Integrating MTS Commerce Data with Multimodal Freight Transportation Performance Measures to Support MTS Maintenance Investment Decision Making (2014) / Chapter Skim
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11 S E C T I O N 2 Selection of Port Areas for Analysis The first step in developing a model that takes into account the MTS and the surface transportation system as one integrated system is to identify high-volume freight MTS corridors. By focusing on high-volume corridors, attention can be focused on projects that will have the largest potential benefit on the overall freight transportation system.
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12 Each port area was then described in terms of certain primary physical characteristics. The primary criteria used to characterize each port include the following: • Type of port.
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13 to dock-level data, the data had to be managed on the basis of river segments instead of on the basis of individual dock locations. Rather than having waterway segments/links with a single dock or facility, the model is required to treat whole river segments as links with a single landside connection, which means that multiple facilities are lumped together as one.
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14 may not be entirely accurate. Using more granular data, future research efforts can build on the proposed methodology to develop a more accurate evaluation of project alternatives.
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15 the corridor. Using a variety of sources, the researchers then determined the most likely principal origins/destinations for the commodity and (in the case of non-pipeline flows)
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16 Step 2: Assign Tonnage to Each Corridor and Mode Assuming that a cargo increase will need to tap into a rail or highway corridor, the researchers used FAF3 data for 2011 to determine the percent distribution of potential tonnage by mode to/from the FAF3 area corresponding to the particular port and identify the major highway and rail corridors that transport it. Step 3: Determine How Much of the Potential Additional Tonnage Can Be Accommodated For the rail segments or highway segments in question, the current traffic levels and congestion levels were determined.
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17 congestion and unacceptability is described in the modal sections below. The model sets the potential tonnage increase for a corridor to the lesser of (1)
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18 The potential effect of a lock maintenance project was calculated by identifying the lowest annual average delay from 2000 to 2012 and using it as the target (after project) condition.
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19 process that in many cases, even a 30 percent increase in the potentially affected tonnage stratum was not a significant number in relation to the total tonnage each port handles. The researchers used 30 percent as the expected increase for purposes of testing the model and its indicators.
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