Truck-Rail Intermodal Toolkit: User Manual (0
Contents
1. Truck Rail Intermodal Toolkit User Manual 0 6692 P2 http library ctr utexas edu ctr publications 0 6692 P2 pdf THE UNIVERSITY OF TEXAS AT AUSTIN CENTER FOR TRANSPORTATION RESEARCH 0 6692 P2 Truck Rail Intermodal Toolkit User Manual Dan P K Seedah Travis D Owens Robert Harrison TxDOT Project 0 6692 Truck Rail Intermodal Flows A Corridor Toolkit JUNE 2013 PUBLISHED SEPTEMBER 2014 Performing Organization Sponsoring Organization Center for Transportation Research Texas Department of Transportation The University of Texas at Austin Research and Technology Implementation Office 1616 Guadalupe Suite 4 202 P O Box 5080 Austin Texas 78701 Austin Texas 78763 5080 Performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration Table of Contents Introduction and Installation ass ee 1 le System AUR Ras 1 2 MA E 1 SEERE EE EE EEE EEE alas 3 Ty Upload Track Da ana ae ee a 3 2 Select Equipment and CERO essen 5 3 R PET NG uie etes eben een 6 4 Select Locomotives and Specify Horsepower per Trailing Ton Ratio 7 5 Specify Travel Time Rail Capacity and Delay Calculations sesssss 8 6 Til in th Cost Modules sat ia 8 7 View the Cost Summary enc 12 8 Guide to Rail Capacity and Delay Estimation a anne 13 Ral Line Compras ras 17 1 Inputtiera ns Parts a 17 2 Upl2. 5 Click on that file to reach the home screen shown in Figure 2 llPage Figure 2 Home Screen 2 Page CT Rail CT Rail is the rail component of the toolkit It enables planners and analysts to examine how operational changes freight demand and route characteristics influence operating costs travel time fuel consumption and emissions Clicking on the CT Rail button found on the home screen will take you to the screen shown in Figure 3 To return to the home screen simply click the Home icon on the right of the screen _ Upload Track Data Specify Starting and Ending Mile Post for Analysis Specify Type of Container 408 Dry tare weight of one 40 ft Dry container is 4 2 tons Specify Number of Containers Specify Weight of Cargo per Container Containers are double stacked Y Specifiy Utilization Rato of full containers Select Car Type tainer Camera Sunt tare weight of one Container Carriers 5 unst car is 17 6 tons Car Properties length of one car 53 ft number of axles 4 k value 0 0935 kad value 0 95 Number of Cars 55 Rolling Stock Weight 4180 tons Rolling Stock Length 2915 amp Specify Engine Efficiency R Specify Solution Step delta Begin Pre Process train movement Governing Grade for Direcbon A 0 Maximum Horsepower Required for Direction A 0 Governing Grade for Direction B 0 Maximum Horsepower Required for Direction B 0 Select Track Direction Direction A
3. Enter HPTT ratio Select Locomotive HP Enter Number of Locomotives Total Maximum HP available 8 000 HP Total Horsepower Required 0 Begin Train In Motion Use Solution Step Method Y Estimated Average Speed 0 mph Account for Rail Capacity Begin Costs Calculations Figure 3 CT Rail Screen 1 Upload Track Data CT Rail requires track data to be in the form of a CSV file formatted with the fields shown in Figure 4 Distance in miles Y coordinate Ycoord X coordinate Xcoord Elevation in feet Speed in miles per hour and Curvature in degrees are the fields available however Ycoord Xcoord and Curvature are not required to run the model 3lPage Distance Ycoord Xcoord Elevation Speed Curvature 0 0 0 602 7 40 0 0 02799 0 0 601 5 40 0 0 22803 0 0 592 6 40 0 0 52696 0 0 597 2 40 0 0 90597 0 0 605 2 40 0 0 99702 0 0 603 8 40 0 1 04999 0 0 605 5 40 0 1 26503 0 0 612 3 40 0 1 45391 0 0 619 2 40 0 1 65492 0 0 628 7 40 0 1 83097 0 0 634 40 0 2 021 0 0 640 40 0 2 28796 0 0 652 6 40 0 2 51607 0 0 662 2 40 0 2 89595 0 0 679 6 40 0 Figure 4 CT Rail Track File Format Four sample track data files are supplied in the folder Sample Track Data as Figure 5 shows Name Date modified Type Size EL cajon pass east csv 6 6 2013 2 11 PM Microsoft Excel C 2 KB El cajon pass west csv 6 6 2013 2 12PM Microsoft Excel C 2 KB El dfw houston route 1a csv 6 6 200138 05 AM Microsoft Excel C 22 KB El h
4. Cost Curvature Cost of Line 1 448 721 59 Cost of Line 2 189 843 75 Drawbar Pull Direction A Drawbar Pull of Line 1 217 841 03 Ibs Drawbar Pull of Line 2 215 671 75 Ibs Direction B Drawbar Pull of Line 1 215 671 75 Ibs Drawbar Pull of Line 2 217 841 03 Ibs Number of Trains Direction A Number of Trains 2 170 5 9 per day Number of Trains 2 777 7 6 per day Direction B Number of Trains 2 221 6 1 per day Number of Trains 1 736 4 8 per day Total Number of Trains on Line 1 2 4 391 Total Number of Trains on Line 2 4 513 Traffic Density Difference 122 more trains on Line 2 Train Tonnages Direction A Tonnage of Line 1 6 913 88 tons onnage of Line 2 5 403 44 tons Direction B Tonnage of Line 1 5 403 44 tons onnage of Line 2 6 913 88 tons Cost of Additional Trains Cost of Line 1 0 00 Cost of Line 2 617 591 12 Total Operating Cost Operating Cost for Line 1 107 935 353 Operating Cost for Line 2 108 294 066 Rate of Retum Rate of Return for Line 1 6 0 Rate of Return for Line 2 6 0 Figure 23 Rail Line Comparison Output CT Vcost Lite The CT Vcost version included in TRIT is a lightweight truck only version of the original CT Vcost model see Figure 24 Data is stored in TRIT s spreadsheet interface and transmitted to a CT Vcost Lite executable file and the output retransmitted back to the spreadsheet Various components that make up the lightweight version of CT Vcost
