Good afternoon or good morning to those of you to the West. Welcome to the Talking Freight Seminar Series. My name is Jennifer Symoun and I will moderate today’s seminar.
Today’s topic is Measuring Freight Performance.Before I go any further, I do want to let those of you who are calling into the teleconference for the audio know that you need to mute your computer speakers or else you will be hearing your audio over the computer as well.
Today we’ll have four presenters – Debbie Bowden of the Maryland Department of Transportation, Dr. Ned Mitchell of the Coastal and Hydraulics Laboratory at the U.S. Army Engineer Research and Development Center, Esther Hitzfelder of the Texas Department of Transportation, and Juan Carlos Villa of the Texas Transportation Institute.
Debbie Bowden is the Freight and Economic Policy Analyst with Maryland Department of Transportation’s Office of Freight and Multimodalism. In this capacity, she manages the implementation of the statewide freight plan and is the resource consultant on trucking issues. She is an advocate for supply chain partners, both the carriers and shippers, with a focus on establishing efficient and sustainable freight systems and operations.
Before Debbie came to state government, she worked in private industry as a trainer and consultant to trucking companies and held logistics positions in manufacturing and food production.
Dr. Ned Mitchell has been with the Coastal and Hydraulics Lab at the U.S. Army Engineer Research and Development Center since 2006. His research focuses on systems analysis and performance evaluation of the Corps of Engineer's vast navigation portfolio, which includes hundreds of deep-draft coastal ports, thousands of miles of inland waterways, and an aging inventory of locks and dams. Dr. Mitchell has led development of the Channel Portfolio Tool (CPT), a decision-support software package which uses data from the Corps' Waterborne Commerce Statistics Center to objectively evaluate and prioritize navigation projects for limited federal Operations and Maintenance (O&M) funding.
EEsther Hitzfelder has worked as a Special Projects Coordinator in TxDOT’s International Relations Office/Government and Public Affairs Division since 2000. She participates in the US – Mexico Joint Working Committee and has collaborated with other states and agencies in both countries on a number of border related studies. In the last four years, she has worked extensively with FHWA, the Texas Transportation Institute, and local, state and federal stakeholders in both countries, on Commercial Border Wait Time/Travel Time studies at 5 different border crossings in Texas. She has also worked with the Regional Border Master Plan Studies in Laredo and Pharr.
Juan Carlos Villa has thirty years of professional experience in transportation and logistics projects. He has experience in consulting, research and engineering projects in Mexico, the U.S. and other Latin American counties. For the last 10 years he has performed research activities and recently moved to Mexico City to manage the office of the Texas Transportation Institute, part of the Texas A&M University System. Mr. Villa has extensive experience in border issues, for the Federal Highway Administration, the Texas and the Arizona Departments of Transportation he is currently managing several projects identifying technologies to measure border crossing time and delay, and analyzing performance measures at commercial border crossings.
Today’s seminar will last 90 minutes, with 60 minutes allocated for the speakers, and the final 30 minutes for audience Question and Answer. If during the presentations you think of a question, you can type it into the chat area. Please make sure you send your question to “Everyone” and indicate which presenter your question is for.
The presenters will be unable to answer questions during the presentation so I'll start off with a question type into the chat box. If you run out of time and unable to address questions, we forget --.
The PowerPoint presentations are available for download. The presentations will be available online within the next few weeks along with a recording and a transcript. One final note, these seminars are eligible for credits for members.
You must have logged in with your first and last name. If you're attending with multiple people, type it into the chat box. I encourage everybody to download the evaluation form of the box and send it this border me.
We will now go ahead and get started.
Our first present will be be a. -- Be Debbie. You can go ahead and get started.
Thank you. Good day everyone. I am with the office of frayed and -- in the Maryland Department of transportation.
I will share with you how our department went through building a great performance measurement system. Some of the objectives I want to cover today in the presentation.
This will give you background of the framework that was already established. We will explain the approach and process.
We will highlight our successes and outline our continuation plan. It will give you an idea of what we are going to go next. Just as some background, Maryland freight system, we have -- are a largest port is port of Baltimore.
We have a smaller port in Salisbury. We also have to classical railroads. CSX And normal southern.
Norfolk Southern goes through the Crescent corridor.
We have short line railroads operating in the state of Maryland. Our major highway freight corridor are I-95 and I. 81 which run off and self. I 70 and I 68 which run east and west. And,
we have three airports that operate cargo facilities in the state. Also, I want to share with you the department structure. Our office of freight and multimodal listen -- multimodal.
Our secretary oversees five mobile administrations. She serves as chairman of poll and bridge authority. Each of these administrations deals with freight or has freight related activities in some capacity. As I said,
at secretary's office, freight is represented by our office of freight and multimodal listen. The State Highway administration, it is represented in planning commission. Our more eagle administration --
and truck registration does the Maryland court administration, that is their main job, to make sure great goes through the port. We have focused in the port of Baltimore. Balked movement container rule on and roll off.
The Maryland administration, we have three airports that handle cargo.
The transportation authority, the Post facilities that Kerry a lot of our traffic and they also have commercial vehicle inspection division that does talk and safety inspection.
Even the Maryland transport administration has a connection with freight in that it shares the corridor with the freight railroad. We started looking at freight performance measurements, we wanted to look at all of the modes,
what they were already doing. We also use of documents that were already established as a way to guide our -- guide what we were going to do in setting up performance measurement systems.
The first document is the Maryland transportation plan.
