Truck Drayage Productivity Guide (2011) / Chapter Skim
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Pages 88-97
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From page 88... ...
The model includes the following: • Drayage trips of all types to and from marine container terminals, for any reason; • Drayage trips between rail intermodal terminals and marine terminals, and associated bobtail and chassis trips that may not begin or end at the port; and • "Crosstown" trips to reposition empty import containers for export loads, to shift empty marine containers from rail terminals to depots, or to obtain empty containers from depots for export loads. The DrayFLEET Model therefore includes a number of trips and trip types that do not begin or end at port terminals but are necessary to support the overall port container flow.
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From page 89... ...
CONTAINER DISTRIBUTIONI I I I DRAYAGE ACTIVITY SHEETS TIVITY S EETS PRIMARY OUTPUTS: DRAYAGE VMT MINUTES BY DUTY CYCLE I : I OPTIONAL DETAILED INPUT FACTORS I I I EMISSIONS MODELI I PRIMARY INPUTS WORKSHEETI I PORT /GENERIC DEFAULTS / I USER INPUTS I OR Figure 12–1. DrayFLEET model structure.
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From page 90... ...
Calendar Year 2007 Scenario Annual TEU 2,000,000 2,000,000 Average TEU per Container 1.75 1.75 Inbound Share 50% 50% Inbound Empty Share 5% 5% Date Outbound Empty Share 25% 25% Rail Intermodal Share 25% 25% Activity Outputs Default Scenario Change % Change Marine Terminals Annual Activity Average Inbound Gate Queue Minutes 15 15 Number of Drayage Trip Legs 3,498,452 3,498,452 0 0.0% Average Marine Terminal Min. per Transaction 30 30 Drayage Trip Legs per Container 3.1 3.1 0.0 0.0% Rail Terminals Total Drayage VMT 65,706,753 65,706,753 0 0.0% Weighted Average Miles from Port 5 5 Drayage VMT per Container 57.5 57.5 0.0 0.0% Average Inbound Gate Queue Minutes 5 5 Fleet Required (FTE Tractors)
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From page 91... ...
In this figure, the 25-mile default value for the weighted average trip to shippers and receivers was changed to 5 miles. That change reduced drayage VMT by 52.9%, drayage hours by 26.7%, emissions and fuel use by 41.9% to 45.4%, and cost by 29.3%.
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From page 92... ...
per Transaction 15 15 Annual Duty Cycle Totals Container Depots Idle Hours 1,957,060 1,725,478 -231,582 -11.8% Weighted Average Miles from Port 2 2 Creep Hours 1,089,182 991,532 -97,651 -9.0% Share of Empties Stored at Depots 10% 10% Transient Hours 597,318 339,489 -257,828 -43.2% Container Shippers/Receivers Cruise Hours 1,559,766 755,790 -803,977 -51.5% Weighted Average Miles from Port 25 5 Total Drayage Hours 5,203,327 3,812,289 -1,391,038 -26.7% Weighted Average Crosstown Trip Miles 10 10 Drayage Hours per Container 4.6 3.3 -1.2 -26.7% Cost Factors Average Drayage Labor Cost per Hour 12.00$ 12.00$ Emissions Outputs Default Scenario Change % Change Average Diesel Fuel Price per Gallon 4.00$ 4.00$ Pollutant (annual tons) HC 55 32 -23.34 -42.3% Initiative Inputs Default Scenario CO 311 181 -130.12 -41.9% Port/Terminal Initiatives NOx 1,154 637 -517.58 -44.8% Stacked Terminal (% stacked)
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From page 93... ...
Marine Terminal Data Container terminal operating systems collect information on gate activity. Movement of loaded containers, empty containers, and bare chassis to and from the marine terminals tends to be well documented, but some reconciliation between interchange documentation and gate records may be required.
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From page 94... ...
The model estimates that 45% of the drayage hours in the vicinity of the ports were spent idling, which is generally consistent with most driver survey results. About 26% of the hours were spent in "creep" mode, essentially low-speed, stop-and-go operation typical of queuing or interminal operation.
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From page 95... ...
5% Trouble Tickets (0.3)
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From page 96... ...
, the savings would be greater yet: 800,000 drayage hours, 300,000 gallons of fuel, 42 tons of NOx, 1 ton of PM 2.5, and $20 million. These potential savings are therefore the estimated costs of trouble tickets.
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From page 97... ...
For example, there probably would be an opportunity to retire the oldest, least efficient, and most polluting drayage tractors. It is likely that marine terminal operators would realize associated savings in labor and CY operations, as well as gaining capacity by freeing up land presently being used to store chassis.
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