5. Figure 11 Upon clicking that button you ll see the list of variables as shown in Figure 20 You can change the default variables either through a textbox or a dropdown menu Note the column of boxes to the right of the variables with the heading Check Desired Modifications If you want a variable to be included in the determination of rail capacity and delays click in that box to make a check mark appear unchecked variables will not be included in the analysis A B c D E F G H I J K L M 3 Subdivision Length 318 47891 miles Check Desired Modifications Average Block Size 1 6 miles 7 gt Train Priority No priority 3 2 M 7 Average Segment Size Average Siding Spacing 11 miles Train Speed Uniformity Base speeds by class 1 2 v gt Uniform Train Speed 32 8 mph 12 Average Train Speed 32 8 mph gt Siding Capacity Base capacity 1 2 M Segment Uniformity Non uniform 1 2 17 Dispatch Peaking or Non peaking 1 5 Presence of Rare Events Rare events 1 2 v Train Length as Fraction of Base Length 1 22 Directional Imbalance 1 Base Block Configuration Base Block Configuration General Double Track Crossover Flexibility Full 1 2 X 27 Fraction of Line Mileage with Double Track Single 0 y Figure 20 Rail Capacity and Delay Module Subdivision Length The length of the section of rail line under consideration which is equal to the distance of the route being analyzed Prokopy J C and Rubin R B Parame
6. Loading and Unloading Information Loading Cost Per Container S 75 00 Unloading Cost Per Container S 75 00 Total Loading and Unloading Cost for Trip 33 000 00 Figure 15 Loading and Unloading Cost Module Emissions Emissions are calculated using line haul locomotive emission standards developed by the Environmental Protection Agency EPA The applicability of the standards depends on the date a locomotive is first manufactured see Table 1 Users can select a desired tier using the dropdown menu shown in Figure 16 l0lPage Table 1 EPA Line Haul Locomotive Emission Standards Tier Manufactured Year Date HC Tier 0 1973 1992 2010 1 00 Tier 1 1993 2004 2010 0 55 Tier 2 2005 2011 2010 0 30 Tier 3 2012 2014 2012 0 30 Tier 4 2015 or later 2015 0 14 Standards presented in grams per brake horsepower hour g bhp hr a Tier 0 2 line haul locomotives must also meet switch standards of the same tier b Tier 3 line haul locomotives must also meet Tier 2 switch standards c 1993 2001 locomotive that were not equipped with an intake air coolant system are subject to Tier O rather than Tier 1 standards d As early as 2008 if approved engine upgrade kits become available e 0 20 g bhp hr until January 1 2013 with some exceptions f Manufacturers may elect to meet a combined NOx HC standard of 1 4 g bhp hr Emissions Module Estimated Fuel Consumption for Trip 3 554 91 gallons Select Emissions TIER TIER2 P
7. the first 100 miles and then the wage rate per mile after the first 100 miles the daily service hours and the average freight train speed default 12 5 mph This module calculates the maximum possible distance travelled during an 8 hour period at average freight train speed the default is 100 miles Labor Costs Specify Crew Information Number of Crew Members Wage Rate per mile for first 100 miles Wage Rate per mile AFTER first 100 miles Daily Service Hours System Average Freight Train Speed 2 S 1 5300 S 1 5300 8 0 hours 12 5 mph Maximum possible distance travelled during 8 hour period at average freight train speed of 12 5 mph is 100 miles Total Operating Average Labor Cost for Trip 974 30 Figure 13 Labor Cost Module 9 Page Fuel Cost Module Fuel cost is calculated by multiplying a per gallon cost of fuel by the total number of gallons consumed during the trip see Figure 14 Fuel Costs Estimated Fuel Consumption for Trip 3 554 91 gallons Specify Fuel Information Fuel Cost Per Gallon 3 00 S gallon OperatingFuel Cost for Trip 10 664 73 Figure 14 Fuel Cost Module Loading and Unloading Cost Module This module tries to capture the cost of loading and unloading containers or rail cars at the terminal The user specifies an average cost for loading and unloading see Figure 15 which is multiplied by the number of containers or cars for non intermodal trains Loading and Unloading Costs Specify
8. Stacked Check this option box if containers are double stacked otherwise uncheck Checking this box will increase the cargo weight per rail car and influence the total number of cars train length and rolling stock weight as shown in Figure 9 Utilization ratio in percentages i e percentage of containers that are full Car Type This dropdown menu becomes available only when the container type chosen is No Container presenting the following options Auto Transporters Boxcars Center Partition Railcars Container Carriers 5 unit Gondolas High Cube Box Cars Hoppers Intermodal Flatcars Other Flatcars Tankers 5 Page Specify Type of Container 40ft Dry tare weight of one 40 ft Dry container is 4 2 tons Specify Number of Containers 220 Specify Weight of Cargo per Container 25 tons Containers are double stacked Specifiy Utilization Ratio of full containers 100 percent Select Car Type Container Carriers 5 unit tare weight of one Container Carriers 5 unit car is 17 6 tons Figure 8 Equipment Selection and Cargo Car Properties length of one car 53 ft number of axles 4 k value 0 0935 kadj value 0 95 Number of Cars 110 Rolling Stock Weight 8360 tons Rolling Stock Length 5830 ft Specify Engine Efficiency 0 85 Specify Solution Step delta Begin Pre Process 0 1 miles Figure 9 Rolling Stock Statistics 3 Run Pre Process The Pre Process module performs calculations pr
