Performance Measures for Freight Transportation (2011) / Chapter Skim
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65 a p p e n D i X a summaries of Freight Performance information for national Report Card Performance summaries
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66 CONTENTS 67 Introduction 67 Freight Demand Measures 67 Freight Volumes, All Modes 68 Truck Freight Volumes 68 Rail Freight Volumes 69 Inland Water Freight 70 Containerized Imports/Exports 72 Freight Efficiency Measures 72 Interstate Highway Speeds 73 Interstate Highway Reliability Measure 75 Trend Line of Top Interstate Bottlenecks 77 Composite Class I RR Operating Speed 78 Rail Freight Market Share of Ton Miles 79 Logistics as a Percentage of GDP 81 Freight System Condition Indicators 81 NHS Bridge Structural Deficiencies 81 NHS Pavement Conditions 83 Freight Environmental Measures 83 Truck Emissions 84 Particulates 85 Truck NO x Emissions 85 VOCs 85 Greenhouse Emissions 87 Rail-Produced Greenhouse Gas Emission 88 Water-Produced Greenhouse Gas Emissions 88 Rail VOCs and NO x 89 Ship NO x 90 Freight Safety Measures 90 Truck Injury and Fatal Crash Rates 91 Highway–Rail At-Grade Incidents 92 Freight Investment Measures 92 Investment to Sustain NHS 92 Rail Industry Cost of Capital 94 Estimated Capital to Sustain Rail Market Share 94 Investment to Sustain Inland Waterway System 94 Endnotes
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Freight Demand Measures Following are the measures for the category of Freight Demand. Freight Volumes, All Modes Freight performance Trend: increasing volumes Influencing all other freight performance trends has been and likely will continue to be the steady growth in overall freight volumes over the long term.
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Though most sectors of the trucking industry have experienced dramatic declines in freight volumes, tonnage hauled by trucks is expected to grow in the long term, driven by population growth and increased economic activity. Rail Freight Volumes Freight performance Trend: increasing Rail freight volumes are expected to increase overall through 2020, putting increasing pressure on an already congested national rail network (see Figure A.3)
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Freight Performance Trend: Increasing Rail freight volumes are expected to increase overall through 2020, putting increasing pressure on an alre dy congested nation l rail network. The source of the rail forecast is the next generation Freight Analysis Framework FAF2 database.
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7 Inland Water Freight Water Freight Performance Trend: Mixed Domestic waterborne freight volumes declined slightly in the past 15 years while waterborne imports and exports increased significantly, according to the U.S. Army Corps of Engineers (USACE)
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table A.3. Water freight volumes.
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Northbound and southbound IHS speeds. Freight Performance Trend: Decreases in Overall Average Speed Are Expected Interstate highways are a key component of the U.S.
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This measure can be used to compare the performance of various interstates, regardless of overall length. Interstate Highway Reliability Measure In addition to average truck travel speeds or a comparison of the percentage of segments with average truck speeds less than free-flow, the ATRI/FHWA system can measure the travel-time reliability of corridors and specific segments.
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74 13 0.0% 5.0% 10.0% 15.0% 20.0% 25.0% 30.0% I-05 I-10 I-15 I-20 I-24 I-25 I-26 I-35 I-40 I-45 I-55 I-65 I-70 I-75 I-76 I-77 I-80 I-81 I-84 I-85 I-87 I-90 I-91 I-94 I-95 Percentage Co rr id or Percent of Segments < 50 MPH Figure A.9 Segments below 50 mph. Figure A.10 identifies the percentage of total segments on each interstate corridor with an average speed less than 50 mph.
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Wireless truck position reports are received from approximately 600,000 trucks and cover major highways and surface streets throughout the United States Fig re A.11. Buffer index by roadway.
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Davidson, TN 8 140206 9 8 I-45 @ I-610 Interchange Harris, TX 9 102906 7 9 I-10 @ I-15 Interchange San Bernardino, CA 18 Future Trend Line: Negative The negative impacts of freight bottlenecks are expected to become more severe as the demand for freight transportation continues to grow and peak period congestion increases. Additionally, the annual vehicle miles traveled by passenger vehicles will bolster congestion levels even further.
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granularity: very high Wireless truck position reports are received from approximately 600,000 trucks and cover major highways and surface streets throughout the United States and Canada, as well as Mexico. Data can be analyzed at levels ranging from transcontinental corridors (e.g., Interstate 10)
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Rail freight market share. Freight Performance Trend: Growing The market share is defined as the tabulated amount of domestic railroad ton-miles in a particular year divided by the total number of ton-miles of freight transport in the United States.
