Freight Analysis Framework Version 5 (FAF5) Base Year 2017 Data Development Technical Report

More than 13 billion tons of freight, valued at $11.8 trillion, were transported nearly 3.5 trillion ton-miles1 in the United States during 2007, according to preliminary estimates from the 2007 Commodity Flow Survey (CFS).2 The tonnage, value, and ton-miles of 2007 freight shipments all increased over 2002 totals. Tonnage was up 12 percent, infl ation-adjusted value up 13 percent, and tonmiles up 11 percent (see box A). On a typical day in 2007, over 35.7 million tons of goods, valued at $32.4 billion, moved nearly 9.6 billion ton-miles on the nation’s transportation network. Nearly 93 percent of the total tonnage and 81 percent of the total value of freight were shipped by means of a single transportation mode, while the remainder was shipped using two or more modes. The CFS, a survey of shippers sponsored by the Bureau of Transportation Statistics (BTS) in partnership with the Census Bureau, provides a detailed, multimodal picture of national freight fl ows. The survey is the only publicly available source of national commodity fl ow data for the highway mode. CFS data are collected every 5 years as a component of the national Economic Census and provide a benchmark on the value, tonnage, ton-miles, distance shipped, and mode used to transport commodities. Analysis and research utilizing CFS data are used to make decisions in the public and private sectors involving policy, infrastructure, and the economy. The 2007 CFS data and results presented in this report are preliminary. Final CFS data are scheduled for release in December 2009. Transportation modes used to move freight included trucking, air transportation, railroads, pipelines, and water transportation.

s National Agricultural Statistics Service, U.S. flour mills ground 223 million bushels (mbu) of wheat for flour during second quarter 2025.This volume is down 2 percent from first quarter 2025 and down 1 percent from the prior 10-year average for the second quarter (hereafter, "average").By State, the largest shifts in wheat ground for flour occurred in States that produce spring wheat.North Dakota mills ground 16.4 mbu of wheat for flour in second quarter-up 17 percent from average.In contrast, Minnesota mills ground 9.9 mbu of wheat in the second quarter-down 22 percent from average.Far away from major wheat production areas, flour mills in California and the East Coast typically source a substantial amount of wheat by rail.In the second quarter, East Coast flour mills ground 46.5 mbu of wheat, and California flour mills ground 15.4 mbu of wheat-both down 5 percent from average.Notable increases in wheat ground for flour occurred in Illinois, Indiana, and Wisconsincollectively, up 6 percent from average-as well as Kansas and Missouri-collectively, up 7 percent from average.DOT and DOC Release Data on 2022 Commodity Flows.The Departments of Transportation (DOT) and Commerce (DOC) recently published data from the 2022 Commodity Flow Survey (CFS).A joint effort from DOT's Bureau of Transportation Statistics and DOC's U.S. Census Bureau, the 2022 CFS surveyed 165,000 shippers on their transportation practices, including commodities shipped, modes, origins, destinations, values, and weights.In 2022, 491 million tons of cereal grains (corn, wheat, and other small grains) of elevator-based shipments were shipped, down 31 percent from 2017.(CFS excludes farm-based shipments.)The following lists shares of cereal grain shipments (by mode) in 2022 and percentage-point (pp) changes since 2017: trucks, 48 percent (-7 pp); railroads, 26 percent (+3 pp); inland waterways, 5 percent (-2 pp); and multiple/other modes, 15 percent (+6 pp).From 2017 to 2022, average shipment distances roughly doubled for truck (from 76 to 152 miles); decreased 10 percent for rail (from 505 to 454 miles); and fell 43 percent for barge (from 942 to 541 miles).The 2022 CFS is the seventh survey since the program started in 1993. Export SalesFor the week ending July 24, unshipped balances of corn and soybeans totaled 12.62 million metric tons (mmt), down 9 percent from last week and up 27 percent from the same time last year.The unshipped balance of wheat for marketing year (MY) 2025/26 was 6.32 mmt, up 5 percent from last week and up 17 percent from the same time last year.Net corn export sales for MY 2024/25 were 0.34 mmt, down 47 percent from last week.Net soybean export sales were 0.35 mmt, up significantly from last week.Net wheat export sales for MY 2025/26 were 0.59 mmt, down 17 percent from last week.Rail U.S. Class I railroads originated 27,097 grain carloads during the week ending July 26.This was an 8-percent increase from the previous week, 9 percent more than last year, and 24 percent more than the 3-year average.Average August shuttle secondary railcar bids/ offers (per car) were $46 below tariff for the week ending July 31.This was $12 less than last week and $84 lower than this week last year.Average non-shuttle secondary railcar bids/ offers per car were at tariff.This was unchanged from last week and $225 lower than this week last year.

