Your perspective on phrase will vary, and the performance matters that may be of most interest and relevance will vary, and this is particularly true with respect to users that is to say, ship percent and carriers of freight,
versus those working with agencies, and state DOT, MPO MPO's, anybody else involved in orange and operating public infrastructure are in that category, depending on the geographic scale of the issue you are looking at,
again, the kinds of measures you may want to look at will vary, and then finally, something that we find in the performance measure area, talking about freight or frankly any other aspect of performance measurement,
and that is while we can often come up with a long list of measures that would be interesting and relevant and useful, what we can practically use will always be affected by the data that's available and tools that are available to use that data, and particularly, in terms of forecasting performance into the future.
With that as background, this slide is just trying to illustrate this whole issue of how the measures that may be of have will vary, depending on your role and responsibility.
For example, Shippers, folks had who are trying to bring their goods to market are looking at issues like service cost, speed, reliability, security,visibility by visibility, I mean the ability to track their shipments in Real-time from origin to destination.
As we kind of move to the right, these are meant to suggest that different folks have their own perspective and owner performance measures, but have to be aware of the -- for example, carriers, folks had are who are carrying the freight, at the end of the day, are most concerned about business profitability, and their return on investments.
But as they think about those measures, they have to think about them in the context of what their customers, the Shippers are word about, so their profitability and return on investment will depend on their ability to deliver the performance that their customers, the Shippers, are looking for, as we continue, when we get into the infrastructure owners, and operators, the state, MPO's,other public agencies, obviously, those groups are thinking about freight in the context of the broader issue of managing a transportation system, not just for freight, but for peaks passengers as well.
When they think about issues like congestion, mobility, safety, security,economic development, broad list of categories that these agencies have to worry about in terms of serving the broader mandate, they need to also, if they are concerned about freight, think about the carriers and Shippers in terms of those specific measures that are related to freight, and how they can be integrated into these broader measures and concerns that those public agencies have to deal with.
The Gateways anchor doors and the corridors are there because when you look at a particular checkpoint, particular terminal, nature of the issues will be different and again, the measures will be different. I think it's also fair to say, and I want to makes the come, that will there are many things that state and MPO's may be doing that will effect performance measures that are very important to folks in the freight world, Shippers and carriers.
But I think it's also the case that Shippers and carriers will be making decisions on their own from their business perspectives, quite independent from what states and MPO's are doing, not necessarily in conflict, but not at all coordinated, and necessarily in response to anything that the public sector is doing.
And that's one of the complex at these that the public sector faces in dealing with freight issues and trying to resolve freight concerns. Finally, I'd like to make the data point here that as states and MPO's deal with this, there are a lot of things that they might like to have in terms of information and data about performance as it affects freight, that they don't have access to.
Like trying to under how many on time delivery windows are affected by incidents on the transportation system. It would be an interesting performance measure, but the data for that is not readily available to the public sector.
So we have to deal with those constraints when we deal with freight performance measures. In terms of data and tools, already mentioned that these ultimately affect what we can do in performance measures in any area, freight is no different, on the tools side, I think what we see in the freight area is the evolution of a said of analytic tools that are adaptations of passenger tools. This is particularly true in the U.S. at this point.
We're beginning to see a more specialized and freight oriented tool, things like logistics model, supply chain models, that are focusing more on freight and in a more detailed view of freight operations, but those methods and techniques are right now more obvious in Europe and some other places outside the U.S., so clearly, beginning to make their way in the country as well.
Much of the data is in the private sector, I mentioned that already, and those are just of the realities that we have to live with.
So with that, that was really the starting point for this. Method for forecasts statewide freight movements that I want to spend a little of time providing an overview of in terms of the project itself, certainly, I'd like to acknowledge our principal investigator, so, as I provide a summary of this project, anything that's interested, useful, and helpful, Dan is responsible for, anything that's confounding, confusing, or contentious, I have responsibility for.
There's a team that worked with Dan on that project, and I would like to note the project is completed. Final report and final review, it's not publicly available yet, but are expecting it to be available through the website virtually in the next few weeks.
Practice itself was passed to develop a tool kit for statewide freight forecasting, but as part of that mandate, specifically looking at what performance measures might be relevant to looking at freight issues and analyzing freight issues, and particularly, how to tie performance measures to particular policy, planning and analytic needs.
A requirement as part of the project was frankly to make sure that the mashes we identified were measures we thought there was data to support, and tools that allowed them to be forecast.
It's fair without casting as percents to say the nature of this project was to summarize of taking the best of what's out there as opposed to stating -- it was basically looking at what can we do now with respect to freight and analysis and performance measures.
This table is giving you a summary of when we ask state DOT's what was their perspective on the most important issues that they dealt with in the freight area. There were 3 areas that were identified as very high priority.
Overall kind of statewide transportation planning function, and particularly developing multistatewide plans, long range plans, freight plans. The question of we spend our money and we want to have a positive impact on freight movement, and freight mobility, what are the criteria, what are the techniques that we can use to essentially help set project priorities and introduce freight into the process. Diverse analysis, a truck hsh/rail issue. It can be something that has been an issue in the public sector fora while. And then a broad range of other issues, I won'tgo through them all.
That were identified as, you know, lower priority, but still areas that states are focused on where additional freight analytic tools, and freight performance measures and freight data would be helpful and needs that the state proceeds. This slide is suggesting what is in the report itself, which is, the report contains a long list of potential freight performance measures.
