GOODS MOVEMENT ELEMENT

 

 

The goods movement section focuses on truck, marine and rail transportation in and out of Humboldt County.  This section examines:

á      The role of goods movement in the Humboldt County region

á      Existing uses and plans for future expansion of marine transportation, and issues with these plans

á      Plans for restoring rail service

á      short- and long-range strategies for an integrated and balanced multimodal goods-movement system

 

 

System Description

There are three main goods movement functions in Humboldt County: (1) local pickup and delivery service; (2) domestic trade; and (3) international trade.  Local service trucking represents the largest share of truck traffic, supporting local business and consumer markets.  Domestic long-haul trucking provides access to national markets and connections to major goods suppliers.  Long-haul trucks also provide connectivity with marine, air and rail systems.  Marine and aviation provide access to national and international markets.  Currently there is no active rail service in and out of Humboldt County.

 

Truck transport is and will continue to be the primary method of goods movement into, within and out of Humboldt County.  Restrictions on trailers longer than 28 feet at Richardson Grove on US 101 north of Mendocino County and at  Buckhorn Summit on SR 299 limit goods movement.  These factors increase the need to support the efficient movement of goods for the economic benefit of the County. 

 

Statewide Goods Movement Strategy

The State has adopted a strategic policy and action blueprint, the "Statewide Goods Movement Strategy," for improving the statewide goods-movement transportation system.  This strategy focuses on improving existing system efficiency, through technology and other means, to maximize capacity and reliability and minimize long-term costs.

 

Truck Transport System Description

Humboldt CountyÕs roadway system has approximately 1,400 miles of county roads and city streets, 378 miles of state highways, including U.S. Highway 101, and roadways on federal lands. These roadways provide for the inter-regional and intra-regional movement of goods by trucks on CaliforniaÕs north coast.  The County-maintained roadways are integrated with an overall countywide circulation system maintained by the California Department of Transportation (Caltrans), the U.S. Forest Service Bureau of Land Management, cities, and private property owners.

 

The primary routes into and out of the County used by commercial trucks are U.S. Highway 101 and State Route 299.  These highways provide adequate facilities and level of service for their operations.  There are narrow, winding sections of these highways that prevent larger trailers from entering the County, increasing shipping costs for both imported and exported goods.  Improvements to the road alignment of US 101 through Richardson Grove in the southern end of the County, combined with recent State regulatory reforms, may eliminate constraints on large truck access, which would reduce shipping costs.  Future improvements to SR 299 in the Buckhorn Summit area of Trinity County could provide trucks with larger trailers access from the east.

 

Marine System Description

The Port of Humboldt Bay is a working port that can handle ocean-going vessels with domestic or international cargoes.  The Port is the only deep-water shipping port between San Francisco, 225 nautical miles to the south, and Coos Bay, Oregon, 156 nautical miles to the north.    

 

The Humboldt Bay Harbor, Recreation and Conservation District (HBHRCD) was established by the State of California in 1970, and ratified by the Humboldt County electorate in 1973, to implement, supervise and regulate the development of Humboldt Bay.  The HBHRCD manages Humboldt Bay to promote commerce, navigation, fisheries, recreation, and the protection of natural resources.  The HBHRCD is empowered by California statutes to develop Humboldt Bay to its ultimate potential as a harbor and port while conserving the natural resources of the area. 

 

The PortÕs amenities include: the jetties at the Bay entrance, the bar and entrance channel, shipping channels within the Bay, turning basins, shoreline protection and improvements, docks and other landside improvements, and key waterfront sites used for coastal-dependent industry.  Adjacent to the Humboldt Bay channels there are eight operating docks with the potential of serving ocean-going dry cargo vessels and one liquid bulk dock.  Two of the eight cargo docks are located on the Eureka waterfront, four are located on the Samoa Peninsula, and two are located at Fields Landing. 

 

The HBHRCDÕs Redwood Marine Terminal on the Samoa Peninsula has two berths and over one mile of shoreline.  The Samoa docks are presently used principally by mill operators and paper pulp manufacturers on the Samoa Peninsula.  The Eureka waterfront docks are used primarily for commercial shipping (wood chips, lumber and logs), and occasionally by cruise ships, other passenger vessels, and U.S. Naval vessels calling on Humboldt Bay.  The Fields Landing dock is used chiefly for log imports.

 

The Commercial fishing industry is a significant contributor to the local economy.  Over 200 commercial vessels list Eureka as home port and over 500 vessels from other West Coast ports use the Bay's facilities annually.  Commercial fishing facilities are concentrated along the Eureka waterfront from the Eureka Public Marina to the foot of J Street, in Fields Landing, and


Trinidad.  Boat repair yards are located at Fields Landing and the Fairhaven terminal.  The Eureka Public Marina has been re-constructed and provides a berthing area for approximately 130 commercial fishing vessels, other local boats and a temporary berthing area for visiting boats.

 

Most of the Eureka shoreline along the Inner Reach was previously used as a mooring area by commercial boats.  Today, although Dock B is in poor condition, the remaining docks on the Eureka waterfront have either been improved or recently rebuilt and are in good condition.  The Pacific Choice Seafoods processing facility is the only seafood processor in Humboldt Bay, and provides an important service to the fishing industry.  The City-owned facilities, at the foot of Commercial Street in Eureka, include a fish-processing plant with area for a second plant, a ship's chandlery, and a fueling facility. 

 

The Woodley Island Marina facility, operated by the Humboldt Bay Harbor District, provides 237 berths, a work area, and restaurant, office and restroom facilities.  The island is also home to the regionÕs new National Weather Service facility.  The Harbor District owns the Kramer dock at the south end of the Fields Landing Channel.  The Olson Dock, operated by Humboldt Bay Forest Products, Inc., is also used for mooring commercial fishing vessels when it is not being used by commercial deep-draft vessels.

 

There are six maintained channels in Humboldt Bay (all channel depths are given as the depth below Mean Lower Low Water (MLLW: the average of the lower low water height of each tidal day)):

1.     The bar channel extends seaward of the entrance channel, and is maintained at a depth of -48 feet MLLW.  It is approximately 2,300 feet long, and is 1,600 feet wide at the seaward end and 700 feet wide at the jetties.

2.     The entrance channel extends through the two rubble mound/jetties forming the bay entrance to the open ocean, and is maintained at a depth of -48 feet MLLW. It is approximately 9,000 feet long and 500 feet wide.

3.     The North Bay and Samoa Channel, the bay's main and longest channel, serve as the BayÕs major deep-vessel dock facilities along the Samoa bayfront.  The North Bay Channel is maintained at a depth of -38 feet MLLW.  It is 400 feet wide and 18,500 feet long, extending from the entrance channel to the confluence of the Eureka and Samoa Channels.

4.     The 400-foot wide Eureka Channel serves the Eureka waterfront and Woodley Island. It consists of a southerly segment 3,000 feet long and maintained at a depth of -35 feet MLLW and a northerly segment that is 6,700 feet long and 16 feet deep.

5.     The Samoa Channel serves Bay's major deep-draft vessel dock facilities along the Samoa bayfront.  The Samoa Channel is 8,000 feet long, 400 feet wide and maintained at a depth of -38 feet MLLW.  This channel has a turning basin at the north end, which is also maintained at a depth of -38 feet MLLW.