Policy makers rely on transportation statistics, including data on personal travel behavior, to formulate strategic transportation policies, and to improve the safety and efficiency of the U.S. transportation system. Data on personal travel trends are needed to examine the reliability, efficiency, capacity, and flexibility of the Nation's transportation system to meet current demands and to accommodate future demand. These data are also needed to assess the feasibility and efficiency of alternative congestion-mitigating technologies (e.g., high-speed rail, magnetically levitated trains, and intelligent vehicle and highway systems); to evaluate the merits of alternative transportation investment programs; and to assess the energy-use and air-quality impacts of various policies. To address these data needs, the U.S. Department of Transportation (USDOT) initiated an effort in 1969 to collect detailed data on personal travel. The 1969 survey was the first Nationwide Personal Transportation Survey (NPTS). The survey was conducted again in 1977, 1983, 1990, 1995, and 2001. Data on daily travel were collected in 1969, 1977, 1983, 1990 and 1995. In 2001, the survey was renamed the National Household Travel Survey (NHTS) and it collected both daily and long-distance trips. The 2001 survey was sponsored by three USDOT agencies: Federal Highway Administration (FHWA), Bureau of Transportation Statistics (BTS), and National Highway Traffic Safety Administration (NHTSA). The primary objective of the survey was to collect trip-based data on the nature and characteristics of personal travel so that the relationships between the characteristics of personal travel and the demographics of the traveler can be established. Commercial and institutional travel were not part of the survey. Due to the survey's design, data in the NHTS survey series were not recommended for estimating travel statistics for categories smaller than the combination of Census division (e.g., New England, Middle Atlantic, and Pacific), MSA size, and the availability of rail. Extrapolating NHTS data within small geographic areas could risk developing and subsequently using unreliable estimates. For example, if a planning agency in City X of State Y estimates travel rates and other travel characteristics based on survey data collected from NHTS sample households that were located in City X of State Y, then the agency could risk developing and using unreliable estimates for their planning process. Typically, this limitation significantly increases as the size of an area decreases. That said, the NHTS contains a wealth of information that could allow statistical inferences about small geographic areas, with a pre-determined level of statistical certainty. The question then becomes whether a method can be developed that integrates the NHTS data and other data to estimate key travel characteristics for small geographic areas such as Census tract and transportation analysis zone, and whether this method can outperform other, competing methods.

In the National Airspace System (NAS), many flights are delayed daily as reported in the Air Travel Consumer Report (monthly) by the Bureau of Transportation Statistics, the U.S. Department of Transportation and the OPSNET Daily Report produced by OPSNET ATO-R. An initial delay often causes another delay in a subsequent flight, or a propagated delay. This paper examines the delays observed in a sequence of the flights operated with the same aircraft, or the same tail number among the busiest airports and produces a delay multiplier to assess the repercussion of the initial delay on the entire sequence of the flights during the day. The propagation multiplier is frequently used in the context of the cost-benefit analysis to demonstrate how the reduction of the initial delay leads to a greater reduction in the propagated delays and, thus, greater benefits. Furthermore, based on the delay propagation sequences constructed by a tail number tracking methodology for the flight data for the calendar year 2007, the paper tested the hypothesis that the propagated delays are exponentially distributed by fitting the Weibull or Gamma probability density function and, then, examining to see how close the estimates of the shape parameter are one. The paper found that these two distributions over the propagated delays closely follow the exponential distribution.

Forecasting of national expressway network scale is an important part of expressway network planning. It is a complicated problem due to its strong nonlinearity and small quantity of training data. Firstly, An AGA-SVR forecasting model is proposed by combining the support vector regression (SVR) and adaptive genetic algorithm (AGA) in this paper. SVR has been successfully employed to solve regression problems of nonlinearity and problem samples, but selecting appropriate parameters, which is a combinatorial optimization problem, is very crucial to learning performance and generalization performance of SVR. An AGA is used to determine the free parameters of support vector regression. Finally, examples of the scale data of China national expressway network are used to illustrate the performance of the proposed AGA-SVR model. Experimental results demonstrate that the AGA-SVR outperforms the BP neural-network; the AGA-SVR model is a reasonable alternative to forecast national expressway network scale.

