Insights - March/April 2018 - 14

"There is still more work to be done," he said, to address
productivity and turn times in terminals.
BNSF's Ring spotlighted two particular steps the railroad is
taking to address this issue.
First, BNSF and an IEP recently received FMCSA approval to
conduct a pilot test of DVIR submissions.
"We are simplifying the DVIR question and eliminating the
requirement of declaring one of the nine defect categories.
Success in the pilot could lead to widespread implementation not
only throughout BNSF's intermodal hubs, but also throughout the
industry," Ring said.
Second, BNSF's systemwide use of IANA's Bad Order
Equipment Status system is delivering improved visibility on
chassis defects and repairs, which leads to improved throughput
and a better experience for customers, Ring said.
To reduce bad order equipment percentages, the railway
provides a dedicated On Terminal Chassis Depot space for IEPs
to do inspections and repairs. Use of the depot approach has
resulted in a 40 percent reduction in flip events and improved
equipment quality. Dedicated repair space also has reduced the
injury exposure for workers, he added.

Other Equipment-Related Steps
In addition to operational changes, inspections and
investments, development of new technology is generating more
attention elsewhere in the industry.
One recent technology innovation is E*DRAY, an initiative to
enhance ocean terminal operations. It's designed to standardize
the block stow, flow stack and export street turn processes

Trucking Software

of containers for importers and exporters. The technology is
operational in the Pacific Northwest, with the next scheduled
expansion in Southern California and plans to add additional
markets.
"E*DRAY's innovation, technology and team have a new
approach to increasing velocity through our gateway which is
needed across the country," said John Wolfe, CEO, Northwest
Seaport Alliance.
Truckers and cargo owners use E*DRAY's software to
reconcile the equipment used.

Limits on Throughput Improvement
"The improvement [in terminal throughput] over the last few
years has been limited to user interface improvements, with a
limited expansion of telematics capabilities and some industry
acceptance of driver mobile apps," said Ed McQuillan, president of
Ashland Avenue Partners. "The ability for drivers to communicate
to and with the terminal management system is by far the most
significant improvement and should continue to be developed."
Better use of technology can direct driver movements,
identify congestion areas and assist drivers in locating units or
chassis problems as well as self-checks for terminal entry and
exit.
"There are some applications that have started to integrate
the driver's device, but much more needs to be done," he said, to
maximize the value of technology used by drivers. In addition,
he said that more benefits could be secured by evolving terminal
management systems into scheduling systems.

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14 Intermodal Insights | March/April 2018

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Table of Contents for the Digital Edition of Insights - March/April 2018
