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Kansas CityCross Town Improvement Project (C-TIP) Summary: 

Kansas City Cross Town Improvement Project (C-TIP) Summary A Public Private Partnership June 21, 2006

Contents: 

Contents Background Problem Statement Community & Business Impacts Solution Public & Private Industry Benefits Key Issues Why Kansas City? Partner Review Next Steps Summary

Background: 

Background More than one ground mode is often involved in the transportation of intermodal goods Interchange of this traffic must occur, often in metropolitan areas Truck to rail (near ports) Rail to truck to rail (rail interchanges) Truck-borne “rubber tire” interchanges are used: When moving freight into and out of ports (where on-dock rail is not available) When steel wheel rail-to-rail interchanges are not possible To save time (steel wheel rail-to-rail interchanges often take 2-3 days) When containers will have cargo added/removed When service criteria for cutoff connection not met When railroads have car shortages or don’t want to relinquish scarce assets When trains are not block order loaded at the origin terminal

Background: 

Background Railroads provide critical freight links Long haul railroads rely heavily upon interchanges for cross-continent movements Intermodal rail traffic converges on a handful of Midwestern cities Interchanges also occur in significant numbers in and around sea ports

Rail-to-Rail Interchanges: 

Rail-to-Rail Interchanges There are five major East-West intermodal exchange points Chicago is the largest example Intermodal crossroads 6 Class I railroads interchange 20+ major rail yards 20,000 daily intermodal truck moves (Source: CREATE) Nearly 1/3 are cross-town At least 10% are Bobtails Other hub cities experiencing same situation on a smaller scale: Kansas City Memphis St. Louis New Orleans

Port-to-Rail Interchanges: 

Port-to-Rail Interchanges Problem applies to a number of cities with large ports Few ports have on-dock rail Reliance on rubber-tire interchanges with nearby rail terminals

Airport Interchanges: 

Airport Interchanges Airport cargo contributes to cross-town moves between airports and distribution centers

Why Kansas City?: 

Why Kansas City? Smaller hub cities are also affected by these issues Kansas City is the second largest rail hub in the US Significant risks associated with a pilot study in Chicago Too large a scope Significantly more expensive Very visible to the public While not as significant a problem, benefits will be seen Results will be directly transferable to other cities

Example: 

Example

Problem Statement: 

Problem Statement “The existence of cross-town rubber tire interchanges creates conditions that adversely impact the efficiency of the transportation network, the safety of the motoring public, and the security and quality of life of citizens in the communities through which they take place.” Interchange volume expected to increase proportionally to overall freight volumes Inefficiencies in cross-town interchanges lead to added traffic congestion and diminished air quality Bobtail and empty moves do not create revenue Bobtail tractors are inherently unsafe Empty trucks are not subjected to comprehensive security standards Lack of integration and communication results in fragmented operations

Volume Increases: 

Volume Increases Source: American Association of Port Authorities Intermodal volume is increasing Port related traffic is increasing Number of truck miles is growing Distance between terminals is increasing Source: FHWA, Highway Statistics, Table VM-1, 1980-2004

Congestion Increases: 

Congestion Increases FHWA Freight Analysis Framework (FAF) predicts significantly worsening congestion at interchange locations Congestion at key locations where cross-towns occur: East coast (port-to-rail) West coast (port-to-rail) Along Mississippi (rail-to-rail) Back to Problem Statement

Air Quality Degradation: 

Air Quality Degradation Congestion leads to idling which emits more pollutants Low profitability of drayage providers contributes to an aging fleet which is less environmentally friendly Back to Problem Statement

Bobtail Efficiency: 

Bobtail Efficiency Empty and bobtail moves create no revenue Costs associated with moving bobtails must be absorbed by one or more carriers Empty moves represent additional, potentially unnecessary truck trips Back to Problem Statement

Lack of Integration: 

Lack of Integration Operations are not integrated across modes Modes operate independently Backhaul opportunities are lost Accurate visibility information is not fully available, or shared Separate, isolated databases Inconsistent data quality and quantity Communications between modes is sub-optimal Heavy reliance on phone, fax, e-mail High degree of human intervention

Bobtail Moves: 

Bobtail Moves Source: The Michigan Heavy Truck Study, Executive Summary 1990 Empty moves between terminals occur at a high frequency Bobtail moves are inherently unsafe “The bobtail configuration clearly has the most serious problem safely negotiating the highway system” - The Michigan Heavy Truck Study, Executive Summary, 1990 Source: www.hankstruckpictures.com/joe_hyberg.htm Back to Problem Statement

Security: 

Security Some units (often coming in on railcars) do not have security bolts During cross-town movements there is limited ability to locate the truck Limited security (fencing, locked gates) at terminals that do not operate 24/7 Bobtail moves often do not have to check in/out at facilities HazMat containers are mixed in with other cross-town containers at many terminals Back to Problem Statement

Impact on Communities : 

Impact on Communities Congestion is worsening Service level degradation across all modes Deteriorating air quality Reduction in safety Bobtails inherently unsafe Large number of trucks on city streets Bobtail moves are eroding carrier profitability Owner-operator companies disappearing Public outcry against truck traffic Resistance to public acquisition of new right-of-way

Introduction to Solution: 

Introduction to Solution In defining a technology-based solution, a number issues had to be addressed, namely: Intellectual Property – who will own the software, and will licensing (if any) fees be guaranteed reasonable? Business Model – is there a money-making opportunity here for industry? Mode Expandability – at how many other sites and modes will the solution work with little or no modification? Operator – who will operate the solution during the pilot? After it’s adopted? State & Local Involvement – What role will state and local governments play? MPOs?

