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State Highway Officials 6/21/91 [OA 7564] [2]
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This is not a textual record. This is used as an
administrative marker by the George Bush Presidential
Library Staff.
Record Group/Collection:
George H.W. Bush Presidential Records
Collection/Office of Origin:
Speechwriting, White House Office of
Series:
Speech File Backup Files
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Chron File, 1989-1993
OA/ID Number:
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13761-009
Folder Title:
State Highway Officials 6/21/91 [OA 7564] [2]
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26
21
4
7
Transportation Speech Outline
4/1/91
Introduction
Importance of transportation to US competitiveness in
a global economy
Why transportation policy is a critical component in
the President's economic and domestic agenda
The new Highway bill reflects the President's
commitment to build a transportation infrastructure
to carry us into the 21st century
Transportation plays critical role in US economy and life
17.2% of GNP
$232 billion moved/year, eight times greater than
1960.
Average American travels 8,000 miles/year, up from
3350 in 1950 and 1300 in 1929.
US growth linked to improvements in transportation
Railroads and navigatable waters lead to
national expansion
Roads lead to suburbs, growth of auto industry,
and today's mobile society
Transportation is critical link for US international
competitiveness and globalization of economy
Forces contributing to globalization
Technology
Lowering of barriers between countries
Improvements in movement
Information - Telecommunications
People and goods
Containerization - double in goods in
last 10 years. 56% of traffic to/from
US containerized in 1980, 77% in 1989.
Amount of commerce moved
% of all international goods
Growth in international airline miles
since 1970
Growth in # of visitors to/from US,
last 30 years
Trends underscore importance of GATT round, Fast
track, and US - Mexico to economic growth
US has developed most advanced transportation
infrastructure in the world
Soviet Union losses 40% of fruits and vegetables
largely due to transportation problems
US has 66% more roads/person than France, almost
3 times as many as Japan
US has completed an Interstate Highway System
that is the envy of the world.
US system also very safe:
Highway deaths only 2.2 per 100 million
vehicle miles. Down from 7.2 in 1950. US
number is 35% lowered than Germany and
Japan and 79% lower than France
Air traffic accident rate per hour flown
has decreased by a factor of three in the
last 20 years.
Success due to two factors
Investment in transportation in last 35 years of
X amount
Deregulation
Airlines - since 1978
Average airfares decreased 16% since
deregulation
# of flights increased by 54%
Railroads - since 1980
21.7% decrease in cost/ton
Trucking - since 1977
Brookings Institute study found
decreases between 2% and 17% decrease
in prices following deregulation
Transportation critical for each of the President's three
policy principles
Enhance economic growth
Banking reform
Capital gains
GATT negotiations
Mexico free trade
Maintain leading infrastructure for global
economy. Negotiating international air
treaties to bring benefits of deregulation
internationally.
Investment in the future
Increase R&D spending
Strengthening education
Reducing energy vulnerability, opposing
CAFE standards
Increased expenditures to air traffic and
highway systems.
Greater opportunity for individuals and
communities - Key concept: choice.
Child care bill
Enhancing good health through prevention
Educational choice
Goal is maintain mobile society to allow
individuals to choose where they want to
live. Guiding force behind highway bill
and deregulation - bring choice through the
power of the marketplace.
Key component of domestic agenda - Surface transportation
reauthorization
Five year authorizations provide time for reflection.
Discuss CETA example.
Allow time for reflection
Eisenhower original intent - Build national system
for national commerce.
System now 99.2% complete.
Current concerns different
How to maintain system.
Not just potholes, which is state and local
responsibility
X bridges in need of rehabilition
40 years old structure in need of repair
How to solve problems of congestions - estimated
to cost of $35 billion/year
How to insure mobility at local level,
competitiveness and efficiency at national level
Strategy - Refinement, mid-course correction as we
enter phase II of Federal Highway program
Principles of Administration policy, NTP reflected in
Administration's Surface Transportation proposal
1)
Increase infrastructure investment
$104 (?) billion over 5 years
39% increase in highway spending by 1996
2)
Push decision making down to local and State level
where possible
Flexibility for selecting projects at State
level
Can use Urban and Rural funds for either
highways or transit
Selection of NHS in partnership with States
3)
Rely on market forces and user fees
First ever matching on tolls roads
Peak hour pricing to relieve congestion
Allows greater use of private funds
Matching shares on urban/rural
-
Gives States and local greater stake in
decision
-
Encourages user fees
4)
Focus Federal funds on national needs
NHP and need to keep at 150,000
Different matching shares for NHP
Conclusion
Transportation infrastructure critical to our
economic success, importance will grow as
globalization of world economy continues.
Our experience of the last 40 years has demonstrated
the success of strong investment and reliance on
market forces
President is committed to ensuring US has #1
transportation system going into the 21st century
The new Highway bill is a critical part of
President's domestic agenda. The bill will improve
our highway system, better focus Federal spending,
and build strong partnership with State and local
governments and the private sector.
(Lange/Simon)
91 JUN 18 All :
June 18, 1991
11:00 A.M.
[AASHTO.DOC]
STAFFED
BRIEF REMARKS:
AMERICAN ASSOCIATION OF STATE HIGHWAY AND
TRANSPORTATION OFFICIALS
ROOM 450, OEOB
FRIDAY, JUNE 21, 1991
10:00 am
[[
Secretary Skinner
(acknowledgements) (acknowledgements)
fellow
travellers: 11
Welcome to the private screening of Road Warrior II. 11
Sorry if I'm a little late. Not that my commute is all
that long
but I do get a little steamed by the gridlock in
Congress. 11 ]]
You all understand the importance of mobility in our
society. Our economic growth, our international competitiveness,
even our cultural vitality -- all depend on the transportation
lifelines that span this nation, that let people get to work,
home, to entertainment, to see family and friends.
We are the most mobile society in history -- economically,
and, of course, literally. Over the course of this century,
we've developed the world's most advanced transportation system.
We've done it through strong commitment and equally strong
investment. We have tried to harness the power of market forces,
and we'll continue to do so. But we also believe in the absolute
importance of solid partnerships between the private sector and
government at all levels.
National Trans.
2
Prices
When President Eisenhower first proposed a major national
i. 13
highway network back in 1956, he laid the groundwork for
unprecedented movement, unprecedented access, all across America:
to products, to services, to prosperity.
Now, as the world seems to shrink while the competitive pace
quickens, we must make certain American business has the mobility
to compete, and to get its goods to market.
Rob
That's why our Surface Transportation Proposal called for
talking chess
significant investment in the future. We propose increasing
2-5-91
Federal highway spending by 39 percent over the next five years.
We're committed to building better partnerships at every
level -- giving new flexibility to the States. We want to give
people the power to use local funds to meet local needs -- and to
focus federal spending on national needs.
I'm very pleased the Senate included a National Highway
System in its version of the Surface Transportation
Reauthorization. The Senate's bill includes some good features -
- efficiency and flexibility among them -- that we advanced
originally.
But at times the stretch of Pennsylvania Avenue between
Congress and the White House seems like the longest street in
America.
We sought legislation for greater investment at the Federal
level, for our overall highway system to meet an important
national need. We asked for a higher matching share from the
3
States -- because we believe greater investment in infrastructure
should be a priority at all levels.
As State transportation officials, you can appreciate the
value of changing the State match. We want to leave a legacy of
greater commitment to transportation at every level of
government. A higher Federal matching requirement will help you
win greater levels of State funding -- greater levels of
accountability -- and greater levels of public confidence.
Unfortunately, the Senate version of our legislation wants
to pave roads with pork. It doesn't focus Federal funds
sufficiently on national needs. It allows for no differential
match between the National Highway System and other programs. It
shortchanges the National Highway System.
It calls for excessive Federal spending on priorities that
aren't national -- on projects that could eat up funds necessary
for other important transportation programs: from FAA
modernization and safety improvement, to
[more examples?]
And, finally, the Senate version doesn't make new transit
starts more cost-effective -- or provide adequate incentives for
efficient local transit and rail systems.
speech to
As you all know, I challenged the Congress to pass a
congress
bill
comprehensive crime bill and a transportation in a hundred days
3-6-91
-- by June 14th.
Now it looks like sound transportation legislation is on the
road to nowhere. Congress is taking its time, and the delays are
taking their toll.
4
[[
Things have gotten bad. So bad, I'm told, that the potholes
in some States are so big that tourists are coming in for mule
tours. 11 ]]
What the American people heard as a 100-day challenge, the
Congress used as an excuse to complain. A challenge of hundred
days became an occassion for a hundred delays -- and a hundred
and one excuses for inaction.
So I say to the Congress: Don't stop, don't pass "go,"
don't collect any more dollars -- just pass our transportation
bill. //
We need a surface transportation program that makes sense
for America now, and in the future.
Rather than simply trying to preserve the well-worn paths of
the past, we've got to move ahead. We've got to create a new
generation of transportation systems and solutions. Let's review
and reinvigorate the partnership between State and Federal
interests that's kept America on the move through the 20th
century. Let's stop talking, and get the job done. //
With the right tools, the right investment, and the right
incentives, I believe we'll move this nation into the next
American century. And I look forward to working with you, every
step of the way.
Thank you all very much.
# # #
Chapter I
Challenges and Opportunities
The Nation's vitality has always been linked to mobility-from immigrants
coming to our shores to wagons moving West, rail lines spanning the continent
to ships and planes fanning out across the oceans, and now vehicles racing into
space. Transportation is an engine for economic growth, and a link between the
and the businesses and the people of the Nation and the world.
ricans have moved farther, gone faster, and made more progress as a nation
any other society in history. As we enter the 21st century, our transporta-
tion system, the symbol of that movement, will drive our growth, foster our
freedom, and signal our success in forging solutions to the social and economic
challenges we face. America's success in building and developing transportation
a proud accomplishment. Through our combined talents and resources,
imagination and innovation, transportation will be tomorrow-as it has always
in the past-integral not only to the way we live but also to building a better
erica for the future.
What We Have Achieved
After more than 100 years of industrial and technological development, the
United States has a mature transportation industry. The basic technologies
for railroads, shipping, highway vehicles, and mass transit were developed
decades ago, and those systems are well established today. The array of
rports that began in the early days of commercial aviation in the 1930's
erved 90 million flights in 1988. In 1956, President Dwight D. Eisenhower
initiated the National System of Interstate and Defense Highways-our
"Interstates"-for the first time creating a unified network of roadways de-
signed for high-speed, efficient, safe motor vehicle travel across the country.
Today, that system is virtually complete.
Now the focus must shift from building the Nation's basic transportation
ystems to adapting and modernizing transportation facilities and services to
upport economic growth, meet the competitive demands of the interna-
tional marketplace, contribute to our national security, and improve the
quality of life for all Americans.
13
Moving America
New Directions, New Opportunities
A Statement of National Transportation Policy
Strategies for Action
Feb. 90
Highway and Mass Transit Program Talking Points
2-5-91
The Administration proposed a program that significantly
increases Highway spending, restructures the Federal
highway system, and provides greater flexibility to the
States to allocate funds.
Funding for highway construction and rehabilitation will
increase from $14.6 billion in 1991 to $16.0 billion in
1992 and to $20.3 billion in 1996. This represents a 39%
increase over a five year period.
The present highway program will be restructured into
three components:
A new National Highway System consisting of 150,000
miles of roads. The National Highway System will
include the present Interstate Highway System plus
other roads of national significance such as major
arteries and roads critical for national defense.
An Urban and Rural program that will have 700,000
miles of non-local roads.
A Bridge program to provide funds for rehabilitating
existing bridges.
The new National Highway System will:
Focus Federal funds on roads of national
significance.
Reflect major demographic and economic changes that
have occurred since the Interstate System was
originally planned.
Allow State participation in designating which roads
and highways to include.
The Urban and Rural program will use block grants to
provide States maximum flexibility in selecting projects.
States will also have the freedom to use these funds for
mass transit capital programs.
Federal matching shares for the Highway program will be:
75% for the National Highway System. Completion of
the remaining portion of the Interstate System will
be funded at 90%.
60% for the Urban and Rural program.
75% for Bridges.
