Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 49
49
performance metrics. Customer-related metrics include how revenue) or, for public companies, earnings per share or
often a carrier delivers or picks up on time, the service times stock price. Some of the suggested metrics (velocity, cus-
to move freight from the point of origin to the final destina- tomer satisfaction, revenue growth) are drivers of financial
tion, or revenue per truck per day. performance, while stock price is a derivative.
Fleet operations metrics include stops per driver (in metro-
politan areas only) per day, the cost to provide service to an
4.3.3 Deepwater Ports and
area, and the amount of time a driver is delayed. Other metrics
Inland Waterways
focus on operational efficiency and equipment use and may
include: Several indicators were noted to be of importance to
processes and to overall supply chain costs and operations
· Percentage of truck engine idle time for ports:
· Average speed per truck
· Truck utilization (miles per tractor per day) · Traffic volume demand and response cycle monitoring to
· Billed versus unbilled miles (indicator of out-of-route adequately plan for and handle surges, clogs, dead times.
miles or non-revenue-generating miles). · On-time arrival percentage of time for ships, labor, trucks,
and rail.
Other measures used by carriers to monitor the impact of · Dwell time in days, i.e., the number of days the cargo sits
mobility constraints on performance are driver stress (conges- in the terminal.
tion is a significant factor leading to driver stress) and driver · Overall supply chain transportation velocity because uneven
retention/turnover rates, typically higher in heavily congested freight velocity is the key indicator for goods requiring syn-
areas. chronization and controlled integration into manufacturing
or retail streams. As one respondent stated, "low freight
4.3.2 Railroads velocity is the key indicator for high-value retail goods, but
it is difficult to quantify or identify as it (the supply chain)
The following rail industry metrics are used to gauge per-
encompasses many players, routes, modes, and transfer
formance and to indicate mobility constraints:
points."
· Available competitive transportation options, because
1. Train speed--measures the line-haul movement between
the customer is looking for the cheapest route from origin
terminals. The average speed is calculated by dividing train-
to destination. Competition can be as simple as the num-
miles by total hours operated, excluding yard and local
ber of rail lines serving one port or the shipping by rail
trains, passenger trains, maintenance of way trains, and ter-
costs at one port in the United States and one port in
minal time. Train speed is a good measure of mobility;
however, data on train speed are not readily available except Canada. One respondent cited the fact that rail rates are
at aggregate levels. currently $400/box cheaper at a port in Canada and are
2. Terminal dwell time--is the average time a car resides at far cheaper than those rail rates charged in a nearby U.S.
the specified terminal location expressed in hours. Dwell port. The U.S. port customers are moving discretionary
time measures delay and indicates mobility problems. cargo to Canada to take advantage of the cheaper rail
However, data on dwell time are not generally available rates.
and may be difficult to interpret for low-cost improvement · Cost volatility related to suddenly increasing costs, e.g.,
projects. fuel, insurance, security requirements.
3. Safety--the most important performance objective, for · Customer satisfaction, as unhappy customers due to delays
most respondents. Whereas this measure does not indicate or lapses in pickup and other terminal operator responsi-
mobility, performance is used to gauge freight mobility. bilities can mean a loss of customers.
4. Customer service--customer satisfaction is the second · Labor supply or enough trained workers who are available
most often used metric and one of the most important when needed and are stable without unrest and threats of
management performance objectives. In addition, railroads strikes for higher pay.
sometimes use percentage of on-time arrivals, car cycle
times, and cars moving on correct trains as customer ser-
4.3.4 Summary
vice metrics to measure performance.
5. Financial results--take various forms, such as measure- Figure 17 shows the ranking of the performance measures in
ment of the precursor operating ratio (expenses divided by decreasing order of use in monitoring freight mobility systems
OCR for page 50
50
State DOTs and MPOs Motor Carriers
5.0 5.0
4.0
4.0
Weighted Ranking
Weighted Ranking
Average Truck Speed
3.0
3.0
Driver Delay Pay
Driver Delay
Truck Idle Time
2.0
2.0
1.0
1.0
0.0
Departure...
On-Time Pickup
Utilization/miles
Out-of-Route
Stops per
On-Time
Terminal
and/or Delivery
Driver
0.0
Miles
Driver
Average Delay Level of Percentage Traffic
speed service of trucks volume
Railroads Deepwater Ports and Inland Waterways
5.0 5.0
and/or departure
On-time arrival
4.0 4.0
Gate transactions per day
Weighted Ranking
Weighted Ranking
On-time pickup/delivery
3.0
Level of service
3.0
On-time arrival/departure
Average speed
Level of service
Stop per hour
2.0 2.0
Traffic volume
1.0 1.0
Delay
0.0
0.0
Lifts per...
