National Freight Strategic Plan: Request for Information, 71529-71531 [2019-27897]

Download as PDF jbell on DSKJLSW7X2PROD with NOTICES Federal Register / Vol. 84, No. 248 / Friday, December 27, 2019 / Notices to 5:00 p.m., Monday through Friday, except Federal holidays. SUPPLEMENTARY INFORMATION: Notice is hereby given that FTA has taken final agency actions by issuing certain approvals for the public transportation projects listed below. The actions on the projects, as well as the laws under which such actions were taken, are described in the documentation issued in connection with the projects to comply with the National Environmental Policy Act (NEPA) and in other documents in the FTA environmental project file for the projects. Interested parties may contact either the project sponsor or the relevant FTA Regional Office for more information. Contact information for FTA’s Regional Offices may be found at https://www.fta.dot.gov. This notice applies to all FTA decisions on the listed projects as of the issuance date of this notice and all laws under which such actions were taken, including, but not limited to, NEPA [42 U.S.C. 4321–4375], Section 4(f) requirements [23 U.S.C. 138, 49 U.S.C. 303], Section 106 of the National Historic Preservation Act [54 U.S.C. 306108], and the Clean Air Act [42 U.S.C. 7401–7671q]. This notice does not, however, alter or extend the limitation period for challenges of project decisions subject to previous notices published in the Federal Register. The projects and actions that are the subject of this notice follow: 1. Project name and location: The16th Street Mall Improvement Project in Denver, Colorado. Project Sponsor: The Regional Transportation District and the City and County of Denver. Project description: The 16th Street Mall Improvement Project will reconstruct the 16th Street Mall between Market Street and Broadway. The project will reconstruct 12.5 blocks of the historic 16th Street Mall to address infrastructure, mobility, safety and public use needs and install a new granite paver system with improved surface friction and proper drainage. The spatial reconfiguration will create wider pedestrian areas, transit lanes will be consolidated in the center of the Mall, and the Free MallRide shuttle bus service will continue. Final agency action: Section 4(f) determination of the historic 16th Street Mall, concurrence dated October 4, 2019; Section 106 finding of adverse effect to the historic 16th Street Mall, concurrence dated June 5, 2018, and executed Section 106 Programmatic Agreement, dated September 18, 2019; and the 16th Street Mall Alternatives Analysis and Environmental Clearance Finding of No VerDate Sep<11>2014 18:44 Dec 26, 2019 Jkt 250001 Significant Impact, dated November 25, 2019. Supporting Documentation: the 16th Street Mall Alternatives Analysis and Environmental Assessment, April, 2019; and the 16th Street Mall Alternatives Analysis and Environmental Assessment Errata Sheet, November, 2019. 2. Project name and location: MAX Red Line Extension and Reliability Improvements Project, Portland, Oregon. Project Sponsor: The TriCounty Metropolitan Transportation District of Oregon. Project description: The MAX Red Line Extension and Reliability Improvements Project includes capital improvements of the MAX light rail system at four station locations to improve MAX systemwide reliability. The project will extend MAX Red Line service to ten existing MAX Blue Line stations from west of the Beaverton Transit Center to a terminus at the existing Fair Complex/Hillsboro Airport Station. Final agency actions: Section 4(f) exception and Section 4(f) de minimis impact determination; Section 106 finding of no adverse effect, concurrence dated August 16 and 19, 2019; and determination of the applicability of a Categorical Exclusion pursuant to 23 CFR 771.118(d), dated October 1, 2019. Supporting documentation: Documented Categorical Exclusion checklist and supporting materials, dated July 9, 2019. 3. Project name and location: Maryland Parkway High Capacity Transit Project, City of Las Vegas, Nevada. Project Sponsor: The Regional Transportation Commission of Southern Nevada. Project description: The project consists of an 8.7-mile-long route that will replace the existing local Route 109 bus service with an enhanced bus rapid transit system from Las Vegas Medical District to the Bonneville Transit Center and through downtown Las Vegas, along Maryland Parkway to Russell Road. The project encompasses the construction of 24 new bus stations, with accompanying 44 new platforms, spaced approximately 0.35-mile apart, and all associated bus rapid transit roadway and hard surface improvements. Final agency action: Section 4(f) de minimis impact determination; project-level air quality conformity; Section 106 finding of no adverse effect to historic properties, concurrence dated July 18, 2019; and Maryland Parkway High Capacity Transit Project Finding of No Significant Impact, dated December 16, 2019. Supporting Documentation: Maryland Parkway High Capacity Transit Environmental Assessment, November, 2019. PO 00000 Frm 00182 Fmt 4703 Sfmt 4703 71529 Authority: Authority: 23 U.S.C. 139(l)(1). Felicia L. James, Associate Administrator for Planning and Environment. [FR Doc. 2019–27902 Filed 12–26–19; 8:45 