nymtc regional freight plan - New York Metropolitan Transportation ...

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A Freight Plan for the NYMTC Region Figure 2.18 Railroad Capital Spending Class I Net Funds Available for Reinvestment versus Capital Expenditures Dollars (in Billions) 8 7 6 5 4 3 2 Funds Shortfall Net Funds Available for Reinvestment Capital Expenditures •Investors are impatient with the railroads’ failure to earn cost of capital •Debt is rising •ROI must improve with real growth or with reduced investment 1 0 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 Source: American Association of Railroads. Table 2.2 Efficiency of Railroads versus Diesel Trucks Mode Fuel Infrastructure Cost Safety Railroad 455 ton-miles per gallon 216 million annual tons per track 2.7¢ per ton-mile 0.61 fatalities per billion ton-miles Truck 105 ton-miles per gallon 37.8 million annual tons per lane 5.0¢ per ton-mile 1.45 fatalities per billion ton-miles Sources and Notes: 1 Theoretical capacity calculation assuming maximum density freight use. 2 Based on latest available American Association of Railroads (AAR) and American Trucking Associations national revenue and volume statistics. 3 Based on 2001 Federal Motor Carrier Safety Administration and AAR safety statistics. 4 “Incidents” include all non-fatal injuries and property damage accidents. Cambridge Systematics, Inc. 2-17
A Freight Plan for the NYMTC Region 2.3.4 Transportation Network Constraints Physical and regulatory constraints limit the movement of trucks (and particularly interstate standard trucks) within the region, and often result in the diversion of this traffic from regional highways to local arterials. 5 For example, only a single designated route (I-95/GWB to I-495) exists through the region for national standard 53-foot long tractor trailers. Many parkways that provide key connecting routes between interstate highways and key freight facilities (such as the Grand Central and Belt) prohibit most or all classes of trucks. The resulting diversion of trucks from regional to local facilities, combined with the need to access major freight hubs, often results in conflict within the region between two important goals: maintaining efficient freight movement and community quality of life. The major arterial network is shown in Figure 2.19. Figure 2.19 Major Arterial Network (trucks prohibited) Source: Cambridge Systematics, Inc. 5 Interstate standard trucks are tractor-trailer combinations with trailers 53 feet long, nine feet wide, and 14 feet high. Cambridge Systematics, Inc. 2-18
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