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Performance Measures for Freight Transportation (2011)

Chapter: Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples

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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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Suggested Citation:"Appendix B - Statewide and Metropolitan Freight Performance Metrics Examples." National Academies of Sciences, Engineering, and Medicine. 2011. Performance Measures for Freight Transportation. Washington, DC: The National Academies Press. doi: 10.17226/14520.
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97 a p p e n D i X B statewide and Metropolitan Freight Performance Metrics Examples

98 CONTENTS 99 Introduction 99 Washington State Measures 99 Washington State Freight Forecast 99 Statewide Freight Growth for Trucks 100 Statewide Corridor Truck Travel Speeds 100 Statewide Truck-Involved Injury and Fatal Crashes 102 Statewide Highway–Rail At-Grade Crashes 104 Puget Sound Metropolitan Area Measures 104 Puget Sound Truck Corridor Travel Speeds 107 Localized Bottleneck Analysis 109 Localized Air-Quality Measures 111 Puget Sound Region Highway–Rail At-Grade Crashes 112 Endnotes

99 Introduction The following section depicts selected metrics from the Freight System Report Card that are populated with local and regional data. In this case, the State of Washington and the met- ropolitan Puget Sound region are selected. The statewide data represent data for the entire state, while the Puget Sound data reflect metrics from within the boundaries of the Puget Sound Regional Council, which encompasses metropolitan Seattle. These metrics are not intended to be definitive but rather illustrative of how the measures from the report card could be replicated locally. One of the many purposes of the Freight System Report Card is to provide a template of freight per- formance measures that can be replicated at the state and metro politan levels. As states and metropolitan regions adopt the framework’s template, the ability to drill down into state and local freight performance will increase. Exam- ples of comparative analysis that could be possible would be to develop a Top 25 list of congested freight bottlenecks nationally, as well as Top 25 lists within each state or even within each region. As the metrics are tracked over time, the rate of change or the effect of improvement strategies could be measured on the bottlenecks. Not all measures have local or state counterparts. Measures that are based on inventories, such as the National Bridge Inventory, can be replicated at the state or metropolitan levels. Measures based on surveys and estimates, such as the Cost of Logistics as a Percentage of Gross Domestic Product, tend not to allow granular deconstruction down to the state or local level. Washington State Measures The measures shown in this section represent the applica- tion of a representative sample of the national measures to a statewide system, in this case, the State of Washington. Washington State Freight Forecast The national Freight Analysis Forecast 2 (FAF2) predicts a 5 percent annual rate of growth for overall freight in Wash- ington State between 2008 and 2035, one of the higher growth rates in the country. Such a large and steady rate of growth forecasts a near tripling of overall freight volumes, from 261 million tons annually to 975 million tons annually moved within, into, or out of the state (see Figure B.1). Trucking has the highest forecast increase, with a forecast rate of growth of 6 percent. As trucking represents the largest freight sector in Washington, its higher rate of growth has a disproportionate effect on this forecast. However, all modes are expected to grow significantly, with water freight predicted to grow at 4.5 percent (see Figure B.2) and rail at 3.5 percent annually. Statewide Freight Growth for Trucks The forecast rate of truck freight growth can be defined as the estimated percentage increase in tonnage hauled in future years by trucks. Tons1 shipped include the total weight of all freight transported within or between regions, and tonnage is counted each time the goods are transported.2 The forecast estimates that freight shipments that originate outside of Washington and are destined to the state will qua- druple from 2002 to 2035.3 Freight shipments being trans- ported within the state are expected to rise from approxi- mately 190 million tons in 2002 to 350 million tons in 2035, while freight shipments originating within the state but are destined out of the state are projected to remain static during this time frame (see Figure B.3). The most recent forecast utilizes the FAF2.2 Commodity Origin–Destination database, which estimates tonnage moved to, from, and within 114 areas in the United States, as well as several international regions.4 Tonnage is estimated by both commodity type and mode of transport. The FAF 2002 base 3 Washington State Freight Forecast Figure B.1 Washington freight volumes. The national Freight Analysis Forecast 2 (FAF2) predicts a 5 percent annual rate of growth for overall freight in Washington State between 2008 and 2035, one of the higher growth rates in the country. Such a large and steady rate of growth forecasts a near tripling of overall freight volumes, from 261 million tons annually to 975 million tons annually moved within, into, or out of the state. Trucking has the highest forecast increase, with a forecast rate of growth of 6 percent. As trucking represents the largest freight sector in Washington, its higher rate of growth has a disproportionate effect on this forecast. However, all modes are expected to grow significantly, with water freight predicted to grow at 4.5 percent and rail at 3.5 percent annually. Figure B.2. Washington truck and water freight forecasts. Figure B.1. Washington freight volumes.

