A Combined Report for
Freight
Information Real-time System for Transport (FIRST)
Part A –
Final Evaluation Plan
Part B –
Detailed Test Plans
Submitted to: United States
Department of Transportation
Submitted by: Science Applications International
Corporation (SAIC)
May 30, 2002
NOTICE Comments on this
combined report are welcome and may Mark Jensen SAIC 1411 Marsh Street, Suite 107 San Luis Obispo, CA 93401 Phone: 805-546-1024; Fax: 805-546-0326 E-mail: jensenm@saic.com |
This combined report contains two parts which comprise a Freight Information Real-time System for Transport (FIRST) evaluation document, which are identified as follows:
· Part A – Final Evaluation Plan
· Part B – Detailed Test Plans
In support of the US Department of Transportation’s
(USDOT’s) intermodal freight intelligent transportation system (ITS) program
and under the direction of the USDOT ITS Joint Program Office (JPO), an
Evaluation Team lead by SAIC was selected to develop and implement an
evaluation of the FIRST system. The ultimate goal of this evaluation is to
identify any benefits in operational efficiency, air quality, and
customer satisfaction with the implementation of the FIRST information
technology system for the intermodal freight industry at the Port of New
York/New Jersey.
The Part A – Final Evaluation Plan document was developed to serve as a planning and guidance document from which a successful evaluation effort will be implemented. The Evaluation Plan is typically the first major step in the evaluation life cycle.
This document is immediately followed by the Part B – Detailed Evaluation Test Plans document, which provides more detailed guidance for performing associated tests and measurements while conducting the three specific evaluation studies.
TABLE OF CONTENTS
Part A –
Final Evaluation Plan
Preface........................................................................................................................................... v
A.1.0 Introduction................................................................................................................ A-1
A.1.1 The FIRST Demonstration Project....................................................................... A-2
A.1.2 Benefits of FIRST.......................................................................................................... A-5
A.2.0 Review of
Existing Studies..................................................................................... A-7
A.2.1
Gate Operation Studies............................................................................................ A-7
A.2.2 Terminal Efficiency Studies.................................................................................. A-7
A.3.0 FIRST Project
Description...................................................................................... A-8
A.3.1 Current Methodology for Truck Processing at
Port Entry................ A-8
A.3.2 FIRST System Intervention and Information
Integration....................... A-9
A.4.0 Evaluation Plan........................................................................................................ A-14
A.4.1 Intermodal Freight Operations Study........................................................... A-14
A.4.2 Air Quality Study.................................................................................................... A-16
A.4.3 Customer Satisfaction Study............................................................................. A-17
A.5.0 Management Plan..................................................................................................... A-19
A.5.1 Evaluation Organization.................................................................................... A-19
A.5.2 Evaluation Deliverables..................................................................................... A-19
A.5.3 Evaluation Schedule............................................................................................. A-20
Part B –
Detailed Test Plans
B.1.0 Introduction................................................................................................................ B-1
B.2.0 Intermodal
Freight Operations Test Plan.................................................. B-1
B.2.1 Objective........................................................................................................................ B-1
B.2.2 Approach........................................................................................................................ B-1
B.2.3 Work Steps..................................................................................................................... B-5
B.2.3 Work Steps..................................................................................................................... B-6
B.3.0 Air Quality Test
Plan................................................................................................ B-7
B.3.1 Objective........................................................................................................................ B-7
B.3.2 Approach........................................................................................................................ B-7
B.3.3 Work Steps..................................................................................................................... B-8
B.4.0 Customer
Satisfaction Test Plan...................................................................... B-9
B.4.1 Objective........................................................................................................................ B-9
B.4.2 Approach........................................................................................................................ B-9
B.4.3 Work Steps................................................................................................................... B-11
B.5.0 Summary of the
Project Schedule................................................................. B-11
Appendix A. Survey
Data Collection Tools Developed to Date................ B-13
LIST OF FIGURES
Figure
A.1-1 Four-Block Long Truck Line at a
Port of NY/NJ Terminal....................................... A-1
Figure A.1-2.
FIRST System Overview........................................................................................ A-3
Figure A.1-3.
FIRST Information Sources, Types, and Users....................................................... A-4
Figure A.3-1. FIRST Web Site “Home” Web Page..................................................................... A-11
Figure A.3-2.
Sample “Container Trace” Web Page................................................................... A-11
Figure A.3-3.
Sample “Booking Detail” Web Page..................................................................... A-12
Figure A.3-4.
Sample “View Nominations” Web Page................................................................ A-12
Figure A.3-5.
FIRST “View Watchlist Alerts” Web Page........................................................... A-13
Figure B.2-1.
Intermodal Freight Operations Evaluation Approach Process Chart of Drayage Operations without FIRST............................................................................................................................................. B-4
Figure B.2-2.
Intermodal Freight Operations Evaluation Approach Process Chart of Drayage Operations with FIRST B-4
Figure B.2-2.
Intermodal Freight Operations Evaluation Approach Process Chart of Drayage Operations with FIRST B-5
Figure B.2-3.
Methods for Queue Length/ Trouble Ticket Study................................................... B-7
LIST OF TABLES
Table
A.1-1. Comparison of the Six Intermodal
ITS Operational Tests......................................... A-2
Table A.1-2.
Expected Benefits from the FIRST Implementation................................................... A-6
Table A.2-1. Terminal Gate Analysis Findings for the
Terminals..................................................... A-7
Table A.3-1. FIRST
User Groups.............................................................................................. A-10
Table A.4-1.
Intermodal Freight System Operations Evaluation Technical Approach................... A-15
Table A.4-2. Improvements in Air Quality Evaluation
Technical Approach................................... A-16
Table A.4-3. Customer Satisfaction Evaluation Approach............................................................ A-18
Table A.5-1. FIRST Evaluation Project Organization................................................................... A-19
Table A.5-2. Evaluation Schedule................................................................................................ A-20
Table B.2-1.
Intermodal Freight Operations Technical Approach.................................................. B-3
Table B.3-1.
Improvements in Air Quality Evaluation Technical Approach..................................... B-8
Table B.4-1.
Customer Satisfaction Technical Approach............................................................. B-10
Table B.5-1.
Evaluation Activities, Schedule, and Status.............................................................. B-12
Industry and government are concerned about the capacity of existing ports and terminals – and the associated highways, rail lines, and waterways that serve them – to handle steadily increasing volumes of intermodal traffic, especially containerized freight. Over the last decade, the volume of intermodal containers moving through ports worldwide has doubled. Correspondingly, the volume of intermodal air freight, intermodal traffic on U.S. railroads, and intermodal freight moved by truck grew apace. These volumes are expected to double again over the next two decades.
