Guidebook for Freight Policy, Planning, and Programming in Small- and Medium-Sized Metropolitan Areas (2007) / Chapter Skim
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• Current Federal Funding and Financing Programs for Freight Improvements (listed in Tables 5.6 and 5.7) • Case Studies • Freight Glossary References 5-1 M O D U L E 5 Identifying Freight Resources
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5-3 Resources Available through FHWA's Freight Professional Development Program
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Identifying Freight Resources 5-5 http://www.ops.fhwa.dot.gov/freight/fpd/index.asp http://www.ops.fhwa.dot.gov/freight/fpd/library.asp http://www.ops.fhwa.dot.gov/freight/fpd/librarySearch.asp? SubjectA reaCriteriaString=36&StateCriteriaString= Figure 5.1.
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5-7 Freight-Related Databases in the United States, Canada, and Mexico
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Totals, States, Cities, Metropolitan Areas Census Bureau, Data Users Service Division Print version, available for purchase Table 5.1. Economic databases.
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Department of Labor, Bureau of Labor Statistics Print, Diskette, and Tape versions, available for purchase Source Modes Description/ Attributes Cycle Update Geographic Coverage Agency Availability Census Transportation Planning Package (CTTP) All Base year populations and households for analysis zones outside Florida Every 10 years, years ending in 0 U.S.
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Totals, Canada, and Mexico U.S. Department of Transportation, Bureau of Transportation Statistics www.bts.gov/publications/n orth_american_transportatio n_atlas_data/ National Transportation Atlas Databases (NTAD)
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Source Modes Description/ Attributes Cycle Update Geographic Coverage Agency Availability Highway Performance Monitoring System All National public road mileage on both a statewide and national basis Annual National, statewide, and urbanized areas U.S. Department of Transportation, Federal Highway Administration GIS version, available for purchase Highway User and Usage Database All Data on motor fuel consumption, registrations, driver licenses, highway finance, and road characteristics Annual National and statewide U.S.
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Airport Council International – North America Traffic Report Aviation Airport activity statistics in terms of passenger and cargo operations Not applicable 130 North American airports Airports Council International, North America Print version, available for purchase Railroad 10-Year Trends Rail U.S. freight industry performance, traffic, revenue, financial statistics, employment, plant, and equipment Annual U.S.
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. Source Modes Description/ Attributes Cycle Update Geographic Coverage Agency Availability Airport Activity Statistics Aviation Volume of revenue passengers, freight express, and mail traffic Annual U.S.
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Not specified Canada Transportation Technical Services Disk version, available for purchase Mexican Motor Carrier Directory All Survey of trucking firms in Mexico (name, owner, operator, location, geographic boundaries, activity levels, wages, revenues, and number of employees) Not specified Mexico Services Disk version, available for purchase Standard Trucking and Transportation Statistics (STATS)
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. Source Modes Description/ Attributes Cycle Update Geographic Coverage Agency Availability Highway Statistics All Statistical tabulations relating to highway use, highway finance, and highway infrastructure Annual U.S.
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Source Modes Description/ Attributes Cycle Update Geographic Coverage Agency Availability TRANSEARCH All Comprehensive market research data service for intercity traffic flows Every five years, years ending in 3 and 8 Counties Reebie Associates CD-ROM, available for purchase Commodity Flow Survey (CFS) All Data on flow of goods and materials by mode of transport Not specified U.S.
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. Source Modes Description/ Attributes Cycle Update Geographic Coverage Agency Availability U.S.
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Merchandise Trade All Tables on merchandise exports, general imports, and imports for consumption Annual Custom districts, world area by countries of origindestination U.S. Department of Commerce, Census Bureau Print version, available for purchase Waterborne Tonnage by State Seaports Provides one page listings of the waterborne tonnage by states for a given calendar year Annual U.S.