This is a 20 year vision. It is required to update every five years. It was last published in 2009 and development for the next generation is going to be in 2012. It lists the goals for the department, quality of service, safety
and security, -- preservation and performance, environmental stewardship, and has activity for daily life.
We already have the goals in place for which we needed to measure for freight performance.
The next document is the annual attainment of report. This is a poor -- performance measures reporting to you.
This is a report to demonstrate how the department is meeting the goals. We have these do -- to documents already. We need to plug in freight performance. We are greatly ahead and this is the big part of our success.
The last document is the statewide rate plan. This is a comprehensive and multimodal analysis of the network.
It has project opportunities and policy options.
Again, Martin -- the existing systems through commodity flows and infrastructure and it also scopes future growth and demand and multimodal market share. It lists the same goals that are in the Maryland transportation plan.
Quality of service, safety and security, system preservation, and performance, environmental stewardship, and connectivity. So, as I mentioned before, we have in place the documentation. We have in place the goals.
Each of the modes are already established in having something to do with freight. In setting up a great performance measurement system, we recognized that our office didn't necessarily have the capacity to build
or maintain a freight performance measure system.
We needed help. So, we teamed up with experts in each of the modes. We talk to people already established and collecting performance measures and we talked with people who are already established in the thing with freight in these. So,
the first thing we did is communicate. We went out and we talked to everybody we could.
We investigated performance measures that were already being collected in each of the modes that were related in any way to freight. Also in the communication we identified potential new measures that could help the freight performance.
The rematch that with what we already have for projects and policies in statewide rate plan. We did this through the coordination of a workgroup.
The performance measures workgroup is made up of the subject matter expert from every mode so that we could tap into what they were already doing and what they already knew. We made the process go smoothly.
One of the points I would like to emphasize here is, in establishing up the performance measure system, you don't have to do it alone. There are plenty of evil out there that can help setup assistant. That is what we did.
We started collaborating with the performance measure subject matter experts and we decided to start from the bottom of. We gathered all the measures we could. We had this large bucket.
We interviewed the performance measures expert and also the program and policy staff to get an idea from them what they would like to see capture is a measurement. We also interviewed the sister agencies. For example,
we went to our tax collection agency that handles fuel tax to get an idea of whether there was a measurement of their for truck movement, Ownership in the state. We also partnered with the Department of the environment for air quality
and other environmental concerns from freight. So, there were over 70 great performance measures. We also, after we got the measurements that were being collected, we also knew there was data that needed to be captured
and we recognized the gap in the data. So, we really had a good idea what was out there and what was needed to -- but we still needed to do.
The success from this interview process and the collaboration process is not only an identifying -- measures, but also the education
and the outreach on both sides to let the people at the -- know that freight is something that can be measured and for us to understand the processes and procedures that they needed to go there.
That they needed to go through to collect measures and report out. With all of these measures, we needed to contact what to do.
We already had the what and the where. We knew the measures we would like to have. We needed to answer the why and the how. So, the workgroup set up some guiding principles to allow us to move forward
and not tip over our own selves in the process. We described -- decided that the measures had to be purposeful. We didn't want to measure just for collection say.
We wanted to tell a story. They had to be maintainable. We set up a data collection system. Workgroup look at performance management's from the start of the we have it set of anything but management parameters,
one is revise the single performance measure could represent a system that could be managed. And finally, we wanted to integrate it. We didn't want a separate freight performance measure system.
We wanted freight to the integrated into the department performance measures, collection, and reporting. We wanted to freight not to be separate. We want to organize it as the integral heart of the transportation plan.
The transportation system that it is.. Using these principles, we started with a bottoms up approach.
We collected our 70 measures. Now we want to flip that and look at it from the top down.
We want to see how we can start to manage these performance measures. We started working on why. Why we collecting these different measures? We developed categories what the purpose of the data and the measurement.
We talk to subject matter experts. We talk to forecasters and monomers. We talk to people that collected key indicators. We had a whole bunch of information.
Hold bunch of white. We want to develop a purpose. So, these are the purposes.
Measure of actionable policy goal and objectives. Does it measure a need or benefit cost to forecast?
Or, the measure the achievement of the freight system for key indicators?
Or, does it provide data to populate rate system modeling? And finally, the last category, a purpose, can influence and respond to freight performance measure requirements and the federal service transportation authorization?
So, once we establish the purpose of a complex in the sorry to great performance measures, and identify what purpose it would serve the department. We also went to the -- correlating the goals of the transportation plan
and statewide freight plan, the policies and the measurements and, quite simply, we built a spreadsheet, coated the goals and policies with the numbers one through seven and labeled the measurements with the appropriate goal.
It was not easy to get the matrix work from. So then, as I said, we wanted to integrate performance measures into the established system. We had what and where, and why. Next, we tackle how. It was quite simple.
Because Ireland already had a performance measure system, we could just plug into the data capturing blocks and also report out in the document, in our annual report. So,
to introduce the public to read the report of these idea of measures, we dedicated a page. We indexed the measurements that were already being reported by the mode on the stage
and we developed a narrative to share some of the successes and showcase some of the Rams have been working over the last couple of years.
These are some of the measures we identified. The goal, on the left-hand side, is again from our transportation planned in our statewide freight plan. The performance measure on the right, are you miss that have been captured by our about.
We did not do any new development of a measurement. We just identified that, for instance, average truck turnaround time which is reported by --, is a goal, is a performance measure the goal of quality of service. So, in the report,
anyone who wants more information on that, go to page 63 to find out exactly what strategies that the court administration did to reach their performance goals. Another example is, the number of rate and traffic fatalities
and personal injuries on all roads in Maryland. If you know, this does not see truck fatalities.