As a complex geospatial structure, Turkish national highway transportation network is studied by the means of network science. We used the dataset retrieved from the KGM (Karayollari Genel Mudurlugu) maps with a hand-driven process. The dataset labels the junctions in the map as nodes, and the roads between these junctions as edges. We outlined the statistical properties of the Turkish highway transportation network by the means of eigenvector, betweenness, closeness centrality, modularity and eccentricity measures, while comparative percentile plots between these measures are also performed. We investigated the correlation of these parameters with the traffic volume, and outlined that only eccentricity measure is correlated with the traffic volume. We also investigated the degree correlations of the network and found that the network displays disassortative mixing behavior, meaning that nodes with high degrees tend to connect with lower degree nodes, and vice versa. This property is consistent with the recent studies of transportation networks, as well as various types of real networks like Internet, World-Wide Web, protein interactions, neural network etc.

In 1947, during the year of independence, India’s national highway network was approximately 23,000 km. In 1997, national highways had a total length of 34,298 km. As of July 2013 India has multiplied thrice the distance covered by national highways (NH) connecting all the major cities and state capitals. By end of 2017, it is planned that the national highway network should be at 85000 km (12th Five Year Plan, 2012-17).
 Though it is an improvement in the infrastructure, we have to agree that there are many cons in the process. The highways have brought concentric expansion and appearance of sub-centers all along major road intersections. The land-use changes caused by these highways have converted the metropolises to megalopolises, hamlets emerging to bigger cities. The highways are aimed to provide better transport and to link one place to another in a fast mode. “You can start with land use, or you can start with transportation; in either case, the basic feedback leads inevitably to a hierarchy of central places and transportation links connecting them” [Moore and Thorsnes, 1994]. Land-use being the first to impact cities, eventually causes impacts on natural resources and also communities, livelihood, health, safety, etc. The progression of the urban landscape can be considered from a hybrid perception where diverse paradigms were focused in different periods. It is the need of the hour to integrate all the essential paradigms.
 This paper provides an overview of the issues and challenges caused by development of highways in India. Rather than covering every aspect of highways, it primarily focuses on those areas that are important from the users’ point of view. The paper first reviews the changes in Indian cities due to increasing coverage of highways, followed by a discussion on issues such as Land use split, settlement isolation, identity loss, to mention a few. Building on this background, the paper proposes further researches for the betterment of life in cities affected by Highways.

Contact Us On January 20, CHS Inc. announced plans to build a new grain shuttle facility in southeast South Dakota. The new 1.1-million-bushel grain facility will be located near an existing rail loop operated by BNSF with market access to Pacific Northwest export facilities and grain markets. According to CHS (as reported to Brownfield Ag News), at the new facility, three to four people will be able to load a train in 6 to 8 hours, which nearly halves the time of nearby shuttle facilities. According to the Freight Analysis Framework, South Dakota shipped 11.6 million tons of grain by rail in 2020. The top destinations for these shipments included shipments within the State (6.2 million tons), Illinois (2.5 million tons), Washington (1.5 million tons), and California (0.9 million tons). Bids/offers for the delivery of shuttle cars have fallen in recent weeks (GTR figs. 3, 4, and 5 ) and are below the 3-year average. The U.S. Department of Transportation's Federal Highway Administration (FHWA)-through its first round of Large Bridge Project Grants of the competitive Bridge Investment Program (BIP)-recently funded four bridge projects, at least two of which should facilitate the fluid transport of grain. In Covington, KY, $1.385 billion in BIP funding will be used to rehabilitate and reconfigure the existing Brent Spence Bridge. Currently, the bridge is the Nation's second-worst truck bottleneck, and the overhaul is expected to improve interstate and local traffic flow between the communities on either side of the Ohio River. In Chicago, IL, $144 million in BIP funding will rehabilitate four bridges over the Calumet River, which connects Lake Michigan with the Lake Calumet Port District. The Lake Calumet Port District, in turn, connects to the Illinois River, a major tributary of the Mississippi River. Rehabilitating these bridges ensures the bridges continue to allow barge and ship traffic to access the Illinois International Port and beyond. According to Freight Analysis Framework data, over 994,000 tons of cereal grain and animal feed was shipped by truck between Ohio and Kentucky in 2017. On January 25, MSC and Maersk, the two largest ocean carriers announced they have agreed to terminate their pact known as the 2M vessel-sharing alliance effective January 2025. Under the agreement signed in 2015, the alliance on east-west services was for a minimum of 10 years with a 2-year notice period for termination. Combined, MSC and Maersk serve about 17 percent of the global container shipping market. Analysts differ on how the alliance's termination will affect shipping capacity: some analysists think the termination could lead to lower shipping costs, and others believe it will have no effect on costs.

