Unlocking Freight PART2OF a SERIES

JULY 2010 Transportation Reboot: Restarting America’s Most Essential Operating System

The Case for Capacity: To Unlock Gridlock, Generate Jobs, Deliver Freight, and Connect Communities

Unlocking Freight http://ExpandingCapacity.transportation.org PART2OF A SERIES

AMERICAN ASSOCIATION OF STATE HIGHWAY AND TRANSPORTATION OFFICIALS Acknowledgements

Much of the freight-specific information and analysis contained in this report was drawn from the forthcoming AASHTO Freight Transportation Bottom Line reports. These reports were commissioned by the AASHTO Special Committee on Intermodal Transportation and Economic Expansion, the Standing Committees on Rail and Water Transportation and the Subcommittee on Highway Transport, and prepared by Cambridge Systematics, Inc. The principal investigator for these reports is Lance Grenzeback for whom we offer special thanks for his assistance in updating information and forecasts for this report.

Other material cited in this report, including the estimates of capacity increases required, is drawn from research published in May 2007 by the Transportation Research Board’s National Cooperative Highway Research Program (NCHRP). The report, Future Options for the Interstate and Defense Highway System, can be accessed at http://onlinepubs.trb.org/onlinepubs/trbnet/acl/NCHRP_20- 24_52Task10_NCHRPFinal.pdf

The objective of the research project was to develop a potential vision for the future of the U.S. Interstate Highway System. The report was prepared by a study team led by David Gehr and Steve Lockwood of PB Consult, Gary Maring of Cambridge Systematics, Inc., Kevin E. Heanue and Alan E. Pisarski.

The analysis period considered in the Future Options Report was the 30 years from 2005 to 2035. In order for this report to be comparable to that of the National Surface Transportation Policy and Revenue Study Commission’s report, Transportation for Tomorrow, AASHTO based its findings on the research conducted by PB, Cambridge Systematics, Pisarski and Heanue, but presented its recommendations using the 2050 time horizon. We have also updated the travel demand forecasts using more recent data from AASHTO’s 2009 Bottom Line Report. The report also benefitted from the work Michael Gallis and Associates contributed to AASHTO’s 2007 publication, A New Vision for the 21st Century.

Find Your State Examples of Freight Capacity Needs at http://ExpandingCapacity.transportation.org

Whether it’s a traffic-choked interchange or a truck-only lane needed to accommodate increasing amounts of freight movement, states have a long and urgent list of capacity improvement projects. In response to an AASHTO survey, state departments of transportation have identified some of their high priority needs. Full details on these projects are available at http:// ExpandingCapacity.transportation.org. page i

Foreword AASHTO Executive Director John Horsley

Consensus is growing among Congressional leadership—especially House Transportation and Infrastructure Committee Chairman James Oberstar “The next time you are and Senate Environment and Public Works Committee Chairwoman Barbara on a highway or city Boxer—that “freight” should be a priority in the next Surface Transportation street, look around you. authorization. Two reasons for this new emphasis stand out: the growing Notice the number of recognition that an efficient freight system is important to a strong economy trucks, semis, and other and jobs here at home, and that a vibrant and integrated freight system is a cargo vehicles. Now basic ingredient in keeping America competitive abroad. imagine in 20 years: For every two trucks you see John Horsley Based on AASHTO’s analysis contained in this report, it is clear that the Executive Director on the road today, there U.S. freight system is not keeping up with the demands being made on it. will be an additional one The collapse of the economy in late 2008 temporarily reduced the volumes right behind it, carrying of freight moving through our seaports, and reduced related truck and the expected growth in rail freight activity. The time it takes for the economy to recover will give food deliveries, goods, the freight system a breather before capacity deficiencies again constrain and manufacturing U.S. economic growth and productivity. During the interim, we must move equipment. If we don’t aggressively to determine the system improvements needed and use this add more capacity, those information to develop a strategic national freight plan that will take us additional trucks will there. be right next to you on We have prepared this report to describe how important an efficient freight the roadway, adding to system is to the economy, the congestion already taking place, the growth congestion and delays. Is in anticipated demand, and the challenge of keeping America competitive in that a future you want to the world economy. experience?”

The country has a lot at stake. It is critically important for our national —John Horsley, AASHTO leaders to address the challenges ahead and to fund the freight system Executive Director capacity we need. page ii Freight Movement—From theWheatFieldTable totheBreakfast

