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97
APPEN D I X B
Statewide and Metropolitan Freight
Performance Metrics Examples
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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 HighwayRail At-Grade Crashes
104 Puget Sound Metropolitan
Area Measures
04
1 Puget Sound Truck Corridor Travel Speeds
107
Localized Bottleneck Analysis
109
Localized Air-Quality Measures
111
Puget Sound Region HighwayRail At-Grade
Crashes
112 Endnotes
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99
Introduction Washington State Freight Forecast
The following section depicts selected metrics from the The national Freight Analysis Forecast 2 (FAF2) predicts a
Freight System Report Card that are populated with local and 5 percent annual rate of growth for overall freight in Wash-
regional data. In this case, the State of Washington and the met- ington State between 2008 and 2035, one of the higher growth
ropolitan Puget Sound region are selected. The statewide data rates in the country. Such a large and steady rate of growth
represent data for the entire state, while the Puget Sound data forecasts a near tripling of overall freight volumes, from 261
reflect metrics from within the boundaries of the Puget Sound million tons annually to 975 million tons annually moved
Regional Council, which encompasses metropolitan Seattle. within, into, or out of the state (see Figure B.1). Trucking has
These metrics are not intended to be definitive but rather the highest forecast increase, with a forecast rate of growth of
illustrative of how the measures from the report card could 6 percent. As trucking represents the largest freight sector in
be replicated locally. One of the many purposes of the Freight Washington, its higher rate of growth has a disproportionate
System Report Card is to provide a template of freight per- effect on this forecast. However, all modes are expected to
formance measures that can be replicated at the state and grow significantly, with water freight predicted to grow at 4.5
metro politan levels. As states and metropolitan regions percent (see Figure B.2) and rail at 3.5 percent annually.
adopt the framework's template, the ability to drill down
into state and local freight performance will increase. Exam-
Statewide Freight Growth for Trucks
ples of comparative analysis that could be possible would
be to develop a Top 25 list of congested freight bottlenecks The forecast rate of truck freight growth can be defined as
nationally, as well as Top 25 lists within each state or even the estimated percentage increase in tonnage hauled in future
within each region. As the metrics are tracked over time, the years by trucks. Tons1 shipped include the total weight of all
rate of change or the effect of improvement strategies could freight transported within or between regions, and tonnage
be measured on the bottlenecks. is counted each time the goods are transported.2
Not all measures have local or state counterparts. Measures The forecast estimates that freight shipments that originate
that are based on inventories, such as the National Bridge outside of Washington and are destined to the state will qua-
Inventory, can be replicated at the state or metropolitan druple from 2002 to 2035.3 Freight shipments being trans-
levels. Measures based on surveys and estimates, such as the
ported within the state are expected to rise from approxi-
Cost of Logistics as a Percentage of Gross Domestic Product, mately 190 million tons in 2002 to 350 million tons in 2035,
tend not to allow granular deconstruction down to the state while freight shipments originating within the state but are
or local level. 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
Washington State Measures
OriginDestination database, which estimates tonnage moved
The measures shown in this section represent the applica- to, from, and within 114 areas in the United States, as well as
tion of a representative sample of the national measures to a several international regions.4 Tonnage is estimated by both
Washington
statewide system, in this case, State Freight
the State of Washington. commodity Forecast
type and mode of transport. The FAF 2002 base
Figure B.1. Washington freight volumes.
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
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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
100 3.5 percent annually.
Statewide Freight Growth For Trucks
Figure B.2. Washington truck and water freight forecasts.
Figure B.2. Washington truck and water freight forecasts.
Freight Shipments Within, To, and From Washington State
400
3
2002
350
2035
300
Millions of Tons
250
200
150
100
50
0
Within State To State From State
Source: Freight Analysis Framew ork
Figure
Figure B.3.
B.3. Washington
Washington truck
truck freight freight forecast.
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
year database was constructed from estimates
a wide that freight
variety of shipments
public that originate outside
Figure B.6 of Washington
displays and are
the I-90 truck destined
travel toby
rates the
3-mile seg-
3
state will quadruple
sources, primarily the Commodity from 2002
Flow Survey, to 2035.
while future Freightment
shipments being transported
in Washington. withinwith
The areas the state
lowerareaverage
expected speeds are
to rise from approximately 190
projections are based on Global Insights' economic models. million tons
5 in 2002 to 350 million tons in 2035, while
urban (Puget Sound region and Spokane). freight shipments
originating within the state but are destined out of the state B.7
Figure are projected
shows the to remain
average static
speedsduring
forthis time
Washington data
frame. by month in 2009. Overall average truck speeds are lowest in
Statewide Corridor Truck
January, July, and December.