Funding for mass transit capital improvements will
increase from $2.4 billion in 1991 to $2.9 billion in
1992. Total funding for the mass transit programs will be
$3.3 billion, a 2% increase over 1991 levels. Financing
for almost all Federal mass transit programs will come
from the Highway Trust Fund (only 43% of current funding
is from the Trust Fund).
The Administration is requesting a five-year authorization
for Highway and Mass Transit Trust Fund expenditures.
002/003
05/24/91
08:49
202 624 5806
AASHTO
copy Del
agynor
Mark Lange)
AMERICAN ASSOCIATION OF STATE HIGHWAY
AND TRANSPORTATION OFFICIALS
06/3
SB
15/27
HAL RIVES, President
Commissioner
AMERICAN small THE ESCACIESIER U.S. I
FRANCIS B. FRANCOIS
Executive Director
Georgia Department
of Transportation
1914
Attention: Tony Benedi
Room 182, OEOB
May 23, 1991
The President
The White House
Washington, DC 20500
Dear Mr. President:
On behalf of President Hal Rives and the members of AASHTO, I am pleased
to extend to you an invitation to address a meeting of our Policy Committee,
to be held on Friday, June 21, 1991, at the Ritz-Carlton Hotel, Pentagon City,
Arlington, Virginia. We are reserving the morning of June 21 to accommodate
your schedule, and ideally would like to have you address the Policy Committee
at 10:00 am.
The AASHTO Policy Committee is comprised of the chief administrative
officers of the departments of highways and transportation in the 50 States,
the District of Columbia and Pureto Rico, the men and women who have the
leadership responsibility for transportation in the States, in all modes
including highways and public transportation. Secretary Samuel Skinner of the
U.S. Department of Transportation is an Ex Officio member of the Policy
Committee, and the U.S. DOT is usually represented at our Policy Committee
meetings by the Administrators of the Federal Highway Administration, the
Urban Mass Transportation and other top officials of U.S. DOT.
This is the summer meeting of our Policy Committee, which is convened
three times a year. Of utmost concern to our member departments this year is
Congressional reauthorization of our surface transportation programs.
We are very pleased that among all the issues facing you and our nation,
you have chosen to give your personal attention to this reauthorization
effort. We regard your leadership as very important to obtaining a
reauthorization bill, a bill that as you recognize is in turn very important
to the future of our nation. We would very much like to have you address our
Policy Committee on the reauthorization bill, to help build the united effort
that will lead to timely enactment of a new Federal surface transportation
program.
EXECUTIVE OFFICE: 444 N. Capitol St., NW, Suite 225. Washington D.C. 20001
Telephone (202) 624-5800 Telefax (202) 624-5806 Telex 4900009580 HTO
05/24/91
08:49
202 624 5806
AASHTO
003/003
The President
May 23, 1991
Page 2
We anticipate that nearly all of our member departments will attend this
Policy Committee meeting, together with several persons from U.S. DOT. With
regard to the States, we believe that a number of our Policy Committee members
will be accompanied by top staff members from their agencies. In all, we
would anticipate a group of about 75 persons to be in attendance on June 21,
all of whom will be high level persons with direct public sector
modes. responsibilities for America's transportation system, in all transportation
We hope that it will be possible for you to respond to this invitation,
and we look forward to your reply. The person on my staff responsible for all
arrangements for our June 21 Policy Committee meeting is Mariann Humphreys,
and she will be pleased to work with White House staff regarding details of
the meeting.
Mr. President, we thank you for considering this invitation, and
especially for your strong Leadership to reauthorize our Federal surface
transportation programs.
Respectfully yours,
Frons Dranis
Francis B. Francois
Executive Director
FBF:mlm
CC: Hal Rives
Sec. Samuel Skinner
Porter
Association of State Transportation Highway Officials
Speech Outline
June 17, 1991
I.
Importance of Transportation
Americans traveling more than ever. Average American
travels 8,000 miles/year, up from 3,350 in 1950 and
1,300 in 1929.
Transportation system vital link for international
competitiveness in a global economy.
$232 billion in goods moved last year, eight
times greater than in 1960.
II. U.S. has developed the most advanced transportation
infrastructure in the world through: strong investment;
partnership with State and local governments, and private
sector; and reliance on market forces.
U.S. has 66 percent more roads/person than France,
almost 3 times as many as Japan.
U.S. has virtually completed Interstate Highway
System.
U.S. has invested heavily in transportation
infrastructure. Since 1977 Federal, State, and local
governments have spent over $1 trillion (in 1990
dollars) on our highway, transit, and air traffic
systems. That is approximately $4,000 per person.
Success of deregulation in airlines, trucking, and
railroads has given us a more efficient
transportation system.
III. Key principles of U.S. transportation policy are reflected
in the Administration's Surface Transportation Proposal
Investing for the future
Increases Federal highway spending by 39 percent
during next five years.
Building partnership with State, local, and private
sector
Innovative measures to encourage private
investment and toll roads including first ever
Federal match on toll roads.
Provides new flexibility to States to best
decide how to use funds. For example, provides
choice to use money for highway or transit
needs.
Focusing Federal funds on national needs
National Highways System for roads critical to
interstate commerce
Urban and rural program for other roads
Bridge program to maintain critical
overall
infrastructure component
aiglway
IV. Administration has challenged Congress to pass the bill by
June 14.
commend support for 180K im NHS
We wantelhiper fooding from
Fed. you't
Senate at least is debating the bill, but we have
for talls,
serious concerns about it:
we wanted Fed 75 /25 state
and
from states
60/40
whice Mar
Matching share inadequate to meet infrastructure
Rofer state
total
needs (note: this will not be a popular issue
matching
were 4da maints
with this group). All groups -- Federal, State,
share
Local, and private sector must increase
bee threw
infrastructure investment.
Does not focus Federal funds sufficiently on
national needs. Was glad to see Senate leaders
agree on need for National Highway System (NHS),
Anly Sing x x2705 2814
but there is no differential match between NHS
and other programs. In addition, dedicated
Rob a (Vor)
funding for NHS should be increased.
Spending level higher than proposed by the
Administration. Increase over Administration
proposal could cause reductions in other
important transportation programs.
Does not provide any methods to make new transit
starts more cost effective or provide adequate
incentives to increase the efficiency of local
transit and rail systems.
House has not taken any action yet.
V.
Conclusion
are wantethingher matching share for Nate Highway Sys.
firlt in instive to State then NMSys
- they divoted Same %oge
06/19/91 07:41
202 366 7239
FHWA PUBLIC AFF.
1
001
DEPARTMENT OF TRANSAGRAMENT
Federal Highway Administration
400 Seventh Street S.W.
FHWA
OFFICER STATES OF AMERICA
91 JUN 20 A8: 02
Washington, D.C. 20590
TELEFAX COVER SHEET
if
Moving America
Into the 21st Century
DATE 6/19
TIME 7:45pm
TO
BOB Simon
KELLY JOHNSTON
FROM
By DAVE FREDERICKSON
TELEPHONE (202) 366-0660
FAX (202) 366-7239
6 Pages (Including this page)
COMMENTS As PROMISED By KELLY,
BOB. SUGGESTED CHANGES
TO AASHTO SPEECH
####
06/19/91
07:41
C202 366 7239
FHWA PUBLIC AFF.
002
BRIEF REMARKS:
AMERICAN ASSOCIATION OF STATE HIGHWAY AND
TRANSPORTATION OFFICIALS
ROOM 450, OEOB
FRIDAY, JUNE 21, 1991
DRAFT
Secretary Skinner
(acknowledgments)
fellow
travellers:
Welcome to the private screening of Road Warrior II.
Sorry if I'm a little late. Not that my commute is all that
long
but I do get a little steamed by the gridlock in
Congress. 11
You all understand the importance of mobility in our society,
Our economic growth, our international competitiveness, even our
cultural vitality -- all depend on the transportation lifelines
that span this nation, that let people get to work, to home, to
entertainment, to see family and friends.
We are the most mobile society in history -- economically,
and, of course, literally. Over the course of this century, we've
developed the world's most advanced transportation system. We've
done it through strong commitment and equally strong investment.
We have tried to harness the power of market forces, and we'll
continue to do SO. But we also believe in the absolute importance
of solid partnerships between the private sector and government at
all levels.
And, of course, no partnership has been stronger or more
effective than the partnership enjoyed between the Federal
Government and all of you in AASHTO
This has been a continuing
relationship that spans some 75 years, since 1916, when the
framework for our joint effort was fashioned and legislated. It
has, by all counts, been a truly dynamic, cooperative enterprise.
06/19/91
07:42
202 366 7239
FHWA PUBLIC AFF.
003
-2-
Together, we have been able to provide this Nation with a
successful, efficient, effective system of high performance roads
and highways assuring that great degree of mobility and
productivity to which we have all become so accustomed.
Thirty-five years ago, we took a great leap forward together,
when President Eisenhower first proposed a major national highway
network back in 1956. That bold step forward laid the groundwork
for unprecedented movement, unprecedented access, all across
America: to products, to services, to prosperity.
Now, as the world seems to shrink while the competitive pace
quickens, we must make certain American business continues to have
the mobility to compete, and to get its goods to market.
That's why our Surface Transportation Proposal called for
significant investment in the future. We propose increasing
Federal highway spending by 39 percent over the next five years.
We're committed to building better partnerships at every
level -- giving new flexibility to the States. We want to give
people the power to use local funds to meet local needs -- and to
focus federal spending on national needs.
06/19/91
07:42
202 368 7239
FHWA PUBLIC AFF.
004
-3-
I'm very pleased the Senate included a National Highway
System in its version of the Surface Transportation
Reauthorization. The Senate's bill includes some good features --
efficiency and flexibility among them -- that we advanced
originally. We need to lossen the Federal apron strings on
the states' highway programs.
But at times the stretch of Pennsylvania Avenue between
Congress and the White House seen like the longest street in
America.
We sought legislation for greater investment at the Federal
level, for our overall highway system -- to meet an important
national need. We asked for a higher matching share from the
States -- because we believe greater investment in infrastructure
should be a priority at all levels.
As State transportation officials, you can appreciate the
value of changing the State match. We want to leave a legacy of
greater commitment to transportation at every level of government.
A higher Federal matching requirement will help you win greater
levels of State funding -- greater levels of accountability -- and
greater levels of public confidence.
Unfortunately, the Senate version of our legislation doesn't
focus Federal funds sufficiently on national needs. It allows for
no differential match between the National Highway System and
other programs. It shortchanges the National Highway System.
This is a system of national significance. It is based on a
concept developed through your own Transportation 2020 Initiative,
so you know, as we do, how important such a focused investment is
to our citizens. We need a bill that assures its success.
06/19/91
07:43
202 366 7239
FHWA PUBLIC AFF.
005
-4-
The Senate bill calls for excessive federal spending which
puts at risk other important Federal Programs - including
programs you care about: aviation safety and modernization for
example -- or Coast Guard Search and Rescue activities.
And finally, the Senate version doesn't make new transit
starts more cost-effective -- or provide adequate incentives for
efficient local transit and rail systems.
we need a surface transportation program that makes sense for
America now, and in the future. Some have suggested that our
approach favors highways over mass transit, but that's wrong. Our
legislation is both a highway bill and a transit bill.
Traditional forms of mass transit --- trains and buses -- are
important. The real issue, however, is increasing ridership,
through use of carpool lanes, ride-sharing, and new, advanced
communications systems; utilizing both highways and mass transit
as partners, not as competing interests. This approach will
unclog congestion and ensure efficient movement of people and
goods.
As you all know, I challenged the Congress to pass a
comprehensive crime bill and a transportation bill in a hundred
days -- by June 14th.
What the American people heard as a 100-day challenge, the
Congress used as an excuse to complain. A challenge of a hundred
days became an occasion for a hundred delays -- and a hundred and
one excuses for inaction.
So I say to Congress: Don't stop, don't pass "go," don't
collect any more dollars -- just pass our transportation bill. //
06/19/91
07:43
20202 366 7239
FHWA PUBLIC AFF.
