Reports prepared by/for ITTS

The following reports were prepared by ITTS for member use. Any comments or feedback would be appreciated.

Here is the link to the ITTS YouTube channel, where you can access training and webinars on various topics.

 

Outline:

1. Working Papers

2. Project Related Reports/Materials

 

Older documents

3. LATTS Materials

4. Smart rivers

 

1. Working Papers

 

Working Paper 1 - "International Maritime Trade Benefits the Nation’s Economy" (August 2013)

International traffic through a maritime port accounted for 11% of the nation’s GDP. For states without coastal port facilities, the estimated economic share of maritime trade was lower than the national average. For most inland states, international trade through a port accounted for 5% to 10% of their economies, except for Mountain West where the range was 1% to 4%. As trade grows, so too does the importance of ports to handle this trade, creating jobs in port areas.

Growth in ports also requires strong inland market connections to ensure that U.S. goods are competitively priced in world markets. This supports/creates jobs for many different industries and
modes throughout the nation, not just in port areas.

The true contribution may actually be higher, since the nature of international shipments and global supply chains may negatively skew the value of maritime trade to these states.  International trade will remain a critical and growing component of the U.S. economy, as highlighted by the National Export Initiative and the push for more trade agreements. Improving trade throughout the nation’s maritime system and its linkages to inland markets can provide economic opportunities to U.S. firms. However, as with most infrastructure in the United States, this “highway on-ramp” to global prosperity is in need of attention, as “potholes” can disrupt our transportation system and the economy. The nation’s infrastructure requires constant and secure funding, not only for ports and their associated dredging and infrastructure needs, but also for the corridors that link ports with inland markets. 

Key Points: Every state in the U.S. depends upon maritime trade.

Return to Top

Working Paper 2 - "Current Trade Trends Between the ITTS Member States and Cuba" (October 2016)

The paper seeks to provide a brief introduction to current trade activity between the ITTS member states and Cuba. The report includes appendix tables highlighting trade flows by customs district, by state of origin and commodity. For most states, trade with Cuba is not a significant portion of their trade activity. 

Key points: Cuba trade remains largely limited to U.S. agricultural shipments, but if trade relationships are restored, Cuba could potentially receive more imports from the United States.

Return to Top

Working Paper 3 - "Thoughts on the Challenges Associated with Public Sector Planning for Truck Parking Facilities" (December 2016)

Truck parking remains a “problem” for many reasons: 

    • Public and private parking spaces, trucking companies, and various shippers/ receivers view the truck parking solution as someone else’s problem, or a cost they are unwilling to bear. 
    • The trucking companies, in their rush to reduce costs, are not necessarily “eager” to pay for parking, nor do shippers want trucks parking on their facilities, unless the truck is actively handling cargo. 
    • Truck parking demand tends to fall into either parking to load/deliver cargo, or for some unscheduled or mandated rest period.  Thus, parking time can range from minutes to hours, and by location, which complicates planning decisions.
    • Private rest stop operators are adding more trucking capacity, but truckers may not want to use these facilities, nor are these facilities located where trucks “need” parking, such as along the urban fringe areas or at an urban core.
    • Trucking firms view public roadway rest stops as a “free resource,” but with limited publicly available parking spaces, trucks choose to park illegally, parking along a roadside or at some other property. This decision often puts the truck driver (and cargo) at risk, while increasing risks to other roadway users and damaging the physical roadway itself. The public sector, given limited budgets, faces a dilemma of maintaining parking facilities, while considering truck parking needs as one method to improve highway safety and reduce maintenance costs where illegal parking occurs.
    • Ultimately, truck parking remains a private sector decision, but one that depends upon public sector participation. There remains no “one size fits all” solution, but truck parking planning should address the following:
      • Understand the available supply of both public and private truck stop parking spaces and cargo origin/destinations.
      • Identify the geographical area of the study to understand how to service trucks in a region.
      • Encourage public and private sector areas of collaboration, which may include new technologies or data sharing.

 

Key points: There are many different truck parking needs and operational decisions that make planning for truck parking very difficult without public and private cooperation.

For more information, attached is a powerpoint and conference call on truck parking that occurred in July, 2016. The information is provided only as background material.

Return to Top

Working Paper 4 - "The Immediate Aftermath of the Panama Canal Expansion on the Southeastern United States" (December 2016)

With much fanfare, the long anticipated third set of locks officially opened in June, 2016, with the passage of China Ocean Shipping Company’s aptly named “Panama”. The expanded Panama Canal should benefit trade with the Southeastern United States in the future. However, the Panama Canal has not seen the immediate boom in shipping that was anticipated when the project was first approved in 2006. Part of the reason is that while carriers have already shifted some trade from the West Coast to Suez Canal services, worldwide trade has not grown as strongly as anticipated, and such large infrastructure patterns take time for ship chains to fully adjust to these new systems. It is anticipated that over the next several years, carriers will travel the Canal with larger vessels heading to/from the Southeast, from both Asia and Latin America, but the forecasted boom to the Eastern U.S. will continued to be shaped both by world markets and shipper’s anticipated service needs.