Travel Speeds The most recent forecast utilizes the FAF2.2 Commodity OriginDestination database, which estimates
tonnage moved to, from, and within 114 areas in the UnitedB.8
Figure States, as well asthe
represents several international
average truck speed along the
4
regions.
Figure B.4 displays the average Tonnage is estimated
travel rates by both
along the commodity
Inter- type
I-90 and mode
corridor inof transport. The
Washington FAF
by 2002 in
month base year As can be
2009.
state 5 and Interstate 90database
corridorswasinconstructed
Washington from a wide the
during variety of seen,
publicaverages
sources, primarily
remained the Commodity
fairly constant Flow Survey,
across the year, with
5
month of October 2009while future projections
by three-mile segments.are based on Global Insights'
As is shown economic models.
the exception of the December and January travel period,
in Figure B.4, average travel speeds are less than 50 mph in which may be weather related.
several areas, including the Seattle metropolitan area and the Figure B.9 represents the average speed by day of the week
U.S./Canada border crossing. Travel rates in the Seattle area for Washington along the I-5 corridor. As can be seen, average
are significantly affected by the I-5 and I-90 junction as well travel rates decreased slightly during the week and rebounded
as by rush-hour passenger car traffic. over the course of the weekend.
Figure B.5 displays the I-5 average truck travel rates (by
3-mile segment) in Washington during October 2009. As can
Statewide Truck-Involved
be seen, travel rates deviate at several locations, including
Injury and Fatal Crashes 4
points within and north of the Seattle metropolitan region
and at the U.S./Canada border crossing (mile markers 0160 Injury crashes involved large trucks have declined, as seen
on this chart). in Figure B.10. It displays the number of large trucks6 that
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Washington during the month of October Washington
2009 by during the month
three-mile of October
segments. 2009 in
As is shown bythe
three-mile segments. As is shown in the map below,
map below,
average travel speeds are less than 50 average travel speeds
mph in several areas, are less than
including the50 mph in
Seattle several areas,
metropolitan including
area and the Seattle metropolitan area and
the U.S./Canada border crossing. Traveltherates
U.S./Canada border
in the Seattle crossing.
area Travel rates
are significantly in the by
affected Seattle area
the I-5 are
and I-significantly affected by the I-5 and I-
101
90 junction as well
90 junction as well as by rush-hour passenger car traffic. as by rush-hour passenger car traffic.
Figure B.5. I-5 speeds, north and southbound statewide.
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
Figure B.5. I-5 speeds, north and southbound statewide.
62.0
Figure B.4. Average Interstate speeds
Figure B.4. Average Interstate speeds statewide. statewide.
Figure B.6 displays the I-90 truck travel rates by 3-mile segment in Washington. The areas with
60.0 Figure B.4. Average Interstate speeds statewide.
Average Speed (MPH)
average speeds are urban (Puget Sound region and Spokane).
58.0 Figure B.5 displays the I-5 Figure B.5 displays the I-5
average truck travel rates (by 3- average truck travel rates (by 3-
56.0 I-5 North and Southbound by Location I-5 North and Southbound by LocationI-90 East and Westbound mileby Location
segment) in Washington
60 60 mile segment) in Washington
54.0 during
62.0 October 2009. As can be during October 2009. As can be
52.0 56 56 seen,
60.0travel rates deviate at seen, travel rates deviate at
Average Speed (MPH)
several locations, including
Average Speed (MPH)
several
58.0 locations, including
Average Speed (MPH)
50.0 points within and north of the
52 52 points
56.0within and north of the
48.0 Eastbound
Seattle metropolitan region and Seattle metropolitan region and
54.0 at the U.S./Canada border
46.0 48 48 at the U.S./Canada border
Westbound
52.0
crossing (mile markers 0160 on crossing (mile markers 0160 on
44.0 Southbound 50.0 Southbound this chart).
44 44 this chart).
Northbound
3
24
45
66
87
108
129
150
171
192
213
234
255
276
297
Northbound 48.0 Eastbound
40 40 46.0 Westbound
Location
3 WA
18 WA
33 WA
48 WA
78 WA
93 WA
108 WA
123 WA
138 WA
153 WA
168 WA
183 WA
198 WA
213 WA
228 WA
243 WA
258 WA
273 WA
63 WA
3 WA
18 WA
33 WA
48 WA
78 WA
93 WA
108 WA
123 WA
138 WA
153 WA
168 WA
183 WA
198 WA
213 WA
228 WA
243 WA
258 WA
273 WA
44.0
63 WA
3
24
45
66
87
108
129
150
171
192
213
234
255
276
297
Location Location
Figure B.6. I-90 speeds. Figure B.7. I-5 speeds.
