Transportation Infrastructure Improvement Study for the Greater Columbus Inland Port Program
Prepared for Mid-Ohio Regional Planning Commission June 25, 1994 Final Report ------------------------------------------------------------------- Transportation Infrastructure Improvement Study for the Greater Columbus Inland Port Program Prepared by Cambridge Systematic, Inc. in association with Transmode Consultants, Inc. URS Consultants, Inc. Moody/Nolan - Ltd., Inc. Prepared for Mid-Ohio Regional Planning Commission June 25, 1994 Final Report ------------------------------------------------------------------- Transportation Infrastructure Improvement Study for the Greater Columbus Inland Port Program Prepared by ------------------------------------------------------------------- Cambridge Systematic, Inc. in association with Transmode Consultants, Inc. URS Consultants, Inc. Moody/Nolan - Ltd., Inc. Inland Port Infrastructure Study Table of Contents Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i Executive Summary. . . . . . . . . . . . . . . . . . . . . . . .ES-1 1.0 Background. . . . . . . . . . . . . . . . . . . . . . . . . 1-1 1.1 Concept of the Inland Port . . . . . . . . . . . . . . 1-1 1.2 Opportunity of the Greater Columbus Inland Port. . . . 1-5 2.0 Findings. . . . . . . . . . . . . . . . . . . . . . . . . . 2-1 2.1 Columbus is Well Located to be a Distribution Center for the Midwest. . . . . . . . . . . . . . . . . . . . . . 2-1 2.2 Columbus Has a Competitive Advantage Compared to Other Cities . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2.3 Columbus is Well Located on National Highway, Rail and Air Transportation Networks. . . . . . . . . . . . 2-6 2.4 Columbus is Served by a Good Logistics Network . . . .2-13 2.5 Other Advantages . . . . . . . . . . . . . . . . . . .2-19 3.0 Forecasts . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 3.1 Introduction . . . . . . . . . . . . . . . . . . . . . 3-1 3.2 Forecast of the Economy of the Columbus Area . . . . . 3-1 3.3 Forecasts of Truck, Air and Rail Intermodal Freight in the Columbus Area. . . . . . . . . . . . . . . . . . . 3-4 3.4 Forecasts of Warehousing and Distribution. . . . . . .3-11 4.0 Implications of Forecasts for Infrastructure Requirements 4-1 4.1 Introduction 4-1 4.2 Intermodal Rail Terminal Requirements 4-1 4.3 Aviation Requirements 4-5 4.4 Truck Requirements 4-9 4.5 Warehouse/Distribution Requirements 4-11 5.0 Recommendations . . . . . . . . . . . . . . . . . . . . . . 5-1 5.1 Introduction . . . . . . . . . . . . . . . . . . . . . 5-1 5.2 Initiatives to Increase Freight and Intermodal Traffic in the Columbus Area . . . . . . . . . . . . . 5-1 5.3 Infrastructure Improvements 5-7 5.4 Regulatory and Other Considerations. . . . . . . . . .5-20 5.5 Institutional Considerations . . . . . . . . . . . . .5-24 ------------------------------------------------------------------- Cambridge Systematic, Inc. i 6115 Inland Port Infrastructure Study Table of Contents (continued) 6.0 Conclusions. . . . . . . . . . . . . . . . . . . . . . 6-1 6.1 Overview . . . . . . . . . . . . . . . . . . . . . 6-1 6.2 Transportation improvements. . . . . . . . . . . . 6-2 6.3 Economic Benefits. . . . . . . . . . . . . . . . . 6-3 6.4 Recent Accomplishments . . . . . . . . . . . . . . 6-4 6.5 Critical Next Steps. . . . . . . . . . . . . . . . 6-5 ii Cambridge Systematic, Inc. 6115 Inland Port Infrastructure Study List of Tables 2.1 Population, Employment and Other Characteristics Columbus Trade Areas, 1995 . . . . . . . . . . . . . . 2-2 2.2 Comparison of Market Areas Within 250 Miles of Selected Cities (1995) . . . . . . . . . . . . . . . . 2-5 3.1 Population and Employment in Columbus and Its Trade Area, 1990-2010. . . . . . . . . . . . . . . . . . . . . . . 3-2 3.2 Summary of Freight and Warehouse/Distribution Forecasts Columbus Area, 1990-2010 . . . . . . . . . . . . . . . 3-5 3.3 Summary of Forecasts for the Columbus Area Base Case, High and Low Alternatives, 1993 and 2010 . . . . . . . 3-8 4.1 Intermodal Rail Terminal Capacity and Forecasts Columbus Area, 1993 and 2010 . . . . . . . . . . . . . 4-2 4.2 Air Freight, Port Columbus International Airport and Rickenbacker International Airport, 1993 and 2010. . . 4-6 4.3 Rickenbacker International Airport/Rickenbacker Air Industrial Park, 1981-1994 . . . . . . . . . . . . . . 4-7 4.4 Trucking: Truckload Equivalents and Movements Columbus Area, 1993 and 2010 . . . . . . . . . . . . .4-10 4.5 Warehouse/Distribution Space Requirements Columbus Area, 1993 and 2010 . . . . . . . . . . . . .4-12 Cambridge Systematic, Inc. iii Inland Port Infrastructure Study List of Figures 1.1 Goods Movement - Greater Columbus Inland Port. . . . . 1-2 1.2 Intermodal Facilities and Major Transportation Routes (Columbus Area). . . . . . . . . . . . . . . . . . . . 1-4 2.1 500 Mile Columbus Eastern U.S. Distribution Area . . . 2-4 2.2 250 Mile Columbus' Midwest Distribution Area . . . . . 2-4 2.3 Population in 250 Mile Radius Market Areas - Columbus and Competing Cities, 1995 and 2010. . . . . . . . . . . . 2-7 2.4 Roadway Corridors Serving the Columbus Area and Ohio . 2-9 2.5 Rail Service between Columbus and Large Container Ports Showing Key Gateways for Columbus. . . . . . . . . . .2-10 2.6 Full Container Movements between Columbus and Selected Ports, 1992 . . . . . . . . . . . . . . . . 2-12 Cambridge Systematic, Inc. v Inland Port Infrastructure Study Preface - Objectives The overall objective of the Transportation Infrastructure Improvement Study for the Greater Columbus Inland Port Program is to recommend actions that can be taken to strengthen the competitive position of Columbus by facilitating faster, more efficient and lower cost transportation of freight. Special emphasis is given to intermodal transportation, especially to intermodal rail service and facilities as well as to air cargo and trucking. Three specific objectives are to identify: 1. Transportation Infrastructure Improvements that will enhance the development of the Inland Port. This includes projects that will complement the expansion of intermodal terminals, such as Conrail's Westbelt Trailvan Intermodal Terminal at its Buckeye yard, Norfolk Southern's Discovery Park Intermodal Terminal at Watkins Road, Honda/Conrail's Marysville Intermodal Terminal, Rickenbacker International Airport, and Port Columbus International Airport. It also includes projects that will improve truck access to the areas in the vicinity of these intermodal facilities as well as improvements to roads and other transportation facilities in the metropolitan area. 2. Freight Transportation Service Improvements that will attract larger volumes of freight and result in better service. This includes identifying new types of rail service, providing better service between Columbus and rail and air gateways (such as Chicago), encouraging regional shippers to "pool" some of their shipments (especially backhauls) and thereby to attract more frequent and efficient service. It also includes recommending improvements in freight facilitation services, such as customs clearance, that will expedite receiving and shipping goods internationally. 3. Economic Benefits that will result from the Inland Port development program. These include new job opportunities for people living in the Columbus area. Jobs will be generated in transportation and distribution activities, as well as in expanding and new businesses which benefit from better transportation services. ------------------------------------------------------------------- Cambridge Systematic, Inc. vii Inland Port Infrastructure Study - Scope The scope of the study includes: 1. Review of the Intermodal Facilities in the Columbus area. This includes the intermodal rail terminals operated by Conrail and Norfolk Southern, the two major airports, warehouse/distribution and other transportation-related facilities. 2. Analysis of Rail, Highway and Air Transportation Networks serving the Columbus area. This includes the major routes, operators such as rail, truck and airline companies, and identification of transportation "gateways." Characteristics of routes are identified, such as the capacity of highways and rail lines capable of handling double-stack service. 3. Analysis of Shipping Patterns. This includes how selected shippers transport goods to and from their plants, the type and characteristics of the goods, their origins and destinations, transportation priorities (speed, cost, reliability of service), and adequacy of locally available freight services. This information was obtained in interviews with companies and several meetings with groups of Columbus shippers. 4. Forecasts of the Local and Regional Economy. Forecasts to 2010 are made for the economy of the Columbus area which are consistent with those of the Mid-Ohio Regional Planning Commission (MORPC), and for the Columbus hinterland (including Mid-Ohio), and for the area within 250 miles of Columbus (about a one-day round trip by truck). The characteristics of these hinterlands are used in forecasting freight volumes originating and terminating in the Columbus area. Fast growth sectors that are especially transportation dependent (such as warehousing) also are identified. 5. Forecasts to 2010 of Freight Handled by Rail, Truck and Air in the Columbus area. The volume of freight is projected using a proprietary transportation-economic forecasting model. Volumes are forecast for intermodal rail terminals and airports. Daily numbers of originating, terminating, and through truck trips in the Columbus area are forecast. These are compared with national trends to be sure they are consistent and discussed with railroads, trucking companies, and airlines. A special analysis of the development potential for warehouse/distribution activities was also made. 6. Identify Future Transportation Infrastructure Needs by comparing the capacity of transportation facilities with projected demand. In the case of intermodal rail terminals, the forecasts are compared with existing ------------------------------------------------------------------- viii Cambridge Systematic, Inc. Inland Port Infrastructure Study capacity, and planned expansions. Constraints on expansion are identified, as well as access road improvements that are needed to handle projected volumes of truck traffic. 7. Estimate Economic Impacts Resulting from the Implementation of the Inland Port Program. These include the numbers of jobs directly generated in transportation and related sectors, the increase in business, and the benefits to companies in the Columbus area. The advantages of the Inland Port program in facilitating the expansion of existing companies and attracting new businesses that are significantly dependent on fast, reliable and efficient transportation service are identified. 8. Recommend Implementation Steps. These include the timing, scale and expansion of existing intermodal rail yards, airports and warehouses that will be undertaken by the private sector. Specific transportation infrastructure projects that will complement expansion for intermodal facilities and of freight movement in the Columbus are suggested. These focus on three key districts, the Alum Creek Rickenbacker District, West Side District, (Conrail Intermodal Terminal) area and the Port Columbus District. Recommendations are also made for other improvements, such as completion of I-670. Suggestions are made for the roles of various agencies in implementing the Inland Port program. ------------------------------------------------------------------- Cambridge Systematic, Inc. ix Inland Port Infrastructure Study Executive Summary - Introduction Columbus has the opportunity to become the first large inland port in the United States. It is has an excellent location, the time is right, and it has the basic transportation facilities and services that are required. The inland port will meet the rapidly expanding needs of businesses and generate economic growth in the Columbus area. With astute planning, concerted efforts by the freight community, support by government institutions and aggressive marketing, Columbus can become a major multimodal transportation distribution center serving the Midwest and part of Canada. The overall goal of the Greater Columbus Inland Port is to accelerate economic growth in Columbus by improving transportation service and facilities. This will benefit existing businesses and help to attract new ones by providing better access to national and international markets, making transportation more efficient and meeting the increasingly demanding freight logistics requirements of today's and tomorrow's businesses. - Advantages of Columbus Columbus has several advantages that provide it with a good opportunity to become an inland port. These include: - A strategic location in the heart of the Midwest. Within a one-day oneway truck drive (500 miles) is about half of the population, employment and retail purchasing power in the nation. Columbus' hinterland (within about a 250 mile radius or a one- day round trip) includes approximately one-tenth of the nation's population and productive resources. - A hinterland that has more population, businesses and purchasing power than the hinterlands (within 250 miles) of other major Midwestern cities including Cleveland, Cincinnati, Pittsburgh, and Indianapolis. - A good location on major interstate highways 1-70 (east-west) and I-71 (northeast-southwest); service by three rail lines, Conrail, Norfolk Southern an CSX with three intermodal terminals; and service by two ------------------------------------------------------------------- Cambridge Systematic, Inc. ES-1 Inland Port Infrastructure Study airports, Port Columbus International Airport, which serves 42 cities with direct daily passenger flights, and Rickenbacker International Airport, which handles large volumes of international air freight. - Area businesses have more choices of mode for transporting goods than those located in other Midwestern cities, except gateways like Chicago. Goods can reach Columbus from mainland Asian ports, such as Hong Kong, in 14 to 16 days by container ship and double-stack train. From Europe, shipment times are about 10 to 12 days. By air, goods from all over the world can reach Columbus' Rickenbacker International Airport, clear U.S. Customs, and be delivered to receivers within one or two days. - Columbus has other advantages, such as being the only U.N.-sanctioned Trade Point in North America, having an active foreign trade zone, and a good business climate. More than 20 international trade consultants, 38 freight forwarders and Customs brokers, representatives of steamship companies, numerous banks, attorneys, translators, and other services that facilitate international and domestic freight transportation are located in Columbus. - Intermodal Facilities and Related Services - A good location on interstate highways I-70 (east- west) and I-71 (northeast-southwest). There is good truck access over these and other routes, such as US 23, US 33 and SR 16, to most large Ohio cities and to much of the Midwest. - Exceptionally good intermodal rail terminal facilities. These include Norfolk Southern's Discovery Park Intermodal Terminal at Watkins Road, Conrail's Westbelt Trailvan Intermodal Terminal at its Buckeye Yard at Roberts Road, and the Marysville Honda/Conrail Terminal. Together, these terminals handle 180,000 containers and trailers annually, which is more than any other Ohio city and more than most other Midwest cities except Detroit, Chicago, and St. Louis. - Very good aviation capacity for handling air cargo and passengers. Port Columbus International Airport was the fastest growing commercial passenger airport in the United States in 1992. It also handles packages, air freight and mail. Rickenbacker International Airport has the longest runways in Ohio and handles all types of cargo aircraft from all over the world. With 5,000 acres, more than 4.3 million square feet of warehouse ------------------------------------------------------------------- ES-2 Cambridge Systematic, Inc. Inland Port Infrastructure Study space, an operational Foreign-Trade Zone, and rail spur, it is an important and rapidly expanding intermodal center. - A large freight transportation sector which includes more than 86 million square feet of warehouse/distribution space, over 130 truck lines, more than 38 freight forwarders, representatives of major steamship lines, and numerous other supporting services. - Forecasts of the Economy, Freight and Warehouse/ Distribution in the Columbus Area Economy The six-county Columbus metropolitan area has been and is expected to continue to be one of the fastest growing areas in the Midwest. Between 1990 and 2010: - Population is expected to increase from 1,377,000 to 1,650,000 (by nearly 20 percent); and - Employment is expected to increase from 712,000 to 958,000 (by 35 percent). This rapid growth will generate strong local demand for freight shipments into and out of the Columbus area, adding to that generated in its expanding hinterland. Truck, Air and Rail Intermodal Freight in the Columbus Area Forecasts of truck, air, and intermodal rail freight in the Columbus area indicate that between 1993 and 2010: - The number of intermodal containers and piggyback trailers handled at the three intermodal rail yards will more than double, increasing from 180,000 to 390,000 annually; - Air cargo and mail loaded and unloaded at Port Columbus International Airport and at Rickenbacker International Airport will increase almost fourfold, rising from 108,000 to 404,000 tons annually; and ------------------------------------------------------------------- Cambridge Systematic, Inc. ES-3 Inland Port Infrastructure study - Truckloads of freight originating and terminating, as well as passing through the Columbus area, will increase from about 16,200 to 21,800 a day. These forecasts are consistent with national trends and reflect the economic growth of the Columbus area. Warehouse/Distribution Space Warehouse/distribution space is forecast to increase by 58 percent, rising from 86 million square feet to 134 million square feet. The additional 48 million square feet of building space will occupy about 3.4 square miles. A substantial share of this is expected to be located south of I-70, especially in the vicinity of Rickenbacker International Airport, Route 317, and the Alum Creek Drive Corridor. - Recommendations Three general types of recommendations are made to strengthen and develop the Greater Columbus Inland Port. These relate to improved transportation services, infrastructure improvements, and institutional development. Service Recommendations - Increase direct service with Columbus by offering larger shipments to carriers. This can be accomplished by shippers working together (facil- itated by The Greater Columbus Inland Port Commission's Shipper Council) to aggregate or "pool" shipments, especially large outbound air shipments. - Improve rail service between gateways and Columbus by working with railroads and steamship lines to evaluate the possibility of initiating new types of scheduled "shuttle" service between Columbus and the gateways. - Improve U.S. Customs and other support services by working with the U.S. Customs to explore possibilities for expanding their operations in Columbus as freight traffic grows and to insure responsiveness to shippers' needs. ------------------------------------------------------------------- ES-4 Cambridge Systematic, Inc. Inland Port Infrastructure Study - Strengthen marketing efforts to attract new business and transportation services to Columbus. The promotional campaign planned by The Greater Columbus Wand Port Commission and The Greater Columbus Chamber of Commerce will help to bring new business to the area and to increase the volume of freight handled by all modes of transportation. The volume of freight through Columbus will increase due to the expansion of local businesses and the capture of a larger proportion of shipments in its hinterland (by increasing market penetration). The larger freight volume will make it more attractive for carriers to improve service. Infrastructure Recommendations Infrastructure improvements are grouped into three districts and a fourth area which includes the rest of the Columbus area. These are: - Alum Creek-Rickenbacker District, which is centered on the Alum Creek Drive Corridor from I-70 to Rickenbacker International Airport and includes Norfolk Southern's Discovery Park Intermodal Terminal, many warehouse/distribution facilities and truck terminals, part of the Route 317 corridor, and Rickenbacker International Airport and its vicinity; - West Side District, which is centered on Conrail's Westbelt Trailvan Intermodal Terminal at the Buckeye yard and includes the area bounded by 1-270, Fisher Road, Hilliard-Rome Road, and the Hilliard-Cemetery Road, north of Roberts Road; - Port Columbus District, which is centered on the Airport and includes the surrounding area from Fifth Avenue to I-670 and I-270; and - Other areas in Columbus where specific improvements are designated, The districts provide a focus so that the improvements complement each other and achieve the overall objective of improving freight transportation in the Columbus area. Alum Creek-Rickenbacker District It is recommended that the Alum Creek Corridor be developed as an intermodal freight/distribution area. Some of the infrastructure Improvements include: Alum Creek Drive Corridor Widen Alum Creek Drive from I-270 northward. This extends the widening south of I-270 and includes completing the widening between SR 104, and I-70. ------------------------------------------------------------------ Cambridge Systematic, Inc. ES-5 Inland Port Infrastructure Study Improve intersections with 1-270, SR 104, and Groveport Road as traffic warrants. Williams Road Corridor Widen Williams Road from Alum Creek Drive to Groveport Road to handle trucks going to and from the warehouses along Williams Road and make other related intersection and underpass improvements. Construct an overpass for Williams Road over the Norfolk Southern main line or relocate Williams road to the south. Watkins Road and New World Drive Corridor Widen Watkins Road and New World Drive from the bridge over the Norfolk Southern rail lines to Alum Creek Drive and make related improvements including bridge replacement and upgraded intersections. Route 317 Corridor/Alum Creek Drive Carry out recommendations of the ongoing Route 317 corridor development study. Widen and relocate Route 317 in the vicinity of Alum Creek Drive and Rickenbacker International Airport to improve airport access and encourage development. Rickenbacker International Airport Continue implementing planned improvements; including improving access, upgrading utilities, and providing the airfield/air cargo improvements needed to handle increasing volumes of air cargo. West Side District The focus of the infrastructure program in the West Side District include: - Facilitating the expansion of Conrail's Intermodal Terminal and providing road linkages to satellite operations; - Planning rational land use development for expansion and to minimize conflicts between warehouse/distribution and residential and com- mercial activities; - Providing good road access to thoroughfares and major routes, such as I-70 and 1-270, without increasing truck traffic through residential areas; - Planning and scheduling water, sewer, and drainage improvements to improve the development potential of land in this area; and - Coordinating the timing of infrastructure improvements with the expansion of activity at the Conrail Intermodal Terminal and acquiring rights-of- way for road widenings before development occurs. ------------------------------------------------------------------- ES-6 Cambridge Systematic, Inc. Inland Port Infrastructure Study Roberts Road Corridor Widen Roberts Road to four lanes from the Conrail overpass to Walcutt Road and improve intersections from 1-270 to Walcutt Road. Walcutt Road Corridor Widen Walcutt Road for heavy truck use and improve intersections with Roberts Road and Trabue Road. Trabue Road Corridor Widen Trabue Road to four lanes from the Conrail overpass to Hilliard Rome Road and improve intersections; improve access for businesses located along Trabue Road. Port Columbus District Infrastructure planning and development in the vicinity