Abstract:
As the Washington State Department of Transportation’s (WSDOT) interest in developing a statewide freight model has grown, so too has the need to better understand potential responses of major industries to different policy and market scenarios aimed at reducing freight emissions. This research seeks to understand the wheat supply system and its transportation characteristics, as well as potential behavioral responses by wheat suppliers to changes in policy and market conditions, particularly the feasibility of alternative fuel adoption. To accomplish this, the research team has conducted both new interviews within the wheat supply chain actors, as well as identified existing data sources that help broaden the picture of wheat movement. Results suggest that research is needed to better understand and develop both the power generation of alternative fuel engines as well as the logistics of fuel distribution infrastructure. This is particularly evident for rural freight networks that move heavy agricultural or natural resource based products.

Authors:
Sage, J., Casavant, K.

Keywords:
wheat supply chain, alternative fuels, freight

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Abstract:
The recently completed State Rail Plan for the state of Washington identified several key issues facing the state’s rail system. Among these key issues are abandonment, port access and competitive needs of the ports and local production regions, as well as intermodal connectivity. Nearly 2000 miles of rail line had been abandoned in Washington State before the late 1990’s, and another 70 have been abandoned since. Many of these miles included were a result of the Class I railroads stepping away from their less profitable lines. These same actions by the Class I railroads also generated opportunity for the creation of many of the state’s short-line railroads on branch and light density lines. The rail system grew smaller during the 1980s and 1990s, and many of the state short lines were not upgraded to meet the standards and conditions required for modern freight rail load limits (286,000 pounds per car). Further investment is needed should the state or owner seek new or improved operations. This study found that more than 55 percent (740 miles) of all short line miles within Washington are not able to efficiently handle 286,000 pound rail cars. Overcoming this deficiency and bringing the state’s short line system to Class II operating status could require infrastructure investments of approximately $610 million. This need exceeds the current funding support offered by the state, even if considered over a 20 year horizon with private industry and/or local jurisdictions providing significant match. Three short line case studies in this report help identify the societal benefits associated with a functioning short line system within the state’s dynamic transportation network. These case studies, along with information about the attributes that contribute to the success or failure of investments in load centers, illustrate the benefits of state investment in the short line railroad system.

Authors:
Sage, J., Casavant, K., Eustice, J.B.

Keywords:
Short line rail, Freight, Railroad

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Abstract:
This Demonstration Team Final Report has been prepared to provide an overview of the conduct and qualitative findings of the South Florida FRATIS development and testing program. More specifically, this document provides a description of the testing program; information and lessons learned related to stakeholder/user engagement during the program; information and lessons learned related to system testing during the program; and recommendations concerning future FRATIS and freight connected vehicle programs.

Authors:
Hallenbeck, M.E., Williamson, M., Kersh, E., Zavagnini, F.

Keywords:
Freight, intermodal, FRATIS, ITS, demonstration

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Abstract:
The search for understanding of commodity flows throughout the nation and the State of Washington is a continual process. This understanding is critical at many levels of the transportation industry and to those firms and entities that provide that transportation, or regulate and invest in the needed infrastructure. These data, usually desired at the sub national level, are essential to adequate planning by state, regional and local levels as attempts continue to improve the efficiency, effectiveness and sustainability of the transportation system. State and national travel models require those data, often on a seasonal, commodity/industrial, directional, modal, etc. basis. Determining the importance of a commodity flow on a corridor level leads to the correct prioritization of investments in infrastructure as well as increasing the ability to determine quantitative impacts of congestion, regulation and bottlenecks on a transportation system or supply chain. Using the FPTI (Freight Policy Transportation Institute) developed Intercept Survey Methodology, the research team conducted a series of seasonal truck surveys at three locations on the US 395 corridor between Deer Park and the Canadian Border. Survey results aid in the identification of not only volume and commodity movements in the region, but also bottlenecks and troubled locations identified by the survey respondents.

Authors:
Sage, J., Casavant. K.

