Less-Than-Truckload Trucking in Los Angeles: Congestion Relief Through Terminal Siting

Transcription

1 TRANSPORTATION RESEARCH RECOR Less-Thn-Trucklod Trucking in Los Angeles: Congestion Relief Through Terminl Siting RANOLPH W. HALL AN WEI HUA LIN Trffic congestion in the Los Angeles, Sn Frncisco, nd Sn iego regions my cost individuls nd industry s much s $ billion yer in lost time nd lost productivity. Much of this cost is borne by the trucking industry nd its customers. A mjor study ws conducted t the University of Cliforni to develop nd evlute strtegies for reducing congestion delys incurred by less-thn-trucklod motor crriers in Los Angeles. It ws found tht surplus cpcity exists in the Los Angeles freewy system throughout much of the dy nd tht trucks nturlly void congested highwys. Though existing terminls tend to be well locted, some res-notbly, west Los Angeles nd the Los Angeles Airport-El Segundo re-re not well served. Further, shortge of vcnt lnd in the south-centrl industril core my force crriers to build terminls in remote loctions. It is proposed tht motor crriers be encourged to estblish terminls in these res nd to consolidte nd merge their pickup nd delivery opertions, which would fcilitte service from more sites. The stte of Cliforni recently commissioned the Urbn Freewy Gridlock Study (1) "to investigte the impct oflrge trucks on pek-period freewy congestion." Among the study findings ws tht "congestion in Los Angeles, Sn Frncisco, nd Sn iego my cost s much s $ billion per yer." Although the motivtion for this nd other studies (,3) ws to mesure nd reduce congestion cused by trucks, it is cler tht lrge portion of the congestion costs is borne by trucks. According to the Urbn Freewy Gridlock Study, ech hour tht truck spends on the rod costs $44 in wges, mintennce, fuel, nd overhed- number considerbly lrger thn the vlue of n utomobile's time. elys impose dditionl costs on shippers nd receivers, which depend on crriers for timely service. LESS-THAN-TRUCKLOA (LTL) TERMINAL OPERATIONS L TL motor crriers trnsport medium-size shipments-shipments tht re too lrge for prcel post or UPS, but too smll for trucklod service. According to the Urbn Freewy Gridlock Study (1), pproximtely 45 percent of the truck miles in the Los Angeles region re by LTL crrier, of which pproximtely hlf re by LTL common crrier (e.g., Consolidted Freightwys or Yellow Freight System) nd hlf re by L TL privte crrier. eprtment of Industril Engineering nd Opertions Reserch, University of Cliforni Trnsporttion Center, Berkeley, Clif A typicl LTL crrier trnsports shipments in three phses: locl pickup, line hul, nd locl delivery. The pickup phse ordinrily occurs in the fternoon, fter most of the dys' orders hve been received. After visiting multiple stops, the pickup nd delivery truck deposits its lod t n end-of-line terminl (usully the crrier's closest terminl to the shipment origins). From there, shipments re trnsported in lrger linehul vehicles, either to nother end-of-line terminl or, in some cses, to brekbulk terminl for further sorting. After the line-hul phse, shipments re delivered in the morning from n end-of-line terminl (usully the closest to the shipment destintions) in pickup nd delivery vehicles. In terms of congestion relief, the importnt chrcteristics of the system re tht () deliveries occur in the morning, (b) line hul occurs overnight, nd (c) pickups occur in the fternoon. Becuse line hul occurs overnight, it is not gretly ffected by rod congestion (nor does it contribute gretly to congestion). Pickups nd deliveries, on the other hnd, must occur during the dy when businesses re open, often during the morning nd fternoon trvel peks. These trucking routes re ffected by congestion, especilly if pickup nd delivery vehicles trvel in the sme direction s commuters. Tht is, congestion hs the biggest impct on delivery routes heding towrd work centers in the morning nd pickup routes heding wy from work centers in the evening. One wy to provide congestion relief would be to schedule trucks so tht they trvel in off-pek periods. However, for LTL common crriers, such schedule would require mjor chnges in crrier, shipper, nd receiver opertions. Pickups nd deliveries would either hve to occur t middy, fter deliveries re needed nd before pickups re vilble, or they would hve to occur overnight. However, overnight pickups nd deliveries would disrupt line-hul opertions nd could be costly to shippers nd receivers tht do not currently hve nighttime stffing. Alterntively, trucking dely could be reduced by selecting better loctions for L TL terminls. The strtegic loction of more stellite terminls would hve the following beneficil effects: The lengths of pickup nd delivery routes would be reduced, nd Trvel cross congested rod segments would be reduced. In order to chieve the second objective, pickup nd delivery trucks cn be routed in the sme mnner s reverse commuters. For instnce, if n LTL terminl were locted