of Port Columbus International Airport mainly focuses on improvements that will be needed in the future to handle new development and redevelopment that is expected to occur because of: - Rapid growth in aviation which will attract many businesses, spin-offs and suppliers to locate in the vicinity of the Airport; - Recent completion of I-670 which will attract businesses to locate along it and in the "gateway" area; - Potential availability of the very large McDonnell Douglas plant located along the south side of the Airport; and - Expansion of warehousing/distribution along Stelzer/Hines Road north of I-670 to a new interchange being constructed with I-270. Specific improvements in the Port Columbus District include: Southeast Cargo Area Add truck queuing lanes along Hamilton Road and Fifth Avenue for trucks entering and leaving the cargo area of the Airport. McDonnell Douglas Plant The current study of the reuse of this large plant and related area should take into account the long-term aviation and intermodal requirements of the Port Columbus International Airport. Its needs should receive high priority. It is suggested that the Master Plan for the Airport be updated, taking into consideration the potential availability of this site. The Master Plan recommendations should be taken into account in the reuse study. ------------------------------------------------------------------- Cambridge Systematic, Inc. ES-7 Inland Port Infrastructure Study Airport Entrance Improve the intersection at the Airport entrance on Stelzer Road by upgrading signalization and coordinating major intersection improvements with the implementation of the Airport's Master Plan over the long term. Institutional Recommendations The Greater Columbus Wand Port Commission will continue to play a key role in coordinating and providing leadership and direction for the Inland Port program. Institutional recommendations include: - Coordinate the businesses, governmental agencies, and institutions involved in the development of the Greater Columbus Inland Port and manage the Inland Port program; - Support and coordinate the efforts of the shipper, transportation, and trade councils; - Assist in identifying and supporting infrastructure improvements related to development of the Inland Port; - Implement the marketing program for the Wand Port. A program to market the Greater Columbus Inland Port is underway, - Continue negotiating with coastal port authorities, steamship companies, and other agencies to establish preferential relationships with Columbus; - Undertake planning to improve freight transportation in the Columbus area, its hinterland, and between Columbus and other national and international locations; - Develop revenue sources to sustain the ongoing work of the Commission; - Develop a "one-stop" transportation development service in cooperation with governmental agencies in the area; and - Build The Greater Columbus Inland Port Commission's capacity for maintaining its leadership role and carrying out key tasks that do not fall within the responsibility of other agencies. ------------------------------------------------------------------- ES-8 Cambridge Systematic, Inc. Inland Port Infrastructure Study - Conclusions Based on the findings of this study, we conclude that it is feasible for Columbus to become the first major inland port in North America because: - Columbus has good transportation facilities and services to support its role as a warehousing and distribution center; - The infrastructure investments required to realize the Greater Columbus Inland Port are moderate and within the funding capacity of the City of Columbus, Franklin County and the State of Ohio; and - The Mid-Ohio community has the leadership and the community support to implement the Greater Columbus Inland Port - Critical Next Steps Four recommended projects warrant immediate action: - Coordinate and encourage the implementation of public and private infrastructure improvements in the Alum Creek- Rickenbacker Corridor and related sections of the Route 317 corridor; - Coordinate and encourage the implementation of public and private infrastructure improvements in the vicinity of Conrail's Buckeye Intermodal Terminal; - Complete implementation of the Greater Columbus Inland Port's marketing program and coastal ports partnership program; and - Institutionalize the shipper, transportation, and trade councils, as well as other ongoing functions of The Greater Columbus Inland Port Commission. ------------------------------------------------------------------- Cambridge Systematic, Inc. ES-9 Inland Port infrastructure Study 1.0 Background - 1.1 Concept of the Inland Port Concept The term "inland port" encompasses the transportation facilities, services, and related activities that are involved in moving freight within, into, and out of the Columbus area. The focus of the Inland Port infrastructure program recommended in this study is to improve the infrastructure associated with these freight movements. Objective An objective of the Inland Port is to make Columbus a hub or "gateway" for the distribution of goods to and from the Midwest. Columbus is centrally located in the large Midwest market area (between Pittsburgh, St. Louis, and Chicago) which makes it a good place from which to distribute goods which are received in large volumes from long distances by double-stack rail containers, cargo aircraft, and long-haul trucks. It is also a central location for aggregating long-haul shipments from the Midwest to the west, south, and east coasts, as well as to Canada and Mexico. (See Figure 1.1.) In order to capitalize on its locational advantage, Columbus must be able to offer good, fast, reliable, and low-cost long- haul transportation service by all modes of transportation. Components of the Inland Port Improving long-haul service into and out of the Columbus area requires simultaneously undertaking many interrelated improvements. These include infrastructure (which are the focus of this study), assembling larger shipments to attract better rail, air and truck service, establishing the North American Trade Point (NATP) in Columbus which will make international information available to local shippers, facilitating international trade by the operation of the Foreign Trade Zone and expanded U.S. customs processing facilities, implementing regulatory changes that facilitate truck transportation, and marketing the Inland Port to make its advantages ------------------------------------------------------------------- Cambridge Systematic, Inc. 1-1
Inland Port Infrastructure Study known locally and nationally. The Inland Port encompasses the integration and enhancement of the wide range of transportation facilities and services available in Columbus in order to improve freight transportation. It does not just refer to a single facility, location or service. Key Facilities The key physical components of the Inland Port include the three rail intermodal terminals - Conrail's Westbelt Trailvan Terminal at its Buckeye Yard, Norfolk Southern's Discovery Park Intermodal Terminal at Watkins Road, and the Honda /Conrail Marysville Intermodal Terminal - as well as the three rail lines, Conrail, Norfolk Southern, and CSX together with their yards and other facilities. Two airports are included; Rickenbacker International Airport, which is the major air cargo facility in the area (and includes Foreign Trade Zone No. 138, and Port Columbus International Airport, which is the main passenger airport. (See Figure 1.2.) Other components include more than 25 passenger and cargo airlines, over 130 truck lines, more than 30 freight forwarders, over 30 public warehouses, more than 800 private warehouses and distribution centers operated by retail, wholesale and manufacturing companies, and numerous other businesses providing legal, financial and logistics services to companies in the Columbus area. Public and Private Participation A key feature of the Inland Fort program is the close working relationship that has been established between the public and private sectors. Most of the rail lines, airlines, trucking companies, warehouses/distribution centers, shippers and other activities associated with freight transportation are privately-owned and operated. However, trucks operate over publicly owned and regulated roads, and airlines operate out of publicly-owned airports. Under the leadership of The Greater Columbus Inland Port Commission, representatives of a wide range of private businesses and government agencies have been working together to develop a coordinated program for improving transportation facilities and services in the Columbus area. Many of the recommendations of the infrastructure study reflect suggestions made by members of The Greater Columbus Inland Port Commission. These include many actions that will mutually benefit the public sector (improved transportation flows and economic growth), and the private sector (improved access to intermodal facilities and opportunities for business expansion). ------------------------------------------------------------------- Cambridge Systematic, Inc. i-3 Figure 1-2
Inland Port Infrastructure Study Organization The Greater Columbus Inland Port Commission and its members are the focal point for development of the Inland Port. The Commission includes: representatives of rail lines, airlines, trucking companies, shippers, legal firms, banks, logistics firms, and other businesses; representatives of city, county and state governments; port authorities; transportation agencies; and the participation and support of The Greater Columbus Chamber of Commerce and The Ohio State University. As the Inland Port program is implemented, some functions of the Inland Port Commission will become institutionalized. In the meantime, the Commission will continue to play a leading role in bringing together the wide range of participants needed for the support and implementation of an effective Inland Port program. - 1.2 Opportunity of the Greater Columbus Inland Port Introduction Columbus is fortunate to be located at the right place, at the right time, and to have the basic facilities and services for the Inland Port already in place. Now is the right time for establishing an inland port in Columbus because it will meet the rapidly expanding logistics needs of businesses. With astute planning, concerted efforts by the freight community, and support by government institutions and marketing, Columbus can become a major multimodal transportation-distribution center serving the Midwest and part of Canada. New Market Opportunity Currently a revolution is taking place in transportation logistics as business and freight transportation enter the information age. Computers, communications and information technology are rapidly changing and speeding up the way business is done. This is reflected in shorter times between ordering products and components from worldwide suppliers and their delivery to manufacturers, retailers and other businesses. Product development cycles are becoming shorter, more goods are being custom-tailored to the needs of specific clients and markets, and just-in-time manufacturing and retail deliveries are essential to the success of businesses in an increasingly competitive world. ------------------------------------------------------------------- Cambridge Systematic, Inc. 1-5 Inland Port Infrastructure Study As these changes are introduced, they are forcing businesses to choose their locations carefully, paying special attention to their logistics needs. Companies are looking for sites at the center of major market areas with excellent access to air, rail, port, truck, and information networks. They are seeking sites that can support national and international logistics systems cost effectively. Columbus is in a unique position to meet these needs. It is centrally located in the large Midwest market area, is served by a good regional transportation network and has exceptionally good long distance service by double-stack rail and international air cargo, and has a strategic location on the interstate highway system. Columbus is Already Becoming an Inland Port Columbus is in the unusual position of already becoming an inland port. This means that the focus of its efforts can be to build on growth that is occurring - helping this to continue and to become more successful. Many of the basic facilities for an inland port are already in place. Two of the three intermodal rail terminals are expanding. Port Columbus International Airport was the fastest growing commercial airport in North America in 1992. Air cargo has been growing at Rickenbacker International Airport and considerable warehouse development is occurring in the 2,000-acre Rickenbacker Air Industrial Park. More than two million square feet of warehousing alone were added last year and more than 1,500 jobs opened up in the distribution and transportation sectors. Companies in the Columbus area are dramatically increasing their exports and new inter- national companies, including suppliers to the automobile industry, are locating and expanding in the area. In response to the growing volumes of freight, the rail lines, including Conrail and Norfolk Southern, are in- creasing their service to Columbus. Steamship companies (such as "K" Line, Maersk, APL, Hyundai, Evergreen, NYK and Mitsui) are all increasing the volumes of freight handled through Columbus. The Greater Columbus Inland Port has the Leadership, Public and Private Sector Support Needed for Success Columbus has the institutional support required to implement an effective program. This includes support of shippers and freight transportation companies, as well as the business community, proactive local governments and the State. With this support and an understanding of the requirements of transportation logistics, transportation investments will be identified that will make Columbus a major intermodal distribution center. ------------------------------------------------------------------- 1-6 Cambridge Systematic, Inc. Inland Port Infrastructure Study Public and private capital will be leveraged to implement those improvements. Columbus will be marketed as a major inland port, attracting new domestic businesses and transportation services. This initiative is consistent with meeting the changing logistics needs of business and with the objectives of the new federal Intermodal Surface Transportation Act (ISTEA). The action program outlined in this report is designed to make Columbus an international model for intermodal transportation. Its success will make Columbus a better location for business and generate substantial economic benefits in the area. ------------------------------------------------------------------- Cambridge Systematic, Inc. 1-7 Inland Port Infrastructure Study 2.0 Findings - 2.1 Columbus is Well Located to be a Distribution Center for the Midwest Introduction Columbus is strategically located in the heart of the Midwest. it is about a one-day drive (12 hours, 500 miles) from New York, Atlanta, St. Louis and Chicago, which are the major distribution centers in the northeast quadrant of the United States. Within this large trade area is about half of the population, employment and retail purchasing power in the nation. (See Table 2.1.) Within the hinterland of Columbus (about a 250-mile radius) is approximately one-tenth of the nation's population and productive resources. This distance is about the longest round trip that a truck can make from Columbus in a day. In 1995, Columbus hinterland will contain: - 24.1 million people, about 9.3 percent of the population of the United States; - 12.8 million workers, about 8.9 percent of the employment in the nation; - 2.3 million manufacturing workers, about 11.2 percent of those employees in the nation; and - 2.3 million retail workers, accounting for about 9.4 percent of those employees in the nation. Columbus is located near the center of the Northeast- Midwest manufacturing belt. A large number of manufacturing plants that are heavily dependent on transportation are located in its hinterland. Included are many of the new automobile assembly plants established during the past decade, such as those of Honda and Toyota. Associated with these are hundreds of parts suppliers. In addition to heavy manufacturing (such as steel n-tills) are companies producing a wide range of industrial machinery, fabricated metal parts, food products and a rapidly increasing number of high technology companies. Many of the industries and businesses in this area produce goods for national and international markets outside of the Midwest. ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-1 Table 2-1
Inland Port Infrastructure Study The large population and comparatively high incomes of people living in the area generate a large demand for retail goods. These include food products, building materials, clothing, appliances, furniture and general merchandise. Most of these goods are brought into the area from national and international sources. Generally, most manufacturing, retail, construction and other businesses in this area can be served better from Columbus because it is closer to them than to the three major distribution centers. (See Figures 2.1 and 2.2.) Depending on the direction goods are coming from and their final destination, some firms closer to Columbus than 250 miles will not ship through Columbus if this results in a substantial backhaul in their overall trip; however, some others located farther away will ship through Columbus because it is on the way to their final destination. A large proportion of the goods consumed and produced in the hinterland of Columbus come from or are shipped into or out of the Midwest. Through its Inland Port, Columbus serves as the "gateway" for a substantial share of the goods entering and leaving its hinterland which en- compasses the heart of the Midwest. - 2.2 Columbus Has a Competitive Advantage Compared to Other Cities Columbus is the best location from which to serve the Midwest market between New York, Chicago, Atlanta and St. Louis because Columbus' hinterland (within 250 miles) has more population and businesses than those of other major Midwestern cities including Cleveland, Cincinnati, Pittsburgh and Indianapolis. As shown in Table 2.2, in 1995, Columbus' hinterland will be: - 24.5 to 30.9 percent larger in population; - 26.8 to 31.9 percent larger in employment; and - 3.7 to 34.9 percent larger in retail sales. The methodology for carrying out this analysis was to use population, employment and other characteristics forecast by the U.S. Bureau of Economic Analysis for the counties and economic areas in the hinterlands (approximately 250 miles) of each of these metropolitan areas. The hinterlands were adjusted to reflect competition from the three major centers when the hinterlands of the Midwestern cities are less than 250 ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-3 Figure 2-1
Figure 2-2
Table 2-2Inland Port Infrastructure Study miles from them. In those cases, part of the trade area could be served with one-day truck trips from both the Midwest city and from the major center. Figure 2.2 shows the competitive Midwest cities and Table 2.2 and Figure 2.3 show the size of their hinterlands compared with Columbus. Some of the considerations in reaching the conclusion that Columbus is the best location for serving the Midwest market are the following: - Columbus is centrally located in the Midwest. Its 250-mile hinterland does not overlap those of New York or Atlanta. Chicago's and Columbus' hinterlands overlap about 50 miles (to the west of Columbus). - Pittsburgh's hinterland is significantly overlapped by New York's, as well as by Philadelphia's, Baltimore's and Washington, D.C.'s to the east. Also, the areas north and south of Pittsburgh are mainly in rural Appalachia and are not heavily developed. - Cleveland's hinterland is constrained on the north by Lake Erie. Buffalo on the northeast and Detroit on the northwest are the main gateways to Canada. Also, the part of its hinterland to the southeast is not heavily populated. - Cincinnati's hinterland is more impacted by Chicago to the northwest and by St. Louis, on the west than is Columbus'. Distribution from Chicago significantly cuts into the densely developed area northwest of Cincinnati. Also, much of the area south of Cincinnati is rural. - Indianapolis hinterland is more overshadowed by Chicago on the north than is Cincinnati's or Columbus. To the west, it is significantly over- shadowed by St. Louis. The area south of Indianapolis, for which it is the dominant center, is not heavily developed. Looked at from the point of view of the relative size of its hinterland, Columbus is the best location for serving the Midwest market. Of course, the ability to serve this market depends in large measure on its transportation network and services, which are discussed in the following sections. - 2.3 Columbus is Well Located on National Highway, Rail and Air Transportation Networks Introduction Columbus is located at the intersection of highway, rail and air transportation networks. It is well served by highways, such as major interstate highways I-70 (east- west) and I-71 (northeast-southwest). It is located on ------------------------------------------------------------------- 2-6 Cambridge Systematic, Inc. Figure 2-3
Inland Port Infrastructure Study three rail lines, Conrail, Norfolk Southern and CSX. It has two airports, Port Columbus International Airport which serves 42 cities with daily direct flights and Rickenbacker International Airport which handles large volumes of international air freight as well as package freight through its Federal Express hub. While other cities may have a larger airport, be located on higher volume double-stack rail lines or have more interstate highways, it is the only city of its size in the Midwest that offers this combination of transportation facilities which gives it the potential of being a unique intermodal center. Truck Network Columbus is well-served by interstate highways. East- west transportation is provided by 1-70 which links Columbus with Pittsburgh, Philadelphia, New York and Washington on the east, and Indianapolis, St. Louis, Kansas City and Denver on the west. Interstate 71 connects with Cleveland on the northeast and with Cincinnati and Louisville to the southwest. Other highways also radiate out from Columbus providing good access to many cities. These include US 23 which links Columbus with Toledo on the northwest and to Portsmouth, OH and Charleston, WVA to the southeast. US 33 serves northern Indiana and to the southwest, Parkersburg, West Virginia. (See Figure 2.4.) Interstate 70 is used by large numbers of trucks traveling east-west. On an average day, between 10,000 and 12,000 large trucks travel through Columbus on this route. Interstate 71 carries between 7,000 and 8,000 large trucks to and from the northeast, the south, and the west. Highway US 23 and US 33 carry between 2,000 and 4,000 large trucks in the vicinity of Columbus. Columbus is a major hub in the national distribution network served by truck. Rail Network Columbus is served by three railroads, Conrail, CSX and Norfolk Southern. (See Figure 2.5.) Conrail provides service to east coast ports including New York, Philadelphia and Baltimore, as well as the "gateways" of Chicago and St. Louis, where it interconnects with transcontinental rail lines, such as the Santa Fe and the Burlington Northern. Norfolk Southern provides service to the southeastern United States, especially to ports such as Norfolk, VA, and to gateways such as Kansas City and Chicago, where it interconnects with the Santa Fe, Union Pacific and Burlington Northern. CSX provides service between Columbus and the southeast, and gateways including Detroit and Chicago. Its traffic through Columbus is mainly bulk commodities, such as coal moving from the mines in West Virginia and Kentucky to power plants in the northern Midwest, including Detroit. ------------------------------------------------------------------- 2-8 Cambridge Systematic, Inc. Figure 2-4