9. accompanying button will appear allowing you to set an array of delay related variables See the Guide to Rail Capacity and Delay Estimation section of this manual for further details on the input values required to calculate rail capacity delay Estimated Average Speed 26 9 mph Estimated Travel Time based on Avg Velocities 12 38 hr Specify Route Information Idle Time Accumulated Over Route 1 hours Y Account for Rail Capacity Account for Rail Capacity Delay Time Accumulated Over Route 0 hours Number of Crew Changes Over Route Refueling 0 Length of Stop Q hours Estimated Total Trip Time 13 38 hours Figure 11 Travel Time Rail Capacity and Delay Calculations After specifying these variables click the Begin Costs Calculations button to move to the next step 6 Fill in the Cost Modules The cost modules estimate the costs for labor capital and investment maintenance fuel and loading and unloading see Figure 12 These costs are then aggregated to find the total cost costs per mile costs per payload ton mile and costs per trailing ton mile 8lPage wan auawne w Q0 fo QU ND NIN NIN NIN IN p I MH fed lp ps pp KERBERBRBRNSUSBRERSBSCENS SG ER RIES Labor Costs Specify Crew Information Number of Crew Members 2 Wage Rate per mile for first 100 miles s 1 5300 Wage Rate per mile AFTER first 100 miles s 1 5300 Daily Service Hours 8 0 hours System Average Freight Train Speed 125 mph Maximum possible di
10. are listed in the following sections VEHICLE INFORMATION Vehicle Specifications City MPG Highway MPG Optimum Speed Average Annual Miles Driven Fleet Size Estimated Vehicle Life Operating Cost Information Commercial Driver Per Mile Cost New Vehicle Price Down Payment Finance Term Interest Rate Insurance First Year Depreciation Subsequent Year Depreciation Average Annual Maintenance Cost Other Fixed Costs Fuel Prices Diesel Cost Diesel Tax Figure 24 CT Vcost in TRIT Harrison Robert Garrett Anderson Murat Ates Dimitrios Dardalis Kyung Jin Kim Hao Lijun Dan Seedah James Vaughn and Ronald D Matthews 2011 Estimating Texas Motor Vehicle Operating Costs Report 0 5974 2 Center for Transportation Research and Texas Department of Transportation TxDOT Research and Technology Implementation Austin Texas 20lPage 1 Input Vehicle Information Vehicle Specifications City MPG Average fuel economy during congested traffic conditions Highway MPG Average fuel economy during free flow traffic conditions Optimum Speed Estimate of speed at which fuel consumption is equal to highway MPG Average Annual Miles Driven Estimate of miles driven by the vehicle each year This figure is used in calculating annual operating costs based on the estimated vehicle life Fleet Size Number of vehicles involved in moving a certain amount of tonnage Estimated Vehicle Life Expected life of vehicle at
11. e oi Figure 27 CT Vcost Operating Cost Output by Time Step Model outputs include per mile cost for depreciation finance fixed i e registration permit fees insurance maintenance and fuel costs Total per mile cost total route costs and total gallons of fuel are also shown When the cargo weight is also specified cost per ton mile is also calculated 23lPage Highway Improvement The highway improvement model is based on the Highway Capacity Manual s FREEV AL 2010 model This base model was chosen because of its simplicity and straightforward methodology for evaluating the impact of roadway traffic on vehicle speeds It cannot be used as the final decision maker for roadway planning but does provide an opportunity for preliminary comparison of truck and rail intermodal flows TRIT provides a graphical user interface that enables the user to specify the roadway geometry segment type segment length number of lanes entering and exiting flow rates and expected traffic demand in 15 minute time intervals Available segment types include basic freeway segment on ramp segment off ramp segment and weaving segments The initial data that need to be specified by the user see the orange shaded cells in Figure 28 include the following e Percentage of heavy vehicles trucks and recreational vehicles all movements e Unfamiliar driver populations fp e Free flow speed FFS in mph all mainline segments e Ramp FFS in
12. ed 15 minute time step i e 1 to 8 input the average speed of the roadway segment for only that time segment Note You don t have to fill data for all time steps This step is required only if multiple speed scenarios are being tested simultaneously DISTANCE SEGMENT SEG 01 SEG 02 SEG 03 SEG 04 SEG 05 Distance miles 20 8 4C Condition Toll Fee if applicable Total Miles Driven 240 00 TIME STEP SEGMENT SEG 01 SEG 02 SEG 03 SEG 05 M Figure 25 Route Information Sheet 0 Oo c QN 3 Run Simulation Upon completion of the route information sheet click on the Run CT Vcost Lite button shown in Figure 26 found at the top of the sheet spanning the input cells for route information RUN CT VCost Lite Figure 26 Run CT Vcost Lite button 4 View CT Vcost Model Output Model output is provided for each time step as illustrated in Figure 27 appearing below the input cells For the route distances specified vehicle operating cost is calculated based on the speeds indicated for a time step Different segment speeds for different time steps will have different vehicle operating cost values 22 Page VEHICLE OPER COST TIME STEP 1 2 3 Per Mile Cost Depreciation Finance Fixed Cost Insurance Maintenance Commercial Truck Driver Cost Fuel Cost POV Value of Time Toll Cost Total Per Mile Cost Total Route Cost Total Miles Driven Total Travel Time Cargo Weight in tons Cost per ton mil