am] BILLING CODE P DEPARTMENT OF TRANSPORTATION Office of the Secretary [Docket No. DOT–OST—2019–0184] National Freight Strategic Plan: Request for Information ACTION: Request for information (RFI). The safe and efficient movement of freight is vital to the Nation’s economic growth and to the creation of well-paying jobs for millions of Americans. The Fixing America’s Surface Transportation (FAST) Act required DOT to develop a National Freight Strategic Plan (NFSP) that includes eleven statutorily required components to address multimodal freight transportation. The Department of Transportation (DOT) seeks information from the public, including stakeholders (e.g., State and local agencies, private owners and operators, industry trade groups, shippers and beneficial cargo owners, etc.) to aid development of the NFSP. DATES: Comments must be received on or before February 10, 2020. DOT will consider comments filed after this date to the extent practicable. ADDRESSES: You may submit comments identified by DOT Docket Number OST– 2019–0184 by any of the following methods: • Electronic Submission: Go to http:// www.regulations.gov. Search by using the docket number (provided above). Follow the instructions for submitting comments on the electronic docket site. • Mail: Docket Management Facility; U.S. Department of Transportation, 1200 New Jersey Avenue SE, Room PL–401, Washington, DC 20590–0001. • Hand Delivery: Room PL–401 of the Department of Transportation, 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal Holidays. Instructions: All submissions must include the agency name and docket numbers. Note: All comments received, including any personal information, will be posted without change to the docket and is accessible via http:// www.regulations.gov. Input submitted online via www.regulations.gov is not SUMMARY: E:\FR\FM\27DEN1.SGM 27DEN1 71530 Federal Register / Vol. 84, No. 248 / Friday, December 27, 2019 / Notices immediately posted to the site. It may take several business days before your submission is posted. FOR FURTHER INFORMATION CONTACT: Ryan Endorf at ryan.endorf@dot.gov or at 202–366–4835. SUPPLEMENTARY INFORMATION: jbell on DSKJLSW7X2PROD with NOTICES Background The nation’s freight transportation system is a complex network of almost seven million miles of highways, railways, navigable waterways, and pipelines. The components of this network are linked through hundreds of seaports, airports, and intermodal facilities. This system accommodates the movement of raw materials and finished products from the entire spectrum of the agricultural, manufacturing, energy, retail, and other sectors of the United States’ economy. The Moving Ahead for Progress in the 21st Century Act (MAP–21; Pub. L. 112– 141) required DOT to develop a National Freight Strategic Plan (NFSP). On October 18, 2015, DOT issued the draft NFSP (compliant with the MAP– 21 requirements) for public comment, available at www.transportation.gov/ freight and at http:// www.regulations.gov/#!docketDetail; D=DOT-OST-2015-0248. On December 4, 2015, the President signed the FAST Act (Pub. L. 114–94) into law. Section 8001 of the FAST Act continues the requirement that the DOT develop an NFSP, expanding the focus to include a multimodal approach. The FAST Act required DOT to develop a National Freight Strategic Plan (NFSP) that included (1) an assessment of the condition and performance of the National Multimodal Freight Network; (2) forecasts of freight volumes for the succeeding 5-, 10-, and 20-year periods; (3) an identification of major trade gateways and national freight corridors that connect major population centers, trade gateways, and other major freight generators; (4) an identification of bottlenecks on the National Multimodal Freight Network that create significant freight congestion, based on a quantitative methodology developed by the Under Secretary, which shall include at a minimum—(a) information from the Freight Analysis Framework (FAF); and (b) to the maximum extent practicable, an estimate of the cost of addressing each bottleneck and an operational improvements that could be implemented; (5) an assessment of statutory, regulatory, technological, institutional, financial, and other barriers to improved freight transportation performance, and a VerDate Sep<11>2014 18:44 Dec 26, 2019 Jkt 250001 description of opportunities for overcoming those barriers; (6) a process for addressing multistate projects and encouraging jurisdictions to collaborate; (7) strategies to improve freight intermodal connectivity; (8) an identification of corridors providing access to energy exploration, development, installation, or production areas; (9) an identification of corridors providing access to major areas for manufacturing, agriculture, or natural resources; (10) an identification of best practices for improving the performance of the National Multimodal Freight Network, including critical commerce corridors and rural and urban access to critical freight corridors; and (11) an identification of best practices to mitigate the impacts of freight movement on communities. A national freight strategy will be helpful to inform infrastructure planning and to support future freight efficiencies. The safe and efficient movement of freight is vital to the Nation’s economic growth