Data from 2001 to 2009 were used to update the 2009 modal comparison study conducted by the Texas Transportation Institute, which used data from 2001 to 2005. The objective was to develop performance measures of rates per ton-mile to facilitate multimodal comparisons between inland towing, rail, and truck in six topical areas: cargo capacity, traffic congestion, energy efficiency, air quality, safety, and infrastructure. The study focused on several vital issues from a snapshot in time. Credible publicly available and independently verifiable data from federal, industry, and academic sources were used. The scope of the study and several data limitations necessitated the use of assumptions that were based on sound engineering principles, as well as development of innovative methods, to arrive at plausible results and fulfill the study's unconventional objectives. The study results showed that waterborne transportation continued to compare favorably with rail and highway modes for the examined performance measures. Any waterborne freight diversion to either of the two modes likely would result in serious negative effects on freight transportation operations and in possible system breakdowns. Chain reaction effects would jeopardize the well-being of the general public and the national economy.
A crisis is developing in the maintenance of lock and dam infrastructure. The U.S. Army Corps of Engineers faces a higher demand for building and maintaining its projects than available federal funding allows. This situation is raising basic questions about how the corps functions, including the effectiveness, efficiency, and equity of project planning and implementation. The objective of this study was to explore the feasibility and potential advantages of transitioning the U.S. lock and dam system from the current approach of build and expand prescribed by the Water Resources Development Act of 2007 to an approach of repair and sustain. A two-part effort took place to fulfill this objective. The first part analyzed the state of the practice in policy, legislation, funding, planning, and project implementation and estimated the impacts of alternative approaches, both at the national level and to the individual shipper. The second part analyzed economic, funding, and financing issues; developed alternative revenue-generating scenarios; and compared case studies of waterway infrastructure projects in the United States and abroad to determine the potential for transitioning from the current funding approach to a bonding style (lump sum up front) approach. The study concluded that it would be possible to maintain, improve, and ensure the long-term viability of the U.S. inland waterway infrastructure through alternative approaches, but significant changes would be required in policies, funding mechanisms, programs, and procedures for project planning and implementation.
This paper summarizes the findings of research conducted for the Texas Department of Transportation (DOT) that produced a master plan for the Gulf Intracoastal Waterway in Texas (GIWW-T). The project (a) established a baseline for the condition and utilization of the GIWW-T; (b) examined the major operational concerns, mostly related to dredging and navigational safety; (c) investigated the impacts of operational obstacles; (d) determined what is needed to restore the GIWW-T to and sustain its optimum level; (e) investigated potential economic and legislative limitations; and (f) recommended potential courses of action that might enable the Texas DOT to play an active role in achieving a highly efficient and safe GIWW-T. A working group of GIWW-T stakeholders informed the research. Participants included the U.S. Army Corps of Engineers, the U.S. Coast Guard, port authorities, the Texas DOT, and barge industry representatives.
Public investment in privately owned freight rail infrastructure is mutually beneficial if that investment benefits the public. Public–private partnerships are emerging as a viable procurement method to leverage public and private funding or financing in transportation projects to meet the mobility needs of an expanding economy. This paper summarizes the research conducted as part of a larger project to evaluate the state of the practice in methodologies that estimate the benefits generated by freight rail projects. The research examined existing research, case studies, and benefit–cost analyses and economic impact analyses of implemented, approved, and proposed rail projects. Much variation was found in the approaches, definitions, techniques, and level of detail employed. The research defined and characterized projects, developed a generalized benefit classification scheme, and analyzed and evaluated data sources, methodologies, and assumptions on which quantification and monetization of projected benefits were based. The paper draws conclusions about—and recommends improvements in—approaches and methodologies to allow more objective comparisons among projects, with a focus on the parameters underlying the calculation of benefits and performance measurement after the project is completed.
This paper presents highlights of research conducted under Phase 2 of the Transportation Research Board's National Cooperative Freight Research Program 17 and reported in North American Marine Highways. The possibility of transporting greater volumes of chlorine and anhydrous ammonia via the marine highway system was investigated. Currently, there is no coast-to-coast (and only limited inland waterway) activity related to transportation of either chemical. The researchers identified major obstacles to development and expansion and corresponding potential courses of action. Geographical dispersion of producers and consumers works against greater waterborne volumes. Chlorine and anhydrous ammonia are characterized by mature, low-growth markets. Expansion of marine services will require significant capital costs and time to set up new terminals. There is great concern over the current condition of the system of locks and dams. Marine carriers face the same economic ramifications from risk of catastrophic accidents as rail carriers, necessitating the establishment of a new risk paradigm. The federal government could provide initial funds and expedite the permit process to allow new marine highway ventures to develop more rapidly and could also identify and assist potential new import points for both chemicals into the United States. Finally, the federal government must indicate its commitment to maintain the current inland waterway system. However, with no measures that can overcome the geographical dispersion of producers and users, the lack of density in any given corridor, and the already mature markets, significant expansion of the transport of toxic inhalation hazard materials via marine highways is not anticipated.
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