100 year database was constructed from a wide variety of public sources, primarily the Commodity Flow Survey, while future projections are based on Global Insights’ economic models.5 Statewide Corridor Truck Travel Speeds Figure B.4 displays the average travel rates along the Inter- state 5 and Interstate 90 corridors in Washington during the month of October 2009 by three-mile segments. As is shown in Figure B.4, average travel speeds are less than 50 mph in several areas, including the Seattle metropolitan area and the U.S./Canada border crossing. Travel rates in the Seattle area are significantly affected by the I-5 and I-90 junction as well as by rush-hour passenger car traffic. Figure B.5 displays the I-5 average truck travel rates (by 3-mile segment) in Washington during October 2009. As can be seen, travel rates deviate at several locations, including points within and north of the Seattle metropolitan region and at the U.S./Canada border crossing (mile markers 0–160 on this chart). Figure B.6 displays the I-90 truck travel rates by 3-mile seg- ment in Washington. The areas with lower average speeds are urban (Puget Sound region and Spokane). Figure B.7 shows the average speeds for Washington data by month in 2009. Overall average truck speeds are lowest in January, July, and December. Figure B.8 represents the average truck speed along the I-90 corridor in Washington by month in 2009. As can be seen, averages remained fairly constant across the year, with the exception of the December and January travel period, which may be weather related. Figure B.9 represents the average speed by day of the week for Washington along the I-5 corridor. As can be seen, average travel rates decreased slightly during the week and rebounded over the course of the weekend. Statewide Truck-Involved Injury and Fatal Crashes Injury crashes involved large trucks have declined, as seen in Figure B.10. It displays the number of large trucks6 that 4 Statewide Freight Growth For Trucks Freight Shipments Within, To, and From Washington State 0 50 100 150 200 250 300 350 400 Within State To State From State Source: Freight Analysis Framew ork M ill io ns o f T on s 2002 2035 Figure B.3. Washington truck freight forecast. The forecast rate of truck freight growth can be defined as the estimated percentage increase in tonnage hauled in future years by trucks. Tons1 shipped include the total weight of all freight transported within or between regions, and tonnage is counted each time the goods are transported.2 The forecast estimates that freight shipments that originat outside of Washington and are destined to the state will quadruple from 2002 to 2035.3 Freight shipments being transported within the state are expect d to rise from approximately 190 million tons in 2002 to 350 million tons in 2035, while freight shipments originating within the state but are destined out of the state are projected to remain static during this time frame. The most recent forecast utilizes the FAF2.2 Commodit Origin–Destination database, which estimates tonnage moved to, from, and within 114 areas in the Unit d States, as well as several international regions.4 Tonnage is timated by both commodity type and mode of transpor . The FAF 2002 base year database was constructed from a wide variety of public sources, pri arily the Commodity Flow Survey, while future projections are based on Global Insights’ economic models.5 Figure B.3. Washington truck freight forecast. Figure B.2. Washington truck and water freight forecasts. 3 Washington State Freight Forecast Figure B.1 Washington freight volumes. The national Freight Analysis Forecast 2 (FAF2) predicts a 5 percent annual rate of growth for overall freight in Washington State between 2008 and 2035, one of the higher growth rates in the country. Such a large and steady rate of growth forecasts a near tripling of overall freight volumes, from 261 million tons annually to 975 million tons annually moved within, into, or out of the state. Trucking has the highest forecast increase, with a forecast rate of growth of 6 percent. As trucking represents the largest freight sector in Washington, its higher rate of growth has a disproportionate effect on this forecast. However, all modes are expected to grow significantly, with water freight predicted to grow at 4.5 percent and rail at 3.5 percent annually. Figure B.2. Washington truck and water freight forecasts.

101 5 Statewide Corridor Truck Travel Speeds Figure B.4 displays the average travel rates along the Interstate 5 and Interstate 90 corridors in Washington during the month of October 2009 by three-mile segments. As is shown in the map below, average travel speeds are less than 50 mph in several areas, including the Seattle metropolitan area and the U.S./Canada border crossing. Travel rates in the Seattle area are significantly affected by the I-5 and I- 90 junction as well as by rush-hour passenger car traffic. Figure B.5 displays the I-5 average truck travel rates (by 3- mile segment) in Washington during October 2009. As can be seen, travel rates deviate at several locations, including points within and north of the Seattle metropolitan region and at the U.S./Canada border crossing (mile markers 0–160 on this chart). I-5 North and Southbound by Location 40 44 48 52 56 60 3 W A 18 W A 33 W A 48 W A 63 W A 78 W A 93 W A 10 8 W A 12 3 W A 13 8 W A 15 3 W A 16 8 W A 18 3 W A 19 8 W A 21 3 W A 22 8 W A 24 3 W A 25 8 W A 27 3 W A Location A ve ra ge S pe ed (M PH ) Southbound Northbound Figure B.4. Average Interstate speeds statewide. Figure B.3. Washington truck freight forecast. Figure B.4. Average Interstate speeds statewide. 5 Statewide Corridor Truck Travel Speeds Figure B.4 displays the average travel rates along the Interstate 5 and Interstate 90 corridors in Washington during the month of October 2009 by three-mile segments. As is shown in the map below, average travel speeds are less than 50 mph in several areas, including the Seattle metropolitan area and the U.S./Canada border crossing. Travel rates in the Seattle area are significantly affected by the I-5 and I- 90 junction as well as by rush-hour passenger car traffic. Figure B.5 displays the I-5 average truck travel rates (by 3- mile segment) in Washington during October 2009. As can be seen, travel rates deviate at several locations, including points within and north of the Seattle metropolitan region and at the U.S./Canada border crossing (mile markers 0–160 on this chart). I-5 North and Southbound by Location 40 44 48 52 56 60 3 W A 18 W A 33 W A 48 W A 63 W A 78 W A 93 W A 10 8 W A 12 3 W A 13 8 W A 15 3 W A 16 8 W A 18 3 W A 19 8 W A 21 3 W A 22 8 W A 24 3 W A 25 8 W A 27 3 W A Location A ve ra ge S pe ed (M PH ) Southbound Northbound Figure B.4. Average Interstate speeds statewide. 6 Figure B.6 displays the I-90 truck travel rates by 3-mile segment in Washington. The areas with lower average speeds are urban (Puget Sound region and Spokane). I-90 East and Westbound by Location 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 3 24 45 66 87 10 8 12 9 15 0 17 1 19 2 21 3 23 4 25 5 27 6 29 7 Location A ve ra ge S pe ed (M PH ) Eastbound Westbound Figure B.6. I-90 speeds. Figure B.7 shows the average speeds for Washington data by month in 2009. Overall average truck speeds are lowest in January, July, and December. I-5 Average Speed by Month 51.4 51.6 51.8 52.0 52.2 52.4 52.6 52.8 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au g u st Se p t em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.5. I-5 speeds, north and southbound statewide. 6 Figure B.6 displays the I-90 truck travel rates by 3-mile segment in Washington. The areas with lower average speeds are urban (Puget Sound region and Spokane). I-90 East and Westbound by Location 44.0 46.0 48.0 50.0 52.0 54.0 56.0 58.0 60.0 62.0 3 24 45 66 87 10 8 12 9 15 0 17 1 19 2 21 3 23 4 25 5 27 6 29 7 Location A ve ra ge S pe ed (M PH ) Eastbound Westbound Figure B.6. I-90 speeds. Figure B.7 shows the average speeds for Washington data by month in 2009. Overall average truck speeds are lowest in January, July, and December. I-5 Average Speed by Month 51.4 51.6 51.8 52.0 52.2 52.4 52.6 52.8 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au g u st Se p t em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.5. I-5 speeds, north and southbound statewide. 7 Figure B.7. I-5 speeds. Figure B.8 represents the average truck speed along the I-90 corridor in Washington by month in 2009. As can be seen, averages remained fairly constant across the year, with the exception of the December and January travel period, which may be weather related. I-90 Average Speed by Month 52.5 53.0 53.5 54.0 54.5 55.0 55.5 56.0 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au gu st Se pt em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.8. I-90 monthly trends, truck speeds. Figure B.9 represents the average speed by day of the week for Washington along the I-5 corridor. As can be seen, average travel rates decreased slightly during the week and rebounded over the course of the weekend. I-5 Average Speed by Day of the Week 50.5 51.0 51.5 52.0 52.5 53.0 53.5 54.0 M on da y Tu es da y W ed ne sd ay Th ur sd ay Fr id ay Sa tu rd ay Su nd ay Day of the Week A ve ra ge S pe ed (M PH ) Figure B.5. I-5 speeds, north and southbound statewide. Figure B.6. I-90 speeds. Figure B.7. I-5 speeds. Figure B.8. I-90 monthly trends, truck speeds. Figure B.2. Washington truck and water freight forecasts.