006
-5-
We're at a crossroads in transportation, By any standard,
the way we -- the Federal government -- and you -- the states --
do business is going to change. For proof, just look at the
Senate bill, our bill and reports of what is likely to come out of
the House. We must take full advantage of this opportunity to
shape a surface transportation program that makes sense for
America not simply try to preserve the way the program has been
done in the past. This require a willingness to move ahead, to
move America swiftly and smoothly into a new generation of
transportation systems and solutions.
Rather than simply trying to preserve the well-worn paths of
the past, we've got to move ahead. We've got to create a new
generation of transportation systems and solutions. Let's review
and reinvigorate the partnership between State and Federal
interests that's kept America on the move through the 20th
century. Let's stop talking, and get the job done.//
With the right tools, the right investment, and the right
incentives, I believe we'll move this nation into the next
American century. And I look forward to working with you, every
step of the way.
Thank you all very much.
###
06. 19. 91 09:53 AM *DOT/PUBLIC AFFAIRS I P 0 1
U.S. Department of
Assistant Secretary
400 Seventh St., S.W.
Transportation
Washington, D.C. 20590
Office of the Secretary
of Transportation
91 JUN 19 All: 06
OFFICE OF THE ASSISTANT SECRETARY FOR PUBLIC AFFAIRS
TELECOPIER INFORMATION SHEET
6-19-91
DATE
THE FOLLOWING
6
PAGES (INCLUDING COVER SHEET) ARE FOR:
Bob Simon
NAME OF INDIVIDUAL
the white House
COMPANY NAME
456-6218
DESTINATION
THE FOLLOWING PAGES ARE FROM: Kelly Johnston for John Saughan
COMMENTS:
AT
IF YOU 202/366-4531 DO NOT RECEIVE ALL PAGES, PLEASE CALL Linda Covil
PROMPTLY.
THANK YOU
06. 19. 91 09:53 AM *DOT/PUBLIC AFFAIRS I P02
June 19, 1991
MEMORANDUM FOR:
HOLLY WILLIAMSON
CABINET AFFAIRS
FROM:
KELLY JOHNSTON
15
DEPUTY ASSISTANT SECRETARY FOR PUBLIC AFFAIRS
SUGJECT:
SUGGESTED CHANGES TO THE PRESIDENT'S
AASHTO TALKING POINTS
Chages are as follows:
Page 2, after paragraph 5:
"We need to loosen the Federal apron strings on the states
highway programs."
Page 3, second paragraph:
Unfortunately, the Senate version doesn't focus Federal funds
sufficiently on national needs. (rest of paragraph stays the
same) NOTE: it is inaccurate to say "the Senate version...
(would) pave roads with pork."
Page 3, third paragraph:
It calls for excessive Federal spending, putting at risk
other important federal programs -- including programs you care
about: aviation safety and modernization, for example -- or Coast
Guard search and rescue activities.
Page 3, sixth paragraph:
Delete.
Page 4, first paragraph:
Delete.
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(Lange/Simon)
June 18, 1991
11:00 A.M.
[AASHTO.DOC]
BRIEF REMARKS:
AMERICAN ASSOCIATION OF- STATE HIGHWAY AND
TRANSPORTATION OFFICIALS
ROOM 450, OEOB
FRIDAY, JUNE 21, 1991
[ [ Secretary skinner... (acknowledgements) ... fellow
travellers: 11
Welcome to the private screening of Road Warrior II. 11
Sorry if I'm a little late. Not that my commute is all
that long... but I do get a little steamed by the gridlock in-
Congress. 11 ]]
You all understand the importance of mobility in our
society. our economic growth, our international competitiveness,
even our cultural vitality *** all depend on the transportation
lifelines that span this nation, that let people get to work,
home, to entertainment, to see family and friends.
We are the most mobile society in history - economically,
and, of course, literally. over the course of this century,
we've developed the world's most advanced transportation system.
We've done it through strong commitment and equally strong
investment. We have tried to harness the power of market forces,
and we'll continue to do so. But we also believe in the absolute
importance of solid partnerships between the private sector and
government at all levels.
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2
When President Eisenhower first preposed a major national
highway network back in 1956, he laid the groundwork for
unprecedented movement, unprecedented access, all across America:
to products, to services, to prosperity.
Now, as the world seems to shrink while the competitive pace
quickens, we must make certain American business has the mobility
to compete, and to get its goods to market.
That's why our Surface Transportation Proposal called. for
significant investment in the future. We propose increasing
Federal highway spending by 39 percent over the next five years.
We're committed to building better partnerships at every
level -- giving new flexibility to the States. We want to give
people the power to use local funds to meet local needs -- and to.
focus federal spending on national needs.
I'm very pleased the Senate included a National Highway
System in its version of the Surface Transportation
Reauthorization. The Senate's bill includes some good features -
- efficiency and flexibility among them -- that we advanced
originally. (We need to loosen the Federal apron strings on the
states highway programs")
But at times the stretch of Pennsylvania Avenue between
Congress and the White House seems like the longest street in:-
America.
have
We sought legislation for greater investment at the Federal
ask
level, for our overall highway system -:-. to meet an important
national need. We asked for a higher matching share from the
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3
States -- because we believe greater investment in infrastructure
should be a priority at all levels.
Às State transportation officials, you can appreciate the
value of changing the State match. We want to leave a legacy of
greater commitment to transportation at every level of
government. A higher Faderal matching requirement will help you
win greater levels of State funding -- greater levels of
accountability - and greater levels of public confidence.
Unfortunately, the Senate version of our legislation wants I
NOT DELITE 4 PORK
to pave roads with pork.2 IN doesn't focus Federal funds
Bae
sufficiently on national needs. It allows for no differential
match between the National Highway System and other programs. It.
shortchanges the National Highway System.
putting at risk other important
It calls for excessive Federal spending, on priorities that
federal programs including programs you care about: aviation sofety and moderNization,
aren't national 2 on projects that could wat up funds necessary
for znample or Coast Guard SEARCH and rescues Activaties.
for other important tant transportation programs: from FAA
modernization and safety improvement, to... [more examples?
And, finally, the Senate version doesn't make new transit
starts more cost-effective - or provide adequata incentives for
efficient local transit and rail systems.
As you all know, I challenged the Congress to pass a
comprehensive crime bill and a transportation in at hundred days
-- by June 14th.
DELETE
Now it looks like sound transportation legislation is on the
road to nowhere,
Congress is taking its time, and the delays are
PRESIDENT
taking their toll.
BEEN
143
GOWED
Extended Page
5.1
7" envestment, and the right
incentives, I believe we'll move this nation into the next
American century. And I look forward to working with you, every
step of the way,
Thank you all very much.
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4
"
Things have gotten bad. so bad, I'm told, that the potholes
in some States are EO big that tourists are coming in for mule
tours. 11 1]
What the American people heard as & 100-day challenge, the
Congress used as an excuse to complain. A challenge of hundred
days became an occassion for a hundred delays -- and at hundred.
and one excuses for inaction.
So I say to the Congress: Don't stop, don't pass "go,"
don't collect any more dollars - just pass our transportation
bill. 11
We need a surface transportation program that makes sense
for America new, and in the future.
Rather than simply trying to preserve the well-worn paths of
the past, we've got to move ahead. We've got to create a new
generation of transportation systems and solutions. Let's review
and reinvigorate the partnership between State and Federal
interests that's kept America on the move through the 20th
century. Let's stop talking, and get the job done. 11
With the right tools, the right investment, and the right
incentives, I believe we'll move this nation into the next
American century. And I look forward to working with you, every
step of the way.
Thank you all very much.
AMERICAN ASSOCIATION OF STATE HIGHWAY
AND TRANSPORTATION OFFICIALS
HAL RIVES, President
FRANCIS B. FRANCOIS
Commissioner
Georgia Department
of Transportation
AMERICAN I ASSOCIATION OF ONE
Executive Director
1914
June 17, 1991
Bob Simon
Old Executive Office Building
Room 111
Washington, DC 20500
Enclosed you will find the background information you requested. If you
require further information or have questions please feel free to contact me
at (202)624-5800.
Sincerely,
Sunny Sumy Schunt Schunt
Sunny Schust
Director of Communications
EXECUTIVE OFFICE: 444 N. Capitol St., NW, Suite 225, Washington D.C. 20001
Telephone (202) 624-5800 Telefax (202) 624-5806 Telex 4900009580 HTO
Surface Transportation Reauthorization Legislation
(December 9, 1990)
PR-9-90
WHEREAS, the Surface Transportation and Uniform Relocation Assistance Act of 1987
will expire on September 30, 1991, and federal support for highway and public transporta-
tion programs vital to the economic future and overall goals of the United States and its
people will terminate unless appropriate action is taken by the 102nd Congress and the
Administration; and
WHEREAS, the 101st Congress in its closing session took an important, highly commen-
dable step toward providing more adequate support for America's highways when it
increased the highway obligation ceiling to $14.5 billion for fiscal year 1991, resulting in
an overall Federal-aid highway program funding level of $16.2 billion; and
WHEREAS, in a sense of Congress resolution accompanying the 1990 budget reconcilia-
tion Act the members of the 101st Congress commendably stated that all highway user
taxes should be dedicated to meeting the federal share of our country's vital transporta-
tion needs, and that "adequate funding of transportation is a key component of a national
strategy for economic growth;" and
WHEREAS, the Secretary of Transportation has taken the leadership to prepare a draft
measure, and is working with the Administration to produce Surface Transportation
Legislation for submittal to the 102nd Congress,
NOW, THEREFORE, the Board of Directors/Policy Committee of the American Associa-
tion of State Highway and Transportation Officials, meeting in Phoenix, Arizona on
December 9, 1990, does hereby:
1. Call upon the leadership of the 102nd Congress that will convene in January, 1991 to
make passage of a Surface Transportation Reauthorization Act of at least four years
duration a topmost priority during its first session, as an Act vitally necessary to help
meet the nation's transportation needs and as a "key component of a national strategy
for economic growth."
2. Advise the Congress and the Administration that two primary concerns of states in sur-
face transportation reauthorization legislation are increasing Federal funding to each
state and providing for not less than an 85% Federal share payable for highway
projects eligible for Federal aid.
3. Request that the 102nd Congress and the Administration take into consideration the
recommendations of the AASHTO Report New Transportation Concepts for a New
Century as they develop and enact a Surface Transportation Reauthorization Act in
1991, and in particular that the Act be at least four years in duration, and reach the
level of federal funding for highways and public transportation identified and fully
supported in the New Transportation Concepts report, those levels being as follows:
Federal Highway Funding
Federal Transit Capital Funding*
(Billions of Dollars)
(Billions of Dollars)
FY 1992 - 17.6
FY 1992 - 3.5
FY 1993 - 19.6
FY 1993 - 4.0
FY 1994 - 22.7
FY 1994 - 4.5
FY 1995 - 25.9
FY 1995 - 5.0
These levels should be funded by fully utilizing the resources in the Highway Trust
Fund and the Transit Capital Funding from the General Fund, including utilizing
those provisions spelled out in Resolve 5. With these provisions fully utilized no new
taxes would be required to achieve these levels. Funding for transit will require con-
tinuation of at least the present level of funding from the General Fund.
*
It is noted that necessary operating assistance funds of approximately $0.8 billion per
year are not included in this table.
4. Request the Administration to complete and transmit to the 102nd Congress, in con-
junction with the President's fiscal year 1992 budget, its proposed Surface Transporta-
tion Reauthorization legislation.
5. Request that the 102nd Congress act to fund the program set forth in Resolve 3 by fully
utilizing the resources in the Highway Trust Fund for America's surface transporta-
tion system, and that it implement the four provisions of the sense of Congress resolu-
tion included in the 1990 budget reconciliation Act by:
Enacting legislation providing that any increase in motor fuel excise taxes that are
deposited in the Highway Trust Fund shall be available for surface transportation
purposes;
Enacting budget authority and-outlays attributable to the increase in deposits into
the Highway Trust Fund as a result of any increases in motor fuels taxes through
implementation of the 1990 budget reconciliation Act;
Enacting legislation reaffirming the principle that highway motor fuel taxes
should be deposited in the Highway Trust Fund, and placing revenue from the
2.5 cent highway motor fuel tax now going to the General Fund into the Highway
Trust Fund; and
Enacting legislation providing that to the extent the highway motor fuel taxes are
used for deficit reduction during the 5-year period beginning with fiscal year
1991, the Congress should return to the dedicated user fee principle as soon as
possible but no later than the end of fiscal year 1995.
