Jun 1, 2009 - ANNUAL FSP ASSISTS ON SR-91 BY ASSISTED VEHICLE TYPES ...... Automotive Service Certification (ASE) certified within 5 years of bid ...
LOS ANGELES COUNTY METRO BIG RIG FREEWAY SERVICE PATROL EVALUATION FOR INTERSTATE 710 & STATE ROUTE 91 IN LOS ANGELES Prepared for: Los Angeles Metropolitan Transportation Authority
Attention:
John Takahashi
Motorist Services Program Administrator Los Angeles County Metropolitan Transportation Authority One Gateway Plaza Los Angeles, CA 90012-2952
Prepared by:
JUNE 1, 2009
8950 Cal Center Drive, Suite 340 Sacramento, CA 95826-3225 (916) 368-2000 www.dksassociates.com
TABLE OF CONTENTS INTRODUCTION 1 LIGHT DUTY FREEWAY SERVICE PATROL ON INTERSTATE 710 ............................................................................ 3 LIGHT DUTY FREEWAY SERVICE PATROL ON STATE ROUTE 91 ........................................................................... 6 BIG RIG FREEWAY SERVICE PATROL ON INTERSTATE 710.................................................................................. 9 COST EFFECTIVENESS OF BIG RIG FSP ALTERNATIVES.................................................................................... 17 RECOMMENDATIONS ...................................................................................................................................... 30 REFERENCES & DATA SOURCES ..................................................................................................................... 45
LIST OF TABLES TABLE 1
SERVICE HOURS AND NUMBER OF TOW TRUCKS, I-710 FSP BEATS (2007) ............................. 3
TABLE 2(A)
ANNUAL FSP ASSISTS ON I-710 BY ASSISTED VEHICLE TYPES (2007) .................................... 3
TABLE 2(B)
ANNUAL FSP ASSISTS ON I-710 BY ASSISTED VEHICLE TYPES FOR (2007, IN PERCENT) ........... 4
TABLE 3
FSP PERFORMANCE MEASURES AND COST EFFECTIVENESS FOR I-710 BEATS (2007) .............. 5
TABLE 4
SERVICE HOURS AND NUMBER OF TOW TRUCKS, SR-91 FSP BEATS (2007) ........................... 6
TABLE 5(A)
ANNUAL FSP ASSISTS ON SR-91 BY ASSISTED VEHICLE TYPES (2007) .................................. 6
TABLE 5(B)
ANNUAL FSP ASSISTS ON SR-91 BY ASSISTED VEHICLE TYPES FOR (2007, IN PERCENT) ......... 7
TABLE 6
FSP PERFORMANCE MEASURES AND COST EFFECTIVENESS (SR-91 BEATS, YEAR: 2007) ....... 7
TABLE 7
SERVICE HOURS AND NUMBER OF TOW TRUCKS, SR-91 FSP BEATS....................................... 8
TABLE 8(A)
ANNUAL FSP ASSISTS ON SR-91 BY ASSISTED VEHICLE TYPES ............................................. 8
TABLE 8(B)
ANNUAL FSP ASSISTS ON SR-91 BY ASSISTED VEHICLE TYPES FOR (IN PERCENT) .................. 8
TABLE 9
FSP PERFORMANCE MEASURES AND COST EFFECTIVENESS (SR-91 BEATS) ........................... 9
TABLE 10(A)
METRO OWNED BIG RIG FSP HEAVY DUTY TOW TRUCKS ....................................................... 9
TABLE 10(B)
BIG RIG FSP ANNUAL MILES DRIVEN ..................................................................................... 9
TABLE 11
HOURS OF OPERATION FOR I-710 BIG RIG FSP (2007) ......................................................... 11
TABLE 12
BIG RIG FSP ASSISTS ON I-710 (2007) BY VEHICLE CLASSIFICATION .................................... 13
TABLE 13
BIG RIG FSP ASSISTS ON I-710 (2007) BY PROBLEM TYPE AND VEHICLE CLASSIFICATION ..... 13
TABLE 14
DELAY SAVINGS AND COST EFFECTIVENESS FOR I-710 BIG RIG FSP PROGRAM .................... 16
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TABLE 16
FINANCING COSTS ESTIMATES FOR NEW HEAVY DUTY TOW TRUCK(S) ................................... 21
TABLE 15
DIRECT COSTS FOR I-710 AND SR-91 LIGHT DUTY FSP BEATS ............................................. 22
TABLE 17
DELAY SAVINGS AND COST EFFECTIVENESS FOR BIG RIG FSP ON I-710 ............................... 25
TABLE 18
DELAY SAVINGS AND COST EFFECTIVENESS FOR BIG RIG FSP ON SR-91 ............................. 26
TABLE 19
COST EFFECTIVENESS OF BIG RIG FSP ON I-710 WITH CONTRACTOR OWNED TOW’S ............. 27
TABLE 20
COST EFFECTIVENESS OF BIG RIG FSP ON SR-91 WITH CONTRACTOR OWNED TOW’S ........... 28
TABLE 21
COST EFFECTIVENESS OF BIG RIG FSP ON I-710 & SR-91 ................................................... 29
TABLE 22
TRUCK GROSS WEIGHTS FOR SPECIFIC TRUCK TYPES BY TRUCK-MILES TRAVELED ............... 32
LIST OF FIGURES
FIGURE 1
LOS ANGELES COUNTY METRO’S BIG RIG TWO TRUCK .......................................................... 10
FIGURE 2
TRAA VEHICLE IDENTIFICATION GUIDE ................................................................................. 14
FIGURE 3
INTERSTATE 710 TRUCK TRAFFIC (AS A PERCENT OF TOTAL TRAFFIC) ..................................... 18
FIGURE 4
STATE ROUTE 91 TRUCK TRAFFIC (AS A PERCENT OF TOTAL TRAFFIC) .................................... 19
APPENDICES APPENDIX 1
INPUT AND RESULTS EXCEL-WORKSHEETS FROM THE FREEWAY SERVICE PATROL EVALUATION (FSPE) MODEL FOR I-710 AND SR-91 LIGHT DUTY FSP BEATS
APPENDIX 2
BIG RIG FSP ASSIST FORM
APPENDIX 3
SUPPLEMENTAL EQUIPMENT AND TOOL LISTING FOR BIG RIG FSP TOW TRUCKS
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INTRODUCTION Freeway Service Patrol (FSP) is an incident management program designed to assist disabled vehicles along congested freeway segments and reduce non‐recurring congestion through quick detection and removal of freeway incidents. The FSP tow trucks reduce traffic congestion by efficiently getting disabled vehicles running again or by quickly removing those vehicles from the freeway. In California, the FSP program is funded through the local Prop C ‐ 25% sales tax and state highway funds and is jointly administered by the local Transportation Planning Organizations (MPOs), California Department of Transportation (Caltrans), and California Highway Patrol (CHP). There are thirteen existing FSP programs located in California’s major metropolitan areas. Currently, FSP operates on over 130 freeway sites ("beats") with 325 tow trucks serving over 1,500 state highway centerline miles. Generally, FSP programs use light duty tow trucks, which can only tow Class 1 vehicles weighing under 6,000 pounds gross vehicle weight (e.g., passenger vehicles, light trucks, minivans, full size pickups, sport Utility vehicles, and full size vans). Minimal assistance is provided for freeway incidents and breakdowns involving larger vehicles with a higher gross vehicle weight (GVW). Los Angeles County Metro FSP Program Background The FSP (light duty) program in Los Angeles County, also known as the Los Angeles County Metro FSP , is jointly managed and involves the Los Angeles County Metropolitan Transportation Authority (Metro), Caltrans, and CHP. The Los Angeles County Metro FSP program started in Los Angeles County in July 1991. With 145 tow trucks employed on 400+ miles of Los Angeles County freeways, assistance has been provided to over four million motorists since its inception. Big Rig FSP Program Background Building on the success of the FSP (light duty) program and in response to the unacceptably long big rig incident durations on Interstate 710 (I‐710), Metro worked jointly with Caltrans and CHP to institute a Big Rig FSP Pilot Project – a two‐year pilot project aimed at reducing incident response and clearance times for big rig related incidents, thus helping to ease congestion on I‐ 710 between the Ports and downtown Los Angeles. Launched in October 2005, the Big Rig FSP Pilot Program expanded the FSP program for the 18‐mile stretch of I‐710 between Ocean Boulevard in the City of Long Beach and the I‐710 & I‐5 interchange. The two heavy‐duty (Class D) tow trucks employed each have a towing capacity of up to 80,000 GVW.
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Prior to launching the Big Rig Pilot Program, Metro commissioned the University of California at Berkeley’s Institute of Transportation Studies (ITS) to perform a “pre‐demonstration” cost effectiveness evaluation to guard against the outside chance that the Pilot Program would prove less cost effective than anticipated. The findings were documented in the “Baseline Evaluation of the Freeway Service Patrol (FSP) I‐710 Big Rig Demonstration Program.” At that time, the costs were estimated at $2,990 per day, with user benefits were estimated at $14,651 per day. The resulting benefit‐to‐cost ratio was about 4.9:1. Since then, an unpublished mid‐ demonstration evaluation was performed by DKS Associates using the pre‐demonstration assumptions and model with updated 2006 traffic, accident, and FSP assist data. The findings were similar to the published pre‐demonstration findings with an overall benefit‐to‐cost ratio of 4.7:1. In mid 2007, DKS Associates performed preliminary post‐demonstration evaluation and shared the findings with Metro for decision making purposes. Fuel and user value of time inputs were updated and the delay savings model was recalibrated using 2007 traffic, accident and FSP assist data. The findings from the 2007 preliminary post‐demonstration analysis showed that previous delay savings and user benefits may have been underestimated. The overall benefit‐ to‐cost ratio from the 2007 preliminary post‐demonstration analysis was greater than 6:1. For these reasons, Metro continued the Big Rig FSP program. Further, Metro is interested in expanding its Big Rig FSP program to include the 9 mile stretch of State Route 91 (SR 91) between I‐710 and the Los Angeles / Orange County border. Upon completion of the two‐year Pilot Program, Metro retained DKS Associates to: • • •
Perform a cost effectiveness evaluation of the two‐year I‐710 Big Rig FSP Pilot Program Research the Big Rig FSP’s operational procedures and make recommendation for operational and service improvements Analyze the potential delay savings from expanding the Big Rig FSP program to include a Big Rig FSP Beat on State Route 91 between I‐710 and the Los Angeles/Orange County border.
Report Format This report documents the findings from the above‐summarized work efforts. Existing light duty FSP on I‐710 and SR 91 discussed first; followed by a description and evaluation of I‐710’s Big Rig FSP service. Year 2007 traffic, incident data and FSP assist data were used for the I‐710 and SR‐91 FSP “existing service” evaluations. Next is the Alternatives Analysis section; here, plausible alternative Big Rig FSP configurations are discussed; delay savings, costs, and cost effectiveness are presented for both I‐710 and SR 91 Big Rig FSP. The Alternatives Analysis section also presents the findings from discussions and interviews with FSP providers, tow
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industry leaders and trainers, and trucking industry associations. The report wraps up with a Recommendations section that includes key Next Step suggestions.
