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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Suggested Citation:"Front Matter." National Academies of Sciences, Engineering, and Medicine. 2019. Freight Transportation Resilience in Response to Supply Chain Disruptions. Washington, DC: The National Academies Press. doi: 10.17226/25463.
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Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

N A T I O N A L C O O P E R A T I V E F R E I G H T R E S E A R C H P R O G R A M NCFRP RESEARCH REPORT 39 Subscriber Categories Freight Transportation • Planning and Forecasting • Security and Emergencies Freight Transportation Resilience in Response to Supply Chain Disruptions Michael D. Meyer Shannon McLeod Tracy Fidell Hardik Gajjar Divit Sood WSP USA, Inc. Washington, DC Mohammedreza Kamali Rebecca Wingate David O. Willauer cAmbrIdge SyStemAtIcS, Inc. Cambridge, MA Frank Southworth Atlanta, GA Research sponsored by the Office of the Assistant Secretary for Research and Technology 2019

NATIONAL COOPERATIVE FREIGHT RESEARCH PROGRAM America’s freight transportation system makes critical contributions to the nation’s economy, security, and quality of life. The freight trans- portation system in the United States is a complex, decentralized, and dynamic network of private and public entities, involving all modes of transportation—trucking, rail, waterways, air, and pipelines. In recent years, the demand for freight transportation service has been increas- ingly fueled by growth in international trade; however, bottlenecks or congestion points in the system are exposing the inadequacies of cur- rent infrastructure and operations to meet the growing demand for freight. Strategic operational and investment decisions by government at all levels will be necessary to maintain freight system performance and will, in turn, require sound technical guidance based on research. The National Cooperative Freight Research Program (NCFRP) is a cooperative research program sponsored by the Office of the Assistant Secretary for Research and Technology under Grant No. DTOS59- 06-G-00039 and administered by the Transportation Research Board (TRB). The program was authorized in 2005 with the passage of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). On September 6, 2006, a contract to begin work was executed between the Research and Innovative Technology Administration, which is now the Office of the Assistant Secretary for Research and Technology, and the National Academies of Sciences, Engineering, and Medicine. NCFRP carries out applied research on problems facing the freight industry that are not being adequately addressed by existing research programs. Program guidance is provided by an oversight committee composed of a representative cross section of freight stakeholders appointed by the National Academies. The NCFRP Oversight Committee meets annually to formulate the research program by identifying the highest priority projects and defining funding levels and expected products. Research problem statements recommending research needs for con- sideration by the NCFRP Oversight Committee are solicited annually but may be submitted to TRB at any time. Each selected project is assigned to a panel, appointed by TRB, which provides technical guid- ance and counsel throughout the life of the project. Heavy emphasis is placed on including members representing the intended users of the research products. NCFRP produces a series of research reports and other products such as guidebooks for practitioners. Primary emphasis is placed on disseminating NCFRP results to the intended users of the research: freight shippers and carriers, service providers, suppliers, and public officials. Published research reports of the NATIONAL COOPERATIVE FREIGHT RESEARCH PROGRAM are available from Transportation Research Board Business Office 500 Fifth Street, NW Washington, DC 20001 and can be ordered through the Internet by going to http://www.national-academies.org and then searching for TRB Printed in the United States of America NCFRP RESEARCH REPORT 39 Project NCFRP-50 ISSN 2572-3685 (Print) ISSN 2572-3693 (Online) ISBN 978-0-309-48068-0 Library of Congress Control Number 2019947685 © 2019 National Academy of Sciences. All rights reserved. COPYRIGHT INFORMATION Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or persons who own the copyright to any previously published or copyrighted material used herein. Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and not-for-profit purposes. Permission is given with the understanding that none of the material will be used to imply TRB, AASHTO, FAA, FHWA, FMCSA, FRA, FTA, Office of the Assistant Secretary for Research and Technology, PHMSA, or TDC endorsement of a particular product, method, or practice. It is expected that those reproducing the material in this document for educational and not-for-profit uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material, request permission from CRP. NOTICE The research report was reviewed by the technical panel and accepted for publication according to procedures established and overseen by the Transportation Research Board and approved by the National Academies of Sciences, Engineering, and Medicine. The opinions and conclusions expressed or implied in this report are those of the researchers who performed the research and are not necessarily those of the Transportation Research Board; the National Academies of Sciences, Engineering, and Medicine; or the program sponsors. The Transportation Research Board; the National Academies of Sciences, Engineering, and Medicine; and the sponsors of the National Cooperative Freight Research Program do not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the object of the report.