Today’s intermodal freight system is not equipped to handle this growth. Ineffective links among modes – particularly in terms of landside access to ports and terminals – degrade the reliability and performance of carriers, shippers, and terminal operators. Moreover, the lack of an effective information-sharing network among stakeholders creates deficiencies such as bottlenecks and unnecessary delays, which adversely impact efficient freight movement. These deficiencies result in increased operating costs and congestion, and decreased safety, economic competitiveness, and air quality.
Figure A.1-1 Four-Block Long Truck Line at a Port of NY/NJ Terminal
For the Port Authority of New York/New Jersey, the most acute problem occurs on landside access to terminals. With very little room for land and facility expansion, the private terminals at the Port Authority’s Marine Terminals are struggling with the ever-increasing flow of trucks into their terminals to unload and load container ships. This problem is expected worsen in the coming decade as the number of containers entering the Port increases by 4.2 percent annually. To respond to this situation, the Port Authority, supported by a large set of public and private stakeholders, is looking to leverage information technologies and intelligent transportation systems (ITS) to improve the efficiencies of Port operations.
In support of the Federal Highway Administration’s (FHWA’s) Office of Freight Management and Operations, the FHWA’s Congestion Mitigation and Air Quality Improvement Program (CMAQ), and the I-95 Corridor Coalition’s Intermodal Transfer of People and Goods Program, the Freight Information Real-time System for Transport (FIRST) Demonstration Project is being developed and funded in part as an attempt to develop some unique solutions to these problems. The FIRST system is focused on testing new concepts for the following elements:
· Improving landside transportation access to ports
· Enhancing information sharing among intermodal freight service providers
· Reducing air pollution caused by truck congestion at intermodal marine terminals
Deploying the FIRST system provides an excellent opportunity to evaluate new intermodal ITS technologies not addressed in the existing ITS intermodal freight field operational tests (FOT’s). Table A.1-1 provides a comparison of the technologies and functions between FIRST and the other five intermodal ITS operational tests currently deployed. By applying ITS at different segments of the freight logistics chain, FIRST will add valuable new information regarding freight terminal dispatch, drayage driver assignment, and container pickup functions, as well as provide access to freight arrival status on dock (i.e., ship arrival). In addition, the technologies being implemented in FIRST will complement the current technologies implemented in the other projects. .
The FIRST project has the potential to fill in a number of critical gaps in the USDOT’s and industry’s understanding of technology applied to the intermodal logistics chain. Once these technologies can demonstrate success in measuring improved freight mobility and logistics productivity, they have the potential to be deployed nationwide.
Table A.1-1. Comparison of the Six Intermodal ITS Operational Tests
|
IMTC |
WSDOT FOT |
O’Hare FOT |
ITFWG |
Cargo*Mate |
FIRST |
|
DSRC Transponder Tractor
Tracking Trade Corridor Operating
System (TCOS) Bi-national Electronic
Customs Clearance |
Container Electronic
Seals with Periodic Monitoring Wireless GPS Tractor
Tracking Terminal Gate Cameras MPO Truck Movement Data
Collection |
Biometric Fingerprint
Identification Smart Cards with
Commercial Drivers License Electronic
Shipment Manifest for Cargo Tracking Air/Port/FAA Security
Monitoring System |
Wireless GPS Chassis
Tracking In-transit Visibility
between Modes Communication through
Software between |
Container Electronic
Seals with Continual Monitoring DSRC Transponder Tractor
Tracking Wireless GPS Chassis
Tracking Logistics Management
System |
Dray Trucking Dispatch Ship/Rail Arrival and
Departure Information Cargo Status Real-Time Traffic and Incident
Information |
FIRST provides a potential ITS solution that provides real-time status information and a container assignment system which could increase freight movement productivity and mitigate Port congestion. Moreover, by significantly reducing truck congestion and idling times at the Port gate and unnecessary truck trips, FIRST is expected to produce measurable air quality improvements and contribute to the attainment of National Ambient Air Quality Standards (NAAQS).
FIRST is an Internet-based, real-time network that integrates numerous resources into a single, easy-to-use web site for access to cargo and Port information needs. This system was designed by members of the private sector intermodal industry, in cooperation with public sector partners, to meet the operational needs of regional intermodal freight service providers and their customers. Using a variety of standard data transmissions, including Electronic Data Interchange (EDI), FIRST will facilitate the safe, efficient, and seamless movement of freight through the Port of New York/New Jersey.
Using the Internet as a platform to access data in a variety of formats, FIRST facilitates the safe, efficient, and seamless movement of freight through the Port of New York/New Jersey. Information on the FIRST web site – www.firstnynj.com – has been drawn from various sources to provide real-time information on cargo status to ocean carriers, exporters, importers, foreign freight forwarders, customs brokers, terminal operators, and rail and truck providers. Figure A.1.2 provides an overview for the FIRST system and various data resources and information connectivity available to stakeholders and projected users.
Figure A.1-2. FIRST System Overview
For example, in a typical scenario, a trucking company can use the FIRST system to determine the status of a cargo container scheduled for pickup up at the Port. The assigned truck driver can reduce delay time, avoid numerous telephone calls to the terminal, and prevent unnecessary trips to the Port by verifying that the container is at the terminal and has been released for pickup. It is expected that FIRST will significantly reduce the number of trouble tickets and increase the container movement throughput. When this scenario is multiplied by multiple drivers and cargo containers per day, it is expected that a significant reduction in operating costs, time delays, and congestion can be realized, as well as increased safety, economic competitiveness, and enhanced air quality.
When fully developed and implemented, FIRST will enable Port users to post and receive information on the location and status of intermodal freight shipments, including export bookings, customs manifests, receipts and invoices, gate moves, carrier insurance/credit status, delivery confirmation, and truck identification.
With connectivity to public and private ATIS systems, information on travel conditions along access roads and major freight routes serving the Port of New York/New Jersey will also be provided. Shared cargo and traffic information will facilitate cargo movement by reducing time delays caused by incomplete cargo documentation, delayed release of cargo, and bypassing traffic congestion. Eventually, FIRST will also include a truck driver appointment system, which allows private terminals to assign appointment times to trucking companies for container pick up or delivery at a designated terminal. An overview of the information sources, types, and system users is presented in Figure A.1-3.
Figure A.1-3. FIRST Information Sources, Types, and Users
Figure courtesy of Americas Systems
Inc.
A number of other key information and ITS systems will be integrated with FIRST. SEA LINK®, which provides a central database of registered trucking companies and their associated truck drivers doing business at the Port, has already been integrated with FIRST. Other systems that are expected to be integrated into FIRST include the Coast Guard's Vessel Traffic Service, and the US Customs Automated Manifest System (AMS). A potential also exists for future information connectivity with systems being deployed under the Cargo*Mate Demonstration Project, which is testing an intermodal freight logistics system through the real-time tracking of intermodal chassis.