13. er TxDOT study allows planners to simulate truck movements over a specified corridor given factors such as truck speed equipment depreciation financing insurance maintenance costs fuel cost driver costs road use fees e g tolls and other fixed costs factors that influence truck operating costs and delivery time Comparative variables used in both models include roadway and track characteristics elevations and grades travel speeds changes in fuel prices maintenance costs labor costs and tonnage The truck corridor model also accounts for toll rates and vehicle insurance costs drayage costs are included only in the rail corridor model Outputs from both models include fuel consumption and cost travel time and payload cost per ton mile The final report of TxDOT study 0 6692 Truck Rail Intermodal Flows A Corridor Toolkit will provide a detailed explanation of the methodologies discussed in this user manual Following its publication that report 0 6692 1 will be posted online courtesy of the CTR library 1 System Requirements Microsoft Excel 2007 or 2010 2 Installation 1 Insert the provided CD into your CD ROM drive 2 Select your CD drive in My Computer XP or Computer Vista 7 3 Double click on TRIT exe to extract files to preferred location 4 Locate the Microsoft Excel File CT TRIT xlsx this is the application see Figure 1 for the file icon a CT TRIT Figure 1 CT TRIT xlsx file
14. il and return to the CT Rail screen 151Page Run Model Delay Slope Average Dispatching Delay Estimated Number of Trains at Capacity Subdivision Length 200 Select estimated number of trains per day 36 Estimated Delay Copy Delay to CTRail Delay Volume Curve 2 5 2 E 3 15 z T lt 0 5 0 T T T T T T 1 0 10 20 30 40 50 60 70 Volume number of trains per day Figure 21 Delay Volume Curve l6lPage Rail Line Comparison The rail line comparison model was developed using Hay s location process methodology It determines the rate of return for any given railroad route as a measure of its economic benefit 1982 It is not intended to provide precise answers but can be used as a comparative tool of multiple routes for planning purposes for example determining traffic combinations and route characteristics which give the best economic outcome 1 Input Operating Parameters As shown in Figure 22 following are the operating parameters required by the rail route comparison model Annual gross and net tonnage in each direction Net revenue per ton mile in cents Rail line construction cost per mile in dollars Operating cost per ton mile Total central angle the angle formed by the beginning and end points of the rail route e Solution step the incremental distance for each iteration These operating parameters provide an estimate of operating cost and expected revenue
15. ior to simulating train movement along the route to determine the necessary constraints and number of locomotives required to move rail cars The calculations involve determining the maximum governing or ruling grade the maximum resistance encountered and the minimum horsepower required for the train to traverse the track 6lPage Average engine efficiency for the locomotives can also be specified at this point see Figure 9 The most important parameter is the Solution Step input Ruling grade maximum resistance and required horsepower are calculated at a specified incremental distance the solution step along the uploaded track Increasing or decreasing this value influences the calculating time of the model and slightly influences the model s accuracy For example total fuel consumed may vary from 146 to 596 depending on whether the solution step is 1 mile per iteration or 0 1 mile per iteration The recommended solution step for most Pre Process simulation runs is 0 1 miles Click on Begin Pre Process to complete Pre Process module calculations 4 Select Locomotives and Specify Horsepower per Trailing Ton Ratio The total number of locomotives required is dependent on the horsepower of each locomotive and the desired horsepower per trailing ton HPTT ratio The HPTT ratio is determined by the railroads and varies by route and service type It dictates the desired maximum speed of the train The typical HPTT ratios used by Clas
