Intermodal Connectors: A Method for Improving Transportation Efficiency?

Publication Date: May 2003

Publisher: Library of Congress. Congressional Research Service

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As Congress considers reauthorization of the nation's surface transportation legislation, the Transportation Equity Act for the 21st Century (TEA-21, P.L. 105178), which expires in September 2003, one issue policymakers are examining is the flow of commerce to and from U.S. cargo hubs. Recent Department of Transportation (DOT) studies have found persistent traffic bottlenecks and inadequate access to freight transfer facilities. The pavement of access roads, in many cases, is in poor condition and the roads have deficient geometrics (limited turning radii at intersections, low clearances, inadequate shoulder width, etc.) for the heavy truck traffic they serve.

The access roads to these terminals are referred to as "intermodal connectors." Intermodal connectors that are in poor condition may reduce service reliability and predictability. If connectors are a weak link in the transportation system, they may raise shipping costs, reducing the productivity and competitiveness of U.S. businesses. Poor intermodal connectors can also result in long lines of idling trucks, reducing air quality and increasing energy consumption. Some have argued that intermodal connectors are "low hanging fruit," in the sense that relatively modest investment in these route segments could yield substantial returns in freight movement speed and reliability.

As trade volumes have increased and growing congestion is occurring on the nation's highway system, the issue of intermodal connectors can be viewed as a microcosm of broader issues regarding the federal government's role in the nation's intermodal transportation system. A basic premise of TEA-21 is that metropolitan planning organizations (MPOs) are an important element in the identification and prioritization of transportation projects needed in urbanized areas. However, some would argue that this planning arrangement is more suitable to solving commuter concerns than it is in addressing interstate and international commerce concerns.

At issue for Congress is how to plan for and develop an intermodal freight network that is largely national, and even international in scope, with a planning process that is largely local in scope. There may be legislative or other alternatives that could lead to an increased focus by decision makers to ensure intermodal priority. These include addressing freight data needs, evaluating multijurisdictional planning activities, developing partnerships with the railroads to better plan terminal location, or even restructuring the federal transportation decision-making process. Congress may also examine whether existing funding programs are appropriate to addressing the infrastructure needs of intermodal connectors. Congress may consider directing funds for this purpose, expanding the eligibility of existing programs to include freight projects such as intermodal connectors, or other approaches. This report will be updated as developments warrant.