In terms of private sector benefits, terminal operators at the Port and ocean carriers can use need-specific information to monitor equipment usage and plan cargo arrivals and dispatches, thereby achieving cost savings in asset and resource management. Additionally, truck drivers, freight forwarders, and brokers can increase productivity and efficiency by determining the status of multiple container shipments at various locations from one single source - the FIRST system.
In terms of the public sector, state and regional transportation agencies could benefit from reduced traffic congestion, improvements to air quality, and an ability to further evaluate strategies for meeting regional transportation plans. Local transportation agencies could realize benefits in improved safety, utilization of highways, and increased participation and support from private sector stakeholders. There are numerous expected benefits to be realized from the FIRST implementation, some of which are listed in Table A.1-2 on the following page.
The succeeding portions of this document – Part A – Final Evaluation Plan – are organized as follows:
· Section A.2.0 Review of Past and Existing Studies. This section presents a review of past and existing studies regarding intermodal freight system operations.
· Section A.3.0 FIRST Project Description. This section presents a technical and institutional overview of the FIRST project.
· Section A.4.0 Evaluation Plan. This section presents the evaluation activities that will be undertaken to measure the three study elements relating to intermodal freight operations, air quality, and customer satisfaction.
· Section A.5.0 Management Plan. This section presents the proposed management activities for the defined evaluation activities.
Table A.1-2. Expected Benefits from the FIRST Implementation
|
Stakeholder |
Expected Benefit |
|
Shippers/Consignees |
More efficient use of
labor/equipment |
|
Ocean Carriers |
Savings in data
transmission |
|
Freight Forwarders/Brokers |
Ability to nominate
trucker |
|
Terminal Operators |
More efficient use of
labor/equipment |
|
Truck Drivers |
Efficient use of
labor/equipment |
|
Regional Transportation Agencies |
Reduced highway
congestion and vehicle emissions |
|
Port Authority |
More cohesive terminal
operations |
Over the past several years and in preparation for the FIRST project, several studies were conducted regarding gate operations at the Port of New York/New Jersey. This section provides a brief summary of those efforts.
The gate operation studies focused on land access to the Port and the terminal gates, the amount of time trucks spend in queues before entering the terminal, and the efficiency of information exchanges that take place during truck processing at the terminal gate. A study of the land access to the Port performed during the late summer of 1998 showed that gate operations monopolize a significant Portion of the time a truck spends in the terminal facility.[1] Table A.2-1 summarizes several of the major findings from the study. Both of the terminals studied are 2-stage terminals (pre-gate and gate) with one (Terminal A) being semi-automated and the other (Terminal B) being fully automated.
Table A.2-1. Terminal Gate Analysis Findings for the Terminals
|
Performance Measure |
Terminal A |
Terminal B |
|
Pre-gate/gate
processing time |
21 minutes |
5 minutes |
|
Probability truck
will wait in a queue |
94.9 % |
83.3 % |
|
Expected wait time
in the queue |
85 minutes |
75 minutes |
Based on gate operation study results, improvements recommended for the gate facility included using information technology to assign cargo container pick-ups and deliveries by appointment. It is expected this recommendation will be facilitated by the FIRST system.
The FIRST Evaluation Subcommittee authorized a similar study performed by the New Jersey Institute of Technology in June 2000 that addressed observations on terminal efficiency. Two terminals were studied and data was collected on truck queue length for both entering and exiting the gate area and at the trouble window. The observations taken at the terminals indicated that the average time within both terminals was approximately 1.5 hours, not including the time spent in a queue, which can be significant (as demonstrated by the Yahalom study as cited in Table A.2-1).
Since the time spent at the terminal facility controls the number of trips that a truck can make in one day, it is important to identify a means of reducing incoming and outgoing traffic congestion. The study found that under current operating conditions, a truck making three trips per day could only deliver cargo within a 25-minute drive from the terminal. Since any delay would result in a missed third trip, warehouse owners can only depend on two trips a day. Under this scenario, there is little incentive to locate a warehouse near the Port where the land value is high and instead locate further away from the Port. This, in turn, requires longer travel times to and from warehousing facilities. The analysis team hypothesized that the inability to guarantee three round trips per day that would justify a warehouse being located nearer to the Port might explain the unused industrial land located near the Port.
The FIRST Evaluation Subcommittee study concluded that both terminals illustrated the need for better and more timely cargo status information at the terminal. Also recommended was the capability to transfer documents electronically to speed the flow of cargo, decrease the time trucks idled in queue, and increase the potential for more than two round trips per truck per day.
The current method for truck processing at Port entry has trucks entering a terminal gate complex for check in or processing. During a “best case scenario”, at most terminals, the trucks’ first point of entry is through a pre-gate. At the pre-gate, truck drivers use SEA LINK®, an identification card, to transmit information about the trucking company and driver to the terminal operator. Once trucks have cleared the pre-gate area, they proceed to the gate where the driver, cargo, equipment, and other relevant information are confirmed. Also at this time, truck drivers are provided information regarding cargo container location within the terminal. The trucker then picks up the container and leaves the Port and proceeds with the delivery.
However, truck drivers usually experience a less than best case scenario when arriving at the gate. It is not uncommon for a truck driver to be notified at the gate that the cargo is not yet approved for pickup. The truck driver is issued a “trouble ticket,” which indicates there is a problem with incomplete or erroneous documentation, or that various fees were not paid. The truck driver then proceeds with the trouble ticket to the “Help Desk” or “Trouble Window”. It is estimated that between 20 to 40 percent of the daily truck volume is required to visit the Help Desk/Trouble Window.
It is expected that use of the FIRST system can significantly reduce deficiencies relating to trouble tickets and provide more efficient truck and cargo processing. According to its design, FIRST will integrate information and user requirements in a web-based database and information clearinghouse to assist identified users according to needs. The FIRST system is beneficial both for terminal gate operations and for trip planning on the part of the trucking companies and truck drivers. The FIRST system will integrate and disseminate the following types of information consistent with the information connectivity shown in Figure A.1-3:
· Real-time cargo information – includes Customs status, hazardous cargo information, vessel or carrier identification, services required, demurrage, with date in/date completed time-stamp capabilities.
· Real-time booking status – includes types of containers booked, number of containers by type, and information on containers delivered full and empty.
· Container tracking – provides container history including all movement for the past 90 days, gate transactions, inspections, trucker SCAC, weights, destination, and proof of delivery, with a date and timestamp for relevant transactions.
· Container monitoring – alerts users when containers are available for pick-up.