BE IT FURTHER RESOLVED, that the Association's Executive Director be requested
to provide copies of this policy resolution to the members of Congress and the Ad-
ministration, on behalf of the departments of highways and transportation in the 50 states,
the District of Columbia and Puerto Rico that comprise AASHTO.
NEW TRANSPORTATION
DEFICIALS AMERICAN THISHIP ASSOCIATION ONY BESTATE HIGHWAY
CONCEPTS FOR
1914
A NEW CENTURY
AASHTO Recommendations on the Direction of the
Future Federal Surface Transportation Program and for a
National Transportation Policy
Prepared by the American Association of State Highway and
Transportation Officials
EXECUTIVE SUMMARY
TRANSPORTATION
America's Future Depends on it 2020
Keeping America Moving
October, 1989 Final Edition
Published by
AMERICAN ASSOCIATION OF STATE HIGHWAY
AND TRANSPORTATION OFFICIALS, INC.
444 N. Capitol St. N.W. - Suite 225, Washington, D.C. 20001
Telephone 202-624-5800
Prepared Under Direction of the
AASHTO Task Force on a Consensus Transportation Program
Charles L. Miller, Arizona, Chairman
Ronald W. Fiedler, Wisconsin, Vice-Chairman
Members
William J. Burns, Connecticut
Hal Rives, Georgia
Kermit H. Justice, Delaware
R.E. Stotzer, Texas
Ben Watts Florida
Ray D. Pethtel, Virginia
John Tabb, Mississippi
Horace B. Edwards, Kansas
Leonard W. Levine, Minnesota
Franklin E. White, New York
Robert K. Best, California
Frederick Salvucci, Massachusetts
Duane Berentson, Washington
James P. Pitz, Michigan
Task Force Subcommittees and Officers
Policy Review Committee:
Harry A. Reed, Arizona, Chairman
Clyde E. Pyers, Maryland, Vice-Chairman
Highway Technical Advisory Committee:
Roger Schrantz, Wisconsin, Chairman
Harry A. Reed, Arizona, Vice-Chairman
Modal Technical Advisory Committee:
Henry Peyrebrune, New York, Chairman
G. Robert Adams, Michigan, Vice-Chairman
Subcommittee on Economic Expansion and Development:
Ronald W. Fiedler, Wisconsin, Chairman
Standing Committee on Planning Task Force on a Consensus Transportation Program:
Robert Royer, Oregon, Chairman
New Transportation Concepts for a New Century is available from the AASHTO office at no cost for single
copies. Multiple copies are $2.00 each. The Execuitve Summary of New Transportation Concepts for a New Century is
available at no cost for single copies. Multiple copies are $1.00 each.
NEW TRANSPURTATION
THE SIN TRANSPORTATION + OFFICIALS
CONCEPTS FOR
1914
A NEW CENTURY
AASHTO Recommendations on the Direction of the
Future Federal Surface Transportation Program and for a
National Transportation Policy
Prepared by the American Association of State Highway and
Transportation Officials
EXECUTIVE SUMMARY
TRANSPORTATION
American Association of State Highway
America's Future Depends on it
2020
and Transportation Officials
EXECUTIVE OFFICE:
444 N. Capitol Street, N.W.
Keeping America Moving
Suite 225
Washington, D.C. 20001
Telephone: (202) 624-5800
October, 1989 Final Edition
Preamble to Final Edition
This AASHTO Report was prepared under the guidance of the AASHTO Task Force on a Consensus
Transportation Program. Three earlier editions were published, the first in December, 1988, the second in
February, 1989, and the third in July 1989, all of which are replaced by this Final Edition.
As is required under the Association's procedure for publication of an AASHTO Report with recom-
mendations, through actions taken in 1988 and 1989 the content of the Final Edition was considered and
approved by more than the necessary two-thirds majority of the Board of Directors/Policy Committee of the
Association.
While this AASHTO Report contains recommendations, it is to be understood that such do not constitute
official policy for the Association. AASHTO official policy can only be adopted by separate action, which
has not yet occurred.
One purpose of this AASHTO Report is to make recommendations on national transportation programs
for consideration by other participants in the AASHTO-initiated Transportation 2020 program, including the
Transportation Alternatives Group, and for the use of Congress and the states in developing new transporta-
tion legislation. In addtion, the goals and recommendations contained herein have been provided to the U.S.
Department of Transportation, for consideration in the Department's development of a National Transpor-
tation Policy.
Underlying the findings and recommendations made in this AASHTO Report are several background
documents published or in final preparation by the Association. A list of those documents will be found in
the Appendix of the full report, and can be obtained from the Association's office in Washington. The
Appendix also includes a description of the process by which this Final Edition and the supporting background
documents were developed and approved.
The Task Force and the Association's member departments want to acknowledge the cooperation of the
Federal Highway Administration and other agencies of the U.S. Department of Transportation who provided
assistance with preparation of this AASHTO Report, and also the many other organizations and people outside
government who provided counsel and information.
Francis B. Francois
Executive Director
October, 1989
Executive Summary: Part I
"The true history
of the United States
is the history
of transportation.
"
Philip Guedalla
Today the citizens of America enjoy the convenience and economic benefits of a transportation system
second to none. This system was made possible largely through a long standing cooperative federal,
state, and local government partnership.
Unfortunately, we are currently disinvesting in our future transportation needs just by maintaining
current spending levels. Because of the aging of the system, inflation, and continued national growth,
the policy and spending decisions made--or not made--in this century will determine the America of
tomorrow.
Metaphorically, American transportation now stands at the crossroads. With some effort and
planning, we can establish the needed road signs to guide us successfully into the future. But we must
prepare today to meet the new challenge of tomorrow.
The New Challenge
The world today is still shrinking. Telecommunications and transportation are advancing rapidly
toward the creation of Marshall McLuhan's "global village."
America is now part of a global economy. What happens overnight on Japan's Nikkei affects Wall
Street at the opening bell. Economically, America is adjusting to compete in this rapidly changing
world economy.
The new economic world is, in a word, vastly more competitive than it has ever been before. And
among the things that are needed for a highly competitive America is a high quality, highly efficient
transportation network to give the American people their mobility and on which to ship American
materials and products. Good transportation alone is not the only answer; but there can be a
competitive America only with good transportation.
Efficiency in All of Transportation
Efficient transportation helps America compete. The intermodal approach to transportation promotes
efficiency and will help America meet its transportation challenge. It is AASHTO's belief that each
transportation system, each mode, must become more and more efficient for the nation to reach its
competitiveness goals.
A Bigger Investment in Transportation
It will cost money to give America the transportation network needed to meet the challenges of the
21st Century. It will cost money, it will require increased research, and it will take planning. Among
the myriad ideas about what ought to be the nation's transportation future, there is one constant: the
nation invests much less in transportation than it did a decade or two ago; the nation continues to
invest less than is needed even to maintain current services, let alone improve the quality of
transportation; but the nation must invest more in transportation, much more, if it is to keep pace with
a growing America and if it is to help America regain its competitive edge in a dynamic world
economy.
Without More Money for Transportation, the Economy Will Suffer
It should be patently clear that, if America is to regain its leadership in the world economy, the nation
must commit financially to preserve and improve its transportation infrastructure.
The Need is Now
The nation's transportation system is a
complex, dynamic network of physical
facilities, operations, and management
practices. This system for moving peo-
ple and goods is essential to domestic
productivity, international competi-
tiveness, and quality of life. Transpor-
tation accounts for 15 percent of
national employment and a substantial
portion of the cost of consumer goods.
Investments in the transportation sys-
tem are enormous; it consumes in all its
aspects more than $800 billion annu-
ally--nearly 20 percent of the gross na-
tional product. This system must be
maintained.
The individual chapters of this report
detail AASHTO's transportation pro-
gram recommendations for aviation;
highways and public transportation;
railroads; water; and research, develop-
ment, and technology transfer. Imple-
mentation of these programs is vital if
we are to give America the multimodal
transportation network needed to
match the challenge of the 21st Cen-
tury. The need is for new transporta-
tion concepts for a new century. The
need is now.
Photo by the California Department of Transportation
Executive Summary - E2
AVIATION (Chapter 2)
The long range future of the national air transportation system as we know it today is in doubt.
Projected aviation growth is outpaced only by projected aviation shortfalls.
FAA Projections Aircraft and
Growth
Passengers
1970-2000
10
In 1987, air carriers enplaned 448,913,726 passengers.
Number of Aircraft
This total is almost twice the number of enplaned passen-
9
(thousands)
gers prior to deregulation.
Number of Passengers
8
(hundreds of millions)
The FAA forecasts an annual growth rate of 4.5 percent in
7
passengers over the coming decade. From the current
(1987) nearly 449 million enplanements, the air transpor-
6
tation system is expected to enplane over 789 million in
the year 2000.
5
If traffic forecast levels are realized and if airport capacity
4
is not increased, it is projected that 58 of the nation's
3
primary airports will become severely congested by the
year 2000.
2
Air cargo has grown from a low of slightly less than three
1
million tons of enplaned cargo in 1982 to slightly over five
million tons in 1987, a 70 percent increase in five years.
0
Technology's advances in miniaturization and business's
1970
1978
1987
1992
2000
insistence on speedy delivery assure a continued increase
YEAR
in air cargo into the next century.
TABLE A-1
Dollars
Investment Needs By Category
(Uninflated-$ Millions)
Future needs exceed reasonable revenue expectations by
a factor exceeding two.
Air Traffic
Control and
Year
Facilities
Airports
Administration
Total
Projections indicate that the cumulative backlog of
spending needs will approach $150 billion by the year
1990
$2750.0
$3834.2
$3100.0
$ 9,684.2
2010.
1995
4520.0
5078.0
3100.0
12,698.0
2000
4520.0
6070.1
3100.0
13,690.1
Providing a stable and reliable funding source for avia-
tion development is vital to the future of the nation's air
2005
5520.0
6802.1
3100.0
15,422.1
transportation system and the economic well-being of
2010
5520.0
7794.2
3100.0
16,414.2
the country.
2015
7950.0
8901.2
3100.0
19,951.2
2020
7950.0
9893.2
3100.0
20,943.2
Source: AASHTO Aviation Needs Task Force, from federal agency reports
Executive Summary - E3
Other Concerns
Intermodal Transportation Links: improved highway, rail, mass transit, and water access will
become increasingly necessary as the level of air travel increases at the nation's airports.
Aviation Safety: The United States' air transportation system is one of the safest and most efficient
in the world. But the federal government's central role in aviation safety must be maintained and an
improved system of inspection, regulation, and certification is needed. The air traffic control system
must also be equipped, staffed, and trained to perform the added requirements of tomorrow's air
transportation system.
Aviation Security: The issue of security is of such compelling magnitude that it has become a national
public safety concern. The FAA should assume responsibility for ensuring compliance with federal
laws and regulations.
Surface Access: Air travel saves time. That is why it is the nation's first travel mode choice. But
with recent studies identifying twenty-three of forty-one major airports as experiencing landside
congestion and sixteen airports operating at or near airside capacity, the future invokes visions of
intolerable delays unless extensive improvements are made. If aviation's future is critical to this
nation's economic growth and international vitality, priority must be given to access improvements.
Environment: Attention to airport and aircraft noise is needed. The need to clean up toxic conditions
on or near airport properties and to replace leaking fuel tanks is still another concern for the health
and safety of the public.
New Technology: Research, both government sponsored and private industry sustained, must
continue to be pursued as an important national aviation goal.
Conclusions
At no time in the past has aviation appeared to face a future with so much success and yet so much
challenge.
Government and private sector cooperation must occur if our air transportation system is to receive
the investments that will assure that aviation demand through the year 2020 will be met.
This report discusses the federal, state, and local roles as system providers. The past federal/state/local
relationship in the air transportation system needs strengthening. A more focused federal role and a
greater state role appear necessary, and are recommended.
AASHTO's goals and recommendations for aviation are detailed in Part II of this Executive Summary.