Location
Figure B.8 represents the average truck
5 speed along the I-90 corridor in Washington5 by m
Figure B.7Figure B.5.
shows the I-5 speeds,
average speeds north and southbound
for Washington data by month in 2009.AsOverall
Figure average
B.6.
can be seen,
truck
I-90
averages speeds.
remained fairly constant across the year, with the exception of th
statewide.
speeds are lowest in January, July, and December. Figure B.6. I-90 speeds.
and January travel period, which may be weather related.
Figure B.7 shows the average speeds for Washington data by month in 2009. Overall average tr
speeds are lowest in January,I-90
July,Average
and December . by Month
I-5 Average Speed by Month Speed
52.8 56.0
I-5 Average Speed by Month
55.5
52.6 52.8
Average Speed (MPH)
Average Speed (MPH)
52.6 55.0
52.4
Average Speed (MPH)
52.4 54.5
52.2
52.2 54.0
52.0
52.0
53.5
51.8 51.8
53.0
51.6 51.6
52.5
51.4 51.4
November
December
September
October
January
February
May
Sep tembJuly
April
August
March
June
er
ember
December
Marc h
June
January
ber
Febr uary
May
July
April
Aug ust
Sep tember
Nov ember
Dec ember
March
June
Januar y
Octobe r
February
May
July
April
Aug ust
Octo
Nov
Month Month
Month
Figure B.8. I-90 monthly trends, truck speeds.
Figure B.7. I-5 speeds. 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
be seen, average travel rates decreased
6 slightly during the week and rebounded over the co
weekend.
I-5 Average Speed by Day of the Week
54.0
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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
102 weekend.
I-5 Average Speed by Day of the Week
54.0
53.5
Average Speed (MPH)
53.0
52.5
52.0
51.5
51.0
50.5
Monday
Friday
Saturday
Sunday
Tuesday
Wednesday
Thursday
Statewide Truck-Involved Injury and Fatal Crashes Day of the Week
Injury
Figure crashes
B.9. involved
Speeds bylarge
day trucks
of thehave declined, as seen in Figure B.10. It displays the number of large
week. 7
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
170
160
e Trucks
150
140
er of Larg
130
b
120
Num
110
100
2005 2006 2007 2008
Year
Figure B.10. Injuries involving trucks.
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
were involved in accidents that butin
resulted is generated using
at least one the Fatality
injury Analysis Reporting
Statewide System (FARS). The FARS database is
HighwayRail
maintained by NHTSA and includes data on all vehicle crashes in the United States that occur on a public
in Washington. Injury crashes involving large trucks have At-Grade Crashes
roadway
declined slightly from the high and
of 159 involve a fatality.
accidents in 2005 to
126 accidents in 2008. The Federal Railroad Administration (FRA) maintains
The number of large trucks involved in fatal crashes Washington
in records
Number of Large Trucks Involved on highwayrail
in Fatal Crashes in grade crossings and crossing acci-
Washington State is shown in Figure B.11. In 2008, there were dents. A highwayrail incident is Figure B.11. Washington
any impact between a rail
State fatal crashes
75
54 large trucks involved in fatal crashes
70 in Washington. This user and a highway user at a crossing site, regardless of sever-
involving large trucks.
Number of Large Trucks
number is reported by FMCSA but 65
is generated using the ity. This includes motor vehicles and other highway, roadway,
Fatality Analysis Reporting System55
60
(FARS). The FARS data- and sidewalk users at both public and private crossings.
base is maintained by NHTSA and includes
50 data on all vehicle The FRA Office of Safety Analysis collects data on the number
45
crashes in the United States that occur on a public roadway of highwayrail incidents. Data are collected on the county, state,
and involve a fatality.
40 and regional levels, date back to 1975, and are updated monthly.7
35
Figure B.12 displays the number 30 of fatalities resulting
In the past fifteen years, the number of highway-rail
at-grade
1998 1999 2000 2001 2002 2003 2004 2005
from crashes involving large trucks in Washington. In 2008, incidents that 2008
2006 2007 have occurred in Washington has
there were 55 fatalities resulting from large-truck-involved declined
Year by approximately 50 percent (Figure B.13). In 2009,
crashes. This number is generated using the FARS database the number of incidents in the state was at its lowest point in
and reported by FMCSA. over 10 years, with 32 incidents being reported.
9
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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. 103
Number of Large Trucks Involved in Fatal Crashes in
Washington Figure B.11. Washington
75 State fatal crashes
70 involving large trucks.
Number of Large Trucks
65
60
55
50
45
40
35
30
1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Year
Figure B.11. Washington State fatal crashes involving
large trucks.
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 9
using the FARS database and reported by FMCSA.
Number of Fatalities in Large Truck Involved Crashes in
Washington
100
90
Number of Fatalities
80
70
Statewide HighwayRail At-Grade Crashes 60
50
The Federal Railroad Administration (FRA) maintains records on highwayrail grade crossings and
40
crossing accidents. A highwayrail incident is any impact between a rail user and a highway user at a
crossing site, 30
regardless of severity. This includes motor vehicles and other highway, roadway, and
sidewalk users at 1996
both 1997
public1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
and private crossings.