102 7 Figure B.7. I-5 speeds. Figure B.8 represents the average truck speed along the I-90 corridor in Washington by month in 2009. As can be seen, averages remained fairly constant across the year, with the exception of the December and January travel period, which may be weather related. I-90 Average Speed by Month 52.5 53.0 53.5 54.0 54.5 55.0 55.5 56.0 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au gu st Se pt em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.8. I-90 monthly trends, truck speeds. Figure B.9 represents the average speed by day of the week for Washington along the I-5 corridor. As can be seen, average travel rates decreased slightly during the week and rebounded over the course of the weekend. I-5 Average Speed by Day of the Week 50.5 51.0 51.5 52.0 52.5 53.0 53.5 54.0 M on da y Tu es da y W ed ne sd ay Th ur sd ay Fr id ay Sa tu rd ay Su nd ay Day of the Week A ve ra ge S pe ed (M PH ) 9 Statewide Truck-Involved Injury and Fatal Crashes Injury crashes involved large trucks have declined, as seen in Figure B.10. It displays the number of large trucks6 that were involved in accidents that resulted in at least one injury in Washington. Injury crashes involving large trucks have declined slightly from the high of 159 accidents in 2005 to 126 accidents in 2008. Number of Injury Crashes in Washington Involving Large Trucks 100 110 120 130 140 150 160 170 2005 2006 2007 2008 Year N um be r o f L ar ge T ru ck s Figure B.10. Injuries involving trucks. The number of large trucks involved in fatal crashes in Washington State is shown in Figure B.11. In 2008, there were 54 large trucks involved in fatal crashes in Washington. This number is reported by FMCSA but is generated using the Fatality Analysis Reporting System (FARS). The FARS database is maintained by NHTSA and includes data on all vehicle crashes in the United States that occur on a public roadway and involve a fatality. Figure B.11. Washington State fatal crashes involving large trucks. Number of Large Trucks Involved in Fatal Crashes in Washington 30 35 40 45 50 55 60 65 70 75 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Year N um be r o f L ar ge T ru ck s Figure B.9. Speeds by day of the week. Figure B.10. Injuries involving trucks. were involved in accidents that resulted in at least one injury in Washington. Injury crashes involving large trucks have declined slightly from the high of 159 accidents in 2005 to 126 accidents in 2008. The number of large trucks involved in fatal crashes in Washington State is shown in Figure B.11. In 2008, there were 54 large trucks involved in fatal crashes in Washington. This number is reported by FMCSA but is generated using the Fatality Analysis Reporting System (FARS). The FARS data- base is maintained by NHTSA and includes data on all vehicle crashes in the United States that occur on a public roadway and involve a fatality. Figure B.12 displays the number of fatalities resulting from crashes involving large trucks in Washington. In 2008, there were 55 fatalities resulting from large-truck-involved crashes. This number is generated using the FARS database and reported by FMCSA. Statewide Highway–Rail At-Grade Crashes The Federal Railroad Administration (FRA) maintains records on highway–rail grade crossings and crossing acci- dents. A highway–rail incident is any impact between a rail user and a highway user at a crossi g site, regardless of sever- ity. This includes motor vehicles and other highway, roadway, and sidewalk users at both public and private crossings. The FRA Office of Safety Analysis collects data on the number of highway–rail incidents. Data are collected on the county, state, and regional levels, date back to 1975, and are updated monthly.7 In the past fifteen years, the number of highway-rail at-grade incidents that have occurred in Washington has declined by approximately 50 percent (Figure B.13). In 2009, the number of incidents in the state was at its lowest point in over 10 years, with 32 incidents being reported.