We recognize that the system is used for both passengers and truck. And that the annual number and rate of brutality injuries impact the movement of freight the same as it impacts the movement of --. We want to identify that in the report.
As we move forward, we will separate that out so that we can see systems, strategies, programs, etc.
that do help move great more efficiently to make the road safer for passengers and trucks.
And, this is another example.
Performance measures that were already imported that impact freight .
Another success we had in establishing rate performance measures is that our state highway administration, and I'm using this as an illustration, all of the modes have been able to do this, state
and we went through an exercise of identifying freight mobility indicators that they are going to be using to report in their annual business plan.
These are, again, indicators that they can show a program a project, something that worked to influence. Let me draw your attention to the second one. The amount of time saving for trucks to delay production by implementing a program.
This division is a truck safety program that uses -- to help ensure that trucks are operating on a highway safety. That program is already in place and we are going to capture the performance of the program
and report it as an indicator for the successes in the coming years. So, that is what we have done. We are very pleased that we have freight performance measures in our annual attainment report. Were looking
or looking -- building upon that system. Next, we will participate in the -- iteration of our 20 year vision document. We are going to make sure that great is integrated in the. We are sitting at the table to have a multimodal perspective.
We will also develop an internal reporting document that reflects how well statewide freight plan has done. That is a plan that has policies, project ideas, projects needs.
We want to show that we have reached some of those milestones in that plan. Plan has been implemented, not just sitting on a shelf.
We are using that to determine where we go in our office. Continuing outreach and education. To our modal -- and also to sister agencies to help them recognize that performance measures that may be related to freight
and establish those connections. So, thank you again for letting Maryland participate.
I look forward to any questions.
My contact information, if you wish to ask me anything off-line, but, Jennifer, I am done.
Thank you, we did have a few questions but we will get to those after the next two presentations.
We will move onto our next presentation.
Thank you Jennifer. I appreciate the chance to talk. I am Ned Mitchell. Some people may be familiar with us.
I will be talking about the channel portfolio tool which is a package we developed of the last several years.
It will help us objectively prioritize our large inventory of navigation projects nationwide.
The space --. So, moving along, just to put things into context. Some of the issues we are dealing with. The reason we needed this, we are talking about several hundred million dollars each year and best it towards operations
and maintenance of that navigation infrastructure.
Everything from deep draft channels and coastal ports to make sense of loss and dams on the inland system.
Fact that our national economy is dependent upon the infrastructure, not necessarily translated into public awareness or appreciation but, mission. That is the background of white we are facing some of these funding shortfalls.
This chart is useful. This indicates the running balance of the harbor maintenance trust fund. It was developed in 1986. It is used but Cora of engineers to know activities. That black line indicates a balance.
So, in order for the -- to make the case, we need a tool like this to make it more coherent. More objective case for this funding. It is web-based decision support tool.
We commit to provide users of all levels of management with knowledge of a user-friendly way to go in and utilize an objective source of data. I will talk a little bit more about the data in just a minute. The key point is,
the data within it comes from the statistics center. This part of the core of engineers located in Norman's. It has a legal mandate to collect and gather data in Carl utilization of federal waterways. Is an outstanding resource.
One the best in transportation research. Moving back to the top of the slide, there is an active URL for Corps personnel.
We are working to ensure that we are in compliance with nondisclosure rules with a CPT website . We are sure we can meet those requirements and getting a version of CPT verse -- released publicly, hopefully within the next few weeks.
Little context. I say, the budget comes out of Washington DC. Historically, we have a patchwork organizational structure. We have close to 40 districts nationwide organized by watershed. Historically,
these have a fair amount of autonomy how they manage projects. Now, we are trying to institute an across-the-board consistent approach to allocating resources nationwide. So, that is what is driving the push for this.
Utilizing objective data in a consistent manner. So, here is a shot of what it looks like.
Users can log in and register so we can keep track on who is using it and where. That is what that looks like. I will talk about the commerce data here.
The Corps version is expensive.
That allows us to dig in and start to look at some interesting trends and freight movement. I will show some samples of that in the presentation.
At present, the commerce Center already published this data that is an aggregator project level.
That is released publicly. The URL for that is there in this light.
The planning uses this data for decades. This is what gets used anytime or project wants to deepen. It -- if the porch once to deepen to handle bigger ships, like with the Panama Canal extension,
where they want to deepen to handle larger vessels.
There is entire process that is established. So, this data is used to feed and inform those studies. At the other side, we have an operations committee. They are charged with the year over year maintenance and upkeep of these projects.
Once you deepen them to a new depth, you have sedimentation action. That is the activity we are trying about with CPT. To objectively year over year value in the performance projects .
And allocate the money resources accordingly. So, does a little bit of some information give you sense of what is going on. We have a spatial waterways network. A network of channels and waterways throughout the country.
We also have a database of tens of thousands of documents that represent or does and destinations the system. We conduct a spatial join for the nearest reach or segment in the waterways network.
That is how we credit, if you will, although portions of the network they get ships on them. This allows us to route great movements accordingly through this network of channels of water.
Moving on. Here is a schematic to drive home a point of what CPT is doing. I call this the utilization of houses. Basically, not just looking at the total freight throughput, but looking at how deep the freight travels.
We need to know how deep this freight is moving. How efficiently or fully is the industry utilizing the depth we provide.