I mentioned that the easiest part of the performance measure gain in my opinion is a generating a long list of interesting measures. Challenge, of course, is figuring out what measures are relevant to what issues, and what measures can be supported by available data and analytic techniques.
This is just a summary of one very large table in this report that tries to identify for each of those policy areas or analytic needs that states identified, what are some of the performance measures that are available that could support that function or support that analytic need in this case, just showing a few of the examples for statewide planning Andy version,everyone of those policy areas I showed earlier are covered in the report, and measures are suggested for each.
The other thing that we wanted to do in this report is for every measure that we were suggest suggesting might be relevant to a particular analytic need or policy issue to identify what analytic tools or techniques could generate that measure, so again, this is just a small example, I'm not going to go through every item in the figure, but it's just showing where things like direct factoring of flowing flows from a trip assignment,on direct fact of origin destination information from an OD table can generate particular kind of measures,and obviously, similarly, with traffic assignment, and some other analytic capabilities that are present in a standard transportation demand analysis capabilities.
Now, applied to freight in many cases, of course, these capabilities, and these analytic techniques can be multi modal, and rely on commodity flow data. So, with that as kind of a quick sense of what this NCHRP report is about, and how it relates to the topic of today, performance measures topic, I want to give you a couple quick examples in some project as SC, we have's used the measures, this first example is looking at truck infrastructure, truck oriented infrastructure improvement in the San Joaquin valley in California.
This was used to generate performance measures for a range of different improvement projects, and those patients measures include delay by travel class, travel times for major OD pairs, incident delay on freeways, accidents by type and vehicle class, and emissions by vehicle class, obviously, air quality always being a key issue in California whether we are talking about passenger or freight.
For each measure, a range of different improvement packages were addressed improving east/west highway capacity in this area, general purpose capacity increases, truck lanes and truck bypasses, vehicle emissions technology for the trucks themselves, and improved access to a particular freight where the package that show the tools, and the data that was available to support this kind of analysis.
I want wanted to mention, second example, the San Pedro prediction strategies project. This is a case where we were focusing on a particular port so again, in terms of geographic scale,very narrow geographic scale in terms of the particular impact area.
Again, trip generation model and travel demand model results, were linked to a spreadsheet, post processor to generate the performance measures that were relevant for this particular application.
Those measures in this case being port truck trips, truck traffic by time period, and particularly on I-710, port truck VMT, and again, transportation impacts, emissions impact, both truck and rail, since some strategies were encouraging a certain amount of diversion across -- kinds of strategies that were evaluated are shown here, extended gate hours, container management, expanding on dockrail, near dock rail, and shuttle train service to an inland point.
Again, just an example of, for a particular freight issues, how you are now able to identify some performance measures that are relevant, and using existing analytic techniques, generate performance information that can be used to help in evaluation process. In conclusion, I think there are, indeed, a wide range of freight-related performance measures available at this point.
We always have to keep in mind this notion that I mentioned that the measures that are of have interest will vary, depending on the stake holder group that we are talking about in the public sector, we constantly have to be mindful of those measures that the private freight community is most concerned with as we think about what we're doing in the public sector.
While data and tools constrain the measures that can be used, certainly the 840-C results suggest there are a wide range of performance measures of relevant to freight that are available and can be generated by available data, not to suggest that better data enhanced data and certainly enhanced tools are not useful, because they are, but the point is we can get on with this business at least to some extent today and obviously,the stated practice will continue to improve.
Finally, and this is a personal editorial note that we constantly have to look for ways to strengthen the connection between the measures that we're using in the public sector, often with broader objective than freight n mind, with the Shipper/ Shipper/carrier perspective, I think that's going to be a a key issue to address in making our public sector efforts focused on improving freight mobility as effective as possible, and certainly, will also make it easier to engage some of these stake holders in the broader freight planning process.
So with that, I'll stop, and let our next speaker start.
to those of you who posted questions on the chat screen, we'll get to them at the end of the seminar. We're now going to move on to Crystal Jones of the federal highway administration. If you could give me a moment, I'll get you set up.
It appears I'm missing a slide, but I can go from here.
Basically, format I'm going to use, I'm going to briefly go over some initiative goals, previously discuss why organizations, particularly government organizations choose to monitor performance, and then I'll conclude with a fairly detailed overview of the freight performance initiative and some accomplishments to date and planned next steps.
Short-term, goal of the freight perform and initiative within federal highway is to develop baseline measures that support monitoring of an agency's goal of global connectivity. In the midterm, we hope to develop a rich data source that can be used in the transportation community, and in the long term, hope to use it to target investments into the national highway system. Why performance measures?
For feds highway and federal government agencies, the primary reasons that agency choose to monitor performance is because it's mandated by government law.
Additionally, some of the other reasons for performance measures are listed there.
What are the benefits? It allows agencies to set goals and standards to correct problem in the transportation system, manage and improve process, and gain insight and make judgment about the effect -- [indiscernible]. Federal highways strategic goal is aim at sustaining the economic efficiency of good movement on the highway system. This breaks global connectivity down into a performance measure fairly work.
Desired outcomes of the strategic goal is to reduce barriers in trade and transportation of goods and services, to produce more efficient movement of goods through the supply chain, goals are to reduce travel time and improve reliable travel time, to reduce commercial vehicle delay at U.S. land port processes.