Solution: 

Solution Real-Time Traffic Monitoring Wireless Drayage Updating Chassis Utilization Tracking Intermodal Move Exchange

Solution: 

Solution Major Components: Intermodal Exchange (IMEX) – open architecture portal that allows for collaborative dispatch management model among rail lines, truckers and facility operators Wireless Drayage Updating (WDU) – open architecture mechanism utilizing low cost wireless technology as an interface between drivers and dispatchers Chassis Utilization Tracking (CUT) – open architecture portal that allows for commonly managed chassis fleet and/or options for collectively managing current assets Real Time Traffic Monitoring (RTTM) – real time monitoring and distribution of route-specific and location specific travel time and congestion information “C-TIP is a four-part pilot demonstration that seeks to provide a sustainable solution to cross-town intermodal exchange problems. It will be delivered through a public-private partnership that includes the participation of city governments, MPOs, State DOTs and the US DOT, in addition to railroad and trucking companies, steamship lines and 3rd party providers”

Public Benefits: 

Public Benefits Improved Efficiency Fewer overall moves leads to congestion mitigation Improved Safety Fewer overall moves leads to less accidents Reduction/elimination of unsafe bob-tail moves Reduction in negative Environmental factors Fewer overall moves leads to less pollution Improved air quality

Private Industry Benefits: 

Private Industry Benefits Improved Efficiency Reduced costs and higher utilization rates for drayage providers Increased driver results and retention Increased reliability and availability of key data Reduced growth rate of capital investment in assets and real estate Higher rate of terminal capacity recovery Reduced dwell time of loads prior to departure Reduced chassis inventory and repositioning

Key Issues: 

Key Issues *Issue ID is referenced in later slides

Potential Partners: 

Potential Partners

Partner Priorities & Objectives: 

Partner Priorities & Objectives US DOT DHS/TSA State and Local Gov’t Carriers 3rd Parties Deploy technology to: Enhance Freight Security ($672,998 approved 2005 Supporting C-TIP) Enhance freight Efficiency and Safety (Request ITS funding to address these issues) Reduce Congestion and Improve Air quality (KC Scout 1998 ITS Earmark) Address user needs Through Public/Private Partnership Enhance Productivity (Contribution of Data and Operation Processes)

Statements of Support: 

Statements of Support State of Missouri KC SmartPort – promotes inland port operations in KC KC Scout – ITS traffic incident management program Railroad Companies Union Pacific Railroad (2 terminals in KC area) BNSF Railway (2 terminals in KC area) Kansas City Southern Railway (1 terminal in KC area) Norfolk Southern Combined Railroad (1 terminal in KC area) Trucking Companies In-Terminal Services Mid-Cities Motor Freight, Inc. Greer Transportation Intermodal Association of North America (IANA) Provides coordinative, educational, and technical support services to the intermodal freight industry

Next Steps: 

Next Steps Business Process Mapping Performance Measures User Driven Cost/Benefit Assessment Concept of Operations Policy/Funding Decisions User Needs Assessment IMEX, WDU, CUT, RTTM Development Technical/Operational Evaluation Development of Value-Added Applications ITS Deployment Test C-TIP Pilot Operations Partner Evaluation Systems/Process Refinement C-TIP Project Components Next Steps Concept of Operations Funding Decisions Completion of Preliminary Analysis (CBM, Process Modeling) User Needs Assessment Teaming Agreements Detailed Project Planning Evaluation Planning

Summary: 

Summary “Cross-town” interchanges occur frequently, and are expected to grow in number Interchanges are currently deficient Efficiency Safety/Security Environment Coordinated intermodal solution is required Need to leverage technology Multi-part deployment Public/private partnership Repeatable, expandable, scalable solution Next steps…secure funding and begin detailed planning

Appendix:Business Case Details: 

Appendix: Business Case Details

Business Case Overview: 

Business Case Overview Back to Solution Issues

Business Case Overview: 

Business Case Overview Back to Solution Issues

Business Case Overview: 

Business Case Overview Back to Solution Issues

Business Case Overview: 

Business Case Overview Back to Solution Issues

Potential Impacts: 

Potential Impacts P-T Port Truck A-T Air Truck R-T-R Rail-Truck-Rail

Potential Impacts: 

Potential Impacts P-T Port Truck A-T Air Truck R-T-R Rail-Truck-Rail

Potential Impacts: 

Potential Impacts P-T Port Truck A-T Air Truck R-T-R Rail-Truck-Rail

Potential Impacts: 

Potential Impacts 1. Congestion Rankings taken from the 2005 Annual Urban Mobility Study done by the Texas Transportation Institute 2. Air Quality statistics taken from the EPA Green Book 3. Airport data reported as cargo tonnage moved 4. Norfolk is not ranked, Virginia Beach (ranked 46) and Richmond (ranked 57) are in the immediate area P-T Port Truck A-T Air Truck R-T-R Rail-Truck-Rail

References: 

References Railroads Ben Shelton, Union Pacific Ocean Carriers/Ports Ed McQuillan, Hanjin Shipping South Carolina Port Authority Airports David Wirsing, Former President, Air Cargo Association Aircargoworld.com Research Bodies Eric Jessup, Washington State University The Michigan Heavy Truck Study, 1990 Annual Urban Mobility Study, 2005, Texas Transportation Institute Green Book, US Environmental Protection Agency MPOs Gerald Rawlings, CATS Pete Beaulieu, Puget Sound Regional Council Southern California Council of Governments 3rd Parties Ted Prince, Optimization Alternatives, Inc. Tom Malloy, Intermodal Association of North America Walter Locke, Railinc Mike Winchester, OCEMA K. Mark Sommerhauser, Kansas City Scout Chris J.F. Gutierrez, Kansas City SmartPort CREATE Trucking Companies Phil Noury, Landstar