2 48 ner work center, trucks would trvel in the opposite direction of commuters in the morning, s they leve to mke deliveries, nd in the opposite direction of commuters in the evening, s they return with their pickups. OBJECTIVE The objective of the following prgrphs is to summrize the findings of reserch study conducted t the University of Cliforni tht ssessed the potentil for reducing trucking delys cused by urbn rod congestion in the Los Angeles region. The emphsis is on improved selection of terminl sites for LTL common crriers, especilly on the fesibility of plcing terminls t loctions tht exploit surplus freewy cpcity (e.g., reverse commuting). The next four sections ddress the following issues in order: () Where nd when is there excess cpcity on the Los Angeles freewy system? (b) To wht extent re crriers currently exposed to congestion? (c) Where re trucking terminls currently locted? nd (d) Where re the opportunities for improved terminl sites? Although the focus is on reducing delys incurred by trucks, nny strtegy tht reduces trucking dely would benefit motorists through reduced trffic volume on congested rodwys. SURPLUS CAPACITY IN THE LOS ANGELES FREEWAY SYSTEM It hs been sid tht Los Angeles is city without center, where work nd residences re spred morphously throughout mssive region. Indeed, compred with other mjor cities, Los Angeles is decentrlized. But it is not true tht it hs no center. In recent yers, the downtown of Los Angeles hs experienced tremendous job growth, including the construction of highrise buildings tht top the 1,-ft mrk. This lrge concentrtion of employment hs come to hve significnt impct on trffic ptterns throughout the region. Like TRANSPORTATION RESEARCH RECOR 13 ll mjor cities, rodwys leding towrd the downtown re congested in the morning nd those leding wy re congested in the evening. The reverse commute directions tend not to be s congested, nd rodwys locted fr from the center tend to be less congested. The dominnce of the trditionl downtown is evident in the city's ring-rdil freewy network, shown in Figure 1, especilly in the vicinity of the downtown. In the newer prts of the region-sn Fernndo Vlley nd Ornge, Riverside, nd Sn Berndino counties-downtown Los Angeles is less dominnt, nd freewys follow more of grid structure. An ttempt ws mde to determine when nd where surplus cpcity exists on the Los Angeles freewy system through the nlysis of trffic flow dt. Through exmintion of highwy congestion mps generted by the Cliforni eprtment of Trnsporttion (Cltrns), it ws initilly observed tht few freewy segments re congested in both directions t the sme time [mjor exceptions include Ventur Freewy (11); Sn iego Freewy (I-45), from 1-1to1-11; Snt Monic Freewy (I-1); nd severl rod segments downtown nd in the vicinity of Anheim]. These observtions were supported by n nlysis of verge dily trffic (AT) nd pek-hour counts (4-6). Nevertheless, neither of these dt sources provides detiled picture of how trffic levels vry by time nd direction. To follow up, n nlysis of trffic dt generted by the Cltrns utomted freewy control system ws conducted. This system is one of the most sophisticted in the world for monitoring rel-time trffic flows. Flow detectors hve been instlled t over 9 sites, covering most of the mjor freewys in Los Angeles nd Ornge counties. Twenty-two sites were selected, spced roughly t 5-mi intervls long the routes rditing from downtown Los Angeles. Figure shows the totl trffic count mong ll sites by direction nd time of dy, nd Tble 1 presents trffic counts for individul sites. The following observtions were mde: From 6: to 9:.m., trffic leding towrd the downtown exceeds trffic heding wy by 8 percent.!klrlntorln L.A. 15 * PORT OF l.a./long GEACH Rrii!L TERMINAL FIGURE 1 Mjor trnsporttion fcilities in Los Angeles region.