The way we do that is by tallying up all the throughput and challenge and keeping track of the -- whatever Shipman and the database has. Then we compare that to real-time conditions and channels. In the schematic,
yet vessel coming out the page. Can see a schematic of --. This is our template. This is a years worth of traffic through the channel. Natural sedimentation or shouldering occurs. If you do -- it happens to undergo clearances.
So now,with CPT, we are able to come along and quantify the historical rates of throughput. That is the basis and that is how we go about evaluating antics nationally across the board. Some of the visualizations that is generated.
This is an example of a channel of New York Harbor. Think of the orange dotted line as a hypothetical control depth.
So now, we are able to plot the different comedies that are using the various tracking to provide. In this example you'll notice historical rates of cargo at these depths happen to be sand, gravel, and stone.
That is not to say it isn't important to dredge there.
Quite the contrary. You might argue that a situation like this might double interval cost of aggregate in the vicinity so is whether justified spend $1 million to dredge the channel.
That is just a hypothetical example of the sort of discussion and study we hope to enable with the tool like CPT .
Here's another example. I show this to indicate the regional variation we see in these utilization
Here, you'll noticed there is a narrow band of depth to navigate. Two or 3 feet could create major disruptions. It could effectively close wards. That is crucial information that needs to be factored into decisions.
Here is an example of the West Coast.
You'll notice that these charts, we are already getting a sense on how these different projects are utilized by shipping for the purposes of carrying freight. The list goes,
easy a lot of instances coastwise which means domestic traffic that travels over deep ocean water. On the West Coast, you see the deepest depths, a lot of close allies timed.
That is Alaskan crude oil hitting the refineries on the West Coast. Already, you can start to see information about these navigational systems. These transportation systems and type of commodities at the caring.
Drowned things out, here is Corpus Christi on the Gold Coast.
You can see the contribution of the intercoastal waterway. You can see the exchanges where you'll have imports, primarily crude oil that are refined into other projects you see on the coast. This is largely castling here in the pink.
I will talk a little bit more about that in the presentation. You see couples and fertilizers and those sorts of things. Already, just with quick visuals, you can understand these systems better than we were able to at present.
One last point. CPT provides users with a means of sifting through the data. You can define a arbitrary groupings of projects if you want to look at, for example, Chesapeake Bay.
There isn't a project that we can go through and pick the projects that line they start to get summaries of all the traffic utilizing the system. It is not easy as it assuming up the totals.
Anytime you get exchange our traffic that doesn't stop, it becomes more complicated rather than just adding things up.
This is a powerful feature. We are able to do visualizations. This will help us quickly visualize how kind and throughput moves through our talk. The color coding is there to differentiate segments of the waterway.
Magnitude of freight is indicated by the width of the line. You start to generate these utilization chart which give a sense of the writing in terms of commodity types, depth of transit, and magnitude.
This allows local project managers to have more information at their disposal as they formulate the budget request. Here are some more examples . I did this for the entire East Coast. This is the north Atlantic division
and South Atlantic division. You start to see distribution of cargo across the depth. Obviously, it is dominated at the deepest depth by foreign imports and exports.
You can see the contribution of large traffic around nine or 10 feet. This is in terms of traffic type. We have Canadian import and export. Domestic shipments, all of that kind of stuff. It is indicated here and color-coded to match up.
We can generate charts like this for any number of commodity groups.
It is interesting to see the crude petroleum at the deepest depth.
Also, contribution from cool -- call -- coal.
Okay. Here are a few quick examples of another feature. Belies, they close. I mentioned gasoline shipments earlier, the crude oil is shipped in. It is refined. It is shipped out to other ports in the country.
Lot of castling goes across the Gulf but also seemed in shipment of the East Coast as well. These are quick and easy to generate. The idea was to empower and enable people throughout the Corps of Engineers today
and in use this data efficiently.
Here is another example for the lower Mississippi River. This is I found patrolling. You can see a lot of connectivity with the rest of the country.
All talk more about this activity momentarily. Here's another chart for inbound -- to the lower Mississippi River. You see contributions from the heartland where the agricultural segment is document. Any project in the country,
it can generate a report like this that will start to show how it contributes to ongoing scopes when the system. Were Sam, we have cited channels throughout the region.
These are small regional wars. Typically they have a few grain terminals.
They don't rise to the top of list for overall throughput or magnitude, but there are lots of these.
If the Corps is an able to manage these, you'll see destruction in the bigger projects. So, our theater component of the system is shut off, then the high use portion are also going to sink.
Likewise, with locks and dams on the title and Mississippi rivers. Those are systems that all have to be maintained to ensure efficient freight system. That is the point we are trying to make. Moving along.
Here's another example of commodity closure. I think this is Michigan. You can see the contribution. I should this example to the Great Lakes. Because, we are doing a system based study of cargo. CPT allows us to quickly generate charts .
It shows the amount of exchange cargo between Perry's on the Great Lakes system.
This is for years 2005 through 2008. The way you read this chart is to say, for example, between these harbors, with 14.6 million tons tracking at least 27 feet over those nine years. This is a symmetrical table.
You can go to the corresponding chart on the other side, you'll see this. The reason I showed this, other than curiosity,
we are able to use this table in a mathematical construct the start to calculate optimal combinations of projects to bridge for any given a jet season. Our widgets is controlled by the Ministry should.
That number is set and we have to use that number. In this scenario, for example, in the great it, depending on the budget ceiling, we will of different optimal combinations of ports to dredge up.