Executive Summary - E4
HIGHWAYS AND PUBLIC TRANSPORTATION (Chapter 3)
From a citizen's perspective, the nation's
highways and public transportation sys-
tems are the most important links in the
intermodal chain. They certainly play the
largest part in the public's daily existence.
Most Americans use highways and public
transportation in one form or another every
day to work or to play--or just to get away
since highways and public transit provide
the main access to the other transportation
modes.
In 1988, Americans traveled two trillion
vehicle miles by auto, truck, bus, and pub-
lic transit, more than triple the travel mile-
age of 1956, when the Interstate and
Defense Highway System was begun. By
the year 2020, total travel in the United
States is expected to double again.
America's business is dependent on total
mobility. This country's vast size, the
broad distribution of people and resources,
have always placed a premium on the abil-
ity to move people and goods long dis-
tances with speed, safety, and low cost.
Retail items purchased every day probably
traveled to the store by truck over the high-
ways from a factory or a port. Mobility is
crucial to the nation's economic strength.
Photo by the West Virginia Department of Transportation
The Problem
Although construction of the Interstate and Defense Highway System is almost complete, tremendous
needs still exist to preserve and improve the system. Urban and suburban congestion is increasing,
demanding new highway and transit service. Highway fatality rates need to be reduced. The nation's
national transportation focus, once strong, has now begun to wander. It is necessary to develop a new
focus, a new "National Surface Transportation Policy."
The Solution
State transportation officials have proposed a broad program of recommendations on the direction of
the future federal surface transportation program for highways, public transit, and modal interlinks to
these modes. These recommendations are to help build a new consensus program. The new consensus
surface transportation program for highways and public transportation as envisioned by AASHTO
will involve all levels of government.
Executive Summary - E5
AASHTO Proposal for
TABLE H-1
Federal Highway Funding
AASHTO Proposal for
Federal Highway Funding
FY1989
(Billions of Dollars)
Funding Level
1992
FY1992
17.6
Proposed Level
FY1993
19.6
FY1994
22.7
1993
FY1995
25.9
FISCAL YEAR
The Consequences
1994
Without a renewed focus on a "National Surface Trans-
portation Policy," the disinvestment in the country's high-
ways and public transportation will continue. The
highway and transit systems will further deteriorate, cost-
1995
ing users time and money and diminishing safety.
The Facts
0
5
10
15
20
25
30
35
America's surface transportation expenditures, at all lev-
$ BILLIONS
els of government, in 1987 equaled about $81 billion. Of
this total, about $66 billion was for highways and $14.5
billion for public transportation systems.
AASHTO Proposal for
Federal Transit Capital Funding
TABLE H-2
AASHTO Proposal for
FY1989
Funding Level
Federal Transit Capital Funding
1992
(Billions of Dollars)
Proposed Level
FY1992
3.5
FY1993
4.0
1993
FY1994
4.5
FISCAL YEAR
FY1995
5.0
In constant dollars, in order to just maintain the physical
1994
characteristics of the nation's public sector surface trans-
portation infrastructure and sustain "most" of the level of
service provided today through the year 2020, an an-
nualized investment of nearly $95 billion is required. Of
1995
this total, approximately $80 billion is needed for high-
ways and $15 billion for financing public transportation.
And further, without increased funds for highway safety,
fatality rates cannot be reduced.
0
1
2
3
4
5
6
7
8
9
10
$ BILLIONS
Surface travel demand is expected to at least double by
2020. If this nation is to attempt to keep up with this
Executive Summary - E6
Photo by Michigan Department of Transportation
anticipated growth then an investment of approximately $117 billion per year in constant dollars would
be required. Of this total, about $100 billion would be for highways and the remainder for transit.
An additional $1 billion per year in constant dollars in highways and public transportation through
2020 would be required to adequately link surface transportation with airports, ports and waterways,
and rail terminals.
TABLE H-3
Surface Transportation
Conclusions
Annual Expenditure Requirements
1988-2020
If America is to maintain its economic leadership in
(Billions of Dollars)
the world economy and avoid the negative and costly
effects of inaction, the nation must commit the re-
Surface
1988-2020
quired funds to improve its surface transportation
Transportation
Investment Range
Area
Current
Low
High
system.
Highways,
AASHTO recommends a two-pronged approach for
Roads and
Bridges
66.0*
80.0
100.5
both highways and transit: (1) a Categorical Program
focused on systems of national importance; and (2) a
Transit
14.5**
15.1
15.8
Flexible Program designed to solve state and local
Linkage to
transportation problems within a set of national issues
Other Modes
NA
1.0
1.0
of concern established by Congress.
Total
NA
96.1
117.3
The Categorical Programs would include a new Na-
tional Highway System consisting of the Interstate
Estimated total expenditure for 1987
Highway System and a portion of the redefined Prin-
**
Estimated total expenditure for 1988
cipal Arterial System, and major transit systems.
AASHTO Report: The Bottom Line
The Flexible State and Local Program addresses such
national issues as urban mobility, suburban conges-
tion, rural access, and links between transportation
Executive Summary - E7
L
TABLE H-4
TURN
Linkage To Other Modes
LANE
I
I
Annualized Investment
Requirements 1987-2020
(Billions of Dollars)
Modal Linkage
Annual Costs
Air
.7
Rail
.2
Water
.1
Total
1.0
AASHTO Report: The Bottom Line
Photo by the Delaware Department of Transportation
modes. It is designed to grant funds to the
states for rural and urban highway needs
beyond the National Highway System and
to states and transit agencies to meet public
transportation needs.
Effects of Inaction
AASHTO's goals and recommendations
On Highway Conditions
for highways and public transportation are
detailed in Part II of this Executive Sum-
mary.
Spending
Backlog
Highway
Performance
Current Spending Levels
1985
2020
If current spending levels are continued, highway perfor-
mance will decline while the backlog of needs will escalate.
AASHTO Report: The Bottom Line
Executive Summary - E8
RAILROADS (Chapter 4)
America's railroads must have a renaissance because they are essential to the nation's economic
growth and well-being.
Railroads helped make America what it is today. If the United States is to move strongly into the 21st
Century, rail service must be given adequate consideration in transportation planning.
The Problem
Railroads are grossly under utilized in part because they are hampered by federally mandated policies.
The railroad industry is also severely burdened by railroad specific federal legislation which places
considerable unnecessary costs on the industry, hindering its competitiveness with other modes.
The Solution
Changes in government policies to eliminate inequities and repeal restrictive legislation would allow
the railroad industry to utilize more adequately its transportation capacity.
The Consequences
Failure to make these changes and to promote railroad profitability is to court disaster.
The Facts
Unless these changes are made the railroads will undergo severe line reductions. Operations will be
limited to a core system designed to carry bulk commodities long distances. Ultimately this will hinder
Photo Courtesy the American Association of Railroads
SEABOARD
SYSTEM
SEABOAND
SYSTEM
4803
4803
02
Executive Summary - E9
the Strategic Rail Corridor Network for National Defense, cause additional public exposure risk and
added expense for the disposal of spent nuclear fuel, and very likely necessitate the cancellation of a
number of Amtrak's principal routes. While Amtrak has increased revenues 59 percent in the last
seven years, it will still need an annual operating subsidy of about $580 million for the foreseeable
future.
Line reductions will also require additional funding for highways due to increased truck traffic and
ensuing maintenance.
America's freight rail service must be preserved. Railroads are the principal mode of transportation
for most bulk commodities and the primary mode for many manufactured products. Railroads are
essential to the defense, health, and wealth of the country. Government interferences should be
eliminated thereby permitting all transportation modes to be controlled equally by economic forces.
America's passenger rail service must be preserved in order to prevent rural isolation and reduce
growing highway traffic congestion. Amtrak operations must be improved and the service encouraged
to become self sufficient.
Conclusions
If Congress takes the necessary corrective actions to allow railroads to maintain a fair and equitable
market share, the railroad industry will be able to provide competitive profitable service for the
enhancement of the nation's economy.
To repeat: rail service must be given adequate consideration in transportation planning for the 21st
Century. There is no acceptable alternative.
AASHTO's goals and recommendations for railroads are detailed in Part II of this Executive
Summary.
Executive Summary - E10
Photo by the New Hampshire Department of Transportation
WATER TRANSPORTATION (Chapter 5)
Water transportation impacts many aspects of the nation's economic well-being. Waterways have
served as major transportation facilities since the first settlement of this country. Most of our cities
are located on navigable waterways, and industrial expansion has traditionally followed the waterways
of the nation. But today, the physical condition of our ports and water transit is deteriorating, truck
and rail access to waterways is poor, and funding for improvements is uncertain at best.
The Problem
There are several areas of critical concern for the water transportation industry:
*Productivity and use of the existing water transportation system must be improved.
*The nation's existing water transportation infrastructure must be maintained and new facilities must
be built where needed. Public investments must be found and targeted to meet these needs.
*Public safety must be improved.
*The environment must be protected.
*Water transportation must be painted back into the intermodal transportation picture.
Executive Summary - E11
The Solution
All levels of government, including the Federal Government and the states, need to reevaluate their
roles in the light of enactment of the Water Resources Development Act of 1986. Adequate sources
of funding for maintenance and improvement must be found and agreed upon.
The Consequences
If reevaluation and coordination of government roles do not take place, the nation's water transpor-
tation system will continue its precipitous decline.
The Facts
About 1.8 billion tons of cargo are handled annually by the nation's port facilities. Two-thirds of the
total U.S. waterborne commerce is handled by deep-draft ports. The remaining one-third is handled
by the inland waterway system. By moving large volumes of commodities at a low unit cost per ton,
the nation's waterway system helps make our exports price competitive. It also contributes to the
economies of many individual states and to the nation as a whole by providing jobs, income, and
production.
Conclusions
The far reaching effect of the transportation benefits of our nation's waterway system cannot be
overemphasized. The nation's waterways are not only vital to trade, economic development, and
national defense, but also provide flood control, irrigation, fire protection, fishing, and other recrea-
tional activities. The Federal Government must continue its partnership with local and state govern-
ments to maintain water as a viable means of transportation.
AASHTO's goals and recommendations for water transportation are detailed in Part II of this
Executive Summary.
Executive Summary - E12
RESEARCH, DEVELOPMENT, AND TECHNOLOGY TRANSFER (Chapter 6)
It is increasingly clear that many of the challenges presented by our transportation system can only
be met by innovation based on research. In the years ahead, it may be technology that exerts the
greatest influence on the health of our transportation systems.
Highway Indicators
1967-1987
The Problem
Technology currently used in many parts
mileage;
of the transportation system does not rep-
roads & streets
resent the state of the art. Significant con-
tributions to transportation innovations are
licensed
often available yet barriers often deter their
drivers
immediate implementation.
motor
vehicle
The Solution
registrations
vehicle miles
Transportation research and development
of travel
needs to be more adequately funded. This
total
will insure that the necessary organiza-
disbursements
(constant
tional framework and coordination exist
dollars)
for each transportation research program to
Federal Aid
function efficiently. Adequate funding
Planning and
Research funds
will further insure that the total research,
(constant
development, and technology transfer ef-
dollars)
fort is fully effective for all modes of trans-
-50
-30
-10
10
30
50
70
90
110
portation.
PERCENT CHANGE
Photo by the Connecticut Department of Transportation
SHARP
391511
" ses
Executive Summary - E13
The Consequences
Without adequate funding and coordination, the research, development, and technology transfer
needed to rescue the transportation system from its increasing problems will not happen.
The Facts
There is need for a vigorous transportation RD&TT program to lead the nation into the 21st Century.
Funding for research has not kept pace with the growing needs and opportunities for technological
innovation in the transportation industry. Highway research spending, for example, as a share of total
highway program expenditures is currently about 0.20 percent--far less than adequate. Furthermore,
in comparison to highways, research spending in the other modes (aviation, railroad, transit, and water)
is extremely low.
Conclusions
Given today's crowded, deteriorating fa-
cilities, transportation professionals must
reverse the decline in the nation's mobility
using research, development, and technol-
ogy transfer to find innovative ways to
provide safe and efficient movement of
people and goods under more difficult
conditions in the years to come.