LIGHT DUTY FREEWAY SERVICE PATROL ON INTERSTATE 710 Summary statistics and measures of effectiveness were compiled for the FSP Beats with (light duty) tow trucks for the FSP Beats on Interstate 710. This was done for comparative purposes with the Big Rig cost effectiveness. Light duty tow trucks on FSP Beat #30 rove the 10.6 mile segment between Willow Street and Firestone Boulevard. Beat #23 covers the 8.9 miles of I‐ 710 between Firestone Boulevard and Valley Boulevard. Table 1 shows the FSP hours of operation and the number of trucks for Beats #23 and #30. The FSP Annual Assists are summarized in Table 2. TABLE 1 SERVICE HOURS AND NUMBER OF TOW TRUCKS, I710 FSP BEATS (2007) Service Hours
Beat #23
Beat #30
Weekday AM Peak
6:00 AM to 10:00 AM
3 Trucks
4 Trucks
Weekday Midday
10:00 AM to 3:00 PM
1 Truck
1 Truck
Weekday PM Peak
3:00 PM to 7:00 PM
3 Trucks
4 Trucks
Weekend / Holiday
10:00 AM to 6:30 PM
2 Trucks
1 Truck
Source: Los Angeles Metro (2007)
TABLE 2(A) ANNUAL FSP ASSISTS ON I710 BY ASSISTED VEHICLE TYPES (2007) Pickup/ Freeway Beat Auto/Van Motorcycle Other Truck
Big Rig
Total Assists
I‐710
23
6,011
38
220
1,244
350
7,863
I‐710
30
5,961
40
128
1,265
139
7,533
11,972
78
348
2,509
489
15,396
I‐710 Totals
Data Source: Caltrans District 7, Office of Traffic Operations (2007); Summarized by DKS Associates (2008)
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TABLE 2(B) ANNUAL FSP ASSISTS ON I710 BY ASSISTED VEHICLE TYPES FOR (2007, IN PERCENT) Pickup / Freeway Beat Auto/Van Motorcycle Other Big Rig Truck
Total Assists
I‐710
23
76.4%
0.5%
2.8%
15.8%
4.5%
100.0%
I‐710
30
79.1%
0.5%
1.7%
16.8%
1.8%
100.0%
I‐710 Averages
78.8%
0.5%
2.3%
16.3%
3.2%
100.0%
Data Source: Caltrans District 7, Office of Traffic Operations (2007); Summarized by DKS Associates (2008)
Cost effectiveness evaluations were performed for FSP Beats #23 and #30 using the FSP Beat Evaluation (FSPE) model developed by researchers at the University of California at Berkeley’s Institute of Transportation Studies. For these analyses, 2007 traffic volumes, FSP assist data, beat characteristics, and costs needed to be compiled to be used as FSPE model inputs. The inputs and results tables from the FSPE models are listed in Appendix 1 of this report. The average fuel cost and user’s value‐of‐time assumptions used in the cost effectiveness models were updated from previous modeling efforts; the rational for these assumption updates are described next. Average fuel costs of $2.00 per gallon were used for Caltrans FSP 2004/05 cost effectiveness study1 and its predecessor, the 2002/03 cost effectiveness study2 – $2.00/gallon was no longer appropriate given the sharp rise in fuel costs between 2005 and 2007. Therefore, an average fuel cost of $3.00/gallon was used for this study. The annual statewide average price for regular gasoline was $3.076/gallon for California in 2007.3 The value‐of‐time assumptions were also re‐visited. Caltrans 2002/03 and 2004/05 FSP cost effectiveness studies used average vehicle costs of $10.00 per vehicle hour. With 2007 vehicle operating costs at $0.50 per vehicle‐mile, and the 2007 statewide minimum wage at $7.50 per hour, the 2002/03 estimated value of time estimate of $10.00 per vehicle hour was outdated. The most appropriate “value of time” study for transportation purposes (privately owned vehicles) was a 2006 study performed by the Oregon Department of Transportation. The
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CALIFORNIA’S FREEWAY SERVICE PATROL PROGRAM: Management Information System Annual Report for Fiscal Year 2004/05, Institute of Transportation Studies, University of California at Berkeley (2005) 2 CALIFORNIA’S FREEWAY SERVICE PATROL PROGRAM: Management Information System Annual Report for Fiscal Year 2002/03, Institute of Transportation Studies, University of California at Berkeley (2005). 3 The California Energy Commission Website: www.energy.ca.gov/gasoline/graphs/GASOLINE_1996‐PRESENT.XLS.
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average value of time for privately owned vehicles (e.g. passenger cars) of $16.31 per vehicle‐ hour was adopted from the 2006 Oregon DOT report4 for this Big Rig FSP evaluation. Furthermore, the value of time for commercial vehicles is much higher than for it is for privately owned vehicles, an important distinction on truck routes. Trucks, i.e. commercial traffic, constitute about 15% of the overall traffic on this portion of I‐710. The most relevant “value of time” analysis for commercial vehicles was performed by the University of Minnesota, and based on 2003 data. The University of Minnesota report concluded the average commercial vehicle value of time was $49.42 per vehicle‐hour. 5 The University’s commercial traffic value of time estimate was used this I‐710 cost effectiveness analysis. The FSPE model with updated cost assumptions and 2007 traffic and incident data was used to estimate the delay savings, user benefits and costs for Beats #23 and #30, the two FSP Beats on I‐710. The resulting average benefit‐to‐cost ratio was 7.5:1. The estimated annual delay savings (attributable to these two FSP Beats) was almost 300,000 vehicle hours per year. Table 3 summarized the Beats’ effectiveness. TABLE 3 FSP PERFORMANCE MEASURES AND COST EFFECTIVENESS FOR I710 BEATS (2007) Beat #23
Beat #30
#23 & #30 Combined
Delay Savings (vehicle‐hours/year)
188,025
106,546
294,570
User Benefit ($/year)
$4,242,255
$2,403,911
$6,646,166
$370,408
$515,435
$885,844
11.5
4.7
7.5
Performance Measure
Cost of FSP Service ($/year) Benefit‐to‐Cost Ratio Source: DKS Associates (2008)
For consistency’s sake, the cost assumptions used for the Beat #23 and #30 evaluations reported here were used for the I‐710 and SR‐91 Big Rig FSP cost effectiveness evaluations documented in subsequent sections of this report. 4
The Value of Travel‐Time: Estimates of the Hourly Value of Time for Vehicles in Oregon 2005 Oregon Department of Transportation, Economics & Policy Analysis Unit (April 2006). 5 VALUE OF TIME FOR COMMERCIAL VEHICLE OPERATORS IN MINNESOTA Journal of the Transportation Research Forum 44:1, Smalkoski, Brian, and Levinson, D., 2005
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LIGHT DUTY FREEWAY SERVICE PATROL ON STATE ROUTE 91 Beat #26 provides FSP service for the 7.1 mile stretch of SR‐91 between Vermont Avenue and Cherry Avenue, while Beat #15 provides service for the 7.6 miles of SR‐91 between Cherry Avenue and the Orange County Border. Table 4 shows the SR‐91 Beat’s hours of operation and number of FSP tows employed, while Table 5 summarized 2007 annual FSP assists for Beats #15 and #26. The SR‐91 FSP Beats have a combined benefit‐to‐cost ratio of over 10:1 (see Table 6). TABLE 4 SERVICE HOURS AND NUMBER OF TOW TRUCKS, SR91 FSP BEATS (2007) Service Hours Weekday AM Peak
Weekday Midday
Weekday PM Peak Weekend / Holiday
Beat #15
Beat #26
5:30 AM to 9:30 AM 3 Trucks 6:00 AM to 10:00 AM
3 Trucks
9:30 AM to 3:00 PM 1 Truck
10:00 AM to 3:00 PM
1 Truck
3:00 PM to 7:00 PM
3 Trucks
3:00 PM to 7:00 PM
3 Trucks
10:00 AM to 6:30 PM 1 Truck
1 Truck
Source: Los Angeles Metro (2007)
TABLE 5(A) ANNUAL FSP ASSISTS ON SR91 BY ASSISTED VEHICLE TYPES (2007) Pickup/ Freeway Beat Auto/Van Motorcycle Other Truck
Big Rig
Total Assists
SR‐91
15
5,606
41
237
1,411
142
7,437
SR‐91
26
5,830
44
116
1,069
85
7,144
11,436
85
353
2,480
227
14,581
SR‐91 Totals
Data Source: Caltrans District 7, Office of Traffic Operations (2007); Summarized by DKS Associates (2008)
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TABLE 5(B) ANNUAL FSP ASSISTS ON SR91 BY ASSISTED VEHICLE TYPES FOR (2007, IN PERCENT) Pickup / Freeway Beat Auto/Van Motorcycle Other Big Rig Truck
Total Assists
SR‐91
15
75.4%
0.6%
3.2%
19.0%
1.9%
100.0%
SR‐91
26
81.6%
0.6%
1.6%
15.0%
1.2%
100.0%
78.4%
0.6%
2.4%
17.0%
1.6%
100.0%
SR‐91 Averages
Data Source: Caltrans District 7, Office of Traffic Operations (2007); Summarized by DKS Associates (2008)
TABLE 6 FSP PERFORMANCE MEASURES AND COST EFFECTIVENESS (SR91 BEATS, YEAR: 2007) Performance Measure
Beat #15
Delay Savings (vehicle‐hours/year) User Benefit ($/year)
Beat #26
#15 & #26 Combined
216,969
78,273
295,242
$ 5,598,944
$ 2,019,860
$ 7,618,804
$ 395,571
$ 364,654
$ 760,225
14.15
5.54
10.02
Cost of FSP Service ($/year) Benefit‐to‐Cost Ratio Source: DKS Associates (2008)
In January 2008, Beats #15 and #26, providing FSP service to SR‐91, were combined, creating Beat #51. Although reconfigured, Beat #51 continues to provide FSP service for the same 14.7 mile segment of SR‐91 (Vermont Avenue and the Orange County Line) as did Beat #15 and #26. Table 7 shows the FSP hours of operation for Beats #15, #26 and #51. Table 8 summarizes the 2008 FSP assists for Beat #51. In Table 8, combined Beats #15 & 26 assist statistics are shown for comparative purposes. The newly configured Beat #51 provided over 12,000 assists in 2008, with an overall benefit‐to‐cost ratio of 8.3:1. The inputs and results tables from the FSPE models are listed in Appendix 1 of this report.
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TABLE 7 SERVICE HOURS AND NUMBER OF TOW TRUCKS, SR91 FSP BEATS 2007 Service Hours #15 & #26 Combined Weekday AM Peak
Weekday Midday
Weekday PM Peak Weekend / Holiday
2008 Beat #51
5:30 AM to 9:30 AM
3 Trucks
6:00 AM to 10:00 AM
3 Trucks
9:30 AM to 3:00 PM
1 Truck
10:00 AM to 3:00 PM
1 Truck
3:00 PM to 7:00 PM
3 Trucks
3:00 PM to 7:00 PM
3 Trucks
6 Trucks
10:00 AM to 6:30 PM
2 Trucks
2 Trucks
6 Trucks
2 Trucks
Source: Los Angeles Metro (2008)
TABLE 8(A) ANNUAL FSP ASSISTS ON SR91 BY ASSISTED VEHICLE TYPES Freeway
Beat
2007 SR‐91
15 & 26
11,436
2008* SR‐91
51
9,097
Other
Pickup/ Truck
Big Rig
Total Assists
85
353
2,480
227
14,581
100
461
2,124
240
12,022
Auto/Van Motorcycle
Data Source: Caltrans District 7, Office of Traffic Operations (2007, 2008); Summarized by DKS Associates (2008) * Estimated Based on first two quarters of 2008 (January – June 2008).
TABLE 8(B) ANNUAL FSP ASSISTS ON SR91 BY ASSISTED VEHICLE TYPES FOR (IN PERCENT) Pickup / Freeway Beat Auto/Van Motorcycle Other Big Rig Truck
Total Assists
2007 SR‐91
15 & 26
78.4%
0.6%
2.4%
17.0%
1.6%
100.0%
2008* SR‐91
51
75.7%
0.8%
3.8%
17.7&
2.0%
100.0%
Data Source: Caltrans District 7, Office of Traffic Operations (2007, 2008); Summarized by DKS Associates (2008) * Estimated Based on first two quarters of 2008 (January – June 2008).
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TABLE 9 FSP PERFORMANCE MEASURES AND COST EFFECTIVENESS (SR91 BEATS) 2007 2008* Performance Measure #15 & #26 Beat #51 Combined Delay Savings (vehicle‐hours/year) User Benefit ($/year)
295,242
253,087
$ 7,618,804
$ 6,530,976
$ 760,225
$ 787,113
10.02
8.30
Cost of FSP Service ($/year) Benefit‐to‐Cost Ratio Source: DKS Associates (2008) * Estimated Based on first two quarters of 2008 (January – June 2008).
BIG RIG FREEWAY SERVICE PATROL ON INTERSTATE 710 Metro’s Big Rig FSP Pilot project began operation on October 2005 on I‐710 utilizing two Metro owned Class D tow trucks. For the Big Rig Pilot Program, two Metro owned tow trucks were used as a cost controlling strategy, in lieu of requiring tow contractors (bidders on the RFP) to own or purchase their own heavy duty tow trucks – for a two‐year pilot program. Table 10 and Figure 1 provide more information on these two Metro owned heavy duty tows. TABLE 10(A) METRO OWNED BIG RIG FSP HEAVY DUTY TOW TRUCKS Tow Truck Designation Number
Tow Truck Make & Model
Tow Truck Manufacture Year
Tow Truck Vehicle ID Number
21‐1104
International 5500I
2003
1HTXLAHT83J057638
21‐1105
International 5500I
2003
1HTXLAHT83J057649
Source: Los Angeles Metro (2008)
TABLE 10(B) BIG RIG FSP ANNUAL MILES DRIVEN Tow Truck Designation Number
October 1, 2005 Odometer Mileage
September 15, 2008 Odometer Mileage
Average Annual Miles Driven (miles/year)
21‐1104
5,572
157,325
51,241
21‐1105
3,554
154,278
50,894
Source: US Tow (September 24, 2008)
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Figure 1
Los Angeles County Metro’s Big Rig Two Truck
The I‐710 Big Rig FSP Pilot Program provides assistance to I‐710 commercial traffic from 5 AM to 7 PM on non‐holiday weekdays. One truck roves the 18 mile stretch of I‐710 from Ocean Boulevard in Long Beach to the I‐710 & I‐5 interchange from 5 AM to 4 PM, with a one‐hour lunch break. The second truck roves the same beat from 8 AM to 7 PM, with a one‐hour lunch (see Table 11). The Big Rig FSP tow trucks cost $149.50 per truck‐hour, totaling $2,990/day for the contracted 20 service truck‐hours per day.
