:
2013
Citation:
Wang, Z., Sage, J., Goodchild, A., Jessup, E., Casavant, K., and Knutson, R. A Framework for Determining Highway Truck-Highway Benefits and Economic Impacts. Journal of the Transportation Research Forum, 52(2)27-43.
- Type:
Journal Articles
Status:
Published
Year Published:
2013
Citation:
Khachatryan, H., Joireman, J. and Casavant, K. Relating Values and Consideration of Future and Immediate Consequences to Consumer Preference for Biofuels: A Three-Dimensional Social Dilemma Analysis.Journal of Environmental Psychology 34,97-108
- Type:
Journal Articles
Status:
Published
Year Published:
2013
Citation:
Simmons, S., Casavant, K. and Sage, J. Real-Time Assessment of the Columbia-Snake River Extended Lock Outage.Transportation Research Record: Journal of the Transportation Research Board No 2330, 95-102
- Type:
Journal Articles
Status:
Published
Year Published:
2013
Citation:
Sage, J., McCracken, V. and Sage, R. Bridging the Gap: Do Farmers' Markets Help Alleviate Impacts of Food Deserts? American Journal of Agricultural Economics 95(5)1273-1279
- Type:
Journal Articles
Status:
Published
Year Published:
2013
Citation:
Taylor, Justin, Ken Casavant, Jeremy Sage, Danna L. Moore and Barb Ivanov. The Economic Impact of Increased Congestion for Freight-Dependent Businesses in Washington State. Journal of the Transportation Research Forum, Vol. 52, No 3, pp. 25-39
- Type:
Journal Articles
Status:
Published
Year Published:
2013
Citation:
Holmgren, M. and McCracken, V. What Affects Demand for the "Greatest Snow on Earth"? Journal of Hospitality Marketing and Management 00:1-20.
- Type:
Other
Status:
Published
Year Published:
2013
Citation:
Casavant, K., Goodchild, A., Jessup, E., & Lawson, C. NCFRP Report 26. Guidebook for Developing Subnational Commodity Flow Data. Transportation Research Board.
- Type:
Other
Status:
Other
Year Published:
2013
Citation:
Sage, J.L., Casavant, K., & Lawson, C. Full Reciprocity Plan Financial Impact Study Review: Final Compilation Report. Oregon Department of Transportation.
- Type:
Other
Status:
Other
Year Published:
2013
Citation:
Sage, J.L., Casavant, K., Goodchild, A., McCormick, E., Wang, Z., McMullen, B., & Holder, D. Development of a Freight Benefit/Cost Methodology for Project Planning. Washington State Department of Transportation and Pacific NW Transportation Consortium
- Type:
Conference Papers and Presentations
Status:
Published
Year Published:
2013
Citation:
Casavant, K., McCracken, V.A., Nguyen, D., Sancewich, B., Jessup, E.L., McCluskey, J.J., & Sage, J.L. Examining Agribusiness Shippers' Responses to Regulatory Change. World Conference on Transportation Research 13th World Conference on Transportation Research Proceedings, Rio de Janeiro, Brazil.