3 Hll nd Lin Time Period FIGURE Trffic flow on rdil routes by time nd direction. TABLE 1 TRAFFIC COUNTS BY TIME AN From : to 6: p.m., trffic leding wy from the IRECTION downtown exceeds trffic heding towrd the downtown by 3 percent. 6- Avorgc Uo9'.'Y TrnJOc _G F['ccu,r l.c;ic.o.tio irection 9 Between 9:.m. nd : p.m., trffic levels leding 5 Uurllnk lo. ou 18 Soo 5 Burbnk From towrd the downtown verge 8 percent of the pek-period 5 Tuxford To Tuxford From count, nd those heding wy from the downtown verge 5 S. of 71 To percent of the pek-period count. S. of 71 From Heding towrd the downtown, the p.m. count is nerly " 5 Los Feliz To Los Feliz From the sme s the middy count. Heding wy from the down- 5 Rosencrns To Ro sencrns From town, the.m. count is nerly the sme s the middy count. s Orngethorpe To Orngethorpe From Crenshw To It ppers tht most rdil freewys operte below cpcity 1 Crenshw From Westwood To for most of the dy. Most rdil rods leding towrd the 1 Westwood From downtown only operte t pek cpcity from bout 6: to 1 E. of 71 To :.m. Most rods heding wy from the downtown only 1 E. of 71 From Atlntic To operte t pek cpcity from bout : to 6: p.m. 1 Atlntic From Rosemed To Rosemed From Citrus To Citrus From EXPOSURE OF TRUCKS TO CONGESTION 6 Atlntic To Atlntic From Rosemed To Rosemed From Turnbull To Turnbull From 6() Ordinry two-xle utomobiles nd light trucks compose the vst mjority of whicles on the Los Angeles freewy system, nd generl trffic ptterns re dominted by personl trips. 11 Western To uring pek hours, trffic is further dominted by commute IOI Western FroM Vinelnd To trips, which re reflective of where people live nd work. 11 Vinelnd From Vn Nuys To On most Los Angeles freewys, less thn 5 percent of the IOI Vn Nuys From vehicles re lrge trucks (three xles or more), whose trffic 11 Sluson To Sluson From ptterns differ substntilly from personl vehicles. Most of 71 Imperil To their trips begin nd end t mnufcturers, trnsporttion 71 From nl To 6 46 terminls, or wrehouses. Consequently, truck trvel ptterns el Amo! From reflect the loctions of industril fcilities. TOTAL TO In the Los Angeles region, the lrgest concentrtion of TOTAL FROM mnufcturers nd wrehouses is in south centrl Los Angeles

4 5 long the Snt An Freewy (I-5) corridor. The lrgest trnsporttion terminls re the ports of Los Angeles nd Long Bech; Southern Pcific's Long Bech intermodl terminl, mi south of downtown; nd the Snt Fe, Southern Pcific, nd Union Pcific intermodl terminls in the vicinity of the downtown (see Figure 1). In ddition, unlike utomobile trffic, which is dominted by commuting, truck trips re spred throughout their workdy. These fctors combine to cuse truck trvel ptterns to differ substntilly from generl trffic ptterns, in terms of both where they re on ihe rod nd when they re on the rod. The Urbn Freewy Gridlock Study (1) found tht " substntil number of freewy sites hd smller percentge of TRANSPORTATION RESEARCH RECOR 13 lrge trucks thn is suggested by the sttisticl verge." This issue ws exmined in depth through sttisticl nlysis of truck nd utomobile trffic in the Los Angeles region. The dt were collected by Cmbridge Systemtics Inc. s prt of the Gridlock study using video cmer t 4 sites. For ech site, truck (three or more xle) nd utomobile counts were obtined for six 15-min periods, two in the.m. pek, two t middy, nd two in the p.m. pek. In ll, recordings were mde for 115-min periods (19 dt points were missing). Figures 3, 4, nd 5 show the percentge of trucks on the rod by time of dy. Similr grphs, for off-pek nd p.m. pek, were presented elsewhere by Hll nd Lin (4). The reltionship between truck trffic nd totl trffic ws p-... I( "' u () o.6.5 O.4.3. 'b Eb llil ie (Thousonds) Totol Troffic/Lone-Hour (b) I I 16 - CJ ti c...j 14 - ";;: u "' u o O CJ CJ \oo (IJ QJ o lill o O O rtfj im o o lllllf@ oie Eb o I I (Thousonds) Totol Troffic/Lone-Hour 4 I.8 FIGURE 3 Truck trffic versus totl trffic per lne-hour: Los Angeles.m. trffic.