16. ity and Delay Module ame 13 Feire 21 Delay Volume Cua a 16 Figure 22 Rail Line Comparison Model aa 18 Figure 23 Rail Line Comparison Output aii id 19 Irure 24 8 cost mM TRIE uento ru ee imo acere UE NO Lu D ree 20 Figure 25 Route Information Sheet rss tiens 22 Figur 26 Run CT Vcost Lite button ui iener a ie 22 Figure 27 CT Vcost Operating Cost Output by Time Step sse 23 Figure 28 Highway Improvement Interface eese eee n oran nn no nennen 25 Figure 29 Sample Input Data Showing Roadway Geometry HCM 2010 26 Figure 30 Sample Traffic Demand Data in 15 Minute Increment sees 26 Figure 31 Highway Improvement Model Output 27 Introduction and Installation The truck rail intermodal toolkit TRIT was developed to help planners equally compare truck and rail freight movements for specific corridors and to give insight into some of the variables associated with each mode The rail component of the model CT Rail is designed to help planners and policy makers understand rail corridor operations and examine the opportunities and challenges for modal shifts from truck to rail CT Rail uses a mechanistic approach that adequately captures the effects of cargo weight running speeds network capacity and route characteristics key factors that are essential in any logistical analysis The truck component of TRIT CT Vcost developed from an earli
17. mph all ramps e Jam density Djam in passenger cars per miles per lane e Length of weaving segment Ls in feet e Total ramp density TRD in ramps per mile e Terrain type level mountainous rolling e fHV Heavy vehicle adjustment factor e Cip capacity of a basic freeway segment at FFS under equivalent ideal conditions in passenger car per hour per lane for FFS 60 mphDuration of analysis in minutes Divided into a number of 15 minute intervals 24 Page WON DUN PWN P BES 13 14 16 17 18 19 20 21 23 24 26 27 28 29 30 A B c Heavy Vehicles 96 Unfamiliar Driver Population Freeflow Speed FFS mph Ramp FFS mph Djam pc mi In Ls for Weaving Segment ft TRD ramp mi Terrain fHv cIFL Analysis Duration Enter Number of Lanes and Segment Type 3 Add Segment Clear All Segments RUN Basic y Copy to CT VCost Go to CT Vcost SECTION NUMBER 1 2 3 SEG 01 SEGMENT LABEL Type B ONR OFR R or W Length ft Number of Lanes FF Speed Mi hr Segment Demand vph Vehicle Occupancy pass veh Capacity Adjustment Factor Origin Demand Adjustment Factor Destination Demand Adjustment Factor eee pep ps BPR Re Lane Width ft 12 12 12 Lateral Clearance ft 4 4 4 Trucks 5 5 5 RV s 0 0 0 Terrain Level Level Level Truck Passenger Car Equivalen
18. ns within the segment Siding Capacity A siding is a track at a station or within a segment used for trains to meet overtake one another or perform switching Options include o Base capacity the number of trains of a given length that could be held by sidings at a station o Double capacity an increase in the number of sidings so that the number of trains at the station can be doubled Segment Uniformity Segment uniformity is a measure of the segment lengths relative to one other o Non uniform segments have varying segment lengths o Uniform segment assumes all segments are of the same length Dispatch Peaking or Non peaking This is a measure of the concentration of traffic during a short time frame This variable is equivalent to the maximum number of trains dispatched in a 4 hour period divided by the average number of trains dispatched during that period Station This refers to any point on a rail line where track configuration changes Class This is the type of train as defined by its performance characteristics Train classes include intermodal manifest or mixed freight unit trains and local or road switching l4lPage Presence of Rare Events The Rare Events variable simulates train and track failures and track maintenance interruptions The options for users include o Consideration for rare events o Noconsideration for rare events Train Length as Fraction of Base Length This variable addres
19. oad Track Din Pe t 17 3 Select Equipment and LocomotlVes ine 17 4 View Mod l ro m 18 CT VEDR Lite E 20 l Input Vehicle AN za ee 21 2 Specify Route mon ias 22 de R n Simulation EE 22 4 View CT Vcost 0 EEE EE 22 Highway Improvement euo ieh 24 o O II tet pa NU TREE T IDE 28 List of Figures Frere 1 S E 3 UR dE qoi P 1 Figure 2 Home Sereen AS 2 Piute 3 CT Rall Sereen esse 3 Figure 4 CT Rail Track File Format da 4 Erie 5 Sample Track Data Fil s 2 2 22 ne een 4 Figure 6 Upload Track Data Button Show Graph Button and Start End Fields 4 Figure 7 Sample Track Speed and Elevation Profile eee eise 5 Figure 8 Equipment Selection and Cargo ne 6 Figure 9 Rolling Stock Statistics u a ee tea Sic ru ei uA ideae d neds 6 Figure 10 Locomotive and HPTT Ratio Selection aont a 7 Figure 11 Travel Time Rail Capacity and Delay Calculations eee 8 Figure 12 Overview or CT Rail Cost Moduler s iue etate ae 9 Figure 13 Labor Cost Mole a uode iai qu eie ee 9 Figure 14 Fuel Cost Module ie ies ib bn an 10 Figure 15 Loading and Unloading Cost Module eene 10 Figure 16 Emissions Module m 11 Figure 17 Maintenance Costs Module ais ae 11 Figure 18 Capital Costs Module iia 12 Figure 19 Cost Summary Sheet nee ee Ri 12 Figure 20 Rail Capac