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N G ■ ■ ■ ■ annually by 4.2 percent. percent. 4.2 by annually increase to expected are which imports outpacing annually, percent 5.8 of rate a at grow will exports U.S. demands. trade international new the meet to capacity rail or road adequate have not may or vessels larger for enough deep be not may ports These Coast. Atlantic the on ports and ports Gulf to ports West Coast from goods of volumes significant shift may PanamaCanal the of widening the 2015, By are at risk. at are health economic long-term nation’s our and jobs of Millions performance. improve—their less maintain—much to levels current beyond well investment require airports and waterways, ports, railroads, highways, Our crisis. a facing is America across freight of movement the supports that system transportation The page iii Between 1980 and 2006, traffic on the Interstate Highway System increased by 150 percent, while Interstate capacity increased by only 15 percent. On average, 10,500 trucks a day travel some segments of the Interstate Highway System. By 2035, this will increase to 22,700 trucks for these portions of the Interstate, with the most heavily used segments seeing upwards of 50,000 trucks a day. ■ ■ ■ ■ The current capacity of our nation’s roads, rails, and seaports is not keeping pace with demand. Delays and idling trucks at bottlenecks and chokepoints exacerbate negative air quality impacts on the surrounding communities. At-grade rail crossings in cities and towns disrupt daily commerce, create tie-ups and delays. More than 10 million people work in jobs in the freight transportation industry, from couriers, truckers, laborers, shippers, railroad conductors and mechanics to postal carriers, warehouse operators and stock clerks. Estimates of the truck hours of delay for the worst freight-truck bottlenecks show that each of the top 10 highway interchange bottlenecks cause over a million truck-hours of delay per year, costing $19 billion overall. More than half of the 240 locks funded by the US Army Corps of Engineers are more than 50 years old and have exceeded their economic design lives. Major highway bottlenecks at urban Interstate interchanges cause tens of thousands of hours of delay each week, day, and year for truckers, business travelers, and commuters. Strings of bottlenecks are emerging along regional and transcontinental freight routes, creating corridors of congestion instead of corridors of commerce. The amount of traffic experiencing congested conditions at peak hours in the nation’s most urban areas on the Interstate System doubled from 32 percent to over 67 percent. Nineteen states see the heaviest use; 88 percent of all these truck miles are centered around just six states—California, Arkansas, Georgia, and Tennessee, Texas Pennsylvania. ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ The nation’s freight transportation system directly affects economic development, current and future jobs, and the quality of life in our communities. page iv 1 problems. these address to needed are capacity rail and highway more and planning better investment, Greater One lane-mile is one mile of one lane of a roadway; a one-mile length of a four-lane highway equals four lane miles. ■ ■ ■ ■ ■ ■ Invest in Intermodal ConnectorImprovements. Invest inIntermodal atthestate,regional,andmulti-statelevel. organizations thatcouldincludemulti-statefreightcorridor Create andfundanationalfreightprogram Expand thecapacityofInterstateHighwaySystem. network. network. rail freight the on needs growing finance to credits tax investment federal and partnerships public-private on railroads and states between collaboration increased Support hubs. cargo air and terminals, rail ports, nation’s the and highways major between travel to truckers by used neighborhoods residential and industrial older in roads local connectors—usually intermodal for eligibility funding Ensure annually through freight feesoutside theHighwayTrust Fund. the statesforfreight investmentfrom theHighwayTrust Fund, andaddanother$7billion approximately $3billionannuallyofaproposed $375billionhighwayprogramApportion to Develop aNationalMultimodalStrategicFreight Plan. facilities andintermodal Add 400lane-milestoprovide accesstokeyport tollfacilities. Add 8,000lane-milesoftruck-only Add 14,000lane-milestoNAFTA corridors. NationalHighwaySystemtoInterstatestandards.Upgrade 14,000lane-milesofthecurrent Add Interstatesystem. 32,000lane-milestothecurrent http://expandingcapacity.transportation.org State examples offreightcapacityneedsare at American Trucking Associations Photos courtesy of the America’s Road Team, projects. maintenance and construction dam and lock needed complete Trustto Fund Waterway Federal Inland the direct Additionally, projects. dredging seaport critical Trustfor Fund Maintenance Harbor federal the from surplus existing the Use 1 page v Federal Highway Highway Federal 2009 Administration — “The nation’s 116 million households, 7.7 million business establishments, and 89,500 government units are part of an enormous economy that demands the efficient movement of freight. While the U.S. economy has been affected by the recent global recession, it is expected to fully recover and continue to grow.” Transportation ntroduction I America’s Facing Freight Capacity Crisis Capacity Freight Mississippi Department of Director, Executive Brown, Larry President (Butch) —AASHTO Reliable freight transportationEconomic Development and Jobs—Reliable freight gives businesses a to deliver them with the ability competitive advantage in the global economy by providing than 10 million people work in jobs in markets. More larger at lower cost while reaching products conductors couriers, truckers, shippers, railroad from laborers, transportationthe freight industry, and mechanics to postal carriers, operators and stock clerks. warehouse ■ ■ all time and that we can continue to prosper that the nation is now built for without expanding our transportation system. They are wrong. The simple must are inseparable. We They fact is: No transportation, No economy. the American “Transconomy.” invest to maintain and strengthen The performance of the nation’s freight transportationThe performance freight affects: system directly of the nation’s Transportation is vital to the U.S. economy. A $1.2 trillion industry, it generates eight percent of the the of percent eight generates it industry, trillion $1.2 A economy. U.S. the to vital is Transportation the provides it importantly, More economy. U.S. the of percent nine for accounts and jobs nation’s services, retail, manufacturing, especially industries, other all support that services and equipment economy. U.S. the of percent 84 for account together which resources, natural and agriculture, Transportation and the Economy the and Transportation America faces a freight transportation capacity crisis. Our highways, railroads, ports, waterways, and and waterways, ports, railroads, highways, Our crisis. capacity performance. transportation improve—their less freight a faces maintain—much to America levels temporarily current 2008 beyond late well in economy investment the of require collapse airports The economy the capacity. to for takes it stretched and time The aging are volumes. systems will freight All system rail and freight truck the of reduced and capacity the seaports, at before demand breather a reduced fund systems to port way and a find rail, to need highway, will give makers will decision recover to period, this During growth. economic U.S. constrain system. again freight national the improve to needed improvements the thriving economy is built on good transportation.to think Some seem “A page vi equipment for a heavy heavy a for equipment preparing Caterpillar Caterpillar preparing Longshore workers workers Longshore photo courtesy of the Kathleen Tomandl, lift onto a ship ship a onto lift Port of Tacoma. for export. for TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION

This report addresses: This report ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ What NeedstobeDoneKeep Freight OntheMove ofCommerce ofCongestion InsteadofCorridors Corridors Staying CompetitiveintheGlobalEconomy The Growing Freight Demand and distributeacross local,national,andglobalmarkets. unprecedented varietyandqualityofproducts becauseproducers are abletomanufacture, trade, tohomesandbusinesses.Consumersenjoyan clothing, tools,materials,andservices systemdeliversanimmenserangeoffood, ofLiving—Thefreight transportation Standard estarting A merica ’ s M ost E ssential O perating S ystem page 1 1 growing , large truck

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reight 1 :: F traffic exceeds 50 percent of all traffic along US 40, US 287,Interstate and 70 between Oklahoma and Denver. Semi-truck trafficaverages between 40 and 50 percent along many other sections.Improving this corridor for additional traffic would also aprovide good alternative to the state’s busiest and most congestedcorridor—I-25—while enhancing opportunities for economicand transportation development on Colorado’s Eastern Plains.As an example, Lamar—a city with a population of only 9,000—experiences daily congestion. Along the Ports-to-Plains corridor in chapter Freight Demand in the the in Demand Freight United States Is Growing Is States United Ports-to-Plains Corridor, Colorado Corridor, Ports-to-Plains What drives freight demand is economic growth. Once the United States recovers from the current from Once the United States recovers is economic growth. demand What drives freight per year in the years ahead. Freight downturn, at 2.2 percent the economy is expected to increase 15 billion tons today to 30 billion tons by 2050, traveling on an already demand will double from inadequate transportation system. The Rhode Island Department of Transportation initiated the Route 403 relocation initiated the Route 403 relocation Rhode Island—The Rhode Island Department of Transportation to a former Navy Base being reborn as the state’s largest project to provide direct highway access 168 was already home to Quonset Business Park business and industrial park. The 3,000-acre to grow the park to 15,000 jobs depended on improved businesses employing 8,500 people. Plans limited-access highway replaced a two-lane,highway access. The new 4.5-mile four-lane, rural state new attract help will 4 Route with interchange an and highway new the of completion Successful road. the state’s economy. businesses, create jobs, and strengthen The Georgia Department of Transportation built a new interchange at I-85 to support a built a new interchange Georgia— of Transportation Department The Georgia timeline and design- A fast-tracked Georgia. Point, in West job-creating KIA Motors assembly plant state to open the project to traffic in only 17 months, one month build contract were used to enable the ahead of schedule. page 2 “ increase. will congestion and crawl a to slow will traffic it, Without million. $250 than more cost to estimated is capacity increase and ramps the replace to project proposed A double. than more to projected are volumes these 2030, By capacity. design its exceed that volumes traffic seeing now is roadways these of interchange The trucks. commercial is volume corridor I-80 the of percent Thirty respectively. corridors 218 US and I-380 the use vehicles 21,000 and 34,000 of side west the on corridor I-80 the travel day a vehicles 52,000 and 35,000 Between Iowa City/Coralville Interchange, Iowa recovery, stability and growth.” and Iowa’s agricultural and manufacturing supply chain, is crucial to the state’s and the nation’s economic essential. In addition, the ability to expand capacity when and where necessary, to carry interstate commerce east to west on Interstate 80 and north to south on interstates 35 and 29, making preservation of these routes Iowa is the crossroads of commercial travel in the United States, with commercial vehicles traversing the state TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION chain management. The fourmajordriversoffreight demandare consumption,production, trade,andsupply ■ ■ ■ ■ ■ ■ ■ ■ greater reliability and the ability to track where their shipments are 24/7. that once held large inventories of products and could tolerate delays in shipmentcustomer now demandpurchases as they occur, reducing and centralizing inventory at fewersupply locations. chains, Industries replenishing whatever the customer consumes as soon as it is sold.not Businesses run out of trackcritical products. Today, most businesses are moving towardcustomer. “pull” orEach “on-demand” business maintained storage for a large and expensive inventorySuppliers so they woulddelivered materials to a manufacturer, who pushed products to a retailer,Supply Chain and Management.then to the goods moving through U.S. international trade gateways, at our borders, airports, and seaports. increase annually by 4.2 percent. The increase of exports and imports will intensify the flow of exports is expected to grow at 5.8 percent annually, outpacing imports which are expected to Trade: finished products. will create an increased demand for freight transportation of raw materials, parts,in supplies,technology and will lead to an increase in manufacturing output. Overall, growthto in be goods created production by 2035. While manufacturing employment is actually expected to decline,Production: investments by 2050. A larger population will consume more food, clothing, and other commodities.Consumption: The role of international trade in the national economy is increasing. The value of U.S. Growth in service employment will account for most of the 37 million new jobs expected The U.S. population reached 308 million in 2010, and is expected to reach 420 million estarting Thirty years ago most businesses operated “push” supply chains. —Nancy Richardson, Director, Iowa Departmentof A merica ’ s M ost E ssential Iowa O perating City/Coralville, while while City/Coralville, S ystem Transportation page 3 a must