· Trucking company status –interfaces with the SEA LINK® system to provide truck driver information such as name and trucking company
· Trucker nomination – provides individual lists of containers for nominated truck drivers.
· Driver assignment – transmits and confirms with terminal operator the container number, bill of lading, and SCAC code of authorized trucker.
· Delivery confirmation entry – provides information received from the truck driver including container number, date and time of delivery, and name of receiving party.
The FIRST system web site will enable truck drivers, terminal operators, and other authorized Port users to receive valuable real-time information on cargo to either be picked up or delivered prior to truck drivers arriving at a terminal. Once the FIRST system is fully implemented, trucking companies and independent truck drivers can receive information on travel conditions near the terminal and to determine whether or not the containers are available for pickup and/or delivery. It is expected that these capabilities will lead to reductions in time spent in a queue and at the gate, and should significantly reduce the number of trouble tickets and unnecessary trips to the terminal because the cargo was not available.
Additional information gathered primarily from the ocean carriers and terminal operators will be input into FIRST. This information includes documentation, container information, delivery confirmation, and other information previously described. The FIRST system will integrate this information and provide it to authorized FIRST subscribers through the web site.
Based on initial design, the FIRST system was developed to service six basic user groups as defined in Table A.3-1. All system users must be registered users – those personnel/ representatives from companies who are participating in the FIRST system and test evaluation via web site access. Registered users will be given access to information not available to the general public, and which is specific to their company’s business at the Port.
Table A.3-1. FIRST User Groups
|
User
Group |
Definition |
|
Anonymous Users |
Anyone accessing the FIRST web site who is allowed
to view/query container/event, trip/leg, traffic, and schedule data. |
|
Registered Users |
Users from companies participating in FIRST who are
allowed to view/query booking and bill of lading data, driver/SCAC relationships,
driver assignments, trucker nominations, and trip/leg data. |
|
Administrative Users |
A participating company’s designated system
administrator, who can set up and authenticate other users for their company. |
|
Super Users |
Selected PANYNJ/ASI personnel who are allowed to
perform all FIRST application functions and view data for all parties and
sites. |
|
Developers |
ASI developers who will have all Super User access
and site data view access, but not necessarily the ability to create/update
data. ASI developers also have access
to some FIRST system tables. |
|
System Administrators |
ASI personnel who have total access to all FIRST
tables, application functions, party and site data, including the ability to
create, update, and delete data. |
The primary interface for the FIRST system is via the Internet located at www.firstnynj.com. A sample home page for the FIRST system is displayed in Figure A.3-1. Although the public can access the FIRST web site, only registered users with an authorized login and password can gain access to available and specific information via subsequent web pages. Other sample FIRST system web pages include information regarding “Nominations,” “Booking Detail,” “Container Information,” and “Watchlists.” These web pages are authorized for registered users only and are displayed as Figures A.3-2, A.3-3, A.3-4, and A.3-5, respectively.
Figure A.3-1. FIRST Web Site “Home” Web Page
Figure A.3-2. Sample “Container Trace” Web Page
|
||||||
|
|
||||||
|
|
|
|
Container # |
Size/Type |
Carrier |
L/E |
Nomination Status |
Last Event |
Event Location |
|
|
|
|
|
20' DRY 8'6''N/VENT |
ZIMU |
Load |
Not Nominated |
Unloaded from Vessel |
RED HOOK
TERMINAL |
|
|
|
|
Figure A.3-3.
Sample “Booking Detail” Web Page
|
Booking
Detail |
|
Booking Information |
|||
|
Booking Date: |
5/7/2001 |
Booking #: |
13031681 |
|
Ocean Carrier: |
Hapag-LLoyd America Inc. |
Vessel: |
HAMBURG EXPRESS |
|
Voyage: |
37W18 |
Terminal Location: |
|
|
POD: |
JPYON |
POL: |
USNYC |
|
Final Dest. |
JPTYO |
Hazardous Indicator: |
N |
|
Cut-Off Date: |
|
Start Receiving
Date: |
|
|
Special Instruction |
|
|
|
Containers Booked: 2 |
||
|
Eq.Qty |
Eq.Size/Type |
Exp.Date |
|
|
|
|
|
1 |
20' DRY 8'6''N/VENT |
|
|
1 |
22' DRY 8'6''P/VENT |
|
Figure A.3-4. Sample “View Nominations” Web Page
Figure A.3-5. FIRST “View Watchlist Alerts” Web Page
The following three evaluation studies will be conducted for the FIRST project:
· Intermodal Freight Operations Study
· Air Quality Study
· Customer Satisfaction Study
A detailed description and technical approach overview for each study is presented below.
The Intermodal Freight Operations study will focus on the effects the FIRST system will have on the operational efficiency of the terminal gate. Specifically, this study will analyze how information received from and exchanged through FIRST will increase the efficiency of trucks moving through the pre-gate, gate, and complete processing steps.
There following three goals of the FIRST project will be evaluated for the Intermodal Freight Operations Study:
· Reduce the amount of time that trucks spend in queues waiting to enter the terminal
· Reduce the number of trips taken to the help desk
· Reduce the number of unnecessary trips taken by truck drivers
It is expected that achieving these goals will significantly improve the efficiency of the Port of NY/NJ for the truck drivers and terminal operators. It is also anticipated that congestion surrounding the terminal entrances will be significantly reduced due to advance notification and booking. Table A.4-1 summarizes the evaluation technical approach for each study goal, providing the hypotheses, measures of effectiveness (MOE), and data requirements.
Table A.4-1.
Intermodal Freight System Operations Evaluation Technical Approach
|
Goal |
Hypothesis |
MOE |
Data Sources or Requirements |
|
Reduce the amount of time
trucks spend in queues at terminal gate approaches |
Using the FIRST system will
reduce truck wait times at the terminal gate |
Change in queue length at
the gate Change in wait time Change in processing time
at the gate |
Field measurements of queue
length and time in queue (before and after FIRST) Terminal gate operational
statistical data generated by terminal facility systems and provided to FIRST Survey of terminal
operators regarding reductions in truck processing time due to FIRST system
use Survey of trucking
companies regarding perception of overall wait time reductions |
|
Reduce the number of trips
taken to the help desk |
Using the FIRST system will
assist in the exchange of more
accurate information and payment of fees before a truck arrives at a gate |
Reduction in the number of
trouble tickets |
Review help desk log or
equivalent automated system data from before and after FIRST implementation |
|
Reduce the number of
unnecessary trips made by trucks |
Using the FIRST system will
reduce the number of unnecessary
trips made by trucks when trucker verifies that cargo container(s) are
available for pickup and delivery prior to trip to Port |
Reduction in the number of
unnecessary trips made by truck drivers The amount of trucks that
schedule pickups/ drop-offs through the FIRST system |
Review help desk log or
equivalent automated system data from before and after FIRST implementation Surveys and/or interviews
with trucking companies |
In order to conduct an effective evaluation of operational efficiency, the appropriate set of data and potential data sources must be identified and defined. Detailed data collection plans will be further developed to provide a specific scope of work for this evaluation. As the deployment activities progress, there may be variances in what is actually deployed versus what was planned. The Evaluation Team will monitor the progress of the deployment and be prepared to modify and adjust the data collection plan as necessary within the available resources.