Inland Port Infrastructure Study Although Columbus is well-served by railroads, it is not located on main lines crossing the United States. Columbus is the only city in Ohio served by three intermodal rail terminals. All of these have been established during the last 10 years. More containers (180,000) are handled in Columbus than in any other Ohio city. Only gateway cities in the Midwest, such as Detroit, Chicago and St. Louis handle more containers. Columbus has very good double-stack service with the west coast whose ports handle twice as many international con- tainers as do east coast ports. (See Figure 2.6.) Tunnel clearances through the Appalachian mountains do not permit direct double-stack service to the east coast. This is available on Conrail through Cleveland and good single-stack service is provided on Norfolk Southern. Norfolk Southern provides service through its Discovery Park/Watkins Road Intermodal Terminal, which handles about 50,000 containers annually. Single-stack service is provided between Columbus and Norfolk, VA and double- stack service with the west coast is mainly provided through its Kansas City gateway. Recently, it has begun to provide service, subject to some limitations, through Cincinnati, operating over Conrail's tracks. Conrail provides intermodal service through its Westbelt Trailvan Intermodal Terminal located at its Buckeye rail yard, where it handles about 80,000 containers annually, as well as through Honda's Marysville Intermodal Terminal, which handles about 40,000 containers annually. Conrail provides double-stack service to the east coast through Cleveland and to the west coast through its Chicago and East St. Louis gateways. CSX operates an intermodal container terminal in Columbus, however most of the goods going to and coming from the west coast are trucked to and from Cincinnati rather than shipped over its branch line. CSX also operates its Bulk Intermodal Distribution Services facility in Columbus for trans-loading solids, liquids, pellets, resins and powder or granule from rail car to truck. Aviation Network Columbus is served by two large commercial airports. Port Columbus International Airport is the main air passenger airport and Rickenbacker International Airport is the major air cargo airport. Columbus is the only Ohio city with two large commercial airports; together these provide the area with the best aviation facilities in Ohio. Port Columbus International Airport was the most rapidly growing passenger airport of its size in North America in 1992. In 1992, the Airport handled a total of about 5.3 million passengers. Direct passenger service is ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-11
2-12 Inland Port Infrastructure Study provided to 42 cities throughout the nation. Cities served include Los Angeles, Denver, Dallas, New York, Toronto and Orlando, as well as major hubs, such as Chicago and all of the important Midwestern cities, including Pittsburgh, Detroit, Indianapolis and Nashville. Columbus serves as a regional hub in the Midwest as well as having good national and international service (with Canada). Rickenbacker International Airport handles large amounts of international and domestic air cargo. Currently Federal Express has a small hub operation at the airport. Large freighter aircraft bring in sizeable volumes of goods from the Far East for distribution from the Columbus area. As many as five wide-bodied cargo aircraft a day land and unload at the airport during the Fall when stores are stocking up for the Christmas season. In addition, many small private planes and commercial aircraft use the airport. Rickenbacker International Airport is a former military airbase that has been partly taken over and operated as an air cargo facility by the Rickenbacker Port Authority. With parallel 12,000 and 10,000 foot long runways, it has the two longest runways in Ohio. Chicago's O'Hare Airport and New York's JFK Airport each have only one runway longer than 12,000 feet. The airport has the runway strength, facilities and instrumentation to handle the largest aircraft arriving and departing on international flights. Although a joint use facility (military and civilian), it has ample capacity to serve as a cargo hub. Furthermore, there is little residential development around the airport so there is little noise exposure and cargo operations are not constrained by noise restrictions. Under the leadership of the Rickenbacker Port Authority, Franklin County and other agencies, many support services for air cargo and distribution are being developed in the Rickenbacker Air Industrial Park and Foreign Trade Zone No. 138, on the Airport and in its vicinity. The airport has been nationally recognized as one of the leading air cargo airports in the United States. - 2.4 Columbus is Served by a Good Logistics Network Introduction The Columbus area has good service by all modes of transportation. Shippers have a choice of mode - truck, rail or air - for moving goods between the Columbus area and a large number of destinations. They are able to ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-13 Inland Port Infrastructure Study select the mode, or combination of modes, that best meets their requirements of cost, speed and reliability of service. Columbus offers more choice than any of the other Midwestern cities, except gateways, such as Chicago. However, it does not have the traffic congestion and high costs of handling and moving goods. For example, the per mile costs of trucking goods in New York City are about twice as high as they are in the Columbus area. Fast, reliable shipment times are available between Columbus and many destinations worldwide. Goods can reach Columbus from mainland Asian ports, such as Hong Kong, in 14 to 16 days by container ship to the west coast and double-stack train to Columbus. From Europe, shipment times are about 10 to 12 days. By air, goods can reach Columbus, clear U.S. Customs and be delivered to shippers in one to two days from Europe and Asia, if the shipments are made in cargo planes using Rickenbacker International Airport. Smaller loads shipped through a gateway, such as Chicago, require about one-half day longer. The cost of air freight is approximately 10 times ship/rail. Expedited truck and rail service between Columbus and the west coast is two- and one-half to three days. As mentioned earlier, Columbus is at the hub of highways serving the major cities in the Midwest. Within a day's round trip by truck about 10 percent of the nation's population, manufacturing, and retail business can be served from Columbus. The service provided by transportation companies is related to the volume of goods that are shipped into and out of an area. During the past decade, the volume of goods moving into and out of Columbus has increased rapidly especially by rail and air. Companies serving national and international markets have expanded rapidly. These include both manufacturers and warehouse/distribution activities. As this has occurred, more frequent, competitive, faster and expedited service is being provided by truck, rail, and air carriers. In turn, this has attracted more transportation dependent activities to locate in Columbus. However, Columbus does not have the volume of freight of "gateway" cities, so its service is not as good, especially by air and rail. Improvement of through service commensurate with increasing volumes of goods handled in Columbus, better service between Columbus and air and rail gateways, and steps to assemble larger regular shipments, as discussed later, are improvements that will strengthen Columbus as an intermodal center. Trucking Columbus is well-served by trucking. There are about 130 truck lines in the Columbus area providing local, intrastate and national service. These include national companies, such as CF MotorFreight, Roadway and Yellow Freight Systems, Inc., as well as smaller companies, such as Walker ------------------------------------------------------------------- 2-14 Cambridge Systematic, Inc. Inland Port Infrastructure Study Trucking and Freight-A-Ranger. They are located near the major east-west interstate highway (1-70) and the north- south interstate highway (1-71). Truck delivery times for full truckload shippers, from Columbus to the west coast (Los Angeles) is about 54 hours. Because of the large number of truck lines, there is strong competition for business and rates are comparable or lower than from other areas of the United States. Ohio has a good balance of inbound and outbound goods moving by truck which means more two-way full trips and more favorable rates. Rail Columbus has good rail service provided by the three rail lines which operate traditional marshalling yards, and two of the rail lines, Conrail and Norfolk Southern, also provide intermodal service. Intermodal service inbound from the west generally is on double-stack trains from the ports of Seattle-Tacoma, San Francisco -Oakland, and Los Angeles - Long Beach. These are routed through gateways, such as Chicago, Kansas City and St. Louis. The containers for Columbus are separated from the through trains at these gateways, and brought to Columbus by rail and truck. For expedited service, actual travel time is about two days from the port to the gateway city and another day to reach Columbus. To this is added loading, cutoff times (goods must arrive several hours before the train leaves to allow for loading and assembling the train) and local drayage, generally bringing through shipping times to three to four and one- half days between the west coast and Columbus, depending on the route. The frequency and timing of service and connections through gateways affect shipment times to and from Columbus. For example, if an inbound international shipment's arrival is not coordinated with an expedited double-stack train's departure (or the containers can't be accommodated on the train), then a day or two can be lost in delivery. For both international and domestic service, there may not be daily expedited train service, which means that loads must wait for the train. In addition, the day of the week that expedited service is provided must be taken into account. For example, if trains depart on Thursday night or Friday morning from the west coast, they will arrive in Columbus at the beginning of the next business week. On the other hand, if they leave on Tuesday or Wednesday, they may arrive on the weekend and be held in the terminal for a day or two, making effective delivery times five or six days from the west coast. A critical link in rail logistics is the service between Columbus and the gateway cities. Breaking off the cars destined for Columbus and routing these without delay is critical to fast and efficient service. For this to happen, there must be enough rail cars to make up a small train or there must be scheduled train service coordinated with the arrival of the double stack train in the gateway city. Improved coordination of switching and ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-15 Inland Port Infrastructure Study transferring rail cars to trains from the gateway to Columbus would reduce overall shipping times. It would help to eliminate the need to truck some shipments between Columbus and the gateway cities. Scheduling of through double-stack trains between the west coast ports and the gateway cities depends on overall market and transportation considerations, over which individual Columbus' shippers have little influence. As the volume of intermodal goods trans-loaded in Columbus increases, service between the gateways and the cities will improve. In 1993, Conrail added two additional trains a week between Chicago and Columbus. The steamship companies, such as "K" Line, APL, Maersk, Hyundai, NYK and Mitsui play an important role in aggregating shipments and contracting for regularly scheduled rail service. Mitsui, for example, contracts for two weekly double-stack trains from the west coast to Columbus /Marysville. Much of the traffic on these is automobile parts. "K" Line is beginning to use Columbus as a distribution point for the Midwest and is increasing its traffic, much of which is now handled by Conrail's Buckeye Intermodal Terminal. Maersk is establishing a central container facility in Columbus which will serve all of Ohio. Although Columbus has good rail service with west coast ports, continuing improvements between Columbus and the gateway cities will benefit shippers in the area. It will also make rail more competitive with truck. Currently, the flexibility of truck service gives it a small time advantage for domestic shipments between Columbus and the west coast. Trucks can leave when they have a full load and go directly from the shipper to the receiver. Train shipments depend on which days of the week service is available, and load, unload, cutoff time and drayage to and from the rail terminals must be taken into account. Rail service for intermodal containers between the northeast coast ports and Columbus is generally through Cleveland, and for southeast coast ports, through Cincinnati or Louisville. Only about one-half as many rail containers are handled between the east coast and Columbus as are handled with the west coast. This is partly due to the less direct rail routes, less double- stack capacity and greater competition from trucks because of the shorter distance. For example, a large number of containers between Baltimore and Columbus move by truck, partly because of the more direct highway route. Columbus has a logistics advantage as a distribution (and shipment aggregation) center in the Midwest for goods shipped through east coast ports. Its location, more than 500 miles from most east coast ports, means that rail costs are competitive with truck. In addition, the cost of distribution from Columbus to most of the Midwest is less than the cost of distributing to this area directly from the east coast. Labor and handling costs, congestion and other factors in these coastal ports make distribution by truck more expensive per mile than in Columbus. Columbus' strategic ------------------------------------------------------------------- 2-16 Cambridge Systematic, Inc. Inland Port Infrastructure Study location, low cost, good intermodal infrastructure, and transportation services, make it an ideal location to serve as an inland port. Rail service improvements are needed with the east coast. These include more frequent and more direct service. just as with the west coast, increased volumes of intermodal goods will generate demand for improved service. This is occurring now, such as on Norfolk Southern's new oper- ations with Conrail by way of Cincinnati and Columbus, which provides better service between the southeast and to New England. In addition, other types of service and equipment, such as improved piggyback service, Triple- Crown, Road Rafler, and "iron highway," can provide alternatives to double-stack that are more competitive with trucking on short (500 mile) hauls. Persuading the railroads to introduce these new services in Columbus will strengthen its position and enable it to offer better, faster and lower cost rail service with the east coast. Air Port Columbus International Airport and Rickenbacker International Airport (RIA) provide good air service for both passengers and cargo. Port Columbus International Airport mainly serves passengers and Rickenbacker International Airport mainly serves cargo, although each serves both markets. Rickenbacker International Airport's cargo operations include packages handled through Federal Express' small hub operation, handling large all cargo aircraft from around the world and smaller charter and general aviation aircraft. In 1993, the Airport handled about 50,000 metric tons of air cargo, which is twice the amount handled in 1990. These were transported on about 5,000 aircraft operations, which is less than 10 percent of the flights at the Airport, and which account for a very small part of its available capacity. Airlines serving Rickenbacker International Airport include Federal Express, which operates daily flights, and all cargo charter flights operated by airlines such as Cargolux, Arrow, Evergreen, Northwest Cargo, Polar Air, Korean Airlines, and Kalita which provide service between Columbus and the Far East and Europe. Cargo aircraft using Rickenbacker include "wide bodies" such as Boeing 747s, and DC10s, as well as narrow-bodied and smaller aircraft such as DC8s, Boeing 727s, Cessna C208s and Fairchild F27s. Rickenbacker International Airport's Category 1 Instrument Landing System together with its FAA approved Noise Control Program mean that aircraft can land and take off at all times of day and in early all kinds of weather. Having dual runways means that there is an open runway even during most emergency repair conditions. ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-17 Inland Port Infrastructure Study Facilities for efficiently handling, loading, storing (including in active Foreign Trade Zone No. 138), and U.S. Customs processing are available on Rickenbacker International Airport. This means, for example, that goods arriving at Rickenbacker International Airport can be quickly unloaded, processed through U.S. Customs and delivered to receivers in the Midwest. Service for international shipments is faster, more reliable and less expensive at Rickenbacker International Airport than at major gateway airports. Port Columbus International Airport is served by about 18 passenger airlines with 325 daily nonstop and direct one-stop service to 42 cities. These aircraft carry "belly" freight, which means that there is good narrow body (small container) freight service to these cities. Good, frequent air service is important to both business travelers (who account for about half of the passenger trips), as well as to pleasure travelers. America West operates a small hub operation serving regional and national markets. In addition, the Airport handles several charter air passenger airlines, such as Sun Country, Carnival and Miami Air. Port Columbus also handles small packages and mail. United Parcel Service (UPS), for example, operates daily flights carrying packages between Columbus and their network of hubs. Air freight and mail are carried in the bellies of passenger aircraft and in smaller all-cargo planes. Some all-cargo charter aircraft also use the Airport. Altogether, about 55,000 tons of air cargo and mail were handled in 1992. About 60 percent of this (about 30,000 metric tons) was air cargo and about 25,000 tons was air mail. Columbus is an important air mail distribution point in the Midwest. For less than planeload shipments, especially with international locations, shippers in Columbus mainly rely on service through international gateway airports, such as Chicago, New York (JFK), and Miami (especially with Central and South America). These gateway airports have the frequency of direct service to a large number of international destinations on wide bodied aircraft that are required by shippers. Goods are usually trucked to or from the gateways and Columbus. Through Chicago, this adds about one-half day to the one- or two-days overall shipping time and increases the cost by a small percentage. To New York or Miami, it adds an additional one to two days and higher trucking costs. Because shipments may be less than truckload, the per pound costs may be high if the shipments are not consolidated. However this may also require more time and handling may be slower. Shipping through gateways is less reliable because packages may be bumped" by those of higher priority shippers. Providing better service between Columbus and gateway airports is one step that would be helpful to air cargo shippers. A second step is to improve the backhaul on large air cargo planes departing from Columbus. Currently most all-cargo flights arrive full, but leave empty. Aggregating ------------------------------------------------------------------- 2-18 Cambridge Systematic, Inc. Inland Port Infrastructure Study backhaul shipments out of Columbus would provide direct outbound service to more destinations and would help to reduce air shipment costs because planes would be carrying cargo both inbound and outbound, rather than just inbound. - 2.5 Other Advantages Many logistics services that support intermodal transportation are located in the Columbus area. These include integrated transportation companies such as UPS, which operates one of its largest package distribution hubs in the Midwest through its two Columbus facilities. LandAir, an important company handling the ground transportation of air cargo to and from airports, has recently located its national hub at Rickenbacker Inter- national Airport. Many large public and private warehouses are located in Columbus which distribute goods throughout the Midwest and nationwide from their Columbus locations. Other support services include the North American Trade Point(NATP) which is being established in Columbus. It is the only trade point in North America designated by the United Nations Conference on Trade and Development (UNCTAD) as part of its trade efficiency initiative. The U.N. network, which includes Trade Points in more than 30 countries worldwide, is designed to facilitate international trade by providing small- and medium-sized businesses with a centralized access point for trade information, databases, trade linkages, and advanced communications technologies.The World Trade Center Columbus, working closely with The Greater Columbus Area Chamber of Commerce, provides additional support and assistance in foreign trade.The recently completed 158,000 square foot Ohio Distribution Warehouse constructed within FreeTrade Zone No. 138 at Rickenbacker International Airport provides foreign trade zone services and complements services provided by U.S. Customs bonded warehouses in the area.Several logistics companies, including Exel and Impex Logistics, are located in Columbus. More than 20 other international trade consultants, 38 freight forwarders and customs brokers, and representatives of international ocean shipping companies, such as APL, Honda Trading Company, and Evergreen, have local offices. Numerous banks, attorneys, translators, and other services which facilitate international and domestic freight transportation are also available in Columbus. The area has a broad range of logistics services required by companies carrying out international trade from the Columbus area. Several large companies in Columbus are leaders in domestic and intermodal transportation. The volume of their activities and their knowledge play an instrumental role in improving intermodal service in the Columbus ------------------------------------------------------------------- Cambridge Systematic, Inc. 2-19 Inland Port Infrastructure Study area. On one hand, their requirements (such as Honda Motor Company's) mean that more frequent expedited double-stack rail service is provided to the Columbus area.To some extent, other shippers can take advantage of this by "piggybacking" on this service through the steamship companies (such as Mitsui and Honda Trading Company) who handle some of this freight.Other large volume companies, such as Consolidated Stores Corporation, The Limited and Ross Laboratories have extremely knowledgeable logistics staff who make their insight available to other shippers in the area.The combination of high volumes of goods movements, knowledgeable logistics staff and local experts available from The Ohio State University and from specialized logistics companies, strengthen the capabilities of many companies in the area and help them to take advantage of the good transportation services and freight infrastructure in the Columbus area. ------------------------------------------------------------------- 2-20 Cambridge Systematic,Inc. 3.0 Forecasts - 3.1 Introduction This section presents forecasts to 2010 of the freight handled by the intermodal rail terminals, airports and trucks in the Columbus area.It begins with a review of the trends in the local economy which provides a back- ground for the forecasts. The concluding section presents a forecast of warehousing, which, is closely related to the growth of intermodal traffic in Columbus and is expected to be one of the most rapidly growing sectors of the Columbus economy. - 3.2 Forecast of the Economy of the Columbus Area The Columbus metropolitan statistical area (MSA) has been one of the fastest growing in the Midwest and it is expected to continue to grow rapidly in the future (see Table 3.1). Between 1980 and 1990, the population of the six-county MSA increased by 9.3 percent, from 1,260,000 to 1,377,000.This is an annual rate of growth of 0.9 percent.Its population is forecast to increase by 273,000, reaching 1,650,000 in 2010.This is nearly a 20 percent increase and reflects a continuation of its 1980 to 1990 annual rate of growth. The Mid-Ohio area, with a 1990 population of 3,341,000, is expected to grow about two-thirds as fast as Columbus.Its population is forecast to increase by 459,000 (13.7 percent or 0.7 percent annually), reaching 3,800,000 in 2010.The population of Columbus' hinterland (within about 250 miles) is forecast to increase by 1,579,000 by 2010, reaching 25,236,000 in 2010.Although the numerical increase is larger than the 1990 population of Columbus, the annual rate of growth is less than one- third as fast as in Columbus and about one-half as fast as in the Md-Ohio area. The annual average rate of growth in employment in Columbus is forecast to about one-quarter faster than in the Mid-Ohio area and three times faster than in its hinterland.Between 1990 and 2010, employment in Columbus is forecast to increase by 246,000 (34.6 percent), rising from 712,000 to 958,000.In the Mid-Ohio area, it will increase by 420,000 (25.4 percent), rising from 1,652,000 to 2,072,000.Employment in Columbus' hinterland will increase by 1,544,000 (12.8 percent), rising from 12,110,000 Cambridge Systematic, Inc. 3-1 Inland Port Infrastructure Study Table 3.1 Population and Employment in Columbus and Its Trade Area, 1990-2010