5 Hll nd Lin () :::. 13 u. 14 OJl rp1 o.8 CJ: u ocp.4 o l!ll o.3. ci:ioo8:j (Thousonds) Totol Troffic/Lne-Hour (b) - - c 18 - I I.. 16 c O...J 14 u " O ::: cti 8 CJ: o u Oo oo o c b@ o 4 - c:poo &:i - Cb (Thousnds) Tolol Troffic/Lne-Hour FIGURE 4 Truck trffic versus totl trffic per lne-hour: Los Angeles off-pek trffic. proximted by ordinry lest-squres liner regression [negtive correltion is wek (R =.3) but significnt, with t = 5.1). It ws observed tht there is nturl tendency for trucks to void the most congested rodwys: As percentge of totl trffic, truck trffic declines s trffic volume increses in the.m., middy, nd p.m. periods. As percentge of totl trffic, truck trffic is lrgest t middy, when rodwys re the lest congested, nd smllest in the p.m. pek, when rodwys re the most congested. Figures 3b, 4b, nd Sb convert the percentges into trucks per lne-hour. The figures demonstrte the following dditionl points: Truck trffic is nerly the sme during the.m. pek nd middy but considerbly smller during the p.m. pek. Totl trffic is lrgest during the p.m. pek, slightly smller during the.m. pek, nd considerbly smller during the off-pek period. The lrgest truck volumes occur on freewys with medium trffic volumes (pproximtely 1,4 veh/lne-hr). Truck trffic is smller on rods tht hve either very lrge or very smll trffic level. Roughly the sme number of trucks is on the rod during the.m. pek nd middy, probbly becuse driver workshifts run from erly morning through the fternoon. The higher percentge of trucks t middy is due to fewer utomobiles

6 5.'... J.,? - o :e : 7 I. 5 -i '! J 1 I. 11 -! " u () O@!Q:i O CJCJ... o cjj UUO C O Q[j:l, (Thousonds ) Totol Troff;c/Lone-Hour TRANSPORTATION RESEARCH RECOR (b), 18 r I 16 c: _, 14 u ' 1 - e '" u c o cm o co ooo t> cij o oo odj cftlc Cl Oo (Thousnd ) Totol Troff;c / Lone-Hour FIGURE 5 Truck trffic versus totl trffic per lne-hour: Los Angeles p.m. trffic. being on the rod, not more trucks. uring the p.m. pek, there re fewer trucks on the rod becuse mny crriers hve terminted opertions for the dy. In ll periods, there is nturl tendency for trucks to void congested routes. The heviest.m. truck volumes occur on rodwys tht re reltively uncongested nd re locted ner the ports of Los Angeles nd Long Bech nd ner the south centrl industril corridor. The smllest truck volumes occur heding towrd the downtown or other employment centers, over congested rods. The bsolutely lowest truck percentges occur on the Snt Monic Freewy, the most densely developed commercil corridor in the region. In conclusion, trucks in the Los Angeles region seem to nturlly void the most congested rodwys. Nevertheless, it is impossible for trucks to void congested freewys completely (especilly the Snt An nd Sn iego freewys). LOCATIONS OF EXISTING TRUCKING TERMINALS The trvel pttern for trucks in the Los Angeles region depends on the loctions of the mjor trip genertors-mnufcturers, wrehouses, the ports, nd ril yrds-s well s on loctions of trucking terminls. By locting terminls closer to trip genertors, the totl number of truck-miles cn be reduced. By strtegiclly locting terminls to exploit excess freewy cpcity, the number of truck-miles over congested rodwys cn be reduced.

7 Hll nd Lin The existing loctions of trucking terminls in the region re discussed in the following prgrphs. The nlysis is bsed on two dt sources: () the Cliforni Trucking Assocition (CTA) file of Los Angeles nd Ornge county terminls (Sn Berndin nd Riverside counties were excluded) nd (b) service directories for seven mjor LTL crriers. Neither dt source is comprehensive. Nevertheless, ech gives representtive smple of existing terminl loctions nd provides insight into truck trvel ptterns in the Los Angeles region. Generl Terminl Loctions The CT A dt file contins the ddresses of 6 terminls covering wide vriety of trucking types-ltl nd trucklod, privte nd common, nd specilized crriers. The CT A dt were coded by zip code, nd the zip codes were rnked from lrgest to smllest ccording to number of terminls. From this rnking, it ws found tht the gretest concentrtions of terminls re in south centrl Los Angeles-in the Snt An corridor stretching from downtown to Snt Fe Springs-nd in the vicinity of the ports of Los Angeles nd Long Bech, stretching up to Grden. The first re is the mnufcturing core