(1) to invest in infrastructure improvements and to implement operational improvements on the highways of the United States that—
(A) strengthen the contribution of the National Highway Freight Network to the economic competitiveness of the United States;
(B) reduce congestion and bottlenecks on the National Highway Freight Network;
(C) reduce the cost of freight transportation;
(D) improve the year-round reliability of freight transportation; and
(E) increase productivity, particularly for domestic industries and businesses that create high-value jobs;
(2) to improve the safety, security, efficiency, and resiliency of freight transportation in rural and urban areas;
(3) to improve the state of good repair of the National Highway Freight Network;
(4) to use innovation and advanced technology to improve the safety, efficiency, and reliability of the National Highway Freight Network;
(5) to improve the efficiency and productivity of the National Highway Freight Network;
(6) to improve the flexibility of States to support multi-State corridor planning and the creation of multi-State organizations to increase the ability of States to address highway freight connectivity; and
(7) to reduce the environmental impacts of freight movement on the National Highway Freight Network.
(A) the primary highway freight system, as designated under subsection (d);
(B) critical rural freight corridors established under subsection (e);
(C) critical urban freight corridors established under subsection (f); and
(D) the portions of the Interstate System not designated as part of the primary highway freight system.
(i) changes in the origins and destinations of freight movement in, to, and from the United States;
(ii) changes in the percentage of annual daily truck traffic in the annual average daily traffic on principal arterials;
(iii) changes in the location of key facilities;
(iv) land and water ports of entry;
(v) access to energy exploration, development, installation, or production areas;
(vi) access to other freight intermodal facilities, including rail, air, water, and pipelines facilities;
(vii) the total freight tonnage and value moved via highways;
(viii) significant freight bottlenecks, as identified by the Administrator;
(ix) the significance of goods movement on principal arterials, including consideration of global and domestic supply chains;
(x) critical emerging freight corridors and critical commerce corridors; and
(xi) network connectivity.
(A) is a rural principal arterial roadway and has a minimum of 25 percent of the annual average daily traffic of the road measured in passenger vehicle equivalent units from trucks (Federal Highway Administration vehicle class 8 to 13);
(B) provides access to energy exploration, development, installation, or production areas;
(C) connects the primary highway freight system, a roadway described in subparagraph (A) or (B), or the Interstate System to facilities that handle more than—
(i) 50,000 20-foot equivalent units per year; or
(ii) 500,000 tons per year of bulk commodities;
(D) provides access to—
(i) a grain elevator;
(ii) an agricultural facility;
(iii) a mining facility;
(iv) a forestry facility; or
(v) an intermodal facility;
(E) connects to an international port of entry;
(F) provides access to significant air, rail, water, or other freight facilities in the State; or
(G) is, in the determination of the State, vital to improving the efficient movement of freight of importance to the economy of the State.
(A) is in an urbanized area, regardless of population; and
(B)(i) connects an intermodal facility to—
(I) the primary highway freight system;
(II) the Interstate System; or
(III) an intermodal freight facility;
(ii) is located within a corridor of a route on the primary highway freight system and provides an alternative highway option important to goods movement;
(iii) serves a major freight generator, logistic center, or manufacturing and warehouse industrial land; or
(iv) is important to the movement of freight within the region, as determined by the metropolitan planning organization or the State.
(A) the total mileage in the State designated as part of the primary highway freight system; bears to
(B) the total mileage of the primary highway freight system in all States.
(i) the primary highway freight system;
(ii) critical rural freight corridors; and
(iii) critical urban freight corridors.
(i) contribute to the efficient movement of freight on the National Highway Freight Network; and
(ii) be identified in a freight investment plan included in a freight plan of the State that is in effect.
(i) within the boundaries of public or private freight rail or water facilities (including ports); and
(ii) that provide surface transportation infrastructure necessary to facilitate direct intermodal interchange, transfer, and access into or out of the facility.
(i) Development phase activities, including planning, feasibility analysis, revenue forecasting, environmental review, preliminary engineering and design work, and other preconstruction activities.