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Progress 01/01/12 to 12/31/12
Outputs
OUTPUTS: A new model of registration impacts on alternative jurisdictions has been developed and utilized in this analysis. Multiple presentations and project reports were completed including: Sage, J.L., Jessup, E.L., & Casavant, K. (2012) Geographic Scale Effects on Economic Model Performance in Response to Truck-Freight Network Improvements, 46th Pacific Northwest Regional Economic Conference, Seattle, WA. Sage, J & Casavant K. 2012 Washington Transportation Plan Update: Freight Movement, Washington State Department of Transportation, Freight systems Division. Wang, Z., Sage, J.L., Goodchild, A., Jessup, E.L., & Casavant, K. (2012) WSDOT Truck Freight Highway Benefit and Economic Impacts Analysis SR-167 and I-90 Case Studies, WSDOT Truck Freight Highway Benefit and Economic Impacts Analysis. Sage, J. (2012) Counter-Hegemonic Possibilities: Recovering the Spaces of Food Consumption 59th Annual North American Meetings of the Regional Science Association International November 7-10. Sage, J., Jessup E., Casavant K. (2012) Geographic Scale Effects on Economic Model Performance in Response to Truck-Freight Network Improvements, 46th Pacific Northwest Regional Economic Conference, May 17-18. Hammac, A., Pan, W.L., Koenig, R.T., & McCracken, V.A. (2012) The Impact of Nitrogen Use Efficiency on Greenhouse Gas Emission in Canola Biodiesel Feedstock Production, NSF IGERT Video & Poster Competition http://posterhall.org/igert2012/posters/263. McCracken, V.A., & Connolly, J.R. (2012) Canola Economics, BioEnergy Research Symposium, Seattle WA. Sage, J., McCracken, V.A., & Sage, R. (2012) Bridging the Gap: Do Farmers Markets Help Alleviate the Impacts of Food Deserts Washington State University Academic Showcase, Pullman WA. Ringwood, J., Donovan, C., Goldberger, J., McCracken, V.A., & Ostrom, M. (2012) A Successful Farmers Market: Designing Adaptable Measures for Diverse Contexts, WSU Academic Showcase, Pullman, WA. Ringwood, J., Donovan, C., Goldberger, J., McCracken, V.A., & Ostrom, M. (2012) A Successful Farmers Market: Designing Adaptable Measures for Diverse Contexts Celebrating 20 Years of CSANR, Pullman, WA. PARTICIPANTS: Ken Casavant, Jeremy Sage, Vicki McCracken, Jia Yan Graduate students P Sapkota-Bastoal, Gregory Astill, B. Chandrasekharan, You Zhou, Bradley Eustice. TARGET AUDIENCES: Policy makers, transportation officials & planning organizations. PROJECT MODIFICATIONS: Nothing significant to report during this reporting period.
Impacts
Another sub-study on costs of congestion from trucking and the need for a new registration plan at the national level was undertaken in 2012. It deals with the change from the International Registration Plan (IRP) system to the Full Reciprocity Plan (FRP). Recent work details the third of five stages of evaluation of the proposed changes to the IRP fee process. Task III seeks to utilize and improve the financial impact models developed in Task II of this report series. Specifically, Task III evaluates the financial impact of the FRP on a cross section of 13 jurisdictions from the four regions. For each of the jurisdictions, the following considerations were evaluated: 1. New fleet participation changes using jurisdictional reports over the previous five years.
2. Retention of current fleets using jurisdictional reports over the previous five years.
3. Effectiveness of the FRP in addressing key problems of the current IRP, including estimated distance for new registrants, fees over 100% of the initial calculation.
4. Changes in revenue expected under FRP as compared to the current IRP.
5. Potential impacts on fees collected from trip permits. Items 1-4 above are included for each of the jurisdictions considered. The potential impacts on fees collected from trip permits are not included, as the ability to discern the difference between IRP vehicles, and those otherwise registered was not available. However, when Task 4 considers the impacts on various vehicle types, the trip permit fees can be compared to FRP fees for a more detailed analysis. Of major consideration in this report is the comparison of fees currently collected and retained as E-1 by the sampled jurisdictions, to those that may be collected under the proposed FRP fees for new fleets. The results are mixed between jurisdictions. Five (CT, AB, CA, IL, and ME) experience some level of revenue increase for this portion of fees, while the remaining eight experience a decrease. Further, the overall adjustments to each jurisdiction will be a net result of the lost revenue from estimated distances (E-1 and E-2) that will be eliminated, the gains from adding the new Fleet FRP structure, and any adjustment to the apportioned values to jurisdictions with actual miles reported. The adjustment due to actual miles apportionment should be positive for each jurisdiction and is a result of the removal of estimated distance calculations within 100%. As the E-1's are removed, the apportionment to jurisdictions with actual miles increases. The value of this increase cannot be determined with the data available. To achieve this calculation, the E-1 value for each jurisdiction would be needed. As such, the total revenue lost for each jurisdiction reported throughout this report is the maximum estimated reduction in revenue. Each loss is expected to be dampened by the actual miles apportionment adjustment. Every jurisdiction (with the exception of Texas) can expect to experience a maximum revenue reduction that is less than five percent. Texas' maximum loss may be as high as eleven percent. Again, these will be dampened to some degree by actual miles apportionment changes.