Keywords:
Intercept survey, US 395 corridor, freight

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Abstract:
Future reauthorizations of the federal transportation bill will require a comprehensive and quantitative analysis of the freight benefits of proposed freight system projects. To prioritize public investments in freight systems and to insure consideration of the contribution of freight to the overall system performance, states and regions need an improved method to analyze freight benefits associated with proposed highway and truck intermodal improvements that would lead to enhanced trade and sustainable economic growth, improved safety and environmental quality, and goods delivery in Washington State. This project develops a process to address this need by building on previous and ongoing research by some project team members with the goal of developing an agency-friendly, datasupported framework to prioritize public investments for freight systems in Washington and Oregon. The project integrates two ongoing WSDOT funded efforts: one to create methods to calculate the value of truck and truck-intermodal infrastructure projects and the other to collect truck probe data from commercial GPS devices to create a statewide Freight Performance Measures (FPM) program. This integration informs the development of a framework that allows public agencies to quantify freight investment benefits in specific areas such as major freight corridors and across borders.

Authors:
Sage, J., Casavant, K., Goodchild, A.V., McCormack, E.D., Wang, Z., McMullen, S, Holder, D.

Keywords:
Freight, benefit-cost analysis, economic impact, reliability, travel time

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Abstract:
This guidebook provides a series of guidelines for sharing freight data, primarily between public and private freight stakeholders. The guidebook identifies barriers and motivators to successful data sharing, offers guidelines for freight data sharing, and provides two successful case study examples. The guidebook also provides example data sharing agreements.

Authors:
McCormack, E., Jensen, M., Cambridge Systematics, North River Consulting Group

Keywords:
Freight, data, guidelines

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Abstract:
The ability to fully understand and accurately characterize freight vehicle route choices is important in helping to inform regional and state decisions. This project recommends improvements to WSDOT’s Statewide Freight GIS Network Model to more accurately characterize freight vehicle route choice. This capability, when combined with regional and sub-national commodity flow data, will be a key attribute of an effective statewide freight modeling system. To come to these recommendations, the report describes project activities undertaken, and their outcomes, including 1) a review of commercially available routing software, 2) an evaluation of the use of statewide GPS data as an input for routing analysis, and 3) the design, implementation, and evaluation of a survey of shippers, carriers, and freight forwarders within the state. The software review found that routing software assumes least cost paths while meeting user specified constraints, and it identified criteria for evaluation in the subsequent survey. The GPS data evaluation showed that significant temporal shifting occurs rather than spatial route shifting, and it revealed significant limitations in the use of GPS data for evaluating routing choices, largely because of the read rate. Among the survey results was that the first priority of shippers, carriers, and freight forwarders is to not only meet customer requirements, but to do so in the most cost-efficient way. From a latent class analysis of routing priorities, we discovered that distance-based classification best clusters similar routing behavior. The report includes recommendations for implementing this within the Statewide Freight GIS Network model.

Authors:
Rowell, M., Gagliano, A., Wang, Z., Goodchild, A., Sage, J., Jessup, E.

Keywords:
Freight, freight modeling,, routing, GIS network, GPS data, routing software

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Abstract:
The Washington State Department of Transportation (WSDOT), Transportation Northwest at the University of Washington (UW), and the Washington Trucking Associations (WTA) have partnered on a research effort to collect and analyze global positioning systems (GPS) truck data from commercial, in-vehicle, truck fleet management systems. This effort was funded by the Washington State Legislature, and its purpose is to develop a statewide freight performance measures program for use by WSDOT. This document reviews the program’s previous phases and provides details about the latest phase of the program. The report also provides references to the technical documents that support the program.

Authors:
McCormack, E.D., Zhao, W.

