Freight Data Cost Elements (2013) / Chapter Skim
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9 Freight transportation cost data could be a critical input of numerous public-sector activities. This chapter identifies current public-sector freight transportation planning and decision-making functions, and the cost data used to support those functions.
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10 people and goods. In rural areas, the counterparts of MPOs are rural development councils (RDCs)
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11 transportation policy because business costs and profits are directly related to transportation times. The various publicsector organizations involved in freight transportation planning and operations are illustrated in Figure 3.1.
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12 Based on a survey of 23 state DOTs, NCHRP Report 606: Forecasting Statewide Freight Toolkit identifies several policy and planning needs for freight analysis and forecasting (Cohen, Horowitz, and Pendyala 2008)
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13 Based on the analysis of these public-sector functions and discussions with experts, the research team summarized these functions in Table 3.4. To avoid overlap, a few functions that serve the same goals were combined into more general functions.
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14 Table 3.4. Freight planning and decisionmaking, public-sector functions.
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15 • NCHRP Synthesis 367: Technologies for Improving Safety Data (Ogle 2007) • NCHRP Report 388: A Guidebook for Forecasting Freight Transportation Demand (Cambridge Systematics, Inc.
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16 Route costs are critical data elements for congestion management planning. The three studies each discussed route variable costs and route average costs, so these data elements are identified as either crucial or very important.
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17 • The Highway Safety for Missouri Farm Trucks (Missouri DOT) website at: http://www.modot.org/mcs/documents/ FarmTruckSafety07.pdf • The Comprehensive Truck Size and Weight Study (FHWA 2000)
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18 3.2.2.5 Emergency Preparedness Planning The cost data needs of the emergency preparedness planning function are reflected in many freight transportation– related regulations and relevant analyses. Some important documents included: • A Guide to Updating Highway Emergency Response Plans for Terrorist Incidents (Parsons Brinkerhoff–PB Farradyne 2002)
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19 ments such as building, land, utilities, or maintenance. As a result, company costs are not identified as important for this function.
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20 The Land Use Transport Interaction study used tour time to analyze technical, behavioral, and institutional issues of land use transport interaction at the urban-regional level. The University of Texas project also involved travel cost data, which could cover several route variable cost elements such as permits, tolls, and parking.
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21 • Commercial Vehicle Size and Weight Program.
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22 • U.S. Intermodal Corridors (Huffman 2010)
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23 items, which refers to the actual movement and handling of motor vehicles containing highway security–sensitive materials. Therefore, en-route security planning is likely to involve data elements like cargo loading time at base, time to complete each stop, number of stops per trip, tour time, and tour distance.
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24 bridge maintenance planning. The Life-Cycle Cost Analysis in Pavement Design identified the need for user delay costs, which in turn necessitates data on route average costs such as travel speed.
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25 and current policies on toll roads in the U.S., indicating the importance of toll data in long-term transportation planning. • Vehicle Variable Costs (Crucial)
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26 The results of the analysis are presented in Table 3.5. Each data element received a ranking of "crucial," "very important," "important," or "not generally used." Route variable cost data are the elements most needed and used for freight planning and decision-making functions.
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