Publications
- Corsi, T., Casavant, K., & Graciano, T. (2012). A Preliminary Investigation of Private Railcars in North America. Journal of the Transportation Research Forum, 51(1)53-70.
- Yan, Jia. (2012). A Handbook of Transport Economics book review. Journal of Regional Science, 52(5)876-879.
- McCracken, V., Sage, J. and Sage, R. (2012). Do Farmers Markets' Ameliorate Food Deserts Focus 29(1)21-26.
- McCracken, V.A., Sage, J., & Sage, R. (2012). Bridging the Gap: Do Farmers' Markets Help Alleviate Impacts of Food Deserts. Institute for Research on Poverty discussion paper http://www.irp.wisc.edu/publications/dps/dpabs.htm#DP1401-12.
- Sage, J., and Goldberger, J. (2012). Decisions to Direct Market: Geographic Influences on Conventions in Organic Production. Applied Geography 34: 57-65.
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Progress 01/01/11 to 12/31/11
Outputs
OUTPUTS: Congestion in the transportation system causes freight dependent businesses to alter their business model to satisfy consumer demands under uncertain operational conditions. Responses from freight dependent businesses indicate that consumers would likely pay 60 to 80% of the increased cost of congestion. Ultimately, this means that consumers will pay higher prices for freight dependent goods and freight dependent businesses will spend more to provide those goods. From an economy wide perspective, the majority of the money disrupted by congestion for freight dependent businesses will continue to stay in the economy, it will just be redistributed. Consumers will spend less on all other products (services and non-freight dependent goods) and freight dependent businesses will spend more. Therefore, in a simplistic sense, the economic impact of increased congestion for freight dependent businesses is the difference between the decreased spending by consumers (consumer cost) and the increased expenditure by freight dependent businesses (societal benefit). Data from a survey of freight dependent businesses and seven IMPLAN models were used to calculate the costs of congestion and estimate the annual economic impact of increased congestion for freight dependent businesses in the State of Washington and six sub-regions of the state. All of the annual estimates used the 2008 IMPLAN database and are reported in 2011 dollars. The primary areas of increased cost for freight dependent businesses were identified as additional trucking costs and inventory costs. It is estimated that the consumer cost for a 20% congestion increase (60% cost realization) in Washington State is $8.7 billion. Due to waste and other losses, the state economy will only see $8.5 billion of that money spent by freight dependent businesses. The economic impact of this redistribution of wealth and inefficiency is a loss of $3.3 billion dollars (0.5%) in total output and over 27,000 jobs (0.7%). The impacts might actually be higher when you look at the state in regions. It is estimated that the Puget Sound area alone would see output declines of $3.6 billion (0.8%) and lose more than 21,000 jobs (0.9%). The next closest region is the Northeast where output declines by $290 million (0.8%) and employment falls by 2,200 (0.8%). The Southeast region is affected the least with output shrinking by $31 million (0.2%) and a loss of 345 jobs (0.3%). PARTICIPANTS: Ken Casavant, Eric Jessup, Vicki McCraken, Diem Nguyen and Marv Prator. TARGET AUDIENCES: Policy makers, transportation officials & planning organizations. PROJECT MODIFICATIONS: None at this time.
Impacts
This information has been incorporated into the deliberations of the WSDOT as it develops its Freight Plan for the next ten years. Researchers have been requested to present research results to working groups and the policy committee for the planning process.
Publications
- Nguyen, D., V.A. McCracken, K. Casavant, and E.L. Jessup. 2011. Structural Characteristics and Performance of Washington Log Trucking Companies: An Empirical Analysis. Journal of Regional Science. 3(1):115-125.
- Nguyen, D., V.A. McCracken, K. Casavant, and E.L. Jessup. 2011. Geographic Location, Ownership and Profitability of Washington Log Trucking Companies. Regional Science Policy & Practice, 3: 115-125. doi: 10.1111/j.1757-7802.2011.01033.x
- Casavant, K., L.C. Mason, D. Nguyen, and E.L. Jessup. 2011. Economics and Safety in the Washington State Log Trucking Industry. 2009. Proceedings of the 50th Annual Transportation Research Forum. March 16-18, 2009. Portland, OR.