Quantitative data will include observations and measurements of truck queue length, time in queue, time in terminal, and trips to the help desk. This data will be collected both from terminal system archived data and evaluation staff on-site field measurements. Additionally, time-series data, including number of web site user sessions (e.g, web trend statistics) to the FIRST web site and numbers of registered users of the FIRST system, will also be collected.
Qualitative information will be collected through interviews and surveys of FIRST users from the trucking and Port communities. These interviews will collect data on what the system was used for, how it worked, what the key issues were, how it could have been improved, did it meet expectations, etc. Based upon discussions with the Port Authority of New York/New Jersey, the Evaluation Team will focus their efforts on two terminals to be determined.
The air quality study is closely linked to the Intermodal Freight Operations Study since improvement in air quality is a direct benefit of reducing truck idling times and trips. The Air Quality Study will measure improvements in air quality through measuring current emissions from trucks entering the terminals and comparing the levels with trucks entering the terminals after implementing the FIRST system. As previously mentioned, it is expected that using the FIRST system will result in lower wait times for trucks trying to enter the terminal, and reduce unnecessary truck trips – all factors that are expected to result in reduced truck emissions at the Port.
There following goal of the FIRST project will be evaluated for the Air Quality Study:
The degree to which the identified goal is realized depends on the operational efficiency improvements made on the part of truck drivers and terminal operators at the Port of NY/NJ. Table A.4-2 summarizes the evaluation technical approach for the study goal, providing the hypotheses, measures of effectiveness (MOE), and data requirements.
Table A.4-2. Improvements in Air Quality Evaluation
Technical Approach
|
Goal |
Hypothesis |
MOE |
Data Sources or Requirements |
|
Reduce the amounts of
emissions caused by the trucks that utilize the Port of NY/NJ |
Using the FIRST system will
lead to a more efficient use of the Port facilities by trucks which will
result in measurable air quality improvements |
Reductions in emissions
(CO, PM-10, and NOx) Systems Operational
Performance Study metrics of truck wait time reduction, and truck trip
reductions Reduction in vehicle miles
traveled (VMT) |
System Performance Study
results for truck wait time reduction, and truck trip reductions EPA air quality analysis
approved tables and/or models for truck movements |
The analysis of air quality will use some of the data collected for the Intermodal Freight Operational Study. Specifically, data collected will employ measurements of vehicle idling times (both at the terminal gate and trouble area) and trip reductions. These values will be processed through accepted mobile source emissions tables and models.
For the purpose of this study the emission standards will be limited to heavy-duty diesel vehicles. For example, a simple look-up table such as those presented in EPA publication EPA420-F-98-014 will be used to translate observed reductions in idling times into estimated reductions in Volatile Organic Compounds (VOC), Carbon Monoxide (CO), Oxides of Nitrogen (NOx), and Particulate Matter (PM).
A slightly more complicated approach may be necessary to determine the impacts of trip reductions on emissions. One or more representative trip chains may be modeled using an analysis model such as the EPA MOBILE (5 or 6) analysis model, or derived from previous studies as appropriate.
The Customer Satisfaction Study will focus on the perceived level of satisfaction by trucking companies and terminal operators as a result of how the FIRST system meets their information needs. One of the expected outcomes of FIRST implementation and use is improved customer satisfaction with the Port of NY/NJ because of the anticipated increase in efficiency at the terminal gates. Trucking companies and terminal operators will have advanced knowledge of information that is important for them to do their jobs efficiently and will be able to exchange information and be aware of fees ahead of time. It is also expected that the level of market penetration to Port customers will increase as FIRST becomes better known in the region as a provider of useful and timely Port related information.
There following two goals of the FIRST project will be evaluated for the Customer Satisfaction Study:
· Improve customer satisfaction with the Port of NY/NJ by using the FIRST system
· Reach a significant level of market penetration for the FIRST system
Table A.4-3 summarizes the evaluation technical approach for each study goal, providing the hypotheses, measures of effectiveness (MOE), and data requirements.
Table A.4-3. Customer Satisfaction Evaluation Approach
|
Goal |
Hypothesis |
MOE |
Data Sources or Requirements |
|
To provide
timely, useful, and accurate Port-related information to FIRST users |
Users will find
the FIRST system to be a valuable aid for logistics or transportation
management and that it is worth the cost or time involved in using the system |
User-perceived system
benefits User-perceived
system costs |
User
interviews, surveys, or focus groups |
|
Realize a
significant and increasing level of market penetration for FIRST |
Over time a
significant and increasing number of trucking companies will be using the
FIRST system |
Number of users
of the FIRST system over time divided by number of users of the SEA LINK®
system over time, and adjusted for market penetration conditions of FIRST
users compared to SEA LINK users |
FIRST Monthly
membership statistics SEA LINK®
Monthly membership statistics |
|
Assess ability to use ITS
data. |
Customers will use the ITS
data as part of their decision-making processes. Users will find the ITS
data to be accessible, accurate, and secure. |
User-stated integration of
ITS data into operations. User perceptions regarding
ease of use. User-perceived change in
quality/ accuracy of data. User-perceptions regarding
data security. User-stated priorities
among system capabilities. User-stated ideas for
system enhancements. |
User interviews, surveys,
or focus groups. |
The major focus for the Customer Satisfaction Study is toward the trucking companies. Particular attention will be given to the subjective perception of benefits derived from the reception of integrated information, the ability to schedule pick-ups/drop-offs, and the ability to access information via the FIRST web site before trucks arrive at the gate.
Customer satisfaction will primarily be gauged through surveying the trucking companies and terminal operators on their perceived benefits in using the FIRST system and any increases in operational efficiency. Additionally, customer satisfaction will also be gauged through interviews with FIRST users among local brokers, freight-forwarders and shippers.
Another measure of customer satisfaction will be continued use of the FIRST system and the level of market penetration among Port customers. This can be assessed quantitatively over time by taking the number of registered users of the FIRST system and dividing this by the number of users of the SEA LINK® System over time.[2] The resulting number here will provide a snapshot in time of the level of market penetration of FIRST at the Port, since all Port terminal trucks must be registered SEA LINK® users. This number will be assessed at regular intervals, so that market penetration can be tracked over time.
