I 10 national freight corridor of the future
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I-10 National Freight Corridor of the Future Status and Action Items What is the I-10 National Freight Corridor? 8 states – coast to coast Freight Focused Focused on the network

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I-10 National Freight Corridor of the Future

Status and Action Items

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What is the I-10 National Freight Corridor?

  • 8 states – coast to coast

  • Freight Focused

  • Focused on the network

  • Wide geographic corridor (i.e., covers all states w/ US- Mexico border crossings, connecting roadways, nearby freight facilities, I-12 in Louisiana, etc.)

  • Working together for 8 years

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Why I-10

  • I-10 has 12,000 lane miles, 65% of which are rural

  • In 2000 398 lane miles did not provide sufficient capacity

  • By 2025 that number is expected to quadruple

  • By some accounts rail facilities along I-10 are already exceeding capacity

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Why I-10

  • Congestion along connectors to major ports & border crossings present a significant challenge to freight and trade along I-10

  • Total estimated economic impact of freight on I-10 is $1.38 trillion

  • $339.4 billion of that is paid to 10.4 million workers

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Phase I Lessons Learned

  • Freight transportation is central to US economy & key to our competiveness in the global marketplace

    • Continued investment in highways is key to US freight transportation infrastructure.

  • Trend toward service economy will increase freight by double by 2025

    • Worsened congestion and capacity impose increased costs on producers, shippers, carriers, consumers and worsen conditions for the traveling public

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Phase I Lessons Learned

  • I-10 is essential to efficiency of other freight system elements including ports, inland waterways and railroads

    • Investments in high volume corridors, like I-10, must integrate intermodal and multimodal considerations to guarantee optimal distribution & minimize the burden on highways

  • Increasing capacity in these corridors is the best method for lowering highway cost

    • Technologies such as ITS/CVO as well as innovation in automated truck separation enhance freight productivity

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Phase I Lessons Learned

  • Issues relating to freight demand transcend urban and state jurisdictions

    • Implementation of solutions, both traditional as well as innovative technology wise, will require State/State and State/Federal partnerships, as well as partnerships with the private sector.

  • Increased funding is essential to guaranteeing freight continues moving efficiently and productively

    • Separating traffic streams offers opportunities for increasing funding.

    • Increased funding requires collaboration between government and business.

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Phase I Conclusions

  • Alternatives to Meeting Demand

    • Additional Lanes: Most effective way to increase LOS. We should continue however, adding all needed capacity is not financially viable.

    • Lanes required 2,121 Rural; 2,943 Urban.

    • Cost $3.9 billion Rural; $17.4 billion Urban.

    • ITS/CVO: Coordinated corridor wide deployments offer returns of $3 for every $1

    • Truck/Auto Separation: Freight densities in some parts of the corridor may make this feasible. However, it is in its early stages of development and will require further innovation.

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Phase I Conclusions

  • Alternatives to Meeting Demand

    • Truck Bypass: Offer some improvement in capacity but aren’t feasible as stand-alone strategies.

    • Multimodal Approaches: Investments in non-highway modes such as rail & waterways can succeed in diverting freight from the highway system it was found that the overall impact is minimal. Approximately 3% and 2% respectively

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Work Accomplished To Date

  • Phase I study completed in 2003

  • COF submittal completed

    • Included initial program and suggested funding

  • Phase II study completed in early 2008

    • Includes a corridor wide ITS Architecture

    • Includes an initial program

    • Includes an initial corridor policies manual

    • Draft MOU (accomplished by TAC)

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Outstanding Near Term Action Items

  • First – need an understanding of how the program is expected to be executed

    • What organization will receive the funds?

    • What kind of match is necessary?

    • How does tolling and other financing fit into this program?

    • What role does the private sector have – if any?

    • Can FHWA/USDOT assist with sharing funds across state lines?

  • Finish and sign the MOU

  • Agree to an initial policies and operations guidelines

  • Find early winner projects to move forward

  • Address any state specific concerns

  • Hire a program manager

    • Manage the flow of money

    • Assist with project oversight and coordination?

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Major Themes to Pursue

  • Will keep the focus on the corridor

  • Will keep the focus on freight

  • Innovative financing

    • More for capital projects than ITS projects

  • Environmental streamlining

    • More for capital projects than ITS projects

  • Benchmarking to demonstrate progress

  • Network approach so work with the Corridor not the individual states

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Keys to Corridor Sustainability

  • Stable of future funding?

    • Program management support similar to I-95

    • Some seed money for initial capital projects

  • Roadmap for future state cooperation?

    • Developing a solid agreement

  • Corridor approach as opposed to working individually with states

  • Do you have an outline of the Cooperative Development Agreement?

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Keys Contacts

Amadeo Saenz

Executive Director, TDOT

Steering Committee Chair


(512) 305-9501

Kevin Thibault

Assistant Secretary, Engineering and Operations FDOT

Steering Committee Vice Chair


(850) 414-5220

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Keys Contacts

Mike Akridge

Deputy State Traffic Engineer, FDOT

TAC Chair


(850) 410-5607

Steve Glascock

ITS Manager, LDOT

TAC Vice Chair


(225) 379-2516