The region has a large concentration of transportation, logistics and communications infrastructure.
The location of the Memphis region has given rise to an important complex of transportation and logistics resources including water, air, road and rail transportation and telecommunications. Referring to itself as "North America's Distribution Center," Memphis is home to the largest cargo airport (Memphis International Airport) in the world, four north-south runways, a Northwest Airlines hub, and the FedEx headquarters/global operations center. In addition to the resources found in the Memphis metro, the regional cities of Olive Branch (6,000 ft. runway), Millington (8,000 ft. runway), West Memphis (6,000 ft. runway) and Blytheville (11,602 ft. runway) have important general aviation airports. The former Eaker Air Force Base in Blytheville has become a major economic development center in the northern part of the region. The second largest inland port in the country and a series of water ports (including Helena, W. Memphis, N. Memphis and Blytheville Ports) are found along the Mississippi River. The I-40 and I-55 interstates, extending east-west and north-south respectively, position the region at a key crossroads in the interstate highway system. As a result, the Memphis region is also an important trucking hub. With five Class-I railroads (BNSF, UP, CN/IC, CSX, and NS), the region is also an important rail hub. The region's extensive logistic functions also support the Super Terminal and growth of the area's global communications infrastructure. As a result, Memphis is poised to emerge as an important information processing and communications hub.

A broad range of plans is under way for expanding and improving the regional transportation and logistics infrastructure.
Within each of the region's transportation modes, there are extensive plans for various types of new system and/or facility developments. The I- 69 NAFTA corridor currently being developed, will pass through the region and become one of the region's most strategic transportation/logistics assets as it connects from Canada to Mexico. Plans include upgrades and additions to the major arterials that connect the metro and the region (i.e. US-78 and US-61). An extensive master plan has been completed outlining the future development of runways and terminals at the Memphis International Airport. A rail "Super Terminal" along the river is being developed as a joint-use facility for expanding intermodal capacity in the region as with the existing UP intermodal facility in Marion, Arkansas. Rail service improvements in the region include the upgrading of lines (e.g. Marion to Blytheville) and a strategy to integrate intermodal and freight service.

The Memphis region occupies a strategic position in the global and continental transportation and logistics network.
The Mississippi River forms the continental division between the eastern and western United States. Memphis, St. Louis, New Orleans and Chicago are the four transcontinental hubs that form the linkage between the eastern continental grid (extending from the Mississippi River to the Atlantic) and the western continental grid (extending to the Pacific). Throughout its history, the region's location along the Mississippi River positioned it as an east-west crossroads of the United States. At the start of the 21st century, the importance of the region's role as a major global and North American logistics hub is increasing. The economic integration of the U.S., Canada and Mexico (the new North American Trading Bloc) has led to the integration of the continental transportation grid and has provided the region with an important added north-south dimension on the Canada to Mexico NAFTA highway.

The Mississippi River corridor remains an important transportation and logistics corridor.
While the Mississippi River is a dividing line, it was and remains the waterborne transportation corridor of the Midwest, with its tributaries extending from the Rocky to the Appalachian Mountains. The river carries passengers and bulk cargo, which have influenced the economic development of the region. The bulk cargo is mostly grain, petroleum and a variety of various materials including scrap iron used in steel production.

Extensive new plans for expanding the metro freeway and arterial grid are under way.
These plans include the Hwy 385/304 loop highway that will connect with the Paul W. Barret and Nonconnah Parkway to TN 385 and MS 304 to form the new outer beltway. The southern part of this loop could extend across the Mississippi River to connect southeastern Arkansas and provide the location for the third road/rail crossing. The metro area already has an extensive bus system, the MATA. A metro light rail transit system is being studied as an alternative to an auto-dependent future. Stronger connections between downtown Memphis and Tunica have been proposed and are being reviewed.

The metro's structure benefits from a road and parallel rail line in each of the region's eight radial corridors.
Six of the metro's seven principal radial corridors have an interstate highway or freeway and an existing rail line. This configuration lends itself to be developed into a transit-oriented corridor. These types or corridors in a metropolitan area can be highly desirable as a clear framework for a development pattern that can sustain a cost-efficient metro transit system.

Recommendations

Develop an integrated multi-modal super-hub to strengthen Memphis' function as a global logistics center.
An integrated multi-modal super-hub would link the Memphis International Airport to other logistics systems, including trucking, rail and water for efficient movement of goods in and out of the region. An important part of this plan should be the further development of a high-capacity communications infrastructure. The development of an integrated three-state port strategy including DeSoto County and West Memphis ports, as well as the Union Pacific intermodal rail facility in Marion, should be linked to the rail and other logistics components of the multi-modal hub.