and to the creation of well-paying jobs for millions of Americans. In 2015, the U.S. transportation system moved approximately 49 million tons of freight per day worth more than $52 billion and DOT estimates 13.3 million people were employed in transportation or transportation-related industries in 2017. DOT estimates the net value of U.S. transportation capital to be $7.7 trillion in 2016 with the public sector owning $4.2 trillion and the private sector owning $3.5 trillion. DOT estimates that freight tonnage will increase by 44 percent between 2015 and 2045 which will place increasing strain on our Nation’s freight system. Today, that freight system moves approximately 18 billion tons of freight every year across all the modes, but congestion has been increasing, particularly on our Nation’s highways. The trucking industry experienced almost 1.2 billion hours of delay in 2016 because of traffic congestion on the National Highway System, at a cost of $34 billion in truck driver wages, not including wasted fuel and increased inventory carrying costs for affected shippers and beneficial cargo owners (BCOs). Prior to 2005, virtually all crude oil was moved via pipeline; however, by 2011, rail shipments of crude oil have increased substantially and increases in domestic energy production, including increased liquefied natural gas movements will require more interplay between pipelines, rail, and tanker/ barge movements. Air cargo transportation is particularly important for high value commodities, such as PO 00000 Frm 00183 Fmt 4703 Sfmt 4703 electronics and pharmaceuticals, and the FAF projects air cargo to be the fastest growing freight mode with annual tonnage growth of 4.3 percent. Rural and urban citizens and businesses depend on the safe and efficient movement of freight. Many agricultural, energy, raw inputs, and other natural resources to our manufacturing products originate in rural areas, such as farm commodities, coal and other fuel inputs, and raw materials. Approximately two-thirds of freight tonnage shipped by rail in the U.S. originates in rural areas. Urban areas drive domestic freight demand and depend on reliable deliveries from ports and railroads by trucks via freight intermodal connectors to meet that demand. To safely and efficiently deliver goods to consumers, freight supply chains have become increasingly complex and shippers and BCOs are reliant on the interplay between multiple transportation modes. More than ever, transportation planning and infrastructure investment, particularly for freight, must be considered within the broader systems context that accounts for all modes and both publicand private-sector actors to retain the United States’ global competitive advantage. DOT recognizes the importance of engaging with the public and private industry to develop a clear, national vision for freight transportation that is inclusive of both public- and privatesector perspectives. Through State Freight Plans, all fifty States and the District of Columbia have contemplated the importance and impacts of freight movement to their local and regional economy and have developed infrastructure investment plans to improve freight flows across their States. As daily users of the system, private sector and non-public perspectives are vital inputs for understanding operational challenges along the freight system. DOT seeks information directly from the public and stakeholders to inform development of this national freight strategy. DOT seeks comments and relevant information on any of the eleven statutorily defined plan components (as noted above); in addition, DOT specifically requests comments and data in response to the following questions: 1. What are the three most important challenges facing the U.S. freight transportation system? 2. What should be long- and shortterm national freight system goals? How can States, local agencies, and private stakeholders most effectively advance these national goals? E:\FR\FM\27DEN1.SGM 27DEN1 jbell on DSKJLSW7X2PROD with NOTICES Federal Register / Vol. 84, No. 248 / Friday, December 27, 2019 / Notices 3. How should DOT measure freight transportation system performance? In your response, consider both safety and efficiency, as well as performance thresholds across multimodal metrics (i.e., hours of delay, infrastructure conditions, planning time index) that represent untenable performance for the public or private sector. Consider how performance metrics could be employed to inform DOT’s discretionary grant programs. 4. What industry freight-specific knowledge is critical to understanding supply chains and how economic trends impact freight logistics and cargo movements? How can such data and/or knowledge be procured or shared amongst public and private sector partners? Are there technological innovations, such as Blockchain and the Internet of Things (IoT), that DOT should know about? 5. What should be considered regarding vital operational or equipment innovations, emerging technology advances from research communities, as well as infrastructure or facility concepts in freight transportation? 