By National Research Council (U. S.)
"TRB specific record 271 - Freight capability for the twenty first Century" recommends improvement of a countrywide coverage to advertise greater administration and funding judgements which will keep and increase the means of the nation's freight method. maintaining with progress in freight transportation calls for higher use of present amenities and the investment of tasks with the most important payoffs. to make sure sufficient freight ability, Congress and federal firms needs to coordinate the actions of dozens of individually administered courses that have an effect on the process. This record recommends 4 ideas to steer judgements approximately utilizing, enlarging, investment, or regulating the freight transportation approach: capital advancements, resembling new roads - in addition to working practices for public amenities - may still target for the best usefulness contemplating all charges; neighborhood, kingdom, or federal governments might be concerned merely after they can do the activity higher than the other entity; every time the first merits of a venture are reduce expenses for the facility's clients, consumer charges - no longer executive subsidies - may still pay for the capital and working bills; and acceptable offerings approximately financing preparations could be made at the beginning of a venture.
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Additional info for Freight Capacity for the 21st Century: Committee for the Study of Freight Capacity for the Next Century (Special Report (National Research Council (U S) Transportation Research Board))
Consideration of these principles helps to resolve certain problems concerning the definition of freight capacity, as described at the end of this section. Principles of Government Involvement Economic efficiency ought to be the primary goal of government transportation policy. Efficiency requires that those investments in system capacity that yield net economic benefits be made and investments that do not yield net benefits be avoided. Efficiency also requires that existing capacity be operated in such a way that service is provided to all freight system users who value the service more highly than the cost of producing it and is not provided to others.
Government decisions about research spending, management of research and development, public–private cooperation, standards setting, regulation, and technology transfer will influence the rate at which such developments are perfected and adopted. Structure of Federal Highway Aid Programs Congress has begun to debate successor legislation to the TEA-21 federal surface transportation program, which expires in 2003. The issues may include whether to continue the established federal role in transportation finance, project eligibility requirements for federal aid, the structure of user fees, and the role of local government in project selection.
Many aspects of planning, administration, engineering 51111_22_49 3/31/03 4:56 PM Page 38 38 Freight Capacity for the 21st Century services, and law enforcement) and can only arbitrarily be allocated to highway segments. None of the arguments that might be cited in support of the redistribution of funds among elements of the system through the highway trust fund applies in the case of seaports. Port user fees would all be collected at individual ports, and for particular services or facilities used at individual ports, and most ports are administratively autonomous.
Freight Capacity for the 21st Century: Committee for the Study of Freight Capacity for the Next Century (Special Report (National Research Council (U S) Transportation Research Board)) by National Research Council (U. S.)