6.     The Fields Landing Channel (Hookton Channel) is the only maintained south bay shipping channel. It connects to the entrance channel, is 12,000 feet long and 300 feet wide, and is maintained at a depth of -26 feet MLLW.  This channel services Commercial and sport fishing facilities in King Salmon and commercial dock facilities in Fields Landing.

 

Humboldt Bay's marine transport industry is linked to growth in the other primary forms of goods movement: truck and rail.  Due to the railroadÕs current inactive condition, goods loaded on and off of commercial vessels calling on Humboldt Bay are transported to and from the Port by truck. 

 

Several studies projecting future cargo volumes have been completed over the last 12 years.  These studies indicate that the growth in marine transport is dependent on several factors, including:

á      distance to the origin or destination of the shipped commodity;

á      connections to other forms of goods movement (truck and rail);

á      competitiveness with other port facilities;

á      sufficient cargo volumes to spread fixed shipping costs, and

á      adequate dockside resources for handling and utilization of cargoes and commodities.

 

West Coast port traffic has grown over the past decades, with the growth in containerized cargo traffic exceeding other cargo types.  Bulk and break-bulk cargoes have grown slightly in recent decades, while lumber and forest products have declined by more than 50 percent.  The loss of forest product exports and domestic shipments has affected all ports from Humboldt Bay north to Washington.

 

Outgoing cargo from Humboldt Bay has historically consisted almost exclusively of forest products (wood chips, wood pulp and lumber).  More recently, wood products exports have declined, and lumber exports are nearly non-existent.  Today, the incoming cargo to Humboldt Bay includes unprocessed logs from Canada and other west coast U.S. ports, wood chips and fuel.  Humboldt Bay imports more than 90 percent of the gasoline and diesel that is used in Humboldt County and approximately 70 percent of the fuel used in the neighboring three counties (Del Norte, Trinity and Mendocino).  Exports presently consist of forest products (wood chips and paper pulp).

 

Marine transport of goods also has been affected by changes in the shipping industry.  Larger, deep-draft vessels are becoming more common for moving cargo via the Pacific Ocean shipping lanes; while these vessels have higher cargo capacities, they also require deeper and wider channels and turning basins.  An assessment by the Army Corps of Engineers in 1995 of the feasibility of deepening and widening Humboldt Bay found navigation concerns in two areas: (1) safety and efficiency, including that the North Bay Channel depths did not allow for the efficient movement of deep draft vessel commerce, and (2) deep-draft vessels that called at Humboldt Bay had vessel design drafts that were constrained by the existing channel depths.  The deepening of Humboldt Bay channels in 2000 (to accommodate deeper draft vessels) was accomplished through an agreement between the U.S. Army Corps of Engineers and the Humboldt Bay Harbor District.  The bar and entrance channels were deepened from -42 to -48 feet MLLW, and the North Bay and Samoa Channels deepened from -35 to -38 feet MLLW.

                                                                  

As a follow-up to the deepening project, the HBHRCDÕs Bar Pilots conducted an extensive navigation simulation study in 2007 that concluded that vessels up to 950Õ in length could be safely brought into Humboldt Bay in most weather and sea conditions.

2003 Harbor Revitalization Plan

The 2003 Harbor Revitalization Plan identified a number of competitive advantages for the Port of Humboldt Bay, including:

á      waterfront industrial sites;

á      natural resource availability;

á      tourism;

á       marine science and environmental base; and

á      Òlivability.Ó

 

The key disadvantages identified by the Revitalization Plan were:

á      small local market size; and

á      difficult inland transportation access (truck and rail).

 

Humboldt CountyÕs small population and economic base put it at a disadvantage in attracting traditional marine cargo business.  As the area is primarily a producing region, it generates little inbound freight for consumption.

 

The Revitalization Plan identified the most promising opportunities for the Port of Humboldt Bay Harbor, which included:

á      marine-dependent industrial projects;

á      niche dry and liquid bulk cargoes;

á      tourism and marine science;

á      aquaculture and commercial fishing;

á      boat building and vessel repair, and

á      forest products.


Marine-dependent industrial opportunities are manufacturing facilities that have a major marine shipping component, either to bring in raw materials or to ship out finished products.  The Port of HumboldtÕs advantages are the availability of large sites on Samoa Peninsula with access to the 38-foot channel, relatively low-cost land, labor, and livability. Dry-bulk cargo opportunities identified in the 2003 study include the shipment of bulk aggregates and rock to the Northern California construction market. For marine-dependent uses in general, the District supports port-related functions for Humboldt Bay, according to its legislative mandate; in this support, the District must also take into account its obligations with respect to conservation and recreation.

 

Aquaculture (mariculture) is a growth industry with relatively low investment requirements, and the region can build on its competitiveness in this area.  Possible tourist and marine science activities—such as a public aquarium, cruise dock, Naval vessel museum, and marine-science center—may also be potential opportunities, particularly if approached as a cluster.  Existing import and export forest-product terminal handling activities should continue to be supported and monitored for potential new opportunities; the potential for a coastal forest products barge service or rail-on-barge service warrant monitoring and further investigation; and the needs of commercial fishing should continue to be supported.

 

According to the Revitalization Plan, HumboldtÕs basic weaknesses—in the areas of local market size, lack of proximity to a large metropolitan market, and limited inland truck and rail access—are major competitive disadvantages for cargo handling activities, including containers, automobiles, break-bulk steel, fruit, and project cargoes.  The study found that these markets should be given the lowest priority.

 

Rail System Description

The Northwestern Pacific Railroad (NWP) was acquired by the North Coast Railroad Authority (NCRA) through two financial transactions in 1992 and 1996.  The NWP line and its branch lines North of Willits (Eel River Division) were purchased with State funds in 1992.  The NWP line South of Willits (Russian River Division) was purchased with federal funds in 1996.  Until the time operations ceased in 1998, the NWP provided freight service three days a week and occasional excursion passenger service on weekends and holidays.  The service operated from Korblex South to Ignacio and east to Schellville and Lombard.  The main line extends approximately 280 miles from Samoa to the national rail interchange South of Napa.  From Eureka, the Korbel branch extends 11.5 miles north through Arcata to Korblex, where it connects with the Arcata and Mad River branch (A&MR).  The A&MR branch extends seven miles to a point near Korbel—the rails and ties on this route were salvaged in late 1997.  The Samoa branch runs from Arcata south along the coast for 10.4 miles to Fairhaven. From Alton, 21.4 miles south of Eureka, a branch extends five miles to Carlotta. 

 

Principal freight for the railroad was lumber moving to California and Arizona markets. Additional traffic included dairy products, fish products and aggregates.  When the line operated, there was some inbound traffic of coke and calcified lime used in paper production.  Rail traffic had declined substantially in the last years of operation, mostly due to lower timber production.  As a result of a November 25, 1998, Federal Railroad Administration (FRA) Emergency Order (Order No. 21), the NCRA was ordered to cease all railroad operations until safety repairs could be completed to the satisfaction of the FRA.

 

Since that time, the NCRA has taken part in railroad rehabilitation programs made available by Caltrans and the California Transportation Commission, and committed over $37 million toward infrastructure improvements on the Russian River Division.   



