Freight
Current Conditions
Trucks, trains, airplanes and helicopters conduct freight transport in the City of Atlanta. A comparison of the number of trucks using a major arterial versus the interstate is shown in Table 9.3 ‘Truck Freight Movement’.
Numerous trucking firms that have some terminals within the City limits serve the City. While freeway access has long been important for truck terminal location, federal regulations that allow longer and wider trailers has placed new emphasis on freeway access.
|
Location/ Facility |
Percentage of trucks with 2 or more axles (not including pickup trucks) |
|
Piedmont Road south of Roswell Road |
2.68% |
|
I-75/85 between ML King, Jr. Drive and I-20 |
4.85% |
| Source: Georgia Department of Transportation, Planning Data Services | |
The Department of Public Works exercises regulatory control over truck loading and routing. Trucks are a major issue because of their weight and operating characteristics. Atlanta streets in general do not allow for easy truck turning. Truckers occasionally use neighborhood streets either as shortcuts or by mistake. Additionally, truck loading frequently occurs along valuable street space.
In addition, the City is served by two private railroads: CSX and Norfolk Southern. Both companies operate large intermodal facilities inside the City, which are integral elements in plans to streamline their operations by abandoning light density rail lines and spurs. Some of the rail cordon around the Central Area may fall into this category, along with other spurs that were made redundant by previous rail consolidations.
Anticipated Future Conditions
In September 1996, the Atlanta Economic Development Corporation (AEDC), now the Atlanta Development Authority (ADA), announced plans to seek approval to fund a modernized cargo facility on the south side of Hartsfield Atlanta International Airport through a public-private partnership. Since then, a multi-jurisdictional, private-public initiative has been launched with an Urban Land Institute study of the freight and mixed-use potential around the airport, termed “Southport.” Controlled, structured expansion of Hartsfield Airport’s cargo facilities will require special attention to cargo transport and access road network planning. Freight load at Hartsfield is listed in Table 9.4 ‘Freight Load at Hartsfield Airport’.
|
|
1995 |
1999 |
Change |
|
Domestic on |
114,052 |
208,755 |
183.0% |
|
Domestic off |
117,093 |
208224 |
177.8% |
|
Subtotal |
231,145 |
416,979 |
180.4% |
|
|
|
|
|
|
International on |
45,637 |
112,569 |
246.7% |
|
International off |
40,145 |
124,177 |
309.3% |
|
Subtotal |
85,782 |
236,746 |
276.0% |
|
|
|
|
|
|
Total freight |
316,927 |
653,725 |
206.3% |
| Source: Department of Aviation, Hartsfield Atlanta International Airport | |||
One metric ton of international cargo going through Hartsfield means the addition of one job to the local economy. This means that the net effect of one metric ton on manufacturers, freight forwarders, trucking companies, customs agents, etc. yields a total of one job.
In addition, the City is becoming more involved in the re-evaluation of its truck route designation and how the truck routes impact residential neighborhoods. The City will continue to work with the Atlanta Regional Commission and freight operators to facilitate their operations in such as way so as not to adversely affect neighborhoods.
Current Policies
The City is committed to improving accessibility for freight transporters while protecting neighborhoods from traffic and commercial encroachment. Truck terminals should be located in environmentally acceptable locations such as near highway interchanges or in Hartsfield noise zone. Industrial parks (e.g. the Southside Industrial Park or the Atlanta Industrial Park) are more efficient to serve than the older style of linear industrial development scattered along a rail line (e.g. the Armour/ Ottley Industrial District).
The City is also determined to maximize Hartsfield as a major air carrier hub facility while maintaining compatibility with surrounding communities. Surface access to the airport is not to be ignored. Cargo transport including truck and tractor-trailers belonging to national, long haul freight carriers, freight forwarders, independent haulers, and courier/ mail services. The airport’s access road network must have sufficient capacity to cope with peak-hour traffic to and from the airport; including dedicated access route(s) for trucks.
Current Programs and Projects
In 1996, the Atlanta Regional Commission (ARC) has increased its efforts to research freight movement within the region; recognizing the value added to the community and economy by freight companies. The City is working in cooperation with ARC to develop strategies to best serve freight needs.