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TABLE 11 HOURS OF OPERATION FOR I710 BIG RIG FSP (2007) Beat #45 Weekday Service Hours Number of Trucks 5:00 AM to 8:00 AM
1 Truck
8:00 AM to 4:00 PM
2 Trucks
4:00 PM to 7:00 PM
1 Truck
Source: Los Angeles Metro (2007)
DKS Associates performed a cost effectiveness assessment for the I‐710 Big Rig FSP Program, quantifying annual vehicular delay savings, user benefits and program costs for 2007. Data inputs, assumptions, and analysis methodology are described next; followed by the findings – the Big Rig FSP program’s cost effectiveness. Incident and Traffic Data Interstate 710 FSP assist data are collected and summarized quarterly by Caltrans District 7’s Office of Traffic Operations, who provided the FSP data and summaries for these efforts. The Big Rig FSP assist data were provided by Metro’s Motorist Services Program Administrators. California Highway Patrol’s Los Angeles Communications Center (LACC) provided information & data on incidents logged at District 7’s Traffic Management Center (TMC). Some of the CHP logged incidents were FSP or Big Rig FSP assisted incidents; some were incidents where FSP services were not required. The Freeway Performance Measurement System (PeMS) is an ongoing project conducted by the Department of Electrical Engineering and Computer Sciences at the University of California, at Berkeley, with the cooperation of the California Department of Transportation, California Partners for Advanced Transit and Highways, and Berkeley Transportation Systems. The PeMS website (https://pems.eecs.berkeley.edu) with its underlying databases and software support system is the main product of the PeMS research project. The PeMS system collects historical and real‐time freeway data from freeways in the State of California in order to compute freeway performance measures. For this I‐710 Big Rig FSP evaluation, vehicular speed and flow data were extracted from PeMS and summarized; revealing the freeway’s vehicle miles of travel (VMT), vehicle‐hours‐of‐travel (VHT) and vehicle hours of delay. I‐710 northbound and southbound traffic data were extracted and analyzed separately.
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Big Rig FSP Response Times An expected average Big Rig FSP response‐time of 17 minutes was calculated for the current Big Rig FSP split‐shift configuration with two heavy duty tow trucks. For this estimate, a one‐way beat length of 18 miles and average tow truck speeds of 50 mph were used. Fifty mph is the average observed traffic speed in the I‐710 shoulder lane during FSP hours of operation. Further, it was assumed that the Big Rig tow truck were randomly spaced on the beat, that the Big Rig tow trucks were not busy at the time of an incident and thus available to respond to an incident, and that the closest Big Rig tow truck responded to each incident. Response time savings is the difference between (1) the average response time by rotational Big Rig tow trucks and (2) the average Big Rig FSP tow truck response time. Functionally, response time savings measures how much quicker a Big Rig FSP tow trucks gets to an incident than a rotational tow truck dispatched via conventional services. Unfortunately, rotational heavy duty tow truck response times are not available. In lieu of empirical rotational heavy duty tow truck response times, the CHP policy response time of 30 minutes was used as an absolute lower bound for rotational heavy duty tow truck response times. Though, 45 minutes is a more realistic estimate for rotational heavy duty tow truck response time because: • The average CHP response time for big rig incidents is 16 minutes; the 30 minute FSP policy response time starts when CHP requests assistance from a rotational tow truck provider, not when LACC dispatch is notified of an incident. To illustrate, if CHP arrives at the scene of an incident 16 minutes after LACC dispatch is notified of the incident and immediately calls for rotational tow (with a policy response‐time of 30 minutes), then the tow truck is required to be on scene 46 minutes after LACC dispatch was notified (16 minutes for CHP to arrive on scene plus an additional 30 minutes for the rotational tow truck to arrive on scene). A 45 minute heavy duty rotational tow response time was used for traffic delay savings analysis for all big rig related assists for the I‐710 Pilot Project evaluation. A 30 minute rotational tow response time was used for all incidents not involving big rig trucks. Big Rig FSP Assists and Assist Rates The Big Rig FSP tow trucks assisted over 4,100 commercial vehicles in 2007. Many of which were large TRAA Class 8 vehicles. Tables 12 and 13 summarize the 2007 Big Rig FSP assists for Beat #45 on I‐710.
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TABLE 12 BIG RIG FSP ASSISTS ON I710 (2007) BY VEHICLE CLASSIFICATION Was the incident Was the TRAA vehicle towed? congestion causing; Vehicle Total and was the Vehicle Classification No Yes Annual Assists towed? 1 2 3 4 5 6 7 8 Total
338 127 161 14 80 165 98 3,067 4,049
6 0 4 0 0 3 4 61 79
5 0 1 0 0 2 2 32 42
344 127 165 14 80 168 102 3,127 4,128
Total Annual Assists (in percent) 8.3% 3.1% 4.0% 0.3% 1.9% 4.1% 2.5% 75.8% 100.0%
Data Source: Los Angeles County Metropolitan Transportation Authority (2007); Summarized by DKS Associates (2008)
TABLE 13 BIG RIG FSP ASSISTS ON I710 (2007) BY PROBLEM TYPE AND VEHICLE CLASSIFICATION Reported Problem
TRAA Vehicle Classification 1
2
3
4
5
6
7
8
Total
Collision
6.8%
1.8%
0.3%
0.0%
0.2%
0.3%
0.3%
5.7%
15.5%
Fatigue/Rest
0.0%
0.0%
0.0%
0.0%
0.1%
0.2%
0.1%
6.1%
6.6%
Fire
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.1%
Flat Tire
1.9%
0.6%
0.4%
0.0%
0.2%
0.5%
0.2%
7.3%
11.2%
Lost
0.1%
0.0%
0.1%
0.0%
0.0%
0.4%
0.2% 11.3%
12.2%
Mechanical
1.9%
0.7%
1.6%
0.2%
0.8%
1.8%
1.1% 24.8%
32.8%
Other
0.5%
0.3%
1.1%
0.0%
0.4%
0.4%
0.4% 11.9%
15.0%
Out of Gas
0.5%
0.2%
0.2%
0.0%
0.1%
0.3%
0.1%
2.4%
3.7%
Spill
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.0%
0.1%
0.2%
Unavailable
0.5%
0.0%
0.2%
0.0%
0.1%
0.1%
0.0%
1.8%
2.7%
Grand Total
12.2%
3.6%
3.9%
0.3%
1.9%
4.0%
2.5% 71.5% 100.0%
Data Source: Los Angeles County Metropolitan Transportation Authority (2007); Summarized by DKS Associates (2008)
13
Figure 2
TRAA Vehicle Identification Guide
14
Big Rig FSP Delay Saving and Cost Effectiveness The first steps in the delay estimation process was to gather data: vehicle‐hours of travel (VHT), vehicle‐miles of travel (VTM), vehicle delays, CHP incident data, Caltrans FSP assist data and Metro Big Rig FSP assist data; then bring these data together in a common and usable database. Then, this database was used in an iterative regression based delay model building exercise. The delay model building efforts employed here followed the same process used for the Pre‐ Demonstration cost effectiveness evaluation.6 The primary difference between this model building exercise and the Pre‐Demonstration model building effort was – year 2005 data were used for the Pre‐Demonstration model building, whereas year 2007 data were used to develop the this Post‐Demonstration delay model. The 2007 delay model showed the Big Rig FSP program saves about 150 vehicle‐hours of delay for each Big Rig vehicle assisted, and about 50 vehicle‐hours of delay for other assists. The Big Rig FSP program saves motorist about 220,000 vehicle‐hours of annual delay. When the delay savings are combined with $283,000 in annual fuel savings, the Big Rig FSP program provides motorist almost $5 million per year in direct user benefits. Year 2007 Big Rig FSP costs were tallied for comparisons with the year 2007 delay and fuel savings. The Big Rig FSP program’s 2007 annual costs total $782,000, including Metro and CHP staff time for program management. Combining the 2007 benefits and costs, Metro’s Big Rig FSP provides 6.4 dollars worth of user benefits for every dollar invested. Table 14 summarizes the I‐710 Big Rig FSP annual costs and user benefits.
6
Baseline Evaluation of the Freeway Service Patrol (FSP) I‐710 Big Rig Demonstration Program Institute of Transportation Studies, University of California at Berkeley, October 2005.
15
TABLE 14 DELAY SAVINGS AND COST EFFECTIVENESS FOR I710 BIG RIG FSP PROGRAM Operating Parameter or Measure of Effectiveness Big Rig FSP Truck, Hours of Weekday Operation (hours/day) Number of Big Rig FSP Trucks on Beat (trucks) Big Rig FSP Truck, Direct Cost ($ / truck‐hour) FSP Beat Indirect Cost (per Truck‐hour) Number of Days Big Rig FSP Service Provided (days/year) Annual Big Rig FSP Truck‐hours (truck‐hours/year) Annual Big Rig FSP Costs ($/year) Mean Value of Time for Personally Owned Vehicles ($/hour) Mean Value of Time for Commercial Vehicles ($/hour) Proportion of Commercial Vehicles on I‐710 (percent) Mean Value of Time for I‐710 traffic ($/hour) Mean Fuel Costs ($/Gallon) Delays With Big Rig FSP (vehicle‐hours/year) Delays Without Big Rig FSP (vehicle‐hours/year) Big Rig FSP Delay Savings (vehicle‐hours/year) Delays Savings Per Year ($/year) Fuel Savings Per Year ($/year) Total User Benefit, Delay & Fuel ($/year) Estimated Annual (2007) Benefit‐to‐Cost Ratio
Current Operations (2007) 10 2 $ 149.50 $6.38 251 5,014 $ 781,650 $ 16.31 $ 49.42 15% $ 21.28 $ 3.00 1,458,000 1,678,300 220,300 $ 4,687,200 $ 282,500 $ 4,969,700 6.4
Source: DKS Associates (2008)
16
COST EFFECTIVENESS OF BIG RIG FSP ALTERNATIVES Motorist’s vehicular delay savings (in hours and dollars per year) and fuel savings (in gallons and dollars per annum) have typically been two of the primary measures of effectiveness quantifying user benefits for the Big Rig FSP and light duty FSP programs. FSP costs are annualized and compared to the annual user benefits, providing a benefit‐to‐cost ratio. FSP costs include the direct hourly costs Metro pays the tow providers (dollars per truck‐hour); and indirect costs, sometimes called overhead. Indirect FSP costs are those additional costs incurred from managing the FSP programs by Metro, CHP and Caltrans. The alternatives analysis provides insights for decision making by quantifying the costs and user benefits of various combinations of FSP service; such as would a combination of lighter duty and heavy duty tow trucks be more cost effective than all heavy duty tow trucks? The most reasonable and cost effective alternatives are presented here.
PROBLEM SOLVING APPROACH AND ANALYSIS METHODOLOGY A systems approach was taken for the alternatives analysis for Metro’s Big Rig program. The systems approach lead to a more cost effective solution by allowing one of the consigned heavy duty tow trucks currently employed on the I‐710 to be used on the proposed SR‐91 Big Rig FSP Beat. Continuing to use the Metro owned heavy duty tow trucks, one on I‐710 and one on SR‐ 91 each with additional support from a less heavy (and less costly) “Service” truck proved to provide highly responsive assistance to disables commercial vehicles while keeping costs reasonable. Prior to forecasting (anticipated) Big Rig FSP delay savings for SR‐91 using a model developed and calibrated for I‐710 delay saving, I‐710 truck and traffic volumes and levels of congestion were compared. These comparisons lead to a recalibration to some of the delay model’s parameters using SR‐91 inputs, although the model building exercise followed the same process as the I‐710 Big Rig Pre and Post‐Demonstration delay models. For example, I‐710 has about 15% truck traffic, compared to 11% for SR‐91. This vehicle composition difference affected the fleet value of time; $21.28 per vehicle‐hour for I‐710 compared to $19.95 for SR‐91. Another finding from the model recalibration was that the per‐incident average vehicular delays were slightly higher for on SR‐91 than on I‐710. Interestingly the FSPE model showed this same trend for light duty FSP Beats – higher per‐incident vehicular delays and delay savings on SR‐91 than on I‐710. Truck traffic summaries for I‐710 and SR‐91 are presented next, followed by a comparison of Big Rig FSP costs, delay savings and user benefits for the most promising Big Rig FSP alternatives.