This $37 million is part of the $60 million made available in 2000 under the Transportation Congestion Relief program initiated by the Gray Davis administration for railbed rehabilitation.  The Federal Emergency Management Agency (FEMA) provided $7.9 in 2005 for moveable ridge repairs, rail repair equipment, and to update the Capital Assessment Report for the Russian River Division. $690,000 in TCRP funds were used in 2007-08 to repair 300 yards of the rail levee near King Salmon.  While these monies have improved the NCRA system, little of the money has actually been invested within the HCAOG Regional Transportation Planning Area.

 

 

Needs Assessment

 

Overview

Because the highways and local roads currently accommodate all goods movement through Humboldt County, State highway system improvement is a primary need for improving goods movement in Humboldt County.  Large trucks cause traffic congestion and wear and tear on local streets.  Currently, conditions on certain sections of US 101 and SR 299 (viz., Richardson Grove and Buckhorn Summit) limit the length of trucks that are able to enter and leave Humboldt County.  Improvements to these roadway sections will improve the efficiency with which trucks are able to travel into, within and out of the County.

 

Humboldt BayÕs transportation competitiveness is limited by a number of economic and geographic conditions that do not constrain other potentially competing ports, including the areaÕs relative remoteness and rugged topography.  In terms of rail transport, the Northwestern Pacific Railroad line, which formerly served Humboldt Bay, has been out of service since 1998 after the line washed out at several points in the Eel River canyon due to three successive years and El Nino Storms.  The line was closed by Federal Railroad Authority in 1998. Since that time the North Coast Railroad Authority (NCRA), the current owner of the line, has pursued state and federal funding and support for restoring service on the line.  While the NCRA has made progress in restoring service on the south end (Russian River Division) of the 300-mile line, reopening the line north of Willits (Eel River Division) depends on the availability of funds, a number of agency and environmental approvals, and stabilization of the line through highly unstable geological materials throughout the Eel River Canyon.

 

Humboldt BayÕs competitive range by truck is also limited. The 2003 Harbor Revitalization Plan identifies a truck-competitive ÒhinterlandÓ that includes a relatively small area bounded approximately by Medford and Klamath Falls, Oregon, on the north, Redding on the west, and Willits on the south. Beyond that area, truck shipping rates are generally lower to competing ports. Truck competitiveness to and from Humboldt Bay is further limited by truck length restrictions that do not apply at competing ports.

Intermodal facility development is an important future need.  Improving the transitions such as ship to rail or truck to ship for goods movement requires both coordinated scheduling and appropriate facilities.  There are currently several intermodal facilities operating in the County, including the Schneider Dock and Intermodal Facility on Humboldt Bay.  The goods movement system could be further improved through the provision of an alternative to heavy trucks for moving freight and goods.  Potential products that could be diverted to rail are bulk products, such as sand, gravel, cement and other extracted minerals, and timber products, although that industry has declined in recent years.  If rail freight service is restored, the opportunities for developing functional intermodal facilities will require more urgent attention. 

 

Highway, Maritime and Rail Transport Linkages

The Humboldt Bay Harbor, Recreation and Conservation District supports the goal of modernizing Humboldt Bay port facilities and the road and rail connections and services to support the creation of local jobs and to strengthen the local economy.  Reductions in truck travel times between Redding and the Humboldt Bay region via SR 299 are crucial to reaching this goal.  The District believes the Port of Humboldt Bay could become competitive with the Port of Sacramento for the export of agricultural products and minerals to the northern California Central Valley and Sierra Foothill region if truck travel times could be reduced.  However, the District also recognizes that in order to make significant improvements to SR 299, there needs to be a demonstration of sufficient traffic and market potential to justify the major costs of improving the highway.

 

Another project that could benefit is the development of a port-rail marine terminal facility with improved highway access.  This would improve intra- and inter-regional goods movement, and improve the competitiveness of the regionÕs intermodal systems.  Washington Street in Eureka has been designated as a route of intermodal significance because of its rail, port, highway and pipeline accessibility.  These issues are discussed more fully below.

 

Truck Transportation Needs Assessment

Truck transportation is a major component of many industries doing business in Humboldt County and the north coast.  The timber industry annually trucks millions of board feet of wood products harvested in Del Norte, Humboldt and Mendocino counties.  Trucking operations rely on a sizable transportation system of state and county roads.  State and county governments allocate significant resources to maintain roadways.  The State of California allocates over $2 million annually to maintain and repair the roadbeds in the north coast counties.  Humboldt County receives approximately $2,833 per mile each year from state gas tax funds to maintain the county road system.  A portion of the necessary financing is obtained from the U.S. Forest Service through the sale of National Forest timber.  The balance of the road maintenance and repair financing must come primarily from a county road tax on property in unincorporated areas, traffic fines, and in-lieu taxes.

 

Because truck traffic causes more rapid and severe deterioration of the roads compared to other vehicular traffic, there are concerns regarding equitable cost sharing for road repair and maintenance.  It has been recommended that generation of additional funds from both increased weight fees and additional timber taxes is needed to make cost sharing more equitable. 

 

Cooperative efforts are needed between the trucking industry, Humboldt County, and Caltrans to assess the impacts that trucks have on the roadway network, and to create regulatory guidelines for truck travel, such as designated truck routes.  Trucks should not be permitted on facilities that are not designed or constructed for heavy vehicles if there are alternatives.  In Humboldt County, a major portion of truck traffic is from timber industry operations.  Humboldt CountyÕs road system provides the collector road and rural access function between the forest (point of harvest), local roads, and the state highways.  County roads vary from four-lane, paved expressways to one-lane, untreated, narrow, winding roads.  Many county roads used for trucking timber are not designed for heavy truckloads, and the structural condition of these roads is deteriorating.  Many of the existing bridges and other structures also require additional structural support to handle the heavy loads. 

 

In general, truck operations do not cause traffic congestion within Humboldt County.  The major exception is on US 101 along Eureka's retail and commercial area.  This portion of the highway is used for through travel as well as access to local stores and businesses.  Due to this roadwayÕs mixed use, heavy timber industry trucks can cause incompatible noise and vibration, as well as hazardous conditions for pedestrians and local crossing traffic.  The county and cities expend significant transportation funds to repair and maintain roadways used by timber trucks.  For example, the estimated cost to maintain and repair the roads used during a sustained logging operation is $9,000 per mile. 

 

The primary arterials used by the timber industry are US 101 and SR 299.  These major state highways provide adequate facilities and levels of service, except during summer months when congestion is highest due to recreational travel.  Other state routes experiencing truck volumes include SRs 36, 169, 200, 211, 254, 255, 271 and 283. 

 

Timber industry representatives have indicated that making US 101 a four-lane facility south towards San Francisco and north to Crescent City would benefit the industry.  Such improvements would provide cost savings to the industry by reducing congestion and travel times.  In addition, the industry could use longer trailers to help cut transportation costs.  These savings will have to be quantified to determine whether they are significant enough, when coupled with other factors such as safety and operational concerns, to warrant highway expansion.