               

              Key points: The Panama Canal represents a generational change that will take some time before trade activities adopt to the benefits of the larger canal.

              Return to Top

Working Paper 5 - "Freight in the Southeast Conference Summary" (June 2017)

        The summary was developed to provide information about the materials presented. One could also view the presentation materials here.

Working Paper 6 -"Industry Significance of 3D Printing to Transportation Logistics, Traffic Activities, Planning and Asset Management" (August 2017)

This commissioned paper, written by William D. Ankner and Robert L. James, discusses the changing landscape of advanced manufacturing as a result of the emerging 3D printing, or Additive Manufacturing processes.

Some of the key takeaways are:

  • The timing of a widespread mass production of 3D impacts is uncertain but accelerating.  The application of the technology to industrial parts—using metals as well as polymers — has shifted 3D
  • printing from the theoretical into the practical in high-tech fields like aerospace and automotive production.  The potential cost savings across the entire supply chain, in the range of 50%-90%, is key for slow moving and customized products.  Many experts view these changes as having major systems-wide and distribution-wide mass production effects within the next 5 to 10 years. Additive Manufacturing (AM) technology can create an increasingly diversified array of products, eliminate key segments of the supply chain, and cluster production and delivery at the consumer’s doorstep.  It is part of a digitization of data and processes that have fueled e-commerce, advanced robotics and helped direct the internet of things.  Like the above, its disruptive and explosive elements need to be articulated and applied in transportation and infrastructure planning and operations. State transportation departments should identify 3D processes, products, and parts usage that can be employed to improve operations, as well as infrastructure maintenance and delivery.

 

              You can also see the presentation and hear the ITTS webinar with the authors on this paper from December 2016.

               

Working Paper 7 – “Summary of the Data Integration Work Program” (September 2017)

 

The project’s goal was to develop interactive Tableau workbooks for various databases commonly used for freight analysis and planning efforts.  (ITTS purchased a Tableau desktop license for each ITTS member state to access the workbooks.)  By putting the information in Tableau, the states were able to access the data without having to do additional processing, while using Tableau’s visual attributes to create customized worksheets.  The states also wanted training to access the assembled workbooks. 
This report discussed what databases were integrated into Tableau, and the data structure of each Tableau workbook, with some thoughts on how to use the database.  The report assumes the reader will have limited familiarity with Tableau, so it is recommended that the user first become familiar with Tableau by working with some of the smaller workbooks developed in this work program, such as the Corps State-to-State waterway flow or U.S. population by county.

Here are the Missouri Files that can be imported into Tableau

 

You can watch the training videos here

You can download Tableau Reader on the Tableau website.

 

Working Paper 8 - “A Planning Template for the Freight in the Southeastern Conference” (September 2017)

 

The report lists the project summary used when planning for the annual “Freight in the Southeast” Conference.  Each conference is different, based on the various goals established by the member states, so the paper serves as a starting point when considering each conference.   The template is also helpful to others who are interested in developing a similar multiday conference.   

 

Working Paper 9 – “A Planning Template for a Freight Advisory Council Meeting” (September 2017)

 

The report contains a template for a half day “Private Sector Freight Planning” session for the public sector. In 2008, LADOTD organized a freight symposium in partnership with Louisiana Economic Development.  The joint focus was to understand how transportation and economic development must operate together to promote Louisiana businesses.  While not a part of a traditional freight advisory council, the blended content sought to outline basic freight transportation issues, while also capturing how transportation contributes to the broader decisions facing private sector operations.

 

Working Paper 10 – “Peer Meeting Focusing on Domestic Ports and Waterways” (November 2017)

 

In September, ITTS organized a Peer Meeting focusing on waterway issues. The Peer Meeting was held in conjunction with the Smart Rivers Conference, which took place in Pittsburgh, September 18-21, 2017. The ITTS member states also held a separate meeting to discuss waterways and their relationship to State Departments of Transportation (September 21-22)

While the panel topics were broad, in many ways they represented the challenge facing the improvement of navigation projects, with many different groups advocating or controlling various aspects of the waterway system, making coordination of the waterway system difficult.

CONTENTS
• Executive Summary
• Peer Meeting Agenda
• Inland Ports: A European Perspective
• Thoughts on Institutional Issues Related to Waterway Projects
• What is Needed for Domestic Ports and Waterways to be Successful?
• How Can We Secure Funding for Domestic Waterway Projects?
• Relationship of Rural Economic Development to Inland Ports and Terminals
• Appendix

 

 

Working Paper 11 – “Peer Meeting - Connected Trucks” (March 2018)

 

Held In Conjunction with I-95 Corridor Coalition Connected & Automated Vehicles Conference “What States Need to Know”

The question is how should state DOTs be planning for the new technologies that are emerging in the various automotive industries, including everything from changing manufacturing to fleet operations and connected vehicles/streets.  While the technology is moving at a breakneck pace, there are still some concerns that will influence the rate of market penetration of connected/autonomous vehicles.  There are differences of the technology, which can refer to vehicle to vehicle communication (safety, platooning), or vehicle to infrastructure (roadway conditions, signaling, etc.)  

