STB UPDATE OCTOBER 31, 2017 [PDF]

2 downloads 207 Views 995KB Size Report
Oct 31, 2017 - Interchange volumes current and gateways fluid. Highlights. ̶. Dwell reaches new .... Willard removed from current and future weeks' data, transitioned to a flat switching operation in .... Restated historical data in new methodology available on csx.com/servicemetrics. Cars Online. Former. All cars on CSX, ...
STB UPDATE

OCTOBER 31, 2017

Network performance levels consistent Highlights ̶

̶

Dwell reaches new measurement-period low of 10.4 hours

2

Customer problem logs remain near lowest level in measurement period and in normal range

1 Normalized

fill rate

        

Dwell further improved and velocity steady Right Car Right Train moving higher Crew and power resource levels remain well matched to demand Hump yard performance steady, four humps remaining Western terminals performing well Empty car fulfillment remained near 80%1 Local pull and place performance stable Customer problem logs remain at lower levels Interchange volumes current and gateways fluid

Dwell and velocity performance at or better than 2016 levels On Time Originations (%)

On Time Arrivals (%)

60%

58%

64% 63%

64%

60%

70%

70%

68% 64%

62%

81% 80%

67%

100%

61%

73%

74%

75%

75%

74% 74% 73% 74%

72%

80%

68%

84% 81% 88%

71%

Weekly Average 100%

On-Time

60%

60%

+2 hrs

40%

40%

On-Time

20%

20%

0%

0%

+2 hrs 2016 Q1 Q2 Q3

40

41

42

Oct. 21 – Oct. 27

2016 Q1 Q2 Q3 40

Weeks

2017

2017

Dwell (hours)

14.0 12.0

8.0

10.0

6.0

2016 Q1 Q2 Q3 2017

40

41 Weeks

42

Oct. 21 – Oct. 27

2016 Q1 Q2 Q3 40 2017

41

42

Oct. 21 – Oct. 27

Weeks

Note: Dwell and velocity displayed according to CSX methodology; explanation of CSX methodology can be found in appendix. Q3 dwell and velocity exclude the Hurricane Irma-impacted period for terminals that held cars and specific trains held through storm, respectively.

14.6

14.4

14.0

14.4

14.9

15.1

14.9

15.1

15.7 15.4

14.9 14.2

9.5

10.3

10.5

11.1

12.1

10.0

10.1

10.7 11.0 10.5

9.4

11.2 11.6 10.8

12.1

16.2 16.0

15.6

18.0

14.0

3

Oct. 21 – Oct. 27

42

Velocity (mph)

16.0

12.0

41 Weeks

Right Car Right Train moving higher; less relevant in PSR  Right Car Right Train is no longer a measure that CSX uses to manage its operation

Right Car Right Train1 Weekly Average 90%

73%

75%

75% 70%

79%

77%

75% 76% 76%

73%

80%

75%

82%

78%

85%

80%

86% 86%

― In precision scheduled railroading (PSR), if a car can be advanced on another train to speed transit or ensure its on-time arrival, there is not one “right train”

 Car priority is to move cars quickly, on next available train ― Asset utilization a key tenet of PSR

65%

 Train priority is blocking integrity and departing all available, relevant cars from the yard

60% 55% 50%

2016 Q1 Q2 Q3 2017

1

4

40

41 Weeks

42

Oct. 21 – Oct. 27

― Blocking integrity certifies that a train is built correctly and shipments are headed to the correct location ― Managed through field supervision

‘Right Car Right Train’ is defined as the percentage of cars that departed from a yard in accordance with their car scheduling trip plan

Resourcing appropriately to meet business needs Train & Engine Headcount and Re-crew Rate1

Active Locomotives 4,000

9,900 3,673

3,763

10% 9,771

3,600

9,700

3,376 3,200

3,200

3,182

3,184

3,162

3,165

9%

9,690

8% 7%

9,500

6%

9,445

5% 2,800

9,278

9,300

9,223

9,264

9,247

9,225

4% 3%

2,400

2%

9,100

1% 2,000



0%

8,900 2016

Q1

Q2 2017

Q3

40

41 42 Weeks

Locomotive level stable; engines in place to support grain harvest season

43

2016



Q1

Q2 2017

Q3

40

41 42 Weeks

Re-crew rates remain at historic lows and stable

Power and crew availability steady in fourth quarter at approximately 99% and 95%, respectively 1