Sources: 1. Columbus MSA data was forecast by Cambridge Systematic, Inc., taking into account projections by MORPC, The Greater Columbus Chamber of Commerce and other sources. 2. Mid-Ohio Area is approximately within 50 miles of Columbus. The forecast reflects growth in the Columbus MSA and forecasts for the surrounding economic region by the U.S. Bureau of Economic Analysis in, "BEA Regional Projections to 2040." 3. The forecasts for the 250-mile area are based on, "BEA Regional Projections to 2040." ------------------------------------------------------------------- 3-2 Cambridge Systematic, Inc. Inland Port Infrastructure Study to 13,654,000.The increase in employment in the hinterland is more than twice the total employment in Columbus in 1990. There are many reasons for the continued rapid growth of Columbus.These include a strong and well diversified industrial base, good labor force, competitive costs, good business climate and a location in the industrial heartland of the United States.Columbus was fortunate in not having the large concentration of heavy industry found in many Midwestern metropolitan areas.These industries have been through a long period of restructuring and downsizing which has adversely affected the economies of their areas.Instead, Columbus has attracted national corporate headquarters, seen the expansion of financial services, distribution, retail trade, tourism and conventions, and construction.The Ohio State University, Battelle Memorial Institute and other institutions have played important roles in spinning-off and supporting the growth of successful medium- and high- technology businesses.Both the City and the County governments have outstanding national reputations.This is reflected in the high quality of government services and good infrastructure, especially for transportation, that has been developed in the area.The rapid growth of the Columbus area adds to its national and international reputation as a good location for business in the Midwest. The continuing strong growth of Columbus and the Mid-Ohio area will generate rapidly growing demand for the shipment of manufactured products, retail goods, construction materials and other freight into and out of the area.Large national companies in the area are increasing the volume of goods shipped to and received from national and international markets.The expanding markets of smaller companies will add to this.The continued rapid rate of population growth and income will generate growing demand for retail goods, most of which will be brought into the Columbus area from national and international sources.The continued rapid expansion of warehousing and distribution will substantially increase the amount of freight coming into and being distributed from the Columbus area. Forecasts indicate that the economy of Columbus' 250-mile Midwest hinterland is recovering, making the transition from traditional heavy industry to more specialized manufacturing, higher technology businesses and services.While not growing as rapidly as Columbus, demand for intermodal freight transportation will increase with the expansion of businesses, especially as they develop national and international markets. ------------------------------------------------------------------- Cambridge Systematic, Inc. 3-3 Inland Port Infrastructure Study The economic forecasts indicate that demand for the intermodal transportation of goods will increase rapidly due to: - The continued rapid growth of the Columbus and Md- Ohio area; and - The growth of Columbus hinterland and expansion of national and international trade by the businesses located within one day's truck delivery time from Columbus. Columbus is the best location for serving the rapidly growing intermodal freight transportation needs of its Midwest hinterland, being centered between Chicago, Atlanta and New York, and it will attract an increasing share of goods moving into and out of this area. - 3.3 Forecasts of Truck, Air and Rail Intermodal Freight in the Columbus Area Overview Forecasts to 2010 of truck, air and intermodal rail freight in the Columbus area are presented in this section.The results are summarized in Table 3.2. These indicate that between 1992/1993 and 2010: - The number of intermodal containers and piggyback trailers handled at the three intermodal rail yards will more than double, increasing from 180,000 to 390,000 annually; - Air cargo and mail loaded and unloaded at Port Columbus International Airport and Rickenbacker International Airport will increase almost fourfold, rising from 108,000 to 404,000 tons annually; and - Truckloads of freight originating and terminating, as well as passing through the Columbus area, will increase from about 16,200 to 21,800 a day. These forecasts are consistent with national trends and reflect the economic growth of the Columbus area. 3-4 Cambridge Systematic, Inc. Table 3-2
Inland Port Infrastructure Study Methodology The forecasts of truck and intermodal rail freight were made by Transmode using their proprietary freight forecasting model. It started with the forecast of the economy of Columbus and its trade areas, which was sum- marized in the previous section.The annual tons/volume of freight generated and attracted by each economic sector were estimated by the model.Sectors generating most of the truck movements include manufacturing, wholesaling/distribution and retail trade.Based on the characteristics of goods being transported, such as their weight and volume, the number of equivalent 40-foot truckloads was estimated.Taking into account the types of goods, typical mode of transportation and distance shipped, these were allocated between intermodal rail /piggyback and trucks.The base year (1990) estimates were calibrated with available information on truck flows and movements of intermodal containers.The shares of goods in the Columbus MSA, Mid-Ohio area, State of Ohio, and within 250 miles that are handled through Columbus were estimated. Future volumes were forecasted taking into account: - The economic growth in each of the areas served, including the MSA, Mid-Ohio, State of Ohio and hinterland within 250 miles. - Increasing the share of goods in each area handled through Columbus by 5 to 10 percent, reflecting the growth of intermodal service through Columbus and rapid expansion of warehousing and distribution there. This means that if 20 percent of the goods in an area were handled through Columbus in 1990, this would increase to 21 to 22 percent in 2010. - The increase in goods movement per unit of output resulting from companies serving more distant(especially international) markets,greater outsourcing of components, and obtaining more good sand components from national and worldwide suppliers. The results of the forecasts were compared with national trends to assure they were consistent. The forecasts of intermodal rail containers were reviewed with the intermodal departments of the railroads who own the terminals, steamship companies, trucking companies and other local agencies involved in forecasting transportation needs. The forecasts were regarded as being reasonable, especially through the year 2000. No transportation company had made forecasts beyond the turn of the century. The air cargo and mail forecasts are based on special aviation studies, historic trends and comparisons with national forecasts. The forecasts of freight at Rickenbacker International Airport are based on the Airport Master Plan, the judgment of the aviation consultant and staff, and the 3-6 Cambridge Systematic, Inc. Inland Port Infrastructure Study judgment and staff of Rickenbacker International Airport. Forecasts for Port Columbus International Airport are based on the continuation of trends in air freight and mail at the Airport, national trends, and discussions with the staff of the Airport. Forecasts of Intermodal Rail Containers In 1990, a total of about 170,000 rail containers and piggyback trailers were handled annually at the three intermodal terminals in the Columbus area. Approximately 50,000 of these were at Norfolk Southern's Discovery Park (Watkins Road) Intermodal Terminal, 45,000 at the Marysville Honda/ Conrail Intermodal Terminal, and 75,000 at Conrail's Entermodal Terminal at the Buckeye Yard. Conrail's operations at Buckeye have increased substantially during the past three years. However, the number of intermodal containers handled at the Marysville Intermodal Terminal has declined because Honda has increased its domestic sourcing, mostly from suppliers within 300 miles who truck automobile parts to the plant. The total number of containers and trailers inbound is about 10 percent higher than the number outbound. The freight projection model estimated that the number of containers and trailers handled in the three Columbus intermodal terminals will increase from about 180,000 in 1993 to 270,000 in the year 2000 and to 390,000 in 2010 (see Table 3.2). The number of international containers, that is those coming from or destined for international locations, is expected to increase at an average annual rate of about 7.3 percent. Domestic containers, which are a new, small and rapidly growing market, are expected to increase at an average annual rate of 25 percent. RoadRailer and other new types of container equipment are expected to grow at an average annual rate of 10 percent. Both domestic containers and RoadRailers are expected to cut into the volume of piggyback trailers, which are expected to decrease by a ' bout 10 percent annually. The overall result is that container, trailer, RoadRailer and other types of movements are expected to increase at an average annual rate of about 4.7 percent annually. High and low ranges were forecast as well as the "most likely." (See Table 3.3.) The low range was forecast to be 293,000 containers annually, which is a 63 percent increase over number of containers handled in the Columbus area in 1993. This would occur if there is a substantial slowdown in the rate of growth of international containers from the historic rate of 7 to 10 percent annually, the domestic intermodal market develops less rapidly than expected, and trailers decline faster. On the other hand, if Cambridge Systematic, Inc. 3-7
3-8 Inland Port Infrastructure Study domestic container traffic develops faster than anticipated and new service/equipment, such as RoadRailer and the "iron highway" are implemented quickly, the forecast of containers and trailers could reach 372,000 in 2010. This is 47 percent higher than forecasted and three times the current number. While some steamship companies considered the "most likely" forecasts to be conservative, these were more in line with the expectations of some of the railroads. Neither had made forecasts of containers and trailers to 2010. Forecast of Truck Traffic There were estimated to be a total of 15,400 truckloads of goods daily in the Columbus area in 1990. Of this total, 10,900 were originating and terminating truckloads. Approximately 57 percent of these truckloads were associated with warehousing/distribution.. 25 percent with manufacturing and 18 percent with retail and other trips. In addition, there were about 4,500 truckloads passing through the Columbus area daily. The methodology used in making these forecasts was described earlier. Briefly, the volume of goods originating and terminating was forecasted based on the production of goods and inputs of materials in each economic sector. These were adjusted to truckload equivalents (full 40-foot long standard trailers) by taking into account weight and bulk characteristics of goods being shipped and received. Then truckloads were estimated by taking into account the size of trucks. Local deliveries are made using more small trucks and long distance movements mainly are by large trucks. It was assumed that most trucks were operating nearly full, which results in a conservative estimate of actual truck movements. The forecast of average daily truck movements indicated that there were a total of 16,200 originating and through movements in 1992/1993 and that this would increase to 18,400 in the year 2000 and then to 21,800 in 2010, in the "most likely" case. In 2010, 15,400 would be originating and terminating truck trips and 6,400 would be through truck trips. The 2010 forecast of average daily truck trips is 34.6 percent higher than the level in 1993. Both low and high forecasts of truck movements were made (see Table 3.3). In the low scenario, in which the Columbus area would expand less rapidly and wholesale/distribution would not grow as fast, average daily truck movements would total 19,700 in 2010, which is 10 percent less than in the "most likely" case. In this example, domestic containers and RoadRailer/Iron Highway types of technologies would cut into the long-haul truck market. In the high scenario, there would be 25,400 average daily truck movements, about 17 percent higher than the "most likely" scenario. The rapid rate of expansion that is forecasted in warehousing/distribution and ------------------------------------------------------------------- Cambridge Systematic, Inc. 3-9 Inland Port Infrastructure Study the increasing share of goods in Columbus hinterland handled through its intermodal facilities suggest that the number of truck movements should reach the level forecast in the "most likely" scenario and it is probable that they will be higher. Forecast of Air Cargo In 1993, it was estimated that a total of 108,000 tons of air cargo and mail were handled at Port Columbus International Airport and at Rickenbacker International Airport. Excluding mail, Rickenbacker International Airport handled about twice as much air freight and cargo as Port Columbus International Airport. It is forecasted that air cargo will more than double by the year 2000, reaching 240,000 tons; by the year 2010, it will nearly quadruple, reaching 404,000 tons. Most of the growth in air freight and cargo is expected to be handled at Rickenbacker International Airport. It is expected that international air cargo operations will increase rapidly, especially with improved backhauls. The Aviation Consultant expects that a small international hub operation will be established at Rickenbacker International Airport, growing out of the expansion of current international operations and negotiations that are underway with several airlines. The rate of growth in air freight and cargo at Rickenbacker International Airport is expected to average about nine percent annually. The growth of air cargo and mail at Port Columbus International Airport is expected to reflect a continuation of past trends, averaging about six percent annually. The conservative forecast indicates that total air freight and mail for both airports would almost double by 2010, reaching 197,000 tons (see Table 3.3). In this scenario, no international or domestic air freight hub would be established at Rickenbacker International Airport, so it represents normal growth in air freight, more or less paralleling the national rate of growth. In the high alternative, a domestic air cargo hub (such as a package or mail hub) would be established at Rickenbacker International Airport and total freight and mail handled at the Airport would total more than one million tons annually. The Aviation Consultant expressed the opinion that there is some possibility that a hub might relocate to Columbus, a satellite package hub might be established, or a new cargo/ package airline might base its operations at Columbus. A domestic hub, which is one of the scenarios presented in the Airport Master Plan, would result in a tenfold increase in air cargo. 3-10 Cambridge Systematic, Inc. Inland Port Infrastructure Study - 3.4 Forecasts of Warehousing and Distribution In 1993 there were about 86 million square feet of warehouse/distribution space in the Columbus area. This occupied nearly 4,000 acres of land, or about 6.2 square miles. More than one-half of this space was associated with warehouse/distribution/wholesaling operations, almost one-third was associated with manufacturing plants and the remaining 15 percent was approximately equally divided between government (such as the Defense Construction Supply Center), retailing and other activities. The "most likely" forecast of warehouse/distribution indicates that its space will increase by 56 percent, reaching 134 million square feet and occupying about 9.6 square miles in 2010. Private and public warehouses are expected to increase by 80 percent. Mixing warehouses, in which goods are brought from long distances into a central warehouse that supplies a large number of retail stores (and other activities) within a one day drive (250 miles) of Columbus, are expected to continue to grow rapidly. Also major national distribution warehouses, such as those operated by Consolidated Stores Corporation, The Limited, and Spiegel's, are expected to continue to expand rapidly. On the other hand, warehouse facilities associated with manufacturing only are expected to expand about one-third as rapidly. Warehousing associated with government activities will show little overall growth. There may be some reduction of federal warehousing activity which will be more than offset by the expansion of state and local warehousing and storage. Under the low scenario, warehousing/distribution would be about one-sixth less in 2010 than in the "most likely" case, reaching about 113 million square feet. Reasons for lower overall growth are that there would be a greater reduction in government-related (especially Department of Defense) warehousing, manufacturing-related warehousing would expand at a slower rate and Inland Port-related transportation improvements by private companies (such as rail lines) would be implemented slowly. This appears to be unlikely. Under the high scenario, warehouse/distribution space would be about 13 percent more than in the "most likely" case, and nearly double the current amount. There is good likelihood that this higher expansion will be achieved, especially if the Inland Port development program is implemented and the aggressive marketing program is undertaken as planned. ------------------------------------------------------------------- Cambridge Systematic, Inc. 3-11 Inland Port Infrastructure Study 4.0 Implications of Forecasts for Infrastructure Requirements - 4.1 Introduction The forecasts indicate that some intermodal and related transportation facilities in the Columbus area must be expanded. The intermodal rail terminals will need to almost double their capacity to handle containers. Warehousing and distribution activities will require approximately an additional 3.4 square miles of area for development. The growth of truck traffic will require the improvement of some roads, bridges, and thoroughfares and would benefit from improved traffic management. The increase in air freight will require additional cargo handling equipment and related facilities, but not major expansion of the airports. Some of the specific in- frastructure requirements are discussed in the following sections. - 4.2 Intermodal Rail Terminal Requirements Overview The number of containers and trailers handled at the three intermodal rail terminals is forecast to increase by 90,000 by the year 2000 and to more than double between 1993 and 2010, increasing by about 210,000. (See Table 3.2.) Unused capacity and currently planned expansions can accommodate about one- half of the demand through the year 2000 and about one-fourth of the total increase by 2010. The remainder will need to be accommodated by the expansion of existing terminals, mainly before the year 2000, and the continued expansion and/or addition of new terminals after the year 2000. Currently, there is sufficient unused capacity to handle about 30,000 containers and trailers at the three terminals. (See Table 4.1.) About two-thirds of this is at the Marysville Intermodal Terminal. However, this terminal is mainly operated to serve the Honda automobile plant and it is not ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-1 Inland Port Infrastructure Study Table 4.1 Intermodal Rail Terminal Capacity and Forecasts Columbus Area, 1993 and 2010