20. ollutants HC emissions 0 02 metric tons CO emissions 0 11 metric tons NOx emissions 0 41 metric tons PM emissions 0 01 metric tons Figure 16 Emissions Module Maintenance Cost Module The maintenance cost module includes track car and locomotive maintenance see Figure 17 These costs are calculated using a per mile system average rate Users can change the default per mile costs for each of these maintenance categories Maintenance Costs Specify Maintenance Information Track Maintenance System Average Rate 0 0020 S gross ton mile Car Maintenance System Average Rate 0 13 Smile Locomotive Maintenance System Average Rate 221 Smile Total Operating Maintenance Cost for Trip 12 371 82 dollars Figure 17 Maintenance Costs Module lllPage Capital Cost Module The default capital cost values for each equipment type can also be changed from the default values using the input controls shown in Figure 18 Capital Costs Specify Capital Information Cost of one car S 39 000 Cost of one locomotive 3 2 000 000 Rail equipment life 30 years Salvage Value 10 Total Capital Cost for Trip 0 20 Figure 18 Capital Costs Module 7 View the Cost Summary Sheet The cost summary sheet summarizes all the calculated cost values as well as travel speed and trip time Also shown are the payload operating costs per ton mile trailing ton miles per gallon and payload ton miles per gallon see Figure 19 Clicking the View Co
21. ortation Research 1616 Guadalupe Street Suite 4 202 Austin Texas 78701 Phone 512 232 3114 Email harrison O mail utexas edu 28lPage
22. ouston dfw route 1a csv 6 6 20138 05 AM Microsoft Excel C 21 KB Figure 5 Sample Track Data Files Clicking on the Upload Track Data button will open a window from which you can select the desired track data file After the data uploads the Show Graph icon will appear to the right of the Upload Track Data button Figure 6 clicking the graph icon will display the speed and elevation profile of the track as shown in Figure 7 If you d like to work with only a section of the uploaded track data file specify the starting and ending mile posts using the Start and End text fields labeled with the phrase Specify Starting and Ending Mile Post for Analysis Upload Track Data Specify Starting and Ending Mile Post for Analysis Figure 6 Upload Track Data Button Show Graph Button and Start End Fields 4lPage Elevation ft Elevation ft 8 Speed mph 400 Speed mph Distance miles Figure 7 Sample Track Speed and Elevation Profile 2 Select Equipment and Cargo After the desired route data file is uploaded select equipment type and cargo weight using the controls shown in Figure 8 You can choose from these options Type of Container 20 ft Dry 20 ft Reefer 40 ft Dry 45 ft H Cube 40 ft Reefer No containers Number of Containers which is the also equivalent to number of cars for non container movements Weight of Cargo per Container in tons Double
23. s I railroads vary between 2 5 to 3 5 for intermodal movements but decrease for other heavier cargo such as coal You need to specify both the HPTT ratio and the size of locomotives as shown in Figure 10 Properties associated with different sizes of locomotives such as the weight length and numbers of axles are incorporated into the model The selected locomotive s horsepower governs the total horsepower available to the train thus the train s required horsepower for each solution step cannot exceed the available train horsepower Once the number of locomotives is specified click on the Begin Train in Motion button Governing Grade for Direction A 1 18 Maximum Horsepower Required for Direction A 35 553 HP Governing Grade for Direction B 0 93 Maximum Horsepower Required for Direction B 28 427 HP Select Track Direction Direction A v Enter HPTT ratio 25 Select Locomotive HP 4000 HP v Enter Number of Locomotives 3 Total Maximum HP available 12 000 HP Begin Train In Motion ald Figure 10 Locomotive and HPTT Ratio Selection TlPage 5 Specify Travel Time Rail Capacity and Delay Calculations Estimated travel time and average speeds are calculated during the simulation However you can add additional delay parameters such as Idle Time Accumulated Over Route and Delay Time Accumulated Over Route both in hours as shown in Figure 11 After you check the Account for Rail Capacity box the
24. s the RUN button to compute volumes served roadway capacity demand to capacity ratios and segment speeds Figure 31 The output appears below the Input Demand section Finally click on the Copy to CT Vcost button to copy the roadway segments configuration and speed data into CT Vcost s Route Information Sheet for vehicle operating cost analysis Entering Flow 15 min Time Steps e ESE o 10005 WON Figure 30 Sample Traffic Demand Data in 15 Minute Increments Highway Capacity Manual Published by the Transportation Research Board of the National Research Council Washington DC 113 2010 26lPage VOLUMES SERVED veh h 15 min Time Steps 1 2 3 4 5 6 7 8 COMPUTED CAPACITIES 15 min Time Steps 1 1 6 732 2 6 732 3 6 732 4 6 732 5 6 732 6 7 8 15 min Time Steps 1 1 15 min Time Steps 1 2 3 1 69 qy amp n Jp on Figure 31 Highway Improvement Model Output 27 Page Support For further assistance with using the model please contact any of the authors Dan P K Seedah The University of Texas at Austin Center for Transportation Research 1616 Guadalupe Street Suite 4 202 Austin Texas 78701 Phone 512 232 3143 Email dseedah 9 mail utexas edu Robert Harrison The University of Texas at Austin Center for Transp
