(1) to invest in infrastructure improvements and to implement operational improvements that—
(A) strengthen the contribution of the national freight network to the economic competitiveness of the United States;
(B) reduce congestion; and
(C) increase productivity, particularly for domestic industries and businesses that create high-value jobs;
(2) to improve the safety, security, and resilience of freight transportation;
(3) to improve the state of good repair of the national freight network;
(4) to use advanced technology to improve the safety and efficiency of the national freight network;
(5) to incorporate concepts of performance, innovation, competition, and accountability into the operation and maintenance of the national freight network; and 1
(6) to improve the economic efficiency of the national freight network.1
(7) to reduce the environmental impacts of freight movement on the national freight network; 1
(A) the primary freight network, as designated by the Secretary under subsection (d) (referred to in this section as the “primary freight network”) as most critical to the movement of freight;
(B) the portions of the Interstate System not designated as part of the primary freight network; and
(C) critical rural freight corridors established under subsection (e).
(i) based on an inventory of national freight volume conducted by the Administrator of the Federal Highway Administration, in consultation with stakeholders, including system users, transport providers, and States; and
(ii) that shall be comprised of not more than 27,000 centerline miles of existing roadways that are most critical to the movement of freight.
(i) the origins and destinations of freight movement in the United States;
(ii) the total freight tonnage and value of freight moved by highways;
(iii) the percentage of annual average daily truck traffic in the annual average daily traffic on principal arterials;
(iv) the annual average daily truck traffic on principal arterials;
(v) land and maritime ports of entry;
(vi) access to energy exploration, development, installation, or production areas;
(vii) population centers; and
(viii) network connectivity.
(1) is a rural principal arterial roadway and has a minimum of 25 percent of the annual average daily traffic of the road measured in passenger vehicle equivalent units from trucks (FHWA vehicle class 8 to 13);
(2) provides access to energy exploration, development, installation, or production areas;
(3) connects the primary freight network, a roadway described in paragraph (1) or (2), or Interstate System to facilities that handle more than—
(A) 50,000 20-foot equivalent units per year; or
(B) 500,000 tons per year of bulk commodities.
(A) an assessment of the condition and performance of the national freight network;
(B) an identification of highway bottlenecks on the national freight network that create significant freight congestion problems, based on a quantitative methodology developed by the Secretary, which shall, at a minimum, include—
(i) information from the Freight Analysis Network of the Federal Highway Administration; and
(ii) to the maximum extent practicable, an estimate of the cost of addressing each bottleneck and any operational improvements that could be implemented;
(C) forecasts of freight volumes for the 20-year period beginning in the year during which the plan is issued;
(D) an identification of major trade gateways and national freight corridors that connect major population centers, trade gateways, and other major freight generators for current and forecasted traffic and freight volumes, the identification of which shall be revised, as appropriate, in subsequent plans;
(E) an assessment of statutory, regulatory, technological, institutional, financial, and other barriers to improved freight transportation performance (including opportunities for overcoming the barriers);
(F) an identification of routes providing access to energy exploration, development, installation, or production areas;
(G) best practices for improving the performance of the national freight network;
(H) best practices to mitigate the impacts of freight movement on communities;
(I) a process for addressing multistate projects and encouraging jurisdictions to collaborate; and
(J) strategies to improve freight intermodal connectivity.
(A) begin development of new tools and improvement of existing tools or improve existing tools to support an outcome-oriented, performance-based approach to evaluate proposed freight-related and other transportation projects, including—
(i) methodologies for systematic analysis of benefits and costs;
(ii) tools for ensuring that the evaluation of freight-related and other transportation projects could consider safety, economic competitiveness, environmental sustainability, and system condition in the project selection process; and
(iii) other elements to assist in effective transportation planning;
(B) identify transportation-related model data elements to support a broad range of evaluation methods and techniques to assist in making transportation investment decisions; and
(C) at a minimum, in consultation with other relevant Federal agencies, consider any improvements to existing freight flow data collection efforts that could reduce identified freight data gaps and deficiencies and help improve forecasts of freight transportation demand.
(Added Pub. L. 112–141, div. A, title I, §1115(a), July 6, 2012, 126 Stat. 468.)
The date of enactment of this section, referred to in subsecs. (d)(1)(A), (f)(1), (g), and (h)(1), is the date of enactment of Pub. L. 112–141, which was approved July 6, 2012.
Section effective Oct. 1, 2012, see section 3(a) of Pub. L. 112–141, set out as an Effective and Termination Dates of 2012 Amendment note under section 101 of this title.
Pub. L. 112–141, div. A, title I, §§1116–1118, July 6, 2012, 126 Stat. 472, 473, provided that:
“(1) demonstrate the improvement made by the project to the efficient movement of freight, including making progress towards meeting performance targets for freight movement established under section 150(d) of title 23, United States Code; and
“(2) be identified in a State freight plan developed pursuant to section 1118.
“(1) construction, reconstruction, rehabilitation, and operational improvements directly relating to improving freight movement;
“(2) intelligent transportation systems and other technology to improve the flow of freight;
“(3) efforts to reduce the environmental impacts of freight movement on the primary freight network;
“(4) railway-highway grade separation;
“(5) geometric improvements to interchanges and ramps. [sic]
“(6) truck-only lanes;
“(7) climbing and runaway truck lanes;
“(8) truck parking facilities eligible for funding under section 1401;
“(9) real-time traffic, truck parking, roadway condition, and multimodal transportation information systems;
“(10) improvements to freight intermodal connectors; and
“(11) improvements to truck bottlenecks.
“(1) advise the State on freight-related priorities, issues, projects, and funding needs;
“(2) serve as a forum for discussion for State transportation decisions affecting freight mobility;
“(3) communicate and coordinate regional priorities with other organizations;
“(4) promote the sharing of information between the private and public sectors on freight issues; and
“(5) participate in the development of the freight plan of the State described in section 1118.
“(1) an identification of significant freight system trends, needs, and issues with respect to the State;
“(2) a description of the freight policies, strategies, and performance measures that will guide the freight-related transportation investment decisions of the State;
“(3) a description of how the plan will improve the ability of the State to meet the national freight goals established under section 167 of title 23, United States Code;
“(4) evidence of consideration of innovative technologies and operational strategies, including intelligent transportation systems, that improve the safety and efficiency of freight movement;
“(5) in the case of routes on which travel by heavy vehicles (including mining, agricultural, energy cargo or equipment, and timber vehicles) is projected to substantially deteriorate the condition of roadways, a description of improvements that may be required to reduce or impede the deterioration; and
“(6) an inventory of facilities with freight mobility issues, such as truck bottlenecks, within the State, and a description of the strategies the State is employing to address those freight mobility issues.
1 So in original.