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e v ompetiti C taying Global Economy Global 2 :: S hapter C Staying Competitive in the the in Competitive Staying Investment in world-class infrastructure has become a competitive imperative. The global economy is pressuring countries to upgrade infrastructure in order to remain competitive, gain advantage, or keep from falling behind. China spends nine percent of its gross domestic product on infrastructure, compared to 3.5 percent in India and less than one percent in the United States. The good news is that compared with its competitors, the United States still has the most fully developed, efficient, and productive transportation system. It is losing ground, however, due to age and capacity constraints, and needs to be improved. The distribution pattern of trade within the United States has also changed dramatically. During the 20th century, the U.S. transportation system was built to move manufactured and agricultural products from the Midwest through East and Coast West ports to world markets. During the past 30 years, however, U.S. manufacturing has declined and shifted off-shore while the amount of imported goods has risen dramatically. This has resulted in a reverse of the traditional distribution pattern, with major flows moving from Asia through Coast West ports, then over the Rockies by truck and rail to markets in the Midwest and East Coast. With the new deeper and wider Panama Canal expected to open for service in 2015, the pattern may change yet again with more shipments moving through Gulf and Atlantic ports to Midwest and Eastern markets instead of through West Coast ports and across the country. During the past 30 years, the importance of trade to the United States has increased 1990From to dramatically. 2010, international trade increased from 13 percent to 30 percent of the economy.As a result, we are dealing with a new economic geography and a new economy. As the 21stCentury opened, the old economic geography separating the WorldFree from the Soviet Blocway gave to a new economic geography defined by trade blocs that include Europe, NorthRussia, America, China, India, Asia, South America, and Africa. In the new economy, globalizationmarketplace of the has led to the redistribution of business activity worldwide. New technologiestransformed have businesses and led to a new knowledge economy. page 6 — region’s trade-dependent rely on to get their goods and help ensure that our critically needed jobs for these bridges, extending over the Columbia River “The I-5 Columbia River Transportation Oregon Department of Matthew Garrett, Director, fixing interchanges will the construction trades congestion in the state. the economic health of trucks traveling up I-5 the Pacific Northwest. and Vancouver, which and impedes access to Northwest businesses to market. Rebuilding This bottleneck stalls provide thousands of economy can remain Crossing is critical to the ports of Portland are horribly obsolete Columbia River, and and cause the worst The current bridges light rail across the strong for years to TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION come.” Federal, state, and tolling sources. to $3.6 billion. The project anticipates funding will be andshared improving in roughly access equal to all amounts modes amongof transportation. Currentcongestion project bycost 70 estimatespercent throughare $2.6 improvements billion to the interchanges,to relieve congestion replacement and of improve the bridge, safety. The multimodal solution is expected to relieve peak-hour between the To address these issues, the Columbia River Crossing project was developedfreight’s as aoff-peak bi-state travel effort windows. for marine traffic about once a day. Congestion could collisionextend to rates,15 hours closely a day spacedby 2030, interchanges, shrinking poor sight experiencesdistances, andfour-to-six a lift span hours bridge of thatdaily rises congestion due to travelOregon. demand Large that truck exceeds traffic capacity, is expected highto rise 77 percentMore in than the $40next billion 20 years. in freightCurrently crosses the area the I-5 bridge each year betweenwarehouse, Washington and distribution state and facilities. to downtown Oregon, has long been identified in the region as a major traffic pinch point. It provides access “ project area between Washington SR 500 in critical link for international and interstate commerce. TheInterstate five-mile-long 5 is the Columbia West RiverCoast’s Crossing primary travel corridor between Canada and MexicoCrossing andRiver is a Columbia Photo courtesy of Port of Portland. 6. Terminal Portland’s of Port the at ship a from containers unload and load cranes Giant and improving the transportation system.” facilities. It is a truly multi-modal solution, integrating a new bridge, expanding transit, by extending light rail from Portland to Vancouver along with bicycle and pedestrian The bridge replacement project adds capacity, but it also provides more travel choices commerce along a five-mile segment of Interstate 5 between Portland and Vancouver. The Columbia River Crossing project addresses a critical chokepoint for freight and Washington V ancouver; the ports of Portland and estarting —Paula Hammond,Secretary, State DOT and the A merica ’ V s Oregon ancouver, and Columbia Boulevard in Portland, M ost V Washington Departmentof State ancouver; rail connections; and industrial, E DOT, along with local and regional partners, ssential O perating S ystem Transportation page 7 Burt Wallace, Senior Vice Vice Senior Wallace, Burt Transportation, of President UPS — “UPS knows firsthand firsthand knows “UPS economy U.S. the that time- the on depends movement definite over- An freight. of infrastructure stressed times, delivery slows unpredictability creates and chains supply in makes ultimately less businesses U.S. and competitive more goods consumer our of each If expensive. delivery package U.S. five delayed is drivers the day, each minutes $100 is UPS to cost The year. per million must States United strategy a implement on capacity increase to and highways America’s national the throughout infrastructure.” Photo courtesy of America’s America’s of courtesy Photo American Team, Road Associations. 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e v ompetiti C taying 2 :: S hapter to Plains Ports President, Reeves, —Michael C “Ports a corridor to Plains in not just a local project, it is definitely of matter of national and economic security to national significance. It is a resources here in North America and not rely upon develop our energy cases have been outright hostile to us.” overseas nations, who in many The for-hire industry is split between truckload firms and less-than-truckload (LTL) firms. Truckload Truckload firms. (LTL) less-than-truckload and firms truckload between split is industry for-hire The individual small collect firms LTL while destination, to origin from directly shipments move firms a to them move terminals, central at them consolidate customers, local many from shipments destinations. final their to shipments individual the deliver then and point, deconsolidation The trucking industry trucking. maintain, fleets own, Private fleets and for-hire is divided into private while (e.g., Walmart), vehicles to haul their owners’ goods and operate their own trucking firmsfor-hire carry other people’s goods (e.g., J.B. Hunt). The Trucking Industry Trucking The million drivers, with an than three more employs Trucking industry. is a $620 billion Trucking people employed in trucking-relatedadditional 5.6 million jobs. page 8 TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION greatest numberofpeople.” resources onthoseinvestmentswhichwill dothemostgoodfor reevaluate itsspendingdecisionsandconcentrate itslimitedtransportation traffic.ItistimefortheFederal75 percentoftruck to government 44percentofalltraffic,including National HighwaySystem,whichcarries We freightcorridors. important mustalsofocusmore resources onthe dedicated toaddressingthemostseriousproblems onthenation’s most alone is$19billion.Congressshouldcreateanewprogramwithfunding We estimate thattheannualcostofdelayatthesebottlenecklocations extrafuel,increasingairpollution. toburn freight costsandcausetrucks worst highwaybottlenecksinthecountry. Thesechokepoints increase ofTransportationcritical projects.TheU.S.Department hasidentifiedthe andtargeting themost puttingmoreresourcesintotransportation start will paydividendsthroughouttheeconomy, anditispasttimethatwe consumer prices,andimpactsjobgrowth.Aninvestmentinourhighways it harderforU.S.businessestocompeteinglobalmarketplaces, increases the reliabilityofhighwaysystem.Aninefficientsystemmakes carry 38percent more thantheydotoday.carry isexpectedtoincrease by41percent bytruck by2035,whilerailroadstonnage carried are forecast to andairfewer byrailandwater,truck eventhoughallmodeswillseetonnagegrowth. Thefreight businesses willdependuponspeed,reliability, andvisibilityenroute, sendingmore shipmentsby andsupply chainpracticeschange.Asthevalueandtime-sensitivity ofshipmentsincrease,patterns, rail,water,The distributionoffreight amongtrucking, astheeconomy, andairwillshift trade Freight Demand by Transportation Mode about safetystocksduetoconcerns manufacturers tocarry congested, slowingsupplychainsandforcing arealready the road.Asitstands,criticalhighwaycorridors on willputanother 1.8milliontrucks demand, theindustry more tonsoffreightthanwehaultoday. To meetthis willmovethreebillion industry “By 2020theU.S.trucking estarting —Bill Graves, President andCEO, A merica ’ s M ost E ssential O American perating Trucking S ystem Associations page 9 Bill Logue, President and and President Logue, Bill Corp. Freight FedEx CEO, — “FedEx recognizes recognizes “FedEx the need for increased investment in our infrastructure. nation’s Shippers and consumers alike are increasingly enjoying significant benefits from efficiencies gained in supply chain management and our strong competitive position in the global marketplace. In order for these advantages to continue undeterred, strongly we advocate appropriate reinvestment in the very infrastructure necessary for the efficient movement of goods to, from and throughout the U.S. encourages FedEx lawmakers, the administration and the private sector to work together to quickly develop a comprehensive integrated transportation policy. must make these We efforts now—or pay later through impacts to our economy and competitiveness.” conomy E rail