25. ses the length of the sidings In the base case all trains can fit into all sidings By increasing this figure such as from 1 0 to 1 2 the user specifies that some of the trains cannot fit into a shorter siding Directional Imbalance This variable measures the impact of dispatching more trains in one direction i e heavier direction over the other i e lighter direction during the course of the day It equals the number of trains in heavy direction divided by the number of trains in light direction Base Block Configuration This variable measures the impact of signal block spacing on rail capacity The Base Block Configuration option assumes no additional signals between blocks and the 1 Block Between Station option assumes one additional signal block between adjacent stations on a single track General Double Track Crossover Flexibility A crossover is a pair of switches that connects two parallel rail tracks allowing a train on one track to cross over to the other Options include full crossover and alternate crossover Fraction of Line Mileage with Double Track This is a ratio of single track segments to the total number of segments Options include 1 in 2 single 1 in 3 single 2 in 3 single double and single Once the necessary parameters have been modified click on the Run Model button to get the estimated trip delay see Figure 21 Click on the Copy Delay to CT Rail button to copy estimated delay to CT Ra
26. stance travelled during 8 hour period at average freight train speed of 12 5 mph is 100 miles Total Operating Average Labor Cost for Trip 974 30 Loading and Unloading Costs Specify Loading and Unloading Information Loading Cost Per Container 75 00 Unloading Cost Per Container 75 00 Total Loading and Unloading Cost for Trip 33 000 00 Maintenance Costs Specify Maintenance Information Track Maintenance System Average Rate 0 0020 S gross ton mile Car Maintenance System Average Rate 013 Smile Locomotive Maintenance System Average Rate 221 Smile Total Operating Maintenance Cost for Trip 6 665 18 Fuel Costs Estimated Fuel Consumption for Trip 3 554 91 gallons Specify Fuel Information Fuel Cost Per Gallon 3 00 S gallon OperatingFuel Cost for Trip 10 664 73 Emissions Module Estimated Fuel Consumption for Trip 3 554 91 gallons Select Emissions TIER TIER 2 Pollutants HC emissions 0 02 metric tons CO emissions 0 11 metric tons NOx emissions 0 41 metric tons PM emissions 0 01 metric tons Capital Costs Specify Capital Information Cost of one car s 39 000 Cost of one locomotive s 2 000 000 Rail equipment life 30 years Salvage Value 10 Total Capital Cost for Trip 0 20 Figure 12 Overview of CT Rail Cost Modules Labor Cost Module As Figure 13 shows labor cost is determined on an hourly basis using these inputs the number of crew members each crew member s wage rate per mile for
27. sts Breakdown button displays the cost data as a pie chart Cost Summary Operating Labor Cost Per Mile 3 06 Operating Fuel Cost Per Mile 33 49 Vi Seer Bre own Capital Cost Per Mile 0 00 5 Operating Maintenance Cost Per Mile 20 93 Loading and Unloading Cost Per Mile 103 63 A Travel Speed 26 Store Scenario Data varaga Fraval nis Total Trip Time 13 84 hours Total Operating Cost 51 304 42 Total Operating Cost Per Mile 161 11 Payload Operating Cost Per Ton Mile 0 0293 Trailing Ton Miles Per Gallon 803 34 ton miles gallon Payload Ton Miles Per Gallon 492 69 ton miles gallon Figure 19 Cost Summary Sheet If you click the button labeled Store Scenario Data TRIT will create a folder containing the data storing it in the Saved Scenarios folder Clicking the blue Back to Main Sheet button returns you to the main CT Rail screen 12lPage 8 Guide to Rail Capacity and Delay Estimation TRIT s rail capacity and delay model estimates rail traffic delay based on the available capacity on a section of rail track The model is based on the Parametric Analysis of Railway Line Capacity model developed by Prokopy and Rubin 1975 Step 5 of the CT Rail process Specify Travel Time Rail Capacity and Delay Calculations allows users to set an array of delay related variables After you check the Account for Rail Capacity box the accompanying button will appear as was shown in
28. t ET PE 3 25 1 5 R V Passenger Car Equivalent ER 0 0 On Ramp Demand co NN On Ramp Trucks EEE Heen On Ramp RV s IS Ei On Ramp to Off Ramp Weaving Sections Off Ramp Trucks BEBE EE EEUU Off Ramp RV s Le Acci Dec Lane Length ro RR Number of Lanes on Ramp T pum e Ramp on Left or Right L RE Richt i Ramp FFS minr BENE lt 0 NS Figure 28 Highway Improvement Interface Using the dropdown menus found under the text Enter Number of Lanes and Segment Type the user selects the number of lanes and segment type to add to the analysis Figure 28 presents samples of a three lane roadway with basic merging and diverging segments The new segment will appear after you click the Add Segment button After the segment is added additional parameters such as length FFS vehicle occupancy lane width lateral clearance percentage of trucks on ramp percentage of trucks if diverging or merging section etc are then automatically specified on the spreadsheet as shown in Figure 29 25 Page ONR 1 OFR 1 ONR 2 OFR 2 ONR 3 OFR 3 Figure 29 Sample Input Data Showing Roadway Geometry HCM 201 0 Caution Clicking on the Clear All Segments button will reset the application After completing the roadway segment information traffic flow rates must be specified for the 15 minute time increments see Figure 30 The user then click