There are a lot of interesting things to observe. It is not as simple as ranking the port in terms of total tonnage. All the issues and Peter Port issues that happened earlier. You cut off the small guys, the big ports may suffer as well.
Those are issues we are starting to take into account by utilizing the data in a structured manner.
One other thing we are done with the data, we are looking at families of tonnage process nation.You run a query with CPT to show disruptions. What we are able to do is compare the dose to the bottom of the channel.
We have say, hypothetically, in this example, by feet of -- is severe but not unheard of, what would it disrupt on based on historical trends and commodity types?
We can glean that information very quickly.
You see that a lot of these are showing up and here, at the steepest depths, these start to show up as well., Independent of this chart, we have data on vessel transits.
Number of vessels. As a function of the soul draft. We are able to generate these trans to give us an indication of the average tons per vessel as adoption of vessel draft. That is very useful information.
The slope of these lines is telling us how much tonnage has to come off each vessel to reduce rafts a 1 foot. This gives us a hard quantitative data to be sent to federal examiners. This is the value.
This is what is at stake for 1 foot of draft.
So again, nude utilization as of data. All of these are towards a more transparent objective.
This reiterates that. What makes point that we are can be some interesting collaboration with other federal groups. TRB Did a problem state it would be a whopper of great research for that is been awarded to the Texas transportation,
who is up next. That the same people, but still that. I think that concludes my presentation.
Of my contact number information here. I will be happy to talk off-line. Thank you.
Thank you. Lots of questions in there for you. We will get to those after this last presentation. So, with that, we will move onto a car in the presentation which is given jointly by Esther and Juan.
Thank you Jennifer, there was an important measurement they were looking at was draft depth, but what we are looking at is a crossing time. We are looking across in the US-Mexico border.
I am the project manager.
Very quickly, look at the agenda of our presentation today. We are going to be looking at the weights time crossing time studies that we have been working on in Texas at the border crossings.
-- Will discuss the different technologies that were tested to see which would work best in our environments and some of which can be very harsh. I will show you some of the different study locations and is data that we collected.
Then will be is discuss the prototypes and reports that have been funded by the Federal Highway administration and the I will go over the next steps in our program with you.
That's me talk for a minute about the background and objectives of border top crossing measurement. As was indicated, these freight movements across the international border are generally important for the economic health of our country.
And, delay and commercial vehicles entering and leaving the US ports up entry is a key indicator of transportation and supply chain performance. With over a $1 billion of trade, that is 1 billion with a be -- billion,
millions can cause large impacts as California saw a few years ago.
This is interested in measuring travel times with commercial truck crossings from Mexico to the US.
Previously there has been no good ongoing aide about how long it takes commercial trucks to cross the border.
The data we are clicking will be useful to make informed decisions on reducing place caused by traffic congestion, better accommodating trade and travel demands and increasing economic growth
and job opportunities on both sides of the border without sacrificing border safety and security.
Juan The first step we took was to analyze technologies that will be implemented to measure for a crossing times on a systematic racist. We analyzed this technology that included the AVI with different types.
We also looked at the license plate reader recognition.
We looked at automatic vehicle location, in particular, GPS, mobile phone location, and inductive loop detectors. We spoke with stakeholders locally but most of the border crossings as well as the users of this technology.
We came up with two recommendations to be analyzed further. The GPS and the RFID. We were testing in Baja California.
We tested the in New Mexico.
The reason why RFID was useful in Mexico -- we is that because most of the trust that cross aren't --. So, most of those trucks already have a price tag or eight correspond are that is me use my customs border and protection. Also,
some of the states are implementing safety programs which are also accusing RFID. In this case, the Department of safety is in charge of checking safety for trucks at the border. They are all implementing the system. Not only that,
eventually California will do it as well.
The other advantage is, there's no equipment required. The tag is already installed.
The operation costs are low. The data is not as precise as the GPS data, but again, it is relatively cheap. The only point, is that we need to have agreements with mask and agencies and the US is what.
Need to install the equipment into Mexico. So far, we have been successful.
Let me give you some background on the studies were doing. Currently or collecting weights time. Want to thank the Federal Highway, especially the freight operations office
and the border coordinator for all the resistance with these projects. First of all, I would like to say, not all has been smooth sailing. We've had some major and many minor glitches as we have gone through and done these studies.
Some due to weather like hurricanes. And, some very high winds. Some due to dealing with the international border is on.
And a myriad of federal agencies at each crossing in each country. So, on the screen, you'll see the five different locations where we are currently collecting data.
We have a centralized control of the systems. Actually, the border between Texas and Mexico is over 1250 miles long. That is more than half of the entire order between the two countries
and over 66% of trade flows through Texas ports of entry. So, what we have done is, through the Internet,
we send information from the remotely located location to a server to El Paso where the data is processed for useful information for stakeholders. Juan will describe the process to you in a few minutes.
In a nutshell, that's me show you how the system works.
It is not very complicated. It is not rocket science but sometimes it seems that way. What we have is, installation is the least three locations at each rich. All of the border crossings in Texas are bridges.
Across the Rio Grande. That is not the case in the border. We have one located where the -- on the Mexican side tends to start or for the back from that.
Then, when the trucks start getting in line we read. We have one reading location at customs and border person, primary inspection booth and we have one at the exit of the state inspection facility.
The trucks are equipped with RFID tags which pass under each measuring site and they record a unique tag number and timestamp. The timestamps are simply compared and then it gives us the crossing time for northbound trucks.