103 Figure B.9. Speeds by day of the week. Figure B.10. Injuries involving trucks. 9 Statewide Truck-Involved Injury and Fatal Crashes Injury crashes involved large trucks have declined, as seen in Figure B.10. It displays the number of large trucks6 that were involved in accidents that resulted in at least one injury in Washington. Injury crashes involving large trucks have declined slightly from the high of 159 accidents in 2005 to 126 accidents in 2008. Number of Injury Crashes in Washington Involving Large Trucks 100 110 120 130 140 150 160 170 2005 2006 2007 2008 Year N um be r o f L ar ge T ru ck s Figure B.10. Injuries involving trucks. The number of large trucks involved in fatal crashes in Washington State is shown in Figure B.11. In 2008, there were 54 large trucks involved in fatal crashes in Washington. This number is reported by FMCSA but is generated using the Fatality Analysis Reporting System (FARS). The FARS database is maintained by NHTSA and includes data on all vehicle crashes in the United States that occur on a public roadway and involve a fatality. Figure B.11. Washington State fatal crashes involving large trucks. Number of Large Trucks Involved in Fatal Crashes in Washington 30 35 40 45 50 55 60 65 70 75 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Year N um be r o f L ar ge T ru ck s Figure B.11. Washington State fatal crashes involving large trucks. 10 Figure B.12 displays the number of fatalities resulting from crashes involving large trucks in Washington. In 2008, there were 55 fatalities resulting from large-truck-involved crashes. This number is generated using the FARS database and reported by FMCSA. Number of Fatalities in Large Truck Involved Crashes in Washington 30 40 50 60 70 80 90 100 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Year N um be r of F at al iti es Figure B.12. Number of fatalities involving truck crashes. Figure B.12. Number of fatalities involving truck crashes. 11 Statewide Highway–Rail At-Grade Crashes The Federal Railroad Administration (FRA) maintains records on highway–rail grade crossings and crossing accidents. A highway–rail incident is any impact between a rail user and a highway user at a crossing site, regardless of severity. This includes motor vehicles and other highway, roadway, and sidewalk users at both public and private crossings. The FRA Office of Safety Analysis collects data on the number of highway–rail incidents. Data are collected on the county, state, and regional levels, date back to 1975, and are updated monthly.7 In the last fifteen years, the number of highway-rail at-grade incidents that have occurred in Washington has declined by approximately 50 percent (Figure B.13). In 2009, the number of incidents in the state was at its lowest point in over 10 years, with 32 incidents being reported. Highway-Rail Incidents at Public and Private Crossings in Washington 0 10 20 30 40 50 60 70 80 90 19 94 19 95 19 96 19 97 19 98 19 99 20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07 20 08 20 09 Year N um be r o f I nc id en ts Figure B.13. Highway–rail incidents in Washington. Figure B.13. Highway–rail incidents in Washington.

104 Puget Sound Metropolitan Area Measures The measures shown in this section represent the applica- tion of a representative sample of the national measures to a local area, in this case the Puget Sound Regional Council. Puget Sound Truck Corridor Travel Speeds The same American Transportation Research Institute (ATRI) technology and methodology that was used in the national case study was applied to the Puget Sound region to measure truck travel times on major corridors. The intent is to allow the region’s transportation officials to measure travel time performance on their major routes. Routes within the region could be compared to one another or compared to national performance. Figures B.14 to B.20 illustrate how travel time performance could be plotted by location, direc- tion, time of day, day of the week, or month of the year. Projects and countermeasures could be deployed to address the locations and times of slowest truck travel times. Perfor- mance over time also could be tracked to measure rates of change, or the effect of countermeasures or projects. Figure B.14 maps the average travel rates along the Inter- state 5 and Interstate 90 corridors in Washington during the month of October 2009 by 3-mile segments. As is shown in Figure B.14, average travel speeds are less than 50 mph in several areas, including the Seattle metropolitan area and the U.S./Canada border crossing. Travel rates in the Seattle area are significantly affected by the I-5 and I-90 junction as well as peak-hour passenger car traffic. The charts below, including Figure B.15, display the aver- age truck travel rates (by 3-mile segment) in the Puget Sound region during October 2009. As can be seen, travel rates devi- ate at several locations, including points within and north of the Seattle metropolitan region and at the U.S./Canada border crossing. Figure B.15 displays the I-5 truck travel rates by 3-mile seg- ment in the Puget Sound region while Figure B.16 illustrates I-90’s travel times. The areas with lower average speeds are urban. Figure B.17 shows the average speeds for the Puget Sound Region by month in 2009. Overall average truck speeds are lowest in January, July, and December but vary by less than two miles an hour. Figure B.18 represents the average truck speed along the I-90 corridor in the Puget Sound region by month in 2009. As can be seen, averages remained fairly constant throughout the year, with the exception of the December and January travel period, which is probably weather related. Figure B.19 represents the average speed by day of the week for the Puget Sound region along the I-5 corridor. As can be seen, average travel rates decreased slightly during the week and rebounded over the course of the weekend. Figure B.20 represents the average speed by day of the week along the I-90 corridor in the Puget Sound region in 2009. 13 Puget Sound Truck Corridor Travel Speeds The same ATRI technology and methodology that was used in the national case study was applied to the Puget Sound region to measure truck travel times on major corridors. The intent is to allow the region's transportation officials to measure travel time performance on their major routes. Routes within the region could be compared to one another or compared to national performance. The figures below illustrate how travel time performance could be plotted by location, direction, time of day, day of the week, or month of the year. Projects and countermeasures could be deployed to address the locations and times of slowest truck travel times. Performance over time also could be tracked to measure rates of change, or the effect of countermeasures or projects. Figure B.14 maps the average travel rates along the Interstate 5 and Interstate 90 corridors in Washington during the month of October 2009 by 3-mile segments. As is shown through the map below, average travel speeds are less than 50 mph in several areas, including the Seattle metropolitan area and the U.S./Canada border crossing. Travel rates in the Seattle area are significantly affected by the I-5 and I-90 junction as well as peak-hour passenger car traffic. The charts below, including Figure B.15, display the average truck travel rates (by 3-mile segment) in the Puget Sound region during October 2009. As can be seen, travel rates deviate at several locations, Figure B.14. Travel speeds on the I-5 and I-90 Puget Sound corridors. Figure B.14. Travel speeds on the I-5 and I-90 Puget Sound corridors.