The National Academy of Sciences was established in 1863 by an Act of Congress, signed by President Lincoln, as a private, non- governmental institution to advise the nation on issues related to science and technology. Members are elected by their peers for outstanding contributions to research. Dr. Marcia McNutt is president. The National Academy of Engineering was established in 1964 under the charter of the National Academy of Sciences to bring the practices of engineering to advising the nation. Members are elected by their peers for extraordinary contributions to engineering. Dr. John L. Anderson is president. The National Academy of Medicine (formerly the Institute of Medicine) was established in 1970 under the charter of the National Academy of Sciences to advise the nation on medical and health issues. Members are elected by their peers for distinguished contributions to medicine and health. Dr. Victor J. Dzau is president. The three Academies work together as the National Academies of Sciences, Engineering, and Medicine to provide independent, objective analysis and advice to the nation and conduct other activities to solve complex problems and inform public policy decisions. The National Academies also encourage education and research, recognize outstanding contributions to knowledge, and increase public understanding in matters of science, engineering, and medicine. Learn more about the National Academies of Sciences, Engineering, and Medicine at www.national-academies.org. The Transportation Research Board is one of seven major programs of the National Academies of Sciences, Engineering, and Medicine. The mission of the Transportation Research Board is to increase the benefits that transportation contributes to society by providing leadership in transportation innovation and progress through research and information exchange, conducted within a setting that is objective, interdisciplinary, and multimodal. The Board’s varied committees, task forces, and panels annually engage about 7,000 engineers, scientists, and other transportation researchers and practitioners from the public and private sectors and academia, all of whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal agencies including the component administrations of the U.S. Department of Transportation, and other organizations and individuals interested in the development of transportation. Learn more about the Transportation Research Board at www.TRB.org.

C O O P E R A T I V E R E S E A R C H P R O G R A M S AUTHOR ACKNOWLEDGMENTS The following individuals contributed to the research as members of an expert working group: • Erik Stromberg, Executive Director, Center for Advances in Port Management, Lamar University • Anne Strauss-Weider, Freight Planning Director, North Jersey Transportation Planning Authority • Rick Calhoun, Retired, 41 years in the grain and transportation industries, most recently served as President of Cargo Carriers • Katherine Touzinsky, Research Physical Scientist, ERDC Coastal and Hydraulics Laboratory, USACE Headquarters • Caroline Mays, Director, Freight and International Trade Section, Texas Department of Transportation CRP STAFF FOR NCFRP RESEARCH REPORT 39 Christopher J. Hedges, Director, Cooperative Research Programs Lori L. Sundstrom, Deputy Director, Cooperative Research Programs William C. Rogers, Senior Program Officer Jarrel McAfee, Senior Program Assistant Eileen P. Delaney, Director of Publications Natalie Barnes, Associate Director of Publications Ellen M. Chafee, Senior Editor NCFRP PROJECT 50 PANEL Freight Research Projects Thomas H. Wakeman, III, New York, NY (Chair) Dennis Decker, Baton Rouge, LA Richard M. Larrabee, Holmdel, NJ Jon S. Meyer, Jon Meyer Associates, Baltimore, MD Craig E. Philip, Vanderbilt University, Nashville, TN Mark Stehly, White Bear Lake, MN Allison Yoh, Port of Long Beach, Long Beach, CA Steven Beningo, OST-R Liaison Eric C. Shen, MARAD Liaison Jerry Thomas, FEMA Liaison W. Scott Brotemarkle, TRB Liaison

