Freight Facts and Figures 2013
Table 3-13. Performance Measurements for Selected Corridors: July-December 2012
The Federal Highway Administration (FHWA's) Freight Performance Measurement (FPM) Program monitors performance on corridors that have the heaviest freight volumes. Performance measurements for selected highway corridors are shown here. This information is beneficial in understanding freight performance on these corridors and identifying areas in need of operational and capital improvements.
Table 3-13
| Corridor | Average Speed | Peak Period Average Speed | Non-Peak Period Average Speed | Non-Peak/Peak Ratio | Buffer Index |
|---|---|---|---|---|---|
| I-5: Medford, OR to Seattle | 56.24 | 55.05 | 57.25 | 1.04 | 30.10 |
| I-5/CA 99: Sacramento to Los Angeles | 55.90 | 55.46 | 56.30 | 1.02 | 25.86 |
| I-10: Los Angeles to Tucson | 59.50 | 58.60 | 60.18 | 1.03 | 19.17 |
| I-10: Pensacola to I-75 | 63.87 | 63.90 | 63.85 | 1.00 | 4.74 |
| I-10: San Antonio to New Orleans | 61.54 | 60.60 | 62.34 | 1.03 | 23.20 |
| I-30: Little Rock to Dallas | 62.61 | 62.15 | 62.96 | 1.01 | 13.18 |
| I-35: Laredo to Oklahoma City | 61.41 | 60.25 | 62.25 | 1.03 | 20.09 |
| I-40: Knoxville to Little Rock | 62.25 | 61.98 | 62.48 | 1.01 | 15.50 |
| I-40: Oklahoma City to Flagstaff | 64.00 | 63.96 | 64.05 | 1.00 | 9.53 |
| I-40: Raleigh to Asheville | 62.37 | 62.03 | 62.61 | 1.01 | 9.80 |
| I-55/I-39/I-94: St. Louis to Minneapolis | 62.38 | 62.12 | 62.62 | 1.01 | 10.19 |
| I-57/I-74: I-24 (IL) to I-55 (IL) | 62.69 | 62.72 | 62.68 | 1.00 | 10.68 |
| I-65/I-24: Chattanooga to Nashville to Chicago | 61.10 | 60.48 | 61.58 | 1.02 | 20.68 |
| I-70: Kansas City to Columbus | 61.86 | 61.57 | 62.07 | 1.01 | 14.67 |
| I-75: Lexington to Detroit | 60.80 | 60.18 | 61.30 | 1.02 | 20.88 |
| I-75: Tampa to Knoxville | 62.45 | 61.74 | 62.93 | 1.02 | 13.81 |
| I-78/I-76: New York to Pittsburgh | 59.82 | 59.35 | 60.18 | 1.01 | 14.57 |
| I-80: Chicago to I-76 (CO/NE border) | 63.15 | 63.07 | 63.21 | 1.00 | 10.79 |
| I-80: Cleveland to Chicago | 62.44 | 62.46 | 62.43 | 1.00 | 10.54 |
| I-80: New York to Cleveland | 60.87 | 60.26 | 61.33 | 1.02 | 16.65 |
| I-81: Harrisburg to I-40 (Knoxville) | 62.43 | 62.38 | 62.48 | 1.00 | 10.34 |
| I-84: Boise to I-86 | 62.72 | 62.54 | 62.85 | 1.00 | 6.34 |
| I-94: Chicago to Detroit | 60.47 | 60.12 | 60.77 | 1.01 | 8.39 |
| I-95: Miami to I-26 (SC) | 62.59 | 61.98 | 63.05 | 1.02 | 15.29 |
| I-95: Richmond to New Haven | 55.04 | 52.57 | 56.62 | 1.08 | 48.35 |
Notes:
For this table, reliability is expressed as a Buffer Index. The Buffer Index represents the extra buffer time (or time cushion) that most drivers add to their average travel time when planning trips to ensure on-time arrival. This extra time is added to account for any unexpected delay. The buffer index is expressed as a percentage and its value increases as reliability gets worse. This formulation of the buffer index uses a 95th percentile travel time to represent a near-worst case travel time. It represents the extra time a traveler should allow to arrive on-time for 95 percent of all trips. A simple analogy is that a driver who uses a 95 percent reliability indicator would be late only one weekday per month. The reliability measure is most meaningful when applied to an actual trip or segment. As it is applied to entire corridor in this table, the reliability calculation is applied to segments and then averaged for the corridor. The Buffer Index derived is not so much an actual percent that one would apply to determine reliability at any point on the corridor. Instead, it should be used in this case as an overall indicator of performance.
Source:
U.S. Department of Transportation, Federal Highway Administration, Office of Freight Management and Operations, Freight Performance Measurement Program, special tabulation, 2013.
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