6. What approach should the federal government use to invest in the multimodal freight system? How would this approach apply to each transportation mode, for freight in general, for specific industries, or for freight assets owned by the private sector (i.e., rail, pipelines, maritime)? What are best practices for identifying projects that involve both public and private sector assets and for encouraging communication between the public and private sector to complete those projects? 7. What barriers (such as regulatory, technological, institutional, statutory) are critical to freight efficiency that DOT should better understand? Please consider which of these affect freight origination and/or destination areas, as well as intermodal transfers, and describe the root causes of the inefficiencies. 8. What information is critical to understanding the unique infrastructure and operational freight impacts faced by local communities? Please detail any best practices in economic development and planning processes that support freight intensive activity or innovative financing. Describe current and prospective infrastructure safety enhancements that should be considered. 9. How would you define a bottleneck in your industry? (Consider both surface and maritime transportation). 10. What else should DOT consider (including the eleven statutory criteria VerDate Sep<11>2014 18:44 Dec 26, 2019 Jkt 250001 listed above) or do to improve freight transportation in the U.S.? Public Comment The DOT invites comments by all those interested in the draft National Freight Strategic Plan. Comments on the draft NFSP may be submitted and viewed at Docket Number DOT–OST– 2019–0184. The web address is: XXXXXX. Comments must be received on or before [45 days from posting of this notice] to receive full consideration by DOT with respect to the final NFSP. After [45 days from posting of this notice], comments will continue to be available for viewing by the public. Dated: December 19, 2019. Joel Szabat, Acting Under Secretary Transportation for Policy. [FR Doc. 2019–27897 Filed 12–26–19; 8:45 am] BILLINGCODE 4910–9X–P DEPARTMENT OF THE TREASURY Agency Information Collection Activities; Submission for OMB Review; Comment Request; Multiple Internal Revenue Service Information Collection Requests Departmental Offices, U.S. Department of the Treasury. ACTION: Notice. AGENCY: The Department of the Treasury will submit the following information collection requests to the Office of Management and Budget (OMB) for review and clearance in accordance with the Paperwork Reduction Act of 1995, on or after the date of publication of this notice. The public is invited to submit comments on these requests. DATES: Comments should be received on or before January 27, 2020 to be assured of consideration. ADDRESSES: Send comments regarding the burden estimate, or any other aspect of the information collection, including suggestions for reducing the burden, to (1) Office of Information and Regulatory Affairs, Office of Management and Budget, Attention: Desk Officer for Treasury, New Executive Office Building, Room 10235, Washington, DC 20503, or email at OIRA_Submission@ OMB.EOP.gov and (2) Treasury PRA Clearance Officer, 1750 Pennsylvania Ave. NW, Suite 8100, Washington, DC 20220, or email at PRA@treasury.gov. FOR FURTHER INFORMATION CONTACT: Copies of the submissions may be obtained from Spencer W. Clark by emailing PRA@treasury.gov, calling SUMMARY: PO 00000 Frm 00184 Fmt 4703 Sfmt 4703 71531 (202) 927–5331, or viewing the entire information collection request at www.reginfo.gov. SUPPLEMENTARY INFORMATION: Internal Revenue Service (IRS) 1. Title: Form 8233—Exemption From Withholding on Compensation for Independent (and Certain Dependent) Personal Services of a Nonresident Alien Individual. OMB Control Number: 1545–0795. Type of Review: Revision of a currently approved collection. Description: Compensation paid to a nonresident alien (NRA) individual for independent personal services (selfemployment) is generally subject to 30% withholding or graduated rates. However, compensation may be exempt from withholding because of a U.S. tax treaty. Form 8233 is used to request exemption from withholding. Form: 8233. Affected Public: Individuals and households. Estimated Number of Respondents: 75,617. Frequency of Response: Annually. Estimated Total Number of Annual Responses: 75,617. Estimated Time per Response: 8 hours 57 minutes. Estimated Total Annual Burden Hours: 676,773. 2. Title: Disclosure Statement (Form 8275), and Regulation Disclosure Statement (Form 8275–R). OMB Control Number: 1545–0889. Type of Review: Extension without change of a currently approved collection. Description: IRC section 6662 imposes accuracy related penalties for substantial understatement of tax liability or negligence or disregard of rules and regulations. Section 6694 imposes similar penalties on return preparers. Regulations section 1.6662– 4(e) and (f) provide for reduction of these penalties if adequate disclosure of the tax treatment is made on Form 8275 or, if the position is contrary to a regulation on Form 8275–R. Form: 8275, 8275–R. Affected Public: Businesses or other for-profits. Estimated Number of Respondents: 666,666. Frequency of Response: Annually. Estimated Total Number of Annual Responses: 666,666. Estimated Time per Response: 5 hours 35 minutes. Estimated Total Annual Burden Hours: 3,716,664. 3. Title: Interest Charge on DISCRelated Deferred Tax Liability. E:\FR\FM\27DEN1.SGM 27DEN1