Keywords:
GPS data, trucks, performance measures, freight

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Abstract:
This report presents a commercial vehicle profile of transportation patterns and a commodity profile of the primary border crossing along the Western Cascade border region of southwest British Columbia, Canada, and northwest Washington, United States, in particular the corridor between the urban areas of Vancouver, British Columbia, and Seattle, Washington. Because of the larger trade volumes along the eastern portion of the U.S./Canadian border between Michigan, New York, and Ontario, trade research on the northern U.S. border has typically focused on trade along the eastern portion of the border between Michigan, New York, and Ontario, as well as on immigration and customs issues along the southern border with Mexico. As a result, less attention has been given to the western portion of the U.S./Canada border. This research begins to fill that gap with both a description of regional trade and a description of current delay patterns, consequences, and causes of delay.

Authors:
Goodchild, A.V., Albrecht, S., Leung, L.Y.

Keywords:
Border crossing, commercial vehicle, freight, delay

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Abstract:
Service times at vehicle processing facilities (borders, weigh stations, landside marine port gates) are variable, thereby causing transportation planning challenges for carriers that visit them on a regular basis. Carriers must either build in more time than is necessary, therefore underutilizing their equipment, or risk missing delivery windows, which can result in fines or cause lost business opportunities. In this study, border crossing times at Blaine, Washington, are examined. The variability in crossing times at this border crossing, and the impact of this variability on regional supply chains is considered for bi-directional trade. Directional, daily, hourly, and seasonal variations are examined. Interviews with regional carriers were conducted to better understand the current response to variability, the benefit of a reduction in variability, and how this is related to the goods moved or to other business operating characteristics. This paper describes the level of variability in border crossing times and describes carriers’ responses to this variability. It is demonstrated that the primary strategy used, increasing buffer times, reduces carrier productivity. However, this cost is negligible due to the current nature of the market.

Authors:
Goodchild, A., Globerman, S., Albrecht, S.

Keywords:
Border crossing, supply chain, transportation planning, goods movement, freight

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Abstract:
The Freight Efficiency and Competitiveness Study provides a comprehensive look at the freight delivery supply chain of major industries in the Central Puget Sound region. The study pinpoints areas of inefficiency in the freight delivery system and provides data to support the creation of a strategic investment plan for Washington State's freight transportation system. The report is organized into four sections: 1. Introduction and Executive Summary; 2. Overview of Target Supply Chains; 3. Issues, Constraints and Potential Remedies Based on Freight Interviews; 4. Constraints, Opportunities, and Recommendations. The research and analysis for this project included indepth interviews with key freight personnel in Washington State, industry research, and market analysis. These methods allowed a better understanding of the freight and supply chain issues of each industry. From this, the study was able to identify and quantify bottlenecks and deficiencies in the existing transportation system.

Authors:
Jones,T., Hartshorn,S., Heffron,M., Siegmund,M., Duffy,T., Hart,A.

Keywords:
Freight, efficiency, competitiveness

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Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by transportation agencies in Washington State. The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, that would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed freight mobility projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks in Washington. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel-time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion and to generate useful performance statistics. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition affects whether the technologies will be effective at collecting the data required for any given benchmark project. The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.

Authors:
McCormack,E. D., Hallenbeck,M. E.

Keywords:
agencies, commercial vehicle, condition, congestion, construction, corridors, cost, costs, data, data collection, design, development, freight, freight mobility, freight movement reliability, global positioning, global positioning systems, GPS, improvement, methodology, mobility, networks, performance, positioning, probe program, project, research, roadway, software, speed, statistics, Study, System, systems, technology, traffic, traffic data, transportation, travel time, truck, truck monitoring, trucks, volume, Washington, Washington state

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/607.1.pdf http://wsdot.wa.gov/Research/Reports/600/607.1.htm