17
Truck Traffic on Interstate 710 Interstate 710 is a major trucking route, providing access to the Los Angeles and Long Beach Harbors from the north. It operates at or near capacity on a normal weekday. Incident‐induced congestion exasperates this problem; the I‐710 has an incident rate that exceeds statewide averages for other freeways of this type with an incident rate of about 5 per day. On average, almost 15% of all traffic on the 17.7 mile stretch of Interstate 710 served by the Big Rig FSP program is truck traffic; and 62% of the trucks on I‐710 are 5‐axle trucks. The southern‐ most segments see heaviest volumes and proportions of truck traffic. Not a surprising finding given that I‐710 is the major trucking route connecting the Long Beach and Los Angeles Ports to the rest of the region and State. Jct Rte 60, Pomona Fwy Jct Rte 60, Pomona Fwy Whittier Blvd Commerce, Jct Rte 5, Santa Ana Fwy
5 Axle Trucks
Commerce, Jct Rte 5, Santa Ana Fwy
4 Axle Trucks
Bell, Atlantic Blvd
3 Axle Trucks
South Gate, Firestone Blvd
2 Axle Trucks
South Gate, Firestone Blvd Lynwood, Jct Rte 105, Glenn Anderson Fwy Lynwood, Jct Rte 105, Glenn Anderson Fwy Long Beach, Jct Rte 91, Artesia Fwy Long Beach, Jct Rte 91, Artesia Fwy Long Beach, Del Amo Blvd Long Beach, Jct Rte 405, San Diego Fry Long Beach, Jct Rte 405, San Diego Fry Long Beach, Jct Rte 1, Pacific Coast Hwy Long Beach, Jct Rte 1, Pacific Coast Hwy Long Beach, Begin Route 710, Long Beach
0%
5%
10%
15%
20%
25%
30%
35%
Truck Traffic on I‐710 (percent of total traffic) Data Source: Caltrans Traffic Data Branch (http://traffic‐counts.dot.ca.gov/2006truck.xls)
Figure 3
Interstate 710 Truck Traffic (as a percent of total traffic)
18
Truck Traffic on State Route 91 SR‐91 east of I‐710 is a heavily travelled multi‐lane freeway with high levels of truck traffic, largely serving commercial traffic in and out of the Los Angeles and Long Beach Ports – as is Interstate 710. About 11% of all traffic on the 14.7 mile stretch of State Route 91 between Interstate 110 and the Orange County border is truck traffic; with 56% of these trucks being 5‐ axle trucks. The heaviest truck traffic is between I‐710 and the Orange County border.
Los Angeles, Jct Rte 110, Harbor Fwy Los Angeles, Jct Rte 110, Harbor Fwy
5 Axle Trucks Carson, Avalon Blvd Interchange
4 Axle Trucks 3 Axle Trucks
Long Beach, Jct Rte 710, Long Beach Fwy
2 Axle Trucks Long Beach, Jct Rte 710, Long Beach Fwy Bellflower, Jct Rte 19, Lakewood Blvd Bellflower, Jct Rte 19, Lakewood Blvd Cerritos, Jct Rte 605, San Gabriel River Cerritos, Jct Rte 605, San Gabriel River Los Angeles/Orange County Line
0%
5%
10%
15%
20%
25%
30%
35%
Truck Traffic on SR‐91 (percent of total traffic) Data Source: Caltrans Traffic Data Branch (http://traffic‐counts.dot.ca.gov/2006truck.xls)
Figure 4
State Route 91 Truck Traffic (as a percent of total traffic)
19
Big Rig FSP Costs Currently, Metro’s direct costs for the Big Rig FSP pilot program are $149.50 per truck‐hour. The direct annual costs come to $750,490 for the two consigned heavy duty tow trucks, each truck in service 10 hours/day with 251 service days per year. The CHP and Metro’s program management costs prorate to about $6.40/truck‐hour. The prorated costs are $155.90 per truck‐hour including direct and indirect costs under the current contract. A new heavy duty tow truck adequate for Big Rig FSP purposes would cost about $355,000 (for each truck), depending upon options and accessories. The finance charges would be about $91,500 per year (per tow truck) for newly purchased tow trucks assuming zero down, an 8% interest rate, with the tow truck sellable at 40% of new value at the end of the three year Big Rig FSP contract. This prorates to $36.50 per truck‐hour of Big Rig FSP service (see Table 16 for details). Using the existing Big Rig FSP contracted services rate of $149.50 per truck‐hour, Metro’s direct costs would have been about $186.00 per truck‐hour ($149.50 + $36.50) had the contractor been required to purchase new heavy duty tow trucks; an additional $182,000 per annum for two contractor owned heavy duty tow trucks. $36.50 per truck hour represents an upper bound for the additional (finance) costs associated with tow operator provided tow trucks. If new heavy duty tow trucks were purchased (by the Contractor) for Big Rig FSP use, it is more plausible that the Contractor would keep them for rotational use after the three year contract expired. Thus the capital and finance costs could be amortized evenly over a 10 year truck life. Under these assumptions, the additional costs to the Big Rig FSP program would be in the range of $15 per truck‐hour of service. Tow costs, financing and operator business plans were discussed with two tow providers and their opinion was that the cost increases associated with requiring the tow providers to furnish the heavy duty tows would be nominal compared to the costs associated with maintaining Metro’s heavy duty tow trucks. This is because Metro’s heavy duty tow trucks are over five years old, thus may require substantially more maintenance than newer operator owned tows. For cost comparisons and benefit‐cost estimates, current contract costs ($149.50 per truck‐ hour) and the higher finance costs of $36.50 per truck hour were used.
20
TABLE 16 FINANCING COSTS ESTIMATES FOR NEW HEAVY DUTY TOW TRUCK(S) Heavy Duty Tow Truck Financing Costs (per tow truck) Cost of New Heavy Duty Tow Truck ($/tow‐truck) Estimated Loan Duration (years)
$ 355,000 3
Loan Annual Interest Rate (%)
8.0%
Future Value of Heavy Duty Tow Truck ($, at end of loan period)
$ 142,000
Monthly Loan Payment ($/month)
$ 7,621
Annual Loan Payments ($/year)
$ 91,456
Big Rig FSP Truck, Hours of Weekday Operation (hours/day) Number of Days Big Rig FSP Service Provided (days/year) Annual Big Rig FSP Truck‐hours (truck‐hours/year) Heavy Duty Tow Truck Financing Cost ($/truck‐hour)
10 251 2,507 $ 36.48
Direct Cost Estimates: US Tow (2008); Finance Cost Estimates: DKS Associates (2008)
Big Rig FSP Utility Truck Costs A Big Rig Utility truck meeting all the service requirements of the current Big Rig RFP except for the actual towing capability would have only about half the operating costs of the Big Rig tow trucks. As such, an average direct cost of $75.00 per truck‐hour was used for analysis purposes; $81.40 per truck‐hour with the $6.40 per truck‐hour program management costs. Discussions with tow providers indicated that $75 per truck‐hour was slightly high – that this type of service should not cost much more than regular (light duty) FSP service. For comparative purposes, I‐ 710 and SR‐91 light duty FSP direct costs are shown in Table 15.
21
TABLE 15 DIRECT COSTS FOR I710 AND SR91 LIGHT DUTY FSP BEATS Light Duty FSP Beat Number
Beat Location
Direct Costs ($ / Truck‐hour)
Beat #23
I‐710: Firestone Boulevard to Valley Boulevard
$ 47.97
Beat #30
I‐710: Willow Street to Firestone Boulevard
$ 47.88
Beat #51
SR‐91: Vermont Avenue to Orange County Line
$ 47.26
Source: Los Angeles Metro (2008)
Big Rig FSP Delay Savings and User Benefits For the Big Rig FSP Beat on I‐710 and the proposed Big Rig FSP Beat on SR‐91, delay savings and user benefits are reported for two different Big Rig FSP Beat configurations: 1. Two heavy duty FSP tow trucks on each Big Rig FSP Beat 2. One heavy duty FSP tow truck and one FSP Utility truck on each Big Rig FSP Beat Big Rig FSP on I‐710 as it exists today, Configuration #1 with two heavy duty FSP tow trucks, saves motorists about 220,300 annual hours of vehicular delays. Big Rig FSP on I‐710 with Configuration #2, one heavy duty FSP tow truck and one FSP Utility truck, would save 213,500 vehicle‐hours annually. The more costly Big Rig FSP configuration with two heavy duty tow trucks only saves 3.1% more delays over the configuration utilizing one heavy duty tow truck and one Utility truck – or 6,800 vehicle‐hours annually. This difference is relatively small because substituting one heavy duty tow truck for one Utility truck only affects delays for those assists which are actual tows. According to Metro’s 2007 Big Rig FSP assist logs, only 79 of the 4,128 assisted vehicles (1.9% of the assisted trucks) were actual tows. To summarize, only 3.1% of the total delay savings (6,800 vehicle‐hours/year) would have been lost if one of the two heavy duty FSP tow trucks had been replaced by a FSP Utility truck at one‐third to one‐half the costs of a heavy duty tow truck. The Big Rig FSP assist data, the delay models and the tow experts interviewed are all telling the same story. Only nominal differences (in the quality of Utility provided) can be seen between using one Big Rig tow truck and one Utility truck as compared to two heavy duty tow trucks because few Big Rig incident’s require actual towing, and the towing ability is the only functional difference between the Big Rig tow trucks and the Utility trucks.
22
The 3% delay savings loss is small compared to the cost savings. Currently, Metro’s direct costs are $149.50 per Big Rig FSP truck‐hour. A Utility truck providing all Big Rig FSP services (except towing) would cost Metro about $75 per truck‐hour. Direct costs would be cut by 25% while the user benefits would only suffer a 3% loss by changing from Configuration #1 (two Big Rig FSP tow trucks) to Configuration #2 (one Big Rig FSP tow truck and one FSP Utility truck). Analyzing Configuration #1 and Configuration #2 for the proposed SR‐91 Big Rig FSP beat revealed findings very similar to those from I‐710. Configuration #2 reduced direct costs by 25% and only lost 4% of the delay savings benefits. Big Rig FSP on SR‐91 with two heavy duty tow trucks would save about 273,400 vehicle‐hours of annual incident induced traffic delays. With one heavy duty tow truck and one Utility truck, the Big Rig FSP delay savings would be about 262,400 vehicle‐hours annually (4% less than the two heavy duty tow truck configuration). Combining the user benefits with the costs for both Big Rig FSP configurations on SR‐91 produces benefit‐to‐cost ratios. SR‐91 Big Rig FSP Configuration #1 with two heavy duty tow trucks has a benefit‐to‐cost ratio of about 7.4:1. Configuration #2 is more cost effective with a benefit‐to‐cost ratio of about 9.4:1. For comparative purposes, cost effectiveness was re‐estimated including an additional $36.48 per truck hour in direct financing costs as if the contractor had been required to purchase new heavy duty tow trucks instead of using the Metro consigned heavy duty tow trucks. The revised cost effectiveness for the “Contractor Owned Heavy Duty Tow’s” alternatives is shown in Table 17 for I‐710 and Table 18 for SR‐91 Big Rig FSP. For Beat #45 on I‐710, the Big Rig FSP annual costs would have increased from $781,650 (Table 17, Configuration #1) to $964,570 (Table 19, Configuration #1‐A), and the benefit‐to‐cost ratio would have dropped from 6.4:1 go 5.2:1. On average, the costs would have increased by about 23% and the benefit‐to‐cost ratio would have dropped by about 23%. It is clear that using the Metro owned heavy duty tow trucks as primary Big Rig FSP tows saves the program in the range of $180,000 per year in direct costs. The most cost effective combination is to consign one of Metro’s heavy duty tow trucks to the I‐ 710 Big Rig FSP Beat and the other Metro heavy duty tow to the SR‐91 Big Rig FSP Beat – and have one Big Rig Utility Truck on each Big Rig FSP Beat. Combined, the Big Rig FSP on I‐710 and SR‐91 would cost Metro about $1,190,000 annually, and provide over $10 million in user savings using Configuration #2 (one Metro heavy duty tow truck and one Utility Truck on each Big Rig FSP Beat), with an average benefit‐to‐cost ratio of about 8.8:1. The Big Rig FSP combined costs and benefits for the I‐710 and SR‐91 Beats are shown in Table 21. Although user benefits, like vehicular delays, fuel savings and benefit‐to‐cost ratios, are very useful, these are not the only measures or information necessary for a well managed Big Rig
23
FSP program. For example, tow truck onboard tools, equipment and accessories can impact the effectiveness of an FSP assist, as can the tow truck operator’s knowledge (level of certification). In early morning or late evening hours, something as simple as a good and well placed auxiliary lighting system can make quite a difference in efficiently clearing an incident site or helping with mechanical repairs. Other considerations such as tow truck (vehicle) specifications, contractor and tow truck operator (i.e. driver) requirements and data reporting requirements are discussed in the next section. The final section of this report summarizes key recommendations.
