National Highway System (NHS) Freight

Connectors

NHS freight connectors are the public roads that connect

major intermodal terminals to the highway network.

They are critical components of our transportation system

and important conduits for the timely and reliable delivery of goods and services. Hence, it is important to evaluate the condition and performance of intermodal connectors and their related investment needs. Highlights of

two FHWA studies on the condition of NHS freight connectors and needed improvements are discussed here.1

Public roads leading to major intermodal terminals

are designated NHS connectors by the U.S. Department

of Transportation, in cooperation with state departments

of transportation and metropolitan planning organizations (MPOs). Several criteria are considered, including

the level of activity of an intermodal terminal and its

importance to a state’s economy. There are 517 freightonly terminals and 99 major airports that handle both

passengers and freight. These 616 intermodal freight

terminals are connected to the NHS by 1,222 miles of

connectors (Table 1).

Although intermodal connectors account for less

than 1 percent of total NHS mileage, they handle large

volumes of trucks moving goods between terminals and

the NHS or other modes. Intermodal connectors also

support defense mobilization and national security.

Because of the military’s increasing reliance on commercial transportation to move supplies and personnel,

intermodal linkages to ports and airports have become

an integral part of national defense planning. 

NHS freight connectors are typically located in

older, industrialized and mixed land use areas that are

subject to physical constraints. They usually average less

than two miles in length and have lower design standards than mainline NHS routes (primarily Interstates

and arterials). FHWA found that freight connectors are

in poorer condition than NHS routes, which can slow

freight movement, damage goods in transit, decrease

efficiency, and negatively affect safety. Specifically,

FHWA’s NHS Intermodal Freight Connectors report

found:

■ Connectors to marine ports have twice the percentage

of mileage with pavement deficiencies compared to

non-Interstate routes. 

■ Connectors to rail terminals had 50 percent more

mileage in the deficient category than non-Interstate

routes. 

■ Connectors to airport and pipeline terminals appeared

to be in better condition, with about the same percentage of mileage with pavement deficiencies as those

on non-Interstate NHS routes. 

■ The most frequently cited deficiencies were problems

with shoulders, inadequate turning radii, and inadequate travel way width.

This 2000 report to Congress, based on an inventory conducted in 1998, did not include an assessment

of needed improvements or investment requirements.

FHWA initiated a follow-on effort to develop an estimate of investment needs for NHS freight connectors

based on the identified deficiencies. Table 2 shows connector deficiencies and the type of improvement needed. 

NEWS

Total Rural and Urban 1,222

Rural 219

Interstate 5

Other principal arterial 32

Minor arterial 57

Major collector 88

Minor collector 7

Local 30

Urbana 1,004

Interstate/Expressway 89

Other principal arterial 438

Minor arterial 294

Collector 117

Local 66

Function Class Mileage

Table 1. NHS Connector Mileage

1

U.S. Department of Transportation, Federal Highway Administration, NHS

Intermodal Freight Connectors: A Report to Congress (Washington, DC:

December 2000); and U.S. Department of Transportation, Federal Highway

Administration, 2002 Status of the Nation’s Highways, Bridges, and Transit:

Condition and Performance (Washington, DC: 2003).

Note: Numbers do not add to total due to rounding.

a

Urban encompasses facilities within an FHWA-adjusted Census urbanized area

(UA). A UA is an area of 50,000 people or more with a minimum population

density. Census UAs are adjusted to include additional areas, such as airports,

satellite cities/towns, and strip developments adjacent to high-use roadways,

that are important to or serve the urbanized area and, in some cases, land that

will become urban in the near future (3-5 years).
The principal findings of the needs analysis are:

■ Nearly one-third of total connector miles were judged

to be in need of additional capacity.

■ Approximately 38 percent of connector miles needed

pavement work, which includes resurfacing and reconstruction of lanes and shoulders.

■ Only 20 percent of total connector miles were considered to have adequate pavement and lane or shoulder

width. 

■ A program to eliminate identified deficiencies is estimated to cost more than $2.5 billion (current 1996 $)

(Table 3).

■ If a systemic effort were initiated to improve the overall

level of service of the NHS connectors, more in accordance with the conditions and service of the mainline

NHS routes, then an investment of approximately $4.2

billion (current 1996 $) would be required (Table 4).

■ The cost of improving spot deficiencies would add

another $87.1 million (current 1996 $) to the total

costs for both estimates.

There is wide agreement among freight stakeholders

that intermodal connectors need to be improved. As

with all transportation improvements, funding is a major

concern. The issues related to funding NHS connector

improvements are similar to those of freight investments

in general. States and MPOs, for example, often see

intermodal connectors as a low priority when compared

to pressing needs of passenger travel. Compounding this

issue is the fact that more than half of NHS connector

mileage is under local jurisdictional control (Table 5).

Localities may not have the money to fund needed

improvements, and states may not have the authority to

spend funds on local roadways. The result is that intermodal connector needs are not met. Concerns related to

intermodal connectors are among the many issues that

Congress will consider in its reauthorization of the highway program.

For More Information Please Contact

Joanne Sedor

Office of Freight Management and Operations

Federal Highway Administration

202-366-8959

joanne.sedor@fhwa.dot.gov U.S. Department

of Transportation

Federal Highway

Administration

Office of Freight Management and Operations, 400 7th Street, SW, Room 3401, Washington, D.C. 20590

http://www.ops.fhwa.dot.gov/freight, Toll-free help-line 866-367-7487

Table 2. Deficiencies and Improvements Needed

a

See Table 1 for definition.

a

See Table 1 for definition.

Capacity Needed 39 362 401

Major reconstruction 7 75 82

Major widening 32 287 319

Lane Widening 29 81 110

Minor reconstruction 10 29 39

Minor widening 19 52 71

Payement Work 114 356 470

Reconstruction 24 46 70

Resurface shoulders 63 159 222

Resurface 27 151 178

No Action Needed 62 181 243

Mileage

Total Costs 141.5 2,368.3 2,509.8

Capacity Needed 112.5 1,979.7 2,092.2

Major reconstruction 18.8 565.2 584.0

Major widening 93.7 1,414.5 1,508.2

Lane Widening 8.7 209.4 218.1

Minor reconstruction 2.6 108.2 110.8

Minor widening 6.1 101.2 107.3

Pavement Work 20.3 179.2 199.5

Reconstruction 6.5 70.5 77.0

Resurface shoulders 10.6 59.9 70.5

Resurface 3.2 48.8 52.0

Table 3. Cost to Eliminate Deficiencies 

(1996 Current $ Millions)

Total Costs 171 4,032 4,203

Capacity Needed 113 2,252 2,365

Lane Widening Needed 7 220 227

Pavement Work Needed 51 1,560 1,611

Table 4. Cost to Improve Performance Level

(1996 Current $ Millions)

Total 1,222 100

State 349 29

Local 635 52

State and Local 238 19

Identified Deficiency and 

Improvement Needed Rural Urbana Total

Investment Needed

Identified Deficiency and 

Improvement Needed Rural Urbana Total

Improvements Investment Needed

Jurisdiction Mileage Percent

Note: Numbers do not add to $4,204 million due to rounding.

Table 5. NHS Connector Mileage by Jurisdiction

Note: Numbers do not add to 1,222 miles due to rounding.

Rural Urbana Total

a

See Table 1 for definition.

May 2003

FHWA-OP-03-088

EDL 13796