of the region, nd the second is the distribution core. Clerly, lrge numbers of motor crriers hve selected sites to serve these customers. Comprison with Mnufcturing Employment If terminls re to be locted effectively, they should be plced close to the customers. Becuse mnufcturers re the single lrgest source of customers, the terminl loction pttern ws compred with the pttern of mnufcturing employment in the region (7). Through sttisticl regression, the reltionship between number of terminls nd mnufcturing employment, by zip code, ws pproximted by liner eqution. Figure 6 shows zip codes in which the number of terminls differs pprecibly from tht expected, given mnufcturing employment. The Snt An Freewy corridor nd the port re hve especilly lrge concentrtions of terminls. On the other hnd, severl zip codes locted in the suburbs, such s Chtsworth, El Segundo, nd Redondo Bech, hve fr fewer terminls thn expected. Explntion of Terminl Clusters Mnufcturing employment is just one determinnt of the number of terminls in zip code. Other fctors include mnufcturing employment in nerby zip codes nd loction of mjor trnsporttion fcilities. The ltter fctor surely explins the lrge concentrtion of terminls in the port re. For crriers tht serve the ports to locte elsewhere would be inefficient. The concentrtion of terminls long the Snt An corridor is probbly due to its centrl loction for those crriers tht serve the entire Los Angeles region from single terminl. To test this resoning, lterntive terminl sites were nlyzed ccording to the verge stright-line distnce to mnufcturing job sites in Los Angeles, Ornge, Riverside, nd Sn Berndin counties. The most centrl loction ws found to be in Bell, west of 1-71 nd south of 1-5, in the center of terminl cluster. Loctions were further nlyzed to see which sites were nerly optiml for minimizing verge stright-line distnce. The middle nd outer rings of Figure 7, representing verge distnce within 5 nd 1 percent of optiml, lmost exctly mtch the terminl pttern of Figure 6. L TL Terminls Terminls were evluted for seven LTL common crriers:. the three mjor crriers (Consolidted Freightwys, Rodwy, nd Yellow), three smller ntionwide crriers (ABF, ANR, nd P.I.E.), nd lrge regionl crrier (Viking). Terminl loctions nd boundries of terminl service regions were obtined from published service directories (8-14). Topogrphy nd, to lesser extent, governmentl boundries ply key role in dictting terminl loctions nd service 53 4 M'.>RE SURPLUS TERM! LS CJ TERMINAL EFICIT, 1"RE e!.m "' L.A toual I STANCE LINE FIGURE 6 Zip codes contining mny, or few, trucking terminls. FIGURE 7 Most centrl loction reltive to mnufcturing employment.

8 54 regions. All crriers pper to hve divided Los Angeles into four distinct regions, s shown in the following tble: Region Sn Fernndo Estern Ornge Centrl Boundries Snt Monic nd Sn Gbriel mountin rnges Sn Gbriel nd Snt An rnges Snt An rnge nd Ornge County line Snt Monic nd Snt An rnges nd Ornge County line To illustrte the region's topogrphy, Figure 8 shows the positioning of 1,-ft contour lines. Ares locted bove the 1,- SAN 61\BR I El r1jl.tff A I NS TRANSPORTATION RESEARCH RECOR 13 ft level tend to be sprsely populted nd difficult to trverse. Consequently, service regions hve been drwn to minimize pickup nd delivery truck trvel cross the mountins. Tble presents the terminls by region, grouping terminls with similr loctions. For instnce, the first line gives the terminl serving loctions to the west of Sn Fernndo Vlley. In ll seven cses, tht terminl is locted in either Ventur or Oxnrd. In Figure 9, loctions of ll seven crriers hve been plotted, nd Figure 1 shows terminl loctions nd service region boundries for n exmple crrier, Rodwy. Other mps re provided by Hll nd Lin (4). A minimum of six terminls is needed to serve the region competitively, one ech for Oxnrd, Sn Fernndo Vlley, Long Bech, centrl Los Angeles, Ornge County, nd Sn Berndino-Riverside. The lrger crriers hve divided Los Angeles into smller service regions nd estblished more terminls. Rodwy, for instnce, serves centrl Los Angeles from five terminls: Grden, Industry, Long Bech, south centrl Los Angeles, nd Snt Fe Springs. Rodwy hs lso estblished two terminls in Ornge County (Irvine nd Ornge) nd two terminls in the estern region (Ontrio nd Sn