24
TABLE 17 DELAY SAVINGS AND COST EFFECTIVENESS FOR BIG RIG FSP ON I710 Configuration #1 Operating Parameter or Measure of Effectiveness
Heavy Duty FSP Truck, Hours of Operation (hours/day) FSP Utility Truck, Hours of Operation (hours/day) Number of Heavy Duty FSP Tow Trucks on Beat (trucks) Number of FSP Utility Trucks on Beat (trucks) Heavy Duty FSP Tow Truck, Direct Cost ($ / truck‐hour) FSP Utility Truck, Direct Cost ($ / truck‐hour) FSP Beat Indirect Cost ($ / truck‐hour) Number of Days Big Rig FSP Service Provided (days/year) Annual Heavy Duty FSP Tow Truck‐hours (truck‐hours/year) Annual FSP Utility Truck‐hours (truck‐hours/year) Annual Big Rig FSP Costs ($/year) Mean Value of Time, Personally Owned Vehicles ($/hour) Mean Value of Time, Commercial Vehicles ($/hour) Proportion of Commercial Vehicles on I‐710 (percent) Mean Value of Time for I‐710 traffic ($/hour) Mean Fuel Costs ($/Gallon) Delays With Big Rig FSP (vehicle‐hours/year) Delays Without Big Rig FSP (vehicle‐hours/year) Big Rig FSP Delay Savings (vehicle‐hours/year) Delays Savings Per Year ($/year) Fuel Savings Per Year ($/year) Total User Benefit, Delay & Fuel ($/year) Estimated Annual (2007) Benefit‐to‐Cost Ratio
Two Heavy Duty Tow Trucks 10 10 2 0 $ 149.50 $ 75.00 $ 6.38 251 5,014 0 $ 781,650 $ 16.31 $ 49.42 15% $ 21.28 $ 3.00 1,458,000 1,678,300 220,300 $ 4,687,200 $ 282,500 $ 4,969,700 6.4
Configuration #2 One Heavy Duty Tow Truck & One Utility Truck 10 10 1 1 $ 149.50 $ 75.00 $ 6.38 251 2,507 2,507 $ 594,860 $ 16.31 $ 49.42 15% $ 21.28 $ 3.00 1,464,800 1,678,300 213,500 $ 4,542,500 $ 273,800 $ 4,816,300 8.1
Source: DKS Associates (2008)
25
TABLE 18 DELAY SAVINGS AND COST EFFECTIVENESS FOR BIG RIG FSP ON SR91 Configuration #1 Operating Parameter or Measure of Effectiveness
Heavy Duty FSP Truck, Hours of Operation (hours/day) FSP Utility Truck, Hours of Operation (hours/day) Number of Heavy Duty FSP Tow Trucks on Beat (trucks) Number of FSP Utility Trucks on Beat (trucks) Heavy Duty FSP Tow Truck, Direct Cost ($ / truck‐hour) FSP Utility Truck, Direct Cost ($ / truck‐hour) FSP Beat Indirect Cost ($ / truck‐hour) Number of Days Big Rig FSP Service Provided (days/year) Annual Heavy Duty FSP Tow Truck‐hours (truck‐hours/year) Annual FSP Utility Truck‐hours (truck‐hours/year) Annual Big Rig FSP Costs ($/year) Mean Value of Time, Personally Owned Vehicles ($/hour) Mean Value of Time, Commercial Vehicles ($/hour) Proportion of Commercial Vehicles on SR‐91 (percent) Mean Value of Time for SR‐91 traffic ($/hour) Mean Fuel Costs ($/Gallon) Delays With Big Rig FSP (vehicle‐hours/year) Delays Without Big Rig FSP (vehicle‐hours/year) Big Rig FSP Delay Savings (vehicle‐hours/year) Delays Savings Per Year ($/year) Fuel Savings Per Year ($/year) Total User Benefit, Delay & Fuel ($/year) Estimated Annual (2007) Benefit‐to‐Cost Ratio
Two Heavy Duty Tow Trucks 10 10 2 0 $ 149.50 $ 75.00 $ 6.38 251 5,014 0 $ 781,650 $ 16.31 $ 49.42 11% $ 19.95 $ 3.00 386,100 659,500 273,400 $ 5,454,900 $ 350,600 $ 5,805,500 7.4
Configuration #2 One Heavy Duty Tow Truck & One Service Truck 10 10 1 1 $ 149.50 $ 75.00 $ 6.38 251 2,507 2,507 $ 594,860 $ 16.31 $ 49.42 11% $ 19.95 $ 3.00 397,100 659,500 262,400 $ 5,235,400 $ 336,500 $ 5,571,900 9.4
Source: DKS Associates (2008)
26
TABLE 19 COST EFFECTIVENESS OF BIG RIG FSP ON I710 WITH CONTRACTOR OWNED TOW’S Configuration Configuration #1‐A #2‐A One Heavy Operating Parameter or Measure of Effectiveness Two Heavy Duty Tow Truck Duty Tow & One Utility Trucks Truck Heavy Duty FSP Truck, Hours of Operation (hours/day) 10 10 FSP Utility Truck, Hours of Operation (hours/day) 10 10 Number of Heavy Duty FSP Tow Trucks on Beat (trucks) 2 1 Number of FSP Utility Trucks on Beat (trucks) 0 1 Heavy Duty FSP Tow Truck, Direct Cost ($ / truck‐hour) $ 185.98 $ 185.98 FSP Utility Truck, Direct Cost ($ / truck‐hour) $ 75.00 $ 75.00 FSP Beat Indirect Cost ($ / truck‐hour) $ 6.38 $ 6.38 Number of Days Big Rig FSP Service Provided (days/year) 251 251 Annual Heavy Duty FSP Tow Truck‐hours (truck‐hours/year) 5,014 2,507 Annual FSP Utility Truck‐hours (truck‐hours/year) 0 2,507 Annual Big Rig FSP Costs ($/year) $ 964,570 $ 686,330 Mean Value of Time, Personally Owned Vehicles ($/hour) $ 16.31 $ 16.31 Mean Value of Time, Commercial Vehicles ($/hour) $ 49.42 $ 49.42 Proportion of Commercial Vehicles on I‐710 (percent) 15% 15% Mean Value of Time for I‐710 traffic ($/hour) $ 21.28 $ 21.28 Mean Fuel Costs ($/Gallon) $ 3.00 $ 3.00 Delays With Big Rig FSP (vehicle‐hours/year) 1,458,000 1,464,800 Delays Without Big Rig FSP (vehicle‐hours/year) 1,678,300 1,678,300 Big Rig FSP Delay Savings (vehicle‐hours/year) 220,300 213,500 Delays Savings Per Year ($/year) $ 4,687,200 $ 4,542,500 Fuel Savings Per Year ($/year) $ 282,500 $ 273,800 Total User Benefit, Delay & Fuel ($/year) $ 4,969,700 $ 4,816,300 Estimated Annual (2007) Benefit‐to‐Cost Ratio 5.2 7.0 Source: DKS Associates (2008)
27
TABLE 20 COST EFFECTIVENESS OF BIG RIG FSP ON SR91 WITH CONTRACTOR OWNED TOW’S Configuration Configuration #1‐A #2‐A One Heavy Operating Parameter or Measure of Effectiveness Two Heavy Duty Tow Truck Duty Tow & One Utility Trucks Truck Heavy Duty FSP Truck, Hours of Operation (hours/day) 10 10 FSP Utility Truck, Hours of Operation (hours/day) 10 10 Number of Heavy Duty FSP Tow Trucks on Beat (trucks) 2 1 Number of FSP Utility Trucks on Beat (trucks) 0 1 Heavy Duty FSP Tow Truck, Direct Cost ($ / truck‐hour) $ 185.98 $ 185.98 FSP Utility Truck, Direct Cost ($ / truck‐hour) $ 75.00 $ 75.00 FSP Beat Indirect Cost ($ / truck‐hour) $ 6.38 $ 6.38 Number of Days Big Rig FSP Service Provided (days/year) 251 251 Annual Heavy Duty FSP Tow Truck‐hours (truck‐hours/year) 5,014 2,507 Annual FSP Utility Truck‐hours (truck‐hours/year) 0 2,507 Annual Big Rig FSP Costs ($/year) $ 964,570 $ 686,330 Mean Value of Time, Personally Owned Vehicles ($/hour) $ 16.31 $ 16.31 Mean Value of Time, Commercial Vehicles ($/hour) $ 49.42 $ 49.42 Proportion of Commercial Vehicles on SR‐91 (percent) 11% 11% Mean Value of Time for SR‐91 traffic ($/hour) $ 19.95 $ 19.95 Mean Fuel Costs ($/Gallon) $ 3.00 $ 3.00 386,100 397,100 Delays With Big Rig FSP (vehicle‐hours/year) 659,500 659,500 Delays Without Big Rig FSP (vehicle‐hours/year) 273,400 262,400 Big Rig FSP Delay Savings (vehicle‐hours/year) $ 5,454,900 $ 5,235,400 Delays Savings Per Year ($/year) $ 350,600 $ 336,500 Fuel Savings Per Year ($/year) $ 5,805,500 $ 5,571,900 Total User Benefit, Delay & Fuel ($/year) 6.0 8.1 Estimated Annual (2007) Benefit‐to‐Cost Ratio Source: DKS Associates (2008)
28
TABLE 21 COST EFFECTIVENESS OF BIG RIG FSP ON I710 & SR91 I‐710 & SR‐91 Combined Operating Parameter or Measure of Effectiveness Configuration #2 One Heavy Duty Tow Truck & One Utility Truck Heavy Duty FSP Truck, Hours of Operation (hours/day) 10 10 10 FSP Utility Truck, Hours of Operation (hours/day) 10 10 10 Number of Heavy Duty FSP Tow Trucks on Beat (trucks) 1 1 2 Number of FSP Utility Trucks on Beat (trucks) 1 1 2 Heavy Duty FSP Tow Truck, Direct Cost ($ / truck‐hour) $ 149.50 $ 149.50 $ 149.50 FSP Utility Truck, Direct Cost ($ / truck‐hour) $ 75.00 $ 75.00 $ 75.00 FSP Beat Indirect Cost ($ / truck‐hour) $ 6.38 $ 6.38 $ 6.38 Number of Days Big Rig FSP Provided (days/year) 251 251 251 Annual Heavy Duty FSP Truck‐hours (truck‐hours/year) 5,014 2,507 2,507 5,014 Annual FSP Utility Truck‐hours (truck‐hours/year) 2,507 2,507 $ 1,189,730 Annual Big Rig FSP Costs ($/year) $ 594,860 $ 594,860 Mean Value of Time, Personally Owned Veh’s ($/hour) $ 16.31 $ 16.31 $ 16.31 Mean Value of Time, Commercial Vehicles ($/hour) $ 49.42 $ 49.42 $ 49.42 Proportion of Commercial Vehicles on SR‐91 (percent) 15% 11% 13% Mean Value of Time for SR‐91 traffic ($/hour) $ 21.28 $ 19.95 $ 20.61 Mean Fuel Costs ($/Gallon) $ 3.00 $ 3.00 $ 3.00 397,100 1,861,900 Delays With Big Rig FSP (vehicle‐hours/year) 1,464,800 Delays Without Big Rig FSP (vehicle‐hours/year) 659,500 2,337,800 1,678,300 Big Rig FSP Delay Savings (vehicle‐hours/year) 262,400 475,900 213,500 $9,810,300 Delays Savings Per Year ($/year) $4,542,500 $5,235,400 Fuel Savings Per Year ($/year) $ 336,500 $ 610,200 $ 273,800 Total User Benefit, Delay & Fuel ($/year) $4,816,300 $5,571,900 $10,420,500 Estimated Annual (2007) Benefit‐to‐Cost Ratio 9.4 8.8 8.1 I‐710 Beat
SR‐91 Beat
Source: DKS Associates (2008)
29
RECOMMENDATIONS The foremost recommendation is to revise the Service Requirements, requiring one heavy duty tow truck capable of providing all services and one Utility vehicle instead of requiring two heavy duty tow trucks. The second across‐the‐board recommendation is that Metro’s two heavy duty tow trucks be used as consigned backup tow trucks, to be used only when the operator’s primary tow truck is unavailable for service – e.g. temporarily out‐of‐service for maintenance. With this, there should be a provision restricting the number of days (or service hours) that Metro’s heavy duty tows be used for active Big Rig FSP service, insuring that they are only used infrequently as backup tow trucks as intended. Further it is recommended that the tow operator’s drivers be required to successfully prove proficiency in the types of service and situations normally encountered by Big Rig FSP tow truck operators. This proficiency test should include towing (using the heavy duty tow truck), hookup and pulling a vehicle (using the Service truck) and cover the common mechanical problems encountered – such as assisting in an out‐of‐fuel situation, or broken brake or hydraulic line. The operator proficiency exam had not yet been designed. However, Rick Bays (Speed of Light Towing, Recovery, & Transport, Inc.) and Glenn Neal (Vacaville Tow, Inc.) are working with LA Metro’s FSP Program Managers to complete this before expiration of the current contract. The last formidable recommendation is that the operator’s vehicles be inspected prior to being used for Big Rig FSP service to prove that the heavy duty tow truck is capable of towing a heavy (e.g. 80,000 lb) load, and that the Service truck is capable of pulling a disabled heavy truck. This inspection should be similar to the inspection performed on Metro’s heavy duty tow trucks on November XX 2008 by Rick Bays and Glenn Neal at US Tow’s Hawthorne facility. Recommended changes to Service Requirements are presented next, followed by Operator Requirements, Vehicle Requirements, Tools and Onboard Equipment Requirements, Data and Reporting Requirements, and recommendations regarding Tow Truck Inspections. The report wraps up with Next Steps, and Concluding Remarks. Service Requirements Page 9‐15 of Metro’s 2005 RFP states: 3.7 SERVICE REQUIREMENTS The Contractor shall ensure that the tow truck and its driver shall be able to perform, at a minimum, the following activities on a disabled vehicle or truck. • Tow any vehicle over 6000 pounds GVWR, as described in Exhibit 1 • Safely tow a truck with a flat tire off of the freeway