 

Truck Length

A significant issue concerns the trucking industryÕs use of longer trailers (53 to 56 feet) to help cut costs and improve efficiency.  California currently allows trucks with 53-foot trailers to operate on the National Network and terminal access routes throughout most of the state.  Trucking companies operating trucks with two 28-foot trailers are carrying about the same capacity as a 53-foot trailer but their operating costs are much higher.  Longer vehicle lengths require significant roadway improvements, including lane widths and curve radii.  The industry has expressed concern about the limitations imposed by narrow lanes and sharp curves on portions of US 101 and SR 299.  The industry is concerned that these roadway segments do not safely accommodate the longer vehicles.

 

 

 

Humboldt County has truck restrictions on all state highways serving the county.  No portion of Humboldt County (or Trinity County) is served by truck routes meeting federal interstate truck length guidelines.  In addition, truck routes in all directions to and from Humboldt Bay currently do not meet California legal truck length requirements, which allow a king-pin-to-rear-axle (KPRA) length on semi-trailers of up to 40 feet. Advisory routes at three locations limit KPRA length in and out of Humboldt Bay to 32 feet or less: on CA 299 to the east at Buckhorn Summit, to the south on US 101 at Richardson Grove, and to the north on US 101 nine miles north of Trinidad.  Livestock trucks have an exemption that allows for total truck length of 70 feet with a KPRA of 43 feet.

 

Truck length restrictions and backhaul opportunities in Humboldt County are preventing businesses from being profitable and competitive with other similar business along the West Coast.  Truck manufacturers are not phasing out the 28-foot trailer, but economics are driving the industry toward the longer trailers.  Since most of the beef grown in Northern California is shipped out-of-state, North Coast ranchers need to use out-of-state trailers to move their product.  Stakeholders have noted that truck length restrictions effectively result in an increase in the number of trucks they are forced to run in and out of the County.

 

Truck length restrictions prevent the North Coast livestock industry from utilizing 43-foot trailers to haul cattle.  The Humboldt County planning division, with Caltrans, has been exploring alternatives for safely providing larger truck and multimodal access US 101 through Richardson Grove State Park, while improving overall transportation for all modes, and goods movement access to Humboldt County.  Potential improvements include operational fixes (curve correction procedures) and added road-width capacity.  Possible improvements to Richardson's Grove follow a series of roadway improvements that have sought to accommodate semi-trailer travel through the region. 

 

HCAOG and other planning agencies have participated in planning efforts to identify and prioritize appropriate SR 299 State Transportation Improvement Program (STIP)-funded improvements.  These efforts concluded that improvements to the east side of the Buckhorn grade provided the greatest travel-time reduction, and greatest benefit to the SR 299 corridor.  This project was also determined to be the most expensive and difficult to program.  The counties of Humboldt, Shasta, and Trinity, along with Caltrans Districts 1 and 2 have participated in funding the environmental component of the SR 299 Buckhorn Grade improvement project.

 

Maritime Needs Assessment

The 2003 Harbor Revitalization Plan focused on establishing a new and sustainable maritime focus for the Harbor.  The strategy involved two phases, channel deepening and landside improvement.  With the completion of the Channel Deepening Project in 2000, the focus of the Harbor Revitalization Plan became the marine facilities, landside access, diversification opportunities, and the associated economic development and marketing of the Port.

 

Non-rail-dependent opportunities for the Port include: (1) project cargo; (2) local bulk cargo; (3) cruise market; and (4) container-on-barge.  Items #1-3 currently offer greater prospects than the container on-barge service, which at present has smaller cargo volumes and must compete with truck service between Oakland and Humboldt Bay.  Container-on-barge service may become more viable in the future if the cost of trucking increases due to environmental regulations and highway congestion issues, including new and enforceable future regulations to limit truck emissions, and if companies interested in developing barge service can overcome high stevedoring costs at the Port of Oakland and access to a suitable terminal in the Oakland area.  The development of a facility that could more efficiently transfer containers from barges at the Port of Humboldt Bay (using, e.g., roll-on/roll-off, or roro, barges) would facilitate the greater use of container-on-barge for goods movement into and out of Humboldt County relative to other approaches, in part by reducing stevedoring costs here and in other port (e.g., Oakland) by upwards of 50-75%.

 

A number of longer-term industry trends may support the need for investment in new terminal capacity on the U.S. West Coast over the next decade and beyond, which may create opportunities for secondary ports to expand their market presence.  The container shipping industry is expected to face West Coast port capacity constraints in the 2015-2020 period.  As major West Coast container ports seek new container terminal capacity within their property boundaries, they may replace existing automotive terminals with container terminal operations, which typically generate higher cargo density per acre and higher lease revenues for the port authority.  Automotive terminal operators are likely to seek new terminal sites at secondary ports along the West Coast.

 

Other cargo sectors—breakbulk and bulk—may also seek new terminal facilities at secondary ports due to the difficulty of securing land at the major ports.  Secondary ports will have to offer good rail and highway connections to population centers on the West Coast and further inland.

Environmental constraints (pollution, traffic congestion) at the major West Coast ports are expected to support interest in the development of secondary ports and new port locations to accommodate the long-term growth of cargo flows over the West Coast.  The private sector (terminal operators, investment funds, etc.) is showing greater interest in the development, management and operation of transportation infrastructure including ports, railroads and warehousing. This participation can take different forms including full private sector control and public-private partnerships.

 

Historically, forest products have been the highest volume commodity passing through Humboldt Bay.  The export demand for forest products has fluctuated over the years, having been affected by governmental regulations, market fluctuations, and construction activity levels.  Shipped commodities entering Humboldt Bay include petroleum products (gasoline and fuel oil), wood chips, and logs. 

 

In 2006, the State of California released a report titled, ÒGoods Movement Action Plan Phase II Progress Report: Draft Framework for Action.Ó  The Plan includes a discussion of underutilized Port facilities, and looked at a ÒsolutionÓ for integrating the Port of Humboldt into the State system, to tap local infrastructure and services.  In addition, the Plan provides a statewide action plan for goods movement capacity expansion, goods movement-related public health and environmental impact mitigation and community impact mitigation, and goods movement-related security and public safety enhancements. 

 

The Port of Humboldt Bay Board requested that the report include two Northern Gateway projects to the Òshort listÓ of infrastructure improvements: (1)  the reestablishment of freight rail service on the State-owned NCRA rail line from the Port of Humboldt Bay to the national rail system; and (2) the modernization of the Redwood Dock Marine Terminal to facilitate short-sea shipping between the Port of Humboldt and the Port of Oakland, accommodate and respond to goods movement shipping demands at the Harbor DistrictÕs publicly-owned marine terminal in Humboldt Bay, and support national and international investment in and around the Port of Humboldt Bay.  The Port of Humboldt Bay has a variety of port assets and services that are presently underutilized and available to the State.  It is currently the major underutilized deepwater harbor in the State of California.  The integration of the Port into the State system and utilization of port services and assets could provide substantial goods movement alternatives and additional capacity for the State of California. 

 

The marine transport of goods has been affected by changes in the shipping industry.  Larger deep-draft vessels are becoming more common for moving cargo along Pacific Ocean shipping lanes.  These vessels have higher cargo capacities and also require deeper and wider channels and turning basins.  The Army Corps of Engineers assessed the feasibility of deepening and widening of Humboldt Bay in a study completed in 1995.  The study found navigation concerns in two areas: safety and efficiency, including that the North Bay Channel depths did not allow for the efficient movement of deep draft vessel commerce, and that deep draft vessels that call at Humboldt have vessel design drafts that were constrained by the existing channel depths.