The tentative measures we've chosen to measure and monitor global connectivity are travel rates and buffer times and freight significant corridors, and although the measures are to be determined we suspect will be wait time freight time. Lance mansioned that as an about public sector agency, there's things we are concerned with, and that those things sometimes are different from what Shippers and carriers are concerned with.
We've chosen travel times as a tentative measure because we recognize that congestion and delay and availability in the system results in cost to the carrier, so that's a main reason for choosing travel time as a measure for global connectivity. At the border, key concern is congestion, so we are likely to choose measures that are related to border wait times and transit times.
The F p.m. initiative is a cooperative research efforts between several entities, federal highway is the primary sponsor of the program, American transportation research institute is our primary partner in the initiative, and we also partner with technology vendors in the university of Minnesota's I.T. S institute.
One of the first steps in starting the initiative was to identify freight significant corridors, to do so, we use ads variety of data sources, this conclusion the freight analysis framework, and did industry surveys to gain quantitative and qualitative information, and looked at technology databases to see what sources of data may be available that will allow us to automatically measure travel time and derive measures of travel time for significant corridors.
The result of this process ended up in a 50 corridor, identified freight -- and we determined based on data to focus initially on I-5, I-70, I-10, I-65, and I-45. These are some technologies we examined. Satellite based technology, hybrid system which could be a combination of any of the ones listed, on board systems and state systems. In the end, we determined that satellite technology would best meet our data collection.
Essentially, what we've done is lance mentioned that a lots of the data for freight performances in the private sector so for the F p.m. initiative, what we've done is we partner with technology vendors and commercial carriers to gain access to data, satellite based data on location and time on freight moving on significant corridors.
After we identified the corridors, one of the next steps was to insure that the private sector institutes that were participating in the project had a great degree of confidence that we weren't going to be using any private data, so we developed the carrier cleansing system to enable us to basically cleanse all the data, and make the carrier and the participants comfortable that we weren't using any private data, only the location and time data that enables us to develop the measures we are going to be talking about later on.
We also developed the truck tool that allows us to relate the position data from the satellite to locations on the U.S. DOT map, essentially, during the Alpha test, we were successful in using the location and time data to track speeds of significant points of freight corridors.
The initial proof the concept during the Alpha phase focused on only segments of the highways that I mentioned earlier. We also did a Beta test. And during the Beta test, the manual process is used in the Alpha phase was automated. We were able to show how the micro deviations could pinpoints bottle neck along the freight significant corridors.
Data showed that one could typically differentiate between a temporal bottle them and infrastructure bottle neck, and in Alpha, instead of focuses on segment, we focussed on measuring travel times and travel rates for the entire lengths of the five corridors mentioned.
With regard to the travel time project, the travel time portion of the projects, essentially, again what, we've done to date is we've collected data for I had 10, I-70, I-65, I-45, and I-5, and successfully used location and time satellite date to to calculate travel rates and derive measures of travel time reliability. We currently have 7 months of data and expect to have one full year of data by January '06, and now I'm going to share some tools and ways we are looking at analyzing its data to make it useful to state DOT's and others in the transportation community.
Jennifer, if you could open the word document.
I will do that if you give me one minute. This is way we are were able to manipulate the data, lance pointed out that we are trying to as a public sector agency come up with measures that we think are not only meaningful to us as public sector agent circumstance but meaningful to the carrier that used the system, so we settled on using travel rate and measures of reliability such as buffer time index, and travel time index as the measures that we wants to use and derive from the data. Should I be seeing it now, Jennifer? I should?
the word document is up there now. Do you not see the word document?
I do not
If you are seeing it, everybody should be able to.
This is just again one way that we've determined as a possible way of using the data to present it to the public in terms of the types of measures we were coming up with from the data.
What you see displayed is an example of data for I-5, and as you can see, we basically are able to look at travel rate and from the travel rate, derive measures of travel time, reliability, such as travel time index, and buffer index, and this particular diagram just shows the difference between January and February
, and at this point in our effort, we haven't began to set goals and standards, just basically showing the difference between the travel rate and travel time index and buffer index from month to month. What we are looking at doing is being able to, Jennifer, if you could control down a little bit
I-5 by state?
Taking a little time to catch up on your end.
Okay. One way we, we considered looking at it is to be able to use the corridor such at I-5, and be able to look at the data for the specific states that I-5 runs through, so in the case of I-5 we can segregate it. Along that corridor. And another example, down to the bottom, there's a pick electoral of I-65, we're looking at breaking the data down to show travel rates, buffer time index and travel time index between significant city pairs along the corridor.
So in the case of I-45, we could show what the speed and travel rate was between Louisville and Indianapolis, or other freight significant OD pairs along the corridor. We can share this document after the presentation
Bring it back up to the screen?
Back over to you now.
We do have a visualization tool that we use, and I don't know if I'm going to have any success bring that up, but I'll try. Essentially, all it does is we're able to visually look at the data along the specific points of the corridor, and I'm trying to navigate my way back here.
And again, this is just a visualization tool to be able to see, for instance, this is I-5, and this is by time of day, we can segregate the data, so this particular map shows travel rates along I-5 between 6:00 a.m. and 10:00 a.m. and we can break that down by virtually any time of day, it could be, you could choose your own peak hours, or look at it based on time an incident occurred along the corridor.