This paper is about the relationship between urban areas and transport, particularly the design and evaluation of sustainable local transport networks. It is presented in the context of the changes in thinking associated with new ideas for traffic engineering in the urban environment, to accommodate the complex mix of activities arising on highway networks, which are now taken into account by decision-makers; ways by which urban planning can help to bring about greater use of sustainable transport modes; the growing influence of architects and urban designers on street pattern and road layout in modern British housing schemes. After reviewing the history of urban form and the theories that have guided various trends in design, the paper comments on developments and identifies the shortcomings of lower densities and inflexible networks, particularly with regard to reinforcing the reliance on a single, unsustainable transport mode. More recent trends in the design of urban areas in Britain are noted: more continuous street patterns; a less rigid application of the simple road hierarchy; a more equal treatment of the different transport modes. As design ideas develop the need to appraise transport networks arises in parallel. The final section identifies a range of techniques for analysing networks. The paper concludes by noting that sustainable travel systems can be encouraged by increasing urban densities and ensuring that street networks are designed to favour the more environmentally sound modes. To achieve this, there needs to be an emphasis on the measurement of the performance of street networks. Quantitative appraisal techniques will become an essential part of urban planning in the future.

Timely prenatal diagnostics of congenital malformations (CM) in the fetus allows for planned routing of pregnant women and their newborns to specialized medical care centers, to the perinatal center (PC). Women are referred to medical organizations that have pediatric surgery and cardiac surgery departments. Delivery of pregnant women with CM of the fetus in perinatal centers provides the opportunity to receive high-tech medical care for the newborns in the next few hours after birth, which involves surgical intervention. It allows promptly determining tactics for newborns with multiple congenital malformations (MCM). This approach to patient routing helps reduce infant and child mortality rates in the region and improve the quality of life of children with CM. This ensures full and dynamic registration of CM in the region - the development of strategies to prevent their occurrence. Objective. To analyze the structure of congenital malformations, the timeliness of their diagnosis and outcomes in children born in the regional perinatal center in one calendar year. This is necessary to initiate the development of a regional database on children with CM, optimize the provision of medical care to mothers and children in the Novosibirsk region. Material and methods. Pro- and retrospective analysis of individual medical records of pregnant and puerperal women, birth histories, neonatal development histories and inpatient medical records. Results. In total, 492 children with CM were born in the OPC in 2023, which accounted for 9.3% of all births. 433 (88%) children with confirmed CM live in the Novosibirsk Region, the rest (12%) live in various regions of the Russian Federation. CM of the fetus were detected prenatally in 300 (61%) cases of pregnancy, in 192 (39%) they were diagnosed for the first time only postnatally. The general structure of CM is represented by isolated (mono) defects in 434 (88.2%) and multiple defects in 58 (11.8%) patients. CM were distributed among body systems as follows: cardiovascular system - 159 (32.3%), genitourinary - 133 (27.1%), multiple congenital malformations - 58 (11.8%), musculoskeletal system - 39 (7.9%), central nervous system - 28 (5.7%), gastrointestinal tract - 25 (5.1%), maxillofacial system - 24 (4.9%), skin malformations - 11 (2.2%), respiratory system - 5 (1%), visual organ 4 (0.8%). Chromosomal syndromes were confirmed in 6 (1.2%) children. Conclusion. The structure of diagnosed CM in children born in the PC differs significantly from the structure of CM subject to monitoring. This confirms the need to develop a regional database of children with CM to determine the epidemiological trends of the region. CM are the second leading cause of infant mortality in the Novosibirsk Region. Therefore, the development of a regional program for their prevention is considered a reserve capacity for reducing this indicator.