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• Make a temporary repair to minor water and fuel leaks (tape water or fuel hose, plug minor fuel tank or fuel hose leak) • Assist with brakes (hydraulic and/or air type brakes) • Provide free fuel (up to 5 gallons) and water (up to 10 gallons) – Contractor provided • Tow/repair jack-knifed tractor/trailer rig (non-salvage, non-recovery)
For the heavy duty tow trucks, it is recommended this be changed to: 3.7 SERVICE REQUIREMENTS FOR HEAVY DUTY TOW TRUCKS The Contractor shall ensure that the tow truck and its driver shall be able to perform, at a minimum, the following activities on a disabled vehicle or truck. • Tow any vehicle over 6,000 pounds GVWR, as described in Exhibit 1 • Safely tow a truck with one flat tire off of the freeway • Make a temporary repair to minor water and fuel leaks (tape water or fuel hose, plug minor fuel tank or fuel hose leak) • Assist with brakes (hydraulic and/or air type brakes) • Provide free fuel (up to 10 gallons) and water (up to 10 gallons) – Contractor provided • Tow/repair jack-knifed tractor/trailer rig (non-salvage, non-recovery)
For the Utility truck, the service requirements are slightly different as the FSP Utility trucks are not required have towing capabilities. 3.7 SERVICE REQUIREMENT FOR UTILITY TRUCK S The Contractor shall ensure that the tow truck and its driver shall be able to perform, at a minimum, the following activities on a disabled vehicle or truck. • Pull any vehicle over 6,000 pounds GVWR, as described in Exhibit 1 (from freeway traffic lanes to the roadway shoulder) • Make a temporary repair to minor water and fuel leaks (tape water or fuel hose, plug minor fuel tank or fuel hose leak) • Assist with brakes (hydraulic and/or air type brakes) • Provide free fuel (up to 10 gallons) and water (up to 10 gallons) – Contractor provided • Tow/repair jack-knifed tractor/trailer rig (non-salvage, non-recovery)
It is recommended to increase the amount of diesel fuel carried on the heavy duty tow trucks (and Service trucks) from five gallons to 20 or 40 gallons and that the contractor provide up to ten gallons of fuel per assist because when large (big rig) diesel vehicle engines run out of fuel, their engines cannot be primed with only five gallons of fuel. Increasing the amount of fuel carried improves the likelihood of a successful assist. FSP heavy duty tow trucks and/or the FSP Utility trucks could carry an auxiliary diesel fuel tank of 20 to 40 gallons without requiring DOT diesel placards. The Code of Federal Regulations (CFR) bulk packaging (for liquids) is defined as “a maximum capacity greater than 450 L (119
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gallons) as a receptacle for a liquid7”. Vehicles carrying less than the CFR bulk packaging limit do not require special hazardous material placards. During the Pilot Program’s evaluation, the cost effectiveness of providing towing services for the heaviest categories of vehicles was raised. The Big Rig FSP assist information, national truck weight VMT measures and I‐710 truck VMT measures all lead to the conclusion that heavy vehicle towing (up to 80,000 lbs GVW) should be included if towing services are to remain a Big Rig FSP service requirement. NCHRP estimates that almost half (47.5%) of the truck VMT in the United States is from trucks between 60,000 and 80,000 lbs. GVW (see Table 22. This proportion is even higher on major trucking routes like I‐710. In 2007, Over 75% of the 4,128 trucks assisted on I‐710 were heavy duty TRAA class 8 vehicles (see Tables 12‐13 and Figure 3). TABLE 22 TRUCK GROSS WEIGHTS FOR SPECIFIC TRUCK TYPES BY TRUCKMILES TRAVELED
Truck Weight Category (lbs)
Single‐unit Truck with Trailer
Single‐unit Trucks (106 mi)
%
(106 mi)
%
Single‐unit Truck with Utility Trailer
Truck‐tractor with Single Trailer
(106 mi)
(106 mi)
%
%
Truck‐tractor with Multiple Trailers (106 mi)
%
less than 19,501
27,717
54
306
11
998
48
343
0
0
0
19,501‐‐26,000
8,476
17
200
7
395
19
880
1
177
2
26,001‐33,000
5,039
10
115
4
261
13
1,652
2
26
0
33,001‐‐40,000
1,720
3
186
7
113
5
3,381
4
1,194
13
40,001‐‐50,000
3,119
6
229
8
85
4
9,262
10
364
4
50,001‐‐60,000
2,588
5
133
5
102
5
8,641
9
1,189
14
60,001‐‐80,000
2,757
5
1,205
44
116
6
65,688
71
4,958
56
80,001‐‐100,000
45
0
225
8
15
1
1,828
2
311
4
100,001‐‐130,000
7
0
119
4
13
1
426
1
485
5
130,001 and more
0
0
18
1
0
0
122
0
172
2
51,467
100
92,221 100
8,873
100
Total
2,736 100
2,098 100
Source: NCHRP 505 (2003), Table 14: Truck Gross Weight for Specific Truck Types by truck VMT
7
49 CFR § 171.8, Page 91 of 49 CFR Chapter I (10–1–04 Edition).
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Hours of Operation Section 3.2.1 of Metro’s current RFP covers “Hours of Operation” requirements; page 3‐5 states: 3.2.1 HOURS OF OPERATION The Contractor shall be required to operate during the hours specified below. The Contractor shall be responsible for ensuring that all labor requirements and restrictions are met, including restrictions in the maximum number of behind-the-wheel hours a tow operator can accrue in a 24-hour period. Days of Service: Weekdays (Monday through Friday) Hours of Service: 14 hours per day Work Shift Hours: Truck 1: 5am – 4pm (10 hours with a 1-hour lunch) Truck 2: 8am – 7pm (10 hours with a 1-hour lunch)
No changes are recommended for the overall hours of operation requirements. Operator Requirements The current operator (contractor and driver) requirements are covered in Section 3.8 of the Big Rig FSP RFP. Section 3.8 “Operator Requirements” (Page 3‐16) states: 3.8 OPERATOR REQUIREMENTS The Contractor is required to have operators that are certified and trained in heavy-duty tow operations. In addition to the industry requirements for training and certification, each FSP operator will be required to attend and pass a two-day FSP initial driver training class. The FSP initial driver training is based upon policies and procedures of the FSP program. Contractors, drivers and backup drivers are required to attend the FSP initial driver training. CHP shall certify drivers upon successful completion of the FSP training. In addition to the initial driver training, FSP drivers are required to attend 8-hours of FSP refresher training on an annual basis. Any and all costs associated with training shall be the responsibility of the Contractor. If awarded, the following are required of all heavy-duty tow operators: 3.8.1 Tow Operator Requirements • Heavy-Duty Certification (CTTA, Wreckmasters (or approved equivalent) certified within 3 years of bid submittal date). • Automotive Service Certification (ASE) certified within 5 years of bid submittal (in air brakes and drive line systems) • 3-years verified Class A license • Successful background check based on SOP requirements • Successful FSP Certification (obtain an FSP identification) • At a minimum, Contractor must maintain 5 qualified drivers (minimum) throughout the contract period.
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It is recommended the Tow Operator Requirements in Section 3.8.1 be changed to: 3.8.1 Tow Operator Requirements • • • • •
Heavy-Duty Certification (CTTA or WreckMaster certified prior to start of service) 3-years verified Class A license Successful background check based on SOP requirements Successful FSP Certification (obtain an FSP identification) At a minimum, Contractor must maintain 4 qualified drivers (minimum) throughout the contract period.
The ASE certified mechanic requirement for tow operators seems unnecessarily conservative given that the Big Rig FSP drivers do not perform or assist with more than minor repairs on disabled vehicles. As such, the ASE certification requirement for Big Rig FSP operators can be relaxed. Maintaining five qualified drivers (minimum) seems overly conservative. It is recommended that this be reduced to four. Vehicle Requirements Section 3.4 of Metro’s current Big Rig RFP covers vehicle requirements. Even though Section 3.4 was written assuming that Metro’s heavy duty tow trucks would be consigned to the tow operator, most of it is still applicable. 3.4 VEHICLE REQUIREMENTS Metro shall provide two contract heavy-duty vehicles under a consignment agreement (see Exhibit 2). The Contractor shall operate two primary heavy-duty tow vehicles on a continual basis during the contracted period. A third (backup) heavy-duty vehicle truck is required and shall be provided by the Contractor and made available in the event that one of the primary heavy-duty vehicles requires maintenance, or for any other reason it is not available for FSP service. Exhibit 1 describes classes of vehicles to be towed as well as the tow truck carrier classification for heavy-duty tow trucks. 3.4.1 Vehicle Color All vehicles under contract shall be required to be maintained a totally white color, except for authorized and required markings. The Contractor furnished backup truck is exempt from this requirement. 3.4.2 Contractor Information on Vehicle Contractor’s name, address, city, state, zip code, telephone number and motor carrier permit, as required by law, shall be labeled on the driver and passenger sides of the vehicle. The information shall be provided by Metro.
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3.4.3 Letter/Numbering of Contractor Information on Vehicle Metro will specify and provide all letters/numbers to be applied to the FSP tow vehicles. No additional letters/numbers shall be applied without prior approval from Metro. Note: Exhibit 2 in Metro’s 2005 RFP is the Consignment Agreement between the Metro and the Contractor.
It is recommended that the Vehicle requirement section be modified to reflect that the Contractor is providing the primary heavy duty tow truck, a Utility truck, and a backup heavy duty tow truck. 3.4 VEHICLE REQUIREMENTS One heavy duty tow truck and one Utility truck are required and shall be provided by the Contractor to be used as the primary heavy duty tow truck and primary Utility truck for Big Rig FSP service. The Contractor shall operate the primary heavy-duty tow and the Utility vehicles on a continual basis during the contracted period. The Contractor provided heavyduty tow truck must be no more than 5 years old and have no more than 250,000 miles on the start date of the Big Rig FSP contract period. A third (backup) heavy-duty vehicle truck is required. The contractor shall provide one heavy-duty tow truck to be used as the backup heavy duty tow truck and backup Utility truck. This backup tow truck shall be made available in the event that the primary heavyduty vehicle or the primary Utility truck require maintenance, or for any other reason are not available for FSP service. Exhibit 1 describes classes of vehicles to be towed as well as the tow truck carrier classification for heavy-duty tow trucks. Note: Exhibit 1 in the Metro RFP is the TRAA Vehicle Identification Guide which is shown in Figure 2 of this report.