Any way you wants to look at the data, you can visualize it. The border component, we are kicking off that part of the initiative, what we did in the beginning stages of defining what, in looking at what we wanted to measure is we did some focus outreach with various stakeholders along the border, specifically, visited ambassador bridge, peace bridge, and talked to not only the bridge operators and transportation organizations in the border areas, but also the enforcement inspection agencies like the U.S.
customs and border protection agency. We are are doing limited collaboration with transport Canada with a project they have. We have selected five U.S. Canada border crossings for study, and it's Blain, ambassador bridge, peace bridge in champagne, and data collection for those sites started in July of this year, and we hope to have the initial data analysis available in the next 3 months.
the next step of the project will include expansion to other significant corridors. We defined up to 25 corridors that we consider expanding to.
And we are going to be looking at explores uses of other technologies that could support automated measurement, and again, we will be conducting the initial analysis of the border data in the next 3 months.
And we will be conducting two case studies within the next year to examine the effects of travel time, affects work zones, and severe weather has and we plan to select at least two states to do focus outreach to determine the usefulness of the data from the project. And the final point, we hope to final lies it with the partners to share the data with members of the transportation community.
So some conclusions, what this effort is focused on is to develop measure to quantitate fly see how we are doing in the strategic goal of global connectivity in federal highway, and we think the data from the initiative will be of great compliment to the inner city measures,
like urban mobility measures that are currently being, been in federal highway and other transportation agencies. And in the end, we are only at this point collecting data to support baseline establishment. We are going to have to work with the stakeholders to determine what is reasonable and what we perceive as good, and what kind of goals we expect out of the system. And I think -- this is where you can find more information on the project? I think that's it, that's my concluding slide.
I'll turn it over to the next presenter.
I'll bring back up that slide after the last presentation with that web address, so people can get the information. And in addition, if it's okay with crystal, we'll send out the word document with the follow up information so everybody has that as well. I'm going to turn it over to Cecil of the Minnesota Department of Transportation who will give the final presentation.
Thanks you, Jennifer. Good morning, afternoon, wherever you are in the country. It's a pleasure to share with you some work that we're doing in Minnesota on the freight performance measure. Little background on our planning context. In Minnesota, we started out with our Minnesota strategic plan.
That really provides for us the policy direction that we use as we do our planning and implement our program. In 2003, we did Minnesota statewide transportation plan. This was the first performance based plan that we have done in the state, and it directs the work that we are doing on global plans on our district plans, and for the Minnesota state-wide freight plan which we just recently completed.
The policy that you are using to direct us, was to provide an integrated system of freight transportation in Minnesota. And that means we are looking at highways, rail, water, our air cargo, and also our enter mobile terminals, that they offer save, reliable access to statewide national and international markets. So as you look at that policy statement, it provides a context for us as we look at the performance measures that we want to collect. The framework we used in the freight plan was one we wanted to look at in improving statewide infrastructure.
Those parts of our system that are within Minnesota, and to improve the national and international infrastructure that our businesses rely on to reach their markets and suppliers. We also wanted to look at enhancing our operations and our safety. We wanted to look at enhancing freight integration, being able to move our products back and forth on the right mode of transportation, or mix of mode, and also we know that freight has a huge private components as well as many different agencies,
and so we need to strengthen our partnership, and we do have a role in regulatory activity and we wanted to give direction to how we improve ourself in that regulatory activity. Some of the things that we wanted to make sure we did as we put our performance measure criteria together was that we wanted entire measures to freight policies and strategy, so we wants to be strategic in what we do. Secondly, we need to do it in a way that is understandable to Shippers, carriers, elected officials, and transportation officials.
These are the people that make decisions, and so the performance measures have to be understandable to them.
Note at the bottom there, we have a Minnesota freight advisory committee, and we run all of these performance measures past them and they have been very helpful to us in directing us about the kinds of economic issues and competitive issues and other issues we need to take into account as well. Also, I think lance talked about this, performance measure needs to tie into what kind of decision they are going to be, will be affected, performance measure should help.
How will we use the measure?
And what time and what place, hand who is it that will have that responsibility to use that information for a decision? And, as lance talked about, is the data available?
You can have any kind of performance measure you want, but if you don't have data, you don't have the resources, then you can't move forward, and finally, how will we know that we have successful performance? And that really goes to not only having a measure, but what is the target within that measure that we wants to have, that we want to work towards. Also it's important to think about what are you trying to measure and there are four different areas that I think we can look at about our process of doing work. One is input measures, and that's a historical one that we've always used,
such as how much budget is allocated, or how much human resource Israeli allocated to an activity, that's is an input measure and we use those a lot. Second one is measuring the process as we do work or as we are involved, how is the process going, one of the measures we are using, I'll show you later, is as we do oversized overweight permits, we wants to measure how well we are doing at putting those permits out.
That's how we are doing it.
Thirdly, what about the output? So you've done all that work, you've used those those inputs. What's the outcome? And one of those examples would be how many miles of 10--ton highway have we been able to provide in the state? And the outcome measures and sometimes indicators, such as what's the fatalities on the highway system? How many people have lost their lives, and that's really the end point from our consumer's point of view.
And we need to be aware of those outcomes as well. We've had a significant amount of discussion about the difference between a performance measure and a performance indicator.
Indicators are things that are of interest but you don't have direct control over, they are more of the things you do, have control over, and direct involvement in. What is your sphere of control versus sphere of influence? And also, are these indicators for programs, are they more economic indicators, kinds of things that Shippers and carriers have a lot of interest, and as well as our political leadership? And also, as you've heard in the other two presentations.