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Logistics as a Percentage of GDP performance indicator: paradoxical The cost of logistics as a percentage of GDP fell to the lowest level ever recorded in 2009.13 This precipitous decline generally represents negative trends such as the rapid decline in manufacturing output, the unemployment of thousands of truck drivers, and a significant downturn in truck, rail, air, and water freight movement. As can be seen in Table A.6 and Figure A.16, logistics costs as a percentage of GDP had been generally declining since 1985.
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Greater efficiencies and innovations caused the rate to fall in the mid-2000s. The recession of 2008 caused overall freight movement to plummet, driving overall logistics costs further downward.
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Performance Trend: Positive As illustrated above, the performance trends for the NHS bridges have steadily improved since the early 1990s. Overall, structural deficiencies as a percentage of total bridge deck area on the NHS have dropped nearly 42 percent.
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NHS pavement conditions. Performance Indicator: Rising Costs, Uncertain Future As can be seen in Table A.7 and Figure A.18, pavement conditions on the NHS have steadily improved but the overall condition of the network remains mixed.
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The exception is for carbon emissions, which are predicted to increase. As a performance measure, emission rates/factors for PM, NO x , and VOC are a more robust measure of future trend lines than is total tonnage of emissions.
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EPA's National Emissions Inventory estimates that in 2005, the latest year for which data are available, heavy-duty diesel trucks produced 101,174 tons of Primary PM-10 and 87,306 tons of Primary PM-2.5.18 The increased use of newer, cleaner diesel engines and ultra-low sulfur diesel (ULSD) has reduced and will continue to reduce PM for diesel engines (Figure A.21)
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This is the highest percentage decline in total NOx emissions for any freight transportation mode. The reduction in NOx is attributable to the use of ULSD and the phase-in of cleaner diesel engines that must meet 2007 emission standards.
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. 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 truckrelated GHE includes: determining/estimating total fuel 34 VOCs Heavy-Duty Truck VOC Emission Factors, Urban Freeway 0 0.2 0.4 0.6 0.8 1 1.2 1.4 Single-Unit Gasoline Single-Unit Diesel Combination Diesel Truck Type G ra m s/ M ile 2002 2010 2020 Figure A.24.
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Estimates of future amounts of GHE attributable to freight movement are based on assumptions of future economic activity (and subsequent freight volumes) as well as public policies that make an effort to curtail greenhouse gases.
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The information published in 2009 contained data through calendar year 2007.33 Water-Produced Greenhouse Gas Emissions Freight performance Trend: Mixed EPA data indicate that greenhouse gases from water transport in 2005 (45.4 MMT) through 2007 (50.8 MMT)
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According to the EPA 2005 National Emissions Inventory, rail equipment primarily engaged in freight transportation emitted 1,118,786 tons of NO x .36 The forecast trend, as demonstrated in Figure A.30,37 is that these emissions will be largely eliminated within 30 years. Ship NOx Freight performance Trend: decreasing As with locomotives, EPA is developing new standards for ocean-going ships, which it estimates will by 2030 reduce NO x emission rates by 80 percent and PM emission rates by 85 percent, compared to the current limits applicable to these engines.
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Freight Performance Trend: Positive The performance trends for large-truck injury and fatal crash rates show significant improvement (Figures A.31 and A.32)
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. FARS is widely recognized as the most reliable source of fatal truck crash data.44 Truck VMT estimates can also affect the accuracy of vehicle crash rates.
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Rural Urban Total Rural Urban Total Rural Urban Total Total NHS Investment ($B) $14.9 $20.4 $35.3 $12.3 $22.3 $34.6 -9.1% 4.6% -1.0% Average Investment Needed to Maintain Average Delay and Travel Time Costs $7.0 $21.5 $28.5 $5.4 $22.2 $27.6 -12.2 1.6% -1.6% Ratio of Total vs.
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50 Rail Industry Cost of Capital Figure A.34. Rail cost of capital.
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However, the framework proposes investigating if the AAR would assist in reporting the annual investment gap. Investment to Sustain Inland Waterway System The inland waterway system comprises 12,000 navigable miles connecting 41 states, including all states east of the Mississippi River.
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18 EPA. National Emissions Inventory Data and Documentation, 2005.
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