Year
The FRA Office of Safety Analysis collects data on the number of highwayrail incidents. Data are
collectedFigure B.12. state,
on the county, Number of fatalities
and regional involving
levels, date truck
back to 1975, crashes.
and are updated monthly. 7
Figure B.12. Number of fatalities involving truck crashes.
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
90
80
70
Number of Incidents
60
50
40
30
20
10
0
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Year
Figure B.13. Highwayrail incidents in Washington.
Figure B.13. Highwayrail incidents in Washington.
10
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104
Puget Sound Metropolitan U.S./Canada border crossing. Travel rates in the Seattle area
Area Measures are significantly affected by the I-5 and I-90 junction as well
as peak-hour passenger car traffic.
The measures shown in this section represent the applica- The charts below, including Figure B.15, display the aver-
tion of a representative sample of the national measures to age truck travel rates (by 3-mile segment) in the Puget Sound
a local area, in this case the Puget Sound Regional Council. region during October 2009. As can be seen, travel rates devi-
ate at several locations, including points within and north
Puget Sound Truck of the Seattle metropolitan region and at the U.S./Canada
Corridor Travel Speeds border crossing.
Figure B.15 displays the I-5 truck travel rates by 3-mile seg-
The same American Transportation Research Institute ment in the Puget Sound region while Figure B.16 illustrates
(ATRI) technology and methodology that was used in the I-90's travel times. The areas with lower average speeds are
national case study was applied to the Puget Sound region to urban.
measure truck travel times on major corridors. The intent is Figure B.17 shows the average speeds for the Puget Sound
to allow the region's transportation officials to measure travel Region by month in 2009. Overall average truck speeds are
time performance on their major routes. Routes within the lowest in January, July, and December but vary by less than
region could be compared Puget Sound
to one another Truck
or compared to Corridor
two miles anTravel
hour. Speeds
national performance. Figures B.14 to B.20 illustrate how Figure B.18 represents the average truck speed along the
travel time performance The could same
be ATRI technology
plotted and methodology
by location, direc- that was used in the national case study was applied to the
I-90 corridor in the Puget Sound region by month in 2009. As
Puget Sound region to measure truck travel times on major corridors. The intent is to allow the region's
tion, time of day, day of the week, or month of the year. can be seen, averages remained fairly constant throughout the
transportation officials to measure travel time performance on their major routes. Routes within the region
Projects and countermeasures could be deployed to address year, with the exception of the December and January travel
could be compared to one another or compared to national performance. The figures below illustrate how
the locations and times of slowest truck travel times. Perfor- period, which is probably weather related.
travel time performance could be plotted by location, direction, time of day, day of the week, or month of
mance over time also could be tracked to measure rates of Figure B.19
the year. Projects and countermeasures could be deployed represents
to address the average
the locations speed
and times ofby day of the week
slowest
change, or the effect of countermeasures or projects.
truck travel times. Performance over time also could be tracked to measure rates of change, or the effect As can be
for the Puget Sound region along the I-5 corridor.
Figure B.14 maps the average travel rates
of countermeasures or along the Inter-
projects. seen, average travel rates decreased slightly during the week
state 5 and Interstate 90 corridors in Washington during the and rebounded over the course of the weekend.
Figure B.14 maps the average travel rates along the Interstate 5 and Interstate 90 corridors in Washington
month of October 2009 by 3-mile segments. As is shown in Figure B.20 represents the average speed by day of the
during the month of October 2009 by 3-mile segments. As is shown through the map below, average
Figure B.14, average travel speeds are less than 50 mph in week along the I-90 corridor in the Puget Sound region in
travel speeds are less than 50 mph in several areas, including the Seattle metropolitan area and the
several areas, including the Seattle metropolitan area and the 2009.
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.
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.
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,
13
OCR for page 103
I-5 North and Southbound by Location
including
60
points within and north of the Seattle metropolitan region and at the U.S./Canada border
crossing. 105
56
I-5 North and Southbound by Location
Average Speed (MPH)
60
52
56
Average Speed (MPH)
48
52
44 Southbound
Northbound
48
40
33 WA
42 WA
51 WA
60 WA
69 WA
78 WA
87 WA
96 WA
105 WA
114 WA
123 WA
132 WA
141 WA
150 WA
159 WA
168 WA
177 WA
186 WA
44 Southbound
Northbound
Location
40
33 WA
42 WA
51 WA
60 WA
69 WA
78 WA
87 WA
96 WA
105 WA
114 WA
123 WA
132 WA
141 WA
150 WA
159 WA
168 WA
177 WA
186 WA
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
Location
B.16 illustrates I-90's travel times. The areas with lower average speeds are urban.