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The The Ohio priority. Ohio These projects can create thousands of jobs and generate millions of dollars in These projects can create thousands of jobs and generate millions of dollars between state and local revenues. This is a strong example of how partnerships of freight, state, local, and private sectors can help unlock the capacity the Federal, These types increase efficiencies and open up business development opportunities. of projects greatly benefit communities, regions and states.” lead network

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Private fleets accounted for 44 percent of industry accounted for 44 percent fleets truckloadPrivate revenues; firms and less- for 49 percent; than-truckload firms percent. for about seven Specialized truckload carriers transport chemicals, logs, of goods, such as petroleum, specific types and concrete. A third type of for-hire trucking company is a package or parcel carrier such as UPS and FedEx, which trucking carrier or parcel company is a package and FedEx, such as UPS for-hire type of A third Service transportation for the parcel Postal compete with the U.S. a growing market, but also have industry. leaders in the air freight and are sector, in the LTL presence partnerships dollars public can demand important rail page 10 — United States must take a strengthened businesses, the next reauthorization similar approach during of Transportation Pennsylvania Department Allen D. Biehler, Secretary, greenhouse gases. The aggressive rail freight funding program has reduced truck traffic and offset growth in not only to compete globally, but also be Duluth Intermodal Project, Minnesota addressing climate a global partner in “Pennsylvania’s TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION change.” this growth will be shifted tothehighwaysystem.Becausemuchofsystemisalready this growth willbeshifted whether therailroads canexpandfastenoughtokeepupwiththisdemand. Iftheycannot,muchof 38percent moreBy 2035,railroads cargo are thantheydotoday. expected tocarry Anissueis states, Federal investment tax credits, or other means.amount, but that the balance of $39 billion would haveshare to come was throughestimated public-private at $135 billion. partnerships AAR estimated with the that would the be Class required I railroads to keep could pace fundwith $96economic billion growth of this reportand the estimating freight railthat demandan investment forecast. of $148The Classbillion I formileage infrastructure and 93 percent expansion of freight during therevenue. next 28In years2007, connectionsthe Association to Canadian of American and MexicanRailroads railroads. produced The a needsClassand local.I railroads The seven account Class for I 68railroads percent provideof system long-haul The freightservices railthroughout system thein theUnited United States States with is privately owned and operates at threeThe Freight tiers: Rail System Class I, regional, estarting improvements anabsolutenecessity. impact thestate,regional andnationaleconomy, makingthese connection,andimpediments tofreight flows critical intermodal the region, causingdelaysandlostproductivity. Duluthisa freight restrictsinfrastructure movementsthrough intermodal beyond. Theexistingcapacityandphysicalconditionofthe topointsinMinnesotaand shipmentsfrom theport intermodal asahubfor rail, road thatserves andbridge infrastructure ProjectThe DuluthIntermodal wouldupgradethekeyport, A merica ’ s M ost E ssential O perating S ystem page 11 conomy E lobal Asia

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Ports and Waterway Systems Waterway and Ports tiers: seaports, Lawrence waterborne system has three Lakes/St. freight the Great The nation’s Seaway system, and the inland waterways rivers, canals, locks, and dams. The including major seaports of international handle 96 percent waterborne tonnage and virtually all of the nation’s of domestic system handles over one-third Lakes The Great trade in high-value containerized goods. and conveys other commodities including coal and waterborne and aggregates trade in ores inland waterway goods. The manufactured moves system (such as the Mississippi and Ohio rivers) a system of locks and dams. through primarily by barge cargo Studies show that intermodal trucks—will shipping—including both rail and at an annual grow ton-miles is Because of this, trucking’s over the next 25 years. of freight rate of four percent share will clearly be helpful, during this time. Although this to 59 percent 62 percent from expected to drop shiftit is evident that the will be modest. share in overall market overloaded with traffic, state departments with traffic, state overloaded transportation of as much long-haul a stake in seeing have as possible transportedfreight by rail. for our page 12 harbors. We must make it a opportunities and low-cost, transportation, translating priority to recapitalize and rehabilitate these valuable over inland waterways is — maintenance and capital of $7 billion for American transportation system— two to three times lower goods movements. The Conference National Waterways Amy Larson, President, environmentally sound ensuring domestic and into an annual savings cost for transportation businesses. More than investment, our ports consumer goods pass through the nation’s 67 percent of all U.S. than other modes of Port of Long Beach. Long of Port the backbone of our Construction at the the at Construction and waterways are international trade “With adequate TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION assets.”