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5-21 Current Federal Funding and Financing Programs for Freight Improvements
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Rail Relocation Grants Funds local rail line relocation and improvement projects Grants only available to states; limited funding available Truck Parking Facilities Funds projects that improve long-term parking for commercial vehicles on the NHS Improvements to facilities not on the NHS are not eligible CMAQ Can fund any transport project that improves air quality Air quality-oriented, not for capacity improvements TIFIA Provides loans and credit assistance for major transportation investments of national or regional significance Current project minimum $50 million; $15 million for ITS projects RRIF Provides loans and credit assistance to both public and private sponsors of rail and intermodal projects Limited funding available; percentage targeted to short-line railroads SIBs Allows states to establish infrastructure revolving funds that can be capitalized with federal transportation funds Must be funded by states using federal transportation funds Private Activity Bonds Allows the issuance of tax-exempt private activity bonds for highway and freight transfer facilities Limited bonding authority (capped at $15 billion) Grant Anticipation Revenue Vehicle (GARVEE)
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. Current Federal Programs Impediments FAA Airport Improvement Program Funds construction activities at large cargo or commercial airports Primarily focused on on-airport improvements; limited eligibility for access improvements USACE Harbor Maintenance Funds improvements to operations and maintenance of channels used for commercial navigation Funds subject to appropriations Department of Commerce Economic Development Administration Grants Funds projects that allow distressed communities to attract or retain jobs Freight projects must have ability to create or retain jobs FTA Rail Modernization Funds capital improvements on fixed guideway systems Focused on commuter rail systems (some of which also carry freight, some of which do not)
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5-25 Case Studies
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Identifying Freight Resources 5-27 Small/Medium MPO Case Studies Brownsville MPO, Brownsville, Texas Duluth-Superior Metropolitan Interstate Committee, Duluth, Minnesota Lancaster County Transportation Coordinating Committee, Lancaster, Pennsylvania Michiana Area Council of Governments, South Bend, Indiana Association of Central Oklahoma Governments, Oklahoma City Pima Association of Governments, Tucson, Arizona Polk Transportation Planning Organization, Bartow, Florida Roanoke Valley-Alleghany Regional Commission, Roanoke, Virginia San Joaquin Council of Governments, Stockton, California Southwest Michigan Commission, Benton Harbor, Michigan Susquehanna Economic Development Association -- Council of Governments, Lewisburg, Pennsylvania Syracuse Metropolitan Transportation Council, Syracuse, New York Toledo Metropolitan Area Council of Governments, Toledo, Ohio Tri-County Regional Planning Commission, Harrisburg, Pennsylvania Whatcom Council of Governments, Bellingham, Washington
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Freight planning is integral to the overall transportation planning process at the Brownsville MPO. Projects ostensibly designed to improve passenger vehicle flows will take freight into account.
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. Incorporating Freight into Transportation Planning Activities and Developing Freight-Specific Initiatives Within its jurisdiction, the Brownsville MPO must respond to transportation needs that have local, regional, state, and international impacts.
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Freight planning in Brownsville was initially driven by the urgent need to remove trucks and railcars from the downtown area. Through the completion of the Veteran's Bridge and the Brownsville Railroad Relocation projects, the Brownsville MPO has largely achieved this goal.
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To foster a regional approach to transportation planning, the Brownsville MPO has worked with IMPLAN in Matamoros. A past cooperative effort involved software sharing to allow data sharing on their computers to improve coordination.
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. With unusually large volumes of truck, rail, and ship traffic relative to its size, freight planning is well-integrated into the transportation planning process at the MIC.
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Incorporating Freight into Transportation Planning Activities and Developing Freight-Specific Initiatives Within its jurisdiction, the Duluth-Superior Metropolitan Interstate Committee must respond to transportation needs that have local, regional, bistate, and international impacts. The MIC, through its own initiatives and through cooperation with other entities is involved with a range of freight planning activities in the Duluth-Superior area, including a Port Land Use Plan, Truck Route Study, Freight Movement Study, Rail Study, Landside Port Access Study, and a Freight Terminal Study, all completed since the late 1990s.
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• Benchmark freight planning to stay abreast of advancements in the field. The MIC learns from and shares its freight planning experiences with others.
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The criticisms voiced by participants are almost always constructive. Identifying Freight Resources 5-35
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, the evaluation criteria used by the MIC can encourage the passage of solid freight projects that help the flow of goods in the region. Freight-related criteria, including project need and benefit, impact on network mobility, and multimodalism account for 70 points of a 100-point system and have helped such freight-specific projects as the Arthur Avenue reconfiguration gain approval.
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It included • Two state DOTs (Pennsylvania and Delaware) ; • Six MPOs (Lancaster, Delaware Valley Regional Planning Commission [DVRPC]
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Expansion of Norfolk Southern Railroad's Dillerville Yard to create additional capacity is projected to reduce trucking of rail freight into Lancaster from Norfolk Southern's Enola yard in Pittsburgh. CMAQ was used to provide 80 percent of the funding for this project and the other 20 percent came from a local match.