AASHTO's goals and recommendations
for research, development, and technology
are detailed in Part II of this Executive
Summary.
Photo by the Arizona Department of Transportation
Executive Summary - E14
Photo by the California Department of Transportation
A Foundation for the Future
America has one of the finest transportation systems in the world. When it is working smoothly, as
it is most of the time, it is taken for granted. But the nation can not afford to take it for granted much
longer.
Many national challenges lie ahead. Over the next two years, many people will put forth many ideas
as to the direction national transportation policy should take. This report, prepared by state transpor-
tation officials, is a foundation on which to build the strong national programs necessary to preserve
and improve America's transportation system. New transportation concepts are needed and must be
found to keep America moving in a new century.
Executive Summary - E15
Executive Summary: Part II
Aviation
Goals and Policy Recommendations
The following goals and policy recommendations reflect the major recommendations of AASHTO for
any future transportation program for aviation and related surface access developed under the Transportation
2020 consensus process. They are presented in priority order from AASHTO's perspective, beginning with
national goals for aviation.
Aviation Goals
Safety
Through new and improved equipment, procedures, and aircraft maintenance practices, ensure the safety
of airline passengers and crews and enhance consumer confidence in the nation's air transportation
system.
Security
At the national and international level, establish adequate security procedures and enforce the surveillance
and monitoring of airport terminals, appurtenances and baggage areas to ensure passenger safety.
Airport Capacity
Provide adequate capacity to meet current and projected air travel demands through the expansion or
conversion of existing airport facilities, where feasible, or the construction of new airport facilities.
Airport/Airway Systems
Define national and state airport/airway systems which will meet forecasted demand and provide
continued support for the nation's economic health and international vitality.
Airport Ground Access
Through coordinated, multi-modal planning, determine current and future modal access needs and
implement improvements in a timely manner consistent with and in recognition of planned airport
capacity improvements.
Executive Summary - E-16
Environment
Develop and promulgate adequate and uniform standards for environmental quality at airports and airport
environs.
Federal/State Roles
Clearly establish the federal role in the definition and funding of a national airport system with appropriate
input at the state level as to airport location and compatibility with state goals.
Revenue and Funding
Maximize utilization of existing funding reserves, and develop additional funding at all levels of
government, through user and other appropriate fees, to properly ensure the efficient and safe operation
of existing airports and the nation's airspace system and the development of an airport system of national
and state significance.
Economic Development
Direct and indirect economic benefits from aviation are quite significant, thus, greater flexibility should
be given to state and local governments to consider economic development as a factor in the administra-
tion of air transportation improvement programs.
New Technology
Give major emphasis to new technology, research and development, and the expedient application of
innovations that improve security and safety, increase efficiency, and ameliorate environmental impacts.
Air Cargo
Movement of freight by air is an important and growing part of our national economy, and as such, its
needs must be considered in the planning, design and operation of airports with special emphasis on
ground access requirements.
Aviation Policy Recommendations
Safety
AASHTO believes that safety should be the prime consideration of all aviation programs. The following
areas of concern should be closely monitored by the federal government and under standards established
at the federal level, to ensure the safety of crews, passengers and people on the ground: aging aircraft
fleet; aircraft maintenance; increased air operations; constrained airspace; military/civilian airspace
conflicts; severe weather information; communications and navigation aids; and pilot training.
Executive Summary - E17
Security
AASHTO believes that aviation security is an issue of compelling national significance, and that it is a
proper federal role to ensure that airport and in-flight operations are as secure as possible from terrorist
threats. This would entail the following:
a) Security personnel are qualified and well trained.
b) Adequate and reasonable security procedures are established and properly monitored for
the nation's commercial airport system.
c) All cargo and baggage are adequately monitored.
d) New technology is brought to bear on security problems as soon as possible.
e) Security features are incorporated into airport design.
Airport Capacity
AASHTO believes that Congress should establish a national aviation policy which would ensure that
needed capacity improvements at airports of national significance will be made irrespective of airport
ownership. These improvements should be made in a timely manner and at a level which will satisfy
forecasted demand.
Airport/Airway Systems
AASHTO believes that a redefinition of the system of airports of national and state significance should
be completed by the federal and state governments. This system should receive funding from a federal
aviation trust fund supported by federal users' taxes.
AASHTO further believes that each state should identify a system of airports of state significance and
unless otherwise limited by state law, establish, collect and distribute state aviation fees along with
eligible federal aviation funding, to assist in development and maintenance of this system.
Airport Ground Access
AASHTO believes a major constraint on meeting of future air travel demand will be ground access, both
on and off airport.
AASHTO also believes that land side access should be a component of all airport master plans and all
comprehensive transportation plans.
AASHTO further believes that airport ground access should be eligible for funding as appropriate from
the Highway, Mass Transit and Airport and Airway Trust Fund Programs, with assistance from the
General Fund as needed. The funding should be flexible and should contain local and state participation
features.
Executive Summary - E-18
Environment
AASHTO believes that public concerns over airport noise, air quality and potentially toxic or hazardous
materials present at airport sites reflect a serious problem that could adversely affect the future
development of the nation's air transportation system.
AASHTO further believes that Congress, and other levels of government if they so desire, should address
this most serious problem and provide guidelines for federal, state and local governments for ensuring
environmental quality as an integral component of airport development.
Federal/State Roles
AASHTO believes that states should play a strong role in locating, developing and expanding airports
within their jurisdictions; that states should assume a more direct role in administering federal aviation
funds allocations unless otherwise limited by state law; and that states should have greater responsibilities
for funding and operating airports within their boundaries.
Airspace System
AASHTO believes that it is a proper federal role to operate and maintain the nation's airspace system.
The FAA should develop and implement the National Airspace System Plan as quickly as possible.
Revenue and Funding
AASHTO believes that a dedicated trust fund supported by equitable user fees should support the national
air transportation system, including airports of both national and state significance. Reasonable consid-
eration for public use and benefit also justify continued general fund support of this system.
AASHTO also believes that user funded trust funds for transportation should not be included in the federal
unified budget.
AASHTO further believes that a federal-state partnership that also provides an appropriate role for local
and private participation, if properly coordinated to establish responsibility, will produce adequate
funding resources to ensure needed system capacity.
Economic Development
AASHTO believes that economic development should be an element for consideration in all state and
federal comprehensive transportation planning and development for airports.
New Technology
AASHTO believes that the many positive gains from research and new development will continue to be
of enormous benefit to air transportation. National air transportation system providers, both public and
private, should ensure that programs and services they provide are managed such that immediate and
maximum benefits of new technology will occur.
Executive Summary - E19
Air Cargo
AASHTO believes air cargo is an emerging major component of aviation economics and should be taken
into consideration in all planning and operational studies of airports and airspace.
Highways and Public Transportation
Goals and Policy Recommendations
The following are the major goals and policy recommendations of AASHTO for a new surface
transportation program for highways and public transportation, to serve America as it moves toward the year
2020. The goals and policy recommendation statements are presented in hierarchical order from AASHTO's
perspective, beginning with national surface transportation goals, and progressing through federal role and
program policy recommendations to achieve the goals.
National Surface Transportation Goals - Highways and Public Transportation
Preservation
Preservation of America's existing surface transportation system should be the primary goal of any future
national transportation program since it is this system which provides the basic network upon which this
nation's economic health and international vitality depend.
Congestion
A balanced approach to increasing capacity and reducing congestion on this nation's surface transporta-
tion system should be employed, including an appropriate mix of highways and transit, and a thoughtful
application of systems management technologies and demand management techniques.
Funding
User and benefitter fees, set at an appropriate level to cover the economic cost of the surface transportation
facilities and services provided, should be dedicated solely to the funding of transportationimprovements
General fund commitments to public transportation should continue.
Safety
The safety of Americans, using the surface transportation facilities and services, should be preserved and
enhanced through the continued national commitment to safety research, safety applications and safety
projects.
Executive Summary - E-20
Access and Balance
The national surface transportation system should be comprised of a balanced, integrated and coordinated
network of multimodal facilities and services which provide an adequate level of access to all of the
various regions of this nation.
Planning and Research
This nation should continue to commit sufficient funding to transportation planning and research to ensure
that established goals are met, that future options do not get precluded, and that new technologies are
developed and applied to transportation infrastructure in a timely manner.
Economic Vitality
The national surface transportation program should preserve and enhance the economic vitality of this
nation by providing employment, reducing transport costs, improving freight movement productivity,
revitalizing rural America, rejuvenating blighted urban areas, supporting existing land uses, attracting
economic development, providing transportation for rapidly growing regions, and improving interna-
tional competitiveness.
Federal Role and Program Policy Recommendations- Highways and Public Transportation
System of National Significance
The federal role in surface transportation should focus on a system of facilities and services which are
significant to the economic health and international vitality of this nation.
AASHTO believes that such a system would be comprised of all of the existing Interstate Highway
System and an appropriate portion of the principal arterial system as redefined and the associated bridges,
as well as the public transportation facilities and services which keep this nation's major cities moving.
Issues of National Significance
Beyond the focus on the Highway System of National Significance and on the major transit projects, the
federal role should be to allow the states and local governments flexibility in identifying and implement-
ing specific surface transportation solutions appropriate to the regional/local need. These solutions
should also serve to address transportation issues of national significance.
AASHTO believes the dominant issues of national significance to be urban mobility, suburban conges-
tion, rural access, and modal interlinks. Tradeoffs among issues like transportation safety, air quality,
preservation, balance, public transportation, and rural and urban economic vitality should be determined
at the state and local levels.
Other Programs of National Interest
The federal role in surface transportation should include transportation planning, research, safety,
emergency relief, and federal lands access.
Executive Summary - E21
AASHTO believes that the basic goal of each federal program should be to assist the nation's surface
transportation system to function as safely and efficiently as possible and thereby to preserve and enhance
the economic health and international vitality of America.
Federal/State Partnership
The existing federal/state partnership has worked well over the several decades of its existence in
producing one of the best national surface transportation systems in the world.
Therefore, AASHTO believes that the existing federal/state partnership should be retained for the
programs addressing national surface transportation needs and only slightly modified for programs
addressing state and local surface transportation needs.
Fewer Categorical Restrictions
Existing lower-level federal program categories are unduly restrictive and do not permit the states and
local governments adequate flexibility to meet their unique transportation needs in the most appropriate
and cost-effective manner. Furthermore, existing federal requirements for lower-level programs are
unduly restrictive on the states and local governments, which merely serves to increase "red tape" and
decrease efficiency without delivering corresponding improvements in levels of safety or service to the
users.
Therefore, AASHTO believes that fewer categories, less rigid requirements and more flexible funding
should be employed for the lower-level surface transportation needs in order to facilitate the development
of regionally appropriate and economically efficient transportation systems.
Federal Role - Highways and Public Transportation
AASHTO believes that the new federal role in transportation should include two levels of program
specificity and commitment.
One level would address the concern for "focusing" the federal commitment on a System of National
Significance through categorical programs.
The other level would address the concerns of the states and local governments for program "flexibility"
in dealing with Issues of National Significance through flexible programs.
Highway Safety
The safety of Americans, using the surface transportation facilities and services, should be preserved and
enhanced through the continued national commitment to safety research, safety applications and safety
projects.
Federal Procedure Recommendations
Overall Recommendation
Simplicity and straightforwardness should be the hallmark of all federal administrative requirements
associated with federal transportation programs.
Executive Summary - E-22
Allocation of Funds
Fair, straightforward and simple formulas and equitable discretionary guidelines should be used to
allocate revenues collected at the federal level to state and local units of government.
AASHTO believes that minimum allocations should be developed for any program addressing needs on
the national highway system, but that prorata shares based on percentage of total highway user
contributions attributable to each state should be used for programs addressing state and local highway
needs.
AASHTO believes that allocations for the major transit projects and for those projects whose costs cannot
be accommodated from regular transit formula funds should remain discretionary in nature, and that
transit formulas should be used for other transit programs.
Highway Trust Fund
The Federal Highway Trust Fund should be made permanent, removed from the unified budget process
and released from obligation limitations. All interest earned, along with existing balances beyond those
providing an adequate cash flow cushion, should be released to the states and local governments to fund
needed surface transportation improvements. Increased federal revenues are necessary to carry out the
needs of the future Federal Surface Transportation Program.