Crystal was talking about really a federal perspective.
Minnesota from a statewide perspective, we worked with our metropolitan planning organizations and local districts and communities, and they have a perspective that addresses the region and local, and we need to be aware of that. And we can look at things from a corridor basis, for instance, in the twin cities area, lot of our markets are to the east, so we are interested to see how the corridor between the twin cities and Chicago works.
But then we are interested in how is, how are we doing with the modes, with trucking, with rail, and with the commercial naif indication as well as air cargo. The measurement categories for performance measures that we are looking at include looking at infrastructure, global access because our businesses are more and more involved in the global connections, every day.
Local access. The issues as well as efficiency and congestion issues, safety and regulation. Under the infrastructure, the kinds of things that we're looking at, one is that our payment ride quality is acceptable.
That's an issue for passenger vehicles as well as our trucking industry.
Bridge structure, structure meet standards, very important.
From an infrastructure point of view. Under the railroad side that track miles, track speeds are greater than or equal to 25 miles an hour.
Mostly the lines that we have don't meet that standard are branch lines that serve the local agriculture industry.
Also, track rile miles that will 286,000-pound railcar rating, heavier cars comp on line, and then enter modal facility with adequate infrastructure condition, and we are in the process of defining what the infrastructure condition exactly means. Concerning local access, issues such as major freight generators with appropriate road or rail access. We've looked at approximately 150 major generators in our out state area, and talked to them about what does roadway and rail access constitute.
By and large, there's pretty good access provided. But we need to look at that in our metropolitan area. Second one is enter modal if a significance, looking at ports and terminals, making sure they have appropriate road and rail access, and the third one is our airports with air cargo operations have appropriate roadway access as well.
Global connections, we've had some work done, and legislature just passed some legislation addressing air cargo, so we are looking at direct international air cargo freight service. Most of our connection to international flights come through Chicago and some through Detroit, and we would have an interest in more direct freights service, so that's a performance measure we wants to look at.
Average delay at river lock for our commercial navigation down the Mississippi river, time is money on the river, so we've wanted to develop this one to look at how much delays are, is our product experiencing. Capacity of container handling and bulk transfer facilities. That's a developmental one as well to look at. How are our terminals operating, how well.
Concerning safety, lot of these I think are recognizable, heavy truck crash rates, heavy truck related fatalities, crashes at railroad crossings, we do that on a 3-year average, as well as its fatality at rail crossings, and at grade rail crossings, meeting grade separation guidelines. That's a new one as we look for ways of separating high volume roads from high volume railroad. Streamlining, and effective regulation. What percentage of overweight trucks on our, are on our major highways? We've done some work in that area, and will want to monitor that more closely.
Coordinate and regulate with adjoining states, lots of neighbors have expressed to us an interest in how we work together on truck regulation, particularly on size and weight. Permits and credentials, done via the Internet, as we move from a paper process to on line process, we wants to track and see how well we're making that transition. That carriers are trained that they have the kind of information they need to operate properly, and that pavement life is preserved by truck weight enforcement.
Looking at our, the quality of our infrastructure. As I mentioned before, we do have a Minnesota freight advisory committee. We asked them what things should we be looking at, and these are the top ones they shared with us. Does this, does Minnesota and twin cities metro area have competitive rates? And we are trying to select appropriate commodities, modes and markets to do that, and what about mode share? What we find in the freight plan is that modal share for trucks continues to grow at an even greater rare than all growth.
Third is graphic market share.
Geographic market share, so what are the tons and values, and where is it going to and from. So how well is this region doing economically?
And travel times, I think lance talked about travel times. Crystal, very important one, in looking at them specifically, at our markets. Here are some specific measures that we've been able to put together, this one is about truck related fatalities. The blue line here even shows our historical for the last ten years.
And in 19, or in 2002, she with a denied based projection which is this red line, and you can see we have done a fantastic job because those fatalities have been dropping rapidly, and as one of my staff reminded me, we might as well take credit, because if it goes the other way, we'll take the blame.
This is a good example, as we look at what is happening, what is it that we expect to have, what are our targets, and this has helped give us direction in terms of investments. This is a similar one on railroad crossing fatalities in the rail industry, and you can see that the general line of the blue, historical information is down, and we are very pleased about that.
And our projections, we have two different targets, green target, a moderate level of investment, and the, and what is that, red? Red line is more aggressive targets to get us down by 2015 to 2 fatalities a year, which is very aggressive, but we are hopeful for it.
Sheer another one, which I think is, applies to overall freeway activities in our metropolitan area, the 3 different colors you see on it, the red is if the line moves into its red, we consider that a warning sign that we're very concerned about that. And the yellow, is cautionary, we need to be addressing it, but if it's in the green,
it is meeting our target. The bars are historical, you can see the average clearance time for incidents has been going up our projection is that by 2008, or 2007, that it will be an issue in the red for us, and we're hoping to turn that in a different direction.
Whether we do a sub performance mesh on this, looking up time and money to the and in secondly, trucks that are involved in incidents are because of their size likely to create a longer time of incidents and clearing.
Traffic management people say that the, for every minute that there is a closure of a lane due to an incident, it takes about 3 or 4 minutes afterwards for that back-up to clear, 'cause that is important for us. Here is another one, talking about congestion. The historical data shows we are rapidly congesting in the metropolitan twin cities area.