29. tion A Grade of Line 1 0 91 Grade of Line 1 1 18 Intermodal Flatcars Direction B Select Car Type Distance of Line 2 318 48 miles Grade of Line 2 1 18 Grade of Line 2 0 91 Intermodal Flatcars Maximum payload per axle 50000 Ibs 50000 Ibs Select Locomotive HP 4000 HP 4000 HP Enter Number of Locomotives 2 2 Begin Calculations Figure 22 Rail Line Comparison Model 4 View Model Output Following are the final model outputs as shown in Figure 23 Total revenues generated for each rail line Construction costs associated with each rail line Operating costs broken down by distance and curvature for each rail line Drawbar pull amount of power required by the locomotives to move the rail cars along the rail line Number of trains required to move the specified annual gross tonnage Train tonnage amount of cargo in tons carried by each train along the rail line Cost of additional trains comparison of cost associated with moving additional number of trains as a result of the difference in rail lines I8lPage e Total operating cost of each rail line e Rate of return for each rail line Line 1 Line 2 Revenues Total Revenue of Line 1 203 571 719 27 Total Revenue of Line 2 203 571 719 Construction Cost Cost of Line 1 1 592 394 550 00 Cost of Line 2 1 592 394 550 00 Operating Cost Distance Cost of Line 1 107 486 632 13 Cost of Line 2 107 486 632 13 Operating
30. to be associated with each line 2 Upload Track Data As in CT Rail the rail line comparison model requires track data to be in the form of a CSV file formatted with the fields shown in Figure 4 Distance in miles Y coordinate Ycoord X coordinate Xcoord Elevation in feet Speed in miles per hour and Curvature in degrees are the fields available however Ycoord Xcoord and Curvature are not required to run the model Clicking on the Upload Line 1 Data button will open a window from which you can select the desired track data file Repeat this for Upload Line 2 Data Once track data is uploaded additional information such as distance and ruling grade will be displayed as shown in Figure 22 3 Select Equipment and Locomotives Specify the railcar type locomotive type and number of locomotives to be used in the analysis Click on the Begin Calculations button to run the simulation Hay William Walter Railroad Engineering 1982 17 Page Specify the following information for each route Annual Gross Tonnage Direction A Direction B Net Annual Tonnage Direction A Direction B Net revenue per ton mile Construction cost per mile Operating cost per mile Total central angle Specify Solution Step delta train movement 3 76 cents 5 000 000 12 50 1 100 deg 1 miles Upload Line 1 Data Upload Line 2 Data Distance Distance of Line 1 318 48 miles Ruling Grade Direc
31. tric Analysis of Railway Line Capacity DOT FR 5014 2 Federal Railroad Association U S Department of Transportation Washington DC 1975 13lPage Average Block Size in miles This section of track may be occupied by only one train at a time Blocks are used to control train separation and occupancy is regulated either by the dispatcher an operator at a station or an automatic signal system Train Priority This is the preference given to a train based on its class A low priority train gives way to a high priority train when they meet The options include o No priority Priorities for all train classes in both directions of movement are the same o Base priorities Priorities are assigned by train class e g intermodal trains have a higher priority than manifest or mixed trains Average Segment Size in miles This is the section of track between two stations it may contain one or more parallel tracks and must contain at least one signal or train separation block Train Speed Uniformity o Base speeds by class Train speeds are assigned based on train class o Uniform speeds All trains are assigned the same speed irrespective of class Uniform Train Speed in miles per hour This figure is specified by the user if the Uniform Train Speed option is selected by checking the option box next to the dropdown menu for this variable Average Train Speed in miles per hour This is the average train speed of all trai
32. which the annual miles driven is equivalent to the average annual miles driven value Operating Cost Information Commercial Driver Per Mile Cost Per mile cost estimate for a single driver New Vehicle Price Estimate of purchasing cost of the new vehicle This figure is used in calculating the financing cost of truck as a percentage of the overall truck operating cost Down Payment Percentage given is an estimate of down payment most commercial truck owners pay when purchasing a vehicle Finance Term Time period to complete loan payment of loan Interest Rate Average auto loan interest rates for loan payment over specified finance term Insurance Estimated cost depending on the vehicle type age and insurance company First Year Depreciation Immediate decline in value of a vehicle once it is labeled as used Subsequent Years Depreciation Annual decline in the vehicle s re sale value after first year Average Annual Maintenance Cost An estimated annual maintenance cost value Other Fixed Costs Annual fixed costs such as annual registration and inspection fees Fuel Prices Diesel Cost Price per gallon of fuel Diesel Tax Price per gallon of fuel allocated to taxes 21lPage 2 Specify Route Information Input route information using the route input sheet as shown in Figure 25 For each route segment SEG 01 SEG 02 etc input the distance in miles condition of the highway and a toll fee if applicable For each desir
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