Certification of Projects
The states and/or transit funding recipients should continue to be responsible for the certification of all
surface transportation projects receiving federal assistance.
Matching Ratios
For highways, AASHTO believes that an 85 percent federal share is appropriate for the programs that
address national needs. AASHTO believes that matching ratios for highway programs addressing state
and local highway needs should be determined at the state level.
For transit, AASHTO believes that the current federal matching shares should remain unchanged.
However, for new starts and system extensions, funding priority should be given to projects providing a
non-federal share higher than the minimum 25 percent. For the new Mass Transit Account formula funds,
the federal share should be 80 percent, the same as it is for other capital formula funds.
Summary Comments
These recommendations, having been approved by at least two-thirds of the member departments,
comprise the major policy recommendations of AASHTO for the direction of the future national surface
transportation program. Four major themes are represented therein:
Preservation - Preservation of the existing system should be the primary goal as this is key to the
economic health and vitality of this nation.
Congestion - An appropriate mix of modes and technologies should be used to increase capacity and
reduce congestion on this nation's surface transportation system.
Executive Summary - E23
Funding - User and benefitter fees should be dedicated solely to transportation improvements.
Safety - Commitment should be continued to improve the safety of this nation's surface transportation
system.
These major recommendations are to be read and considered with others made in this document for the
highway and public transportation programs. The recommendations made herein do not include all program-
matic details, either of the federal program itself or the intergovernmental processes at the state and local
government level that would be needed to support the new concepts included in the recommendations.
Further effort to develop these details will be necessary.
The following matrices (Figures A and B) show the major surface transportation programs for highways
and public transportation recommended by AASHTO. Shown for each program are the corresponding
administrative recommendations of AASHTO.
Executive Summary - E-24
AASHTO'S PROPOSED
HIGHWAY PROGRAMS
FEDERAL PROGRAMS AND
$18 B (FY-92) - $26 B (FY-95)
Executive Summary E-25 (Figure A)
RECOMMENDED POLICIES
CATEGORICAL
FLEXIBLE
FOR HIGHWAYS AND TRANSIT
HIGHWAY PROGRAM
HIGHWAY PROGRAM
OTHER PRIMARY, RURAL SECONDARY,
ELIGIBLE FACILITIES AND
EXISTING INTERSTATE HIGHWAYS AND
URBAN ROUTES, OTHER FUNCTIONALLY
A PORTION OF A REDEFINED
SERVICES
CLASSIFIED ROADWAYS
PRINCIPAL ARTERIAL SYSTEM
AND PUBLIC TRANSIT
0 Urban Mobility
0
Reconstruction & Rehabilitation
0 Suburban Congestion
0 Additional Urban Capacity
0 Rural Access
ELIGIBLE PROJECT TYPES
0 Pavement Preservation
0 Modal Interlinks
0 Additional Mileage Needs
0 Construction/Reconstruction
0
Bridge Needs
0 Rehabilitation/Preservation
0 Bridge Needs
0
Highway Planning & Research
0 2% Discretionary Bridge Program
0 Highway Safety Programs
ASSOCIATED PROGRAMS
0 Urban Element Hold Harmless
0 Highway Emergency Relief
0 Rural Element Hold Harmless
ALLOCATIONS
0 Highways to and on Federal Lands
0 Bridge Element Hold Harmless
0
2% Discretionary Bridge Program
FUNDING SOURCE
0
Highway Trust Fund Revenues
0
Highway Trust Fund Revenues
0 Factors: Statewide Lane Miles, VMT, Etc.
0
FY 91 Hold Harmless & Equitable Growth
0 Prorata Share Of User Funds
FUNDING ALLOCATION
0 Formula Allocation With 85% Minimum
0 No Donor/Donee Relationship
PROCEDURE(S)
0 Set Donor/Donee Relationship
0 Some Transferability
0 1/2% Minimums
0 Some Transferability
MATCHING RATIO
0
Around 85 Percent Federal
0 Determined By Individual States
PROVISIONS
PROJECT CERTIFICATION
0
Simplified Process
0
Annual Statewide Project List
PROCESS
BASIC INTERGOVERNMENTAL
0 Federal/State
0 State/Local
RELATIONS
AASHTO'S PROPOSED
TRANSIT PROGRAMS
FEDERAL PROGRAMS AND
Executive Summary E-26 (Figure B)
$3.5B (FY 92) - $5.0B (FY 95)
RECOMMENDED POLICIES
FOR HIGHWAYS AND TRANSIT
CATEGORICAL
FLEXIBLE
TRANSIT PROGRAM
TRANSIT PROGRAMS
ELIGIBLE FACILITIES AND
MAJOR PROJECTS ON EXISTING
PROJECTS ON EXISTING
AND
SERVICES
AND
FUTURE TRANSIT SYSTEMS
FUTURE TRANSIT SYSTEMS
On-going Operating Assistance
Major Rehabilitation Needs
Rehabilitation Needs
ELIGIBLE PROJECT TYPES
New Transit Systems
New Bus Service Needs
New Transit Services
Small Urban & Rural Transit
Broadened Type of Public
Transportation Projects
ASSOCIATED PROGRAM
Transit Planning & Research
ALLOCATIONS
Elderly & Handicapped
No Associated Program Allocations
Current Federal Fuel Tax
General Funds For Transit
FUNDING SOURCE (S)
Proportions Up to Current
Additional Amounts of The Federal
Funding Levels
Fuel Tax Over Current Funding Levels
FUNDING ALLOCATION
Current Transit Formulas
Discretionary Allocations
For General Funds
PROCEDURES (S)
New Transit Formula For Additional
Amounts of Federal Fuel Taxes For Transit
Same as Current Section 3
MATCHING RATIO
For New Starts and Extensions:
Same as Current Section 9 and
PROVISIONS
Priority to Project with
Section 18
Higher Local Share
PROJECT CERTIFICATION
PROCESS
Simplified Process
Annual Project List
BASIC INTERGOVERNMENTAL
Federal\State
Federal\State
RELATIONS
Federal\Local
Federal\Local
Railroads
Goals and Policy Recommendations
The following are AASHTO's proposed goals to guide for the development of a healthy rail industry and
integrated surface transportation program to the year 2020, and its rail-related policy recommendations for
any future comprehensive federal surface transportation program.
The policy recommendations are not presented in any order of significance; rather, each recommendation
addresses a unique area of need within the rail industry. All are essential to the health and viability of the
railroad industry to the year 2020.
Railroad Goals
Preservation
To preserve rail service where it is in the public interest.
Impact and Benefit Assessment
To develop the ability to anticipate the economic, social and national defense impacts of railroad
abandonments on shippers, communities and highways. Also, to assess the relative benefits of rail and
highway system improvements.
Cost-Effective Investments
To implement programs that invest in railroad projects which are justified on their own merit and/or as
cost-effective alternatives to other improvements.
Rail Policy Recommendations
Provide for Access, Efficient Freight Movement and Congestion Relief
AASHTO believes that there is an appropriate federal role in funding rail related projects. Any
comprehensive national surface transportation program should include federal and state funding for track
rehabilitation and acquisition, construction of rail/truck transfer facilities, new rail connections and
industry relocation. This proposal meets the objectives of the Transportation 2020 process to preserve
rural access, provide modal interlinks and reduce urban and suburban congestion.
Review Federal Railroad Laws
AASHTO believes that Congress should review the body of law governing the rail industry in the same
manner it addressed economic deregulation through the Staggers Act. Laws which should be reviewed
include the Railway Labor Act, the Railroad Retirement Act, the Railroad Unemployment Insurance Act,
Executive Summary - E27
and the Federal Employers' Liability Act. A redrafting of these laws is essential to allow the rail industry
to remain a viable part of the transportation system through the year 2020.
Provide for Traditional and High Speed Rail Passenger Service Needs
AASHTO believes that the continuation and further development of Amtrak is an appropriate federal
responsibility and in the national interest. In addition, AASHTO believes that the federal government
should support and participate in a public-privarte partnership to develop high-speed rail in those selected
corridors in which it will demonstrably relieve highway and airport congestion, and improve inner city
travel efficiency. Any comprehensive national transportation program must address rail passenger
service needs.
Assess the Competitive Environment
AASHTO believes that Congress should compare the laws, government policies and user fees impacting
the various transportation modes. Where a disparity is found, Congress should strive to create an
equitable balance.
Provide for Railroad Safety Improvement and Enforcement
Any future comprehensive national transportation program must continue to provide funds for separating
or otherwise protecting railroad - highway crossings. In addition, a federally funded state/federal
partnership of railroad safety inspections is required to assure that the rail industry complies with federal
safety standards. Also, federal research and development funding is essential in the areas of improved
warning systems (such as radar and sonar systems) and hazardous and nuclear materials transportation.
Water Transportation
Goals and Policy Recommendations
States, local government and the private sector generally bear the cost of port landside facilities. The
federal government maintains deep and shallow draft shipping channels and aids to navigation. An effective
water transportation network depends upon adequate landside connections to rail and highway facilities to
deliver or receive goods to or from areas far removed from the water. To ensure that all parties act to maintain
a viable water transportation network for the nation, there must be a comprehensive federal surface
transportation program which defines a water transportation network of national significance. The following
are AASHTO's goals and policy recommendations for the nation's water transportation system.
Executive Summary - E-28
Water Transportation Goals
Preservation
Preservation of a water transportation system should be a primary goal of a national transportation
program since the water mode is part of the intermodal freight movement of goods which supports the
nation's economic strength.
Funding
Established cost sharing programs should be continued. Funds generated by water transportation-related
activities from user fees, customs duties, etc. should be returned to the water transportation industry.
Federal funding for channel maintenance and for construction of water transportation facilities should
be secured to maintain an adequate water transportation system.
Safety
Aids to navigation, vessel inspections, environmental protection, drug interdiction, national defense, and
other Coast Guard activities are services to the entire nation. The safety of the public and water
transportation industry should be preserved.
Access
Intermodal connections between the water mode and other surface transportation modes should be
preserved and enhanced where there is a clear public benefit.
Water Transportation Policy Recommendations
Coordinated Water Transportation Plans
AASHTO encourages the Federal Government to establish clear priorities for federal investments in
ports and waterways. A national maritime policy is needed to guide federal, state, regional and local
efforts in a manner that will encourage the development of projects that best serve the interest of the
nation based on careful examination of the economic and environmental impacts of alternative actions,
while preserving the autonomy of non-federal entities.
National Ports and Waterways System
AASHTO believes that there is an appropriate federal role in the oversight of the operation, maintenance
and development of the nation's water transportation related projects. AASHTO urges the Federal
Government to develop a National Port and Waterways System which integrates water transportation
with its necessary intermodal connections into a surface transportation program.
Intermodal Connections
AASHTO urges the Federal Government to recognize the need for landside access improvements to our
nation's ports. Existing funding sources are inadequate to meet current and projected highway-port and
rail-port connector needs. An integrated surface transportation program must consider port landside
access improvements as part of federal funding programmed for highway and rail transportation modes.
Executive Summary - E29
Water Resource Development Act
AASHTO urges the Federal Government to fund 100 percent of the costs of feasibility studies for
deep-draft and inland harbor improvement projects. Improvements to the nation's deep-draft and inland
harbors generate benefits far beyond the local area, including reduced transportation costs, increased
competitiveness of U.S. goods in world markets and increased opportunities for national and regional
economic development.
User Fees
AASHTO believes that Congress should amend Section 208 of WRDA of 1986 which permits the
recovery of the non-federal share of the cost of an authorized project. The Act should be amended to
provide the ports greater flexibility in determining the method of assessing and allocating the non-federal
share of a project among port users.
Disposal of Dredged Material
AASHTO urges the Army Corps of Engineers, in close cooperation with ports and states, to establish
regional scientific criteria for disposal of dredged material. The criteria used must include a reasonable
margin of safety and should give consideration to the economics of dredged material disposal. Testing
procedures for dredged material disposal permit compliance must be standardized throughout the nation.