That our projection is we will continue. That growth congestion, that the trends is by 2023, to be up at 37%, but the peak period below 45 miles an hour. A very aggressive strategy of large investments could hold our level of congestion at the same rate that it is today. And of course, that has significant interest to our policy makers, our legislators, and to the discussions about level of funding for highway program.
Here is one that is customer ride quality, this is for our trunk highway system in the state. Once again, the green says we are in good condition, yellow is cautionary, and the red means we have significant problems, and if you notice, we have moved on into the yellow, that our pavement ride condition has been deteriorating, and our programming folks have been looking at how can we move more of our program into overlay kinds of projects to get that number back up.
That is of importance to the freight industry and trucks because the trucks have an impact on the pavement condition, they also are affected by the quality of the pavement. Here is one which is kind of an activity-based, as I said before, we do issue oversized overweight permits, we've been putting more of those on to the Internet, and trying to encourage customers to do business with us that way. This is our line, purpose one, red one, of what we expect we would like by, we would like to have gotten to 40% by this June, we've had some draw-backs.
Our actual performance has been stable at about 25%, and what that says to us is that we need to work at developing a better outreach to meet with our customers and to introduce them to our on line capability, and to get that number to move upward. Those are performance measures that we have in place. Our statewide freight plan is out, and is available on line.
There is the link if you are interested in getting a hold of it, and this is my contact information and I thank you for your attention.
Thank you, Cecil. And I hope you found all the presentations interesting. In just a moment, I'm going to put that second to last slide back up so everybody can get the web address, and I'll put crystal's slide up with the web address as well. We're now going to start off the question and answer session.
And start with the ones that have been posted on line, and if we have time, we will open up the phone lines. Cecil, since you were the last presenter, I'll start with questions for you. The first question is, is your clearance target time of 36 minutes for all types of incidents including truck related ones?
Incidents clearance time increased relative to -- increase to truck traffic?
Yes, our incidence clearance time does include truck clearance, and I think the primary reason why those numbers are going up is that the overall traffic levels and congestions are rising.
Okay. Next question is what performance measures are being considered to maintain congestion at 21%? Well, the major things that would involve would be to fund the major highway construction projects that we have been working on. We have a ring route, I think as most metropolitan areas do, and one of our proposals is we would have a consistent 3-lane in each direction with know drop lanes around that ring roll. That would be one example, that's included in a 20 year plan based on some funding levels that are greater than presently exist.
There's also unweave the weave projects, where you have two roads coming in, Andy merging, so it's those projects primarily, operation at projects which are being considered. We have aggressive its program with metering, and other things of that nature.
Thank you. What is the latest mode share for trucks?
I'm guessing about 65%.
Depends on whether you are doing it on a dollar basis or on a ton basis. I think it's closer to 50/50 on tons, and about 65 on value.
Next question is do you normalize fatalities by population or VMT?
We look it the a couple ways. I think the ones with your doing are just raw fatalities per year, because the numbers will rise and fall. We've documented the 3 year average to normalize it within that context. We do VMT on the truck basis, and we do, we don't normalize it by traffic levels on the rail fatalities, but we do VMT on trucks.
We have towards 0 death program where we are really looking at getting the raw numbers as close to 0 as possible. Our traffic -- going back to the mode share question, Dan Murray from ATRI just typed it that for trucks, it's 68% for tonnage, and 82% on revenue nationwide.
Thank you, Dan.
Just wanted to clarify that.
If you give me a moment, my questionnaire froze up. So I think that's a developing area. We have a good relationship with our metropolitan council who is the MPO for the twin cities area. While their pram matter focus is on the issues of congestion and transit, and those types of issues, we have been working together on developing a better understanding of the impact of freight in the twin cities area. Both its role in the economy, and it's transportation needs. In fact, the person in charge of freight planning for the metropolitan council is here with me today. Okay.
If that person wanted to add anything, they are more than welcome to.
Jim? Do you want to add anything? He's agreeing.
Okay. And Cecil, last question we have for you is how did you determine threshold such as 25 miles per hour for rail speeds?
That's a good question.
Those are really developed by the industry, and by Shippers.
On the railroad side, FRA has different speed classifications based on maintenance of the track, and a class 2 is 25 miles per hour speed limit, and so that was adopted as the level of effective service, we've God a lot of lines that have been at the 10-mile per hour, and we've invested in lines for that purpose.
But as we've talked with the industry, 25 miles per hour seemed to be more appropriate. Other one was the increased weight level, industry is going to a larger car and in order to be competitive, our branch lines need to be able to handle those cars as well, and the difficulty is, can the track handle that kind of an increased weight.
Okay. Thank you. We're going to move on to questions for crystal Jones now. And crystal, the first question for you is if you could give a brief overview of the status of the FTM project.
I believe the project I described is the same one Michelle is referring to, its American transportation research institute, not ATA though. Formerly the ATA found days, because the project she asking the status is the one I'm describing.
Is that the question?
I believe so.
I guess if you wants to mention again what the status of that is for now.
Essentially with the travel time component, as I had on my slide, that we collect 7 months of data for the -- we hope to have a year of data in January of '06, and we have the border component, and started data collection in July. That's the basic status of the project. So it's 7 months of data for the travel time on freight significant quarters, and we started the border component, and looking to expand to additional quarters sometimes in the next year.