105 Figure B.14. Travel speeds on the I-5 and I-90 Puget Sound corridors. 14 including points within and north of the Seattle metropolitan region and at the U.S./Canada border crossing. I-5 North and Southbound by Location 40 44 48 52 56 60 33 W A 42 W A 51 W A 60 W A 69 W A 78 W A 87 W A 96 W A 10 5 W A 11 4 W A 12 3 W A 13 2 W A 14 1 W A 15 0 W A 15 9 W A 16 8 W A 17 7 W A 18 6 W A Location Av er ag e Sp ee d (M PH ) Southbound Northbound Figure B.15. I-5 Northbound and southbound average speed by location. Figure B.15displays the I-5 truck travel rates by 3-mile segment in the Puget Sound region while Figure B.16 illustrates I-90's travel times. The areas with lower average speeds are urban. I-90 East and Westbound by Location 44.0 46.0 48.0 50.0 52.0 54.0 56.0 3 9 15 21 27 33 39 45 51 57 63 69 75 81 Location A ve ra ge S pe ed (M PH ) Eastbound Westbound 14 including points within and north of the Seattle metropolitan region and at the U.S./Canada border crossing. I-5 North and Southbound by Location 40 44 48 52 56 60 33 W A 42 W A 51 W A 60 W A 69 W A 78 W A 87 W A 96 W A 10 5 W A 11 4 W A 12 3 W A 13 2 W A 14 1 W A 15 0 W A 15 9 W A 16 8 W A 17 7 W A 18 6 W A Location Av er ag e Sp ee d (M PH ) Southbound Northbound Figure B.15. I-5 Northbound and southbound average speed by location. Figure B.15displays the I-5 truck travel rates by 3-mile segment in the Puget Sound region while Figure B.16 illustrates I-90's travel times. The areas with lower average speeds are urban. I-90 East and Westbound by Location 44.0 46.0 48.0 5 .0 52.0 54.0 56.0 3 9 15 21 27 33 39 45 51 57 63 69 75 81 Location A ve ra ge S pe ed (M PH ) Eastbound Westbound 15 Figure B.16. I-90 East and westbound average speeds by location. Figure B.17 shows the average speeds for the Puget Sound Region by month in 2009. Overall average truck speeds are lowest in January, July, and December but vary by less than two miles an hour. I-5 Average Speed by Month 49.0 49.5 50.0 50.5 51.0 51.5 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au gu st Se pt em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.17. I-5 Average speed by month. Figure B.18 represents the average truck speed along the I-90 corridor in the Puget Sound region by month in 2009. As can be seen, averages remained fairly constant throughout the year, with the exception of the December and January travel period, which is probably weather related. Figure B.15. I-5 northbound and southbound average speed by location. Figure B.16. I-90 eastbound and westbound average speeds by location. Figure B.17. I-5 average speed by month.

106 16 I-90 Average Speed by Month 52.5 53.0 53.5 54.0 54.5 55.0 55.5 56.0 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au gu st Se pt em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.18. I-90 Average travel speed by month. Figure B.19 represents the average speed by day of the week for the Puget Sound region along the I-5 corridor. As can be seen, average travel rates decreased slightly during the week and rebounded over the course of the weekend. I-5 Average Speed by Day of the Week 49.0 49.5 50.0 50.5 51.0 51.5 52.0 52.5 53.0 53.5 Su nd ay M on da y Tu es da y W ed ne sd ay Th ur sd ay Fr id ay Sa tu rd ay Day of the Week Av er ag e Sp ee d (M PH ) Figure B.19. I-5 Average speed by day of week. Figure B.20 represents the average speed by day of the week along the I-90 corridor in the Puget Sound region in 2009. 16 I-90 Average Speed by Month 52.5 53.0 53.5 54.0 54.5 55.0 55.5 56.0 Ja nu ar y Fe br ua ry M ar ch Ap ril M ay Ju ne Ju ly Au gu st Se pt em be r O ct ob er N ov em be r D ec em be r Month Av er ag e Sp ee d (M PH ) Figure B.18. I-90 Average travel speed by month. Figure B.19 represents the average speed by day of the week for the Puget Sound region along the I-5 corridor. As can be seen, average travel rates decreased slightly during the week and rebounded over the course of the weekend. I-5 Average Speed by Day of the Week 49.0 49.5 0.0 0.5 1.0 1.5 2.0 52.5 53.0 53.5 Su nd ay M on da y Tu es da y W ed ne sd ay Th ur sd ay Fr id ay Sa tu rd ay Day of the Week Av er ag e Sp ee d (M PH ) Figure B.19. I-5 Average speed by day of week. Figure B.20 represents the average speed by day of the week along the I-90 corridor in the Puget Sound region in 2009. Figure B.18. I-90 averag ravel spe d by month. Figure B.19. I-5 average speed by day of week. 17 I-90 Average Speed by Day of the Week 51.5 51.6 51.7 51.8 51.9 52.0 52.1 52.2 52.3 Su nd ay M on da y Tu es da y W ed ne sd ay Th ur sd ay Fr id ay Sa tu rd ay Day of the Week Av er ag e Sp ee d (M PH ) Figure B.20. I-90 average speed by day of the week. Localized Bottleneck Analysis The following indicators quantify the severity of interstate congestion at locations within Washington. This is done through a calculation of the average speed of trucks operating in potentially high-congestion areas during 24 one-hour time periods during all weekdays in 2009. FHWA, in partnership with ATRI, measured the average speed of trucks along selected Interstate corridors through the Freight Performance Measures (FPM) initiative. For this analysis, FPM researchers conducted an in-depth analysis using truck position and speed data that were derived from wireless onboard communications systems used by the trucking industry. The four basic steps in this analysis are as follows: • Identification of study population: This step consists of extraction of data for commercial vehicles during all of 2009 at a specific location from a large, anonymous database; • Application of data quality tools and techniques; • Application of a four-step analysis process that utilizes vehicle time, date, and speed information; and Figure B.20. I-90 average speed by day of the week.