5

43

Re-crew rate is re-crew people starts as a percent of total measured people starts, and represents incidences of replacing a crew on the same train ID (generally due to hours of service)

Hump yard performance steady CSX Hump Terminal Overview



Total hump yard volumes remain in a consistent band week-over-week, well below capacity of yards ― Willard removed from current and future weeks’ data, transitioned to a flat switching operation in prior week

Transitioned to flat-switching operations Hump terminals

Selkirk, NY Toledo, OH

Key hump productivity and efficiency measures performing well

Willard, OH Cumberland, MD Cincinnati, OH

17.2

17.7

18.8 18.7

16.0 12.0

Absolute number of humps not “good” or “bad”; goal is best mix of hump and flat yards for processing efficiency 1

6

8.0

2016 Q1 Q2 Q3 2017

40

41

42

Oct. 21 – Oct. 27

Weeks

Dwell displayed according to CSX methodology; explanation of CSX methodology can be found in appendix. Q3 dwell excludes the Hurricane Irma-impacted period for terminals that held cars through the storm.

18.4

Waycross, GA

19.8

20.5

19.9 20.6 20.0

22.3

24.0

Atlanta, GA

18.6

Birmingham, AL

Hamlet, NC

22.5

Nashville, TN

Weekly Average

28.0

23.1

Louisville, KY

Dwell at Hump Terminals1

19.2

Avon, IN



Western terminals performing well Western Corridor Key Terminals



Key terminal productivity and performance measures recovered in former “trouble” spots ― Dwell improved further this week, and remains below 2016



Train plan adjustments have recovered service ― Leveraged Avon as offset of increased volume flow through Russell, Columbus and Louisville

Avon, IN

Evansville, IN

Dwell at Western Terminals1

Nashville, TN 22.0

Weekly Average

Birmingham, AL

6.0

Western terminals

2016 Q1 Q2 Q3 2017

1

7

40

41

42

Oct. 21 – Oct. 27

Weeks

Dwell displayed according to CSX methodology; explanation of CSX methodology can be found in appendix. Q3 dwell excludes the Hurricane Irma-impacted period for terminals that held cars through the storm.

9.6

10.0

11.2

12.1

12.5

12.6

Mobile, AL

10.6

14.4

10.6

14.0

13.0 13.6 13.4

12.3

15.6 Montgomery, AL

12.9

18.0

Car order fulfillment stable near 80%  Empty car dwell remains elevated at

Weekly Car Orders and Normalized Fill Rate1 Normalized Fill Rate

Cars Ordered

90%

7,000

85% 80%

6,000

75% 70%

5,000

65% 60%

4,000

55% 50%

3,000

45%

― Indicates improved car supply and availability ― Customers maintaining buffer stock, which elongates total asset turn times

 Improvements to car ordering process being introduced ― Intended to improve accountability in ordering and fulfillment to better capture demand in a timely manner ― Active communication underway and to continue over coming weeks to ensure customer understanding/alignment

40%

2,000 2016

Q1

Q2

Q3

40

2017 Weekly Orders

1

8

customer locations

Normalized Order Fill %

41

42

43

Weeks Q1 Avg. Weekly Car Orders

Normalized fill rate is a proxy of demand fulfillment against historical/expected order levels, as current order levels are disconnected with demand

Last mile performance stable  Local Service Measurement (LSM) is no longer a metric that CSX uses to manage its operation

Local Service Measurement1

95%

94%

100%

90%

90%

81%

84%

83%

85%

85%

80% 70%

― In precision scheduled railroading (PSR), focus on endto-end transit and customer expectations ― Last mile performance must be in combination with, not independent of, overall performance

 Accordingly, LSM as a reported metric was discontinued upon start of PSR implementation

60% 50%

― At request of STB, last mile tracking reinstated to monitor through implementation period ― Data reflects passive information flow, lacking prior focus on field reporting to ensure LSM capture

40% 30% 20% 10% 0%

2016

Q1

Q2 2017

1

9

Q3

40

41 Weeks

42

43

 Reliable pull and place expected as part of service to customers

‘Local Service Measurement’ is defined as the percentage of cars that were pulled or placed at a customer location based upon daily customer request, the local service plan and available inventory at the local serving yard

Customer problem logs remained at lower levels  Delayed cars have returned to normal levels (