NCFRP Research Report 39 provides guidance to public and private stakeholders on mitigating and adapting to logistical disruptions to supply chains resulting from regional, multi-regional, and national adverse events, both unanticipated and anticipated. This report makes a significant contribution to the body of knowledge on freight transportation and system resiliency. Disruptions to the supply chain and their aftermath can have serious implications for both public agencies and companies. When significant cargo delays or diversions occur, the issues facing the public sector can be profound. Agencies must gauge the potential impact of adverse events on their transportation system, economy, community, and the resources necessary for preventive and remedial actions, even though the emergency could be thousands of miles away. Increasing temporary or short-term cargo-handling capacity may involve a combination of regulatory, informational, and physical infrastructure actions, as well as coordination across jurisdictional boundaries and between transportation pro- viders and their customers. For companies, concerns can include such issues as ensuring employee safety, supporting local community health, maintaining customer relationships when products and goods are delayed, and ultimately preserving the financial standing of the company. Under NCFRP Project 50, WSP USA, with the assistance of Cambridge Systematics and Frank Southworth, was asked to address a broad range of issues related to improving freight transportation resiliency and develop guidance for resilience self-assessment. To accomplish the research objective, the research team (1) assessed research, practices, and innovative approaches in the United States and other countries that complement the research objective; (2) developed strategies to build relationships that result in effective communication, coordination, and cooperation among affected parties; (3) identified factors affecting resiliency; (4) analyzed potential mitigation measures; (5) characterized spatial and temporal scale considerations such as emergency planning and response timeframes; (6) prioritized response activities by cargo types, recipients, and suppliers; and (7) identified potential barriers and gaps such as political boundaries, authorities, ownership, modal competition and connectivity, and social and environmental constraints. The researchers also analyzed 10 commodity corridor scenarios, interviewed supply chain stakeholders, and examined the application of analysis tools and freight models to better understand the dynamics of supply chain responses to system disruptions. The results of this research are presented in Part 1 of this report. A self-assessment tool was developed (presented in Part 2 of this report) that allows users to identify the current capability of their organization and institutional collaboration in F O R E W O R D By William C. Rogers Staff Officer Transportation Research Board

preparing for and responding to supply chain disruptions. Many of the participants in sup- ply chain disruptions have developed well-thought-out incident and emergency response plans. Public agencies have emergency management plans; many businesses have business continuity plans. The research found, however, that outside of the immediate response to a particular disruption (e.g., a major crash that closes a freeway or rail line), very little of the coordination and collaboration occurs that is needed to look at consequences along the entire supply chain. The guidance thus focuses on the steps that public agencies and firms can take to put in place the organizational capacity and institutional coordination that are needed to examine and prepare for the potentially broad consequences of supply chain disruptions. In a world of just-in-time delivery, supply chains and the manufacturing processes they support are vulnerable to natural and manmade disruptions that could result in major delays and disrupted freight flows. This vulnerability arises from the way many industries have organized their manufacturing and delivery processes (e.g., the disruption to the global automobile manufacturing processes when a major earthquake and tsunami in Japan inter- rupted the manufacture and delivery of a key part in the assembly process) and the extent to which agencies and firms rely on information technology (e.g., the major disruption to service and business when cyberattacks occurred against a state DOT and a major freight carrier). When these types of disruptions can have such significant global, national, and regional implications, transportation agencies and firms need to broaden their perspec- tives on how to prepare and respond in coordinated and collaborative ways. This research establishes useful guidance on how to do so.