enhance reduce around priority farmers, Inadequate and highway and rail would further straintheircapacity.highway andrailwouldfurther inadequate investment.Without from significantimprovement, movingmore traffictothe waterways modeinthemultimodalsystem,constrainedsimplyasaresult are of anunderutilized waterways maintenance andrepairs, resulting inlinesandlongwaittimesforusers.Consequently, theinland larger tows.Theyare susceptibletoclosuresin useare andlongdelaysfor toosmallfortoday’s are more than50yearsoldandhaveexceededtheireconomicdesignlives. Manylockscurrently handle more than620milliontonsofbarge freight eachyear. More thanhalfofthesechambers Corps of Engineers In theUnitedStates,240operationallockchambersfundedbytheU.S.Army Waterways

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e Washington v ompetiti C The FAST Corridor is a freight-mobility and traffic enhancement enhancement traffic and freight-mobility a is Corridor FAST The by supported program Seattle, Tacoma and Everett, and the Puget Sound Regional Regional Sound Puget the and Everett, and Tacoma Seattle, roadways raise that projects of primarily consists It cars Council. and trucks, trains, allowing crossings, rail at-grade the is above needed projects the of One efficiently. more bridge move a to provide will It Separation. Grade Way Marginal rail East over pass to vehicles other and traffic freight and allowing yards rail to terminals Seattle of Port connect will that project lines The million. $48 of cost a at lines rail 270 over transcontinental be to estimated tracks, railroad at delay vehicle reduce 2010. in daily hours cumulative taying America’s seaports a critical link to the are In 2007, U.S. seaportsglobal marketplace. operations generated and marine cargo activity. economic total of trillion $3.2 nearly U.S. seaports than two billion handle more tons of domestic, import, and export food, clothing, including annually, cargo building materials, as medicine, fuel, and and toys. well as consumer electronics the often are ports around roads Connector 2 :: S hapter C Photo courtesy of Puget Sound Regional Council. Regional Sound Puget of courtesy Photo The FAST Corridor, Washington State Washington Corridor, FAST The Seaports Many coastal ports or adequate bridge clearances to do not have sufficient channel depth example, the Bayonne Bridge in New Jersey would vessels. For “post-Panamax” accommodate larger container largest the third and New Jersey, ship access to the ports of New York block post-Panamax port in the United States. weak link in the goods movement network. Ports are areas where roads and rail converge, often at the the at often converge, rail and roads where areas are Ports network. movement goods the in link weak and Delays intersections. clear to trains for wait trucks as delays and congestion causing grade, same of Many communities. surrounding the on impacts quality air negative exacerbate then trucks idling of volume the for fit not generally are and radii, turning inadequate have disrepair, in are roads these endure. must they traffic freight page 14 Photo courtesy of Wisconsin Department of Transportation. Reconstruction of I-94, Wisconsin TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION Source: IHS-Global Insight, Inc., 2007 Transearch data and economic projections. Freight Tons, Value and Ton-Miles by Mode, 2005 and 93percent offreight byvalue. As shownbelow, 73percent ofalldomesticfreight onhighwayscarried bytonnage in2005,trucks Trucking’s Market Share Expected to Grow 0.6% 0.1% 17.5% ■ Truck 9.0% Tons 72.8% estarting ■ Rail this region thanotherlocationsinthestate. system. More in commodities(bytonnage)are movedbytruck manufacturers are locatedwithintwomilesoftheinterstate the state’stotalpopulation.Almost60percent oftheregion’s percent—and more thantwomillionpeople—38percent of has themostbusinessesandmanufacturers inthestate—40 improvements is acriticalfreight needinWisconsin. Theregion Milwaukee totheIllinoisborder withdesignandsafety ofI-94toaneight-lane freewayThe reconstruction from A 5.2% 1.8% 0.1% 0.4% merica ’ s M ■ Water 92.5% V ost alue E ssential O ■ Air perating 1.1% 0.4% 27.4% 9.4% S Ton-Miles ystem ■ Other 61.7% page 15 Beverley Swaim-Staley, Beverley Swaim-Staley, Maryland Secretary, Department of Transportation “Whether you buy locally or ship improved globally, freight mobility is key to minimizing costs, improving competitiveness, and managing the carbon footprint of our goods can movement. We maximize success in achieving those goals by reflecting the needs of the supply chain in our local, state, and regional plans and in our public, private, and joint investment.” — conomy E lobal G 59.0% the

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e Ton-Miles v 9.9% 29.9% 0.3% 0.9% ompetiti ■ Air C taying By 2035, trucks the highway freight and system will carryof all domestic 74 percent and percent) 73 by tonnage (up from freight revenues of freight account for 95 percent truck the However, 92 percent). (up from from to drop of ton-miles is projected share long- as more to 59 percent 62 percent moves by intermodaldistance freight rail. trade, production, Changes in consumption, and supply chain practices will generate 2 :: S alue V 94.8% ■ Water hapter C 0.1% 0.6% 1.2% 3.3% ■ Rail Tons 74.4% 7.6% ■ Truck 17.4% 0.1% 0.5% Source: IHS-Global Insight, Inc., 2007 Transearch data and economic projections. projections. economic and data Transearch 2007 Inc., Insight, IHS-Global Source: Expected Freight Tons, Value and Ton-Miles by Mode, 2035 Mode, by Ton-Miles and Value Tons, Freight Expected Accommodating the projected highway freight demand will be a major challenge. Every demand will be a major challenge. highway freight the projected trucks two Accommodating truck one more today will have behind them by 2035. By 2050, the number of truckson the road on to today will double. compared the road over five billion new tons of freight to be moved in 2035. Trucks on highways will carry of 79 percent to be moved in 2035. Trucks over five billion new tons of freight for trucking. of 41 percent those five billion new tons, an increase page 16 TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION estarting A merica ’ s M ost E ssential O perating S ystem Associations. American Trucking America’s Road Team, Photo courtesy of America’s Road Team page 17