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Success Factors and Recommendations for Other Small- and Medium-Sized MPOs The LCTCC believes it is too early to determine if its freight efforts are a success, because they are "new and developing." MPO staff believes the success it has had in conducting a multistate, multijurisdictional study can be replicated by other MPOs. The primary advice LCTCC would give to other MPOs is to develop a thorough understanding of freight movement in their area.
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Incorporating Freight into Transportation Planning Activities The MACOG's freight planning program has its origins in TEA-21, in which freight was included as one of seven factors for states and MPOs to consider when conducting transportation planning activities. The Indiana FHWA Division office encouraged all the MPOs in the state to take an active approach to incorporating freight into transportation planning activities.
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Like the 2000 plan, the 2004 update was conducted entirely in-house. The goals of the freight plan were to • Understand the issues facing the region's transportation system from the users' perspective and include those issues in the LRP; • Evaluate how well freight transportation issues are being addressed in the region's existing TIP; and • Engage the private sector freight industry (particularly the manufacturing industry)
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A main element in any freight planning program is to under5-42 Guidebook for Freight Policy, Planning, and Programming in Small- and Medium-Sized Metropolitan Areas
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Freight planning depends on effective relationships with the private sector freight industry. Developing and maintaining these relationships can be challenging, but they are absolutely necessary for effective freight planning.
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• In-house staff provides the direction for OCARTS-area freight planning. Except for the 2020 LRTP intermodal element, and the stakeholder panel for the 2025 LRTP intermodal element, all freight planning activities have been done in-house at ACOG because of funding constraints.
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It distributed a transportation survey to identify specific needs, and it has held focus groups and meetings to gather Identifying Freight Resources 5-45
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As part of the 2025 LRTP update, ACOG evaluated future truck routes using its travel demand model. ACOG has strong relationships with the implementing agencies (municipalities, counties, state)
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Identifying Freight Resources 5-47
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That is the missing link between freight and the LRTP process. • There have never been any citations given as penalties for lack of freight planning.
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Overlaying all of these issues is the continued control that state, federal, and tribal governments have on most of the land in the region, which greatly influences development patterns, where transportation facilities can be built, and how external passenger and freight traffic accesses the region. Some of the current transportation issues that these forces have spawned include facilitating cross-town travel with a limited freeway system, expanding transit versus building more roadways, accommodating increasing international truck movements, identifying infrastructure investment that will enhance economic development, and generating additional local funding.
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PAG spearheaded special studies within the past 5 years of the Sahuarita Corridor, the Tangerine Road Corridor, and the Southeast Area Arterial Study. Each study addressed the impacts created by through truck traffic, among many issues.
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PAG's travel model includes a single truck trip table, but has not used it to assist in freight analysis. Freight planning work in the region is undertaken with truck counts provided by Arizona DOT.
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There also was an opinion expressed that a key to successfully using freight data and addressing freight issues is to have a staff person whose job is to deal with freight, and who takes ownership of the issue. There was even a suggestion that new freight planners should learn what is involved with freight movement by "shadowing" someone at a freight terminal for a few days.
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coordination process on freight throughout the state rather than the study-specific process that has occurred to date. Identifying Freight Resources 5-53
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With large local industries, a crossroads location, and a population that is expected to grow indefinitely, the Polk TPO has successfully initiated a series of projects to improve access, add capacity, and better separate trucks from residential traffic. While there is no formal link between Polk County's freight stakeholders and the TPO, the needs of industry and carriers are successfully transmitted to the TPO and result in tangible improvements.
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The Polk TPO's 2025 LRTP update identifies the need for improved freight in a detailed manner. The plan is guided by the planning factors detailed in TEA-21 and includes specific projects to improve freight mobility.
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The Polk TPO facilitates the freight planning process in the region by coordinating between local governments, local business interests, the economic development community, and FDOT. The Polk TPO works with businesses and economic development officials to understand the needs of area shippers.
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These projects would be identified and prioritized through a consensus process involving MPOs and counties not in MPO areas, augmenting existing MPO and county planning activities and reflecting regional priorities. "Regionally significant" facilities would include major regional freight terminals and distribution centers as well as rail, highway, and waterway corridors that are key components of regional freight networks, among other criteria proposed by FDOT.
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The MPO undertook a comprehensive freight study in 2001 to better understand freight issues and needs and to educate policy-makers and the public about the importance of freight to the region. The study was initiated by the MPO, but the state played a critical role by providing the freight data.