Figure B.15. I-5 northbound and southbound average speed by location.
Figure B.15. I-5 Northbound and southbound average speed by location.
I-90 East and Westbound 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
56.0 I-90's travel times. The areas with lower average speeds are urban.
54.0 I-90 East and Westbound by Location
Average Speed (MPH)
56.0
52.0
54.0
50.0
Average Speed (MPH)
52.0
48.0
Eastbound
50.0
46.0 Westbound
48.0
44.0
Figure B.16. I-90 East and westbound average speeds by location.
Eastbound
3
9
15
21
27
33
39
45
51
57
63
69
75
81
46.0B.17 shows the average speeds forLocation
Figure the Puget Sound Region by month in 2009. Overall average
Westbound
truck speeds are lowest in January, July, and December but vary by less than two miles an hour.
Figure B.16. I-90 eastbound and westbound average speeds by location.
44.0
14
3
9
15
21
27
33
39
45
51
57
63
69
75
81
I-5 Average Speed by Month
51.5 Location
51.0
Average Speed (MPH)
14
50.5
50.0
49.5
49.0
November
December
March
June
September
October
May
January
February
July
April
August
Month
Figure B.17. I-5 average speed by month.
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.
OCR for page 104
I-90 Average Speed by Month
106
56.0
55.5
I-90 Average Speed by Month
Speed (MPH)
55.0
56.0
54.5
55.5
(MPH)
54.0
55.0
Average
53.5
Average Speed
54.5
53.0
54.0
52.5
53.5
November November
December December
September September
October
January
February
May
July
April
August
March
June
53.0
52.5
Month
October
January
February
May
July
April
August
March
June
Figure B.18. I-90 Average travel speed by month.
Figure B.19 represents the average speed by Month
day of the week for the Puget Sound region along the I-5
corridor.
FigureAs can be
B.18. seen,
I-90 average travel
average travelrates decreased
speed slightly during the week and rebounded over the
by month.
Figure B.18. I-90 Average travel speed by month.
course of the weekend.
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,
I-5 average
Average travel rates
Speed decreased
by Day of theslightly
Week during the week and rebounded over the
course of the
53.5 weekend.
53.0
Speed (MPH)
52.5 I-5 Average Speed by Day of the Week
52.0
53.5
51.5
53.0
(MPH)
51.0
52.5
Average
52.0
50.5
Average Speed
50.0
51.5
49.5
51.0
49.0
50.5
Monday
Tuesday
Thursday
Friday
Sunday
Wednesday Wednesday
Saturday
50.0
49.5
49.0
Monday
Tuesday
Thursday
Friday
Sunday
Saturday
Day of the Week
Figure B.19. I-5 average speed by day of week.
Figure B.19. I-5 Average speed by day of week.
Day of the 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. I-90 Average Speed by Day of the Week
Figure B.19. I-5 Average speed by day of week.
52.3
Figure B.20
52.2 represents the average speed by day of the week along the I-90 corridor in the Puget Sound 16
Average Speed (MPH)
region in 2009.
52.1
52.0
51.9 16
51.8
51.7
51.6
51.5
Monday
Tuesday
Thursday
Friday
Sunday
Wednesday
Saturday
Day of the Week
Figure B.20. I-90 average speed by day of the week.
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.
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Localized Bottleneck Analysis · Final production of total freight congestion values and
ranking.
The following indicators quantify the severity of inter-
state congestion at locations within Washington. This is done Figure B.21 and Table B.1 illustrate the travel times, ratio
through a calculation of the average speed of trucks operating of peak to nonpeak speeds, and a congestion index. The index
in potentially high-congestion areas during 24 one-hour time represents a multiplier of delay times the number of trucks.
periods during all weekdays in 2009. The I-5/I-90 interchange in Seattle, Washington, is cur-
FHWA, in partnership with ATRI, measured the average rently monitored by the FPM program; this location has a
speed of trucks along selected Interstate corridors through significant level of traffic congestion. The average speed for
the Freight Performance Measures (FPM) initiative. For trucks at this location is 41 mph for weekday travel, and the
this analysis, FPM researchers conducted an in-depth anal- peak hour speed falls to 35 mph.
ysis using truck position and speed data that were derived The I-90/I-405 interchange, located in the Seattle, Wash-
from wireless onboard communications systems used by the ington, metropolitan area, is currently monitored by the FPM
trucking industry. The four basic steps in this analysis are as program; this location has a significant level of traffic conges-
follows: tion. The average speed during non-peak travel periods is 50
mph for trucks, and average speed during peak travel periods
· Identification of study population: This step consists of ex- is 36 mph (see Figure B.22 and Table B.2).
traction of data for commercial vehicles during all of 2009 The Seattle area I-90 "Floating Bridge" is currently moni-
at a specific location from a large, anonymous database; tored by the FPM program; this location has a moderate level
· Application of data quality tools and techniques; of traffic congestion. Of the four freight bottlenecks identified
· Application of a four-step analysis process that utilizes ve- in the OregonWashington region, the Floating Bridge has
hicle time, date, and speed information; and the lowest level of congestion (see Figure B.23 and Table B. 3).