The key items related to different responses by various parties.

    1. Technology discussion and specifications will drive the willingness of trucking companies to integrate autonomous vehicles into their fleets.
    2. The costs of deploying these new technologies must be profitable for private sector fleets to adopt.
    3. Advantages of autonomous/connected trucks technology must be accessible to all users.
    4. Safety comes before efficiency.

     

The rate of adoption will be determined by the ability of both Federal and State public sector regulatory functions to address the institutional/ operational constraints outlined by existing policies and programs, while addressing acceptability concerns by the general public.

 


Return to Top

 

2. Project Related Reports/Materials

 

The Southern Highway Interactive Freight Traffic model

The SHIFT model, based on the original LATTS network approved by the states, had many objectives:

    • The SHIFT Model is a tool that provides ITTS member states with a common framework for doing freight studies.
    • The SHIFT Model is focused on ITTS member states.
    • The SHIFT Model builds upon the LATTS Phase I study by updating the existing LATTS network developed in the early 2000s, and it is based on existing 2013,2014, and 2015 National Highway Planning Network data to analyze freight movements on major freight corridors.
    • The SHIFT Model is GIS based to enhance compatibility with integrating with other planning databases (operating in Transcad).
    • The SHIFT Model provides the ITTS member states with the ability to query and run reports on regional freight networks concerning truck flows. 
    • The SHIFT Model is not a replacement for existing travel demand modeling or state freight plans, but is another tool for data analysis or calibration, especially for truck activity that is regional or national.
SHIFT ODME Model & Utilities Methodology (A user guide and some practice scenarios are also included)

As well as the PDF of the final Webinar presentation (2015)

 

Scenarios

The ITTS member states identified five training topics to use the SHIFT model for freight studies. These case studies are only for illustrative purposes, and in no way should be considered an official position by ITTS or one of the member states.

5 Scenarios Presented in October 2016 - here is the video

          Scenario 1 (Georgia) I-75 Truck Only Lane

          Scenario 2 (Kentucky) I-69 Project

          Scenario 3 (Louisiana) I-10 Flooding

          Scenario 4 (Arkansas) Mississippi River – New Madrid Event

          Scenario 5 ( Missouri) I-70 Work Zone

 

Training at the Freight in the Southeast Conference

You can watch the training sessions from the 2017 Freight in the Southeast Conference, which discuss running the model and scenarios. Part 1, Part 2 and Part 3 (or you can watch the whole thing in order-including breaks.) Here are some of the presentations from the training session. (Scenario 3 and Scenario 5)


Freight Economic Analysis Tool

The International Trade and Transportation Institute (ITTS), on behalf of its member states, commissioned the development of a tool to supplement the economic models currently being used. The Freight Economic Analysis Tool (FEAT) will fill a gap by: 1) providing a transparent tool to process travel model data and prepare inputs necessary to run REMI and IMPLAN economic models and 2) developing sketch planning tools to analyze projects whose evaluation is not conducive to travel demand modeling such as operational highway improvements and freight rail investment.

Project Overview Sheets (these are simply two page sheets)

            On Model Capacity Analysis

          Operational/Safety Analysis

          Rail Model

Methodology Report March 2018

  • Dec. 2016 methodology discussion session materials
  • Dec. 2016 methodology webinar with member states

 

Training Materials (March 2018)

            On Model Capacity Analysis User Guide

          Operational/Safety Analysis User Guide

          Rail Model User Guide

          Training Presentation - Training Video

          Older training videos are also posted on the ITTS YouTube Channel but should be used after reviewing the March 2018 training session.

Other Training Sessions -

            January 2018- Project Review and training of all three models

            Summer 2017

These sessions were recorded over two different days for the ITTS member states, and as such while the bulk of the material is the same, there are different nuggets of wisdom revealed in each session. One can view the individual training days here (Tuesday or Thursday). I also combined the training sessions for each module into a separate video for each topic.

 

 

3. LATTS I and II Reports

 

LATTS developed as series of documents related to international trade in the Southeast. These include broad needs analysis related to freight transportation, and related documents to various elements of transportation and freight operations. These reports are available on LATTS section of the website ( for the Phase 1 Report on overall trade needs and Phase 2 for related briefing papers. There was also a set of State specific reports, which are available in each specific state web page.

 

              Return to Top

               

      4. SmartRivers 

               

              Inland waterways is a large component of regional traffic patterns, including both coastal and inland navigation.  The need to understand the nature of inland navigation, as well methods to improve transportation may provide transportation network benefits to the ITTS Region.  ITTS was an active participant in the SmartRivers Conference in both 2006 and 2007, and wrote the 2007 conference report, and attending the 2017 meeting in Pittsburgh (Working paper No. 10)

              SmartRivers 2006 Final Report   

              SmartRivers 2007 Final Report

               

              Return to Top