Note: Intermodal terminals include NS's Watkins Road, Conrail's Westbelt Trailvan and Marysville/Honda-Conrail. Data is for the base case. Source: Transmode Consultants, Inc. and Cambridge Systematic, Inc. ------------------------------------------------------------------- 4-2 Cambridge Systematic, Inc. Inland Port Infrastructure Study certain how much of that capacity, if any, will be available for other users. Furthermore, the terminal is nearly an hour's drive from Columbus. The remaining unused capacity is mostly at Norfolk Southern's Watkins Road (Discovery Park) Intermodal Terminal, with a small amount at Conrail's Westbelt Trailvan Intermodal Terminal. Current Intermodal Facilities Norfolk Southern's Discovery Park (Watkins Road) Intermodal Terminal opened in February 1990. It is a two-track facility located on a 40-acre site which is on the west side of NS's switching yard. Currently, the Terminal can accommodate about 38 rail cars, 188 stacked units, and 321 wheeled units. Overhead loaders are used to handle containers and trailers. Norfolk Southern is planning to approximately double the capacity of the Intermodal Terminal in 1994. Two additional tracks will be added with a capacity of 76 rail cars, 300 stacked units, and 650 wheeled units. It is expected that the volume of containers will increase by about 50 percent during the next three years, reaching more than 60,000 units. Expansion will take place on a 20-acre site adjacent to the current facility on part of the land that NS owns in this area. Conrail's Westbelt Trailvan Intermodal Terminal is located on the east side of the Buckeye Yard, which is its main Columbus terminal. The Intermodal Terminal has direct rail access to Conrail's Western Branch main line to Toledo and the west, to its main line to Cleveland and the east, and to its Cincinnati line. The Intermodal Terminal can accommodate 100 rail cars and about 900 wheeled units. Seven storage tracks are also used for assembling trains. More than 80,000 containers and trailers are handled annually. In 1993, "K" Line decided to use Columbus as a distribution center for the area within about 300 miles. This has resulted in substantial new business for the Intermodal Yard and requires more area for storage of containers and related needs. The Marysville Intermodal Terminal was established as a joint venture between Honda and Conrail. It is located adjacent to the Honda automobile plant which is about 40 miles west of Downtown Columbus, near US 33. The Intermodal Terminal is served by a five-mile long rail spur from Conrail's Western Branch line. The Terminal is operated by PTL Transportation Services almost exclusively for Honda. This Intermodal Terminal opened in 1990 and is a spacious, well-designed facility. It has four tracks, a total capacity of 176 rail cars, and 700 wheeled units. Overhead loaders are used. Approximately 40,000 containers are ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-3 Inland Port Infrastructure Study handled annually. Full inbound containers arrive on six dedicated container trains per week. Complete automobiles are shipped out in rail car carriers, not containers. Honda is increasing domestic sourcing of automobile parts, most of which are produced within trucking distance (300 miles), so the number of inbound containers is decreasing. Future Requirements Long-term expansion of the existing intermodal terminals to meet the forecast levels of container and trailer traffic may not be possible. Conrail's Westbelt Trailvan Intermodal Terminal is "landlocked." A few small (e.g., 10-acre) undeveloped parcels may be acquired but most of the rest of the surrounding area is developed for warehousing and other uses. The satellite container facility that is being established is not adjacent to the Terminal. Norfolk Southern has additional land for expansion at Discovery Park. However, this probably would be in a swampy area which might present environmental problems, as well as being difficult and expensive. it might result in more rail grade crossings at Williams Road. While expansion needs through the year 2000 might be accommodated at Discovery Park, it is not certain that all longer-term needs can be met at that location. One long-term alternative that has been suggested by the Rickenbacker Port Authority is expansion (or relocation) to an undeveloped area south of Watkins Road in the general vicinity of Rickenbacker International Airport. The future requirements do not all need to be met by the expansion of intermodal terminals. Small, scattered loading and unloading facilities may be used for RoadRailers and similar types of equipment, which are expected to handle an increasing proportion of intermodal freight, especially after the year 2000. However, the increase in domestic container traffic is expected to cut into trailer traffic, which will lead to an increase in the number of containers handled. This will partly offset the decrease resulting from the introduction of RoadRailers and similar systems. The conclusion is that existing intermodal terminal facilities may be expanded to meet most of the area's needs through the year 2000, especially if some traffic is shifted to the Marysville Intermodal Terminal. However, after the year 2000, it is very likely that a new intermodal rail terminal, especially for Conrail, will be needed in the area. Planning for the expansion of existing and new facilities will be carried out by the railroads who will build and operate them. Public agencies may be able to facilitate expansion in a variety of ways, including providing access roads and other infrastructure, zoning, and expediting development reviews. ------------------------------------------------------------------- 4-4 Cambridge Systematic, Inc. Inland Port Infrastructure Study - 4.3 Aviation Requirements Introduction Rickenbacker International Airport and Port Columbus International Airport have the basic aviation facilities required to accommodate their forecast increases in air freight and mail. Runways, taxiways, air traffic control, and other airport facilities that were primarily constructed for military or civilian passenger aircraft, are adequate for air cargo needs. There is sufficient basic airside capacity to meet short-term requirements. Some improvements will be required at both airports to handle the rapid growth in air cargo. These are described in the following sections and summarized in Table 4.2. Rickenbacker International Airport Rickenbacker International Airport generally has adequate facilities to meet short-term needs. Rickenbacker International Airport has a Category 11 instrument Landing System on its main runway which permits approaches to be flown when cloud ceilings are as low as 100 feet. Between 1981 and 1994, the "Capital Investment Summary" prepared by Rickenbacker International Airport indicated that a total of $262.6 million was invested on site. Investment by purpose is summarized in Table 4.3. The airfield and air cargo improvements listed above include a 273,000 square foot building for sorting packages built on a 60-acre ramp by the Flying Tigers during 1986/1987. This project involved private and public investment totalling about $60 million. Subsequently, Flying Tigers.was acquired by Federal Express and most of its operations were transferred to Indianapolis in 1989. The large ramp space is used by Federal Express and many other aircraft carrying air cargo. When Federal Express ceases to occupy the building, it is likely to continue to be used for air cargo. It would meet much of the projected air cargo needs through the year 2000, especially if it were converted to a joint use or multi-tenant building. Airport improvements that are planned, as air cargo increases and new development takes place, include a new entrance road, renovation and relocation of facilities as military uses are cut back and consolidated, building and utility improvements, purchase of new cargo handling equipment, and ramp upgrading. ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-5 Inland Port Infrastructure Study Table 4.2 Air Freight, Port Columbus International Airport and Rickenbacker International Airport, 1993 and 2010
Note: 1. Tons are metric (2,200 pounds) 2. If a hub is established at RIA (Scenarios 2 and 3) then larger cargo/apron/runway facilities would be needed. 3. Data is for the "most likely" case. Source: Cambridge Systematic, Inc., Aviation Consultant and Master Plans for Port Columbus and Rickenbacker International Airports. 4-6 Cambridge Systematic, Inc. Inland Port Infrastructure Study Table 4.3 Rickenbacker International Airport/Rickenbacker Air Industrial Park, 1981-1994
Source: Rickenbacker International Airport. ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-7 Inland Port Infrastructure Study The draft Airport Master Plan indicates that the primary short-term needs are for two new exit taxiways, at a cost of about $1.7 million. During the next five years, the pavement on the alternate runway (5L-23R) is expected to reach a "poor" or "failed" condition. The Aviation Consultant recommends that it be rehabilitated (at a cost of $1.3 million) or reconstructed (at a cost of $19.9 million). The 1991, "Port Columbus Reliever Airport Study," for MORPC recommended reconstruction of Runway 5L-23R, new taxiways, and other improvements totalling $26.9 million between 1990 and 1995, additional improvements costing $4.0 million between 1996 and 2000, and additional expenditures of $2.8 million between 2001 and 2010, based on the airport maintaining its current configuration. That report indicated that 90 percent of the costs would be borne by the federal government and five percent by the state. The remaining five percent ($1.7 million) would become locally. However, it is not certain that the federal and state government funding will actually be available. Expansion to maintain high quality complementary services and facilities is being planned as increases in air cargo and other development warrants. This includes expansion of U.S. Customs, ground services, warehousing, and other activities. In the longer term, or when a new international air cargo hub is established, reconfigured and/or additional air cargo facilities may be required. In the draft Master Plan, a 20-year scenario showing major expansion of Rickenbacker International Airport, shows it becoming a second (or the primary) airport in the Columbus area. With parallel runways a mile apart, simultaneous landings and takeoffs would be permitted. A third parallel runway for air cargo is also included in this scenario. This final development would be associated with a very large increase in numbers of aircraft operations, "...when reestablishment of air cargo hubbing activities result in an amount of nighttime peak period operations which exceed the [current dual runway] airfield capacity." This expansion of Rickenbacker International Airport is not needed to accommodate the "most likely" forecast of air freight. Port Columbus International Airport Port Columbus International Airport has the capacity to handle its forecast increase in freight and mail without major improvement to its runways, air traffic control, or other systems. These will be expanded to meet commercial passenger aircraft needs, since most freight and mail is carried in the "bellies" of passenger aircraft. Much air freight in all-cargo aircraft moves during "off-peak" hours for passenger aircraft so that the few daily cargo aircraft operating at Port Columbus (such as by UPS) do not add to air traffic congestion at the Airport. Facilities and equipment for handling aircraft ------------------------------------------------------------------- 4-8 Cambridge Systematic, Inc. Inland Port Infrastructure Study and cargo, such as ramps, cargo buildings, and loading devices, will need to be expanded as cargo and mail volumes increase. Short-term needs will be met by the recent $2.8 million expansion of facilities at the southeast cargo ramp. These included construction of an 850 foot by 250-foot ramp and overlay of a 950-foot by 150-foot taxiway to be used for aircraft parking, a new taxiway and air cargo service road. A new 36,000 square foot cargo building has recently been completed. Over the next 10 years, the Airport Master Plan provides for the expansion of cargo facilities to simultaneously accommodate up to three Boeing 747s and two DC10s or MD11s in the cargo area. These improvements will meet the requirements of the cargo and mail forecasts for the Airport through about 2010. The Capacity Enhancement Plan for Port Columbus International Airport recommended 26 improvements to increase the capacity of the Airport. These mainly will be for passenger aircraft, but all cargo aircraft will benefit from them as well. These will improve service for "belly" cargo carried on passenger aircraft. The improvements include relocating and extending runway 10L/28R, building a third parallel runway, l0S/28S, 800 feet south of runway 1OR/28L, and building a fourth parallel runway 650 feet north of runway 10L/28R. Included are numerous other taxiway, navaid, and operational recommendations. All together, these improvements would involve an investment of more than $200 million. The potential availability of the McDonnell Douglas facility on the south side of the airfield presents an opportunity for airport expansion. This includes the expansion and/or reconfiguration of airfield facilities, support facilities, air cargo, and other services. The Airport's Master Plan should be updated now so that recommendations can be taken into account before decisions are made about the disposition of this property. The experience at other airports is that acquisition of such sites by the airport when they become available has substantial long-term benefits and precludes conflicts and much more expensive acquisition costs in the future. - 4.4 Truck Requirements The forecast growth in trucking will increase truck traffic on highways and roads in the Columbus area. See Table 4.4. Truck traffic now accounts for less than 20 percent of all average daily traffic on nearly all of the highways in the Columbus area. For example, on the southern half of 1-270, average daily truck traffic accounts for between 5 and 10 percent of all vehicle trips; in the northeast quadrant, it accounts for between one and five percent. Furthermore, many truck trips are not made during peak commuting hours. Where possible, trucks move during off-peak hours to avoid congestion. ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-9 Inland Port Infrastructure Study Table 4.4 Trucking: Truckload Equivalents and Movements Columbus Area, 1993 and 2010
Note: Equivalent truckloads are full 40 foot trailers; truckloads are estimated actual trips; data is for the base case. Source: Transmode Consultants, Inc. and Cambridge Systematic, Inc. ------------------------------------------------------------------- 4-10 Cambridge Systematic, Inc. Inland Port Infrastructure Study Improvements to facilitate the projected increase in long-haul originating and terminating truck traffic are primarily required on secondary roads, especially those linking intermodal terminals, truck terminals, and dis- tribution facilities with major interstate highways. These include roads such as Alum Creek Drive, Trabue Road, Fisher Road, and Roberts Road, as well as smaller "feeder" roads. Many of the types of improvements are related to road (and shoulder) widths, turning radii, signalization, pavement/sub-base strength, and separation of trucks and automobiles. Specific improvements are discussed in Chapter 5.0. Improvements to serve the increase in number of trips by local delivery trucks are somewhat different than those for large trucks. Delivery trucks need to be able to move quickly and dependably around the Columbus area. This means being able to cross from one side of the City to the other quickly (such as on 1-70) and to have alternative routes (such as on the completed I-70/I-670) if there is a tie-up on I-70. It also means having temporary waiting areas when making pickups and deliveries, especially in the downtown area. Delivery trucks also need to move quickly and safely through office, light industrial, and flex space districts where large numbers of packages are picked up and delivered. In many instances, street networks in these areas were not designed for small truck traffic, which is increasing rapidly. - 4.5 Warehouse/Distribution Requirements The amount of space in warehouse/ distribution buildings in the Columbus area is forecasted to increase by 48 million square feet, rising from the current level of 86 million square feet to 134 million square feet in 2010. (See Table 4.5.) The land area required for this amount of building space (at 50 percent land coverage) is estimated to be approximately 2,200 acres, or 3.4 square miles. This is a very large amount of development for nonresidential activities. New and expanded warehouse/distribution facilities will locate in several parts of the Columbus area where there is good highway access, land costs are not high, there are large tracts of open land, and development is com- patible with other land uses. Based on these criteria, it is expected that about 40 percent of the development (about 1.4 square miles) will occur in the Alum Creek Drive Corridor, especially at and in the vicinity of Rickenbacker International Airport and SR 317. The second largest amount, about 20 percent, is expected to be located in the general vicinity of I-270 mostly south of I-70. About 15 percent is expected to be located in the general vicinity of I-270 northeast of I-70. The remaining 25 percent is ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-11 Inland Port Infrastructure Study Table 4.5 Warehouse/Distribution Space Requirements Columbus Area, 1993 and 2010
Note: Land area (site) is twice the area of buildings. Data is for the base case. Source: Cambridge Systematic, Inc. ------------------------------------------------------------------- 4-12 Cambridge Systematic, Inc. Inland Port Infrastructure Study expected to be scattered throughout the metropolitan area. Some smaller warehouse/distribution and trucking businesses will be attracted to the vicinity of I-670 because of its accessibility to downtown and to Port Columbus. This corridor will become a "high visibility" location for many businesses. Other smaller, specialized distribution businesses will locate near the downtown and in the north side, where they will serve rapidly expanding office and "flex-space" developments. The scale of warehouse/distribution development suggests that this type of development should receive special attention in land use and transportation planning. Land use planning should consider locations suitable for this type of development, have appropriate development standards (such as for setbacks, road widths, off-street parking, etc.), and "buffer" requirements to minimize conflicts with residential uses. Transportation planning should address road widths, road geometries, and fast and easy truck access from these facilities to major highways without going through residential areas. ------------------------------------------------------------------- Cambridge Systematic, Inc. 4-13 Inland Port Infrastructure Study 5.0 Recommendations 5.1 Introduction This section presents recommendations for developing the Greater Columbus Inland Port and improving freight transportation in the Columbus area. Initiatives to improve freight transportation service by bringing together businesses and agencies in three councils under The Greater Columbus Inland Port Authority are discussed first. Then recommendations for infrastructure improvements, which will facilitate the expansion of freight facilities and operations, are presented. The chapter concludes with comments about institutionalizing some of the functions of the Inland Port. - 5.2 Initiatives to Increase Freight and Intermodal Traffic in the Columbus Area Overview Attracting more freight traffic through Columbus requires transportation service and related improvements. Transportation service improvements include balancing inbound and outbound freight movements by increasing backhauls, better processing of international shipments, and strengthening cooperation among shippers, transportation companies, other support services and public agencies involved in freight transportation. Transportation and Other Service Improvements Specific actions include: - Achieving a better balance of inbound and outbound movements of freight by each mode of transportation - For rail, this includes shippers working together to aggregate more outbound shipments, especially those destined for the west coast. This may include serving a wider area through Columbus, working with railroads and shipping companies to obtain better service and rates, and taking advantage of empty container movements, such as those generated by Honda's operations. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-1 Inland port Infrastructure Study For air, there is a good opportunity to use empty backhauls outbound from Columbus. It is very likely that regular outbound all-cargo flights could be offered at favorable rates if loads were available. Freight forwarders, truck lines, or arrangements with package carriers might play a role in aggregating the outbound loads. More balanced outbound loads would result in lower cost air cargo service. Rickenbacker International Airport has been exploring several possibilities for attracting an international air cargo hub which could help to balance inbound and outbound air cargo flows. - Aggregating freight movements into larger shipments, especially by rail - Working together, shippers may be able to assemble larger loads of goods for shipment into and out of the area. With larger loads (more containers), the railroads and other transportation companies might provide better service. This could be additional inbound (or outbound) double-stack service from the west coast and faster service through gateways, such as Chicago and Kansas City. Higher volumes, together with more balanced flows, could result in more favorable rates. - Improved processing of international freight - The growing volume of inbound international freight is placing increasing burdens on U.S. Customs inspection in Columbus. Freight forwarders, railroads, and shippers have expressed an interest in expanded U.S. Customs inspection facilities as their traffic grows. This includes expansion of U.S. Customs inspection stations at Rickenbacker International Airport, especially when an international air cargo hub is established. Norfolk Southern and Conrail both have expressed an interest in having U.S. Customs inspection stations at their intermodal terminals so that they can bring containers directly to Columbus and handle inspection there. Trucking companies and shippers would like more U.S. Customs inspection stations, such as the ones operated by Freight-A-Rangers. Freight forwarders and shippers support the regional U.S. Customs office's initiatives to upgrade computer-related inspection and quota procedures. - Information to facilitate international shipments - Continued development and implementation of the Trade Point (NATP) will provide information to shippers, forwarders, and other businesses engaged in international trade. As the only such facility in North America, it can play a unique role acting as a catalyst for bringing together and disseminating information that will be helpful to companies in the Columbus area engaged in international trade. Specifically, the NATP will: - offer access to markets and on-line trade information and databases; - provide electronic bulletin boards for exchange of trade leads and inquiries; - simplify and standardize trade transactions; ------------------------------------------------------------------- 5-2 Cambridge Systematic, Inc. Inland Port Infrastructure Study - encourage trade by smaller businesses; - pilot new uses of information technologies; - reduce transaction time and costs; - offer video teleconferencing; and - provide access to organizations and services that promote international and domestic trade. - Financial, insurance and related shipment services - Publicizing and strengthening the capabilities of services available in the Columbus area that facilitate international and domestic trade will help shippers and others to take advantage of the resources that are available. International and domestic trade often involve insuring shipments, arranging for short-term financing, and other assistance. More than 50 accounting firms, 33 law firms, and 10 banks provide these services in the Co- lumbus area. Working together and with the World Trade Association, The Greater Columbus Chamber of Commerce and other organizations, the capabilities of these organizations can be enhanced and the information about the availability of their services can be made available to shippers in the Columbus area. - Marketing and other support services that attract more international transportation and business to the Columbus area - Strengthening the marketing efforts to attract more transportation services, such as international airlines, and new domestic and international businesses dependent on good transportation, are initiatives that should be expanded. This means building on Rickenbacker International Airport's new marketing initiative and strengthening, The Greater Columbus Chamber of Commerce's business development efforts, especially internationally. The capabilities of firms and organizations that can assist in the development of international business should be publicized. For example, in the Columbus area there are more than 23 international trade consultants, 14 translation firms, 30 freight forwarders, nine transportation consultants, and eight customs brokers. Implementation of these initiatives can be carried out through by the members of The Greater Columbus Inland Port Commission, including The Greater Columbus Chamber of Commerce, Rickenbacker and Port Columbus Port Authorities, World Trade Association, City of Columbus, Franklin County, and the state of Ohio. An important role in refining some of the transportation-related initiatives can be accomplished by several councils that have been established by The Greater Columbus Inland Port Commission. These are described in the following section. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-3 Inland Port Infrastructure Study Shipper, Transportation and Trade Councils The three councils that were established by The Greater Columbus Inland Port Commission in 1993 should continue to meet on a regular basis to identify issues of common concern to their members. As a group, they should recommend initiatives to improve freight transportation in the Columbus area and bring these to the attention of The Greater Columbus Inland Port Commission and appropriate public agencies. These councils also can become forums for the discussion of various initiatives to improve freight transportation, opening-up new paths of communications among members and between them and public agencies involved in improving transportation in the area. The objectives and membership of each council are listed below. Some overlap was purposely provided among the membership and objectives of the councils. - Shippers council - The objective of this council is to encourage businesses generating shipments to work together to improve the transportation of goods into and out of the Columbus area. This council includes representatives of manufacturing companies, warehouses and distributors, the Mid-Ohio Regional Planning Commission, the Ohio Department of Transportation, and other agencies concerned with transportation infrastructure and regulation. Some of the types of initiatives considered by this group include: - Coordination/aggregation of smaller shipments so that larger shipments can be made into and out of the area, especially by rail and air. Aggregating shipments into rail carloads, truckloads and cargo plane loads will attract more frequent, faster, and more economical service. - Cooperation on "backhauls" so that there is more balance between flows of goods into and out of the Columbus area on each mode of transportation. Carriers generally will offer more favorable rates if they can operate full in both directions. Larger backhauls (outbound movements to the west) would help to balance rail freight flows and reduce the need to move empty containers from Columbus to cities such as Chicago and Cincinnati to pick up westbound container loads. - Cooperation assembling outgoing air cargo loads. Many of the large all-cargo aircraft landing at Rickenbacker International Airport leave empty. By working with Midwest companies having large export shipments by air and with truck companies handling air cargo, outgoing loads might be assembled that can be shipped by air at attractive rates. ------------------------------------------------------------------- 5-4 Cambridge Systematic, Inc. Inland Port Infrastructure Study - Exchanging information about types of service required and to facilitate cooperation among shippers. Some of the meetings of the Shippers Council already have resulted in new cooperative arrangements resulting in faster rail container service through Chicago. - Transportation council - The objectives of this council are to provide an opportunity for companies engaged in different modes of transportation to discuss intermodal issues of mutual concern and to recommend initiatives that will facilitate intermodal freight movements. The issues range from infrastructure improvements to regulation. The council includes: 1) companies engaged in the transportation of goods, including trucking companies, railroads and airlines; 2) companies that arrange for and manage freight transportation, including steamship companies, such as A-PL, NYK, Maersk, Mitsui, "K" Line, Hyundai and others; 3) package freight companies, such as UPS, Federal Express and Airborne; 4) representatives of the Rickenbacker and Fort Columbus Port Authorities; and 5) representatives of local, regional and state transportation agencies. Some of the initiatives considered by this council are: - Infrastructure needs that affect the members' operations. These include improved truck access on roads serving intermodal facilities and between intermodal facilities and major highways; it also includes support for upgrading or completing major routes which will benefit truck transportation (such as 1-670). - Regulatory issues, such as special permitting of vehicles serving intermodal terminals and immediately adjacent areas so that full licensing fees are not required; truck routings, such as over designated local streets and for hazardous materials; truck weight and speed regulations; taxes (such as the state's franchise tax on railroads); licenses; and fees. - Development issues, involved in the expansion and operation of transportation terminals, satellites, and other facilities. These include establishing ongoing working relationships with public agencies involved in land use planning, zoning, permitting, environmental reviews, and other approvals so that requirements are better understood. - Air cargo and related aviation needs. These include identifying needed improvements at airports and coordination of on-airport and off-airport air cargo-related development, especially at Rickenbacker International Airport. - Other issues that will arise as intermodal freight transportation increases in the Columbus area. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-5 Inland Port Infrastructure Study - Trade council - The objective of this council is to recommend supporting service initiatives that will facilitate the expansion of national and international freight through the Columbus area. Members of this council include: 1) businesses providing specialized services for the transportation of goods, such as freight forwarders, customs brokers, lawyers, insurance companies, and financial institutions; 2) representatives of public agencies who are engaged in regulation, U.S. Customs export facilitation, international trade, and other aspects of freight transportation; 3) promotional agencies including The Greater Columbus Chamber of Commerce, NATP, the World Trade Center - Columbus; and 4) public agencies such as the Ohio Department of Development. Some of the specific initiatives considered by this council include: - Promotion of foreign trade for businesses in the Columbus and Mid-Ohio area. This includes working with trade missions, assisting companies in marketing efforts, such as participation in European and other trade fairs, and obtaining information about international market opportunities. - Attracting more domestic and international transportation services to the Columbus area. This includes liaisons with carriers and shipping lines to establish regular service through Columbus. - Improving Customs services by expanding processing facilities such as at Rickenbacker International Airport/Foreign Trade Zone No. 138, at intermodal rail terminals, and at other locations. Recommending steps to improve pre-clearance, especially on quota items, so that fewer imported goods are delayed for U.S. Customs inspection. - Working with the NATP to develop information and better systems for processing international waybills and other paperwork involved in importing and exporting goods. - Recommending and helping to coordinate export finance, insurance and other services that will facilitate international trade through Columbus. These councils will continue to work with each other and to coordinate their activities through The Greater Columbus Inland Port Commission. As appropriate, each will involve other agencies and businesses in their work and recommendations. Their overall objective is to identify priority areas and opportunities to improve transportation services, which will help to make the Columbus area an increasingly important hub for domestic and international freight transportation. ------------------------------------------------------------------- 5-6 Cambridge Systematic, Inc. Inland Port Infrastructure Study - 5.3 Infrastructure Improvements Introduction The review of freight infrastructure and forecasts of freight indicate that some improvements are required to meet current needs and others to accommodate projected growth. Expansion of intermodal rail terminals and warehouse/distribution development, will be undertaken by the private sector. Other improvements, such as road widenings, bridge replacements, drainage and expansion of some cargo facilities at airports will be undertaken by the public sector, including town, city, county, port authorities and state agencies. Coordination of efforts within the public and private sectors, as well as between these, is vital to implementing the infrastructure improvements needed to improve freight transportation in the Columbus area. The approach followed in this section is to address the infrastructure improvements required in "districts" in the vicinity of key intermodal facilities. This makes it possible to show how the improvements complement each other and achieve the overall objective of improving freight transportation in the Columbus area. Overall recommendations by district are discussed in this section. Freight-related infrastructure improvements that will be required outside of the districts are also discussed. The appendices provide more detail about specific improvements. The recommendations for infrastructure improvements focus on four areas. These are: - Alum Creek-Rickenbacker District, including Norfolk Southern's Discovery Park Intermodal Terminal and Rickenbacker International Airport; - West Side District in the vicinity of Conrail's Westbelt Trailvan Intermodal Terminal at the Buckeye rail yard; - Port Columbus District, including the Airport and the I- 670 and I-270 area in its vicinity; and - Other areas in Columbus where specific improvements are designated, such as the completion of I-670 and I-70. The infrastructure improvement program for each of the areas is described in the following sections. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-7 Inland Port Infrastructure Study Many of the specific improvements mentioned have been identified in the Transportation Improvement Program (TIP) of MORPC, by the City of Columbus, Franklin County, the Port Columbus International Airport and Rickenbacker International Airport. Generally the recommendations made in this study are modifications to planned improvements so these will accommodate truck movements better (such as wider turning radiuses, broader shoulders, etc.) and to accelerate their timing so that these will be better coordinated with other developments, especially those being carried out by the private sector. For example, this includes accelerating the improvement of access roads to Norfolk Southern's Discovery Park Intermodal Terminal so that these will be completed when the expansion of the Terminal becomes operational. The appendices to this report provide more detail about specific improvements, their timing, whether these already have been identified, and the responsible jurisdictions. Alum Creek-Rickenbacker District Overview It is recommended that the Alum Creek-Rickenbacker District be developed as an intermodal freight/distribution area. The District extends from 1-70 south to Rickenbacker Airport and includes the area in the general vicinity of Alum Creek Drive. It includes Norfolk Southern's Discovery Park Intermodal Terminal, Rickenbacker International Airport, borders on the CSX rail yard between Corr and Groveport Roads, and includes major warehouse/distribution/trucking facilities such as the Ohio Distribution Warehouse, Spiegel's, CF MotorFreight's terminal, LandAir's new national ground/air hub and Freight-A- Ranger, who handle containers and provide on-site U.S. Customs inspection. During the past five years there has been substantial growth in the corridor. This includes development of the Discovery Park Intermodal Terminal, the recently completed 2.1 million square foot Spiegel's warehouse, Ohio Distribution Warehouse's newly opened foreign trade zone facility, and several large warehouse/distribution buildings being built at Rickenbacker International Airport. The widening of Alum Creek Drive will be a catalyst for the development of freight-related facilities in the corridor. It will improve transportation access between facilities and major highways, such as 1-270, 1-70 and SR 104. It will complement the expansion of Norfolk Southern's Discovery Park Intermodal Terminal and enhance development in the vicinity of Rickenbacker International Airport and SR 317, which is proposed to be substantially upgraded and extended. ------------------------------------------------------------------- 5-8 Cambridge Systematic, Inc. Inland Port infrastructure Study Specific Improvements in the Alum Creek Corridor The major improvement is to upgrade and widen Alum Creek Drive north of I-270 to four or five lanes. The first priority section for upgrading is between I-270 and SR 104 because this stretch will carry the increased traffic generated by the expansion of Norfolk Southern's Discovery Park Intermodal Terminal and other warehouse/distribution development in the area. The widening and improvement of the section between SR 104 and I-70 also should be completed. Intersections with local roads carrying truck traffic should be improved as Alum Creek Drive is upgraded. Some of the important intersections are with Williams Road (which serves the two million square foot Ohio Distribution Warehouse) and New World Drive, which serves the Discovery Park Intermodal Terminal. As traffic increases, signals, additional lanes and cloverleaf may be added at intersections with 1-270, SR 104 and I-70. Some of the specific improvements in the I-270 to SR 104 section of the corridor include: - Rebuilding or replacement of the Watkins Road bridge over the Norfolk Southern tracks so that trucks exiting from north end of the Ohio Distribution Warehouse area can go east to Alum Creek Drive rather than west through a residential area. Currently the bridge is in disrepair, and is subject to weight restrictions. (This project is being considered by the City of Columbus. New designs for the bridge and cost estimates for its replacement are being prepared.) - Widening, repaving, improving intersections and other upgrading of Watkins Road-Discovery Drive from the entrance to the Intermodal Terminal to Alum Creek Drive. These improvements are needed to handle the current and increased truck traffic that will be generated by the expansion of the Intermodal Terminal, which is anticipated to be completed within the next year. This $8 million expansion will approximately double its capacity. - Construction of the new storm sewer near Alum Creek Drive. This improvement, which is partly funded by Norfolk Southern, will improve drainage along Alum Creek Drive. It will facilitate expansion of the Intermodal Terminal, development of the Discovery Park industrial area and other sites along Alum Creek Drive. - Williams Road improvements. This road provides access to Alum Creek Drive and to Groveport Road from the Ohio Distribution Warehouse and other nearby distribution facilities located along it. It carries a large amount of truck traffic. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-9 Inland Port Infrastructure Study - Lanes and shoulders should be widened, the road should be strengthened to handle heavy trucks and intersections with access roads should be upgraded. - Improvements should be made at the grade crossing with the Norfolk Southern main line at the south end of the Intermodal Terminal. Short-term improvements include adding an automatic rail crossing gate. Evaluations for relocating this section of Williams Road south (into Obetz) should be made so that the increased numbers of trains in Norfolk Southern's recently inaugurated Southeast New England service are not delayed and truck traffic is not delayed on Williams Road by trains shuttling among tracks in the yard. Norfolk Southern has recommended that an overpass be constructed on Williams Road. - Clearance should be increased in the underpass below the CSX tracks west of Groveport Road. Currently clearance is insufficient for large trucks. This improvement would help truck circulation, especially in the vicinity of the Lockbourne Industrial Park and the CSX yards, making it possible for them to use Groveport Road to reach SR 104 and 1-270, as well as for trucks from the east side of the CSX tracks to reach US 23. At the same time that the underpass is improved, the intersection of Williams Road and Groveport Road could be upgraded. Currently a very sharp left turn is required by trucks turning south onto Groveport Road. Some of the improvements in the section of the Alum Creek Drive Corridor between 1-270 and including Rickenbacker International port are: - Improvement of the intersection of Groveport Road and Alum Creek Drive, including the off and on ramps to I- 270. Currently there is periodic congestion in this area due to trucks exiting and entering I-270 and trucks using Groveport Road to reach I-270. These traffic flows involve several left turns. As traffic on Alum Creek Drive increases due to the expansion of the Norfolk Southern Intermodal Terminal and development at and near Rickenbacker International Airport, delays will increase substantially. A short-term step is to add more traffic signals and to coordinate their timing in this area. Longer-term actions include adding cloverleaf and access ramps at I-270. - Adding additional intersections and access roads to serve new development that will occur between SR 317 and I-270. This will include adding extra turning lanes, such as were provided for the new Spiegel's warehouse. The timing of these improvements should be coordinated with warehouse/distribution development, as it occurs. Planning for development of this area and water, sewer, road improvements and other infrastructure is being carried out by several jurisdictions. These include Franklin County, Rickenbacker Port Authority, City of Columbus, Groveport, and Obetz. ------------------------------------------------------------------- 5-10 Cambridge Systematic, Inc. Inland Port Infrastructure Study Some Recommendations of Improvements on Rickenbacker International Airport, in the SR 317 Corridor and Southern Section of the Alum Creek Drive Corridor Infrastructure improvements, such as road, sewer, water and other facilities will be needed to accommodate the rapid development of warehousing/distribution and increase in air cargo forecast at and in the vicinity of Rickenbacker International Airport. Development at Rickenbacker Air Industrial Park/Rickenbacker International Airport; between 1992 and 1994 includes: - More than $150 million invested in 3.4 million square feet of new warehouse/distribution and related facilities; and - Addition of about 3,000 jobs, bringing total employment to about 7,000 in this area. The forecasts cited in Chapter 3.0 indicated continued rapid expansion of Rickenbacker International Airport warehousing/distribution will occur and that air cargo at will increase sixfold by 2010. These circumstances will generate increasing needs for infrastructure improvements in the area. Franklin County, together with the Ohio Departments of Transportation and Development, has funded the SR 317 Corridor Study. Among this large study's objectives are to make recommendations about the location of SR 317, its design (width, intersections, etc.) and the amount of development that it will generate in its corridor. The Airport's draft Master Plan shows three alternative routings over the Rickenbacker Air Industrial Park/Rickenbacker International Airport. It is recommended that the results of this in-depth study, which will be available in a few months, be used to guide the recommendations for SR 317 and related roads, infrastructure and development, especially in the southern part of Alum Creek Drive, Rickenbacker Air Industrial Park/ Rickenbacker International Airport, their vicinity and in that section of the SR 317 Corridor. The following are suggestions for infrastructure projects in the Alum Creek Drive Corridor south of I-270, including SR 317 in the vicinity and on Rickenbacker International Airport. These are based on considerations related to intermodal transportation in the development of the Hand Port. - Complete the SR 317 Corridor Study and incorporate the results in infrastructure recommendations, supplementing and updating those listed below, as appropriate. - Widen, relocate and provide appropriate interchanges on SR 317 on and in the vicinity of Rickenbacker International Airport, based on the ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-11 Inland port Infrastructure Study recommendations of the SR 317 Corridor Study. Continue its widening to four or five lanes from Groveport through Rickenbacker Air Industrial Park/Rickenbacker International Airport to at least Alum Creek Drive. This would provide substantially improved access by two routes (Alum Creek Drive and US 33) to Rickenbacker International Airport and warehouse/distribution development in the corridor. It would enhance the development potential of the area and provide continued good truck access to Rickenbacker International Airport as air cargo activity increases and development continues. The location of SR 317 should complement and enhance the development potential in its Corridor, especially at Rickenbacker International Airport. The intersection of SR 317 and the extension of Alum Creek Drive in the vicinity of the entrance to Rickenbacker International Airport should be carefully planned by Rickenbacker International Airport staff and the Corridor Study team. Continued improvement of SR 317 from Alum Creek Drive to SR 23, and to I-71 would provide improved access to Rickenbacker International Airport and to warehouse/distribution and related activities in its vicinity. This is being evaluated in the SR 317 Corridor Study, including assessing its location, inducement to development, environmental impacts, traffic volume and costs of construction (including interchanges). Decisions on those two sections of SR 317 should be based on the results of the SR 317 Corridor Study. - Provide for the easy and efficient movement of trucks and "tugs" between the cargo area of Rickenbacker International Airport and warehouse/distribution facilities located on the north side of SR 317 (depending on its location). The warehouse/distribution area in the Rickenbacker Air Industrial Park/Foreign Trade Zone No. 138 should be functionally integrated with air cargo areas. For example, this would make it possible to have special drayage licensing (or exemptions) which would make it easy and less expensive to move goods between airside cargo areas and facilities in the Rickenbacker Air Industrial Park. - Extend Alum Creek Drive, connecting roadways and storm sewers into Rickenbacker International Airport. This involves coordination with the Route 317 Corridor Study and development planning at Rickenbacker International Airport. - Upgrade the Norfolk Southern Rail spur when warranted by the need for increased rail shipments to facilities located in the Rickenbacker Air Industrial Park/Rickenbacker International Airport. This may involve upgrading or relocation, depending on where rail- using facilities are designated. - Improve roads on Rickenbacker International Airport, including Curtis LeMay Avenue. ------------------------------------------------------------------- 5-12 Cambridge Systematic, Inc. Inland Port Infrastructure Study - Improve utilities on Rickenbacker International Airport, including sanitary and storm sewer extensions, telephone lines, gas lines and electrical distribution system. - Make appropriate improvements for the reuse of properties that are made available by the Phase ]El closure of the Air National Guard Base. - Make on-airport improvements to upgrade air cargo operations at Rickenbacker International Airport as warranted by the growth in air cargo activity, such as taxiways and runway resurfacing/rebuilding, as recommended in the Rickenbacker International Airport Master Plan. Infrastructure Improvements in the West Side District Overview The West Side District is centered on the Conrail Westbelt Trailvan Intermodal Terminal located at the Buckeye rail yard. It generally includes the area in the vicinity of 1-270 between Hilliard-Cemetery Road north of Roberts Road, south including Fisher Road almost to west Broad Street, and west almost to Hilliard-Rome Road. Included are a large number of warehouse/distribution facilities (including Consolidated Stores Corporation's distribution center), rail yards, package delivery services (such as UPS), container stations, trucking companies, and related activities. Highways I-70 and I-270 almost bisect this area, providing good access to and from regional and national markets. An increasing number of containers and trailers are being handled at the Intermodal Terminal. Part of the increase is due to the general growth of container traffic nationally, in which Columbus shares. In addition, Conrail has successfully competed for business from steamship lines such as the "K" Line. The result is that intermodal traffic has increased very rapidly and the Intermodal Terminal is approaching capacity. This growth in activity