- Casavant, K., E.L. Jessup, and M. Prater. 2011. Rail Rate and Revenue Changes since the Staggers Act. Journal of the Transportation Research Forum. http://www.trforum.org/journal/toc.phpjournal=2011spr
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Progress 01/01/10 to 12/31/10
Outputs
OUTPUTS: The Infrastructure and International Trade project was initiated during this year. The model developed under this sub-project will be used in various other projects as well. The review of literature is complete and is being finalized. Alternative trade and transportation models were evaluated and the initial model has been determined and is being constructed. Data search for the analysis of the impact of changing domestic infrastructure and its impact on international competitiveness for US producers is currently underway. A case study of the loss or disruption of a segment of the Pacific Northwest transportation system will serve as the first application. Plans are to have the model developed and initially applied, in a first generation level, by the end of this calendar year or the first quarter of 2011. Then alternative model specifications will allow potential infrastructure investments, domestic and international to be considered and analyzed. 2) Currently the review of literature on technology and international trade has been undertaken, to be analyzed using the same international trade model. Developing this first generation model is a major investment that will allow us to be able to apply various changes in the transportation system, using the trade model, to prioritize investments and quantify alternative benefits. This technology application is tentatively expected by next summer or second quarter of 2011. The technology and trade study will follow the infrastructure and trade pilot project; then various other applications can be developed subsequent to the first two studies, with the advice and direction of the TAC. The scope of work on the study analyzing a major disruption in our transportation infrastructure, namely the extended lock outage on the Columbia Snake River system has been done. We are working with the Washington State Department of Transportation (WSDOT), the Pacific Northwest Waterway Association and regional commodity groups to conduct this study. FPTI has received partnership funding from the local University Transportation Center for this effort. Implications on having such a mode available for domestic and international movements will be an output of the analysis. This issue, and our study of it, has generated significant interest; we have given seven presentations in the field and to governmental agencies while having interviewed over 50 individuals and firms in developing the "existing pre-shutdown" conditions in the various industries utilizing the waterways. The first interim report, #1, looking at the pre-shutdown conditions and flows, is being edited now, with all other work on it being completed. This project will provide critical information for those situations when the infrastructure is shut down, either for major repairs, weather, security, etc. and yield a methodology of how to prepare for such incidences throughout the nation. Again, the identifying the impact of such a shutdown on trade competitiveness will be an accompanying benefit. This study is to be finished by the summer of 2011. PARTICIPANTS: Ken Casavant and Eric Jessup. TARGET AUDIENCES: Policy makers, transportation officials and marketers. PROJECT MODIFICATIONS: Not Reported.
Impacts
Policy makers, transportation officials and marketers will be better informed about the value of transportation infrastructure investment and how to prioritize such investments.
Publications
- No publications reported this period
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Progress 01/01/09 to 12/31/09
Outputs
OUTPUTS: We have generated several journal articles, several reports, and about eight presentations, all dealing with the specific findings of these research projects. PARTICIPANTS: Nothing significant to report during this reporting period. TARGET AUDIENCES: Nothing significant to report during this reporting period. PROJECT MODIFICATIONS: Nothing significant to report during this reporting period.
Impacts
The economic viability of the biofuels industry has been analyzed and findings extended to the industry and to other researchers.
Publications
- Khachatryan, Hayk., Jessup, Eric, & Casavant, Ken. 2009. "A GIS-based Estimation of Regional Biomass Supply and Transportation Costs for Biofuel Plant Least-Cost Location Decisions." Abstract, Transportation Research Forum, Portland, OR, March 2009.
- Khachatryan, H., Eric Jessup and Ken Casavant. 2009. Derivation of Crop Residue Feedstock Supply Curves Using Geographic Information Systems. Journal of the Transportation Research Forum (JTRF), Vol. 48. No. 1, Spring 2009, p. 5 - 21.