On-time...
Dwell...
Truck...
Level of
Idle time
Average
service
time(hrs/days)
Traffic volume
speed
Idle time
Delay
Dwell
Figure 17. Ranking of performance indicators.
and in identifying constraints. The performance measures vary Table 22 summarizes the major causes of freight mobility
by mode but there are some similarities between rail and deep- constraint by mode and shows the top ranked performance
water. For freight movement by highway mode, delay is a com- measures. Table 23 presents examples of freight mobility con-
mon measure used by both the public and private sectors in straints by type (physical, operational, and regulatory) and by
monitoring and identifying freight mobility constraints. For mode from public- and private-sector perspectives.
rail and deepwater ports, on the other hand, idle time is most The next chapter develops the criteria for low-cost and
commonly used, while delay is seldom used to monitor and quickly implementable improvements to address the freight
identify constraints. mobility constraints discussed in this chapter.
OCR for page 51
51
Table 22. Primary causes of mobility constraints by mode.
Mode Primary Causes Metrics/Indicators
· Regulatory constraints State DOTs and MPOs
· Land use controls and regulations · Average truck speed
· Parking restrictions · Delay to traffic
· Speed limits · Level of service
· Safety regulations · Average daily traffic/truck
· Hours-of-service regulations; traffic including percentage of
· Highway geometry (e.g., outdated trucks
Highways interchange and intersection designs to meet · Truck trips per day
traffic demand and requirements of longer Motor carriers
trucks; roundabouts near freight facilities) · On-time customer
· Inadequate system management including pickup/delivery
outdated/inadequate traffic signal systems · Driver delay
· Inadequate capacity to meet increasing · Driver utilization/mile
demands · Truck idle time
· Poor road signage including warning signs · Average truck speed
· Regulatory constraints (Federal and state) · Idle time
· Inadequate physical capacity · Average train speed
· Constrained capital budget · Level of service
Railroads
· Lack of skilled labor · Terminal dwell time
· Poorly structured labor work rules · On-time customer pick-up
and/or delivery
· Regulatory constraints (e.g., land use controls · Idle time
and regulations) · Gate transactions per day
· Inadequate capacity of intermodal connectors · Truck trips per day
Deepwater (truck and rail)
port and · Average speed
· Inadequate traffic system management on · On-time pick-up and/or delivery
inland intermodal connectors
waterways · Level of service
· Terminal gate operating hours
· Dwell time in hours or days
· Port terminal processing requirements
· Security and air quality regulations
OCR for page 52
52
Table 23. Common mobility constraints by mode.
Mode Physical Constraints Operational Constraints Regulatory Constraints
Inadequate traveler
Inadequate mainline
information Lack of timely Parking restrictions
capacity inadequate
traveler information on
number of lanes Truck lane restrictions
incidents, weather, temporary
Narrow roadway or Speed limit restrictions
road closures, construction
lanes
zones
Inadequate turning Route restrictions for long
intersection radii and/or Poor road signage combination vehicle and
channelized turns other trucks
Inadequate weaving Land use controls and
Poor signal phasing
sections regulations
Highways Long, steep grades with Lack of warning signs on DHS and other security
no passing lanes crossroad approaches requirements
Short interchange Lack of 24/7 access to
Hours-of-service regulations
ramps intermodal facilities
On-street parking, bus or
No turning lanes at Lack of interoperability in
other roadside activities too
intersections use of toll passes
close to intersections
Insufficient parking for Differences in truck size and
Inadequate loading zones
trucks weight regulations
Lack of alternate routes Lack of reciprocity in truck
Lack of drivers
for large trucks licensing and inspection
Signaling restrictions or less
Mainline throughput than optimal signaling
Federal and state regulations
capacity outdated/inefficient signaling
& telecommunications
Inadequate sidings Terminals switching Labor issues supply,
Railroads length efficiency training, and utilization
Inadequate investments in
locomotives and freight cars
No passing siding Speed restrictions in urban Lack of funding
areas
Lack of skilled labor
Inefficient terminal
Labor unions and contractual
layout/terminal gate Lack of labor /crew supply
limitations
configurations
Inadequate capacity of Lack of truck appointment Restrictive security
Deepwater intermodal connectors pickup and dropoff systems requirements
port and
Small, aging, unreliable Restricted terminal gate
inland
locks (lock capacity) operating hours
waterways
Lack of channel depth Inefficient terminal layout Restrictive air quality
Flooding and Lack of electronic requirements
insufficient clearance communication in rural areas
(inland waterways) (inland waterways)