107 Figure B.18. I-90 average travel speed by month. Figure B.19. I-5 average speed by day of week. Localized Bottleneck Analysis The following indicators quantify the severity of inter- state congestion at locations within Washington. This is done through a calculation of the average speed of trucks operating in potentially high-congestion areas during 24 one-hour time periods during all weekdays in 2009. FHWA, in partnership with ATRI, measured the average speed of trucks along selected Interstate corridors through the Freight Performance Measures (FPM) initiative. For this analysis, FPM researchers conducted an in-depth anal- ysis using truck position and speed data that were derived from wireless onboard communications systems used by the trucking industry. The four basic steps in this analysis are as follows: • Identification of study population: This step consists of ex- traction of data for commercial vehicles during all of 2009 at a specific location from a large, anonymous database; • Application of data quality tools and techniques; • Application of a four-step analysis process that utilizes ve- hicle time, date, and speed information; and • Final production of total freight congestion values and ranking. Figure B.21 and Table B.1 illustrate the travel times, ratio of peak to nonpeak speeds, and a congestion index. The index represents a multiplier of delay times the number of trucks. The I-5/I-90 interchange in Seattle, Washington, is cur- rently monitored by the FPM program; this location has a significant level of traffic congestion. The average speed for trucks at this location is 41 mph for weekday travel, and the peak hour speed falls to 35 mph. The I-90/I-405 interchange, located in the Seattle, Wash- ington, metropolitan area, is currently monitored by the FPM program; this location has a significant level of traffic conges- tion. The average speed during non-peak travel periods is 50 mph for trucks, and average speed during peak travel periods is 36 mph (see Figure B.22 and Table B.2). The Seattle area I-90 “Floating Bridge” is currently moni- tored by the FPM program; this location has a moderate level of traffic congestion. Of the four freight bottlenecks identified in the Oregon–Washington region, the Floating Bridge has the lowest level of congestion (see Figure B.23 and Table B. 3). Figure B.20. I-90 average speed by day of the week. 18 • Final production of total freight congestion values and ranking. Figure B.21 and Table B.1 illustrate the travel times, ratio of peak to non-peak speeds, and a congestion index. The index represents a multiplier of delay times the number of trucks. The I-5/I-90 interchange in Seattle, Washington, is currently monitored by the FPM program; this location has a significant level of traffic congestion. The average speed for trucks at this location is 41 mph for weekday travel, and the peak hour speed falls to 35 mph. I-5/I-90 Bottleneck Summary Average Speed 41 Peak Average Speed 35 Nonpeak Average Speed 44 Nonpeak/peak ratio 1.25 Congestion Index 407,504 Figure B.21. Time-of- day speed variability at the I-5/I-90 interchange. 18 • Final production of total freight congestion values and ranking. Figure B.21 and Table B.1 illustrate the travel times, ratio of peak to non-peak speeds, and a congestion index. The index represents a multiplier of delay times the number of trucks. The I-5/I-90 interchange in Seattle, Washington, is currently monitored by the FPM program; this location has a significant level of traffic congestion. The average speed for trucks at this location is 41 mph for weekday travel, and the peak hour speed falls to 35 mph. I-5/I-90 Bottleneck Summary Average Speed 41 Peak Average Speed 35 Nonpeak Average Speed 44 Nonpeak/peak ratio 1.25 Congestion Index 407,504 Figure B.21. Time-of- day speed variability at the I-5/I-90 interchange. table B.1. I-5/I-90 bottleneck speeds. Figure B.21. Time-of-day speed variability at the I-5/I-90 interchange.

108 19 The I-90/I-405 interchange, located in the Seattle, Washington, metropolitan area, is currently monitored by the FPM program; this location has a significant level of traffic congestion. The average speed during non-peak travel periods is 50 mph for trucks, and average speed during peak travel periods is 36 mph. I-90/I-405 Bottleneck Summary Average Speed 46 Peak Average Speed 39 Nonpeak Average Speed 50 Nonpeak/peak Speed Ratio 1.27 Congestion Index 222,359 Figure B.22. Puget Sound I-90/I-405 bottleneck. Figure B.22. Puget Sound I-90/I-405 bottleneck. 19 The I-90/I-405 interchange, located in the Seattle, Washington, metropolitan area, is currently monitored by the FPM program; this location has a significant level of traffic congestion. The average speed during non-peak travel periods is 50 mph for trucks, and average speed during peak travel periods is 36 mph. I-90/I-405 Bottleneck Summary Average Speed 46 Peak Average Speed 39 Nonpeak Average Speed 50 Nonpeak/peak Speed Ratio 1.27 Congestion Index 222,359 Figure B.22. Puget Sound I-90/I-405 bottleneck. table B.2. I-90/I-405 bottleneck speeds. 20 Figure B.23. Puget Sound I-90 hourly travel time. The Seattle area I-90 “Floating Bridge” is currently monitored by the FPM program; this location has a moderate level of traffic congestion. Of the four freight bottlenecks identified in the Oregon–Washington region, the Floating Bridge has the lowest level of congestion. Source: FHWA and ATRI, 2009 Bottleneck Analysis of 100 Freight Significant Highway Locations, Puget Sound Air Quality Measures. I-90 Floating Bridge Bottleneck Summary Average Speed 51 Peak Average Speed 46 Nonpeak Average Speed 53 Nonpeak/peak Speed Ratio 1.16 Congestion Index 19,052 Comment [JP2]: Author: Is the last element here part of a title? Figure B.23. Puget Sound I-90 hourly travel time.

109 Localized Air-Quality Measures The Puget Sound region’s air-quality emission forecast mirrors national trends, with overall levels of transport- generated emissions expected to fall well below mandated levels, except for carbon dioxide (CO 2 ), which is the primary greenhouse emission (GHE). This trend reflects long-stand- ing federal, state, and local efforts to control traditional air pollutants that generate smog, carbon monoxide, and par- ticulates. However, government efforts to reduce GHE are only beginning. The Puget Sound region is a “non-attainment” area for CO and PM 2.5. CO is carbon monoxide, a pollutant that tends to be localized, forming to harmful levels at locations such as depots and intersections where large numbers of vehicles idle or travel at low speeds. PM 2.5 are particulates smaller than 2.5 micrometers, or far less than the width of a human hair. They form from soot and other particles, particularly from diesel engine exhaust. The Puget Sound area is also an “attainment area” for the pollutants volatile organic com- pounds (VOCs) and nitrogen oxides (NO x ), which are the primary precursors of ground-level ozone or smog. Although VOCs and NO x levels are reported in Figure B.26, the Puget Sound region does not need to perform “conformity” analy- sis on its transportation programs to demonstrate that the VOCs and NO x generated by the transportation projects will comply with the region’s emissions budget. The region does have to perform conformity analysis for CO and PM 2.5. The VOC and NO x emission numbers come from an environmen- tal impact statement for the region’s long-range transporta- tion plan. As seen in Figure B.24, the transportation programs for the three counties within the region are forecast to produce PM emissions well below the acceptable “emissions budget.”8 Source: FHWA and ATRI, 2009 Bottleneck Analysis of 100 Freight Significant Highway Locations, Puget Sound Air Quality Measures.Figure B.22. Puget Sound I-90/I-405 bottleneck. table B.2. I-90/I-405 bottleneck speeds. Figure B.23. Puget Sound I-90 hourly travel time. 20 Figure B.23. Puget Sound I-90 hourly travel time. The Seattle area I-90 “Floating Bridge” is currently monitored by the FPM program; this location has a moderate level of traffic congestion. Of the four freight bottlenecks identified in the Oregon–Washington region, the Floating Bridge has the lowest level of congestion. Source: FHWA and ATRI, 2009 Bottleneck Analysis of 100 Freight Significant Highway Locations, Puget Sound Air Quality Measures. I-90 Floating Bridge Bottleneck Summary Average Speed 51 Peak Average Speed 46 Nonpeak Average Speed 53 Nonpeak/peak Speed Ratio 1.16 Congestion Index 19,052 Comment [JP2]: Author: Is the last element here part of a title? table B.3. I-90 Floating Bridg bottleneck speeds. Figure B.24. Particulate forecast.