Agencies

[Federal Register Volume 84, Number 248 (Friday, December 27, 2019)]
[Notices]
[Pages 71529-71531]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-27897]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Office of the Secretary

[Docket No. DOT-OST--2019-0184]


National Freight Strategic Plan: Request for Information

ACTION: Request for information (RFI).

-----------------------------------------------------------------------

SUMMARY: The safe and efficient movement of freight is vital to the 
Nation's economic growth and to the creation of well-paying jobs for 
millions of Americans. The Fixing America's Surface Transportation 
(FAST) Act required DOT to develop a National Freight Strategic Plan 
(NFSP) that includes eleven statutorily required components to address 
multimodal freight transportation. The Department of Transportation 
(DOT) seeks information from the public, including stakeholders (e.g., 
State and local agencies, private owners and operators, industry trade 
groups, shippers and beneficial cargo owners, etc.) to aid development 
of the NFSP.

DATES: Comments must be received on or before February 10, 2020. DOT 
will consider comments filed after this date to the extent practicable.

ADDRESSES: You may submit comments identified by DOT Docket Number OST-
2019-0184 by any of the following methods:
     Electronic Submission: Go to http://www.regulations.gov. 
Search by using the docket number (provided above). Follow the 
instructions for submitting comments on the electronic docket site.
     Mail: Docket Management Facility; U.S. Department of 
Transportation, 1200 New Jersey Avenue SE, Room PL-401, Washington, DC 
20590-0001.
     Hand Delivery: Room PL-401 of the Department of 
Transportation, 1200 New Jersey Avenue SE, Washington, DC, between 9 
a.m. and 5 p.m., Monday through Friday, except Federal Holidays.
    Instructions: All submissions must include the agency name and 
docket numbers.
    Note: All comments received, including any personal information, 
will be posted without change to the docket and is accessible via 
http://www.regulations.gov. Input submitted online via 
www.regulations.gov is not

[[Page 71530]]

immediately posted to the site. It may take several business days 
before your submission is posted.

FOR FURTHER INFORMATION CONTACT: Ryan Endorf at [email protected] or 
at 202-366-4835.