Abstract:
This report documents the development of data collection methodologies that can be used to cost effectively measure truck movements along specific roadway corridors selected by the Freight Mobility Strategic Investment Board (FMSIB.) The intent of this study was to design and test methodologies that could be used to measure the performance of freight mobility roadway improvement projects against benchmarks, or selected standards, which would be used both as part of the project selection process and to report on speed and volume improvements that resulted from completed FMSIB projects. One technology tested was Commercial Vehicle Information System and Networks (CVISN) electronic truck transponders, which are mounted on the windshields of approximately 20,000 trucks traveling in Washington. These transponders are used at weigh stations across the state to improve the efficiency of truck regulatory compliance checks. By using software to link the transponder reads from sites anywhere in the state, the transponder-equipped trucks could become a travel time probe fleet. The second technology tested involved global positioning systems (GPS) placed in volunteer trucks recruited for this project to collect specific truck movement data at 5-second intervals. With GPS data it was possible to understand when and where the monitored trucks experienced congestion. By aggregating this information over time, it was possible to generate performance statistics related to the reliability of truck trips, and even examine changes in route choice for trips between high volume origin/destination pairs. The study found that both data collection technologies could be useful; however, the key to both technologies is whether enough instrumented vehicles pass over the roadways for which data are required. This basic condition significantly affects whether the transponder and GPS technologies will be effective at collecting the data required for any given FMSIB benchmark project . The report also recommends the traffic data that should be collected for a benchmark program and the potential costs of using either data collection technology.

Authors:
McCormack,E. D., Hallenbeck,M. E.

Keywords:
freight movement reliability, truck monitoring, development, data, data collection, methodology, cost, truck, roadway, corridors, freight, freight mobility, mobility, design, performance, speed, volume, commercial vehicle, networks, trucks, Washington, software, travel time, probe, global positioning, global positioning systems, positioning, systems, GPS, congestion, statistics, reliability, condition, traffic, traffic data, program, costs

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Abstract:
Efficient freight mobility is the result of successfully balancing he demand for transportation capacity and service with the quantity supplied of those services and capacities. A growing number of communities and economic interests in the state of Washington recognize that efficient freight movement is directly associated with the health of their local and regional economies. As a result, state and local governments are being asked to improve freight mobility through operational improvements and new public infrastructure. Inter-modal truck-rail facilities, where goods are transferred from truck to rail or vice-versa, for shipment to domestic markets of through gateways to international markets, are offered, or sought, as a means of improving the freight movement in the area. Proposed public investment in such inter-modal facilities raises at least two questions: Will the facility succeed in the private market place by generating a sustaining return as a commercial investment? And, is any public investment justified based on the public benefits involved? It is the combination of internal efficiencies and external competition that will affect the economic viability of the inter-modal facility itself. A great deal of information and analysis is needed to identify these necessary attributes and those operating characteristics that \"would or could\" produce private economic viability and, if necessary, a required rate of return on public investment. The general purpose of this research was to investigate and develop an applied methodology for determining the potential economic viability of inter-modal truck-rail facilities in Washington State. The focus was on discerning the attributes, characteristics or market situations that are associated with successful projects, thereby suggesting a framework for economic feasibility analysis of an inter-modal truck-rail facility.

Authors:
Casavant,K. L., Jessup,E., Monet,A.

Keywords:
Freight, mobility, intermodal, rail, economic analysis

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Abstract:
Determining the marginal value of improved freight mobility along with a corridor requires full information on tonnage, dollar value of freight movements and services used in moving these products and the value-added characteristics of those products. This report investigates whether a practical methodology, applicable in the real world, can estimate value-added components of freight moving on Washington's transportation system. Determining this value-added can be done with the methodology identified in this study though it was found that specific data availability varied heavily from commodity to commodity, from corridor to corridor and project to project. The general results, and restructive assumptions and data deficiencies necessary for statewide analysis, cast doubt on specific findings. Regional or highway segment analysis can be more precise, if the data are locally developed. The basic model, consisting of kowledge about traffic levels, commodity composition, commodity value and value added of the commodity can reveal the importance of a corridor or region of interest to the state's economy.

Authors:
Casavant,K. L., Sorensen,P., Chase,B.