Tow experts were employed to compile minimum vehicle specifications necessary to meet the Big Rig FSP’s Service Requirements. It is recommended that the Vehicle Requirements be modified to more explicitly state minimum vehicle requirements for both the heavy duty tow truck and the Utility truck. The 300” maximum wheelbase specification in the current description (for heavy duty tow trucks) is not required. The below listed specifications are minimums that will enable a tow operator to perform the requirements of the MTA agreement as it is written to date. Should MTA elect to begin recovery and major accident work additional revisions will be required. These recommendations include assumption for existing tool and accessory requirements less the recovery equipment. HEAVY DUTY TOW TRUCK MINIMUM VEHICLE SPECIFICATIONS Minimum Chassis Capacities • Front Axle 13,200 (lbs.) • Rear Axle 40,000 (lbs.) • Clear C.A. 156” Center of Rear Axles
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• •
After Frame from 40” R.B.M. (in./lbs.) 2,250,000
Note: All Recommendations are minimums. Heavier specifications may be required depending on chassis and equipment weight.
Minimum Wrecker Capacities • Boom Structural Rating (S.A.E.) • Retracted 30* 50,000 lbs. • Extended 30* 16,000 lbs • Under reach capacities • Capacity Fully Extended to C.L. of Forks 16,000 lbs. @ 113" • Capacity Fully Retracted to C.L. of Forks 35,000 lbs. @ 49" Note: Wheelbase and lifting capacities may be increased to provide adequate workspaces (storage) for auxiliary equipment and tools.
UTILITY TRUCK MINIMUM VEHICLE SPECIFICATIONS Minimum Chassis Specifications • 26,001 Minimum to 33,000 GVWR • Air brake package • Trailer brake hook-up’s, service & emergency, with johnson bar • Electric brake controller • Various trailer light plugs ( 4-6-7-10 way ) • Various trailer ball mounts • 2 5/16’, 2’, 1 7/8’ HD trailer balls • Pintle hook hitch • Air supply hook up’s front & rear & sides • 4 door crew-cab • 22.5 tire-wheels ( Larger footprint on ground for traction ) • Jump start plug-in front, rear, each side of truck • Heavy duty rear step bumper with 2-frame connected d-rings for attaching pull chains • Heavy duty class 5 hitch receiver • Emergency lighting as required for big rig tow truck (Strobes, light bar, flashing lights, etc. ) Note: All Recommendations are minimums. Heavier specifications may be required depending on chassis and equipment weight.
Minimum Service Body Specifications • 12’ foot minimum service body • 40-60 gallon diesel fuel tank, with pump, hose, nozzle, 50’ ft. hose reel • 20 gallon gasoline tank, with pump, hose, nozzle, 50’ ft. hose reel • 20 gallon of water in 5 gallon containers • 20 gallon auxiliary air storage tank or auxiliary air compressor Note: All Recommendations are minimums. Heavier specifications may be required depending on chassis and equipment weight.
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Backup Vehicle Requirements are covered in Section 3.4.4. 3.4.4 Backup Truck The Contractor shall provide and make available throughout the contract period, one heavyduty backup tow truck. The backup truck must be able to provide all contracted services for vehicles ranging from Class 2 and Class 8 (see Exhibit 1). The backup truck must be in service on the beat within 90 minutes from the time a primary FSP tow vehicle is taken out of service for any reason. All costs associated with operating the backup tow truck requirement shall be incorporated into the Contractor’s hourly rate. Note: Exhibit 1 in the Metro RFP is the TRAA Vehicle Identification Guide which is shown in Figure 2 of this report.
It is recommended that the Backup Truck Requirements in Section 3.4.4 be changed to: 3.4.4 Backup Heavy Duty Tow Truck The Contractor shall provide and make available throughout the contract period, one heavyduty backup tow truck. The backup truck must be able to provide all contracted services for vehicles ranging from Class 2 and Class 8 (see Exhibit 1). The Contractor provided heavyduty backup tow truck must be no more than 5 years old and have no more than 250,000 miles on the start date of the Big Rig FSP contract period. The backup truck must be in service on the beat within 90 minutes from the time a primary FSP tow vehicle is taken out of service for any reason. All costs associated with operating the backup tow truck requirement shall be incorporated into the Contractor’s hourly rate.
The backup heavy duty tow truck could serve as backup for the Utility truck as well as backup for the primary heavy duty tow truck, thus eliminating the need for a separate backup Utility truck. It is recommended that Metro’s two heavy duty tow trucks (which are currently being consigned to the tow operator to be used as the primary Big Rig FSP tow trucks) be no longer used for Big Rig FSP service; these tow truck were designed and built to tow and service the bus fleet and not for towing big rig trucks and other heavy (general) heavy duty trucks. As such, their configuration is not well suited for Big Rig FSP service. Tools and Onboard Equipment Requirements Supplemental onboard equipment requirements are described and listed in Section 3.5.4 of Metro’s current RFP. Minimum additional tool requirements are listed in Section 3.5.5. Pages 3‐9 through 3‐11 state:
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3.5.4 Supplemental Equipment The consigned vehicles will be transferred to the Contractor “as is”. The Contractor shall be required to purchase and equip each consigned vehicle used for the contract with all of the necessary equipment needed to tow vehicles ranging from Class 2 to Class 8. The following supplemental equipment is required by the Contractor and is in addition to the equipment requirements referenced in the CHP tow service agreement (CHP 234B). Tow Forks • Narrow and wide forks: short, medium and tall for each wide frame fork and any and all future forks needed to handle any possible tow. • Hendrickson front air ride suspension forks Wheel-lift Attachments • All pins, pieces and straps Conventional Attachments • Regular risers • Risers that fit fork adaptors for buses with bike racks • Trailer plate – Two 1” shackles Chains and Binders • (4) 5/16 – 3/8 inch binders • (2) ½ inch ratcheting binders • (2) 3/8 inch ratcheting binders • (2) 5/8 inch G-80 chain – 12 feet long • (2) ½ inch G-80 chain 12 feet long • (2) 3/8 inch G-80 chain 8 feet long • (4) 3/8 inch G-70 chain 20 feet long Light Bar and Cord • 60 inch light bar (7-way) • (1) 60 foot 7-way light cord • (1) 40 foot 7-way light cord • (2) double female 7-way connectors Air Hoses and Fittings • (6) 25 foot air hoses • Different variety and sizes of air fittings • (3) glad hands with quick connects Hardwood Blocks • (1) 4 x 6 inch 60 inches long • (1) 4 x 4 inch 48 inches long • (4) 4 x 6 inch 12 inches long Aluminum Tow Angle
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Recovery Equipment Support • (1) 12 ton snatch block Straps • (4) 4 inch x 20 foot tie down • (5) 6 inch x 26 foot tie down • (2) 12 inch x 20 foot recovery Hazmat Kit • New Pig (P/N 211 Kit) – Compact 20-gallon spill kit with absorbent socks
3.5.5 List of Tools The Contractor is required to equip each contracted vehicle with any and all tools required to provide the required service including but not limited to following: 12 pt. Box wrenches Standard: ¼ to 2 inch Metric: 7mm to 22mm Sockets 3/8 drive and ½ drive all 12 pt. Standard: ¼ to 2 ½ inch Metric: 7mm to 22 mm • • • • • • • • • • • • • • • • • • • • • • •
Axle puller Vise grips: long nose, flat nose Channel lock pliers: large and medium size Crescent Wrenches: 24, 16 and 12 inch Large breaker and ratchet Hammers (small, large, grass) Medium and large sledge hammer Axle covers (8-hole, 10-hole, 4 each) T-bolts minimum (3 different sizes) Bolt cutters: large and small 14’ ladder (4) 5-gallon buckets of grease sweep with sealable tops Plug and dike kit for leaky fuel tanks rechargeable flashlights Pry bar (6, 4 and 2 foot) 20 ton bottle jack Plastic bags Rubber gloves: heavy duty and disposable Extractors for air fittings Duct tape Flares Stop sign (stop on one side, slow on the other) Jumper cables
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• • • • • • •
Lock out tools: cars and trucks Traffic cones (8) 36-inch cones Medium size sealable container for waste oil Rags Bungee cords Rope Steering wheel tie downs
There are no official recommended changes to the “Supplemental Equipment” or the “List of Tools”. It is the operator’s responsibility to insure that all necessary tools are onboard to provide all contracted services. The details of the needed tools and equipment may vary slightly depending upon the tow truck make and configuration. US Tow management (the Big Rig FSP operator from inception in 2005 through 2008) provided a good basic list of onboard tools and supplemental equipment that US Tow adequate for the first three years of Big Rig FSP service. This “Supplemental Equipment and Tool Listing for Big Rig FSP Tow Trucks” has been included as Appendix 3 of this report for informational purposes. The necessary tools for the heavy duty tow trucks are slightly different than the necessary tools for the FSP Utility trucks. It is recommended that the list of required onboard equipment for the Utility trucks include: Supplemental Equipment for Utility Trucks PTO driven compressor or T-30 Gas IR 40+ Gallon fuel tank with pump for fuel transfer Fuel reel with gauge and nozzle, 25’ hose Air hose reel 1/2" x 50' Pintle hitch Ball hitch Emergency lighting All options of tool boxes to facilitate additional equipment Air hose on reel Additional Equipment Wheel checks (2) Adjustable wrenches, 15", 24" Proto Mechanics wire Air fitting box (kit) Air hose repair kits, 2 types Triangle kit 1/2" breaker box Ice chest
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Duct tape 20 ton bottle jack (air) on wheels Flares (4) Hardwood 4x6 x 12" (3) Hammers: small, medium and large Large bolt cutters 3/8" x 20' chain with grab hooks Clean rags Shovel Broom Heavy duty jumper cables (front and rear mount) Creeper Fuel pump portable 5 Gallon fuel can 5 Gallon water can Stop / slow sign (8) Traffic cones m/c straps 4 of each Rechargeable flashlight (2) 25' air hoses (1) 50' air hose Trash cans 48" Pry bar Balls 2" & 2-5/16" Fire extinguishers Heavy duty 1" impact 1" Wheel sockets for all trucks Lock out tools Paper towel dispenser Oil spill kit ** Plus all hand tools in heavy duty tow truck
Data and Reporting Requirements Section 3.10 “Data Requirements” of Metro’s current RFP (Page 3‐22) states: Contractor is required to provide information related to every assist he/she makes while on duty. The data is to be provided in written format as shown in Exhibit 9 (Big Rig Motorist Assist Form) and submitted on a weekly basis. Note: Exhibit 9, the Big Rig Motorist Assist form is shown in Appendix 2 of this report.
To ease data collection, data transfer between the Big Rig FSP Contractor and Metro FSP management and to reduce data processing time, it is recommended that Metro investigate the use of either handheld data collection PDAs (like San Bernardino’s FSP program is using). Automatic vehicle locator (AVL) or GPS enabled hand held data collection would have
41
significant advantages with respect to performing spatial analysis of the Big Rig FSP assist data. It would also help to identify tow trucks that habitually were not on the designated freeways during the contracted service times. The spatially geocoded Big Rig assist data (from a GPS enabled handheld data collection device) could also be used by CHP and Caltrans to identify accident “hot spots”, segments of the freeway that experience higher than normal accident rates. This could help to identify merge/diverge areas and traffic weaving areas that could benefit from redesign. This data could also be used to quantify congestion to more reliably measure the delay savings attributed to the Big Rig FSP program. The actual data recorded, and the data/incident/vehicle‐type categories on Metro’s Big Rig FSP Motorist Assist form is sufficient for Metro’s current reporting practices. Metro Heavy Duty Tow Truck Inspections Metro’s heavy duty tow trucks are 2003 model trucks, over 5 years old now and have over 150,000 miles and hundreds of tows. Although the expected life of a heavy duty tow truck is longer than this, usually 8‐10 years and up to 500,000 miles, a full inspection of Metro’s two heavy duty tow trucks was requested by Metro’s FSP Program management. An inspection of Metro’s heavy duty tow trucks was performed by Rick Bays of Speed of Light Towing and Glenn Neal of Vacaville Towing on November 2nd and 3rd (2008). CHP officers, Metro’s FSP management, and US Tow’s management and drivers participated in the two day evaluation. A complete visual inspection of the vehicles was performed and documented for the truck’s chassis and tow components. The inspection included hooking up to a heavy truck and towing on Los Angeles’ freeways to determine the vehicles adequacy to serve as Big Rig FSP tow trucks for an additional three years. The inspectors also performed an unloaded test drive to assess how the tow trucks handled when not towing. As a result of the inspection, and from input from the current Contractor and drivers, it is recommended that Metro’s heavy duty tow trucks be no longer used in the Big Rig FSP program. Metro’s heavy duty tow trucks were designed and built to tow and service the bus fleet, and as such their configuration is not well suited for towing big rig (tractor‐trailers) and other general heavy duty (commercial) vehicles. Next Steps Designing the operator (driver) proficiency test is recommended prior to releasing the Big Rig RFP for the next three year term. Potential bidders are most likely to have questions and request information on the required tasks. The operator/driver proficiency test should be
42
developed and documented including a listing of the basic tasks included prior to RFP release for bids. Upon revising Metro’s Request For Proposal (RFP), and prior to releasing it to potential bidders, it is recommended that the draft RFP be reviewed by the tow experts that prepared these recommendations to insure that the description of requirements, truck specifications, and tool/equipment listings are as intended and that the wording is in accordance with industry standards. Annual interviews with the Big Rig tow truck Contractor(s) should be performed eliciting recommended changes to operating procedures that might lead a better performing program ‐‐ more cost efficient operations, additional delay savings, additional driver/operator safety, etc. Toward the end of the upcoming three year contract, Metro should re‐evaluate key components of the Big Rig FSP program: •
•
Measure freeway traffic and truck volumes, traffic delays and Big Rig FSP delay savings; quantify program’s benefits and costs; and perform and alternatives analysis to identify plausible improvements in service quality, cost reducing measures, and ways to improve the program’s efficiency. Perform an inspection on Metro’s heavy duty tow trucks, assessing their ability to reliably provide Big Rig FSP service for the duration of the next three year contract; including recommendations for replacement parts and equipment. Assess cost effectiveness of recommended parts and equipment replacement if truck engine, drive train and chassis are up to standards.
