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| Cargo Transportation in Connecticut |
Connecticut's Final Statewide Freight Plan
The CTDOT Statewide Freight Plan (Freight Plan) serves the residents and businesses of the State of Connecticut to improve freight transportation by identifying the state’s unique needs, recommending policies, and devising implementation strategies. The Freight Plan considers highway, freight rail, aviation, port and waterway needs. The Freight Plan also describes the pipeline system, but does not provide investment or policy recommendations for it. This Plan is prepared in accordance with, and pursuant to Fixing America’s Surface Transportation Act (FAST ACT). The Plan is required in order for Connecticut to receive funding under the National Highway Freight Program and must comprehensively address the State’s freight planning activities and investments.
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The Freight Plan is a long-term (25-year) perspective on the needs and issues of the freight transportation system. How and where freight move depends on many factors, including infrastructure condition and capacity, economic conditions and competitiveness, consumer demand, government regulations, transport technologies, international politics, and trade policies. These factors are in flux, making long-term predictions and recommendations more useful as a guide for establishing general priorities than as specific prescriptions. The Freight Plan takes a short-term view as well, and considers the value of the current State Transportation Improvement Program (STIP) to freight transportation.
Truck
Connecticut truck movements in 2014 totaled 198.7 million tons, valued at $337.5 billion, and
carried within 12.7 million units (see Table 4). On average, total truck commodity movements
are valued at $1,698/ton. Truck movements represent 93.7% of modal tonnage in Connecticut
and 92.4% of total modal value in 2014, by far the largest relative share.
Direction – As depicted in Figure 6, through truck movements are the largest relative directional
movements: 47.4% of total tonnage, 45.7% of units, and 52.9% of value; the higher proportion
of value relative to tonnage reflects the higher average value/ton for through-based truck
movements as compared with the other truck directions. Outbound, inbound, and intrastate
movements comprise a remaining 104.6 million tons (52.6%), valued at $159.0 billion (47.1%).
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Density – As expected, the major truck freight corridors include the major interstates (I-95, I-91,
I-84, and I-395), as seen in Figure 7. The densest truck freight routes are from New York City to
New Haven along I-95, from New Haven to Harford along I-91, and most of I-84.
Commodities – Figure 8, Figure 9, and Figure 10 depict the top two-digit STCC commodities for
Connecticut truck movements, by tonnage, units, and value, respectively, with a directional
composition.
In terms of all truck directions combined, the top five commodities include:
• by Tonnage:
1. Nonmetallic Minerals (32.7 million tons, 16.5% of truck total);
2. Petroleum or Coal Products (31.6 million, 15.9%);
3. Food or Kindred Products (25.3 million, 12.7%);
4. Secondary Traffic (18.7 million, 9.4%); and,
5. Clay, Concrete, Glass, or Stone (16.0 million, 8.1%)
• by Units:
1. Shipping Containers (3.2 million units, 24.7% of truck total);
2. Nonmetallic Minerals (1.3 million, 10.6%);
3. Petroleum or Coal Products (1.3 million, 10.5%);
4. Food or Kindred Products (1.1 million, 8.8%); and,
5. Clay, Concrete, Glass, or Stone (1.0 million, 7.8%)
• by Value:
1. Electrical Equipment ($39.7 billion, 11.8% of truck total);
2. Food or Kindred Products ($34.0 billion, 10.1%);
3. Transportation Equipment ($32.8 billion, 9.7%);
4. Chemicals or Allied Products ($27.4 billion, 8.1%); and,
5. Secondary Traffic ($27.2 billion, 8.1%)