SUPPLEMENTARY INFORMATION: 

Background

    The nation's freight transportation system is a complex network of 
almost seven million miles of highways, railways, navigable waterways, 
and pipelines. The components of this network are linked through 
hundreds of seaports, airports, and intermodal facilities. This system 
accommodates the movement of raw materials and finished products from 
the entire spectrum of the agricultural, manufacturing, energy, retail, 
and other sectors of the United States' economy.
    The Moving Ahead for Progress in the 21st Century Act (MAP-21; Pub. 
L. 112-141) required DOT to develop a National Freight Strategic Plan 
(NFSP). On October 18, 2015, DOT issued the draft NFSP (compliant with 
the MAP-21 requirements) for public comment, available at 
www.transportation.gov/freight and at http://www.regulations.gov/#!docketDetail;D=DOT-OST-2015-0248. On December 4, 2015, the President 
signed the FAST Act (Pub. L. 114-94) into law. Section 8001 of the FAST 
Act continues the requirement that the DOT develop an NFSP, expanding 
the focus to include a multimodal approach.
    The FAST Act required DOT to develop a National Freight Strategic 
Plan (NFSP) that included (1) an assessment of the condition and 
performance of the National Multimodal Freight Network; (2) forecasts 
of freight volumes for the succeeding 5-, 10-, and 20-year periods; (3) 
an identification of major trade gateways and national freight 
corridors that connect major population centers, trade gateways, and 
other major freight generators; (4) an identification of bottlenecks on 
the National Multimodal Freight Network that create significant freight 
congestion, based on a quantitative methodology developed by the Under 
Secretary, which shall include at a minimum--(a) information from the 
Freight Analysis Framework (FAF); and (b) to the maximum extent 
practicable, an estimate of the cost of addressing each bottleneck and 
an operational improvements that could be implemented; (5) an 
assessment of statutory, regulatory, technological, institutional, 
financial, and other barriers to improved freight transportation 
performance, and a description of opportunities for overcoming those 
barriers; (6) a process for addressing multistate projects and 
encouraging jurisdictions to collaborate; (7) strategies to improve 
freight intermodal connectivity; (8) an identification of corridors 
providing access to energy exploration, development, installation, or 
production areas; (9) an identification of corridors providing access 
to major areas for manufacturing, agriculture, or natural resources; 
(10) an identification of best practices for improving the performance 
of the National Multimodal Freight Network, including critical commerce 
corridors and rural and urban access to critical freight corridors; and 
(11) an identification of best practices to mitigate the impacts of 
freight movement on communities.
    A national freight strategy will be helpful to inform 
infrastructure planning and to support future freight efficiencies. The 
safe and efficient movement of freight is vital to the Nation's 
economic growth and to the creation of well-paying jobs for millions of 
Americans. In 2015, the U.S. transportation system moved approximately 
49 million tons of freight per day worth more than $52 billion and DOT 
estimates 13.3 million people were employed in transportation or 
transportation-related industries in 2017. DOT estimates the net value 
of U.S. transportation capital to be $7.7 trillion in 2016 with the 
public sector owning $4.2 trillion and the private sector owning $3.5 
trillion. DOT estimates that freight tonnage will increase by 44 
percent between 2015 and 2045 which will place increasing strain on our 
Nation's freight system. Today, that freight system moves approximately 
18 billion tons of freight every year across all the modes, but 
congestion has been increasing, particularly on our Nation's highways. 
The trucking industry experienced almost 1.2 billion hours of delay in 
2016 because of traffic congestion on the National Highway System, at a 
cost of $34 billion in truck driver wages, not including wasted fuel 
and increased inventory carrying costs for affected shippers and 
beneficial cargo owners (BCOs). Prior to 2005, virtually all crude oil 
was moved via pipeline; however, by 2011, rail shipments of crude oil 
have increased substantially and increases in domestic energy 
production, including increased liquefied natural gas movements will 
require more interplay between pipelines, rail, and tanker/barge 
movements. Air cargo transportation is particularly important for high 
value commodities, such as electronics and pharmaceuticals, and the FAF 
projects air cargo to be the fastest growing freight mode with annual 
tonnage growth of 4.3 percent.
    Rural and urban citizens and businesses depend on the safe and 
efficient movement of freight. Many agricultural, energy, raw inputs, 
and other natural resources to our manufacturing products originate in 
rural areas, such as farm commodities, coal and other fuel inputs, and 
raw materials. Approximately two-thirds of freight tonnage shipped by 
rail in the U.S. originates in rural areas. Urban areas drive domestic 
freight demand and depend on reliable deliveries from ports and 
railroads by trucks via freight intermodal connectors to meet that 
demand. To safely and efficiently deliver goods to consumers, freight 
supply chains have become increasingly complex and shippers and BCOs 
are reliant on the interplay between multiple transportation modes. 
More than ever, transportation planning and infrastructure investment, 
particularly for freight, must be considered within the broader systems 
context that accounts for all modes and both public- and private-sector 
actors to retain the United States' global competitive advantage.
    DOT recognizes the importance of engaging with the public and 
private industry to develop a clear, national vision for freight 
transportation that is inclusive of both public- and private-sector 
perspectives. Through State Freight Plans, all fifty States and the 
District of Columbia have contemplated the importance and impacts of 
freight movement to their local and regional economy and have developed 
infrastructure investment plans to improve freight flows across their 
States. As daily users of the system, private sector and non-public 
perspectives are vital inputs for understanding operational challenges 
along the freight system.
    DOT seeks information directly from the public and stakeholders to 
inform development of this national freight strategy. DOT seeks 
comments and relevant information on any of the eleven statutorily 
defined plan components (as noted above); in addition, DOT specifically 
requests comments and data in response to the following questions:
    1. What are the three most important challenges facing the U.S. 
freight transportation system?
    2. What should be long- and short-term national freight system 
goals? How can States, local agencies, and private stakeholders most 
effectively advance these national goals?

