Identifying and Using Low-Cost and Quickly Implementable Ways to Address Freight-System Mobility Constraints (2010) / Chapter Skim
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Examples of the three categories of constraints are also presented. C H A P T E R 4 Freight Mobility Constraints
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Operational characteristics of both the transportation system and motor carriers' customer bases also create freight mobility constraints. Motor carrier customers frequently require pickup and delivery appointments during peak travel periods, causing carriers to add more trucks and drivers to maintain service levels and exacerbating congestion in already congested areas.
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4.2.2 Railroads The respondents were also asked to list and rank constraints that significantly impact rail freight mobility. The top ranked freight mobility constraints are: • Constrained Capital Budgets -- The number one barrier is constrained capital budgets.
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The main freight mobility constraints facing port terminal operations can be generally categorized as regulatory and operational, e.g., driver shortage, information technology (IT) / information lag.
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waterside were also identified as choke points in marine freight mobility. The respondents representing deepwater ports and inland waterways identified the following physical freight mobility constraints that are often encountered: • Inadequate terminal capacity • Physical barriers to rail operations • Empty container storage and movement • Inadequate local street and highway access from terminal • Inadequate waterway or channel depths • Inefficient terminal layout.
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. In general, Federal and state regulatory requirements, including safety, security, environmental, and land use do impede freight mobility to noticeable extents.
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46 0 10 20 30 40 50 60 70 80 Highways Railroads Deepwater Ports Pe rc en t o f R es po nd en ts None Not Much Somewhat Very Much Figure 13. Impact of DHS requirements.
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4.3.1 Highways In general, state transportation agencies do not have a welldefined set of measures or indicators for freight mobility constraints. There are no defined thresholds such as those that agencies use for other system-adequacy criteria.
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The intention behind these criteria is to improve freight mobility to enhance the state's economic competitiveness. Beyond these implied indicators of mobility constraint, the agency officials across all states in the survey cited what they consider to be general indicators of freight mobility constraints: • Comments from freight industry members about the congestion they experience at locations such as steep grades, congested intersections, and inadequate interchanges • Poor turning radii at intersections and driveways • Queues of trucks at specific bottlenecks • The lack of regulatory coordination between neighboring states in terms of truck inspection, enforcement, and regulation • Decreases in observed operating speeds • Decreases in reliability as measured by travel time variability.
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Other metrics focus on operational efficiency and equipment use and may include: • Percentage of truck engine idle time • Average speed per truck • Truck utilization (miles per tractor per day) • Billed versus unbilled miles (indicator of out-of-route miles or non-revenue-generating miles)
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For rail and deepwater ports, on the other hand, idle time is most commonly used, while delay is seldom used to monitor and identify constraints. Table 22 summarizes the major causes of freight mobility constraint by mode and shows the top ranked performance measures.
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• Inadequate traffic system management on intermodal connectors • Terminal gate operating hours • Port terminal processing requirements • Security and air quality regulations • Idle time • Gate transactions per day • Truck trips per day • Average speed • On-time pick-up and/or delivery • Level of service • Dwell time in hours or days Table 22. Primary causes of mobility constraints by mode.
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Common mobility constraints by mode.
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