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However, the idea for the study originated with the former MPO director, who did research on how other MPOs were approaching freight issues and drafted the scope for the consultant study. The staff believes the consultant effort was critical to accomplishing these objectives, as no individual would be available full-time to conduct even a limited assessment.
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How-to information on freight planning for this more "willing" audience and information to help planners in the region get started are also needed.
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The county also has a commercial service airport and two short-line railroads. Transportation Issues Transportation issues in San Joaquin County tend to be dominated by economic forces from outside the region.
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of landside accommodations at these locations greatly influence freight terminal operations in San Joaquin County. There is also a tremendous volume of through travel, both rail and highway, in the Central Valley.
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The Tri-County Freight Advisory Council comprises the MPOs in San Joaquin, Stanislaus, and Merced Counties, as well as the state DOT and several private sector organizations. The task force meets quarterly and tends to focus on operational issues affecting freight traffic rather than on Identifying Freight Resources 5-63
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They are finding that intermodal activity in rail yards in San Joaquin and Stanislaus Counties is driven to a large extent by what is occurring at the Port of Oakland, and this is leading to heavily increasing truck volumes on interregional routes such as Interstates 205 and 580. SJCOG was a member of an advisory council for a recently completed goods movement study undertaken by the Metropolitan Transportation Commission, the MPO for the San Francisco Bay Area.
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Transportation Issues Several transportation issues are affecting the MPO, including the following: • Pavement stress. There is a concern that "through" truck traffic may be causing inordinate pavement wear in the region, particularly on I-94.
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Use of Freight Data and Analytical Tools The MPO is beginning to collect rudimentary freight data (through truck counts) to support its freight planning activities, such as freight impacts on pavement systems and congestion.
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However, this coordinator does not have a background in freight planning. In addition to acting as a centralized POC for freight issues, the state freight coordinator could also train individual MPO coordinators in freight issues, allowing them to better support the freight planning needs of small- to medium-sized MPOs.
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These 11 counties represent all or part of three MPOs: Centre County MPO, Lycoming County Planning Commission, and Tri-County Regional Planning Commission. Pennsylvania mandates that RPOs carry out the same activities as MPOs, including LRTPs, TIPs, and UPWPs.
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The study currently under way will determine whether expenditures for such a facility are "worthwhile." Other freight-related initiatives include coordinating an intermodal freight project funded partially by CMAQ; planning a North Central Pennsylvania Rail Freight Summit; designing a logo and slogan for their FAC; and conducting workshops on freight planning and available resources. Use of Freight Data and Analytical Tools Another program is a CFS of hazardous materials throughout the region.
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From page 144... ...
There are 72 of them covering 410 counties in 13 states from Alabama to New York. The "regionalization" of freight planning for small MPOs such as those within SEDA-COG allows the freight effort to capture "economies of scale." Pooled resources, such as the membership of the FAC and state and federal program funds for improvements, allow the region to promote itself more effectively and to consider freight in planning activities more actively.
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Moran Industries Norfolk Southern North Shore Railroad Company Northern Tier Regional Planning and Development Commission PennDOT Bureau of Aviation PennDOT Bureau of Rail Freight, Ports, and Waterways PennDOT District 2-0 PennDOT District 3-0 PennPORTS Pennsylvania Motor Truck Association S&L Services, Inc. SEDA-COG SEDA-COG JRA Staiman Recycling Corporation Standard Steel TCRPC–Harrisburg Area MPO University Park Airport Ward Trucking Watsontown Trucking Williamsport Area MPO (Lycoming County)
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From page 146... ...
Freight planning continues to be supported by the current MPO Director. The catalysts for the emphasis on freight included the following: • The MPO management and staff recognized that freight was an important issue area for Onondaga County because of its function as a freight traffic crossroads and because of the importance of freight to the local economy; • The state DOT is engaged in statewide and regional freight planning and provides technical support through the DOT regional offices; and • The federal ISTEA planning requirements also served as a catalyst for freight planning activity at the state and regional level.
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Identifying Freight Resources 5-73
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There is an ongoing partnership between the State of New York and the Province of Ontario to address freight movement and border crossing issues referred to as the Ontario/New York Bi-Regional Transportation Strategy Working Group. There also is an Interstate 87 Corridor Initiative involving the New York region, Albany, and the Province of Quebec.
