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From page 35... ... 35 C H A P T E R 4 4.1 Assessing Multimodal Options The routing of an OSOW load is based on a variety of factors including origin and destination, weight and dimensions, state regulations, construction, modal access, cost, trip length, load time sensitivity, and infrastructure constraints. The research team consulted with shippers, carriers, and forwarders or brokers to identify when routing decisions are made, the decision makers involved, and the key considerations for mode and route choice. Read the entire page →
From page 36... ... 36 Multi-State, Multimodal, Oversize/Overweight Transportation not be competitive, therefore it provided its expertise to build a relationship with the organizer and save the cost of the quote. Consultations with carriers of all modes, shippers, and brokers revealed significant knowledge about competing modes, including rules of thumb for when each mode is competitive and the advantages and disadvantages of each mode. Read the entire page →
From page 37... ... Multimodal Options and Modal Competitiveness 37 • Loaded dimensions, and • Regulations encountered along the route (and the impact of these regulations on cost) Read the entire page →
From page 38... ... 38 Multi-State, Multimodal, Oversize/Overweight Transportation Modal Access Rail and marine transportation require an access point such as a rail spur, siding, dock, or waterway access point at the origin, destination, or along the route. Modal access changes modal competitiveness due to the cost of transloading and the cost of using another mode to make up for limited access to a load's origin and/or destination. Read the entire page →
From page 39... ... Multimodal Options and Modal Competitiveness 39 only 1.2% of the total roadway network.3 Similarly, Figure 4-4 displays Class 1 railroads, which represent 69% of the U.S. rail network.4 The marine highway and inland waterway system in Figure 4-4 covers most of the water routes, which leaves much of the United States far from waterway access.5 The density of the road, rail, and waterway networks shown in Figure 4-4, representing 1.2%, 69%, and 100% respectively, displays the differences in modal access. Read the entire page →
From page 40... ... 40 Multi-State, Multimodal, Oversize/Overweight Transportation Waterway Connection During consultations for this study, ports, shippers, and carriers raised concerns about the connection of the waterways to OSOW generating and receiving facilities. For ports, many of which are surrounded by cities, the key challenge is identifying and protecting corridors that provide access for OSOW carriers. Read the entire page →
From page 41... ... Multimodal Options and Modal Competitiveness 41 connections to weigh the multimodal options and organize the movement of these loads on behalf of the shipper or buyer. Road Road transportation is different from rail and waterway because of the number of different jurisdictions that can regulate the movement of OSOW loads (as distinct from rail and marine that are largely federally regulated) Read the entire page →
From page 42... ... 42 Multi-State, Multimodal, Oversize/Overweight Transportation postings, and road closures are a variable and must be verified before using the route listed on a permit. Consultations with carriers identified various gaps for each type of information, but were generally focused on easy access to information and communication when requirements or restrictions have changed. Read the entire page →
From page 43... ... Multimodal Options and Modal Competitiveness 43 not connected to rail or waterway. Shippers noted that the ease of moving freight by truck had a distinct advantage and that they are willing to pay a premium for road transportation rather than use an alternative mode. Read the entire page →
From page 44... ... 44 Multi-State, Multimodal, Oversize/Overweight Transportation unique to OSOW trucking; a loaded 80,000 lb truck is able to carry approximately 40,000 lbs to 45,000 lbs. Weight impacts OSOW transportation in two ways. Read the entire page →
From page 45... ... Multimodal Options and Modal Competitiveness 45 increased weight or trailer length could trigger other regulations, such as extra escorts or hours of travel regulations. Additional regulations depend on the weight and dimensions of the load as well as the states where the load is operating. Read the entire page →
From page 46... ... 46 Multi-State, Multimodal, Oversize/Overweight Transportation Figure 4-8 displays the steps and the recommended timeline for those steps according to BNSF. Other railroads have similar steps and timelines for the shipment of dimensional loads. Read the entire page →
From page 47... ... Multimodal Options and Modal Competitiveness 47 lift lines over roadways, usually when a load exceeds a loaded height of 15 ft. Utility involvement increases significantly as the load reaches a height of 16 ft because of the lines that the load encounters. Read the entire page →
From page 48... ... 48 Multi-State, Multimodal, Oversize/Overweight Transportation Operationally, single OSOW shipments encounter greater travel time variability with rail rather than trucks. This is because railroads prioritize fluidity within their network over dimensional moves. Read the entire page →
From page 49... ... Multimodal Options and Modal Competitiveness 49 movement of superloads and megaloads, specifically those that are restricted from rail and road transportation or would be very costly due to restrictions and the involvement of third parties such as utilities. 4.4.1 Competitive Advantages The primary competitive advantage for the waterway shipments of OSOW freight is the unrestricted infrastructure it provides to move the largest OSOW loads. Read the entire page →
From page 50... ... 50 Multi-State, Multimodal, Oversize/Overweight Transportation loads are trucked to the closest waterway, loaded onto a barge or U.S. flagged vessel, then transited to the final destination or the closest offload point to the destination and trucked again. Read the entire page →
From page 51... ... Multimodal Options and Modal Competitiveness 51 Nebraska to Virginia by the Port of Houston Waterways are the most competitive in the transportation of very large loads that are too wide for rail and too high or heavy for roadway. This case study provides an example of a shipper exploring its modal options for a very large load. Read the entire page →

From page 35...

... 35 C H A P T E R 4 4.1 Assessing Multimodal Options The routing of an OSOW load is based on a variety of factors including origin and destination, weight and dimensions, state regulations, construction, modal access, cost, trip length, load time sensitivity, and infrastructure constraints. The research team consulted with shippers, carriers, and forwarders or brokers to identify when routing decisions are made, the decision makers involved, and the key considerations for mode and route choice.