 

To address the concerns from the study, the deepening of Humboldt Bay channels, to accommodate deeper draft vessels, was accomplished in 2000 through an agreement between the U.S. Army Corps of Engineers and the Humboldt Bay Harbor District.  The bar and entrance channels were deepened from a depth of -42Õ MLLW to a depth of -48 feet, and the North Bay and Samoa Channels were deepened from a depth of -35ÕMLLW to a depth of -38 feet.  

 

Rail Needs Assessment

In Humboldt County, almost 100% of goods, raw resources, and agricultural products move by trucks (of all kinds) on the same roadways that carry passenger automobiles.  Trucks can cause physical damage to roadways and impede the flow of traffic.  A freight railroad could help relieve these concerns.  With suitable economic conditions, a freight railroad could also help timber and other extractive industries remain competitive.

 

The railroadÕs ability to offer reliable service depends largely on the condition of the track and roadbed, and the availability of stations.  Currently, there are six inactive stations at Willits, Ukiah, Scotia, Fort Seward, Calpella and Laughlin.  A considerable program of roadbed, track, bridge, tunnel and station upgrading will be necessary if operations and competitiveness are to be restarted and/or improved.  The NCRA has started rehabilitation work in order to lift the closure and re-open the line south of Willits to Lombard.  The work currently underway on the Russian River Division is expected to cost from $50 to $60 million.  The cost for repairs North of Willits through the Eel River Canyon to Samoa cannot be determined until a mapping survey, geotechnical study and EIR for the Eel River Division are completed.

 

The NCRA released the ÒCapital Assessment Report-Russian River DivisionÓ report in November of 2005.  The report is a comprehensive condition assessment of the railroad from Lombard to Willits.  The updated report provides recommendations for improvements and processes to reopen the railroad, details capital repairs, deferred maintenance, storm water repairs, and related environmental requirements to reopen the railroad.  Subsequently, in March 2006, the NCRA released a Strategic Plan and Progress Report; this plan was updated in February 2007.  The Strategic Plan has been refined to reflect available funds and the requirement to have completely operable segments to attract and support an operator.  The Strategic Plan calls for an eventual reopening of the entire line from Lombard to Arcata/Samoa. 

 

In order to maximize funding sources and begin construction, the construction is expected to be phased based on a strategy of opening operable segments that produce a positive return on investment to an operator.  The first phase of construction is the Russian River Division from Lombard to Windsor.  This reopening will be based on the market demand for rail service, the existing condition of the line, the ability of NCRA to team with Sonoma Marin Area Rail Transit (SMART), and the ability to work within NCRAÕs right-of-way to restore service.

 

Repair of the NWP line North of Willits through the Eel River Canyon and from South Fork to Samoa will require a separate EIR for Eel River Division which is currently underway.

 

Trucking lumber on US 101 to Willits and then transloading onto rail cars showed a significant increase in cost of shipping lumber by truck versus shipping by rail from Eureka.  The Union Pacific Railroad (UP) subsidizes a large percentage of the trucking transload cost to prevent this traffic from staying on trucks to its final destination.  With the UP subsidy, the net cost to transport lumber from Eureka to Suisun via the US 101 corridor is an additional $200 per railcar over the existing rail rate.

 

The truck rate between Eureka and Redding via SR 299 is an additional $350 per railcar higher than the Willits rate.  However, the Union Pacific (UP) does not have to share revenue with the NCRA or the California Northern Railroad (CNR) for transportation to their rail connection in Suisun.  The result is the savings in shortline revenue sharing offsets their subsidy for the transload cost.  Therefore it is more economical for UP to maintain a transload in Redding than to subsidize a transload in Willits.  The UP can control where the transload site is by adjusting the subsidy rate.  To ensure the majority of lumber trucks go to Redding, UP subsidizes the trucking cost so they are approximately $100 per carload less than the Willits transload rate.  Several lumber companies are using the Redding reload and will continue to do so as long as the rate remains lower than the Willits rate.  Although UP has given assurances they will try to keep the Willits transload competitive, the benefits of a Redding transload for UP will always ensure that Redding transload rate will stay low enough to cause the majority of the lumber traffic to move on SR 299 to Redding.

 

Caltrans conducted a telephone survey of the five largest lumber companies in Humboldt County to determine if the companies would use a transload site in Willits to support the NCRA.  Four companies all stated they prefer having a rail connection in Eureka, but would support a Willits transload provided it did not significantly increase their transportation costs.  One lumber company said they would not accept an increase in transportation costs. Their response indicated they are trucking all of their lumber to Redding and will continue to do so until rail service returns to Eureka.

 

Fifty percent of the flakeboard produced in Humboldt County goes to markets outside of California.  The most economical way to move this lumber is by rail service.  For California Redwood, sixty to seventy percent is shipped outside of California.  Most of these shipments would potentially go by rail if the NCRA could provide reliable service.  Lumber mills must truck their lumber to Redding to remain competitive.  The only way to prevent a significant increase in truck traffic on SR 299 would be to continue providing rail service to Humboldt County. 

 

Another existing need is solid waste removal.  Humboldt CountyÕs landfill has already reached capacity, while Mendocino County estimates its landfill will reach capacity soon.  The most economically feasible way to export waste is by rail.  It is estimated that new waste traffic on the NCRA would increase transloadings by 25 percent and provide approximately $1 million in additional revenue per year.  The waste traffic would offer a steady, year-round source of revenue that will only increase as the population of the north coast continues to grow.

 

The rail system will also have the capability to handle backhaul movements for export traffic through the Port of Humboldt Bay.  The backhaul operation could generate an additional $1.5 million in revenue to the County.  The alternative would be to set up a transload point at Willits. If a transload were set up at Willits, the cost of hauling garbage by truck to Willits from Eureka would increase transportation costs to the Counties by $18 to $20 per ton or $1.2 to $2 million per year in addition to the 9,000 truck movements per year on US 101.

 

The survey and analysis by Caltrans shows a railroad alternative that has the potential to be self-sustaining if properly managed and if sufficient public funding is provided for the rehabilitation of the railroad.  Many lumber shippers stated in their survey they would ship more lumber by rail if the service were reliable.  During the wet winter months, many customers pay the additional cost of a truck transload so they can guarantee their lumber shipments will be delivered on time.  With the necessary capital improvements in place and the ability to restore service in a minimum amount of time, the NCRA would be able to attract year-round shipping contracts.

 

A study commissioned by the HBHRCD shows that shipments of 10,000-30,000 carloads of aggregate every year may be necessary to sustain a profitable railroad (see figure below).  The study also noted problems with shipping containers or automobiles because of the PortÕs distance from population centers and markets and the cost of trans-shipping goods.


Guiding Goals, Policies, and Objectives

The goods movement goals, policies, and objectives present here address the economic implications of policy decisions that affect goods movement, and point to appropriate investment strategies and policies for improving regional goods movement. 

 

Goals: Truck, marine, air and rail transport systems suitable for the continuous, efficient and cost-effective flow of goods in and out of Humboldt County.