A C R O N Y M S , A B B R E V I A T I O N S , A N D I N I T I A L I S M S AAPA American Association of Port Authorities AAR Association of American Railroads AFFW Airfreight forwarder AIT Automated identification technology APO Airport operator ATRI American Transportation Research Institute BCO Beneficial cargo owner BO Barge operator CBP Customs and Border Protection CFS Commodity Flow Survey CGA Customs/government agency CMAP Chicago Metropolitan Agency for Planning CMTS U.S. Committee on the Marine Transportation System CONUS Continental United States DFRIF Defense Freight Railway Interchange Fleet DLA Defense Logistics Agency DMC Defense movement coordinator DOD U.S. Department of Defense DOT Department of transportation ECPC Emergency communications preparedness center EOC Emergency operations center ESF Emergency support function FAF Freight Analysis Framework FAF3 FAF Version 3 FARS Fatality Analysis Reporting System FEMA Federal Emergency Management Agency FLSWM Florida Statewide Model GAO U.S. Government Accountability Office GIS Geographic information system GPS Global positioning system Hazmat Hazardous materials HND Highways for National Defense HRTPO Hampton Roads Transportation Planning Organization IGC Integrated Data Environment/Global Transportation Network Convergence ILWU International Longshoremen and Warehouse Union IMC Intermodal marketing company INT Integrator I-O Input-output IRRIS Intelligent Road/Railroad Information Server ITIC-ST Intermodal Transportation and Inventory Costing Model State Tool

ITV In-transit visibility JIT Just-in-time LMS Logistics Management System LMSR Large Medium-Speed Roll-On/Roll-Off Ships LNG Liquefied Natural Gas MACOM Major Army Command MARAD U.S. Maritime Administration MC Motor carrier MPO Metropolitan planning organization MSC Military Sealift Command MTO Marine Terminal Operator NAIS Nationwide Automatic Information System n.e.c Not Elsewhere Classified NHS National Highway System NOAA National Oceanic and Atmospheric Administration NPMRDS National Performance Management Research Data Set O-D Origin-destination OIF Operation Iraqi Freedom OSSPAC Oregon Seismic Safety Policy Advisory Commission PMA Pacific Maritime Association PND Ports for National Defense PPE Personal Protective Equipment PPO Port Planning Order PPP Public–private partnership PSA Port Support Activity RDD Required Delivery Date RFID Radio Frequency Identification RND Railroads for National Defense RO/RO Roll-On/Roll-Off U.S. Department of Defense RRF Ready Reserve Force SCTG Standard Classification of Transported Goods SCTG2 Standard Classification of Transported Goods (two digits) SDDC (Military) Surface Deployment and Distribution Command SDDCTEA SDDC Transportation and Engineering Agency SPOE Sea Port of Embarkation STRACNET Strategic Rail Corridor Network STRAHNET Strategic Highways Network TBN Transportation Battalion TC-AIMS II Transportation Coordinators-Automated Information for Movements System II TTI Texas Transportation Institute TTTR Truck Travel-Time Reliability TWIC Transportation Worker Identification Credential UK United Kingdom UMR-IWW Upper Mississippi River–Illinois Waterway USACE U.S. Army Corps of Engineers USCG U.S. Coast Guard USDA U.S. Department of Agriculture USTRANSCOM U.S. Transportation Command VISA Voluntary Intermodal Sealift Agreement VTA Voluntary tanker agreement WSDOT Washington State DOT

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Guidance to public and private stakeholders on mitigating and adapting to logistical disruptions to supply chains resulting from regional, multi-regional, and national adverse events, both unanticipated and anticipated, is provided in NCFRP (National Cooperative Freight Research Program) Research Report 39: Freight Transportation Resilience in Response to Supply Chain Disruptions.

The report makes a significant contribution to the body of knowledge on freight transportation and system resiliency and also includes a self-assessment tool that allows users to identify the current capability of their organization and institutional collaboration in preparing for and responding to supply chain disruptions.

Disruptions to the supply chain and their aftermath can have serious implications for both public agencies and companies. When significant cargo delays or diversions occur, the issues facing the public sector can be profound. Agencies must gauge the potential impact of adverse events on their transportation system, economy, community, and the resources necessary for preventive and remedial actions, even though the emergency could be thousands of miles away.

Increasing temporary or short-term cargo-handling capacity may involve a combination of regulatory, informational, and physical infrastructure actions, as well as coordination across jurisdictional boundaries and between transportation providers and their customers. For companies, concerns can include such issues as ensuring employee safety, supporting local community health, maintaining customer relationships when products and goods are delayed, and ultimately preserving the financial standing of the company.

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