I want to state that, in this particular system, the RFID tags are completely anonymous. The only information that we are reading here is the time it takes for the truck to cross. Juan Okay. As mentioned,
we first identified the physical location of those readers and we start developing the systems. The first one was the filter system. How to transmit the information from the field to the central system which is the second one.
This is where the information is processed. Then, the final or third sub system is the user one. In this sub system, we have two types of information. The -- information,
which is close to real-time this is what we can provide to the traveler and also the centralized repository of data. And on this one, we can basically start archiving information for all kinds of uses. For us, transportation planners,
I think this is really nice and really important. We can start using that information for economic impact analysis.
We can also use it for calibrating border traffic models. There are several along the US Mexican, US Canadian border. There's also long range transportation planning.
We've developed those systems and the information will be used to develop these potential performance measures. And again, this is just a sample. The border crossing anyway time is the foundation for those performance measures. And,
I don't want to go through all of them. For example, Donald the late would be the delay on each of the segments of the trip.
We can install different readers along the process. We can segment the trip and calculate crossing time and late. Also, the buffer in X.
-- buffer index. In this case, we are calculating the buffer in the system, 95% percentile. But with stakeholders, we think for freight, in comparison to private vehicles, I think this is to hype.
We can do the calculation using the 80th percentile instead of the 95th.
How the implementation went?
The key point is here to do the reader and Mexico. This is a map. The yellow line shows the river which has no water in it actually.
But basically, we can install a reader in Mexico and that will be the furthest point back in which we think we analyze where the -- will start.
And, after will show us this other one that has unique characteristics.
This is a map of the Reynosa crossing. The first reader, as you see at the bottom, is where the line tends to form in Mexico. We have a reader set up at -- which is writable for the bridge starts. This is an unusual situation.
And unusual set up for a crossing because the bridge which crosses a floodplain is actually over 3 miles long. So,
we set up an extra reader here to be able to see how long it takes the truck to actually traverse the 3 mile bridge instead of just the border crossing and all the inspections there. The third reader is set up for a primary inspection.
So, we can get segmented times for all of those different segments between the readers. What we can do, we can measure the definition of way to time which is very specific to CBP.
That is defined as the end of the queue to the arrival at CBT primary inspection. We define it as the end of the queue to be released from the final inspection which is the safety inspection
or actually traversing the entire border crossing process.
The next slide it we have graph of border crossing times over the course of a week. You can see the peaks and valleys from one day to the next.
The time it takes the truck across from the beginning to the exit of the state inspection facility. And, once we have months and even years, seasons of data for the bridges, we will be able to predict the peaks and valleys
and shipping companies and inspection services will be able to respond with procedures.
We can shorten the wait times and try to make them not be so long.
There are times when trucks will wait for the truly ours and miles in line.
This is at a crossing here. Between her to three and 38,000 trucks cross a month at this particular crossing. My next slide shows crossing information at the Columbia -- bridge which is in the Laredo area.
This shows the average wait time on a particular day which happens to be October 20 of this year. Again, this is the time it takes trucks to get from the end of the queue to the CBP primary intersection mine.
This shows the same time the curve -- occurs are similar with peaks and valleys, although, inspection times seem to take longer and later into the day.
This might be due to every of issues including trust for safety problems, inspection systems not working probably, having fewer inspection lanes open, or a host of other issues that occur at the border. And,
the last slide on this particular day, at this particular crossing shows a sample size of 1050 trucks. Those are the trucks with actual RFID tags. 59% of them cleared the inspections. This does not include waiting in line,
but the inspections themselves and less than 10 minutes.
66% of those cleared in less than 20 minutes.
Of course you have 29% of the trucks in more than 30 minutes and there can be a variety of different reasons for that happening. I just wanted to give you an idea of the numbers of trucks that we are looking at.
At the world trade rich in the radio between 77 and 105,000 trucks cross monthly.
Between 22 and 26,000 a month cross at the Columbia great.
Juan As I mentioned earlier, we have two types of data.
We are working currently under a grant or project funded by the Federal Highway to develop these user interfaces.
We have two types of queries. First, we can look at the archive data. We can identify which project or crossing we want to work on. We can go and look at different reports or travel papers or presentations
and we can do a request to the administration on a particular project report that we would like to look at. Again, we're working on that. Hopefully we can finish by early next year and the information will be available for the users.
The second type of information is the travel information. That is close to real-time data. Here I show a slide with the port of entry. We can go and select the port of entry want to allies. We have the wait time posted I CPT
and the number of lanes opening.
We have a color-coded map as the one you see currently . This has red green and yellow depending on the wait time.
At this rate fluctuates, people don't North and South depending on the exchange rate.
The other way to provide information to the users is using --. This is just a string where you can actually display how you want to have the RFID for each entry or you can also have it on your phone or mobile device . Again,
you can select a port of entry and have information on the crossing or wait time.
Finally, as I mentioned earlier, we can produce standardized reports that show all the potential performance measures that we have developed. This chart might be too busy, but we can develop those according to your needs. And,
for example, this shows the average crossing time. The total crossing time. The median. The sample size. And, on this also we show the volume. Even though currently,
we don't have access to the real-time are close to real-time volume information.
For those of you that work with these databases, this is Sean at monthly basis. What we are working on, we are working with DPS which has stations at the safety inspection facilities.
For DoT develop a system that will collect information from that particular -- and send it to our system so we can include that information on the different reports that we are producing. Again, we can analyze before
and after conditions once we have sufficient data. Say, for months or years. I think this is something better will how he has expressed interest in and also the Department of Transportation. What happens if we add, for example,
more staffing into the inspection process?