3 ommerce C of

hapter C orridors C of

nstead I of Commerce of ongestion C of

Instead of Corridors Corridors of Instead orridors 3 :: C Corridors of Congestion Congestion of Corridors chapter By comparison, the next-largest highway networks are in India, with roughly 3.3 million lane-miles, in India, with roughly highway networks are By comparison, the next-largest expanding their are 1.8 million lane-miles. Both nations, however, and in China, with approximately networks to support national China is building a 53,000-route-mile and stimulate economic growth. U.S. Interstate Highway System, and India is system that will rival the 47,000-route-mile expressway system. national expressway building a 10,000-route-mile Trucking plays the dominant role in freight transportation because the United States has the most extensive and far-reaching highway system in the world. Just over four million route-miles of highways and local streets—totaling more than eight million lane-miles—link cities, states, and regions. more than For 80 percent of American communities, trucks are the only available freight mode. The U.S. freight system underpins much of the prosperity and quality of life enjoyed by Americans and quality of life enjoyed by underpins much of the prosperity system The U.S. freight with unparalleled choices, offers the best service businesses and consumers It provides today. competitiveness of U.S. industries in the global economy. and value in the world, and bolsters the transportation, freight U.S. highway system is the vital circulatory the system. Its condition For and performance of the trucking critical to the productivity industry are and the economic who depend on trucking.competitiveness of shippers and receivers page 18 Most Active 1,000 Freight Miles, Nationwide Tennessee—accounts for nearlyone-third ofthenation’s busiestmiles. usage thantheroads attheedgesofcountry, suchasI-5andI-95.I-40alone—crossing through Arkansasand asthoroughfares inthemiddleofcountry,Roads thatserve includingI-40andI-81,showmore long-haulfreight Busiest 1,000 Miles Roads by States Accounting for the Nation’s from I-40,I-10,andI-81. Twenty-eight more than50percent different ofthemileagecoming roads carry Texas, and Pennsylvania. of the mileage comes from just six states—California,states have portions Arkansas, of roadsGeorgia, in theTennessee, mostmiles heavily of expresswaysused 1,000 miles;carrying however, the highest 88The volumespercent high-tech of long-haul INRIX Corporation truck freight. produced Nineteen a study in 2009 thatINRIX identified 2009 National theTraffic 1,000 Scorecard: The Nation’s Busiest Long-Haul Freight Roadways Source: INRIX Ohio Missouri State Indiana Pennsylvania Texas Tennessee Georgia Arkansas California Illinois V West V Kentucky Maryland Wisconsin New Jersey New York South Carolina Massachusetts Total irginia irginia TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION 30.6 30.6 I-5 2009 National Traffic Scorecard 101.4 101.4 I-10 81.8 81.8 I-15 I-20 8.6 8.6 10.8 11.8 I-24 0.9 I-30 0.2 0.2 71.6 71.6 I-35 I-39 1.0 1.0 . For more info, go to 229.1 315.0 85.9 I-40 16.6 16.6 I-44 estarting I-55 0.4 0.4 0.7 I-57 0.8 0.8 I-64 4.7 4.7 http://cot.ag/cejX9U. I-65 0.9 1.6 2.4

A merica I-70 5.1 1.6 6.6 73.4 73.9 I-75 0.5 I-78 4.5 4.5 ’ s M 28.7 14.4 43.9 I-80 0.5 0.3 ost 24.6 62.6 91.3 I-81 2.7 1.4 E I-84 0.3 0.3 ssential 14.2 14.9 I-85 0.7 I-94 TX 8% 0.3 0.3 TN 10% PA 7% I-95 0.6 0.8 1.4 O GA 13% I-210 14.6 14.6 perating Others 12% I-285 44.9 44.9 I-294 14.9 14.9 S CA 27% AR 23% ystem I-710 2.3 2.3 CA-60 40.1 40.1 1001.3 Total 270.9 133.4 229.1 29.2 16.6 67.1 80.5 97.6 31.1 30.5 5.5 2.7 1.6 1.4 1.3 1.0 0.8 0.7 0.3 page 19

egas. V on Interstate 15 in Las Freeway congestionFreeway ommerce C of

orridors C of

nstead I ongestion C of

orridors 3 :: C chapter The demand for highway travel, including freight transportation, travel, including freight The demand for highway has outstripped the ability of and freight reliable to manage congestion, and to ensure new capacity, to deliver the state DOTs passenger transportation. major highway bottlenecks at urban interstate are Central to the problem week, and year for truckers, tens of thousands of hours of delay each day, that cause interchanges traffic, saturated with become urban areas and more more business travelers, and commuters. As creating routes, freight and transcontinental along regional emerging strings of bottlenecks are corridors of congestion instead of corridors of commerce. past four decades, the amount over the past four decades, not kept pace with travel demand Because capacity has on the most urban areas in the nation’s congested conditions at peak hours of traffic experiencing 67 percent. than to more 32 percent from interstate system doubled Capacity Not Keeping Up with Increasing Amounts of Freight of Amounts Increasing with Up Keeping Not Capacity while interstate by 150 percent, 2006, traffic on the interstate system increased Between 1980 and by only 15 percent. capacity increased page 20 500 of our trucks, these these trucks, our of 500 north and south, for all all for south, and north trips we make through through make we trips work for our trucks at at trucks our for work almost $1,000 per day. per $1,000 almost This costs us an extra extra an us costs This Washington on time. time. on Washington delays really start to to start really delays Portland, going both both going Portland, day each time we go go we time each day If you add up all the the all up add you If calculate one day of of day one calculate day. Delays make it it make day.Delays and down I-5 every every I-5 down and impossible to make make to impossible -— through Portland. I Portland. through “Our trucks go up up go trucks “Our Central Point, Oregon Transport, Inc., President, Combined Card, S. Michael deliveries up to to up deliveries TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION add up.” up.” add transportation costs add up quickly and have a noticeable effect on total logistics cost and the the and economy. cost national logistics total on effect noticeable a have and quickly up add costs in transportation increases the freight, nation’s the of proportion huge a such carry trucks because necessities. And other and clothing, food, for pay to have they prices higher the in then consumers and to business doing of cost higher a as shippers to back passed deliveries—are and missed time, driver fuel, costs—in added the delayed, are trucks when and machinery, production distribution nation’s the of part integral an As congestion. to sensitive very are percent. trucks three But another for account trucks freight three-axle smaller, and percent; five for trucks account tractor-trailer Large driven. miles total of proportion small relatively a for account Trucks as well as automobiles. trucks affects that delay and congestion in increase sharp a been has result The Growth in the Number of Miles Driven Versus Number of Miles of Travel Lanes, 1980 to 2005 Source: Federal Highway Administration, Index Value: 1980=100 110 130 150 170 190 210 90 length of a four-lane highway equals four lane miles). Note: VMT: Vehicle Miles of Travel or Number of Miles Driven versus Existing Lane Miles (For example, a one-mile 1980 8.0 mil 1.6 tril V Total Lane Miles ehicle MilesofTravel estarting Highway Statistics. A merica 1990 8.1 mil 2.1 tril ’ s M ost E ssential O perating 2000 8.2 mil 2.8 tril S ystem 3.0 tril 8.5 mil 2008 page 21

New York Department Department York New Transportation. of Photo courtesy of the the of courtesy Photo ommerce C of

Transportation orridors C of

State York nstead I ongestion C of

orridors 3 :: C Stanley Gee, New Commissioner —Acting chapter the world economy of today emerged—is standards were developed or link servingnow a key thousands of trucks day to and from traveling each International Airport, facility in the Kennedy the busiest air-freight John F. complex urban highway be upgraded not only nation. It is critical that this to meet current but to adequately and safety standards and travel needs, national and international-boundefficiently accommodate the freight that each day.” passes through this interchange in the 1930s, well before interstate Gardens Interchange—built Kew “The ay system—specific physical highway system—specific occurs today at bottlenecks on the Much of the congestion experience recurring congestion and traffic backupslocations that routinely traffic volumes because that the annual cost of Associations estimates Trucking The American exceed highway capacity. comes to $19 billion. delay at these bottlenecks The increase in freight demand and truck 10,500 trucks today freight in means that where travel travel each The increase to 22,700 trucks by 2035, this will increase on the Interstate Highway System, day on some segments for these portions of 50,000 upwards the most heavily used segments seeing of the interstate, with trucks a day. page 22 TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION Those chokepoints increase freight costs and cause trucks to burn extrafuel,increasingThose chokepointsincrease airpollution. toburn freight costsandcausetrucks ofTransportationThe U.S.Department hasidentifiedtheworsthighwaybottlenecksincountry. ofdelayperyear.10 highwayinterchange bottleneckscauseoveramilliontruck-hours bottlenecksshowthateachofthetop hoursofdelayfortheworstfreight-truck Estimates ofthetruck Federal Highway Administration, Office of Transportation Policy Studies, NovemberSource: 12,Cambridge 2008. Systematics, Inc., “Estimated Cost of Freight Involved in Highway Bottlenecks.” Report prepared for the Major Freight-Truck Bottlenecks at Highway Interchanges, 2008 estarting A merica ’ s M ost E ssential O perating S ystem page 23 ommerce C of