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Progress 01/01/08 to 12/31/08
Outputs
OUTPUTS: The costs of assembly and distribution of biofuels appear to be the deal breaker for the biofuels industry. Biological feasibility is the necessary but not sufficient condition for long term success of our biofuels industries. Substudies under this project show that GIS is a good platform from which to evaluate the impact of size, location and feedstock attractiveness on firm success. PARTICIPANTS: Nothing significant to report during this reporting period. TARGET AUDIENCES: Nothing significant to report during this reporting period. PROJECT MODIFICATIONS: Nothing significant to report during this reporting period.
Impacts
Information has been developed to aid developers and independent firms in assessing markets, evaluating costs of delivered fuels and competitive situations. Reasoned investments in a sustainable industry may be the result.
Publications
- Khachatryan, H., E.L. Jessup, and K. Casavant. 2008. A Geographic Information Systems Approach to Estimating Delivered Cost of Energy Feedstocks. Canadian Transportation Research Forum. http://www.ctrf.ca/pdfs-docs/BIBLIOGRAPHY.2008.pdf
- Khachatryan, H., E.L. Jessup, and K. Casavant. 2008. Estimating Distribution Costs for Cellulosic Ethanol: Origin-Destination Route Optimization Using GIS. Estimating Distribution Costs for Cellulosic Ethanol: Origin-Destination Route Optimization Using GIS. Regional Science Association International.
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Progress 01/01/07 to 12/31/07
Outputs
OUTPUTS: Cost estimation is only one component of the scoping process but is the component that has been most problematic, both in a budgeting and public trust context. Improvements in cost and schedule estimation and delivery will make the most impact on the overall public trust issue; the new political process in the Washington legislature had increased the need for risk management and accurate scoping; scoping starts early, with initial preliminary project estimates for development in the TIB and STIB processes; it is here that the kernel of public mistrust can start with initially generalized project cost estimates becoming "hard numbers" in the minds of planners and the public. Such numbers are difficult to maintain and defend; the CEVP and CRA processes developed by Washington State Department of Transportation were well accepted, and even often recommended, in the review of literature and survey of states. The bottom up development of costs of these processes decreases
uncertainty compared to the top down generalist approach; the public information program of Virginia Department of Transportation was also a model mentioned favorably in the reviews and survey; public awareness is both a problem and a solution. Transparency of the Department's scoping process will encourage accurate estimates in an ongoing fashion while fostering acceptance of those estimates and project characteristics; adopting an approach of only "designing to bid or cost" is, at best, a short term solution to scoping concerns and may result in suboptimum transportation system performance over time. Such planning approaches increase the need for accurate scoping of the projects; historical data are indeed history in a changing market, especially for mega projects that may affect market conditions and competition. Current market prices and trends are necessary to avoid unexpected cost escalation; the level and specificity of design produces cost variance. As the design reaches the
engineering estimate stage, variance in costs decreases. Public reporting of scoping should increase as project reaches bidding stage; it is critical to always present costs in Year of Expenditure (YOE) numbers at all stages from planning to construction. Inflation indices will guide the growth in costs, but even these have risk variance around them and should be noted; reducing the length of project development decreases the uncertainty around the estimate...thereby clearing up the crystal ball of forecasting; dollars invested in early design yield multiples of savings in construction costs; the correct comparison for degree of cost escalation is final costs to engineering cost estimates just prior to bid, rather than planning or pre-design estimates. Recommendations 1) Increased funding for, and application of, CEVP and CRA should be considered. Continued review of cost and schedule estimations should be done in a Continuous Dynamic System (CDS), from planning to production or
"concept to concrete" stage. Such continuous monitoring will inform the project managers as well as both the citizenry and political decision.
TARGET AUDIENCES: Policy makers in the transportation and security fields
Impacts
Scoping processes within the Washington Department of Transportation are under review as a result of this research project. Principal Investigators have been working with personnel to evaluate alternatives. Security issues preclude the publication of the final report by the Washington Department of Transportation. Changes in approaches to security considerations in planning and design are underway. Articles on both the security and scoping projects have been written and will be submitted to the Transportation Research Board of the National Science Foundation.
Publications
- Painter, K.M., E.L.Jessup, M.Gossard, and K.Casavant. 2007. Demand Forecasting for Rural Transit: Models Applied to the State of Washington. Transportation Research Record. 1997(2007):35-40.