Keywords:
freight, value-added, Washington, methodology, research

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External Links: http://www.wsdot.wa.gov/research/reports/fullreports/540.1.pdf http://wsdot.wa.gov/Research/Reports/500/540.1.htm

Abstract:
The impacts that would result from providing "reserved capacity" for trucks rather than restricting trucks are considered in this study. In the extreme case, trucks would be allowed to travel in a dedicated or exclusive lane. A more moderate approach would be to provide a cooperative dedicated lane in which vehicles such as trucks and buses could share a common lane and yet be separated from general traffic.The study determined the following. Reserved-capacity strategies for trucks would offer (1) nearly $10 million in annual travel time savings for the trucking industry, (2) a savings of about 2.5 minutes per average truck trip (less than 8 percent savings in trip travel time), and (3) almost $30 million in annual travel time savings for single-occupancy vehicles in the Seattle region. The difference in travel times between the reserved-capacity strategy that would add trucks to the existing HOV lanes and the one that would add an exclusive truck lane would be insignificant, providing little justification for the construction of an exclusive truck lane. In all likelihood, the impact of reserved-capacity strategies on safety would be small, depending on the particular reserved capacity strategy. Reserved capacity strategies for trucks would accelerate pavement deterioration in the reserved lanes, but the reduction in the pavement deterioration rates of the general purpose lanes might help to balance future reconstruction costs. Surveys of the general public and subsequent statistical analysis showed considerable resistance to reserved-capacity strategies for trucks. However, this resistance is not unlike that encountered when HOV lanes were first considered.It is the recommendation of this study that the idea of reserved-capacity strategies for trucks continue to be presented to the trucking industry, to the public, and to other impacted agencies for discussion and consideration. The study showed that the adverse impacts of such strategies are easily manageable and there is at least potential for freight-productivity improvements.

Authors:
Trowbridge,A., Nam,D., Mannering,F. L., Carson,J.

Keywords:
agencies, analysis, Annual, buses, construction, corridors, cost, costs, deterioration, exclusive truck lanes, freight, freight mobility, HOV, HOV lanes, impact, impacts, improvement, lanes, pavement, public, reconstruction, research, resistance, safety, seattle, statistical analysis, survey, Surveys, travel, travel time, travel times, truck, trucking, trucks, urban

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Abstract:
The Motor Carrier Act of 1980 and the Staggers Act of 1980 have partially set aside decades of rigid regulations of interstate freight movement. These actions have the potential to bring forth significant changes to the networks of interstate freight transportation. The object of this research was to ascertain the impacts of deregulation of the Washington State transportation system. Information was obtained by surveying and interviewing shippers and freight transportation providers throughout the state. Anticipated impacts, e.g. accelerated rail abandonment or lost of motor carrier service to small communities were not present. The study reflects a relative increase in truck service and decrease in rail service since deregulation. Indications are this may be further amplified in certain regions of the state. The study recommends that potential highway impacts be incorporated into pavement management systems. Transportation officials are enjoined to treat issues relative to truck size and weight, highway cost allocation and deregulation as a single issue. Also, the Local Rail Service Assistance Program should be considered for use to offset any adverse impacts resulting from deregulation. During this period of the study, general economic conditions were poor. This resulted in a decrease in freight shipments and would suggest that some impacts of deregulation have been suppressed.

Authors:


Keywords:
Condition, cost, Deregulation, freight, highway, highway impacts, impact, impacts, management, management system, management systems, motor carrier, networks, pavement, pavement management, pavement management systems, program, rail service, railroads, regulation, research, System, systems, transportation, truck, trucking, trucks, Washington, Washington state, weight

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Abstract:
This is an interim report that examines the potential impacts in Washington State resulting from the adoption of the Motor Carrier Act of 1980 and the Staggers Rail Act of 1980. Adoption of the two have set aside years of rigid regulation of interstate freight movement and granted new latitudes of freedom to shippers and transportation providers. Information was obtained by surveying and interviewing shippers and freight transportation providers throughout the state. Initial indications are the impacts resulting from deregulation have been slow to emerge due to suppressed economic conditions. The study projects that as economic conditions improve and principles have time to adjust to the new laws, discernable impacts will occur.

Authors:


Keywords:
Condition, Deregulation, freight, impact, impacts, Interim, motor carrier, project, railroads, regulation, transportation, truck, trucking, Washington, Washington state

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