 

A stable, reliable, integrated freight/goods movement system that utilizes roadway, marine, aviation and rail facilities and includes strategically placed intermodal transfer facilities.

 

A fully operational and environmentally compatible Marine transportation system connecting the Port of Humboldt Bay to interregional, state, national and international markets with safe and efficient access for freight movement, integration with truck, aviation and (potential) future rail freight service by the strategic use of intermodal transfer facilities.

 

Policy GM-1:  Encourage a goods movement strategy that is developed as a joint effort between private business, airport management, NCRA, Humboldt Bay Harbor District, Caltrans District 1, county and city Governments. 

 

Objective: Support the development of a Redwood Trade Corridor Coalition made up of representatives of private business, airport management, NCRA, Humboldt Bay Harbor District, Caltrans District 1, county and city Governments along the Redwood Trade Corridor from Humboldt Bay to interstate road and rail connections in the north San Francisco Bay area. 

 

Policy GM-2: Promote balanced growth in truck, marine, air and rail transport of goods, and multiple uses of transportation corridors.

 

Objective: Monitor and evaluate goods movement volumes and support efforts by goods movement industries to interconnect modes and maximize use of transportation corridors.

 

Policy GM-3: Continue to support state highway and local road projects that aid goods movement by improving intermodal connectivity and mobility within the region.

 

Objective:  Provide planning and programming support for the development and construction of state highway and local road projects that will aid goods movement throughout the region and improve intermodal connectivity (e.g., access to the port).

 

Policy GM-4: Support existing commercial truck weight fees and timber taxes.

 

Objective: Maintain and reconstruct city and county (rural) truck routes with proportional revenues from commercial truck fees.

 

Policy GM-5: Promote truck route improvements.

 

Objective: Support roadway improvements for commercial vehicle access, and conduct further studies to determine trucking industry needs and options to eliminate barriers to freight movement, and to improve safety along truck routes.

 

Policy GM-6: With other stakeholders, coordinate economic development activities identified by the Harbor Revitalization Plan and the Redwood Marine Terminal Feasibility Study.

 

Objective:  Help coordinate and develop economic development activities that support and develop goods movement opportunities and facilities in the Port of Humboldt Bay.

 

Policy GM-7: Support dredging when it serves water-dependent uses (goods movement) or will enhance navigational safety.

Objective: Ensure that Humboldt Bay maintains a sufficient depth to support the transit of deep-draft vessels for goods movement and passenger service.

 

Policy GM-8: Support Harbor District efforts to improve port facilities.

 

Objective: Improve Humboldt Bay port facilities, including public and private docks and petroleum terminals, modernization of the Redwood Marine Terminal and Fields Landing Marine Terminal, as important intermodal facilities that should be maintained.  Encourage Harbor District to develop a harbor marketing plan.

 

Objective: Coordinate economic development activities with harbor marketing plan developed by the Harbor District.

 

Policy GM-9: Identify and protect harbor-related land uses in Humboldt Bay.

 

Objective: Assist local, regional, and state agencies in identifying and protecting harbor-related land uses in Humboldt Bay, and in developing increased institutional capability in the planning, regulatory, and development programs related to such uses.

 

Policy GM-10: Assist in removing potential constraints for marine-dependent or coastal-dependent land uses.

 

Objective: Remove potential constraints for marine-dependent or coastal-dependent land uses along the Samoa Peninsula, Fields Landing Channel, Eureka shorelines, and other harbor-related areas.

 

Objective: Remove potential constraints for marine-dependent or coastal-dependent land uses along harbor-related parcels in the South Bay.

 

 

Policy GM-11: Support increases in energy efficiency and the reduction of energy consumption across the goods movement system.

 

Objective: develop cost-effective and environment-enhancing programs to reduce overall energy use in the goods movement system through sound energy management practices (energy efficiency and conservation, use of alternative energy sources).

 

Policy GM-12: Work with other stakeholders to improve the public health and air quality impacts of the goods movement system.

 

Objective: With NCUAQMD and other stakeholders, identify sources and reduce pollutant emissions of NOx, PM, SOx, sulfate, VOC, and other identified pollutants.

 

Policy GM-13: Continue to support the restoration and implementation of freight and passenger rail.

 

Objective:  Support and encourage the NCRAÕs efforts to re-establish economically viable, environmentally compatible  freight and passenger rail services in and out of Humboldt County.  Support NCRA efforts to include their lines in the California State Rail Plan, for federal rehabilitation and new facility construction fund eligibility.

 

 

Action Plan: Proposed Projects

Goods Movement

The trucking industry will benefit through HCAOGÕs support of improvements to the State highway and local roadway systems. For marine and rail facilities, HCAOG has the opportunity to provide both guidance and support.  Public transit and the roadway system that provides access to rail stations and terminals are within the discretionary authority of the Board.  The movement of freight/goods/raw resources using trucks and the roadway/highway is subject to the regulation of the state vehicle code, the Interstate Commerce Commission (ICC) and the market place.  Short- and long-range projects supported by HCAOG for all modes are listed below.

 

Richardson Grove Realignment Project

At the south Humboldt County line, Highway 101 runs through Richardson Grove State Park.  The narrow roadway and small curve radii along a 1.1-mile stretch of roadway that winds through the Grove limit the length of trucks that can pass through.  Caltrans has developed a proposal to realign the roadway in order to remove the pinch points and the existing restrictions on STAA trucks.  The Richardson Grove realignment project includes the following:

á      minor realignment to accommodate STAA truck access

á      two  12Õ travel lanes and two paved shoulders

á      a retaining wall at the north end of the project

á      pavement overlay

á      culvert extension where needed

 

Improvements to the east side of the Buckhorn grade have been identified by various studies as potentially providing the greatest travel time reduction and benefit to truck transport to and from Humboldt Bay on SR 299 corridor; however, this project would be expensive and require major environmental reviews.  CalTrans has considered approximately $120 million in Buckhorn Summit improvements that would remove the Advisory Route restrictions and allow California legal truck lengths connecting to I-5 at Redding; additional improvements at about six locations along SR 299 would raise the route to Federal interstate STAA standards. 

 

Maritime

Redwood Marine Terminal Feasibility Study

In February 2008 the Harbor Commission released the results of a feasibility study (conducted by TranSystems and SHN Consulting Engineers) of the best uses of the HarborÕs Redwood Marine Terminal asset.  Tasks 1 and 2 of the feasibility study assessed the physical condition of the existing Redwood Terminal to determine capability of the site to support expanded operations, and assessed current and potential cargo flows in the breakbulk, bulk, container and cruise sectors.  Briefly, Task 1 found that the Redwood Marine Terminal has sufficient land acreage and waterfront property to support development of modern cargo terminal operations, but the terminal infrastructure requires modernization.  Task 2 presented two market strategies based on short- to medium-term development, and medium- to long-term development.

 

The Task 3 report is divided into two elements to match the two market strategies identified in Task 2.  Recommendations for these strategies were made in Task 4 and presented as Options A and B, with Option A based on the short- to medium-term opportunities identified, and Option B positioning Humboldt Bay to compete for shipping community investment in secondary ports.  Option B is contingent on the availability of a rail corridor between Humboldt Bay and the transcontinental rail system. 