Concluding Remarks The Big Rig FSP program is a cost effective program which is well received by the trucking industry, policy makers, CHP, Caltrans, and Metro staff. The program enjoys a 6:1 benefit to cost ratio. Changing the Service Requirements from “two heavy duty tow trucks” to “one heavy duty tow truck and one Utility/Service truck” should improve cost effectiveness significantly without reducing the quality of service offered to the trucking industry. Further, providing Big Rig FSP service on SR‐91, in addition to the I‐710 service, is a cost effective program expansion option. Extending the SR‐91 Big Rig FSP operation into Orange County, jointly funded and jointly managed with OCTA FSP, is well worth continued investigation. Since the I‐710 Big Rig FSP program has been so well received and is proven to be cost effective (and since the SR‐91 Big Rig FSP forecasts show similar prospects), it is suspected that similar returns would be realized
43
by providing Big Rig FSP service on the western segments of SR‐91 in Orange County. Metro’s and OCTA’s FSP managers have already started informal discussions in this arena; this is not a new concept resulting from this study. But this study’s findings underscore that continued investigation of Big Rig FSP’s potential beyond Metro’s borders may prove quite cost effective.
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REFERENCES & DATA SOURCES 2003 Traffic Incident Management Tow Operator Workplan (TIMTOW) Guide Towing & Recovery Association of America (TRAA), 2003 Baseline Evaluation of the Freeway Service Patrol (FSP) I‐710 Big Rig Demonstration Program Institute of Transportation Studies, University of California at Berkeley, October 2005 CALIFORNIA’S FREEWAY SERVICE PATROL PROGRAM: Management Information System Annual Report for Fiscal Year 2002/03 Institute of Transportation Studies, University of California at Berkeley (2005) CALIFORNIA’S FREEWAY SERVICE PATROL PROGRAM: Management Information System Annual Report for Fiscal Year 2004/05 Institute of Transportation Studies, University of California at Berkeley (2005) CALIFORNIA’S FREEWAY SERVICE PATROL PROGRAM: Management Information System Annual Report for Fiscal Year 2006/07 DKS Associates & Institute of Transportation Studies, University of California at Berkeley (2007) California Truck Driver Training Program, Heavy Duty Towing & Recovery Level 6 California Tow Truck Association, Publication Date Unknown FSP Towing Services: I‐710 Big Rig Pilot RFP No. FSP05‐BR1647 Los Angeles County Metropolitan Transportation Authority, December 2005 Los Angeles County Metro Freeway Service Patrol: Standard Operating Procedures Los Angeles County Metropolitan Transportation Authority; California Highway Patrol; California Department of Transportation, October 2003 Los Angeles County Metro Freeway Service Patrol: Statistical Report of Big Rig Freeway Assists California Department of Transportation (Caltrans) District 7, Office of Traffic Operations, First Quarter (January, February, March) 2007 Second Quarter (April, May, June) 2007 Third Quarter (July, August, September) 2007 Fourth Quarter (October, November, December) 2007 First Quarter (January, February, March) 2008 Second Quarter (April, May, June) 2008
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Los Angeles County Metro Freeway Service Patrol: Statistical Report of Freeway Assists California Department of Transportation (Caltrans) District 7, Office of Traffic Operations, First Quarter (January, February, March) 2007 Second Quarter (April, May, June) 2007 Third Quarter (July, August, September) 2007 Fourth Quarter (October, November, December) 2007 First Quarter (January, February, March) 2008 Second Quarter (April, May, June) 2008 NCHRP Report 505, Review of Truck Characteristics as Factors in Roadway Design National Cooperative Highway Research Program, Transportation Research Board, 2003 NCHRP Synthesis 318, Safe and Quick Clearance of Traffic Incidents National Cooperative Highway Research Program, Transportation Research Board, 2003 Freeway Performance Measurement System (PeMS) website at https://pems.eecs.berkeley.edu Department of Electrical Engineering and Computer Sciences at the University of California, at Berkeley, with the cooperation of the California Department of Transportation, California Partners for Advanced Transit and Highways, and Berkeley Transportation Systems. TRAA Municipal Towing Guide Towing & Recovery Association of America (TRAA), Publication date unknown The Value of Travel‐Time: Estimates of the Hourly Value of Time for Vehicles in Oregon 2005 Oregon Department of Transportation, Economics & Policy Analysis Unit, April 2006 VALUE OF TIME FOR COMMERCIAL VEHICLE OPERATORS IN MINNESOTA Journal of the Transportation Research Forum 44:1, Smalkoski, Brian, and Levinson, D., 2005
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Heavy Duty Tow Truck Inspections and Interviews With: Rick Bays Speed of Light Towing, Recovery, & Transport, Inc. 637 Main Street Watsonville, CA 95076 Mike Meade US Tow Services, Inc. 1940 Lovelace Avenue Los Angeles, CA 90015 Genn Neal Vacaville Tow, Inc. 56 Commerce Place Vacaville, CA 95687 John Takahashi Motorist Services Program Administrator Los Angeles County Metropolitan Transportation Authority One Gateway Plaza Los Angeles, CA 90012‐2952
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APPENDIX 1 INPUT AND RESULTS EXCEL-WORKSHEETS FROM THE FREEWAY SERVICE PATROL EVALUATION (FSPE) MODEL FOR I-710 AND SR-91 LIGHT DUTY FSP BEATS
APPENDIX 2 BIG RIG FSP ASSIST FORM
BIG RIG FSP ASSIST FORM Please fill this form out for EACH Big Rig Assist. Please make contact with every Big Rig driver assisted to obtain information
PLEASE CIRCLE APPROPRIATE PICTURE OF DISABLED VEHICLE
DATE: _____________________ DRIVER NAME/ID:_____________________ BIG RIG LICENSE NO:_____________________ LOCATION: NB SB @ __________________________________________ VEHICLE LOCATION (I.E. RT SHOULDER, LANE #2): _______________________________________________________ NO. OF VEHICLES INVOLVED: _______________________________________________________ WEATHER: SUNNY OVERCAST RAIN OTHER____________ INCIDENT TYPE:
OUT OF GAS FLAT TIRE MECHANICAL COLLISION SPILL FIRE LOST FATIGUE/REST OTHER____________
IS THERE CONGESTION CREATED BY THIS INCIDENT? YES NO ARE BOTH DIRECTIONS OF FREEWAY AFFECTED? YES NO ASSISTANCE CALLED? YES ETA:__________ NO If Yes, who? (Rotation, CHP, ETC.):___________________________ INCIDENT DESCRIPTION/DETAILS (IF AVAILABLE)? _____________________________________________________________ _____________________________________________________________ _____________________________________________________________ _____________________________________________________________ _____________________________________________________________ _____________________________________________________________
COMMENTS: _______________________________________________________________ _______________________________________________________________ _______________________________________________________________
APPENDIX 3 SUPPLEMENTAL EQUIPMENT AND TOOL LISTING FOR BIG RIG FSP TOW TRUCKS
TOOLS IN OR ON TOW BODY Oversized banners with 8 bungees in storage box (36) 15 minute flares in 2 storage boxes Height measuring stick Axe 1 pair wheel chocks (2) Crescent (adjustable) wrenches, 15" & 24" Tool Box for hand tools fitted to tow body compartment Air fitting box Air tools Triangle kit 1/2" breaker bar Ice chest for bottled water Duct tape 20 ton bottle jack (air) Rubber gloves Small storage (sandwich type) for drive line bolts Pinch bar Mechanic wire Driveshaft tool box (3) Hammers, small, medium, large (1) Bolt cutter Chains and binders Binder bar Axle covers with storage box Clean rags with storage box Shovel 24" hand broom Heavy duty jumper cables Heavy duty creeper Diesel fuel transfer pump (2) 48" angle iron Trailer plate with shackles 5 gallon diesel can
Airline repair kits ‐ with misc. fittings Stop sign / Slow sign 8 marked traffic cones with reflective tape affixed (8) Bungee cords (4 sizes) 4 m/c straps ratchet type 4 m/c straps pull type 8 clamps Rechargeable flashlight 60' & 40' 7 way extensions (4) 25' air hoses (1) 50' air hose (2) Trash cans Wireless lightbar Driveshaft puller kit Axle puller kit Shackles (misc sizes) (2) Snatch blocks ‐ 12 ton Grizzly Bar 48" pry bar Forks and Adapters (as per existing equipment schedule) Pintle hitch Tow balls 2" & 2‐5/16" 7 way adapter/coupler 7 way Repair Kit with storage box (2) tie down ratchet ropes pull type Fire extinguisher 14" ladder Sealable container 2 1/2 gallon Axle drip container (2) Double pick blocks Knee pads Electrical tape Test light Small screwdrivers Spare 7 way male Wire cutters
Misc. electrical connectors Required Hardwood (2) 4x6 x 48" long (8) 4x6 x 12" long Required Chains and Binders (2) 3/8" snap binders (2) 1/2" snap binders (2) 3/8" ratchet binders (2) 3/8" 10' with grab hook each end (2) 3/8" 20' with grab hook each end (2) 1/2" 10' with grab hook each end (2) 1/2" 20' with grab hook each end (2) 3/8" 6' with 1 grab hook only (2) 1/2" 6' with 1 grab hook only Required Cargo Straps (2) 4" x 20' with ratchet (2) 4" x 26' with ratchet Required Shackles (4) 3/8” (4) 1/2” (2) 7/8” (2) 1" Driveshaft tool box (4) Caging pins Mechanics wire (2) Air valves 4 lb hammer Caging wrench 3/4" to 3/8" channel locks #463 Driveshaft metric wrenches 8, 10, 12, 13, 14, 15, 17 mm Driveshaft metric sockets 8, 10, 12, 13, 14 mm Driveshaft sockets 3/8", 7/16", 1/2", 9/16", 5/8", E10, E10 swirl, TA45, TA47 Small pry bar Medium pry bar 1/2" to 3/8" adapter 12mm long socket 1/2 drive #56160 (2) 3/8" ratchets
3/8" snap‐on extension 3" swivel 1/4" to 5/16" long wrench E10 x& E12 long wrench Craftsman cutters
FACTORY TOOL BOX IN THE TOW BODY
AIR TOOLS MOUNTED WITH QUICK DISSCONNECT
Allen wrenches: metric & SAE (4) vise grips 1/2" ratchet pipe wrench, Rigid E 9/10 (2) Tube cutters ATD‐3604 & KD‐2107 Screw extractor KD 720 3/8" & 1/2" impact extensions (4 each) Sears professional wrench sets: metric & SAE 3/8" & 1/2" impact socket set, 12 pt swivel Chisel kit 3/8" & 1/2" impact socket sets 6 pt short and long 3/8" & 1/2" impact socket sets 12 pt short Hub cap tool Air saw blades Cut off wheels Screw driver set Pliers set (2) small Crescent wrenches, 6" & 8" Measuring tape 12" Pry bar Air gauge to check tire pressure Flake nut wrench sets: metric & SAE Craftsman 10" pliers (nipper style)
(4) Glad hands Air saw air chisel 3/8" impact 1/2" impact Cut off tool 3/8" ratchet Glue gun Inflator Inflator with gauge