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Progress 01/01/06 to 12/31/06
Outputs
This project has three legs, all designed to improve the operational ability of Washington State Department of Transportation's ability to serve agriculture and other freight industries in the state. Three surveys have been conducted with other DOTs in the nation to ascertain how security, scoping and data management are undertaken. Results are in and reports are being written.
Impacts
None at this time but the Transportation Commission is meeting with us to see if we can serve as staff, fully funded, for them to do what we are doing in this CRIS project.
Publications
- No publications reported this period
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Progress 01/01/05 to 12/31/05
Outputs
Rail and water borne transportation are the arteries of the marketing system in the state of Washington. Rail products move throughout the nation but in varying degrees. Chicago is the source and destination of most of our interstate movements. Waterborne traffic is mostly assembled up river for downriver movement while upriver movements are use in a distribution function.
Impacts
The reports on the waterborne and rail movements have been used by WSDOT to do freight traffic projections for movements on the highways that serve as the feeder system to both the rail and waterborne connections.
Publications
- No publications reported this period
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Progress 01/01/04 to 12/31/04
Outputs
Case Studies/Models of Relevance to Washington The reviews, in this methodology, were used to inform and structure a series of case studies/models of the type of situations found particularly relevant to the state of Washington. Underlying these models was an evident need for basic infrastructure, fluid capacity and tight linkage between ports, modes and distribution/origination centers. The three models were chosen to reflect the current practices in the state, the known commodity flow and the available mode infrastructure serving the consumers and producers of the state. These case study/models were: Agricultural Gathering and Assembly; Port Clearing Inland Terminal; and Inter-modal Distribution Center. Five attributes were found to be critical to the agricultural assembly function. The availability of adequate land/space was critical in all case studies. Proximity to the production area was probably the most critical in this model. Other variables that were
critical to this case were found to be clearly established demand opportunities, ratio of transportation rate to the value of the product, and public/private partnership. The only four attributes found not important for the agricultural gathering model were proximity to population center, quality of life, combination of port and distribution efficiencies, and available air and water transportation. Key Findings Some policy and operational conclusions can be drawn from the reviews analyzed in this report. The most important element for assessing the viability of any inter-modal facility or location is the market and demand for inter-modal freight services moving through the area. The three models developed from the reviews reflect several of the current concerns for the state of Washington so they do serve as a useful analytical framework. The viability of the inter-modal centers increases when the traffic flow of the agricultural gathering model is combined with the port clearing
model, generating back-hauls to each respective movement, generating a win-win-win for exporter, importer and the local community. Such facilities usually operate at an annual loss, with the expectation that, as the all-important volume grows, per unit costs will decrease while total revenue increases, bringing the enterprise to long-term viability. Development of these markets is not guaranteed and is not an easy undertaking, or the private market would have been doing so in the past. The list of attributes developed from the conceptual framework, the review of literature and the analytical review of inter-modal centers/facilities/ports seem to include the basic determinants of economic feasibility. The attributes vary by model and situation as to importance and even applicability. Each inter-modal center or project is independent in that the relevant attributes are site specific; thus the methodology developed in this report should be used carefully and with discretion.
Impacts
A wealth of unprecedented data was obtained from the Warehouse/ Distribution Center study. Analysis of this data provides further insight and understanding into how Warehouse/ Distribution Centers operate and how they utilize transportation. Data pertaining to the hours of operation, facility size, and type of products handled provide a snapshot view of the characteristics associated with the Warehouse/Distribution Center industry in Washington.
Publications
- No publications reported this period
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Progress 01/01/03 to 12/31/03
Outputs
Transportation needs in the agricultural grains industry are directly affected by the structure and conduct of that industry. Grain cooperatives in eastern Washington were established to take advantage of economies of size in storage and shipping; the same forces exist currently, helping to shape the new industry and its structure. the total cooperative storage and handling capacity has increased by 312% since 1947. Cooperatives reflect just 40% of the grain companies in the region but have 81% of the capacity. The largest 4 cooperatives control 47% of the volume and manage 49% of the houses. The largest 8 cooperatives provide 71% of the licensed capacity and 72% of the houses. Eighty six percent of the cooperatives own an interest in a river terminal facility. In addition, 64% reported owning facilities capable of loading 26-car unit trains at a siding. The level of grain volume corresponding to the minimum point for the grain firms is slightly over 10 million
bushels and has an average cost per bushel of $.0478.
