Prioritization of Freight Investment Projects (2019) / Chapter Skim
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35 A P P E N D I X A Matrix of Factors Discussed in Freight Prioritization by Information Source
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Potential Factors Literature Review Survey Case Examples Assets owned State-owned assets that are involved in freight movement, including roads, rail lines, ships and seaports, aviation, and intermodal connectivity facilities Forty-one respondents from the survey answered a question on freight asset ownership. Findings indicate that an average of 35% of freight assets are owned by states, including the asset categories of airports, seaports, rail, and inland ports.
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Thirty-nine respondents answered questions on methods for general freight project prioritization. The highest marks for critical importance of method used went to "performance measures analysis" at 62%, "project readiness scores" at 62%, and "datadriven current and future freight deficiency analysis" at 54%.
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As a barrier to effective freight project prioritization, 24% thought that lack of staff resources is a somewhat significant barrier, 16% thought that it is a very significant barrier, and 59% thought that it was not a significant barrier at all. Project evaluation -- research for the development and implementation of performance measures to evaluate effectiveness, efficiencies, and performance Of 40 respondents to a question on the importance of freight data in freight project prioritization and evaluation, 63% agreed that it was necessary to improve freight project prioritization processes; and 45% thought that it would help to develop a broader multimodal project selection framework.
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Agency organization While many agencies reported that they have the flexibility and independence to implement new freight project prioritization methods and strategies (66%) , they also indicated that they sometimes do not have the necessary information to effectively measure performance and prioritize freight projects (42%–58%)
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Urban land use Projects were already dedicated to long-haul freight use. As a factor in freight project prioritization, 68% of respondents indicated that urban land use is somewhat important, 24% indicated that it is critical, 5% indicated that it is not important at all, and 3% indicated that they don't know.
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Partnerships in the decision-making process As a method, cooperative and coordinated freight partnerships were rated as somewhat important by 59% of respondents, with 23% finding them critical, and 18% finding them not important at all. As a resource barrier, lack of coordinated scheduling of cost and benefit assessments across freight stakeholders was rated as not significant at all by 33% of respondents, somewhat significant by 39%, and very significant by 28%.
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Private industry On the question of barriers to freight planning processes, 53% of respondents felt that gathering the needs assessment inputs from the private sector was a somewhat significant barrier to the freight planning process, while 21% found that it was a significant barrier, and 26% found it was not a significant barrier. Private industry does not play much of a role in the decision-making process but is represented by members on the technical advisory committees and freight advisory committees.
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Qualitative vs. quantitative balance There is a nice mix of qualitative vs.
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Data sources and gaps According to survey respondents, private data sources with types of data that include commodities (63%) , capital investment (45%)
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