Thank you. Next question was what is the definition of travel rate, travel time index, and buffer index, and I'm going to read the response that Jeffrey short put. He said that travel rate is average speed, -- travel righter trait and free free rate, and buffer at the measures reliability.
I think I also typed in the actual form more the buffer index, and with regard to the travel time index, the only thing I would add is for the corridor interstate highway components of the project, we are assuming free flow travel rate to be 60 miles an hour.
Okay. Next question for you what criteria why used to choose the five corridors, and why were eastern corridors excluded?
Essentially, again, when we work with technology, there were several things we looked at it, and it was the available of data, and where the most trucks were traveling, and most data points were available based on the database from the technology vendor, and also we did some quantitative and Al sits,
and qualitative data from carrier surveys to indicate what they thought as freight significant corridors, and we came up with many more than that, but I don't think we had a particular reason unless Dan Murray or Jeff short want to expands as to why we didn't do any east corridors. We had some in the overall project to determine what -- we just didn't focus on those initially.
When we get through the questions, the operator gets instructions to ask the questions on the phone, Dan or Jeff, if you want to call, talk over the phone and provide anymore explanation, we can do that.
Next question for you is for travel time measure, what is the difference between heavy truck speed and general travel speed?
There are several segments that affect truck speed. It's not that I guess in theory if you have trucks and cars traveling on the same highway that unless there's some speed restriction on the truck, they are the same, but the difference between this and what's typically monitored by federal highway and transportation agencies is we are not looking at urban areas. We are looking at entire corridors, and the data is for freight, and that was the focus of the initiative to examine how freight it moving.
So in theory, I guess there are no difference between that and passenger, exception we are segregating and looking at at freight and truck data.
Okay. Thank you. I think we'll move on to questions for lance Newman. Lance, the first question we have is how did Cambridge determine vehicle delays by class?
I have Dan with me, so I'll let him republican.
Is he the source of the problem?
the vehicle delays were calculated from a network model. Network model included volume type, also included class of the roads, so the delays were ago gated up by vehicle class and by road class based on those individual delays. And the next question is over how long a a period of time were the performance measures collected in California.? I'm a
We have to find that out.
My guess is that we're talking at least a 5 to 10 year time period.
Next question is what do you mean by freight mobility index? Can you elaborate?
Has it been used anywhere?
essentially, that is similar to the TTI travel index, we probably should call it a truck mobility index and say it applies to truck traffic, and in terms of whether it's been used anywhere, I'm not sure I could respond, but have we used it --
You just heard from crystal. Her application is one.
Okay. Thank you.
On the question about the difference between truck travel rates and automobile travel rates, I probably should expand that when we look at our data, we are taking into consideration operational characteristics of a truck moving on the highway.
For instance, it the truck is stopping for an administrative purpose, like a weigh station, or something like that, that is taken into considers when we calculate our travel rates, so the delay, I shouldn't say delay, but time spent doing administrative things like weight, et cetera, is factored into our calculation of travel rate.
Dan Murpray just typed in a response about you the corridor, because the east coast are so truck intensive, they were collected where the data was more -- and they will include east coast corridors, including I 95 in the next round.
That's a good answer.
I now have a question that somebody typed in for all 3 of the panelists. Question is, is transportation security being considered in the measures? Lance and Dan, if you wants to respond so that first.
Security is an operational concern. It is not something you can easily forecast, it was discussed in the project, but obviously, it is not something that can be forecast, we couldn't identify any measures associated with that
Okay. Crystal, how about you?
I think perhaps the border components of our initiative will, because we are looking at transit time and weight times at the border, it will take into consideration those things that are related to truck security and crossing of a border, but we won't specifically try and segregate out how much time is spent during border processing for inspection and enforcement purposes, but looking at the total border system, that factor, that truck security aspect, especially as it pertaining to crossing an U.S.
land border crossing will be included in that.
But not how much time was spent in the enforcement and inspection process's border crossing. I think our limitations in terms of how finite we can is he great -- segregate it will be determined, but it's --
We looked at the security issue of probably primarily from the hazardous materials base perspective, and thought about doing some development of data about what is moving where, and what impact or what dangers might there be.
However, it became a major issue about the confidentiality of that data, and then also, if we have -- what can we do with that data.
So we have not pursued that any farther at this time, and I think we are waiting for the axe of Homeland Security
I think that's a good point, for transportation agency like federal highway, because our role in promulgating security policy, et cetera, is sort of, you know, secondary, if we were to measure something on transportation security, we are not the goal owner or primary process owner for transportation security so I don't think we will si any aspect of our measurement that looks at freight security or transportation security.
and there's a dilemma here, nobody would argue that freight security is not a huge issue, in the whole set of issues associated with container shipments is just a part of that, but there's also an aspect of securing the system that might work against publicly defining security performance measures that allow all of us to assess all aspects of that efforts.
Good discussion. I missed a question for you from before, and I apologize for that. question is, how are you measuring ride quality?
Cecil? We have a ride quality indicator, we go out and actually put a sensor on the road, and do that on a periodic update it measures, I think, we drive over it with a car, it has a wheel on it, it measures the -- they are calibrated and put into a data barracks and updated on a regular and periodic -- regular and periodic basis.
Thank you. Crystal, in the near future, is there any intention to require interstate trucks to have transponders?
I think with VI. Coming on and some other initiatives that are not necessarily quite specific, there is going to be the capability to collect more data automatically, but right now, FMP initiative is not depending on anything that federal highways install. We are currently using only private sector data that is available through the carrier systems. Essentially the carrier is the one paying the technology, so we are leveraging that through a partnership.