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Freight movement is widely dispersed across the country and significant impacts can be found in communities of all scales. Having clear guidance on freight planning from the federal level would be beneficial.
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, which included a freight rail element and in the 2025 LRTP update (completed in 1996) , which included air and rail freight elements.
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The MPO's Railroad Corridor Study, its freight committee, and the regular completion of freight listening sessions are good examples of ways to develop partnerships with the private sector freight community and incorporate freight issues into the metropolitan transportation planning process. The TMACOG has also worked to develop partnerships with other MPOs in the region, most notably the Southeastern Michigan Council of Governments (SEMCOG)
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• The MPO is the best place to "localize" freight transportation issues. Freight movements in Toledo and in many other metropolitan areas are increasingly national and global in scope.
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This effort, led by the Lancaster County Planning Commission, combined Federal Borders and Corridors with local funding to examine the movement of freight along a corridor connecting the Port of Wilmington, Delaware, and Harrisburg with a goal of diverting some of this heavy truck traffic from local roads. HATS has initiated its own freight study, the South Central Pennsylvania Goods Movement Study, to build on the Wilmington-Harrisburg effort, to better manage the growth of freight traffic and warehouse development, and to better address the high number of accidents on the local interstates involving heavy trucks.
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Like the DVRPC example, HATS is attempting to build a multijurisdictional, public-private task force of freight stakeholders that will identify freight projects for possible inclusion in future TIPs. Members of this task force would include • Norfolk Southern Railroad; • Trucking Companies; • PennDOT; • Amtrak; • Susquehanna Area Regional Airport Authority; • Pennsylvania Motor Truck Association; and • Shippers.
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Freight Transportation Issues -- Cross Border Transportation The most significant freight-related transportation issues stem from the border crossings. These have both an economic and transportation component.
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The hope is that the MPO can develop freight policy that can guide the local comprehensive plans, not the other way around. Developing Freight-Specific Initiatives Whatcom COG's most notable achievements in the area of freight planning have come about as a result of its position as a border community.
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The IMTC is a U.S.–Canada coalition of government and business entities that jointly identifies and promotes improvements to mobility and security for the four border crossings between Whatcom County, Washington State, and the Lower Mainland of the Province of British Columbia. Identifying Freight Resources 5-83
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In the beginning, there was a sense that traffic across the border was growing rapidly and this was one of the major transportation issues facing the border region. Stakeholders identify themselves with the border and this is a primary driver of many issues in the region.
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Identifying Freight Resources 5-85
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Large MPO Freight Planning Case Studies Metropolitan Transportation Commission, Oakland, California New York Metropolitan Transportation Commission Delaware Valley Regional Planning Council, Philadelphia East-West Gateway Coordinating Council, St. Louis Puget Sound Regional Council, Seattle Identifying Freight Resources 5-87
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From page 161... ...
A substantial share of Bay Area domestic trade is with Southern California, the San Joaquin Valley, and other West Coast destinations, and most of this trade uses I-580 as a connector. This corridor has the second highest volume of truck traffic in the region, most of it long-haul in nature and involving the heaviest trucks.
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Most of the attention on freight issues in the state seemed focused on Southern California and the MPO Identifying Freight Resources 5-89
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They argued that a regionally significant freight facility such as the Port should receive special consideration at the regional level. When MTC was putting plans together for a regional goods movement study, the Port of Oakland decided this would be a good opportunity to develop policy and project priorities for regionally significant freight programs.
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From page 164... ...
This could lead to more truck VMT, more congestion on key interregional corridors, higher costs of goods delivery to the major population centers, and potentially greater truck emissions. The goods movement study was the first real opportunity to raise the issue concerning the role of industrial land preservation as part of the regional Smart Growth discussions.
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From page 165... ...
The goods movement study team reasoned that an incremental step toward getting greater attention paid to goods movement issues would be to identify projects submitted for other reasons and to show how goods movement benefits could be used to raise the priority of a project that had other value. Once the "goods movement beneficial" projects were identified from the CMA lists, the study team met with the CMA directors to discuss the likelihood that these projects would make it into the fiscally constrained plan and to begin to raise the goods movement arguments for these projects.
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The goods movement study team did a more intensive evaluation of potential projects that could address the critical goods movement issues identified in Phase I of the study. These projects are being included in the RTP as part of the Big Tent.
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From page 167... ...
The connection between goods movement and land use, while controversial, receives a lot of attention in the Bay Area. This approach to tying goods movement issues to other transportation issues can be an effective strategy.