Following is an organizational overview for team members involved in conducting this evaluation as presented in Table A.5-1. Note that the SAIC Project Manager, Mark Jensen, reports directly to both the Task Manager at USDOT for this effort, Mike Onder, as well as to the USDOT ITS Joint Program Office IPAS Contract COTR, Dr. Joseph Peters. Karen Tobia of the Port Authority of NY/NJ is the FIRST Project Manager, and will serve as the primary Deployment Point-of-Contact to the Evaluation Team on this effort.
Table A.5-1. FIRST Evaluation Project Organization
Role
|
Personnel
|
|
USDOT Evaluation Oversight |
Mike Onder – FHWA Office of Freight Ops. (Task Mgr.) Joseph Peters – USDOT-JPO (IPAS Contract COTR) |
|
FIRST
Deployment POC |
Karen Tobia – Port of NY-NJ (FIRST Project Manager) |
|
Evaluation
Team Management |
Mark Jensen – SAIC (Project Manager) Mark Carter – SAIC (National Coordination Support) |
|
Analysis
& Support |
Aaron Newton – SAIC (Primary Analyst) Andy Matuson – SAIC (Data Collection Technician) Mark Carter – SAIC (Air Quality Assessment) |
Following are the evaluation project deliverables:
· Draft Evaluation Detailed Test Plans – Following the completion of the Evaluation Plan, where appropriate, Detailed Test Plan(s) will be developed to support the evaluation study areas. This document will be the result of a draft review process with input from both the USDOT and the local project partners. This document is presented in Section B of this report.
· Interim Results Summary-Level Briefing Document – this document will provide a set of preliminary results-to-date for the evaluation (PowerPoint slide format)
· Evaluation Final Report – This will be the comprehensive final Report that will document both the methodology and the detailed results of the FIRST evaluation. This Report will consist of six major sections: an Executive Summary, an Introduction section, a Methodology section, a Results section, a Conclusions Section and a Recommendations section.
· End of Evaluation Briefing – The Evaluation Team will provide a presentation for interested parties of the USDOT, the FIRST Project Team, the I-95 Corridor Coalition, and others on the findings from the evaluation.
The Evaluation Schedule is provided in Table A.5-2. The major deliverables are discussed above in Section A.5.2. Please note that this evaluation schedule is still under review and may be modified in the future based on USDOT and FIRST Project Team inputs.
Table A.5-2. Evaluation Schedule
|
Date |
Milestone or Deliverable |
|
31 May 2001 |
Draft Evaluation Plan |
|
May 2002 |
Individual Test Plans |
|
August 2001 to December 2002 |
Evaluation Data Collection and Analysis
Activities |
|
August 2002 |
Interim Results Preliminary Briefing
Document |
|
November 2002 |
Draft Evaluation Report |
|
January 2003 |
Final Evaluation Report |
|
January 2003 |
End of Evaluation Briefing |
The purpose of the Freight Information Real-time System for Transport (FIRST) Detailed Test Plans document is to expand upon the three evaluation components presented in the Freight Information Real-time System for Transport (FIRST) Final Evaluation Plan. These components consist of Intermodal Freight Operations, Air Quality, and Customer Satisfaction. This document defines the objective, approach, and work steps for each of these three evaluation components, and describes the planned schedule for the completion of the evaluation.
This Detailed Test Plans document contains more detailed information than is presented in the Evaluation Plan document concerning the specific technical and data collection approaches that are being implemented for this evaluation. The Evaluation Plan document contains significant project background and system description information, as well as a discussion of the management approaches being utilized by SAIC in this effort, and should be reviewed alongside this Detailed Test Plan document.
The succeeding portions of this document are organized as follows:
· Section B.2.0 Intermodal Freight Operations Test Plan. This section presents the evaluation activities that will be undertaken to measure the impact of the system on intermodal freight operations of the participating stakeholders.
· Section B.3.0 Air Quality Test Plan. This section presents the evaluation activities that will be undertaken to document the effectiveness of the deployed system upon air quality.
· Section B.4.0 Customer Satisfaction and Institutional Challenges Test Plan. This section describes the evaluation activities undertaken to document the activities that will be undertaken to measure the customer satisfaction of the participating companies.
· Section B.5.0 Project Schedule. This section presents the proposed schedule for the above defined evaluation activities.
The objective of this evaluation component is to measure the impact of FIRST on the operational efficiency of the terminal gate. This will include impacts on the time that trucks spend in queues waiting to enter the terminal, the number of trips taken to the help desk, and the number of unnecessary trips taken by truck drivers.
The overall freight system impacts will be evaluated by identifying the changes in operations and information flow between the pre-test and test conditions associated with the deploying the FIRST system. This will require extensive data collection activities to be performed by the evaluation team to ensure that pre- and post-data are collected at the appropriate time and in a consistent manner among participants and between time periods.
A major emphasis of this evaluation will be to measure queue lengths outside the Marine Terminal gates. This is critical because the changes to and/or impacts on the local intermodal truck driver (the “drayman”) wait time will evaluate the effects of the FIRST system. Understanding where the freight system is impacted and what those impacts translate into as far as reduced business costs and increased utilization is critical to this effort.
The three main objectives the FIRST project related to system performance that will be measured here are:
· Time trucks spend in queues waiting to enter the terminal.
· Number of trips taken to the help desk.
· Number of unnecessary trips taken by truck drivers.
Table B.2-1 summarizes technical approach proposed to address these objectives and presents the goals, hypotheses, measures of effectiveness (MOE), data requirements, and analysis approaches. There are multiple references to stakeholder interviews as key data sources for each of the study areas – in the practice of conducting this evaluation, these questions will be combined into three sets of stakeholder interview questionnaires (before, during, and after) which will be designed to respond to question sets across the three evaluation study areas.
The first set will be the pre-test interviews to collect data on existing operations. The second set will be conducted with selected participants over the course of the test to document experiences and reactions in real time. This will be combined with a select number of site visits to conduct studies to measure queue times and lengths. The third set of interviews will be conducted with each participant at the end of the evaluation period to collect data on overall performance of the system.
The intermodal freight operations are outlined to show the differences with and without FIRST in the following Figures B.2-1 and B.2-2, respectively. The red text and boxes in Figure B.2-1 indicates the processes a drayman would incur if a “trouble ticket’ were issued. The green text and boxes in Figure B.2-1 indicate a successful trip without incident. The green boxes with green text in Figure B.2-2 indicate the steps taken with the FIRST system that will result in a successful trip and eliminate the potential for the drayman to receive a “trouble ticket.” The process charts are not all-inclusive, but are merely meant to provide an overview of how implementing the FIRST system could change the current intermodal operations of system users.