· Final production of total freight congestion values and ranking.
Figure B.21. Time-of-
day speed variability
at the I-5/I-90
· Final production of total freight congestion values and ranking.
interchange.
Figure B.21. Time-o
day speed variability
at the I-5/I-90
interchange.
Figure B.21. Time-of-day speed variability at the I-5/I-90
interchange. Figure B.21 and Table B.1 illustrate the travel
I-5/I-90 Bottleneck Summary
times, ratio of peak to non-peak speeds, and a
congestion index. The index represents a multiplier
Average SpeedTable B.1. I-5/I-90 41
bottleneckof
speeds.
delay times the number of trucks.
Peak Average Speed 35 Figurein
The I-5/I-90 interchange B.21 and Table
Seattle, B.1 illustrate
Washington, is the travel
I-5/I-90 Bottleneck Summary
times, ratio of peak to
currently monitored by the FPM program; this non-peak speeds, and a
Nonpeak Average Speed 44 location congestion index. The index represents a multiplier
Average Speed 41 has a significant level of traffic congestion.
of delay times the number of
The average speed for trucks at this location is 41 trucks.
Nonpeak/peak ratio 1.25 mph 35for weekday travel, and the peak hour speed
Peak Average Speed The I-5/I-90 interchange in Seattle, Washington, is
falls to 35 mph. currently monitored by the FPM program; this
Congestion Index 407,504
Nonpeak Average Speed 44 location has a significant level of traffic congestion.
The average speed for trucks at this location is 41
Nonpeak/peak ratio 1.25 mph for weekday travel, and the peak hour speed
falls to 35 mph.
Congestion Index 407,504
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108
Figure Figure B.22.
B.22. Puget Puget
Sound Sound
I-90/I-405 I-90/I-405 bottleneck.
bottleneck.
Figure B.22. Puget Sound I-90/I-405 bottleneck.
The I-90/I-405 interchange, located in the Seattle,
Table
I-90/I-405 Bottleneck B.2. I-90/I-405 bottleneck speeds.
Summary Washington, metropolitan area, is currently
monitored by the FPM program; The I-90/I-405
this interchange,
location has a located in the Seattle,
Average Speed 46 I-90/I-405 Bottleneck Summary Washington, metropolitan area, is currently
significant level of traffic congestion. The average
speed during monitored by the FPM program; this location has a
Peak Average Speed Average Speed
39 46 non-peak travel periods is 50 mph for
significant
trucks, and average speed during peak travel level of traffic congestion. The average
Peak Average Speed periods is
3936 mph. speed during non-peak travel periods is 50 mph for
Nonpeak Average Speed 50
trucks, and average speed during peak travel
Nonpeak/peak Speed Nonpeak Average Speed 50
1.27 periods is 36 mph.
Ratio
Nonpeak/peak Speed 1.27
Congestion Index Ratio
222,359
Congestion Index 222,359
19
19
Figure B.23. Puget Sound I-90 hourly travel time.
Figure B.23. Puget Sound I-90 hourly travel time.
I-90 Floating Bridge Bottleneck Summary The Seattle area I-90 "Floating Bridge" is
currently monitored by the FPM program; this
Average Speed 51 location has a moderate level of traffic
congestion. Of the four freight bottlenecks
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109
Table
Figure B.3.
B.23. I-90
Puget Floating
Sound Bridge
I-90 hourly bottleneck
travel time.
speeds.
I-90 Floating Bridge Bottleneck Summary The Seattle area I-90 "Floating Bridge" is
currently monitored by the FPM program; this
Average Speed 51 location has a moderate level of traffic
congestion. Of the four freight bottlenecks
Peak Average Speed 46 identified in the OregonWashington region, the
Floating Bridge has the lowest level of
Nonpeak Average Speed 53
congestion.
Nonpeak/peak Speed 1.16
Ratio
Congestion Index 19,052
Source: FHWA and ATRI, 2009 Bottleneck Analysis of
100 Freight Significant Highway Locations, Puget Sound Air
Quality Measures.
Localized Air-Quality Measures hair.
Source: FHWA and ATRI, 2009 They form
Bottleneck from
Analysis soot
of 100 and other
Freight particles,
Significant particularly
Highway Locations,
from diesel engine exhaust. The Puget Sound area is also an
Puget Sound Air Quality Measures.