Berndino). Nevertheless, there is no precise reltionship between crrier size nd number of terminls. Yellow hs 75 KOO FOOT UmOUR LINE [.oomy fuunary FIGURE 8 Los Angeles region topogrphy. TABLE MAJOR MANUFACTURING CENTERS Lrge LTL Crriers Consol idntod Roll<lvny Yellov Srui Fcrnndnt,Ycntum Oxn rd 9613 \'cnkuro 931 Ventur 933 Pcoim l'ncolm Sun Vlley 9135 Simi 9365 Centrl: Snt An L.A. 91 L.A. 958 llonteliello 964 Snt Fe S. 967 Snt Fe S. 967 Centrl: Sn iego Crson 9745 Wilmington 9744 Compton 9 Grden 948 Inglewood 934 Centrl: Est County Industry Industry Irwindle 9176 L.A. 91 Pico River 966 Snt Fe s. 967 Crson 981 Grden 947 LTL TERMINAL TCJrlN L.A. FIGURE 9 Loctions of L TL terminls. Count 718 Los A lm it. 97 Ornge 9665 Estern Foutn 9335 Sn Uern. 934 Irvine 9718 Ornge 9667 Ontrio Sn llern Irvine 9718 Ornge 9668 Fontn 9335 Riveuide 11 7 AF ANR llcdium LTL Crriers PIE Viking Sn Fernndo/Ventur Oxnrd 931 Oxnrd+ 933 Ventur 933 Oxnrd 933 Pcoim Pcoim Pcoim Sun Vlley 9135 Centrl Crson 81 Long Bech 981 Crson 9746 Grden 948 Pico Ril'er OGGO L.A. 93 L.A. 958 Whittier 961 Montebello 93 ln<lustry Ornge Ornge 9667 Oruge 9665 Ornge 9665 Anheim 986 t;st.crn Pomon l7g7 Sn llcrn. 948 Fontn 934 Pomon [nh fl l Sn OCJ[ UlM1 S:.1 1 ltsrn. 9'1118 flrccnt.y ) Q.'(P! FIGURE 1 Rodwy terminls nd service regions (prentheses indicte trctors/doors).

9 Hll nd Lin more trctors nd 73 more docks thn Consolidted, but five fewer terminls. Viking, with six terminls, hs comprble number of docks s Rodwy, which hs 11. The lrge crriers hold nturl dvntge over the smll in minimizing their pickup nd delivery costs. With more terminls, lrge crriers cn generlly serve their customers from closer terminls. Consequently, they re not s exposed to rod congestion delys. Consolidted, for instnce, cn serve the mnufcturing center in El Segundo from nerby Inglewood. All other crriers would hve to disptch truck from the Long Bech-Grden re or from south centrl Los Angeles. The distnce nd route from terminl to customer dictte the extent to which trucks re exposed to highwy congestion. Some mnufcturing centers enjoy much closer service thn others, s indicted in Tble 3. Accounting for existing terminl loctions, freewy cpcities, nd previling trffic ptterns, severl industril res re especilly difficult to serve: Crriers serving the entire region from south centrl Los Angeles: -Sn Fernndo Vlley, -West Los Angeles-Snt Monic, nd -Los Angeles Airport-El Segundo; nd LTL crriers serving the region from multiple terminls (other thn Consolidted): -Glendle-Psden, - Huntington Bech, -Irwindle-Azus, -Los Angeles/Culver City, nd -Los Angeles Airport-El Segundo. The Sn iego corridor, from west Los Angeles to Redondo Bech, presents the biggest chllenge. The Sn iego TABLE 3 LTL TERMINALS FOR SEVEN CARRIERS Center/zip Sn Fernndo Burbnk 9154 Chtsworth Sn Fernn Sepulved 9146 Centrl: 1-5 Commerce 94 Snt Fe Sp 967 Vernon 958 Centrl: I- 45 Compton 91 Culver Cty 93 El Segundo 945 Grden 948 Redondo Bch 978 Sn Pedro 9731 Snt Mon. 944 Centrl: Est County Azus 917 El Monte L Puente Ornge fillll\tlon Hunt. Bch Irvine Est ron Rncho Cuc Riverside 957 Ave iot to Terminl+ CF iot to Terminl Access Route"' 5 south 5 north/118 west 5 north surfce,5 north/ 45 south 5 south surfce surfce 91 est, 71 north 1 west 45 north(cf:45 south) surfce 45 north/surfce 11 south, surfce 1 west 65 north 65 north 65 north/6 est 55 north west 45 north 1 west 1 west,surfce 15 south Ave rge stright I inc distmr.c from.ip code to >. ip od. f Strnlghl- line distnce for Conso l idst cij f'r c.ight woys, z ip to z i p. Zero vluo indictes tht Lri n.. l ls locted in m.o.nllfct.uri ng zip code. ' Nost common ccess route mong seven LTtj crriers Freewy is highly congested, often in both directions, nd there is generl shortge of trucking terminls. LOCATIONS FOR NEW TERMINALS Strtegic terminl siting provides n opportunity for LTL crriers to reduce their congestion delys. In this section, positions for new terminls re exmined in reltionship to the existing mnufcturing bse nd in reltionship to freewy congestion. Becuse ll crriers hve mde substntil investments in their existing fcilities, nd becuse dditionl terminls would require bigger investments, neither chnge could come quickly. Nevertheless, the cost of constructing terminl is fr less thn the cost of constructing other industril