Impacts
The findings on the structure for the grain industry has direct implications for the type of transportation system needed and desired by the industry. The current mergers are shifting the locations of needed road, rail and waterway investments; such information is being transferred to the policymakers who are in control of such prioritization of investments in the rural areas.
Publications
- No publications reported this period
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Progress 01/01/02 to 12/31/02
Outputs
Breaching the Snake River dams as an attempt to improve the habitat of endangered salmon species will have effects on the energy consumption and emission output of grain transportation in eastern Washington. Based on modal choice results from the Jessup cost minimization GIS-GAMS model, breaching affects the distribution of modes used to transport wheat and barley, which in turn will affect overall energy consumption and emission output. Without Snake River barge, rail's share of wheat transported doubles from approximately 20% to 40%. Less than 1% of barley transportation occurs on rail for either barge or no Snake River barge case. A breaching does cause slight increases in energy consumption and has a mixed effect on emission output where some emission components increase while others decrease. The energy consumption for the movement of wheat decreased by 0.61%. Energy consumption due to barley transportation increases by 37.16%. Elimination of barge transportation
dos cause slight increases in emission output. Emissions output change attributed to wheat transportation is 1.29% and 20.86% for barley. Much of this increase is due to trucks having to make longer trips to deliver grain to Columbia River ports at or below Pasco, WA, rather than to Snake River ports.
Impacts
Conventional wisdom was that barge transportation was far more energy efficient and cleaner than was rail or truck movement. This analysis shows that relationship no longer holds. The use of the GIS/GAMS model allows the policy question of "what is the impact on energy consumption and emissions output of a draw down" to be examined in real terms. The results do not support the industry lead statements that such a draw down would have major negative impacts on energy consumption and emissions output.
Publications
- Painter, Kathleen, Robert Douglas Scott, Philip Wandschneider and Ken Casavant. 2001. Using Contingent Valuation to Measure User and Non-User Benefits: an Application to Public Transit. Review of Agricultural Economics 24(2):394-409.
- Casavant, Ken, Jerry Lenzi and Eric Jessup. 2002. Strategic Freight Transportation Analysis: Full Scope of Work. SFTA Research Report #1. December. pp. 1-37
- Clark, Michael, Eric Jessup and Ken Casavant. 2002. Washington State Freight Truck Origin and Destination Study: Methods, Procedures and Data Dictionary." SFTA Research Report #2, December. pp. 1-44
- Eriksen, Ken, Ken Casavant and Terence Farrell. 2002. The Impact of Road Freight Externalities on Washington State Transport Corridors, Northwest Journal Of Business and Economics, 2001 Edition pp.1-14.
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Progress 01/01/01 to 12/31/01
Outputs
A model combining Geographical Information System with the Generalized Algebraic Modeling System was developed in response to a proposal to breach four Snake River dams. The proposal would eliminate barge transport above the Tri-Cities in Eastern Washington. In two alternative scenarios rail volume was constrained, and rail and barge rates were raised by 10 percent. The results indicate that shipper costs would increase from 49.61 cents per bushel in the base scenario to 54.45 cents and 55.89 cents for scenarios two and three respectively. Private costs for road repairs also increase. The model is valuable for multimodal decisions.In both the second and third scenarios, road transport costs rise in conjunction with the number of tonmiles. The barge and rail rate increase scenario is 1.44 cents per bushel more expensive than the rail capacity scenario for wheat shippers as truck tonmiles increased from the base by 232,326,534 tonmiles for scenario two and 232,388,344
tonmiles for scenario three. The road damage costs accruing to the rest of society in both cases are almost the same, at approximately $2.1 million.
Impacts
The advantage of incorporating GIS data is that damage to particular roads and highways can be mapped as a result of policy changes. Similarly, roads that will require upgrading and more maintenance can be easily identified in addition to their expected resurfacing costs. The estimated transportation costs from this study are now available to place a value on the loss of barge services to Washington state wheat shippers and to taxpayers who fund road works with the state.