[[Page 71531]]

    3. How should DOT measure freight transportation system 
performance? In your response, consider both safety and efficiency, as 
well as performance thresholds across multimodal metrics (i.e., hours 
of delay, infrastructure conditions, planning time index) that 
represent untenable performance for the public or private sector. 
Consider how performance metrics could be employed to inform DOT's 
discretionary grant programs.
    4. What industry freight-specific knowledge is critical to 
understanding supply chains and how economic trends impact freight 
logistics and cargo movements? How can such data and/or knowledge be 
procured or shared amongst public and private sector partners? Are 
there technological innovations, such as Blockchain and the Internet of 
Things (IoT), that DOT should know about?
    5. What should be considered regarding vital operational or 
equipment innovations, emerging technology advances from research 
communities, as well as infrastructure or facility concepts in freight 
transportation?
    6. What approach should the federal government use to invest in the 
multimodal freight system? How would this approach apply to each 
transportation mode, for freight in general, for specific industries, 
or for freight assets owned by the private sector (i.e., rail, 
pipelines, maritime)? What are best practices for identifying projects 
that involve both public and private sector assets and for encouraging 
communication between the public and private sector to complete those 
projects?
    7. What barriers (such as regulatory, technological, institutional, 
statutory) are critical to freight efficiency that DOT should better 
understand? Please consider which of these affect freight origination 
and/or destination areas, as well as intermodal transfers, and describe 
the root causes of the inefficiencies.
    8. What information is critical to understanding the unique 
infrastructure and operational freight impacts faced by local 
communities? Please detail any best practices in economic development 
and planning processes that support freight intensive activity or 
innovative financing. Describe current and prospective infrastructure 
safety enhancements that should be considered.
    9. How would you define a bottleneck in your industry? (Consider 
both surface and maritime transportation).
    10. What else should DOT consider (including the eleven statutory 
criteria listed above) or do to improve freight transportation in the 
U.S.?

Public Comment

    The DOT invites comments by all those interested in the draft 
National Freight Strategic Plan. Comments on the draft NFSP may be 
submitted and viewed at Docket Number DOT-OST-2019-0184. The web 
address is: XXXXXX. Comments must be received on or before [45 days 
from posting of this notice] to receive full consideration by DOT with 
respect to the final NFSP. After [45 days from posting of this notice], 
comments will continue to be available for viewing by the public.

    Dated: December 19, 2019.
Joel Szabat,
Acting Under Secretary Transportation for Policy.
[FR Doc. 2019-27897 Filed 12-26-19; 8:45 am]
BILLINGCODE 4910-9X-P