 

In February 2008, the Harbor District Commissioners voted to support Option B and the development of the Redwood Marine Terminal facility into an amenity that can handle container ships, bulk and breakbulk ships, cruise ships and barges with the ultimate goal of connecting with a restored rail system.  To compete effectively with other secondary ports and potential new port locations for investment, the Harbor District would need to pursue the following market strategy:

á      Commit to a sustained multi-year effort to market the Redwood Marine Terminal given that terminal projects, including competing for investment, can take upwards of 10 years from concept to completion.

á      Raise the industry profile of Humboldt Bay amongst the cargo shipping industry (terminal operators, shipping lines, shippers, etc.).

á      Fully evaluate the rail corridor, including cost of construction to meet standards for intermodal rail service and environmental impacts.

 

Option B foresees the short-term development of a single multipurpose berth that is suitable for multipurpose cargo ships, cruise ships and barges, and designed to be integrated into potential larger, longer-term terminal development.  The initial cost of development is $32 to $38 million. 

 

To achieve the longer-term goals, Option B recommends the development and implementation of a marketing plan for major terminal development, and for discussions with shipping lines, terminal operators, shippers of cargo, and major national railroads. Other recommendations include:

á      pursuing a coordinated development strategy with the State agency that manages the rail corridor,

á      investigating environmental requirements and permits needed to extend the turning basin and dredge at the berth should there be market and shipping line demand, and

á      conducting further vessel simulation exercises for specific large commercial cargo and cruise vessels to support development of appropriate cost and construction requirements.

 

The availability of rail service is critical for the success of Option B and this strategy for long-term Port development.  The Harbor District has been working with NCRA on the ÒNorthern Freight Corridor Restoration Project,Ó which aims to position the Port of Humboldt Bay for growth by providing essential port and rail infrastructure.  The Project seeks to reduce shoaling in Humboldt Bay (enhancing navigation efficiency and safety), and rehabilitate the Northern Corridor of the NWP railroad from the Port of Humboldt Bay to South Fork.

 

Following rehabilitation of the rail infrastructure envisioned and funded in part by this Project,

NWP would operate a separate short-line railroad on the Northern Corridor of the NWP line, extending from South Fork to Samoa.  Traffic will be general freight from the Northern Corridor that will be transferred from rail to barge at a transload facility within the Port of Humboldt Bay.  This Project would also provide the potential to attract additional traffic to the NWP rail service in the South Fork-Samoa area, including the movement of additional traffic that would both originate and terminate on this line segment, and the movement of inbound traffic moving through the Port of Humboldt Bay; however, the amount of this traffic has not been quantified at this time. Moreover, the Project would also provide the potential to operate excursion passenger train service within the Northern Corridor.  In January 2008 an unsuccessful application for $19.117 million for the Northern Freight Corridor Restoration Project was submitted by the Harbor District and NCRA to the CTCÕs Trade Corridors Improvement Fund (TCIF).

 

Ongoing Projects

The following summary lists the current status of several Humboldt Bay Harbor, Recreation and Conservation District projects.  Additional information on these projects can be found in the Harbor District's Five-Year Strategic Plan (2007-2011), Harbor Revitalization Plan (2003) and Redwood Marine Terminal Feasibility Study (2008).

 

1.     Harbor Deepening Project:  The Humboldt Bay deepening project for the Bar and Entrance Channels (from -40' to -48' MLLW), and the North Bay and Samoa Channels (from -35' to -38' MLLW) was completed in April 2000.

2.     Maintenance Dredging:  The Harbor District continues to work with the Army Corps of Engineers on maintenance dredging of Humboldt Bay Channels and entrance.

3.     Long Term Sediment Management:  The Harbor District continues to work with the Army Corps of Engineers and State of California to fund and complete a long term sediment management program that is intended to develop and implement sediment reduction strategies aimed at reducing dangerous winter shoaling at Humboldt BayÕs entrance.

4.     Fields Landing Channel:  The proposed modernization of the Fields Landing Channel, by deepening it from the currently authorized -26' MLLW to -35/ MLLW, was identified as a federal cost share project in the Water Resources Development Act of 1999, by the US Congress.

5.     Humboldt Bay Management Plan:  The Harbor District continues to work on the implementation of the policies adopted in the Humboldt Bay Management Plan.

6.     Redwood Marine Terminal Modernization:  A project to establish a multi-purpose, publicly-owned marine terminal with two berths that would be available for cruise ships, cargo ships, visiting Naval vessels and seasonal or overflow commercial fishing activities.  The Redwood Marine Terminal Feasibility study was completed in February 2008.  The DistrictÕs consultants are presently completing the business plan for the selected terminal development option.  The business plan is expected to be completed by summer 2008.

 

Rail

Rail transportation can be a vital component of the regionÕs balanced multi-modal transportation system.  Restoring the line and striving for an acceptable level of service to the region continues to be a long-range goal.  Long-term future projects will complete the stabilization required to restore disaster eligibility for the entire line and will require the acquisition of substantial additional funding.  The scope, schedule and costs will be determined in the future.

 

Short-term Projects

Northwestern Pacific Railroad Reopening.  NCRA has adopted a policy of reopening the entire Northwestern Pacific Railroad Line from Lombard to Arcata/Samoa. The cost for rehabilitation of the line cannot be estimated until aerial mapping, a geotechnical study, and an EIR/EIS are final.

 

The first phase of construction has been identified as the Russian River Division Phase 1 from

Lombard to Windsor based on the market demand for rail service, the existing condition of the line, the ability to team with SMART, and the ability to work within NCRAÕs right-of-way to restore a prior-existing service. Future construction phasing will be based on several factors including market demand for rail, environmental clearance, and availability of funding. However, the current plan, once the Russian River Division Phase 1 is completed, is to move forward with the Russian River Division Phase 2, then the Canyon, and finally the North-End. Depending on funding and environmental clearance it is likely that repairs to the North End between South Fork and Samoa will commence prior to any rehabilitation work in the Eel River Canyon.

 

Russian River Division Phase 1 (Lombard to Windsor).  NCRA proposes to use TCRP funds to open Phase 1 of the Russian River Division, Lombard to Windsor, to class 3 (annual operating revenue of less than $10 million (1978 dollars)). This would allow NCRAÕs operator the ability to serve several shippers that have expressed interest in using rail and provide Sonoma County with an economical out-haul alternative for their waste.  The items listed below summarize the major work elements required for the Lombard to Windsor Project. These items are further described in the 2005 Capital Assessment Report and rehabilitation plans.

 

Canyon EIR/EIS.  The processing of the EIR/EIS document and associated preliminary engineering is the critical path to reopening NCRA's rail line from Willits north.  Due primarily to the nature of the project, the complexities of the processes, and the extent of public disagreements as to the physical effects of the proposed project, NCRA, as lead agency, has proposed to prepare and process a combined document (CEQA/NEPA) that involves facility upgrades, landslide stabilization and reopening of the line from Willits to South Fork. In order to prepare an EIR/EIS, several items must be defined: project scope, design features, and costs including mitigation. Therefore, NCRA proposes to begin this work immediately to allow ample time to address issues, yet be consistent with its obligation to rehabilitate the line in a timely manner for its Operator.

