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From page 53... ... This chapter also presents examples of low-cost, quickly implementable improvements aligned with the freight mobility constraints by mode. 5.1 Definition of Low-Cost, Quickly Implementable Improvements An important element in determining low-cost and quickly implementable strategies to mitigate mobility constraints is to determine how stakeholders vary in their definition of low-cost and quickly implementable improvements. Read the entire page →
From page 54... ... Interviews with port terminal operators indicate that given the complexity of their operations, and noting that the major mobility constraints are regulatory and operational in nature, no "low-cost" and "quickly implementable" action could be identified. However, from a private-sector point of view, any regulatory requirements that positively impact their operations could be viewed as low cost. Read the entire page →
From page 55... ... A "low-cost and quickly implementable" improvement to address freight mobility constraints may be defined as an action that modifies existing geometry and operational features of the freight transportation infrastructure system and that can be implemented within a short period without extended disruption to traffic flow. Such an improvement may be physical, operational, or regulatory, as long as it enables greater throughput from existing facilities. Read the entire page →
From page 56... ... 5.4 Low-Cost Strategies for Addressing Mobility Constraints This section discusses improvement strategies that have been deployed by public agencies and private stakeholders to address and mitigate freight mobility constraints. These strategies are derived from the results of the interviews and surveys with representatives of public agencies and private stakeholders involved in freight movement. Read the entire page →
From page 57... ... and the private sector (motor carriers) , traffic signal synchronization and auxiliary lanes were ranked the most effective low-cost actions in improving freight mobility on the highway systems. Read the entire page →
From page 58... ... • In Ohio, the identification of high-crash freeway locations was formal and quantified. The department sought out locations that had crashes well above the mean for a 3-year period. Read the entire page →
From page 59... ... In Utah, the DOT's freight coordinator sought out trucking firms for group meetings in which they would review maps and share experiences in order to identify mobility constraints. Caltrans has one of the largest freight mobility programs in the nation. Read the entire page →
From page 60... ... Furthermore, freight mobility constraints impact motor carrier operations in a number of ways. The most frequently reported consequences are: • Increased operating costs • Reduced revenue and equipment (e.g., tractor) Read the entire page →
From page 61... ... The following low-cost improvements are considered to have high potential of implementation to address rail freight mobility constraints. These are ranked in decreasing order of potential: • Deployment of advanced technologies • Train control/advanced dispatching • Advanced electronic inspection techniques • On-board sensors • Rapid on/off maintenance of way machinery • Trunked digital communications systems • Electronically controlled pneumatic brakes. Read the entire page →
From page 62... ... . Capping returns at average capital cost at the top of the business cycle virtually prevents investment whose long-term recovery must span the entire business cycle. Read the entire page →
From page 63... ... This is followed by the use of advanced communication technologies to coordinate and facilitate terminal activities. Labor unions suggest the following strategies to address freight mobility constraints at the deepwater ports and inland waterways: • Greater uniformity of trained labor so that individuals can be rotated from one port to another to perform similar jobs at all ports; so a crane operator in Philadelphia, for example, can be moved to operate a crane in South Carolina. Read the entire page →
From page 64... ... Table 27 summarizes actions commonly taken by motor carriers to avoid or eliminate the effects of constraints on their operations. These actions are intended to guide private-sector 64 Physical Constraint Improvement Options Physical Constraint Improvement Options Turning Radii Add turning lane Inadequate Mainline Capacity Add a lane Widen lane Add warning signs Extend existing lane Modify median bull noses Speed reduction Weaving Add lane Add channelization Add auxiliary lane Improve road signage Extend turning lane Restriping Add turning lane Signal upgrade Extend existing lane Revise merging/diverting area Redirection of traffic Inadequate Intersection capacity Add dedicated turning lane Re striping Add a lane Lane Drop Add auxiliary lane Extend turning lane Extend ramp length Auxiliary lane Inadequate I nterchange Capacity Add auxiliary lane Widen turning lane Add turning lane Signal phasing Add lane Intersection layout improvement Add traffic signal Proper roundabout design near freight facilities Extend acceleration and deceleration l anes Operational Constraint Improvement Options Extend ramp length Traffic Control (lack of, or poor signal timing) Read the entire page →
From page 65... ... 65 decision makers in selecting proven strategies to overcome the effects of mobility constraints while achieving acceptable productivity levels. For rail and water modes, operational constraints are more prominent than physical and regulatory constraints. Read the entire page →
From page 66... ... 66 Physical Constraint Improvement Options Physical Constraint Improvement Options Inadequate Track Capacity New track (siding) turnout Inadequate Siding Capacity Extended siding track Curve superelevation New siding track Realign tracks Turnout Upgrade siding track Realign tracks Extended siding track Centralized traffic control system Provide crossover Connection tracks Connection tracks Operational Constraint Improvement Options Centralized traffic control system Lack of Skilled Labor Hire temporary workers Branch line upgrades Inefficient Labor Utilization Negotiate contracts to accommodate "limbo time" Tie replacement Switching Conflicts/ Inefficient Switching Remote switching Track surfacing Upgrade/reconfigure interlocking, low-emission switch engines Advanced electronic inspection techniques Coordinate operations of Class I and shortline/regional railroads Improve crossing warning systems and make current passive crossings active Outdated Communication and Signaling Centralized traffic control system Inadequate Capacity of Yards and Port Terminals Expansion of carload terminals Signal improvements – advanced technologies Internal gateway facilities On-board and wayside defect detection and other advanced sensors Expansion of intermodal terminals Trunked digital communications systems Table 28. Read the entire page →
From page 67... ... 67 Operational Constraints Improvement Options Regulatory Constraints Improvement Options Lack of Crews Hire temporary labor Supply Chain Connectors Smooth out mismatched labor structures Support labor union and training programs Labor Laws and Restrictive Contractual Limitations Negotiate training terms and conditions to increase skills and trained labor supply Inefficiencies in Operations of Terminal Yard/Gates – causing congestion and delays Expanded gate hours Inefficient Labor Utilization Negotiate contract to accommodate "limbo time" Congestion pricing TWIC requirements and lack of cardreading equipment Upgrade card readers Trucking appointment system Automated yard marshalling and inventory control Use existing software packages for card readers Joint inspection facilities Establish flexible labor shifts Physical Constraints Improvement Options Partnership to accommodate uneven demand cycles Rail Intermodal Connector Capacity Expanded rail connections Utilize wireless communications to facilitate proper storage, ship operations, gate operations Terminal Yard/Gates – Roadway Connector Widen local roads Incentive-based program to shift freight from trucks to rail Restriping to add lanes High-speed gates/fast lane using paperless checking Auxiliary gate lanes Multi-pick cranes Inadequate Capacity of Terminal Yard/Gates Locate secured inspection areas outside major traffic areas Terminal Yard/Gates – Roadway Connector Capacity Synchronizing traffic lights Traffic management Rail Intermodal Connector Capacity Fast rail shuttles Terminal reconfiguration to add capacity Integrated maritime and rail movements Off-dock container yards Partnership to reduce passenger/freight rail use conflicts Table 29. Deepwater ports and inland waterways -- improvements. Read the entire page →

From page 53...

... This chapter also presents examples of low-cost, quickly implementable improvements aligned with the freight mobility constraints by mode. 5.1 Definition of Low-Cost, Quickly Implementable Improvements An important element in determining low-cost and quickly implementable strategies to mitigate mobility constraints is to determine how stakeholders vary in their definition of low-cost and quickly implementable improvements.