nymtc regional freight plan - New York Metropolitan Transportation ...
nymtc regional freight plan - New York Metropolitan Transportation ...
nymtc regional freight plan - New York Metropolitan Transportation ...
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A Freight Plan for the NYMTC Region<br />
rail tonnage of 69,000 tons, from the 2.5 million tons currently moved in the region by rail. 2<br />
However, this analysis was based on the addition of a single additional trip. Several more<br />
trips are envisioned by the <strong>plan</strong> described above.<br />
Other Impacts<br />
No other impacts are expected, assuming additional <strong>freight</strong> movement on the Hudson<br />
Line and LIRR mainline does not interfere with passenger service. Regional connectivity<br />
could be improved in the Western, I-95 NE Thruway, I-87 NYS Thruway, and Long Island<br />
corridors.<br />
Responsible Organizations/Action Plans<br />
1. NYSDOT, Metro North Railroad, CSX, and Amtrak – Improve operating window for<br />
East-of-Hudson rail access based on outcome of “Hudson Line Railroad <strong>Transportation</strong><br />
Plan.”<br />
2. PANYNJ – Complete “East-of-Hudson Rail Freight Study.”<br />
5.3.2 Strategy 3.B – Evaluate the Further Expansion of Freight Yards and<br />
Warehouse/Industry Clusters (Freight Villages)<br />
Action 1 – Develop Freight Villages at Critical Rail Links<br />
Description<br />
At its most basic level, a <strong>freight</strong> village is a fusion of land use and transportation <strong>plan</strong>ning<br />
which clusters <strong>freight</strong>-dependent companies around a concentration of shared transportation<br />
infrastructure. To the extent that <strong>freight</strong> village development patterns allow rail or<br />
waterborne transportation to serve major industries more effectively, the general public<br />
benefits from reduced truck traffic and cost of goods and services. Thus, for the purposes<br />
of this discussion, a <strong>freight</strong> village is defined as an intermodal terminal around which<br />
clusters of related businesses such as warehousing and distributing centers arise.<br />
Privately developed <strong>freight</strong> and logistics clusters are increasingly drawn to suburban<br />
locations because scarce land and high real estate costs generally make large urban warehousing<br />
developments infeasible. From a public sector transportation standpoint, urban<br />
<strong>freight</strong> villages offer a more efficient development pattern because urban distribution and<br />
warehousing centers are more conducive than suburban sites to a rail- or water-oriented<br />
distribution pattern and allow for a greater reduction in truck VMT. From an economic<br />
development perspective, urban <strong>freight</strong> villages offer an opportunity to transform derelict<br />
industrial sites or brownfields (which typically have rail access) into high value-added<br />
employment and commercial centers.<br />
2<br />
Reebie Associates.<br />
Cambridge Systematics, Inc. 5-29