Table B.2-1. Intermodal Freight Operations Technical Approach
|
Goal |
Hypothesis |
MOE |
Data Sources or Requirements |
Analysis |
|
Reduce the amount of time trucks spend in queues at terminal gate
approaches |
Using the FIRST system will reduce truck wait times at the terminal
gate |
Change in queue length at the gate Change in wait time Change in processing time at the gate |
Field measurements of queue length and time in queue (before and
after FIRST) Terminal gate operational statistical data generated by terminal
facility systems and provided to FIRST Survey of terminal operators regarding reductions in truck processing
time due to FIRST system use Survey of trucking companies regarding perception of overall wait
time reductions |
Compare queue data collected at Marine Terminals, with and without
the FIRST system Comparison of survey/ interview findings |
|
Reduce the number of trips taken to the help desk |
Using the FIRST system will assist in the exchange of information and
payment of fees before a truck arrives at a gate |
Reduction in the number of trouble tickets |
Review help desk log or equivalent automated system data from before
and after FIRST implementation |
Compare data provided by Marine Terminals regarding the number of
trouble tickets, with and without FIRST Comparison of survey/ interview findings |
|
Reduce the number of unnecessary trips made by trucks |
Using the FIRST system will reduce
the number of unnecessary trips made by trucks when trucker verifies
that cargo container(s) are available for pickup and delivery prior
to trip to Port |
Reduction in the number of unnecessary trips made by truck drivers The amount of trucks that schedule pickups/ drop-offs through the
FIRST system |
Review help desk log or equivalent automated system data from before
and after FIRST implementation Surveys and/or interviews with trucking companies |
Compare data provided by Marine Terminals regarding the number of
trouble tickets, with and without FIRST Comparison of survey/ interview findings |
Drayman
picks up container and exits Marine Terminal for Delivery
Figure B.2-2.
Intermodal Freight Operations Evaluation Approach Process Chart
of Drayage Operations with FIRST
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The following work steps will be implemented to support this technical approach:
· Establish a data collection methodology based upon interaction with the participating Marine Terminals. The PANYNJ has recruited the private sector participants. The Evaluation Team will work and coordinate with the PANYNJ private sector participants on the pre- and during deployment data collection efforts. A protocol for communicating and coordinating will be an important first tool. This protocol will consist of pre- and during data collection activities representing a varied group of data collection tools.
· Develop data collection tools. The evaluation team will visit the Marine Terminals to develop a set of data collection tools. These tools will be developed to address the different components and time periods within this evaluation. These will consist of specific data logs to measure and record queue length and time, which will be developed to collect more quantitative data items. Relationships will be formed with the Marine Terminal operators to collect data from their private systems regarding trouble tickets and trips to the help desk. Focused interview guides and surveys for each group of participants will be used to collect information regarding the system from a larger group of users. Each of these tools will be appropriately modified for pre- and during data collection efforts. Data collection tools developed to date consists of pre- and during deployment queue measurement techniques and during deployment telephone interview guides and surveys. These interview guides and surveys are provided in Appendix A.
· Marine Terminal pre-deployment interview process. This is an important activity that will enable requests to be made of the participants regarding what data they may be capable and willing to collect during the operational test. At this time, the Evaluation Team will refine and/or develop new data collection tools based on the data items participants are willing and able to monitor.
· Develop ongoing data collection mechanisms to periodically collect input from the participants. Based on the types of data collection tools developed and distributed, the evaluation team will monitor the participants over the course of the operational test, collecting data on an established schedule. The specific tools for this set of activities consist of the phone interviews and site visits to conduct queue data collection data.
· During the test period the participants will be contacted to discuss their successes and experiences with the FIRST system. This will be a mixture of quantitative and qualitative data based on the data collected by the participant over the course of the test. This will consist of a mix of personal interviews and telephone interviews.
· Collect field data for truck delays at terminal gates. Collect data on-site for one-week at each terminal measuring truck delays in advance of the terminal gate. Data to be collected for both “before” and “after” periods.
· Collect the data from the Marine Terminal management systems. Collect terminal management system output data from the two selected private terminals to provide information such at time in terminal, number of trouble tickets, etc. Data to be collected for both “before” and “after” periods.
· Summarize and analyze the data. The qualitative and quantitative data will be summarized and analyzed to document the key findings. The data will be organized around the goals and objectives identified in the preceding Table B.2-1.
Figure B.2-3.
Methods for Queue Length/ Trouble Ticket Study
·
Coordinate
on-site data collection with Marine Terminals through initial interview process
after becoming a FIRST data provider.
·
Data collection
team will conduct on-site queue measurement during operating hours of the
participating marine terminals for the period of one-week.
·
Interview Marine
Terminal contacts daily to determine operating variables affecting the queue
length on a give day so that these may be noted in the log book.
·
Obtain system
reports from Marine Terminals currently supplying information to the FIRST
system, documenting data concerning Trouble Tickets.
·
Questionnaire/
interview draymen about their perceptions of reduced port congestion during
queue data collection.
·
Randomly sample
containers and measure distance and time from the end of the queue to the
terminal interchange. One data collection technician will be located at the end
of the queue and the other at the interchange, both with access to constant
radio communication.
The objectives for the Air Quality Study are to estimate improved air quality through reduction in vehicle idling times and fewer wasted truck trips.
The Air Quality Study is closely linked to the Intermodal Freight Operations Study since improvement in air quality is a direct benefit of reducing truck idling times and trips. The Air Quality Study will estimate improvements in air quality through measuring queue data and terminals after implementing the FIRST system. As previously mentioned, it is expected that using the FIRST system will result in lower wait times for trucks trying to enter the terminal, and reduce unnecessary truck trips – all factors that are expected to result in reduced truck emissions at the Port.
The degree to which the identified goal is realized depends on the operational efficiency improvements made on the part of truck drivers and terminal operators at the Port of NY/NJ. Table B.3-1 summarizes the evaluation technical approach for the study goal, providing the hypotheses, measures of effectiveness (MOE), data requirements, and analysis.
Table B.3-1. Improvements in Air Quality Evaluation Technical Approach
|
Goal |
Hypothesis |
MOE |
Data Sources or Requirements |
Analysis |
|
Reduce
the amounts of emissions caused by the trucks that utilize the Port of NY/NJ |
Using
the FIRST system will lead to a more efficient use of the Port facilities by
trucks, which will result in measurable air quality improvements |
Reductions
in emissions (CO, PM-10, and NOx) Systems
Operational Performance Study metrics of truck wait time reduction, and truck
trip reductions Reduction
in VMT's |
System
Performance Study results for truck wait time reduction, and truck trip
reductions EPA
air quality analysis approved tables and/or models for truck movements |
Comparing
data collected in the Intermodal Freight Operations Test Plan regarding
reduced wait time and trouble tickets, then applying the reduced wait times
to an accepted EPA analysis methodology to estimate improved air quality
through reduced idling times. |
The analysis of air quality will use some of the data collected for the Intermodal Freight Operational Study. Specifically, data collected will employ measurements of vehicle idling times (both at the terminal gate and trouble area) and trip reductions. These values will be processed through accepted mobile source emissions tables and models.