110 The black bar represents the budget for each county and the subsequent values are of the transportation PM emissions forecast for 2020, 2030, and 2040. The emission forecasts are derived from the travel outputs from the region’s travel demand model, then used as input to EPA’s emission model. Similar procedures are used to model CO emissions. While the PM emissions are highly localized, the CO emissions are forecast and regulated on a county level. As seen in Figure B.25, CO levels are expected to be well below the emissions bud- get.9 The emissions do rise measurably beyond 2016 because of forecast increases in vehicle miles of travel. Although CO emissions on a per-mile basis have fallen significantly, they are expected to rise somewhat because of overall travel growth although remaining well below the emissions budget. As seen in Figure B.26, NO x and VOC emissions are expected to decline considerably as cleaner vehicles and cleaner fuels are incorporated into the region.10 As vehicles in the fleet are replaced with newer ones, the per-vehicle emis- sions fall significantly and produce the forecasts seen in Fig- ure B.26. The NO x emissions are produced disproportionately by diesel engines. Significant improvements in NO x emis- sions are largely attributed to much tighter NO x standards for newer diesel engineers and from low-sulfur diesel fuel which has been required. As a result, per-mile NO x emissions from the diesel fleet are declining dramatically. In contrast to the reductions forecast and modeled for the traditional pollutants of CO, PM, VOCs, and NO x , emissions for CO 2 , which is a primary greenhouse gas, are expected to increase. The State of Washington has enacted an aggressive statute to significantly reduce vehicle miles traveled by 2050, but to date the statute has not resulted in mandatory long-term or interim milestone targets that are 21 Localized Air-Quality Measures The Puget Sound region's air-quality emission forecast mirrors national trends, with overall levels of transport-generated emissions expected to fall well below mandated levels, except for carbon dioxide (CO2), which is the primary greenhouse emission (GHE). This trend reflects long-standing federal, state, and local efforts to control traditional air pollutants that generate smog, carbon monoxide, and particulates. However, government efforts to reduce GHE are only beginning. The Puget Sound region is a "non-attainment" area for CO and PM 2.5. CO is carbon monoxide, a pollutant that tends to be localized, forming to harmful levels at locations such as depots and intersections where large numbers of vehicles idle or travel at low speeds. PM 2.5 are particulates smaller than 2.5 micrometers, or far less than the width of a human hair. Th y form from soot and other particles, particularly from diesel engine exhaust. The Puget Sound area is also an "attainment area" for the pollutants volatile organic compounds (VOC) and nitrogen oxides (NOx), which are the primary precursors of ground-level ozone or smog. Although VOC and NOx level are reported below, the Puget Sound region does not need to perform "conformity" analysis on its transportation programs to demonstrate that the VOCs and NOx generated by the transportation projects will comply with the region's emissions budget. The region does have to perform conformity analysis for CO and PM 2.5. The VOC and NOx emission numbers come from an environmental impact statement for the region's long-range transportation plan. As seen in Figure B.24 above, the transportation programs for the three counties within the region are forecast to produce PM emissions well below the acceptable "emissions budget." The black bar represents the budget for each county and the subsequent values are of the transportation PM emissions forecast for 2020, 2030, and 2040. The emission forecasts are derived from the travel outputs from the region's travel demand model, then used as input to EPA’s emission model. Similar procedures are used to model CO emissions. While the PM emissions are highly localized, the CO emission are forecast and regulated on a county level. As seen in Figure B.25, CO levels are expected to be well below the emissions budget. The emissions do rise measurable beyond 2016 because of forecast increases in vehicle miles of travel. Although CO emissions on a per-mile basis have fallen significantly, they are expected to rise somewhat because of overall travel growth although remaining well below the emissions budget. Figure 241 Transportation particulate tre ds Figure B.26. Transportation CO trends. i r B.25. Particulate fore as . 36 Carbon Dioxide Emissions Medium and Large Trucks 0 50 100 150 200 250 300 350 400 450 1990 2007 Year C O 2 E m is si on s (T g) o r An nu al V M T (b ill io n ve hi cl e m ile s tr av el ed ) C02 VMT 79% increase in CO2 emissions 55% increase in VMT Figure A.26. Truck carbon emissions. Estimated Future Carbon Dioxide Emissions to 2030, Freight Trucks 300 325 350 375 400 425 450 475 20 09 20 10 20 11 20 12 20 13 20 14 20 15 20 16 20 17 20 18 20 19 20 20 20 21 20 22 20 23 20 24 20 25 20 26 20 27 20 28 20 29 20 30 Year M et ric T on s Eq ui va le nt Figure A.27. Forecast carbon emissions. Future estimates of GHE attributed to “Freight Trucks,” defined as trucks with a gross vehicle weight rating (GVWR) over 10,000 pounds, are provided by the U.S. Department of Energy, Energy Information Administration (EIA). EIA estimates that in 2009, these vehicles will emit 335.34 Tg CO2 Eq., a lower amount than in 2007.28 By 2030, EIA forecasts that these vehicles will emit 446.43 Tg CO2 Eq. (Figure A.27). GHE estimates for mobile sources are based on the volumes of diesel and/or gasoline taxed and the estimated VMT in each state.29 A common methodology for estimating truck-related GHE includes: determining/estimating total fuel consumption by fuel type and sector;30 adjusting up these estimates based on VMT data; estimating CO2 emissions, and allocating transportation emissions by vehicle type. Figure B.25. Transportation CO trends. Figure B.26. Transportation VOC and NOx trends.