A logistics corridor connecting the Memphis International Airport and the Super Terminal would further facilitate the use of air shipment containers for shipping high-value products. Several study groups have focused on expanding the river port system to provide the region with even greater water access to world markets.

The Memphis International Airport zone is a specialized sub-market that cannot be replicated in any other part of the region. Creation of a multi-modal hub will increase the development pressures in this zone, especially around the airport. Available industrial land around the airport is rapidly running out. Protecting the airport land envelope from deterioration, and surrounding land for long-term future expansion and economic development, is an essential part of the concept. Growth of airport/multi-modal generated economic activity will expand industrial land use into northern Mississippi and east Arkansas within a 100-mile radius. Many business and supplier relationships extending to other parts of the region will depend on the health of this zone.

Develop a Regional Logistics Authority
Continuing to build a stronger transportation, logistics and communications infrastructure is the foundation for the region's future. The region's air, water, road, rail and communications must keep pace with the demands of the expanding world economy. The goal of the Regional Logistics Authority would be to ensure that logistics, planning, development and investments link the three-state area into one integrated economic unit through a global logistics strategy for the region. Many opportunities, such as integrating a highway and a new rail line into the same corridor as in the planned Hwy 304, should be addressed by the Authority. Evaluating the potential of utilizing existing military and other regional airports should be part of a regional transportation strategy.

Coordinate land use policies with transportation strategies to manage growth patterns.
A variety of metro land use policies need to be established ahead of development. The region has the opportunity to build additional coordination between land use and transportation improvement. Quality long-term growth depends on the level of coordination between land use and transportation improvements. Regional transportation plans that are not coordinated with local and regional land use policies will lead to low-density auto-oriented urban growth, as opposed to transit-oriented growth and development. The area around the airport (MIA), particularly along its western edge, needs a plan so it may be transitioned into a vital and healthy area.

Create an integrated metro transportation strategy linking both sides of the Mississippi.
The region's two Metropolitan Planning Organizations (MPOs) could more effectively coordinate planning efforts. There are two MPOs in the metro that create transportation plans (West Memphis MPO and Memphis Urban Area MPO). Currently, these MPOs do not regularly work together. While extensive plans to develop individual road, rail, air, and water transportation modes are under way, there is no regionally integrated metropolitan transportation plan. An integrated transportation strategy and plan would reduce truck transfer across the metro grid, help to lessen traffic congestion and improve air quality. These two MPOs must work together in an integrated and synergistic manner to establish the transportation future for the region.

Strengthen and improve the Memphis metro's connection to the surrounding region.
The Memphis metro forms the economic hub of the region. Both the metro and the region will benefit from adding the necessary connections to strengthen economic activities. The transportation corridors and communications networks that link the Memphis metro to its regional partners should be continually upgraded to facilitate economic connections.

Build a third road/rail seismic bridge across the Mississippi River.
Of the various alternatives being proposed for protecting the crossings against potential earthquake, building a new, third combination road and rail bridge would produce the greatest results for the region. Strengthening and upgrading the road and rail linkage between Arkansas and Tennessee/Mississippi are necessary to maintain the region's role as a continental hub. The advantages of a third bridge are clearly apparent if Memphis is to achieve its goal of becoming a globally competitive hub.

The lack of a seismic bridge in the Memphis region, which occupies a position along the New Madrid fault line, poses the threat of a serious disruption to the Memphis region's role as a transcontinental hub. Although the Hernando DeSoto Bridge is currently undergoing seismic proofing, there is still a need for a seismic rail bridge. Economic losses incurred if the Memphis region were to lose all of its bridges to an earthquake could easily equal the cost of building three new bridges. This type of loss could impact the national economy.

Potential economic benefits of building a third bridge include increased communication and exchange across the river, better trucking access, reduction in congestion and lessening of air pollution. Another beneficial result generated by the new bridge's connection to a southern loop to Union Pacific Railroad Intermodal Terminal linking ISS-SOUR and north with a loop to the west Mississippi and Arkansas through Tennessee and stimulation of the east Arkansas/West Memphis economy.

Regional consensus on a metropolitan surface transportation plan is needed.
The construction of the NAFTA Corridor will add an important north-south continental connection to the Memphis region extending from Canada to Mexico. This connection would strengthen the appeal of the Memphis region as a location with premier connections to the continental and global marketplace and play a significant role in the region's multi-modal strategy. Regional understanding and consensus on the impacts of the I-69 corridor in Arkansas, Mississippi and Tennessee are vital to maximize its economic potential.

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