Background and Aims The presence of chronic kidney disease (CKD) in patients with type 2 diabetes mellitus (T2DM) leads to elevated medical and economic burden, and with CKD progression, the medical expenditure increases substantially. Information about healthcare utilization and medical expenditures of this patient population is limited in China. This study aims to describe the medical cost and healthcare utilization of patients with CKD and T2DM in a regional database in China. Method A retrospective, regional EHR-based serial cross-sectional study was conducted in Yinzhou Regional Healthcare Database (YRHCD), Ningbo, China. All adult patients (age > = 18 years) with CKD and T2DM were collected between 1st Jan 2017 and 31st Dec 2020, patients were excluded if they did not have serum creatinine (SCr) values or initiated renal replacement therapy. Eligible patients were identified at each calendar year and categorified by CKD stages (G1-G5). Data on demographics, comorbidities and drug prescription were presented for all included patients at baseline and from 2017 to 2020. Annual medical costs and healthcare utilization were described among different CKD stages. Two-part models were built to estimate the medical costs and healthcare utilization in each CKD stage. Results A total of 16,521 patients with CKD and T2DM were included with a substantial increase between 2017 and 2020. Among all patients, the majority of them were classified in CKD stage 1 and 2. Over 70% of patients aged 65 years or older and approximately 55% were female. >90% of patients had hypertension, followed by peripheral vascular diseases, which increased from 69.2% in 2017 to 82.2% in 2020. Renin–angiotensin system inhibitors (RASI) were the most prescribed medication and metformin ranked the second. In general, the age, proportion of having comorbidities and proportion of drug prescription presented an increasing trend from 2017 to 2020. The proportion of eGFR value > = 25 and < = 75 mL/min/1.73m2 in G1 to G4 was 64.4% for baseline and decreased from 58.2% in 2017 to 48.7% in 2020. The general trend of medical costs in all CKD stages increased from 2017 to 2020; for healthcare utilization, the average number of outpatient visits per person per year was over 10.0 times per each CKD stage. The medical cost and healthcare utilization increased substantially in patients with more advanced CKD stages. Mean annual medical costs per patients were 6,084, 8,675, 14,291, 24,971 and 42,580 CNY (908, 1,294, 2,132, 3,726 and 6,353 USD) and the mean length of stay were 2.2, 3.3, 6.2, 12.6 and 16.1 days for G1-5 patients respectively in 2020. Patients in G1 and G2 had more outpatient visits compared with hospitalization, the cost of hospitalization raised dramatically in patients with G4-G5 and became a main contributor of total medical cost. Conclusion Our contemporary study revealed the medical cost and use of healthcare resources increased moderately over time in earlier CKD stages but grew remarkably from G4 stage onwards. The estimates suggested significant correlation between CKD stages and medical costs and healthcare utilization. Our findings further suggest earlier CKD identification and timely treatment may reduce the overall medical and economic burden in this population.

Changes in Second Primary Malignancies (SPM) after Hodgkin Lymphoma over Time in the United States

In the last 10 years it has been seen a significant increase the application of Portland Cement Concrete (PCC) pavements on the national highway network. The leading technology among cement concrete pavements are the dowelled and anchored ones. The distinctive feature of this solution is the division of the homogeneous pavement into a series of slabs by means of contraction and construction joints. Their purpose is to prevent the formation of random shrinkage cracks. The incorporation of dowels and anchors, on the other hand, improves the road load-bearing capacity determined by a measure of the cooperation of the slabs and also ensures that the slabs move freely due to thermal loading. The correct operation of dowels depends on their embedment, the material from which they are made, or geometric parameters such as length, diameter or cross-sectional shape. In this paper, a literature review is carried out to determine the influence of the dowel bar parameters on the behaviour of cement concrete pavements

In the joint initiative 'Dynamic Contracting in Infrastructures' the aim is to develop a contracting procedure that is able to cope with the additional complexities of recently popular performance based contracts. Commonly in maintenance of (public) infrastructures, such as a national highway network, an asset manager is responsible for high network quality and throughput, while limiting expenses to a minimum. The maintenance activities however are often performed by commercial, third-party contractors, mainly driven by profit. There is a misalignment between the objectives of both parties, complicated by the contingency inherent to the domain, that has to be resolved on a network level in order to achieve high quality joint maintenance plans. The focus of this PhD is on the design of a dynamic payment mechanism that, in combination with stochastic planning, can be applied to the development and execution of joint maintenance plans. Through monetary incentives we stimulate selfish contractors to consider global objectives, such as asset quality and network throughput, and coordinate their activities on a network scale.

Predictive maintenance is a strategy aimed at anticipating asset deterioration by forecasting future condition, enabling proactive maintenance scheduling. Advanced analytics and machine learning allow for the identification of patterns in historical data, leading to more accurate forecasts and better-informed maintenance planning. In civil engineering, this approach is particularly relevant for managing complex assets such as bridge structures. This article presents a study on 24 517 bridges in Spain’s national highway network, managed by the Directorate-General for Highways under the Ministry of Transport and Sustainable Mobility. The objective was to model the evolution of the condition index (CI) over time. Historical inspection data were combined with traffic volumes, climate variables and geotechnical characteristics. Due to the absence of key variables such as the year of construction and maintenance history, the deterioration rate between inspections was modelled first and subsequently used to forecast future CI values. An iterative process was used to develop a predictive model with gradient boosting algorithms. The model improved the error metric by 40% compared to a naïve baseline and provided a continuous estimate of structural condition. This data-driven approach supports more efficient bridge management by optimising maintenance planning and identifying anomalies in inspection data.