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From page 168... ...
On top of that, understanding the physical complexity, the sheer vastness of the city, and its network of flows requires a thoughtful, rigorous, and comprehensive analysis. In 1999, NYMTC began developing its regional freight plan, a multiyear project to assess the region's freight infrastructure conditions, predict goods flows, identify key areas for concern, and select alternative improvement options for priority consideration.
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From page 169... ...
Nonetheless, the experience of developing a regional freight plan in New York affords some important lessons and a dose of optimism for the usefulness of freight plans in the context of smaller, less complex regions. Freight Planning Activities Like other MPOs, New York incorporates freight-related projects into its TIPs and considers freight in the LRP.
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And without support for implementation, the freight plan risks becoming a missed opportunity. Identifying Freight Resources 5-97
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Freight Planning Activities DVRPC's Urban Goods (freight) program derives much of its strength from the Delaware Valley Goods Movement Task Force, an advisory committee for freight policy and planning issues.
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Development of Freight-Specific Program -- Freight Forward The Urban Goods program sees itself as an advocate for freight both within the MPO and throughout the Delaware Valley. Beyond encouraging participation in traditional planning activities, DVRPC's freight planning strategy is to develop strong relationships with freight industry constituents through the provision of tangible, short-term services.
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From page 173... ...
They have brought greater attention to the needs of and issues facing the freight community within the MPO. Several examples of advocacy, in a similar spirit as Freight Forward, but carried out concurrently, stand out: sending copies of the proposed and approved TIPs for feedback from members of the freight task force; inviting members of the freight industry, freight planning community, and academia to speak at task force meetings; submitting freight-specific stories to the monthly MPO newsletter; assisting with coordination of facility tours for visitors; nominating freight planners for MPO-wide awards; and preparing a standing presentation about freight in the region.
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From page 174... ...
DVRPC has aptly demonstrated that good freight planning may simply require advocacy, recognition of the importance of freight to a local economy, and a willingness to inquire about and address the immediate needs and concerns of the industry. Identifying Freight Resources 5-101
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From page 175... ...
Figure 5.2 depicts an early conceptualization of the freight planning process, including the advisory committee's role. In recognition of the "profound" impact of goods movement on the local economy, EWGCC established a regional freight movement system called the Priority Goods Movement Network (PGMN)
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From page 176... ...
The list of indicators follows: Identifying Freight Resources 5-103 Data Gathering/ Monitoring Planning/ Evaluation Review/ Refinement Implementation • Transportation Data • Commercial Data • Economic Data • Freight Directory • Freight Survey • Outreach • Priority Goods Movement Network • Intermodal Management Information System • Other EWGCC Management Systems • Freight Advisory Committee • EWGCC Staff Initiative Areas Infrastructure Institutional Financial Planning Technology Annual Freight Report Card EWGCCBoard Updated Short- and Long-Range Plans Updated TIP Annual Update Process Figure 5.2. Update of performance indicators for freight.
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From page 177... ...
Once applied, measurements of performance provide several layers of usefulness for MPOs interested in improving freight planning activities and nourishing relationships with freight industry stakeholders. For example, the adage that "what gets measured is what gets done" likely holds true.
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From page 178... ...
• Since "what gets measured is what gets done," select indicators carefully to ensure that all critical program areas receive attention. Developing performance indicators, gathering data for measurement, reporting performance, and updating indicators to reflect changing freight circumstances requires substantial effort on the part of MPO staff.
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From page 179... ...
Freight Planning Activities The PSRC operates within the context of a very freight-conscious region and state. A variety of state task forces as well as public and private sector partnerships focus on freight needs, perform freight planning, and identify freight projects in need of funding.
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From page 180... ...
Efforts by FAST Corridor to publicize its vision, to encourage greater attention to freight among the public and policy-makers, and to sustain a sense of urgency among freight planners and operators in the region have contributed to the success of the program. Identifying Freight Resources 5-107
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From page 181... ...
Validating past work, although likely only applicable to organizations that have actively participated in freight planning for a number of years, nonetheless illustrates a strategy of self-assessment that can improve the effectiveness of MPO-level involvement in freight. 5-108 Guidebook for Freight Policy, Planning, and Programming in Small- and Medium-Sized Metropolitan Areas
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5-109 Freight Glossary References
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Identifying Freight Resources 5-111 Table 5.8. Freight and intermodal glossaries.
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Key Terms
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