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Status of the Nation's Highways, Bridges, and Transit:
2002 Conditions and Performance Report

Executive Summary
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Index
Introduction
Highlights
Executive Summary
Part I: Description of Current System
Ch1: The Role of Highways and Transit
Ch2: System and Use Characteristics
Ch3: System Conditions
Ch4: Operational Performance
Ch5: Safety Performance
Ch6: Finance

Part II: Investment Performance Analyses
Ch7: Capital Investment Requirements
Ch8: Comparison of Spending and Investment Requirements
Ch9: Impacts of Investment
Ch10: Sensitivity Analysis

Part III: Bridges
Ch11: Federal Bridge Program Status of the Nation's Bridges

Part IV: Special Topics
Ch12: National Security
Ch13: Highway Transportation in Society
Ch14: The Importance of Public Transportation
Ch15: Macroeconomic Benefits of Highway Investment
Ch16: Pricing
Ch17: Transportation Asset Management
Ch18: Travel Model Improvement Program
Ch19: Air Quality
Ch20: Federal Safety Initiatives
Ch21: Operations Strategies
Ch22: Freight

Part V: Supplemental Analyses of System Components
Ch23: Interstate System
Ch24: National Highway System
Ch25: NHS Freight Connectors
Ch26: Highway-Rail Grade Crossings
Ch27: Transit Systems on Federal Lands

Appendices
Appendix A: Changes in Highway Investment Requirements Methodology
Appendix B: Bridge Investment/Performance Methodology
Appendix C: Transit Investment Condition and Investment Requirements Methodology
List of Contacts

Ch 25: NHS Freight Connectors

National Highway System (NHS) freight connectors serve as critical links between the mainline NHS and major intermodal terminals. A 2000 Federal Highway Administration report to Congress on the condition and performance of intermodal connectors identified 517 freight-only terminals composed of ocean and river ports, truck/rail, and pipeline/truck facilities. In addition to these freight-only terminals, 99 major freight airports (which handle both passenger and freight) were included in the list of freight intermodal terminals.

The report concluded that connectors to ports have twice the percentage of mileage with pavement deficiencies when contrasted to non-Interstate NHS routes. Connectors to rail terminals had 50 percent more mileage in the deficient category than non-Interstate NHS routes. Connectors to airport and pipeline terminals appeared to be in better condition than connectors to rail terminals; they showed about the same percentage of mileage with pavement deficiencies as non-Interstate NHS. The report also identified geometric and physical conditions of connectors. However, it did not include an assessment of needed improvements or investment requirements.

Supplemental analysis conducted since the release of that report has indicated that approximately one-third of the connector system is in need of additional capacity based on current congestion levels. Of the remaining connector mileage, 469 miles needed pavement or lane width improvements, while 243 miles (roughly 12 percent) have adequate pavement, lane, and shoulder width.

Addressing this backlog of deficiencies would cost $2.597 billion. Improving service to cope with expected increases in freight volumes would cost about $4.291 billion.

Ch 26: Highway-Rail Grade Crossings

An analysis of highway-rail grade crossings on the federal aid highway system by the Federal Railroad Administration finds that all categories of highway users could spend up to $7.8 billion in lost time at grade crossings over the next 20 years. Auto users could spend 123 million more hours delayed at crossings and truckers could log an additional 6.6 million hours behind closed gates in 2022 compared to 2002.

Highway Mileage by Jurisdiction, 2000
Click here for text description of this exhibit.

An estimated $300 million annual investment in grade separation over the next 20 years could maintain highway user costs at grade crossings at 2002 levels. A projected annual investment of $450 million would be sufficient to separate all grade crossings on the Federal-aid highway system where estimated highway user costs exceed capital investment requirements. These two investment levels are comparable to the "Maintain User Costs" and "Maximum Economic Investment" scenarios for highways discussed in Chapter 7. Some grade separation improvements are also reflected in the estimates of the Cost to Maintain and Cost to Improve Highways and Bridges presented in Chapter 7.
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