In terms of any widespread implement takes of transponders, I don't think that's in the near term future for the F p.m. project. We are going to look at other technologies, but our focus is on date that that is readily available from the private industry, and with the vehicle infrastructure initiative that is coming on, I think there's the potential that there is going to be data available for travel times throughout the interstate system, but that's not part of the F p.m. program.
Okay. There was question about when the next round of corridors will be added, and Dan said he thinks it will approve the condition of a additional 15, 20 corridors this fall. Do you want to add anything to that?
I think contractually, Dan's team is obligated to go up to 25 corridors. One of the things that we are kind of trying to come to grips with is -- essentially, what we are using the date dah for now is the -- is to determine what is enough to say you have enough data to make an assumption on, to make a national suggestion.
Is 15 core divorce enough so, it may not be that we don't need to go to 25. We may determine that the amount of freight on the top 15 is enough, so that's the question we are seeking to answer. We were working on data sharing things that may allow us to update it from all the interstate in a reasonably short time frame, but that's to be determined.
Expansion of the corridors for the purpose of monitoring progress in global connectivity, we've worked it out with Dan's team to go up to 25 corridors. And that could happen in the fall or winter. It's a decision that has to happen
Thank you. Go ahead.
We have a question from the room from federal highway.
Question is for crystal, how many trucks have these trance ponders and how are they ? On a sampling weighs?
I think on proof the concept, -- at this point, the data is from the whole universe that's available through the technology vendor, and Dan can type in a correction if I'm wrong, but I believe the vendor we are using has upward to quarter of a million truck instruments nation wide, so 250,000 250,000 trucks have the technology.
I believe he spoke about the criteria for selecting the corridors, but we had that question come in again, if you could summarize what you previously said.
Used to come up with the initial, if you are talking about the initial 5 corridors, or generically that identification of freight corridors was based -- partly on industry surveys that got quantitative and quality Tate tiff date about what the industry thought, and the availability [indiscernible].
If we to would it pick a certainly area, how much data we could expect to be available in those types and locations. What's mentions on the power point, says a 50 point, but I think in actuality, what that consisted of was segments on certain corridors, so the process basically, those were the 3 data sources that we used.
We have a little bit the time left. We can open the phone lines if you wants to add anything about the, Dan or Jeff, the project, so at this point, operator, I think we can open the phone lines.
At this time, if you have a question, key star, followed by 1 on your telephone. If your question has been answered and wish to withdraw, key star, followed by 2. Once again, ladies and gentlemen, it is star-1 to ask a question. There are no questions at this time.
okay. Thank you. If there are no questions, I think we will just wrap up, we had one question just typed in.
I'll read this one. This is for all 3 presenters. Do any of the various perform answer measure approaches by minute do the, or came -- how effective government freight departments are? Cecil? Mindot Cecil?
Are you still on the line?
I must have hit the mute button. There was an issue we looked at in the freight plan, to evaluate our rail and improvement program, and it became an issue for further work, so we don't have answers at this point. We have looked at our rail line projects and performance measure we used were the number of carloads of they'd that continue to be moved by rail on those project lines, so that was a performance measure we used and I think we need to update that. But that is, that continues to be an area of development for us.
I would add it, I don't know of any state or government agency that is at this point developed an overall broader evaluation of their overall freight program, but in areas like commercial vehicle operations, Cecil has mentioned the over sides overweight permitting, but there are other aspects, where states, sometimes not the DOT, but Department of Revenue, department of state police look at the efficiency ever the regulatory permitting and transactions dealings with the trucking industry, clearly as a way to measure the effectiveness.
There are states that are evaluating the effectiveness of bottle neck relief programs on congestion and travel time, that has an impact on trucks and auto travel as well, so there are pieces of experience around the country where there's an efforts being made to evaluate. But I would agree, it's an area that needs more work and attention.
Okay. You want me to go, Jennifer?
I think from, again, we are looking an it from a federal perspective, so some of the things in the longer term that once we, you know are, confident we have a a good data source and the data is valid and reliable, we wants to start looking at, the re-authorization that was just passed. To be able to do before and after analysis, say we've made this 2 million-dollar investment, what sorts of effect did making that investment have.
So the super areas -- and also to be able to make future decisions on where investment dollars should be put is one of the other things we hope to get out. And lance mentioned bottle necks, through the data, we are able to see where bottle necks in the system are, so maybe we can use the data in the knew fear chou to say okay, this is an area where the efficiency of good movement is slowing down, so perhaps this is an area we should make investment to make efficiency of the movement more, you know, user acceptable.
At this point, I think we are going to wrap up, and thank you, everybody, for attending the seminar, and thank you to the 3 presenters.
The recorded version of this events will be available within the next week on talking freight website, and power point presentations will be available as well, and I will send an e-mail out to everybody who was in attendance, federal highway is planning for the 2006 seminar series, and would like your input for topics.
These seminars are meant to help you do your job better, so federal highway values your input. If you have an idea for a topic, you can send me an e-mail describing the idea as well as any potential speakers, or send it through the freight planning server.
Next seminar is on September 21, and is tiled freight capacity challenges. If you have doesn't so, I would encourage you to visit the website and signing up for the seminars, as well as the ones through the end of the year.
Again, thank you, and enjoy the rest of your day.