has attracted warehouse/distribution and related activities to the area. Numerous warehouse/distribution facilities have been built along Westbelt and Dividend Drives; larger warehouse/distribution facilities, such as Eddie Bauer, have located along International and Charter Streets north of Roberts Road; and new and expanding intermodal satellite facilities, such as TRANS International's, are located on Walcutt Road. This warehouse/distribution, trucking, and related development is surrounding and constraining the expansion of the Conrail Buckeye rail yard and Intermodal Terminal. Residential and commercial development is occurring along Hilliard-Rome Road. This is hindering the expansion of ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-13 Inland Port Infrastructure Study warehouse distribution activities westward and potentially causing land use and traffic conflicts. The large Sears Catalog Sales distribution warehouse is available for reuse because Sears has closed these operations. The focus of the infrastructure program in the Westbelt- Buckeye area includes: - Facilitating the expansion of Conrail's Intermodal Terminal and providing road linkages to satellite operations; - Planning rational land use development for expansion and to minimize conflicts between warehouse/distribution, and residential and commercial activities; - Providing good road access to thoroughfares and major routes, such as I-70 and 1-270, without increasing truck traffic through residential areas; - Planning and scheduling water, sewer and drainage improvements to improve the development potential of land in this area; and - Coordinating the timing of infrastructure improvements with the expansion of the Westbelt Trailvan Intermodal Terminal and acquiring rights-of-way for road widenings before development occurs. Some of the specific projects to accomplish these objectives are listed in the following section. Specific Improvements in the West Side District Several types of infrastructure improvements are recommended in the West Side District. Their purpose is to provide better access to the Intermodal Terminal and to facilitate expansion of satellite and related activities. Other improvements will provide better access to major highways (such as I-70 and I- 270), and major thoroughfares. Improvements in the Roberts, Walcutt, and Trabue Road Area West of Conrail's Intermodal Terminal and Buckeye Yard This is the closest area to the Intermodal Terminal for development of satellite and related warehouse/distribution activities. The land use plan prepared in 1991 by the City in the "West Columbus Interim Development Concept" shows warehousing/distribution from the rail yard extending to the west side of Walcutt Road and along Trabue Road to Hilliard- Rome. It provides general guidance about how this area might be developed. Currently much of this area is rural and served by two-lane roads that were built for light density automobile and occasional truck traffic. To function as a warehouse/distribution area, including satellite ------------------------------------------------------------------- 5-14 Cambridge Systematic, Inc. Inland Port infrastructure Study intermodal facilities (such as container storage), substantial road improvements are required. These will need to be made by the appropriate jurisdictions in which they are located, including the City of Columbus, Franklin County and Norwich Township. Some of the improvements include: - Widening Roberts Road to four lanes from the bridge over the Conrail tracks west to Walcutt Road in order to provide good access between the Intermodal Terminal and the Walcutt Road area. This is needed to serve a satellite intermodal container terminal which will be built (or an existing one substantially expanded) during 1994. This means extending the four-lane width of Roberts Road at the west end of the newly renovated bridge over the Conrail tracks to Walcutt Road, including improvements at intersections (such as traffic signals and turning lanes) when traffic flow warrants these. - Widening Walcutt Road to accommodate trucks handling intermodal containers going to and from the Intermodal Terminal and other planned development. Currently Walcutt Road is a narrow two-lane road designed to handle light density automobile traffic. Suitable improvements should be made for handling trucks. Currently much of the area along the road is undeveloped so it would be cost- effective to acquire the right-of-way needed for expansion in the near future. - Widening, straightening and other improvements to Trabue Road from the bridge over the Conrail tracks to the Hilliard-Rome Road intersection with I-70. These improvements are needed to provide better access between the Intermodal Terminal and the Walcutt Road area and to improve access from these areas to I-70. Improvement of Trabue and Walcutt Roads will help to channel truck traffic along these routes and deter truck traffic in residential areas, especially along Roberts Road between Walcutt Road and Hilliard-Rome and along Hilliard-Rome from Roberts Road to Trabue Road. Trabue is a two-lane road carrying a large number of trucks. Increased activity at the Westbelt Intermodal Terminal and development of satellite and warehouse/distribution activities in the Walcutt Road area will substantially increase truck traffic on it. Development of a retail/office complex at the intersection of Hilliard-Rome and Trabue Roads will generate additional automobile traffic. This will increase traffic congestion at the intersection. In anticipation of this, some road improvements at the intersection are being planned by the developer. UPS' distribution facility, which is located at the west end of the bridge over the Conrail tracks, has approximately 300 delivery trucks exiting on to Trabue Road in the morning and returning in the evening. In addition, there are regular trailer truck and container deliveries to the facility throughout the day. Delays and backups turning off and onto Trabue ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-15 Inland Port Infrastructure Study Road now are significant during peak hours. These will become much longer as traffic increases on Trabue Road due to development of the satellite container facility and the commercial/office project. Specific improvements in the short term include the addition of timed signals at some intersections, acquisition of rights- of-way for widening and straightening Trabue Road while much of the frontage is still undeveloped, and planning improvements (such as turning lanes and signal timing) at the Hilliard-Rome interchange in conjunction with the new office/ commercial development. Over the longer term, improvement of the Hilliard-Rome-Trabue-I-70 interchange should be undertaken as proposed in the TIP. This will benefit both automobile and truck traffic. Adding turning lanes and cloverleaf will reduce the number of left turns and substantially improve traffic flow. - Other improvements include upgrading the intersection of Roberts Road and I-270, as traffic increases. This includes short-term actions, such as adding turning lanes and wider shoulders, and longer-term improvements such as adding cloverleaf, where space permits. - Storm sewer and drainage improvements will be needed to facilitate development in the Walcutt Road area.Some of these are included in the City's capital budget. Improvements in Other Parts of the West Side District Road and other improvements to complement expansion and reuse of major warehouse distribution facilities and thoroughfares providing local access to the West Side distribution area also will be needed.Some of these improvements include: - Road and other improvements in the vicinity of Phillips Road to serve the expansion of Consolidated Stores distribution center.Many of these improvements are already being carried out by the City of Columbus. - Improvements to Feeder/Fisher Roads to facilitate truck flows. These include intersection improvements, such as with Wilson Road, and other upgrading that may be required, depending on there use of the Sears Catalog Sales Distribution Center. - Improvements to Trabue Road east of I-270, including widening lanes and shoulders and improving intersections, such as with Wilson Road and Dublin-Mckinley Avenue, to better accommodate medium-sized trucks. Upgrading intersections and widening roads will be needed in the future as traffic increases in the Wilson Road-Roberts Road warehouse/distribution area east of I-270. 5-16 Cambridge Systematic,Inc. Inland Port Infrastructure Study Port Columbus District Overview The Port Columbus District is centered on Port Columbus International Airport.The area in its general vicinity includes numerous freight forwarders, customs brokers, air cargo, specialty air services, small package companies, small trucking companies, specialized warehousing/distribution, and other related uses.Some of these are located on the Airport, such as along the main entrance road, and in or near the air cargo area at the southeast end of the Airport.Other activities are located south of the Airport, such as along Fifth and Seventh Avenues, and in the Airport Gateway area, which is between Stelzer Road, Fifth Avenue, U.S. 62 and 1- 670. Infrastructure planning and development in the vicinity of Port Columbus International Airport mainly focuses on improvements that will be needed in the future to handle new development and redevelopment that is expected to occur.Four circumstances are expected to be catalysts for new development in the vicinity of the Airport.These are: - Rapid growth in air traffic will attract many businesses, spin-offs and suppliers to locate in the vicinity of the Airport.Port Columbus was the fastest growing airport in North America (in numbers of passengers) in 1992. - Recent completion of 1-670 will attract businesses to locate along it and in the "gateway" area because of the good accessibility it provides between the Airport, downtown and 1-270, and because of the high visibility of locations along it to large numbers of business and other travelers. - Potential availability for reuse of the very large McDonnell Douglas plant located along the south side of the Airport bordering Fifth Avenue. Part of the plant or site may be used for expansion of specialized aviation services and package delivery services (similar to DHL or Federal Express) and a variety of other activities that will benefit from a location adjacent to the Airport. The site also might be used for expansion of the airfield. - Expansion of warehousing/distribution along Stelzer/Hines Road north of I-670, new interchange and reconfiguration with I-270, and many other improvements, including a new Stelzer-Sunbury connector and the widening of Stelzer Road from I-670 to Sunbury Road. Much of the warehousing/distribution and commercial development that is occurring in this area is independent of the Airport. However, proximity to the Airport and services that are located there will help to accelerate this development. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-17 Inland Port Infrastructure Study The Airport has exceptionally good access.Interstate 1-670, which opened in 1993, provides fast access between the Airport and downtown, as well as between the main Airport entrance and 1-270.The cargo area at the southeast comer of the Airport has good, fast access north to 1-270 by Hamilton Road (Route 317) and south by Hamilton and East Broad streets.Fifth Avenue is a major thoroughfare linking the east end of the Airport with Stelzer road; there is also an on-Airport to the main terminal area by Sawyer road, which passes through tunnels under the taxiways. Specific Infrastructure Improvements in the Port Columbus District The first step in planning infrastructure improvements is for the City of Columbus, working with Port Columbus International Airport and other agencies, to prepare an overall guideline plan for development of this District. It includes updated land use plans and zoning. The plan should incorporate the recent Master Plan for the Port Columbus International Airport, forthcoming recommendations for the reuse of the McDonnell Douglas plant, and proposals for major new office industrial, commercial and warehouse/distribution developments. Special analyses should be undertaken of road, interchange, and intersection improvements that win support this development, as well as sewer, water, and other City capital budget expenditures that will facilitate sound and orderly development. Some of the short-term infrastructure improvements that are recommended in the vicinity of Port Columbus Airport include: - Turn-off /access lanes for trucks entering and leaving the southeast cargo area from Hamilton Road and Fifth Avenue. Trucks entering and leaving gates at the cargo area often must wait for a short time while they are being cleared through. Additional lanes or wider shoulders permitting vehicles to pull well off the road would be helpful, especially as air cargo and package delivery activities increase. - Improvements related to the reuse of the McDonnell Douglas facility. Consideration should be given to using at least part of this facility for expansion of the Airport and Airport-related facilities, including cargo. Access roads to the cargo area might be routed through the site, solving some of the access and egress problems noted above. Infrastructure improvements will depend on the reuse recommendations. Often it is prudent for an airport to acquire adjacent property, such as the plant, when it becomes available and then to lease the facility temporarily until the property is needed for airfield expansion. - Intersection improvements at the main Airport entrance on Stelzer Road. In the short term, traffic signal changes and extra turning lanes would help to reduce congestion and delays. This would benefit the trucks serving freight forwarders and air cargo companies located along ------------------------------------------------------------------- 5-18 Cambridge Systematic, Inc. Inland Port Infrastructure Study the main entrance road (International Gateway). However, most of the benefit would accrue to air passengers, employees and service vehicles. In the long term, grade separation at Stelzer Road would be desirable. This is complicated because of the need to go under a proposed new taxiway crossing the entrance road (included in the Airport Master Plan), and the short "weaving" distance between the Airport entrance and I- 670. This improvement is not required by air freight traffic, but it would benefit from improvement of the intersection. Other Improvements in the East Side Intermodal Freight Trans portation Area Other infrastructure improvements should be determined in con- junction with the planning guidelines developed for the "Gateway" area and Port Columbus District. Some improvements that may be considered are: - Upgrading Cassady Avenue to make it a more important thoroughfare linking office, light industrial, and mixed use developments with 1-670. This includes improving some roads and intersections, such as with Abler Road, which serves a proposed large new development. - Widening and improving Stelzer/Hines Road would provide another alternative access route to the Airport and to serve the developing warehouse/distribution area north of McCutcheon Road. An 11-component transportation project is planned in the McCutcheon- Sunbury-Morse-Stelzer and I-270 area which will substantially improve vehicle flows and access to the Airport from the north. - Improving access to Sunbury Road from Caseate Avenue and I-670 and improving access to Leonard Avenue which parallels I-670. - Sewer, water, and other improvements that will support the guideline plan for the District should be identified and incorporated in the City's capital budget. Improvements in Other Areas Overview Infrastructure improvements outside of the three Districts are also needed to improve the freight transportation in the Columbus Area. Generally, these are widely scattered and small in scale. A few of the improvements that have larger impacts are listed below. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-19 Inland Port Infrastructure Study Other Specific Improvements Some of these include: - Completion of I-670 across the Scioto River to 1-70. This will provide a fast route between the Port Columbus District, downtown and the West Side District. It also will provide an alternative crosstown route to I-70 and I-270. Both of these routes become congested during morning and evening rush hours. The west and north sections of I-270 carry large amounts of commuter traffic and flows are often slow and subject to delays. Tie-ups and accidents at the intersection of 1-70 and I-71, south of the downtown, can substantially delay crosstown trips. When completed, I-670 will provide an alternative crosstown route which will significantly improve the ability of truckers to meet tight delivery scheduling, especially during rush hours. - This section of I-670 is planned to be constructed but environmental approvals and funding may delay completion for several years. The increase in truck and container traffic, together with the views of truckers, suggest that earlier completion would be very desirable. - Improvements on Leonard Avenue and frontage roads along 1-670. Traffic on the recently completed I-670 from the downtown to Port Columbus International Airport/1-270 is increasing rapidly. This will continue to grow, especially when the extension to I-70 is completed. The route will provide excellent east-west access in the Columbus area making sites along it very attractive to many smaller distribution and other businesses. A frontage road that will provide access to sites that are visible and can be accessed from the highway will attract development, generating job opportunities for people living in the surrounding community. - Other improvements include widening Dublin Road to facilitate truck movements, reopening access ramps on SR 315 serving Grandview, widening and improving intersections on Georgesville Road in the vicinity of the Southwest Airport Industrial Park and Bolton Field Airport, and improvements to facilitate truck movements in the SR 104 Frank Road-1-71 area. - 5.4 Regulatory and Other Considerations Introduction Several regulatory and other changes would facilitate the movement of freight in the Columbus area and encourage Inland Port-related development. These range from changes in specific licensing requirements of ------------------------------------------------------------------- 5-20 Cambridge Systematic, Inc. Inland Port Infrastructure Study vehicles handling containers at intermodal terminals to coordinated transportation and land use planning in the three intermodal development districts that have been designated in this study. Some of the specific recommendations are described in the following sections. Movement of Containers in the Vicinity of Intermodal Terminals It is recommended that possibilities for special licensing/permitting of vehicles moving containers to and from the terminals and satellite facilities in their vicinity be explored with the Ohio Department of Transportation and other appropriate regulatory agencies. Currently, containers and chassis must be moved by fully licensed vehicles over public roads. Operations would be more efficient if some "yard" vehicles could move containers short distances because it would avoid some handling and the need for expensive licensing, insurance, and other requirements that must be met. In certain circumstances, such as in Toledo, ODOT has permitted such movements on a limited basis. Possibilities for this, and conditions to be met at the Westbelt Trailvan Intermodal Terminal, Rickenbacker International Airport and at Norfolk Southern's Intermodal Terminal should be discussed with ODOT. Site constraints require that increasing numbers of containers and trailers be stored outside of the Westbelt Trailvan Intermodal Terminal and Buckeye Yard. Empty containers are currently drayed to the nearby Columbus Intermodal Terminal and increasing numbers will be drayed to a new satellite terminal on Walcutt Road. These and other moves require fully licensed over-the-road vehicles. The possibility of working-out special regulations for moving intermodal containers by yard vehicles between the Westbelt Trailvan Intermodal Terminal (and Norfolk Southern Intermodal Terminal, if applicable) and nearby facilities should be explored with ODOT, especially in connection with the new satellite container terminal on Walcutt Road. At Rickenbacker International Airport, some trucking and warehouse operations located on and near Rickenbacker International Airport may wish to dray containers from the airfield to their facilities. In some cases, this may involve crossing public roads including SR 317, which may be relocated. It is recommended that the possibility of developing special licensing requirements for "tugs" and other vehicles that might be used for these short trips over certain routes be explored with ODOT. Licensing would be less costly than over-the-road truck licenses and might permit on-airfield vehicles to handle short moves, saving handling and transfer time, which is very important for time-sensitive air freight. It is likely that there would be some restrictions on routes and special road crossing requirements, so these should be discussed as plans for SR 317 ------------------------------------------------------------------ Cambridge Systematic, Inc. 5-21 Inland Port Infrastructure Study and other roads are being made. LandAir, which is just completing a new facility, might be interested in such arrangements, as might the Ohio Distribution Warehouse's foreign trade zone facility. Other Regulatory Considerations As the number of truck movements increase in the Columbus area, more attention should be given to improving truck flows. There are a number of specific initiatives that could be undertaken, including: - Improved signage, such as identifying the location and routes to and from major intermodal terminals and warehouse/distribution areas, especially from 1-270; - More specific signage of access roads to and from intermodal terminals and warehouse distribution areas in order to route trucks over improved roads and to deter movements through residential areas; - Specific, timely information about construction delays that will affect the movement of trucks should be made available so that trucking companies can take these into account in planning their drivers' routes; - Giving consideration in road reconstruction/repair contracts (by ODOT) to adding conditions specifying that a certain number of lanes must remain open, especially for routes handling large amounts of truck traffic. Such provisions would have helped truck movements on certain sections of 1-270 that were being rebuilt during 1993; - Beginning to introduce some IVHS techniques for improving truck flows on major routes and to reduce conflicts between truck and passenger car movements; and - Other improvements related to faster and more automated truck inspections (weight, tax, driver logs, etc.) might be implemented on a pilot basis in the Columbus area, if ODOT considers such an initiative to be worthwhile. Land Use Planning and Zoning in the Three Development Districts It is recommended that updated land use plans and zoning be prepared for each of the three development districts by the Columbus Department of Development working with Franklin County, Obetz, Groveport, Norwich, Hilliard, and other affected jurisdictions. The Department prepared a model study, "West Columbus Interim Development Concept: 1991," for ------------------------------------------------------------------- 5-22 Cambridge Systematic, Inc. Inland Port Infrastructure Study the area in the vicinity of the Conrail Westbelt Trailvan Intermodal Terminal and Buckeye Rail Yard. This report might be updated with the transportation recommendations made in this study and to incorporate recent developments, such as the new commercial,office project at Trabue and Hilliard-Rome Road and the commercial center at the intersection of Roberts Road and Hilliard-Rome Road. Similar studies could be prepared by the Department of Development for the Alum Creek - Rickenbacker District and for the Port Columbus District, as recommended elsewhere in this report. During