buildings, such s fctories or even wrehouses. So, estblishing new terminls would not be impossible. Servicing Entire Region from Single Terminl South centrl Los Angeles is the most centrl loction from which to serve the entire Los Angeles region. It offers the minimum verge trvel distnce to the region's mnufcturing employment, nd it offers good freewy ccessibility to ll but Sn Fernndo Vlley nd west Los Angeles-El Segundo. It effectively exploits surplus freewy cpcity heding south, to the ports nd to the Snt An corridor. An nlysis of existing terminls indictes tht lrge number of motor crriers hve wisely selected south centrl Los Angeles for their terminls. The only concern is tht future crriers will void the re becuse of high lnd costs nd the lck of vcnt industril lnd. In its 1989 nlysis of the Los Angeles industril rel estte mrket, Grubb nd Ellis Relty (15) stted the following: The scrcity of vilble lnd nd the re's high prices hve combined to keep construction ctivity low. The smll mount of development ctivity tht does occur consists primrily of terdowns of old structures, prticulrly multi-story industril wrehouse spce, which is considered unsfe by erthquke or fire stndrds. One lterntive to south centrl Los Angeles is the Snt Fe Springs-L Mird re, to the southest, where there is some vcnt industril lnd. This re offers improved ccess to the fstest growing res in the region: Ornge, Riverside, nd Sn Berndino counties. Sn Fernndo Vlley, on the other hnd, cn only be reched by the circuitous I-65- I-1 route or through the congested downtown vi the Snt An Freewy. A second lterntive is the Crson-ominguez re to the south. It offers excellent ccess to the ports nd the Sn iego corridor, nd good ccess to south centrl Los Angeles, vi the Long Bech Freewy (I-71). Vcnt industril property is vilble, nd prices re reltively low. The biggest drwbcks would be difficult ccess to Sn Fernndo Vlley nd incresed distnce from the growing Riverside nd Sn Berndino counties. In the future, lower lnd prices nd vcnt property my drw crriers even frther from the center, to Est Los Angeles County or Sn Berndino nd Riverside counties. This 55

10 56 shift would certinly crete congestion; verge trvel distnces would increse nd trucks would be forced to trvel in the sme direction s commuters. With the Jck of vcnt lnd in south centrl Los Angeles nd the bsence of direct route to Sn Fernndo Vlley, crriers my find it impossible to serve the entire region from single loction in the future. Independent of freewy congestion, the size of the Los Angeles region presents chllenge. The urbnized re encompsses region lrger thn the stte of elwre nd popultion bigger thn tht of Pennsylvni. Multiple Terminls In this section, multiple terminls opportunities in the four Los Angeles regions-sn Fernndo, Estern, Ornge County, nd Centrl-re exminec.j. Sn Fernndo All seven LTL crriers currently serve the vlley from the Pcoim-Sun Vlley loction. This loction plces the crriers strtegiclly t the intersection of the Golden Stte (I-5) nd Hollywood (I-17) freewys nd ner the mnufcturing center of the vlley. It would be difficult to improve on the current loction. Ornge County If crrier cn only provide one terminl in Ornge County, then Ornge-used by ll seven LTL crriers surveyed-is resonble choice. Ornge provides immedite ccess to the I tringle nd close ccess to the mnufcturing center in Irvine. However, given the size of the Ornge County mrket nd the congestion on rodwys heding towrd Irvine, two terminls re wrrntec.j, with the second in Irvine. Estern The concern in Estern is not so much with existing congestion but with future congestion. The Ontrio-Fontn re, long the evore Freewy (I-15), is prime for development, nd the lrger crriers hve wisely estblished terminls there. Becuse the re is lrge, resonble loctions for pir of terminls re Sn Berndin nd Fontn. Centrl The centrl region contins t lest three distinct mnufcturing centers-sn iego corridor, Snt An corridor, nd Est Los Angeles County-which suggests tht minimum of three terminls is needed to serve the region. Sn iego Service to the northern prt of the corridor would improve if the smller crriers moved frther north to TRANSPORTA TION RESEARCH RECOR 13 the Grden-Torrnce re (s Viking hs lredy done). Grden provides good reverse commute ccess to the ports