The vast majority of American freight traffic is not freight but cargo.

There are also a small number of freight services that are not freight, but rather the supply side of the market.

These include commercial trucking and shipping services, marine freight, and the warehousing industry.

And they’re all going to be part of a much larger freight infrastructure.

The freight segment of the U.S. economy is going to expand in the next decade.

That’s one of the main reasons that President Donald Trump has called for the construction of a large-scale freight corridor between California and Mexico to link ports in the San Francisco Bay Area and New York City.

But even as the freight sector of the economy grows, there’s no shortage of questions about how it fits into the overall U.s. economy.

The Freight Corridor, as it’s known, would create an economic boon for California, allowing it to grow its own manufacturing and other industries while also providing opportunities for businesses in the East Coast to compete.

It’s a key piece of Trump’s infrastructure plan, which was revealed in a briefing with the president earlier this month.

Freight transportation companies are already building freight terminals in California.

But a new report by the University of California at Berkeley’s Transportation Research Institute finds that the Freight Tramway is one of several railroads that would be able to provide services to California without actually being a rail company.

The Tramroads would operate at a fraction of the cost of existing freight lines, allowing for lower fares, better service, and fewer accidents, the report says.

The freighter industry has been pushing for a freight highway since at least the 1960s, when Congress created the Interstate Commerce Commission to regulate the shipping and rail industry.

A section of that commission was headed by California’s former Gov.

Gray Davis.

Davis was instrumental in securing a large freight corridor, which is why the California Freight Commission and the U-S-18 Freight Extension Act were created in 1982 to help California.

Freighters have always had a place in the American economy.

But they’ve rarely been able to compete with more established freight services like freight carriers.

And even when they did, they tended to be small and operated only in a handful of states.

The Interstate Commerce Act, passed in 1966, was the first major piece of federal legislation designed to address this issue.

The U. S. Supreme Court struck down the law in 1973, but the act was never repealed.

California became one of three states to create a new freight market, after the U of S-18 passed its own legislation.

In the 1970s and 1980s, California became the largest freight market in the country.

The first large-freight corridor was opened in 1980, connecting the Los Angeles Basin to the San Diego Bay area.

The interstate was built with the help of a $1.5 billion grant from the US.

Department of Transportation and the federal government’s Federal Transit Administration.

In 1991, the U.-S-17 Freight Expansion Act was passed to open another major freight route.

But the U18 Freights Act was signed into law in 1996, with California as one of 11 states.

California now accounts for nearly 70% of the freight traffic in the U, and about half of all freight freight.

Freighter traffic has grown faster than the rest of the country since the passage of the interstate, according to data from the Bureau of Labor Statistics.

Freights grew by about 9% between 1990 and 2017, and by 5.6% between 2015 and 2017.

This growth was largely driven by increased demand from Asia and the Middle East.

But in 2017, freight traffic grew by 1.9% overall, and 8.5% in California, the fastest rate in the nation.

Freighthouse: A cargo train heading to San Francisco via the Freeway Freight Tracker Freight is king.

But if the U S-17 and U-18 freight bills passed, freight would be king.

In 2019, California would have been the fourth-largest freight market.

But with freight growing so quickly, that’s not what happened.

Freighting grew faster than other major transportation sectors.

Freeways grew by 2.5%, and passenger rail grew by 4.2%.

Passenger rail is the backbone of the American rail system.

It carries more than 90% of all passenger rail passengers.

But railroads have been slow to adopt the freight technology needed to compete in the freight market since the early 1990s, with some major railroads, like Southern California, not offering full freight services.

The federal government spent a little over $1 billion over the next five years to expand the U 5 rail network in California and the Eastern United States.

But freight growth in the freighter sector has been slow in California as well.

The State Freight System, the state’s transportation authority, had hoped to open a freight terminal at the Hayward Port in 2019,