What happens if we add one more finely? We can produce before and after conditions for the wait time and crossing time at the different works of entry. Does will tell us the next steps.
Okay. We already heard about getting the total drug volume for the port of entry and we are in the process of doing that.
Our next steps include beginning wait time study at this bridge in El Paso which is the other bridge in El Paso that has significant commercial traffic. In this study,
we will look not only at commercial vehicle crossings but also looking at northbound and southbound passenger vehicle crossing.
In addition, we will begin the dissemination of the data in real-time and through historical reports using the information from the prototype study that Juan just describe to us.
We will also make recommendations on improvements after analyzing the data to reduce delays to increase economic growth and job opportunities without sacrificing boarder safety and security.
We are thankful we are able to start on this current study to disseminate this data thanks to a grant from federal highway administration.
We are in the contracting process and we have to have this rolling. On our last slide here, you have my contact information. We will be happy to answer questions.
Thank you. We will now go ahead and start the question and answer session. If we get through these and still have time, we will take questions over the phone.
How to boarder crossing times -- compare to total crossing times?
The border crossing for rail is completely different story.
Were example, most of the crossings, this has Windows of operations in terms of rail.
They operate at night as well.
That is the other point. So, northbound has a window and southbound has a window. That is the operation.
I don't think we can compare. As I mentioned earlier, there is a privilege way of doing crossing at the Mexican border.
There are hundreds of small, medium, and large companies doing it. It is a very conference process.
I would like to add that we are looking very closely at increasing dose.
A new bridge is not been built to train the two countries in over 100 years. There is one being done currently in -- to bypass the downtown areas of the city of -- and Brownsville.
Real bridges being looked at in the Laredo area. And, another real type of system is being looked at in El Paso. We are looking at rail also. By far, the majority of the phrase is being carried by truck.
The next question is, information on southbound travel time being captured by the system?
Currently, no. That is basically an issue of funding.
We want to get there. We are going step-by-step as you go through this process as money is available to do different parts of the system.
We are excited the the new project will actually be measuring southbound travel times for passenger vehicles. That is the first one of those we are getting done.
How do monitoring systems compared to those used for port states?
You mean for -- towards?
I believe that is what is meant. What we did technology assessment, we talk about the -- ports. To compare, not crossing time or in and out of time, that basically control of trucks going in and out of the port.
But times are different because of the process. We have another webinar discussing the crossing at the northern and southern borders.
Right now, the ally thing we can do is, -- this was very helpful. Now we can provide more accurate information on the wait time. But, if we have a reader in stalled at fast proof -- booth,
we can at least identify the fast track with a sore truck. If you don't know what is best, the --. And, most of the crossings have a fast good for fast trucks. We can at least have that. Once we have the volume
and motion information we will also be able to identify the volume and how many trucks are loaded and how many are empty. That is all we can do at the moment.
The only thing we know, it is the ID for that struck.
We don't know what is inside of the truck or through the driver is our with the company as. Basically, we just have an ID.
Thank you. I will get some questions to Debbie so we can have questions with all presenters. How are you increasing for 2044 increased ship?
How are we dealing with that?
It says how is Maryland gearing up for it?
Well, at the port, we have a public, private or -- partnership. They are preparing to make the channel big enough. They want to handle the larger ships. They are trying to relate the two different performance measures system.
The agency long captured performance measures and the use those to be able to identify where the needs were in order to handle the larger ship. They are reporting that as strategy in the attainment report.
They are going to be ready to handle the 50 foot deep containership when they start coming through the canal.
Thank you. Our next question, to clarify, it is represented in your travel demand model.
Two also serve travel time?
Yes. It is. That goes through our state Highway administration. Again, bringing in the mode, the subject matter expert.
We were able to identify that through the Highway administration.
Okay. Do you have a committee that meets randomly to monitor and update your freight strategy? Has the freight strategy -- has it gone through a public review process?
Will be set up the plan, we had an inter-agency group that helped us develop a plan. And, we also had private sector stakeholders that -- edited the plan and help us with projects that will be included in our needs list.
We have engaged the inter-agency, that is the modal group.
Being gauged them throughout the process of implementing the plant and we recommend the -- we talk about stakeholders on elements of plan whether it is a project or a policy question. Were even in setting up performance measures.
I didn't talk about that during my presentation, but we also went out to the private stakeholders with information and data that we could have available to report in our attainment report. It has been a collaborative effort.
We couldn't have done it without the private stakeholders. When the attainment report goes to the public not we wanted to know what the public essentially wanted to know about freight. While we might not have that in this year's report,
we will use that to be able to tell the audience what you want to know.
They have been invaluable in setting up the plan, the project, the policies, and performance measures.
Thank you. The next question for you is coming let's see.
If it is public, or cannot find the full set of measures?
The attainment report is on the website. To get to that is www.maryland.gov. Then you can click on the Transportation Department.
Would you please defined IPS.
Is that my question?
I believe so. I thought it came in during your presentation.
I apologize. If I happened to say IPS at some point, I misspoke. I was very careful in not using acronyms that were very specific to Maryland.
Will try to figure that one out.
The next question, in Hong Kong, daily average truckload of over 2040 foot container. Your categories are turnaround include integration with ship and rail turnaround and other turnaround -- was loaded and empty containers.
The turnaround is only at the Marine terminal. It doesn't include rail. We capture single and double.
We identified single move and double move.