(ii) Construction, reconstruction, rehabilitation, acquisition of real property (including land relating to the project and improvements to land), construction contingencies, acquisition of equipment, and operational improvements directly relating to improving system performance.
(iii) Intelligent transportation systems and other technology to improve the flow of freight, including intelligent freight transportation systems.
(iv) Efforts to reduce the environmental impacts of freight movement.
(v) Environmental and community mitigation for freight movement.
(vi) Railway-highway grade separation.
(vii) Geometric improvements to interchanges and ramps.
(viii) Truck-only lanes.
(ix) Climbing and runaway truck lanes.
(x) Adding or widening of shoulders.
(xi) Truck parking facilities eligible for funding under section 1401 of MAP–21 (23 U.S.C. 137 note).
(xii) Real-time traffic, truck parking, roadway condition, and multimodal transportation information systems.
(xiii) Electronic screening and credentialing systems for vehicles, including weigh-in-motion truck inspection technologies.
(xiv) Traffic signal optimization, including synchronized and adaptive signals.
(xv) Work zone management and information systems.
(xvi) Highway ramp metering.
(xvii) Electronic cargo and border security technologies that improve truck freight movement.
(xviii) Intelligent transportation systems that would increase truck freight efficiencies inside the boundaries of intermodal facilities.
(xix) Additional road capacity to address highway freight bottlenecks.
(xx) Physical separation of passenger vehicles from commercial motor freight.
(xxi) Enhancement of the resiliency of critical highway infrastructure, including highway infrastructure that supports national energy security, to improve the flow of freight.
(xxii) A highway or bridge project, other than a project described in clauses (i) through (xxi), to improve the flow of freight on the National Highway Freight Network.
(xxiii) Any other surface transportation project to improve the flow of freight into and out of a facility described in subparagraph (B).
(A) carrying out diesel retrofit or alternative fuel projects under section 149 for class 8 vehicles; and
(B) the necessary costs of—
(i) conducting analyses and data collection related to the national highway freight program;
(ii) developing and updating performance targets to carry out this section; and
(iii) reporting to the Administrator to comply with the freight performance target under section 150.
(1) an identification of significant freight system trends, needs, and issues within the State;
(2) a description of the freight policies and strategies that will guide the freight-related transportation investments of the State;
(3) an inventory of freight bottlenecks within the State and a description of the ways in which the State is allocating national highway freight program funds to improve those bottlenecks; and
(4) a description of the actions the State will undertake to meet the performance targets of the State.
(A) innovative or intelligent technological transportation systems, infrastructure, or facilities, including elevated freight transportation facilities—
(i) in proximity to, or within, an existing right of way on a Federal-aid highway; or
(ii) that connect land ports-of entry 1 to existing Federal-aid highways; or
(B) communications or information processing systems that improve the efficiency, security, or safety of freight movements on the Federal-aid highway system, including to improve the conveyance of freight on dedicated intelligent freight lanes.
(Added Pub. L. 112–141, div. A, title I, §1115(a), July 6, 2012, 126 Stat. 468; amended Pub. L. 114–94, div. A, title I, §1116(a), Dec. 4, 2015, 129 Stat. 1349.)
The date of enactment of the FAST Act, referred to in subsecs. (d)(1), (2)(A), (h), and (i)(4), is the date of enactment of Pub. L. 114–94, which was approved Dec. 4, 2015.
2015—Pub. L. 114–94 amended section generally. Prior to amendment, section related to national freight policy.
Amendment by Pub. L. 114–94 effective Oct. 1, 2015, see section 1003 of Pub. L. 114–94, set out as a note under section 5313 of Title 5, Government Organization and Employees.
Section effective Oct. 1, 2012, see section 3(a) of Pub. L. 112–141, set out as an Effective and Termination Dates of 2012 Amendment note under section 101 of this title.
Pub. L. 112–141, div. A, title I, §§1116–1118, July 6, 2012, 126 Stat. 472, 473, which related to prioritization of projects to improve freight movement, State freight advisory committees, and State freight plans, was repealed by Pub. L. 114–94, div. A, title I, §1116(c), Dec. 4, 2015, 129 Stat. 1356.
1 So in original.