The Puget Sound region's air-quality emission forecast "attainment area" for the pollutants volatile organic com-
mirrors national trends, with overall levels of transport- pounds (VOCs) and nitrogen oxides (NOx), which are the
generated emissions expected to fall well below mandated primary precursors of ground-level ozone or smog. Although
levels, except for carbon dioxide (CO2), which is the primary VOCs and NOx levels are reported in Figure B.26, the Puget
greenhouse emission (GHE). This trend reflects long-stand- Sound region does not need to perform "conformity" analy-
ing federal, state, and local efforts to control traditional air sis on its transportation programs to demonstrate that the 20
pollutants that generate smog, carbon monoxide, and par- VOCs and NOx generated by the transportation projects will
ticulates. However, government efforts to reduce GHE are comply with the region's emissions budget. The region does
only beginning. have to perform conformity analysis for CO and PM 2.5. The
The Puget Sound region is a "non-attainment" area for CO VOC and NOx emission numbers come from an environmen-
and PM 2.5. CO is carbon monoxide, a pollutant that tends tal impact statement for the region's long-range transporta-
to be localized, forming to harmful levels at locations such tion plan.
as depots and intersections where large numbers of vehicles As seen in Figure B.24, the transportation programs for
idle or travel at low speeds. PM 2.5 are particulates smaller the three counties within the region are forecast to produce
than 2.5 micrometers, or far less than the width of a human PM emissions well below the acceptable "emissions budget."8
Figure B.24. Particulate forecast.
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pollutant that tends to be localized, forming to harmful levels at locations such as depots an
110 where large numbers of vehicles
low speeds. PM 2.5 are particulat
The black bar represents the budget for each county and the cleaner fuels are incorporated into the region.10 As vehicles in
subsequent values are of the transportation PM emissions the fleet are replaced with newer2.5 micrometers,
ones, the per-vehicleor far less than t
emis-
forecast for 2020, 2030, and 2040. The emission forecasts sions fall significantly and producehuman hair. They
the forecasts form
seen in Fig- from soot
are derived from the travel outputs from the region's travel particles, particularly from diesel
ure B.26. The NOx emissions are produced disproportionately
demand model, then used as input to EPA's emission model. by diesel engines. Significant improvements in NOx emis-
exhaust. The Puget Sound area is
Similar procedures are used to model CO emissions. While sions are largely attributed to much tighter NOx standards for
the PM emissions are highly localized, the CO emissions are newer diesel engineers and from "attainment area"
low-sulfur diesel fuel for
whichthe pollutan
forecast and regulated on a county level. As seen in Figure B.25, organic
has been required. As a result, per-mile NOcompounds
x (VOC) and n
emissions from
CO levels are expected to be well below the emissions bud- (NOx), which are the primary pre
the diesel fleet are declining dramatically.
get.9 The emissions do rise measurably beyond 2016 because In contrast to the reductions forecast and modeled for
of forecast increases in vehicle miles of travel. Although CO
ground-level ozone or smog. Alt
the traditional pollutants of CO, PM, VOCs, and NOx,
Figure
Figure
emissions on a per-mile basis have 241 Transportation
B.25.
fallen Particulate
significantly, particulate
theyforecast. trends
emissions and NOx
for CO2, which is a primary levels are
greenhouse gas,reported
are belo
are expected to rise somewhat because of overall travel growth expected to increase. The State of Sound region does not need to pe
Washington has enacted
although remaining well below the emissions budget. an aggressive statute to significantly reduce vehicle miles
"conformity" analysis on its transportation programs to demonstrate that the VOCs and NO
As seen in Figure B.26, NOx and VOC emissions are traveled by 2050, but to date the statute has not resulted in
expected to decline considerablythe transportation projects
as cleaner vehicles and will comply with
mandatory the region's
long-term emissions
or interim milestonebudget. The
targets that region does
are
perform conformity analysis for CO and PM 2.5. The VOC and NOx emission numbers co
environmental impact statement for the region's long-range transportation plan.
As seen in Figure B.24 above, the
programs for the three counties w
are forecast to produce PM emiss
below the acceptable "emissions
black bar represents the budget fo
and the subsequent values are of t
transportation PM emissions fore
2030, and 2040. The emission for
derived from the travel outputs fr
travel demand model, then used a
Figure
Figure B.25.Transportation
B.26. Transportation CO
CO trends.
trends. EPA's emission model.
Similar procedures are used to mo
emissions. WhileCarbon
the PM emissions
Dioxide Emissions are highly localized, the CO emission are forecast and
450
county level. As seen inand
Medium Figure
LargeB.25,
TrucksCO levels are expected to be well below the emission
400
emissions do rise measurable beyond 2016 because of forecast increases in vehicle miles o
Annual VMT (billion vehicle miles traveled)
350
Although CO emissions 79%onincrease
a per-mile
in CO2 basis have fallen significantly, they are expected to r
because of overall travel growth although remaining well below the emissions budget.
emissions
CO2 Emissions (Tg) or
300
55% increase
250
in VMT
C02
200
VMT
150
100
50
0
1990 2007
Year
Figure B.26. Transportation VOC and NOx trends.
