https://journals3.library.oregonstate.edu/trforum <p>The <em>Journal of the Transportation Research Forum (JTRF)</em> contains original manuscripts which are timely in scope and germane to transportation. Issues available here at the Journals@OregonDigital website are open access (freely available).</p> OSU en-US Journal of the Transportation Research Forum 1046-1469 https://journals3.library.oregonstate.edu/trforum/article/view/3636 This paper proposes a method for calculating both the direct freight benefits and the larger economic impacts of transportation projects. The identified direct freight benefits included in the methodology are travel time savings, operating cost savings, and environmental impacts. These are estimated using regional travel demand models (TDM) and additional factors. Economic impacts are estimated using a regional Computable General Equilibrium (CGE) model. The total project impacts are estimated combining the outputs of the transportation model and an economic model. A Washington State highway widening project is used as a case study to demonstrate the method. The proposed method is transparent and can be used to identify freight specific benefits and generated impacts. Zun Wang Jeremy Sage Anne Goodchild Eric Jessup Kenneth Casavant Rachel L. Knutson Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4156 https://journals3.library.oregonstate.edu/trforum/article/view/3641 This paper explains why diesel fuel is the preferred fuel in freight transportation. It identifies possible substitute fuels for motor carriers and railroads that are currently available and under development. It identifies which of these substitutes are likely to be used in the near and medium term years and the circumstances under which they will be used. The paper discusses which fuel efficiency measures have been successfully adopted by railroads and motor carriers. Finally, it suggests opportunities for transportation researchers to evaluate investment options to improve fuel efficiencies in freight transportation. C. Phillip Baumel Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4159 https://journals3.library.oregonstate.edu/trforum/article/view/3646 The Association of American Railroads (AAR) initiated the Heavy Axle Load (HAL) Research Program in 1988 in order to “provide guidance to the North American railroad industry about whether to increase axle loads and to determine the most economic payload consistent with safety” (Kalay and Martland 2001). The research demonstrated the technical feasibility and economic desirability of increasing axle loads and the ability of technology to mitigate the adverse effects of heavier loads. In 1991, the industry decided to accept cars with 286,000 lb. gross vehicle weight (286k GVW) in interchange service. Since then, more than 90% of all bulk equipment acquired has been rated for 286k GVW. By 2010, nearly 100% of coal traffic and 30% of general freight moved in 286k loads. Technological improvements resulting from the HAL research program have been critical in enabling the industry to reduce costs of 286k operations. Stronger materials, better designs, and improved maintenance techniques reduced life cycle costs for rail and other track components. Bridge costs did not increase as much as expected, because of technological developments and better understanding of their ability to withstand HAL loads. Net benefits of HAL operations to railroads, suppliers, and their customers were approximately $6 billion between 1994 and 2010. Annual net benefits exceeded $600 million in 2010. Benefits included reductions in equipment expense, more efficient operations, and increases in line capacity. Given the technological advances in railroad engineering over the past 20 years, further increases in GVW or loading density should now be considered. OVERVIEW OF THE HAL RESEARCH PROGRAMThis paper has two major objectives. First, it estimates the net benefits achieved by increasing the maximum GVW to 286k, taking into account impacts on operations and infrastructure. Second, Carl D. Martland Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4162 https://journals3.library.oregonstate.edu/trforum/article/view/3651 User equilibrium refers to the network-wide state where individual travelers cannot gain improvement by unilaterally changing their behaviors. The Wardropian Equilibrium has been the focus of a transportation equilibrium study. This paper modifies the dynamic traffic assignment method through utilizing the TRANSIMS system to reach the dynamic user equilibrium state in a microscopic model. The focus of research is developing three heuristics in a Routing-Microsimulation-Equilibrating order for reaching system-wide equilibrium while simultaneously minimizing the computing burden and execution. The heuristics are implemented to a TRANSIMS model to simulate a subarea of Houston, TX. Liang-Chieh (Victor) Cheng Heng Wang Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4165 https://journals3.library.oregonstate.edu/trforum/article/view/3656 The share of the grain and oilseed harvest moved by rail has been declining since 1980, when the Federal Motor Carrier Act and the Staggers Rail Act were passed. Large structural changes associated with these acts affected the decline over the following two decades. Yet, even though the large structural changes had already taken place by 2000, the rail market share of grain and oilseed transportation has continued to decline. This paper develops a state-level statistical model for 21 of the top grain-producing states (which produce 86.6% of all grain and oilseeds) to investigate which major factors have been responsible for the decrease in the rail market share of grain and oilseed transportation since 2001. Twenty variables are tested in the model, and 10 are found to have a statistically significant impact on rail market share. Of these, three are most important in the decrease of rail market share: ethanol production, biodiesel production, and the concentration of animal feeding. Marvin E. Prater Adam Sparger Pierre Bahizi Daniel O’Neil Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4168 https://journals3.library.oregonstate.edu/trforum/article/view/3661 This paper compared performance of methods for combining model information estimated in one region and applied to another region to improve estimation results. The application is for models developed to estimate household-level automobile-specific CO2 emissions. The results indicated that automobile-specific CO2 emissions models can be transferred from one geographical region to another. The estimates of CO2 emissions can assist agencies such as policy makers, businesses, and transportation planners to track trends and identify opportunities to reduce CO2 emissions and increase efficiency of transportation systems to lessen their impact on global warming, climate change, and air quality standards. Saidi Siuhi Judith L. Mwakalonge Judy Perkins Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4171 https://journals3.library.oregonstate.edu/trforum/article/view/3666 This paper examines the differences between the United States (U.S.) and European (EU27) freight railways. The inherent or structural factors influencing the railways modal share will be evaluated. It was found that nearly all of the disparity in modal share can be explained by structural or inherent differences, like the competitiveness of non-surface modes, shipment distances (both influenced by geography), and commodity mix (namely, coal). More striking are the differences in productivity, to move the same number of tons seven times, more trains are required in Europe compared with the U.S.. Operational revenues per ton-mile are around two times higher in Europe, while the operational expenses in the U.S. are four times lower than in Europe. It is argued that setting a goal for modal share similar to the U.S. is not realistic for the EU27. A key concern for European freight railways should be the reduction of operational costs, by increasing the trains’ sizes.Distinct policy answers were given to the railroads’ crisis in the post WWII years. Soon after 1980 when reforms were introduced in the U.S. there was a revival of the sector. The same has not happened in Europe, where questions regarding infrastructure financing or the coordination of network investments and operational needs remain. Francisco Manuel Bastos Andrade Furtado Copyright (c) 2017 Journal of the Transportation Research Forum 2013-06-01 2013-06-01 52 2 10.5399/osu/jtrf.52.2.4174