nd improved ccess to El Segundo, Los Angeles Airport, nd Snt Monic. Idelly, the corridor would be served by two terminls, one to the north in the Inglewood re nd one to the south in the Crson-Long Bech re. Snt An Vernon-Commerce in south centrl Los Angeles provides immedite ccess to the industril core nd the downtown nd reverse commute ccess to Snt Ft: Springs nd South Gte. Unfortuntely, the Jck of vcnt lnd is n obstcle to locting there, nd some crriers hve moved frther south. Idelly, two terminls would be used, with the second in the Snt Fe Springs re. Est County El Monte, ner the intersection of the Sn Gbriel (I-65) nd Pomon (6) freewys, provides excellent reverse commute ccess to the mnufcturing centers of Azus Irwindle nd Industry-L Puente. Addition of Terminls The idel wy to void rod congestion wm1lcl he fnr motor crriers to estblish more terminls, closer to their customers. In this regrd, Consolidted Freightwys, with 16 terminls, serves s model. Although other individul crriers my not hve the volumes to justify 16 terminls, they could justify more terminls if they pooled their trffic. Following re some possibilities: Jointly operted terminls for severl LTL crriers, to minimize the investment of ech; A pooled fleet of pickup nd delivery trucks to be shred by crriers; nd Independently operted terminls to serve multiple L TL crriers, with terminls cting s gents for pickup nd delivery (L TL crriers would be responsible for line hul between terminls). In this er of deregultion, trucking is highly competitive but frgmented industry, with mny smll opertors. Although shippers hve benefited from low prices, some efficiency hs been lost. From the stndpoint of highwy congestion, reduction in the number of competitors, or coopertive greements mong competitors, would llow crriers to strtegiclly locte terminls in more loctions nd to reduce truck trvel over congested rods. This direction should be encourged. CONCLUSIONS Los Angeles hs been clled city without center. Yet it hs fst-growing downtown tht influences trffic ptterns throughout the city. Los Angeles hs lso been clled city with perpetul trffic congestion. Yet most freewy segments only operte t cpcity for few hours ech dy, in one direction t time. Combined, these fctors indicte tht even utomobile-dominted cities, such s Los Angeles, hve sur-

11 Hll nd Lin plus rod cpcity redy to be exploited. By strtegiclly locting terminls to mke trucks ct s reverse commuters, nd by strtegiclly locting terminls to reduce trvel distnce, congestion-relted delys cn be reduced for trucks nd utomobiles like. ACKNOWLEGMENTS The uthors wish to express their grtitude to Pul Chow, Fred Gey, on Bin, Ned evlin, Joe Finney, Mike Jordn, nd the Cliforni Trucking Assocition, ll of whom provided dt for this pper. REFERENCES 1. Urbn Freewy Gridlock Study. Cmbridge Systemtics, Inc., Cmbridge, Mss., R. F. Tel. Estimting the Full Economic Costs of Truck Incidents on Urbn Freewys. Institute of Trnsporttion Studies, University of Cliforni, Irvine, Gerrd nd R. Wunderlich. Truck Opertions on Arteril Streets. Strtegies to Allevite Trffic Congestion, Institute of Trnsporttion Engineers, Wshington,.C., R. W. Hll nd W. H. Lin. LTL Trucking in Los Angeles: Congestion Relief Through Terminl Siting. Working Pper 43. University of Cliforni Trnsporttion Center, Berkeley, Oct Trffic Volumes on Cliforni Stte Highwys. ivision of Trffic Engineering, Business, Trnsporttion nd Housing Agency, Stte of Cliforni, Scrmento, Cliforni Stte Highwy Log, istrict 7 nd 1. Office of Trffic Engineering, eprtment of Trnsporttion, Business nd Trnsporttion Agency, Stte of Cliforni, Scrmento, istribution of Mnufcturing Employment in the Los Angeles Five County Are. Western Economic Reserch Co., Encino, Clif., Routing nd Zip Code irectory, ABF Freight System, Inc., Fort Smith, Ark Service Guide. ANR Freight System, Inc., enver, Colo. 1. Customer Service Guide. Consolidted Freightwys, Menlo Prk, Clif., Jn Service irectory. P.I.E. Ntionwide, Jcksonville, Fl., Mrch Routing Guide. Rodwy, Akron, Ohio. 13. irect Points vi Viking. Viking Freight System, Sn Jose, Clif., Service Guide. Yellow Freight System, Overlnd Prk, Kns. 15. Los Angeles Bsin Rel Estte Grubb nd Ellis Relty, Los Angeles, Clif., Publiction of this pper sponsored by Committee on Urbn Goods Movement. 57