Figure A.26. Truck carbon emissions.
Estimated Future Carbon Dioxide Emissions
to 2030, Freight Trucks
475
450
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111
Figure B.27. Rising carbon emissions.
enforceable. Because carbon emissions are not yet control- Puget Sound Region HighwayRail
lable from current internal combustion engines, the rate of At-Grade Crashes
CO2 production is forecast to increase as vehicle miles of
travel increase. In the forecast in Figure B.27, the total VMT FRA maintains records on highwayrail grade crossings
for the Puget Sound region is predicted to increase about and crossing accidents. A highwayrail incident is any impact
9 percent by 2040, resulting in a commensurate increase in between a rail and a highway user at a crossing site, regardless
CO2.11 of severity. This includes motor vehicles and other users of
The above emission levels are for highway emissions only. highways, roadways, and sidewalks at both public and private
There are no comparable conformity analyses for aviation, crossings.
water, or rail modes. Within the emission burdens and bud- The FRA Office of Safety Analysis collects data on the
gets, freight emissions are not isolated for the conformity number of highwayrail incidents. Data are collected on the
analyses. Freight's contribution to the overall emissions varies county, state, and regional levels, date back to 1975, and are
by pollutant. Diesel engines were disproportionate producers updated monthly.12
of NOx and particulates, with
motor the automotive
vehicles fleet
and other users of produc-
highways, roadways,In and
the sidewalks
last 15 years, the
at both number
public of highwayrail at-grade
and private
ing most of the CO and VOCs emissions. However, stringent
crossings. incidents that have occurred in Washington State has declined
new controls on new diesel engines and the removal of sulfur significantly (Figure B.28) from a high of 81 incidents in
The FRA Office of Safety Analysis collects data on the number of highwayrail incidents. Data are
from diesel fuel has contributed to the significant reduction
collected on the county, state, and regional levels,1995. In 2008
date back and
to 1975, 2009,
and the number
are updated of 9
monthly. incidents in the area
in those emissions produced by trucks. was at its lowest point in over 10 years.
In the last 15 years, the number of highwayrail 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 Comment [JP3
the art says Washi
2008 and 2009, the number of incidents in the area was at its lowest point in over 10 years. Sound. Should this
Comment [JP4
at least 81 to me.
Highway-Rail Incidents at Public and Private Crossings in
Washington
90
80
70
Number of Incidents
60
50
40
30
20
10
0
1994
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
Year
Figure B.28. Highwayrail incidents in the Puget Sound region.
Figure B.278. Highwayrail incidents in the Puget Sound region.
1
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112
Endnotes 8 Figure B.24 is based on "Table 2-PM10 Analysis Results," Puget Sound
Regional Council, "Appendix E: Air Quality Conformity." Transportation
1 Tons are defined as short tons (2,000 pounds) in the FAF. 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget
2 The tonnage of freight can be, and often is, counted multiple times depend Sound Region, March 4, 2010, p. 9.
ing on the production and consumption cycle of the freight (Source: 9 Figure B.25 is based on "Table 1-CO Analysis Results," Puget Sound Regional
FAF2.2). Council, "Appendix E: Air Quality Conformity." Transportation 2040: The
3 FAF2.2, OriginDestination Data and Documentation. Long-Range Metropolitan Transportation Plan of the Central Puget Sound Re-
4 FAF2.2, OriginDestination Data and Documentation. http://www.ops. gion, March 4, 2010, p. 9.
fhwa.dot.gov/freight/freight_analysis/faf/faf2_com.htm. 10 Figure B.26 is based on "Exhibit 6-8. Emissions (annual tons)," Puget Sound
5 IHS Global Insight used proprietary tonnage estimates coupled with pro- Regional Council, "Appendix E: Air Quality Conformity." Transportation
prietary economic and freight models to calculate future growth rates and 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget
tonnage increases. Sound Region, March 4, 2010, pp. 621.
6 Large trucks are defined as trucks with a gross vehicle weight rating (GVWR) 11 Figure B.27 is based on "Exhibit 6-8. Emissions (annual tons)," Puget Sound
of 10,000 pounds or more. Regional Council, "Appendix E: Air Quality Conformity." Transportation
7 FRA, Office of Safety Analysis. http://safetydata.fra.dot.gov/OfficeofSafety/ 2040: The Long-Range Metropolitan Transportation Plan of the Central Puget
Default.aspx. Sound Region, March 4, 2010, pp. 621.
12 FRA, Office of Safety Analysis. http://safetydata.fra.dot.gov/OfficeofSafety/
Default.aspx.