 

Operator Lease Status.  The NCRA Board approved the Lease Agreement with its new operator, NWP Company, at its September 13, 2006 Board meeting contingent on obtaining necessary consents from Sonoma Marin Rail Transit (SMART) together with other relevant actions, NCRA and NWP executing an equipment lease for equipment being transferred to NWP, NCRA compliance with CEQA, and obtaining necessary approvals or making appropriate notifications concerning the Private Activity Tax Rules related to property acquired with Proposition 116 Bond funds.

 

NWP Co. supports the NCRAÕs decision to reopen the Phase 1 of the Russian River Division, and believes a modest profit will result with or without the Sonoma County waste haul. Both NWP Co. and NCRA agree that the $25 million plan will provide a fully operational and dependable freight railroad to Windsor, and that this initial reopening will be a stepping stone to successfully and profitably reopening the full Russian River Division and the entire line once the cumulative effects are investigated and the Canyon is environmentally cleared.

 

Long-Term Projects

Rail transportation continues to be a vital component of the regionÕs balanced multi-modal transportation system. The emphasis of rehabilitating the line and striving for an acceptable level of service to the region continues to be a long-range goal for Humboldt County.  The ÒCalifornia Northern Freight Corridor Restoration ProjectÓ is divided into a rail and navigation component, and would:

 

1.     Restore competitive and cost-efficient rail service between South Fork and Samoa, NWPÕs ÒNorthern Corridor.Ó

2.      Enhance navigation efficiency and safety at the Port of Humboldt Bay.

3.      Create velocity of rail freight movements in the Northern Corridor where no rail service now exists.

4.      Relieve congestion on the regionÕs roadways and reduce vehicular air emissions, both in California and in the Northern Corridor in particular.

5.     Provide jobs and generate beneficial economic impacts in the Northern Corridor through Port and railroad activities.

The goal of the Northern Freight Corridor Restoration Project is to provide an improved Port and freight rail system.  The proposed improvements would enhance a freight movement system that is significantly under-utilized and increase freight mobility for an area that currently is not serviced by rail. 

 

 

Financing

The financial plans and funding sources for the implementation of truck-related freight/goods movement and development of intermodal facilities are covered in large degree by the financial plans for the Highway and Roadway Transportation System Element.  Financing options for maritime are discussed below.  Financing for the rail system is not presented as the system is currently not operating.

Maritime Financing

The Harbor District's principal sources of income include Humboldt County property taxes, tideland leases from dock operators and mariculture operations, rents and leases from commercial sources, and the Harbor Improvement Surcharge (a general charge levied on cargo and deep draft vessels using Humboldt Bay's improved navigation channels). The District also utilizes grant funding from various sources to assist in accomplishing its mission.

 

Costs to Operate and Maintain the Current Maritime System

The HBHRCD budget for FY 2007/08 includes $3.07 million in revenue, $2.28 million in operating expenses, $1.86 million in nonoperating expenses (capital expenditures, debt payment), and a total shortfall of $.64 million after transfers from fund balance designations for capital expenditures. 

 

Performance Measures

Performance measures for freight/goods movement are listed below.  

 

 

Performance Measure

 

Indicator(s)

 

Data Source(s)

Safety

Improve safety in goods movement at Port facilities.

Construction and repair of breakwaters, sea walls, docks, piers and general maritime facilities.

HBHRCD; private industry.

Improve safety in truck-related goods movement.

See Highway and Roadway Element.

Facility Use/Service Demand

Increase facility use and demand for Harbor services.

Recorded and estimated boat launchings, berthed boat departures and arrivals for commercial purposes from ramps and piers within the Port.

HBHRCD; Woodley Island Marina; private industry.

Velocity

Improve velocity, or the speed of goods delivery. 

Velocity = distance goods travel per unit of time for goods delivery. 

 

A project should be measured on its ability to maximize distance or minimize time. The velocity increase offered by any single infrastructure project is subordinate to the velocity across the entire intermodal supply chain.

Private industry sources (e.g., small package carriers) would be needed for studies to assess velocity.

Throughput

Increase throughput, or the volume of goods handled by the system. 

 

Overall system capacity. (Throughput = the volume of goods passing a given point in a given period.  An infrastructure project that expands overall system capacity increases throughput.) 

 

Street and highway capacity (trucks).

 

Private industry sources would be needed for studies to assess throughput.

 

Caltrans; County and City public works departments; Greater Eureka Area Travel Model.

Connectivity

Increase connectivity across the goods movement system.

As goods move from one mode to another (intermodal) there will be variations in velocity and throughput.  Better connectivity lends itself to increased reliability, velocity, and throughput systemwide.

Studies of system reliability, velocity, and throughput.

Reliability

Increase the reliability of the goods movement system.

Variance or consistency in trip time and equipment constraints.

Private industry sources would be needed for studies to assess throughput.

Congestion

Reduce congestion for both goods movement and non-goods movement traffic.

See Highway and Roadway Element

Funding

Identify and commit supplemental non-State funds.

Projects likely to have higher levels of federal, local, or private supplemental funding should be prioritized.

Funding sources and grant-making entities.

Innovative Technology

Considers innovative technologies.

Goods movement projects should be long-lasting improvements and should consider the most promising and the most feasible technological advances.

Industry technology standards.

 

Technology assessment reports.

Energy Efficiency

Increases energy efficiency and reduces aggregate energy/fuel consumption across the goods movement system.

Change in system-wide aggregate fuel/energy consumption.

Goods movement system-wide energy usage data.

Public Health and Environmental Impacts

Improves Public Health and Mitigates Environmental Impact

 

Total tons of emissions reduced (NOx, PM, SOx, sulfate, VOC), and ambient pollution measurements.

 

NCUAQMD; EIRs; state, county and city sources

 

References

 

Humboldt Bay Recreation and Conservation District.  2003.  Harbor Revitalization Plan.  PB Marine.

Humboldt Bay Recreation and Conservation District.  2007.  Strategic Plan 2007-11.

 

Humboldt Bay Recreation and Conservation District.  2007.  Humboldt Bay Management Plan.

 

Humboldt Bay Recreation and Conservation District.  2007.  FY 2007/08 Budget.

 

Humboldt Bay Recreation and Conservation District.  2008.  Redwood Marine Feasibility Study.  conducted by TranSystems and SHN Consulting Engineers.

 

North Coast Railroad Authority.  2005.  Capital Assessment Report-Russian River Division.

 

Pat Higgins, Humboldt Bay Commissioner.  Submitted Comments.  2008.

 

Personal communication with David Hull, CEO, Humboldt Bay Recreation and Conservation District.  2008.

 

Personal communication with Mike Wilson, Humboldt Bay Commissioner.  2008.

 

Personal communication with Mitch Stogner, Executive Director, North Coast Railroad Authority.  2008.

 

Personal communication with Rob McBeth, O&M Industries.  2008. 

 

Personal communication with Vince Thomas, Sun Valley Group. 2008. 

 

State of California.  2006.  Goods Movement Action Plan Phase II Progress Report: Draft Framework for Action.

 

U. S. Army Corps of Engineers.  1995.  Final Feasibility Report and Environmental Impact Statement/Report for Navigation Improvements.