A few people said it might of been ITS that he said and in that case it would be intelligent transportation systems.
-- To set priorities on competing for it leads?
That is a good question. That is something that performance measures workgroup is establishing. Processes. One of the ways will be in being a participant in setting up the 20 year vision and identifying goals and objectives that may
or may not apply to the freight project.
Now, the key indicator, the state Highway administration that had draped included in this year, they use the indicators to measure strategies and successes and to identify where they can take some programs.
Those programs are managed by, the state Highway administration.
They have the information that they can take to get a program refunded -- heavily pick a mode -- project implementation.
We haven't gotten to that point yet. We are really going to have to engage our stakeholders in those discussions.
I think this is important that.
Correct me if I'm wrong. What is the cause of increasing discrepancy and expenditure in the trust fund?
That is for me.
You probably have to ask somebody in the administration. That a trend that goes back to the 1990s. The revenues going to the general treasury for the balance of that fun to be held in the treasury until a later time. I guess,
OMB what CJ core of engineers can't articulate the telling need or reason to release more funds.
That is why we, along with a CPT to meet the need.
Our next question is, how do you account for late demand the my not appear in historical data?
I guess, that means, things that have happened in the last few weeks or months or perhaps, things that will happen in the near term that again, are going shopping historical data. That is good point. It is a good question.
We do have a very monitor out. A least a year typically to get the data ready for us to load into CPT. We are waiting on the 2010 data. That will give you an idea of the turnaround time.
One avenue that we are pursuing involves automatic identification systems the coach Gar were I would like to correlate AIS data with historical water boarded it and, what correlation practice, correlation metrics.
The AIS fetus real-time. If we can tease out some of the structures and show the holdup real-time we can use the data is approximate -- for the waterborne commerce data.
That real-time information. All that is being talked about. That is research I would like to pursue.
At the moment, it is a need within CPT .
Thank you. Next question is, as indicated, lots of this is for bulk carriers rather than containers onto the highway. Will there be any significant increase in containers moving bite waterway?
Every forecast I have seen says yes. Certainly, with the expansion in the Panama Canal, I think that has envisioned to have Andy tremendous invite -- to have a tremendous increase.
I'm not an economist and I cannot speak as an authority to that issue, but all the indicators are yes.
Okay. Our local harbor has been to show for your student on it.
Commercial tonnage is down. A started a cycle of appear to be undesirable for the dredging expenditures. How does this tool take that into account?
Excellent question. Exactly right.
That is a cycle that smaller projects get into. It is a Catch-22.
They can't get funding because they don't have -- but they can get tennis because they don't have funding. CPT has no formal way to handle that at the moment.
We do have historical data going back to 2003. So, as long as the lack of dredging has occurred in that interim period, in theory, we can go into and compare total tonnage through the years with maintained that through the years.
There's no reason it couldn't be done.
So, again, there's no formal mechanism that addresses that. However, you think of it as a data retrieval tool, then it was intended exactly to help inform these sorts of studies going forward.
Okay. Well I have about a minute or so left.
Could you write a query that would show the tonnage of coal generated from Wyoming that as a bunch of?
The short answer is no. That is an excellent lead into some of the work that we hope to embark upon in the next fiscal year. Essentially, take the same approach we have taken with CPT and expand it to include the total freight network.
That of course will necessitate our reaching out to some of the other players in the research field. I know -- national labs have every to model. As a learned more and more,
seems like there are quite a few people interested in exactly this sort of system. So, we would like to have that capability. That process capability to start to track origin to destination rushing crossbones.
I mentioned the --. That was set up to look exactly at these great issues. So, hopefully we have some momentum started to get to something like what the question you describe.
I will ask one more question.
How it does the truck compared to rail container turnaround how --
Sorry, I already asked that one.
Let's see. Think that will be at.
Think there are two questions in there. Will ask Omar. What is the current capacity of the Mississippi River to carry ships from the expanded Panama Canal?
I can only speak to the maintained channel depths. That is at 45 feet. That is the authorized dimensions of the project. However, the past fiscal year, those actually draft restrictions put on the lower Mississippi River of 43 feet.
That had to do with federal outlays for dredging. Typically, they spend between 50 and $80 million a year just getting the pass cleared and the some of the crossings below Baton Rouge. The findings were just not available this fiscal year.
43 foot draft restriction was put into place.
I think the word than 45 feet will have draft issues on the Mississippi River. There to be other capacity issues related to the -- facility but I'm not knowledgeable enough of those to say.
There were two questions I didn't get to. What I will do is send that out to the e-mail intricate written responses. We are out of time for today. I want to thank all four of our presenters.
Obviously by the number of questions, this was an interesting presentation.
It generated a lot of discussion. I want to thank everybody in attendance as well. The transcript and representation of both we available in the next few weeks. And, I will send out an e-mail to everybody to register.
As a reminder, if you're a member and want to read 1.5 the certification credits, please make sure your other sign in with your first and last name or, if you're attending with a group of people, sure your name is akin to the chat box.
I encourage everybody attending to download the evaluation form. The next seminar will be held on December 14. This is the second Wednesday of the month.
Stead of the normal third Wednesday due to the holiday week. The webinar is not available for registration books we have that up there, I will send a notice out. If you're not already a member,
I encourage you to do so for you to rub address just joined is on the screen. That is the primary way we share information about great.
So, with that, we will go ahead and close out for us today. Thank you everybody and enjoy the rest of your day.
This concludes today's conference call.
You may now disconnect.
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