816,300 726,500 660,300 584,500 493,200 425,200 367,500 305,800 285,100 272,600 267,600 263,600 175,800 Trucks orridors 2,662,600 2,400,200 2,253,000 1,888,600 1,838,700 1,815,100 1,600,300 1,365,300 1,308,300 1,200,300 C of

nstead I Annual Delay (hrs) 7,585,300 7,248,200 6,563,400 5,189,400 3,884,200 4,871,100 4,153,500 4,779,800 3,062,600 2,589,200 2,289,200 3,894,600 3,997,500 3,295,200 2,411,300 19,363,000 17,004,600 17,330,400 12,590,600 17,192,800 13,962,100 22,427,800 11,951,400 All Vehicles ongestion C of

orridors 3 :: C chapter Bottleneck Name in Oakland, CA I‑880 at SR-238 I‑90 at I‑290 in Buffalo, NY I‑93 at I‑95 in Boston (South), MA I‑77 at I‑277 in Charlotte, NC (South) I‑90 at I‑94 split in Chicago, IL I‑17 at I‑10 in Phoenix, AZ I‑710 at I‑105 in Los Angeles, CA at I‑70 in Columbus, OH SR-315 I‑75 at I‑74 in Cincinnati, OH GA I‑20 at I‑285 in Atlanta, GA I‑75 at I‑85 in Atlanta, in Los Angeles, CA at SR-2 SR-134 I‑290 at I‑355 in Chicago, IL I‑93 at I‑90 in Boston, MA I‑405 at I‑605 in Los Angeles, CA at I‑605 in Los Angeles, CA SR-60 GA I‑75 at I‑285 in Atlanta, in Chicago, IL I‑55 at Pulaski I‑80 at I‑580/I‑880 Oakland, CA GA I‑285 at I‑85 in Atlanta, I‑90/94 at I‑290 in Chicago, IL I‑80 at I‑94 split in Chicago, IL I‑15 at I‑10 in Los Angeles, CA 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. Rank When bottlenecks are strung together, as they would be seen along the route of a regional or long- of a regional as they would be seen along the route strungWhen bottlenecks are together, haul truck trip, the delay costs add up quickly. Source: Technical White Paper, “Application of Detailed Interchange Analysis to Top Freight Bottlenecks: Methods, Results, Results, Methods, Bottlenecks: Freight Top to Analysis Interchange Detailed of “Application Policy Paper, White Transportation Technical of Office Source: Administration, Highway Federal for prepared #2, Draft Research,” Future for Map Road and 2006. 1, September Institute, Memorial Battelle with association in Inc., Systematics, Cambridge by Studies, Estimated Annual Delay Hours at Major Highway Bottlenecks for Trucks, 2006 Trucks, for Bottlenecks Highway Major at Hours Delay Annual Estimated page 24 TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION improvements tobeinthe publicinterest. involvedare determined federalinvestmenttaxcredits where thecapacity andsupport on public–privatepartnerships the next30years.For theremaining 30percent, stateswillneedtocollaboratewith therailroads 70 percent ofthe$135billiontheyneedtomeetgrowing demandsinthefreight railnetworkduring The AssociationofAmericanRailroads estimatesthattheClassIrailroads willbeabletofundonly system isdevelopingcapacityconstraints. envy. decadesofcuttingtrackmileageandexpandingbusiness,however, After thefreight rail capital investment.Theresult hasbeenafreight railsystemthattherest oftheworldlookstowith U.S. freight railcompanieshavereduced costs,reduced rates,increased business,andincreased The passageoftheStaggersAct in1980substantiallyderegulated thefreight railsystem.Sincethen, Moving Goods by Rail estarting A merica ’ s M ost E ssential O perating S ystem page 25 ommerce C of

orridors C of

nstead I ongestion C of

orridors 3 :: C chapter Source: Cambridge Systematics, Inc., “National Rail Freight Infrastructure Capacity and Investment Study.” Report prepared prepared Report Study.” Investment and Capacity Infrastructure Freight Rail “National Inc., Systematics, Cambridge Source: 2007. September Railroads, American of Association the for Freight Rail Level of Service Relative to Capacity Today and 2035 and Today Capacity to Relative Service of Level Rail Freight page 26 TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION estarting A merica ’ s M ost E ssential O perating S ystem Port of Tacoma. Photo courtesy of page 27

e v 4 o Susan Martinovich, Martinovich, Susan President Vice AASHTO Transportation Nevada and Director M — “States like Nevada and others in the west are ‘bridges’ of commerce between the more populated Midwest and Coast. But we’re West pretty significant in If the ‘transconomy.’ the bridge is out, you from get there can’t here—and if the bridge needs to be maintained, those who benefit—all across the country— should share the cost. That’s why it is so critical that we need investment from Federal to keep Washington these Interstates and highways moving.” the

n O hapter C reight F eep K to

one D e B ust M hat 4 :: W chapter What Must Be Done to to Done Be Must What Keep Freight On the Move Move the On Freight Keep The Interstate Highway System and other major Federal and state highways making up the National Highway System were built to secure the benefits of interstate trade. Buthas little been provisionmade to accelerate investment in the nation’s freight transportation systems.nation Thecannot afford to ignore the mounting needs of freight transportation and theof inaction.consequences Yet, ifYet, we do not address these bottlenecks, the future cost to the nation’s economy is staggering.Delay at these bottlenecks and across the highway freight system is growing much fasterthe growth than in traffic. Perhaps an even greater impact than the total amount of delay iscontinuing the growth in variability in travel time across the highway freight system. ofIn just-in-timethis era delivery, travel times must be based on the highest expected delay, ratheraverage than delay. This is exacting a high cost in freight transportation—and ultimatelyto adding the consumer. costs We areWe not addressing these problems, however, because few state transportation agenciesthe have money to tackle them. In the case of several major projects of national significancecreate benefits that would both regionally and nationally, their costs are so high they cannot be singlefunded state.by a We knowWe that demand for freight transportation is growing. knowWe that this will exacerbatecongestion that already is adding to shipper and carrier costs. knowWe where the bottlenecksand choke points are, and we know how to fix them. Our nation’s economy is dependent on a well-functioning and efficient transportationwhich system,in turn depends on the capacity and condition of the underlying infrastructure—ourhighways, bridges, rail lines, tunnels, ports, harbors, and channels. page 28 I-5, Douglas, Josephine, and Jackson Counties, Oregon TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION 1 to beexpandedinfiveways: To connectAmericatothe globaleconomy, thecapacityofInterstate HighwaySystemwillneed capacity increases neededtomeetnationalfreight needs.Itsrecommendations were asfollows: The AASHTO2007Future OptionsfortheInterstateHighwaySystemstudyillustratedkindof Build the Capacity Improvements That Are Needed One lane-mile is one mile of one lane of a roadway; a one-mile length of a four-lane highway equals four lane miles ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ 400 lane-miles will be needed to provide access to key port and intermodal facilities. andintermodal 400 lane-mileswillbeneededtoprovide accesstokeyport tollfacilitieswillbeneeded. 8,000 lane-milesoftruck-only 14,000 lane-mileswillneedtobeaddedNAFTA corridors. standards. tobeupgraded tointerstate NationalHighwaySystemwillneed 14,000 lane-milesofthecurrent interstatesystem. 32,000 lane-mileswillneedtobeaddedthecurrent estarting in southern Oregon, atacostexceeding$100million. in southern climbinglanesatmultiplelocations identified theneedfortruck freeways. ODOTandtheFederal HighwayAdministration have grades are expectedtoproduce congestionthatwillrivalurban significantly increase onI-5,by2025anumberofthesesteep statewide averageforI-5.With volumesexpectedto truck also sufferfrom acrashrateabout40percent higherthanthe Thesesectionsoffreeway annual hoursofdelayfortrucks. freeways are onthisstretch offreeway, causingnearly1.3million Five bottlenecksonthenation’s ofthetop25steep-gradetruck withsteepgrades. mountainterrain I-5 travelsthrough rugged Oregon, Douglas, Josephine,andJacksoncountiesinsouthern of thetopfreight routes inthenation.Asitpassesthrough Interstate 5istheWest andone Coast’smajortradecorridor A merica ’ s M ost E ssential O perating 1 S ystem page 29 e v o M the

