FIR proprietary lane-decision intelligence
FIR ModeVantage™
Compare truckload and intermodal using total logistics consequences—not linehaul price alone. The FIR tool converts your lane assumptions into a clear, explainable decision signal.
FIR Lane Competitiveness Calculator
Use actual quotes and shipment-specific assumptions whenever possible. Enter zero when a cost does not apply.
1. Transportation cost
2. Time and inventory exposure
3. Expected service risk
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Decision interpretation
What makes this an FIR intelligence tool
The index does not assume that the lowest transportation quote wins. It makes normally hidden logistics consequences visible and preserves each component so the user can challenge the result.
Transportation economics
Truck is evaluated door to door. Intermodal includes linehaul, both drayage legs and expected terminal or accessorial charges. This prevents an incomplete rail quote from appearing artificially favorable.
Inventory-time cost
Shipment value, carrying rate and transit days convert time in motion into a comparable dollar amount. High-value or time-sensitive freight can therefore produce a different answer than low-value, replenishable cargo.
Expected reliability cost
Mode-specific on-time performance is multiplied by the user’s estimated impact of a late load. The model does not impose a universal value of reliability because that value varies sharply by commodity and operating context.
Explainable classification
Every classification comes directly from the difference between total decision costs. FIR does not hide user inputs inside an unexplained national score.
Reading the result
| Intermodal decision margin | Classification | Practical interpretation |
|---|---|---|
| 10% or greater | Strong intermodal advantage | The modeled advantage is large enough to merit active conversion review, subject to lane feasibility and capacity. |
| 3% to 9.9% | Conditional intermodal opportunity | Intermodal leads, but modest assumption changes could affect the decision. |
| -2.9% to 2.9% | Balanced decision zone | Cost separation is too small to decide the mode without operational priorities. |
| -3% to -9.9% | Conditional truck advantage | Truck leads, although pricing or reliability changes could reopen the comparison. |
| -10% or lower | Strong truck advantage | The modeled truck advantage is substantial for the assumptions entered. |
Calculation method
Total decision cost combines transportation cost, inventory carrying cost during transit and expected service-risk cost.
Inventory cost = shipment value × annual carrying rate ÷ 365 × transit days
Expected late cost = (1 − on-time performance) × business impact of a late shipment
Intermodal decision margin = (truck total decision cost − intermodal total decision cost) ÷ truck total decision cost
A positive margin favors intermodal; a negative margin favors truck. Thresholds create understandable decision zones, not claims of statistical certainty. Users should test alternate assumptions and confirm lane feasibility, equipment, terminal access, schedules and capacity before changing modes.
Research foundation
FIR’s design reflects established freight research showing that between-mode decisions extend beyond rates to transit time, reliability, equipment, shipment characteristics and inventory consequences. EPA SmartWay guidance also emphasizes including drayage and using representative user or carrier inputs when evaluating modal shifts.
Follow FIR intermodal intelligence.
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Decision-use disclosure: Results depend entirely on the inputs supplied and are planning estimates, not carrier quotes, service guarantees or financial advice. FIR does not receive or store calculator inputs. Validate assumptions with carriers, intermodal marketing companies, drayage providers, terminals and internal finance and operations teams. Version 1.0, August 2026.