the course of this study, the Columbus Department of Development played an active role, participating in meetings with shippers and others who were concerned with infrastructure development in each district. Different members of the Department's staff focussed specifically on the West Side District, Alum Creek-Rickenbacker District, Port Columbus district and the 1-670 Corridor - especially in the vicinity of Leonard Avenue. Their participation has started the process for incorporating the study recommendations in the City's land use plans and zoning, as well as coordinating infrastructure improvements included in the City's capital budget. Economic Development Economic development strategies to complement the district land use and zoning plans should be developed by the Columbus Department of Development. These should utilize its programs such as: - Target Urban Employment Centers programs, which apply to areas in the vicinity of Port Columbus International Airport; along I-670 in the general vicinity of Leonard Avenue; and to part of the Alum Creek Rickenbacker District, including the area between Alum Creek Drive, SR 104, Lockbourne Road and Williams Road; and - Community Reinvestment Area initiatives, which include the Limited and Ross Labs areas in the Port Columbus District, and Roxane Labs and Combibloc in the West Side area. Some of the special programs that are available in the targeted urban employment centers to assist Inland Port- related development, such as warehouse/distribution and related types of projects include: - Business Development funds to assist job-creating projects; - Special tax incentive and financing packages to assist businesses to expand and increase employment; and - Infrastructure improvements. ------------------------------------------------------------------- Cambridge Systematic, Inc. 5-23 Inland Port Infrastructure Study The Economic Development Division of the Department of Development can make available these and many other programs to assist Inland Port-related development in these Districts. Over the past 10 years, the Department has made available nearly $8 million in loans to 160 companies creating more than 1,200 jobs citywide. The potential availability of the McDonnell Douglas plant located on the south side of Port Columbus International Airport should be a key focal point in the economic strategy for the West Side district. It provides an opportunity for the Airport to expand and for the location of many airport related activities. How this property should be owned and developed and its relation to other development sites 'm the "gateway" area should be one of the subjects addressed in the District plan. The City's current study of the reuse of this building will provide key information to the economic and transportation development strategy for this district. - 5.5 Institutional Considerations Introduction The Greater Columbus Inland Port Commission is currently providing overall direction for freight transportation improvements that will expand the Greater Columbus Inland Port. This is being accomplished by bringing together and coordinating a wide range of businesses, organizations, governmental agencies, and port authorities. Funding support has been provided for specific projects by government agencies, such as MORPC and the Rickenbacker Port Authority, by institutions, such as The Greater Columbus Chamber of Commerce, and by businesses. In the future, The Greater Columbus Inland Port Commission should continue to play a key role in coordinating and providing leadership and direction for the Inland Port program. This effort requires cooperation and involvement of so many different private businesses, public agencies, and institutions that creation of a single "super" agency would not be appropriate. However, over time, consideration should be given to institutionalizing certain activities. This means identifying ongoing tasks involved in implementing the Inland Port development program and finding revenue sources to support it. Even in the long term, much of the detailed planning, development and financing of programs and improvements win be carried out by existing agencies as part of their traditional responsibilities. Therefore, this section focuses on identifying some of the ongoing tasks to be carried out in the implementation of the Inland Port devel- opment program rather than recommending a specific organizational structure. ------------------------------------------------------------------- 5-24 Cambridge Systematic, Inc. Inland Port Infrastructure Study Specific Tasks to be Carried Out in the Inland Port Development Program Some of the specific tasks include: - Coordination of businesses,governmental agencies and institutions involved in the development of the Greater Columbus Inland Port and management of the Inland Port program - This is a continuation of the current role of The Greater Columbus Inland Port Commission.It involves regularly bringing together public and private businesses and organizations in the Columbus area that are concerned with implementation of the Inland Port to: - keep members up-to-date on initiatives and actions related to its envelopment; - identify where there is a need for improved coordination among agencies and businesses; - report on new service, infrastructure and other developments; - report on the results of ongoing work, such as marketing initiative and special studies; - to be a forum for ideas about the Inland Port; and - to publicize, as appropriate, key accomplishments of the Inland Port development program. - Support and coordinate the efforts of the shipper, transportation and trade councils - The Commission should continue to support the work of the councils and help to coordinate their work.Meetings of the Commission will provide an opportunity for sharing and discussing the recommendations of the councils with all of the members. - Assist inidentifying and supporting infrastructure improvements related to development of the Inland Port - The Commission,through its members and councils, has supported this study of freight infrastructure needs in the Columbus area and provided input to there commen- dations that are made. It will continue to support the implementation and funding of appropriate improvements recommended in the report and by its members. Cambridge Systematic, Inc. 5-25 Inland Port Infrastructure Study - Design and implement a marketing program for the Inland Port - A program to market the Greater Columbus Inland Port has been prepared under the direction of Professor LaLonde. This was implemented during the Spring of 1994. The marketing effort focuses on: - shippers, especially attracting distribution, assembly and manufacturing plants to the central Ohio area; - air cargo, especially improving the quality, availability and cost of air cargo service in the Columbus area, identifying opportunities to increase the volume of aircargo through Columbus, and working with Rickenbacker International Airport and other agencies to attract cargo airlines; - intermodal freight, especially working with transportation companies to improve the quality, availability and cost of intermodal transportation service in the Columbus area; and - to promote the advantages of Columbus as location for distribution in the west and for transportation dependent businesses. - Negotiate with additional coastal port authorities,steamship companies and other agencies to establish preferential relationships with Columbus - Agreements have been signed between Columbus and the ports of New York/New Jersey and Los Angeles/Long Beach, and others are being explored with Seattle-Tacoma, Norfolk,and others, to provide good service to and from Columbus by double- stack rail containers and by other types of expedited transportation services. The objective of these ongoing efforts is to provide faster, more reliable and lower cost transportation between coastal port sand Columbus in order to strengthen and formalize its position as an inland port. - Improve freight transportation in the Columbus area, its hinterland, and between Columbus and other national and international locations - There should be two or more full-time staff whose role is to coordinate planning for freight and intermodal transportation. Their role includes: - serving as staff for the Commission and its councils; - coordinating with transportation planning agencies including MORPC,the City of Columbus, Franklin County, Rickenbacker and Port Columbus port authorities, Ohio Department of Transportation, and other public organizations engaged intransportation planning in the Greater Columbus area; 5-26 Cambridge Systematic,Inc. Inland Port Infrastructure Study - working with shippers, transportation companies, and other businesses and private organizations concerned with improving freight and intermodal transportation associated with the Greater Columbus Inland Port; and - undertaking other initiatives to support the Commission's work. - The Mid-Ohio Regional Planning Commission should continue its leading role in intermodal freight planning and coordination in the Columbus area, working closely with public agencies, such as the Ohio Department of Transportation, Franklin County, and the City of Columbus - It has worked closely with The Greater Columbus Inland Port Commission, its councils and with shippers, transportation companies, and others engaged in freight transportation in the area. MORPC has been highly effective in bringing together private and public interests to identify freight infrastructure needs.Through its efforts, planning for these needs has begun and initial steps to implement some improvements are underway.Its continuing role in this effort is vital to the success of the Inland Port. - Develop revenue sources to sustain the ongoing work of The Greater Columbus Inland Port Commission - The ongoing work of the Commission and its staff will require a sustained source of funding for its core activities.Initially the financial requirements will be relatively small.Reliance may be placed on special grants and assistance by full time staff of transportation planning agencies and other groups.In the longer term (two to three years), a dedicated source of funding will be needed to sustain these activities.This may be from several sources, including contributions by members, grants or allocations by public agencies and institutions, or incorporating the Inland Port activities as part of an existing public agency, port authority or institution. The institutionalization of certain functions of The Greater Columbus Inland Port Commission will depend on how its activities expand and the success that these achieve.There are many different paths that may be followed.These range from setting up an independent agency to continuing mainly in a coordinating and advisory capacity.It is likely that in the short term, the Commission's activities will be highly focussed on specific tasks, such as marketing, and that it will depend on its members (including public and private agencies) for technical support.Over the longer term, other ways of carrying out some of the functions listed above should be explored.Some agencies may take the leadership in several of these.The Greater Columbus Inland Port Commission should build the capability to maintain its leadership role and to carry out key tasks that do not fall within the purview of other agencies and organizations. Cambridge Systematic, Inc. 5-27 Inland Port Infrastructure Study 6.0 Conclusions 6.1 Overview Based on the findings of this study, we conclude that it is feasible for Columbus to substantially expand as an Inland Port. It has an excellent location as a central place for warehousing and distribution to the Midwest and to the Eastern United States markets. Its immediate market area - the Mid-Ohio region - is projected to grow comparatively rapidly during the next 15 years. Columbus dominates distribution in the Mid-Ohio region, providing it with a solid economic base for growth. Its location, which is equidistant from Chicago, New York and Atlanta - the major warehousing and distribution centers in the Eastern United States - will make it competitive as a distribution center for firms shipping and receiving high value, low bulk products. With a strong economy, a central location, and the transportation service required to serve national and international firms, Columbus is well positioned to become the first major inland port in North America. Columbus has good transportation facilities and services to support its role as a warehousing and distribution center. It has access to major north-south and east-west highways; intermodal rail service from two major rail- roads; two airports capable of handling large passenger and freight airplanes; major trucking terminals; customs brokers; and U.S. Customs stations. All the transportation facilities are in good repair, providing levels of service that are comparable and competitive with transportation facilities in larger metropolitan areas. The region also benefits from being the State capitol and the headquarters of the Ohio Department of Transportation and the State's transportation regulatory and enforcement agencies. The infrastructure investments required to complete development of the Inland Port are moderate and within the funding capacity of the City of Columbus, Franklin County, the State of Ohio, and other public agencies. There are no major bottlenecks, either physical or financial, to realization of the Inland Port's infrastructure investment program. For the most part, the benefits of these investments will accrue directly and immediately to local businesses and local governments in the form of lower operating costs, higher land values, and more competitive services. Cambridge Systematic, Inc. 6-1 Inland Port Infrastructure Study Expansion of the Greater Columbus Inland Port and related activities is expected to generate about 25,000 new jobs over the next 15 years. Many of these jobs will be in transportation and warehouse/distribution activities, providing opportunities for a large number of truck drivers, clerks, repair, maintenance, and other service workers. Improved transportation also will attract new businesses and make Columbus a better location for existing businesses to expand. These new and expanding businesses will generate additional job opportunities for workers with a broad range of skills. The process of the Inland Port Infrastructure Study, which has drawn together public officials and private managers representing all facets of the shipping and transportation, has demonstrated that the Mid-Ohio com- munity has the leadership and the broad-based support to establish a large and successful inland port - 6.2 Transportation Improvements Implementation of the Greater Columbus Inland Port Infrastructure Development Program, in conjunction with other efforts of The Greater Columbus Inland Port Commission, will improve transportation service in the Columbus area and in its hinterland. It will: - Result in more frequent, faster, more reliable and more competitively priced service by all modes of transportation; - Attract rapidly increasing volumes of freight to be handled through the facilities comprising the Greater Columbus Inland Port, resulting in approximately a doubling over the next 15 years; - Provide infrastructure improvements that will facilitate the expansion of intermodal facilities and roads to accommodate the increase in freight traffic; - Improve transportation support services and regulations to improve the flow of goods through the Columbus area, making this faster and more efficient; and - Strengthen the capability of handling rapidly growing international shipments through the Columbus area. Together, these accomplishments will help Columbus to become the premier multimodal inland port serving the Midwest. ------------------------------------------------------------------- 6-2 Cambridge Systematic, Inc. Inland Port Infrastructure Study - 6.3 Economic Benefits During the next 16 years (through 2010), the Greater Columbus Inland Port will generate approximately 25,000 jobs in the Columbus area. These include directly related jobs in trucking, rail and air transportation; warehousing and distribution; and related activities such as freight forwarding, finished goods, logistics and other support services. Improved transportation services will play a key role in the expansion and attraction of businesses that are significantly dependent on the movement of raw materials, semi-finished products and finished goods. In 1993, 381,000 workers, (54 percent of total employment in the Columbus area), were employed in manufacturing& warehousing and other large businesses that accounted for most of the 86,000,000 square feet of warehouse/dis- tribution space in the area. Most of this space is associated with large companies serving national and international markets for whom good transportation services are essential. Employment in the Columbus area is forecasted to increase from about 747,000 in 1993 to 958,000 in 2010, which is an increase of 211,000 jobs. The 25,000 jobs generated in transportation, warehouse/distribution and related activities are estimated to account for almost 12 percent of this total increase. To put this in perspective, almost 3,000 jobs in warehouse/ distribution and related activities have been generated at Rickenbacker International Airport during the past two years. Therefore, in two years, a single area generated one- eighth the number of jobs forecast for the metropolitan area over the next 16 years. Improved transportation services also will play a significant role in generating the 69,000 job increase forecast in the manufacturing, construction and retail sectors, which are all dependent on transportation. The 25,000 jobs will generate other benefits to the economy. Workers win earn approximately $736,000,000 annually. Responding this money in the local economy will generate additional "multiplier" benefits, creating demand for new jobs in retail, service and other sectors of the economy. It will also result in additional local and State tax revenues. Many of the jobs directly generated by the expansion of the Greater Columbus Inland Port and related development will be located in south Columbus along the Alum Creek Drive Corridor, along the I-670 Corridor, and in the vicinity of Port Columbus International Airport, all of which have been designated as targeted urban employment centers by the Columbus Department of Development. In these centers, infrastructure improvements, financing packages and tax incentives are available to promote expansion and job growth in manufacturing and other sectors. Cambridge Systematic, Inc. 6-3 Inland Port Infrastructure Study The job growth directly generated by the Inland Port will complement the City's urban employment center strategy. Other areas expected to experience rapid development related to the Inland Port include the SR 317 Corridor (especially between US 33 and US 23), the Rickenbacker Air Industrial Park/Rickenbacker International Airport and its vicinity, the southern part of the Alum Creek Drive Corridor from I-270 south to Rickenbacker International Airport, the West Side District, especially west of the Conrail's Buckeye Rail Yard, the Stelzer - McCutcheon - Sunbury - Morse Road area, many other locations near I-270, along I-70 and I-71, and other sites outside of 1-270. - 6.4 Recent Accomplishments During the time that the Greater Columbus Inland Port Infrastructure study was being carried out, a number of significant events occurred that accelerated its development. These included: - Expansion of activity at Conrail's Buckeye Intermodal Terminal and announcement of plans to establish a satellite container facility. - Preparation of plans and agreements to implement the planned doubling of capacity at Norfolk Southern's Watkins Road/Discovery Park Intermodal terminal. - Agreements were signed between Columbus and the New York/New Jersey and Los Angeles/Long Beach ports for handling international containers. These will lead to Columbus becoming an "inland port" for them. It will mean better and more frequent service into and out of Columbus. - Frequency of rail service between gateways and Columbus was increased. This included two more weekly trains between Chicago and Columbus and operation by Norfolk Southern of new service from Cincinnati through Columbus over Conrail's tracks. - Implementation of the NATP. Columbus is the only city in North America designated by the United Nations as a trade point, to provide international trade information and to facilitate international shipments and trade. - Completion of a new 36,000 square foot air cargo building and a large aircraft apron in the southeast cargo area on Port Columbus. 6-4 Cambridge Systematic, Inc. Inland Port Infrastructure Study - Completion of several large warehouse/distribution centers and truck terminals at Rickenbacker International Airport. These provide employment for nearly 3,000 workers, involve investments totalling $150 million and have about 3.4 million square feet of building space. Included are Spiegel's 2.1 million square foot Catalog Distribution Center, Whirlpool Corporation's 500,000 square foot distribution center, LandAir's new national cross- dock terminal for ground transportation of air freight and many other similar projects. - Operation of a 160,000 square foot Foreign Trade Zone by the Ohio Distribution Warehouse, which is located on Rickenbacker International Airport. - Initiation of a study for the improvement of SR 317 which will attract substantial new warehouse/distribution and other development to its vicinity, especially at Rickenbacker International Airport. - Opening of 1-670, which dramatically increased access between Port Columbus and the downtown and 1- 270, and which will attract substantial new development to the airport "gateway" area and along 1-670 - Leonard Avenue. - Widening, repaving, interchange improvements, and other upgrading of 1-270, which will improve both passenger and truck vehicle movements. - Readjusting priorities for some transportation- related projects in the Transportation Improvement Program, City of Columbus' Capital Budget, and requesting additional federal funds for freight- related projects, including $25 million for the Alum Creek Corridor Inland Port related improvements. Initial funds have been designated for the first phase of Alum Creek Corridor improvements. - 6.5 Critical Next Steps Recommended projects that warrant immediate action are: - Coordination and implementation of public and private improvements: - in the Alum Creek-Rickenbacker corridor; and - in the immediate vicinity of Conrail's Buckeye Rail Yard and Intermodal Terminal. Cambridge Systematic, Inc. 6-5 Inland Port Infrastructure Study The intermodal rail terminals in both areas are expanding and warehousing/distribution/trucking is developing rapidly. Improvement of roads linking intermodal rail, truck and air facilities (such as Alum Creek Drive and SR 317) is important to the functioning of the Greater Columbus Inland Port. These areas can evolve to become model intermodal terminal districts with long-term value to their users and the surrounding communities or they can deteriorate into a patchwork of inadequate facilities that generate little revenue and blight the surrounding communities. Actions over the next year will largely determine whether these will become cornerstones for the realization of the Hand Port. - Institutionalize the shipper, transportation and trade councils. The major challenge for Columbus is to continue the momentum created by the public and private sectors as they have explored and developed the concept of the Greater Columbus Wand Port. There are many facets to the freight transportation system, and it is seldom that all the parties have an opportunity to work together to build a common vision and a sense of community. the Greater Columbus Inland Port's councils provide a forum for building a unified interest in and action on freight and economic development. While less tangible than infrastructure improvements, the councils, and the cooperation they build, are the building blocks for the long-term success of the Greater Columbus Inland Port. ------------------------------------------------------------------- 6-6 Cambridge Systematic, Inc.