For the purpose of this study the emission standards will be limited to heavy-duty diesel vehicles. For example, a simple look-up table such as those presented in EPA publication EPA420-F-98-will be used to translate observed reductions in idling times into estimated reductions in Volatile Organic Compounds (VOC), Carbon Monoxide (CO), Oxides of Nitrogen (NOx), and Particulate Matter (PM).
A slightly more complicated approach may be necessary to determine the impacts of trip reductions on emissions. One or more representative trip chains may be modeled using an analysis model such as the EPA MOBILE (5 or 6) analysis model, or derived from previous studies as appropriate
The following work steps will be implemented to support this technical approach:
· Establish and use data collection protocol. Identify and use data collection protocol for queue data collection under the test plan for the intermodal freight operations.
· Review queue data collected as part of the intermodal freight operations test plan. This data will be reviewed and used as appropriate for air quality modeling.
· Conduct interviews. In combination with the Customer Satisfaction Study, interview Dispatchers and Truckers for additional information regarding truck wait times and wasted truck trips.
· Apply air quality analysis model. This will allow truck idling and truck trip reduction data to be converted into air quality reduction estimates. Approved EPA models such as the EPA420-F-98-014 look-up table and/or the EPA Mobile (5 or 6) analysis model will be used.
· Summarize and analyze data. The quantitative data from the intermodal freight operations test plan, derived statistics, along with qualitative data from the Marine Terminals (Trouble Tickets) and the Customer Satisfaction Study, will be analyzed and summarized to document the key findings. The data will be organized around the assessments identified in Table B.3-1.
The objective of this evaluation test plan is to document the level of satisfaction of the participants with the performance of the FIRST system.
The approach for the Customer Satisfaction Test Plan will be to collect data from the participants and deployers to summarize their perceptions, experiences, level of satisfaction, and any issues that had to be overcome. The data collection activities will be coordinated with those defined for the intermodal operations test plan to maximize the time spent with the participants. Specifically, the interview guides and surveys will be designed to collect data on operational impacts and levels of customer satisfaction. In addition, data will be collected from the deployers of the system to document any issues associated with the deployment activities, including any ongoing troubleshooting required over the test period.
The data collection activities will consist of pre- and during interviews with the participants in the test. This will consist of the system users -- trucking companies, brokers, freight forwarders, shippers, as well as the terminal operators.
The customer satisfaction evaluation will have a major focus on the users (trucking companies, brokers, etc.). Particular attention will be given to the subjective perception of the benefits and performance of the systems to better coordinate daily activities and more timely dissemination of information. The customer satisfaction lessons learned evaluation will focus on the degree to which the transportation and information needs of “customers” are met by the FIRST system.
Table B.4-1 summarizes the evaluation approach for the customer satisfaction test plan. Figure B.4-1 illustrates the types of questions that will be answered by the data collection activities.
Table B.4-1. Customer Satisfaction Technical Approach
|
Objective |
Hypothesis |
MOE |
Data Sources or Requirements |
Analysis |
|
To provide timely, useful, and accurate Port-related information
to FIRST users. |
Users will find the FIRST system to be a valuable aid for
logistics or transportation management and that it is worth the cost or time
involved in using the system. |
User-perceived system benefits User-perceived system costs |
User interviews, surveys, or focus groups |
Assessment
of survey/ interview findings |
|
Realize a significant and increasing level of market penetration
for FIRST. |
Over time a significant and increasing number of trucking
companies will be using the FIRST system. |
Number of users of the FIRST system over time divided by number
of users of the SEA LINK® system over time, and adjusted for market
penetration conditions of FIRST users compared to SEA LINK users |
FIRST Monthly membership statistics SEA LINK® Monthly membership statistics |
Assessment
of survey/ interview findings |
|
Assess
ability to use ITS data. |
Customers
will use the ITS data as part of their decision-making processes. Users will find the ITS data to be accessible,
accurate, and secure. |
User-stated
integration of ITS data into operations. User perceptions regarding ease of use. User-perceived
change in quality/ accuracy of data. User-perceptions
regarding data security. User-stated
priorities among system capabilities. User-stated
ideas for system enhancements. |
User
interviews, surveys, or focus groups. |
Assessment
of survey/ interview findings |
The Customer Satisfaction Study will focus on the enhanced level of satisfaction perceived by the truck drivers and terminal operators as a result of how the FIRST system meets their information needs. One of the expected outcomes of FIRST implementation and use is improved customer satisfaction with the Port of NY/NJ because of the anticipated increase in efficiency at the terminal gates. Trucking companies and terminal operators will have advanced knowledge of information that is important for them to do their jobs efficiently and will be able to exchange information and be aware of fees ahead of time. It is also expected that the level of market penetration to Port customers will increase as FIRST becomes better known in the region as a provider of useful and timely Port related information.
The following work steps will be implemented to support this technical approach:
· Coordinate data collection activities. Coordinate data collection activities with the intermodal freight system operations test plan. The data collection activities defined in the intermodal test plan described in Section 2.0 will support many of the data needs of this test. As such, some of the work steps defined below duplicate those defined above.
· Identify contacts to be interviewed and/or surveyed in support of this test plan. The test participants will provide inputs to this evaluation effort
· Develop data collection tools. Interview guides and survey forms will be developed to collect the necessary data from participants and deployers. The data collection instruments already developed (provided in Appendix A) addresses many of the data items that will be required.
· Develop data collection mechanisms to periodically collect input from the participants. Based on the types of data collection tools developed and distributed, the evaluation team will monitor the participants over the course of the operational test, collecting data on an established schedule. The specific tools for this set of activities consist of the survey forms already developed and a limited number of site visits to collect data on perceptions of improved intermodal operations by users.
· Contact participants during the test period to discuss their successes and experiences with the FIRST system. This will be a mixture of quantitative and qualitative data based on the data collected by the participant over the course of the test. This will consist of a mix of personal interviews and telephone interviews.
· Compare market saturation. With data provided by PANYNJ, compare the number of registered users using FIRST to the number of registered users using the SEA LINK system over time.
· Summarize and analyze the data. The qualitative and quantitative (where available) data will be summarized and analyzed to document the key find
