to plan, execute, and monitor the optimal loading 
and unloading of maritime cargo; and 
(7) the identification of existing software and 
data sharing platforms available to facilitate propa-
gation of information to all agents involved in the 
loading and unloading of maritime cargo and evalu-
ate the effectiveness of such software and platforms 
if implemented. 
(c) COLLECTION OF INFORMATION.—In conducting 
the study required under subsection (a), the National 
Academy of Sciences shall collect information from— 
(1) vessel operating common carriers and non- 
vessel operating common carriers; 
(2) marine terminal operators; 
(3) commercial motor vehicle operators; 
(4) railroad carriers; 
(5) chassis providers; 
(6) ocean transportation intermediaries; 
(7) custom brokers; 
(8) freight forwarders; 
(9) shippers and cargo owners; 
(10) the National Shipper Advisory Committee; 
(11) relevant government agencies, such as the 
Federal Maritime Commission, the Surface Trans-
portation Board, and the United States Customs 
and Border Protection; 
(12) to the extent practicable, representatives of 
foreign countries and maritime jurisdictions outside 
of the United States; and 
(13) any other entity involved in the transpor-
tation of ocean cargo and the unloading of cargo 
upon arrival at a port. 
(d) FACILITATION OF DATA SHARING.—In carrying 
out the study under subsection (a), the National Academy 
of Sciences may solicit information from any relevant 
agency relating to the United States supply chain. 
(e) REPORT.—Not later than 18 months after enter-
ing into an arrangement with the Secretary under sub-
section (a), the National Academy of Sciences shall submit 
to the Committee on Transportation and Infrastructure 
of the House of Representatives and the Committee on 
Commerce, Science, and Transportation of the Senate, 
and make available on a publicly accessible website, a re-
port containing— 
(1) the study required under subsection (a); 
(2) the information collected under subsections 
(b) and (c), excluding any personally identifiable in-
formation or sensitive business information; and 
(3) any recommendations for—
(A) common data standards to be used in 
the United States supply chain; and 
(B) policies and protocols that would 
streamline information sharing across the 
United States supply chain. 
SEC. 417. TEMPORARY EMERGENCY AUTHORITY. 
(a) PUBLIC INPUT ON INFORMATION SHARING.— 
(1) IN GENERAL.—Not later than 30 days after 
the date of enactment of this Act, the Federal Mari-
time Commission shall issue a request for informa-
tion seeking public comment regarding— 
(A) whether congestion of the common car-
riage of goods has created an emergency situa-
tion of a magnitude such that there exists a 
substantial adverse effect on the competitive-
ness and reliability of the international ocean 
transportation supply system; 
(B) whether an emergency order described 
in subsection (b) would alleviate such an emer-
gency situation; and 
(C) the appropriate scope of such an emer-
gency order, if applicable. 
(2) CONSULTATION.—During the public com-
ment period under paragraph (1), the Commission
may consult, as the Commission determines to be 
appropriate, with— 
(A) other Federal departments and agen-
cies; and 
(B) persons with expertise relating to mar-
itime and freight operations. 
(b) AUTHORITY TO ISSUE EMERGENCY ORDER RE-
QUIRING INFORMATION SHARING.—On making a unani-
mous determination described in subsection (c), the Com-
mission may issue an emergency order requiring any com-
mon carrier or marine terminal operator to share directly 
with relevant shippers, rail carriers, or motor carriers in-
formation relating to cargo throughput and availability, in 
order to ensure the efficient transportation, loading, and 
unloading of cargo to or from— 
(1) any inland destination or point of origin; 
(2) any vessel; or 
(3) any point on a wharf or terminal. 
(c) DESCRIPTION OF DETERMINATION.— 
(1) IN GENERAL.—A determination referred to 
in subsection (b) is a unanimous determination by 
the Commission that congestion of common carriage 
of goods has created an emergency situation of a 
magnitude such that there exists a substantial ad-
verse effect on the competitiveness and reliability of