n O reight F eep K to

one D e B ust M hat 4 :: W chapter Photo courtesy of American Association of Port Authorities. Port of Association American of courtesy Photo AASHTO has also called upon the U.S. DOT, in cooperation with the states and other freight with the states and other freight in cooperation DOT, AASHTO has also called upon the U.S. Plan, and we support the Strategic Freight stakeholders, to develop a National Multimodal corridor plans for the to develop multi-state freight and funding of planning organizations creation level. the regional needed at improvements If the highway program were funded at $375 billion over six years as AASHTO proposes, AASHTO proposes, funded at $375 billion over six years as were If the highway program apportioned $3 billion annually should be approximately from investment states for freight to the fees outside the freight annually through billion should be provided and $7 Fund, the Highway Trust be distributed by formula Half would the other half would be to the states, and Fund. Highway Trust competitive grant program. a national distributed through Create and Fund a Freight Program Freight a Fund and Create freight be expanded to include a new highway program that the Federal AASHTO is recommending bill proposed gratified that the authorization are distributed by formulaprogram to the states. We also We by Chairman contains such a proposal. in the U.S. House of Representatives James Oberstar level. at the Federal significance that should be funded of national projects freight are believe there page 30 Source: Norfolk Southern Corp. from New Jersey to Memphis and on to New Orleans. Tennessee is joining with Pennsylvania, Pennsylvania, with joining is Tennessee Orleans. New to on and Memphis to Jersey New from extends lines rail existing of network 2,500-mile The Corridor. Crescent Railroad’s Southern Norfolk along located initiative larger,multistate/multipartner a of component critical a Facility is Intermodal Regional Memphis The Corridor, New Jersey to Louisiana Memphis Regional Intermodal Facility, Norfolk Southern Railroad Crescent TRANSPORTATION REBOOT :: R :: REBOOT TRANSPORTATION intermodal connectors should be made eligible for assistancethe investment and encouraged in national as a highwaypriority. and rail connectivityfreight is much transportation reduced. Under network. a new Without freight attention program, to industrialthe “last mile”and residential of freight neighborhoods.transportation, theThey value are ofcriticalterminals, connectors and air cargo but are hubs. often They the areweakest usually links local in of theroads roadway and usedoften weaveby truckers their toway travel through between older major highwaysThe intermodal of the freightNHS and theconnectors nation’s of ports,the National rail Highway System (NHS) are theHarbor first Maintenance and last miles Trust Fund should be used for dredgingthe Panama and harborCanal shouldmaintenance. be a priority. AASHTO recommendsdeeper harbors that theand existingaddressing surplus bridge now clearances in the federal that betweenare too portslow andfor internationalthe vessels that border will gateways come through and theAdding nation’s capacity highway for and global rail tradenetworks. means Dredging providing necessary port capacity and reliableInvest inconnections Intermodal Connector Improvements estarting A merica Coast, and Mid-Atlantic states. Mid-Atlantic and Coast, Gulf Southeast, the in distribution international and domestic both strengthen will This centers. distribution freight intermodal regional develop to Southern Norfolk with partner to Mississippi and “ ’ s system.” highway interstate crowded our on congestion relieving of benefit additional the have will which train, by moving freight long-haul more in result eventually will facility intermodal new The network. transportation Tennessee’s to component key a is Rail freight. of movement the to comes it when options transportation our of all utilize to important It’s M ost E ssential —Gerald Nicely, Transportation Commissioner O perating V irginia, Alabama, Alabama, irginia, Tennessee S ystem Urgent Capacity Needs to Address Freight Movement

Alabama: Interstate 10 Mobile River Bridge—Mobile and Minnesota: Duluth Intermodal Project Baldwin Counties Mississippi: Multimodal Capital Improvement Program Alaska: Knik Arm Bridge—Anchorage, Alaska Nevada: Las Vegas Interstate 15 Corridor Arizona: Rail Improvements—Phoenix-to-Tucson Corridor New York: Kew Gardens Interchange Reconstruction California: Freight Movement Enhancement Projects Ohio: Ohio Heartland Corridor Colorado: Ports-to-Plains Corridor Oregon: Interstate 5 Southern Oregon Truck Climbing Lanes Delaware: Regional Freight Study for the Delmarva Peninsula Interstate 84 Troutdale Interchange Port of Wilmington Parking Study Interstate 5 Kuebler Boulevard Interchange Chesapeake Connector U.S. 26 Brookwood Interchange I-95 Corridor Coalition Pennsylvania: Crescent Corridor Florida: Eller Drive Overpass at Port Everglades, FL Rhode Island: Route 6/Route 10 Interchange – Providence Georgia: Jimmy DeLoach Connector I-95/route 4 Interchange I-95 between Route 6/10 and Route 146 Interchanges Idaho: U.S. 95, Garwood to Sagle Expansion Expansions of Port Lewistown Dock and Idaho 128 South Dakota: Interstate 90 Corridor Preservation Project U.S. 95, Thorncreek Road to Moscow, Stage 1 Expansion Tennessee: Crescent Corridor Intermodal Freight Project Meridian Interchange Replacement I-84 Central Treasure Valley Gap Closure Project Texas: Rail Projects Idaho 75, Timmerman to Ketchum Expansion Interstate 35 I-84/U.S. 93 Interchange, Stage 2 Expansion Interstate 10 U.S. 30, Lava Hot Springs to Fish Creek Expansion Ports-to-Plains U.S. 20 at I-15 Reconstruction La Entrada al Pacifico Freight Shuttle System Iowa: Iowa City/Coralville Interstate 80 Corridor Utah: Interstate 15 Truck Parking Needs Kansas: Johnson County Gateway Project Virginia: Rail Enhancement Fund Projects Louisiana: Interstate Highway Improvements Washington: Columbia River Crossing Maryland: Maryland Statewide Freight Plan Wisconsin: Interstate 39/90 Corridor Massachusetts: Interstate 95/Interstate 93 Interchange Interstates 94/894 & U.S. 45 Zoo Interchange Reconstruction Interstate 94 North/South Corridor Michigan: Detroit Intermodal Freight Terminal U.S. 41

Find details at http://ExpandingCapacity.transportation.org Publication Code: UGFR–1 ISBN: 978-1-56051-486-2

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