111 enforceable. Because carbon emissions are not yet control- lable from current internal combustion engines, the rate of CO 2 production is forecast to increase as vehicle miles of travel increase. In the forecast in Figure B.27, the total VMT for the Puget Sound region is predicted to increase about 9 percent by 2040, resulting in a commensurate increase in CO 2 .11 The above emission levels are for highway emissions only. There are no comparable conformity analyses for aviation, water, or rail modes. Within the emission burdens and bud- gets, freight emissions are not isolated for the conformity analyses. Freight’s contribution to the overall emissions varies by pollutant. Diesel engines were disproportionate producers of NO x and particulates, with the automotive fleet produc- ing most of the CO and VOCs emissions. However, stringent new controls on new diesel engines and the removal of sulfur from diesel fuel has contributed to the significant reduction in those emissions produced by trucks. Figure B.28. Highway–rail incidents in the Puget Sound region. Figure B.25. Transportation CO trends. Figure B.26. Transportation VOC and NOx trends. Puget Sound Region Highway–Rail At-Grade Crashes FRA maintains records on highway–rail grade crossings and crossing accidents. A highway–rail incident is any impact between a rail and a highway user at a crossing site, regardless of severity. This includes motor vehicles and other users of highways, roadways, and sidewalks at both public and private crossings. The FRA Office of Safety Analysis collects data on the number of highway–rail incidents. Data are collected on the county, state, and regional levels, date back to 1975, and are updated monthly.12 In the last 15 years, the number of highway–rail at-grade incidents that have occurred in Washington State has declined significantly (Figure B.28) from a high of 81 incidents in 1995. In 2008 and 2009, the number of incidents in the area was at its lowest point in over 10 years. Figure B.27. Rising carbon emissions. 23 motor vehicles and other users of highways, roadways, and sidewalks at both public and private crossings. The FRA Office of Safety Analysis collects data on the number of highway–rail incidents. Data are collected on the county, state, and regional levels, date back to 1975, and are updated monthly.9 In the last 15 years, the number of highway–rail at-grade incidents that have occurred in the Puget Sound region has declined by approximately 80 percent (Figure B.29) from a high of 71 incidents in 1995. In 2008 and 2009, the number of incidents in the area was at its lowest point in over 10 years. Highway-Rail Incidents at Public and Private Crossings in Washington 0 10 20 30 40 50 60 70 80 90 19 94 19 95 19 96 19 97 19 98 19 99 20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07 20 08 20 09 Year N um be r o f I nc id en ts Figure B.278. Highway–rail incidents in the Puget Sound region. 1 Tons are defined as short tons (2,000 pounds) in the FAF. 2 The tonnage of freight can be, and often is, counted multiple times depending on the production and consumption cycle of the freight (Source: FAF2.2). 3 FAF2.2, Origin–Destination Data and Documentation. [Is this a title or a description? If the latter, take the caps off.] 4 FAF2.2, Origin–Destination Data and Documentation. http://www.ops.fhwa.dot.gov/freight/freight_analysis/faf/faf2_com.htm 5 IHS Global Insight used proprietary tonnage estimates coupled with proprietary economic and freight models to calculate future growth rates and tonnage increases. 6 Large trucks are defined as trucks with a gross vehicle weight rating (GVWR) of 10,000 pounds or more. Comment [JP3]: Author: Notice that the art says Washington, not Puget Sound. Should this be changed? Comment [JP4]: Author: Looks like at least 81 to me.

112 Endnotes 1 Tons are defined as short tons (2,000 pounds) in the FAF. 2 The tonnage of freight can be, and often is, counted multiple times depend- ing on the production and consumption cycle of the freight (Source: FAF2.2). 3 FAF2.2, Origin–Destination Data and Documentation. 4 FAF2.2, Origin–Destination Data and Documentation. http://www.ops. fhwa.dot.gov/freight/freight_analysis/faf/faf2_com.htm. 5 IHS Global Insight used proprietary tonnage estimates coupled with pro- prietary economic and freight models to calculate future growth rates and tonnage increases. 6 Large trucks are defined as trucks with a gross vehicle weight rating (GVWR) of 10,000 pounds or more. 7 FRA, Office of Safety Analysis. http://safetydata.fra.dot.gov/OfficeofSafety/ Default.aspx. 8 Figure B.24 is based on “Table 2-PM 10 Analysis Results,” Puget Sound Regional Council, “Appendix E: Air Quality Conformity.” Transportation 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget Sound Region, March 4, 2010, p. 9. 9 Figure B.25 is based on “Table 1-CO Analysis Results,” Puget Sound Regional Council, “Appendix E: Air Quality Conformity.” Transportation 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget Sound Re- gion, March 4, 2010, p. 9. 10 Figure B.26 is based on “Exhibit 6-8. Emissions (annual tons),” Puget Sound Regional Council, “Appendix E: Air Quality Conformity.” Transportation 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget Sound Region, March 4, 2010, pp. 6–21. 11 Figure B.27 is based on “Exhibit 6-8. Emissions (annual tons),” Puget Sound Regional Council, “Appendix E: Air Quality Conformity.” Transportation 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget Sound Region, March 4, 2010, pp. 6–21. 12 FRA, Office of Safety Analysis. http://safetydata.fra.dot.gov/OfficeofSafety/ Default.aspx.

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TRB’s National Cooperative Freight Research Program (NCFRP) Report 10: Performance Measures for Freight Transportation explores a set of measures to gauge the performance of the freight transportation system.

The measures are presented in the form of a freight system report card, which reports information in three formats, each increasingly detailed, to serve the needs of a wide variety of users from decision makers at all levels to anyone interested in assessing the performance of the nation’s freight transportation system.

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