Publications
- Casavant, K., D. Tolliver & J. Lenzi. 2001. Technology Changes and System Response: The Case of Heavier Rail Cars and Light Density Rail Lines. Paper presented at the World Conference of Transportation Research and published in Proceedings.
- Casavant, K., J. Lenzi & D. Tolliver. 2001. Investments and Economic Impacts of Heavy Cars on Regional Railroads. Proceedings, Pacific Northwest Regional Economic Conference.
- Casavant, K., J. Lenzi,& K. Eriksen. 2001. Road Damage and Trade Shifts: A Corridor Analysis of NAFTA Movements. Paper presented to the World Conference on Transportation Research and published in Proceedings.
- Casavant, K. L., J. Lenzi & D. Tolliver. 2001. The Fight Between Technology and Survival: Heavy Cars versus Short Line Railroads. Proceedings of the Canadian Transportation Research Forum.
- Jessup, E., K. Casavant, & T. Farrell. 2001. Selected Private and Public Grain Transportation Impacts from Breaching the Snake River Dams in Eastern Washington. Journal of the Transportation Research Forum, 40(3):10.
- Lave, L., & K. Casavant, et al. 2001. Inland Navigation System Planning: The Upper Mississippi River-Illinois Waterway. National Research Council. National Research Press. Washington DC.
- Lee, N. and K. Casavant, 2001. Transportation Energy, Emissions, Endangered Species: An Environmental Paradox. Paper presented at World Conference on Transportation Research and published in Proceedings.
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Progress 01/01/00 to 12/31/00
Outputs
Continued work on identification and evaluation of Washington corridors focused on the flow of waterborne, rail and truck shipments of grain in the Pacific Northwest. An average of 226 million bushels were moved by rail in the early 90's. Now, that average has increased to over 281 million bushels over the last few years. Barge shipments exhibited more steadiness in volume over the study period from 218 million bushels shipped in earlier years to 209 million bushels in the last years. Truck receipts steadily declined over the time period, decreasing from 28 million bushels to a record low of 6 million bushels in 1998. Proportionately, the use of rail has dropped in the last years, to 55%, followed by barge at 44% and truck at 1%. The value of rail car accessibility for grain shipments was evaluated. Total transportation costs decline considerably with each allowable increase in rail transport; however, the decrease in transportation cost becomes smaller for each
increase in rail car availability. Transportation, storage and handling, and interest costs increase substantially as rail car shortages become more severe. Value of rail car access varied from $128.90 per rail car, in the most restrictive rail car scenario, to $109.80 per rail car when rail constraints are increased to 50 percent above historical levels. The impact of NAFTA on Washington highways was investigated with NAFTA truck ton-miles on Washington highways expected to increase from 10.4 billion in 1994 to 13.4 billion by 2005 (a 29 percent increase). Highway maintenance requirements on highways associated with the increase in NAFTA trade are expected to increase from $9.1 billion in 1994 to $22.6 billion by 2005 (a 148 percent increase). Northbound movements will cause 49 percent of the increase and southbound movements 51 percent.
Impacts
This analysis provides information on the grain shipment by mode of transport to terminal facilities, thus providing a picture of overall shipping pattern. Trucks are used mostly for gathering near export facilities. The advent of multiple car rates for rail has resulted in increased use of rail for grain shipments and decreased use of barge shipping. Rail car shortages can affect grain movements to terminal facilities. As the number of cars in the region increase, barge share of total receipts will continue to decrease relative to rail. The modal shares of receipts at export elevators do not indicate the relative modal importance to each production area. The rail car values estimated by this model represent a market for additional rail cars above the current rail rate. Rail companies in the region may utilize these estimates to develop a car allocation system to serve the grain market more efficiently. The NAFTA findings help policy makers determine the extent that
highway investments need to increase in order to sustain the new levels of trade resulting from NAFTA. Information is provided as to corridor, commodity and directional flow of interest to the investment planners.
Publications
- Casavant, K. 2000. Inland Waterborne Transportation--an Industry Under Siege. USDA, Agricultural Marketing Service, October.
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