AASHTO also urges that the Federal Government develop a program to educate the public about the
economic necessity of dredging. The public's lack of hard information about dredged material increases
the likelihood that all dredged material will be lumped with sludge or toxic materials.
Research and Development
AASHTO believes that Congress should establish and fund an integrated Research and Development
Program for water transportation. The Navy, Coast Guard, Corps of Engineers and the Maritime
Administration should coordinate their research efforts within this National R&D Program to ensure the
most cost effective use of their individual R&D resources.
Waterfront Development Pressures
AASHTO encourages the Federal Government to investigate methods to increase the efficiency and
capacity of existing port terminals and their inland connections. AASHTO also encourages the devel-
opment of a national recreational boater education/safety program specifically aimed at operations near
ports and commercial vessels.
Executive Summary - E-30
Research, Development, and Technology Transfer
(RD&TT)
Goals and Policy Recommendations
The following goals and major policy recommendations reflect AASHTO's strategy for research,
development, and technology transfer.
There is no significance to the order in which these goals and policy recommendations are presented.
Each addresses a particular portion of AASHTO's strategy for RD&TT, and all are essential to the overall
goal - transportation innovation through RD&TT.
RD&TT Goals
Highway Research and Development Programs
Preserve and enhance the current system of highway research and development programs.
Intelligent Vehicle-Highway Systems
Develop and demonstrate intelligent-vehicle highway technology as an effective means of addressing
many of the problems on the highway network.
RD&TT - All Modes
Ensure that AASHTO's member departments are able to use RD&TT to develop innovative solutions to
problems in all modes of transportation.
RD&TT - Intermodal Issues
Ensure that intermodal issues that need to be researched are not overlooked because they do not fall
clearly under the scope of a single mode.
Application of Technology
Accelerate the application of new technology to solve transportation problems.
Coordination of RD&TT
Ensure that the necessary organizational framework and coordination exist for each research program to
carry out its role efficiently and for the total transportation RD&TT system to be fully effective.
Executive Summary - E31
Funding for RD&TT
Provide an appropriate level and a stable source of funding for transportation research, development, and
technology transfer programs, and ensure that resources are distributed for maximum effectiveness.
RD&TT Policy Recommendations
Highway Research and Development Programs
AASHTO believes that member-department research activities should be expanded to provide for more
effective problem solving at the state level.
AASHTO also believes that the National Cooperative Highway Research Program should be continued
and expanded for applied research on problems shared in common by state highway agencies and on
other problems of national significance.
AASHTO also believes that, to derive full benefit from the member departments' investment in the
Strategic Highway Research Program's Long Term Pavement Performance program, this component of
the SHRP program should be sustained for 15 years beyond 1991.
AASHTO further believes that the Federal Highway Administration's program of RD&TT should be
expanded to enable this program to more fully execute its role in fundamental research and technology
transfer.
Intelligent Vehicle-Highway Systems
AASHTO believes that Congress and the Administration should establish and support an adequately
funded national program to develop and demonstrate intelligent vehicle-highway systems.
RD&TT - All Modes
AASHTO believes that the Federal Highway Administration's research program should be considered
as a model for other transportation modes in conducting research requiring longer term, larger funding,
and special expertise.
AASHTO also believes that appropriate federal modal administrations within the U.S. DOT should
consider AASHTO's interests in the development of federally funded research programs.
AASHTO believes that consideration should be given to creation of a cooperatively funded research
program in each transportation mode modeled after the NCHRP. In particular, AASHTO should work
with the Urban Mass Transportation Administration, the American Public Transit Association, the
Transportation Research Board, and others to advance the prospects for a research program that would
have federally mandated set-aside funding and that would address AASHTO's research needs as
recommended in TRB's Special Report 213, Research for Public Transit.
AASHTO further believes that the Federal Aviation Administration should consider the initiative
currently being discussed within the aviation community to establish a National Cooperative Aviation
Research Program.
Executive Summary - E-32
RD&TT - Intermodal Issues
AASHTO and other transportation organizations and agencies should identify intermodal problems that
might benefit from research. AASHTO believes that if an intermodal problem includes a substantial
highway component, it should be considered for submittal as a candidate for NCHRP funding.
AASHTO believes that when interest in an intermodal research need is shared by several member
departments, it should be evaluated as a candidate for pooled funding using a system modeled after the
relevant parts of AASHTO's Joint Development process and other pooled fund efforts.
Application of Technology
AASHTO believes that the FHWA and other modal administrations of the U.S. Department of Trans-
portation should increase their implementation activities for the purpose of moving thoroughly evaluated
technology into practice. Technology assistance programs, training, demonstration and experimental
projects, and related activities should be continued and expanded.
AASHTO further believes that obstacles to the private sector's introduction of innovations into the
highway market place should be eliminated, and that recent initiatives by Regional Associations of State
Highway and Transportation Officials and the FHWA need to be extended to explore more effective
mechanisms for testing, evaluating, and reporting on new highway products and materials for the purpose
of reducing the time and cost of technology introduction and to encourage industry to invest in R&D for
highway markets.
Coordination of RD&TT
AASHTO should expand its activities aimed at identifying new research opportunities and ensuring that
member departments' interests are reflected in research priorities for national-level programs.
AASHTO believes that the member departments should have a strong voice in setting the nation's
transportation research agenda. The states through AASHTO should continue to provide the vision and
guidance that will permit transportation research programs to address future needs and opportunities as
well as current problems. The states should be responsible for setting research goals and priorities.
AASHTO believes that improvements in computerized information systems will continue to be needed
to minimize the possibility of undesirable duplication of research. AASHTO should take a lead role in
working with the Federal Highway Administration, the Transportation Research Board, and other
appropriate organizations to develop a database of domestic publicly funded research project informa-
tion--for proposed, in-progress, and completed studies.
AASHTO further believes that activities of the newly formed Highway Research Coordinating Council
should be continued to ensure that major sponsors of highway research are aware of each other's programs
and will work together for a more coordinated system.
Executive Summary - E33
Funding for RD&TT
AASHTO believes that the recent decline in transportation RD&TT spending should be reversed to reflect
current needs and opportunities, and to bring the scale into line with research spending in other industries,
with transportation RD&TT spending in other developed countries, and with past levels of transportation
RD&TT spending in the U.S.
AASHTO believes that funding of transportation research of national significance is a basic responsibility
of the federal government in its leadership role in advancing new technologies to serve the public and in
its fiduciary role in utilizing national resources efficiently. Federal funding, through federal user taxes,
should continue to be a principal source of funding for research to permit needed technological
advancements to occur.
AASHTO believes that allocation of federal-aid funds for support of transportation RD&TT should be
based on specified formulas applied to annual apportionments.
AASHTO also believes that specific amounts should be allocated annually, and matched equally by
private-sector and other participants, for a coordinated public/private program to develop and demon-
strate intelligent vehicle-highway systems.
AASHTO further believes that funding for the Highway Planning and Research program, FHWA's
RD&TT activities, and the IVHS program should be derived from federal-aid highway allocations before
the split into the categorical and flexible programs recommended by AASHTO.
Executive Summary - E-34
Going
and
Growing
An Overview of the Relationship Between
Transportation and Growth in America
MIGHWAY
American Association of State
Highway and Transportation Officials
BESTRE AND TRANSPORTATION THE OFFICIALS
December, 1990
1914
Published by
American Association of State Highway and Transportation Officials, Inc.
444 N. Capitol St. N.W., Suite 225, Washington, D.C. 20001
Telephone 202-624-5800
Copyright © 1990 by the American Association of State Highway and Transportation Officials, Inc., Washington, D.C.
Permission to quote from or reproduce material in this publication is granted when the following acknowledgement is made:
Going and Growing, American Association of State Highway and Transportation Officials, Inc.,
Washington, D.C., Copyright 1990.
Going
and
Growing
An Overview of the Relationship Between
Transportation and Growth in America
HIGHWAY
American Association of State
Highway and Transportation Officials
TEAM AND TRANSPORTATION OFFICIALS
December, 1990
1914
Going and Growing
Introduction
What makes a nation's
marketing skill, the size and
AASHTO's concern arises
economy grow?
growth of its population, its
from the fact that, as
technological achievements
representatives of the people
That is a question that once
-all these factors come
who bear the major
interested only economists.
readily to mind and
responsibility for keeping
But in the 1990s, as
doubtless have set much of
people and goods moving in
evidence continues to mount
our national course.
America, it has witnessed a
that growth in the United
serious slowdown in
States is not keeping pace
Yet increasingly there is a
transportation investment in
with that of other leading
growing body of evidence
the last two decades that it
nations, it is a question that
that suggests that another
believes is also slowing
is beginning to occupy the
factor of great importance
down overall American
thoughts of concerned
has also played, and is
growth.
citizens everywhere.
playing, a major role and
has the ability to greatly aid,
AASHTO has naturally
One does not have to be an
or seriously hamper,
followed all studies that have
expert to appreciate some of
America's future growth.
been made in this area, as
the key factors involved. A
well as conducting some of
nation's supply of natural
That factor is transportation.
its own. It has come to the
resources, the availability of
conclusion that unless the
capital for investment, the
The American Association of
linkage between
skills and educational
State Highway and
transportation and
achievements of its people,
Transportation Officials
economic growth receives
the amount of freedom
(AASHTO) is vitally
more attention and spurs
allowed in its markets, its
concerned about this issue.
appropriate public action, a
major opportunity to infuse
new vitality into our nation's
economy will be lost.
This overview summary is
intended to show that this
contention is justified. It
draws on a number of
sources including studies by
independent experts,
government findings,
conclusions drawn from 65
public forums conducted in
1987-88, discussions with
corporate leaders, and the
daily experiences of its
members, the chief builders
and guardians of America's
transportation system.
1
AASHTO
Transportation and
And grew. And grew. And
remains as great as ever for
The Daily
economic expansion have
the importance of the
both people and goods.
gone hand-in-hand in
relationship between going
Evidence
America.
and growing was never in
The common-sense truth of
doubt.
this fact is evident in
In early years, this was an
everyone's daily
obvious and highly visible
In today's America, that
experience-and has major
fact. From the time the first
linkage is less obvious,
ramifications not just for
settlers on the Eastern
overlaid as our country is
individuals, but for the
seaboard began to wear
with so many complex
economy of every
tracks between neighboring
systems of many kinds. Yet,
community and the entire
settlements and to push
despite the fact the
nation.
westward through the
relationship is harder to see,
Appalachians, the trend was
it is probably no less
Driving is the mode of
clear. As tracks and trails
important today, on the
transportation that accounts
became roads, as canals
frontier of the 21st Century,
for more than 80 percent of
expanded to link various
than it was earlier.
all travel by Americans, and
waterways, as ports grew to
it is on the road where
handle trade with other
While today's Americans
examples of transportation's
nations, and finally, as
reach each other in many
critical importance are most
railroads and then interstate
ways-through the
visible. When major traffic
highways came to link coast
telephone and other
jams occur, they can have
to coast and border to
communications devices—
immense consequences.
border, the nation grew.
the need to "be there"
They delay people by the hundreds or thousands from getting to their work or to their
home, resulting in a loss of both personal and business productivity.
They waste immense quantities of fuel. They put extra wear and tear on both vehicles
and the people they carry. They contribute mightily to air pollution. And they can set
off a chain reaction of other adverse and uneconomic effects.
A delayed delivery of goods to a supermarket can impair sales and increase spoilage of
perishable goods.
A spare part needed for an airplane can get there too late to effect a repair in timely
fashion and keep 150 people from their business in a far-off city.
A mail truck delayed in getting to that airport may mean missed connections and
thousands of checks that get to payees a day late.
And that same delay can hold back newspapers, magazines and other essential
information sources in our highly information-sensitive society.
It can mean less timely and even life-threatening runs by ambulances, rescue squads,
police and other emergency vehicles.
2
Going and Growing
It can, in short, mean that
billion hours a year and that
results from deficiencies in
everyone and everything is
in a recent year (1988) they
other transportation modes
late, that opportunities of all
wasted 1.4 billion gallons of
as well, involving air, water
kinds are missed or
fuel and caused over $9
and rail traffic.
deferred, and that sand has
billion in user costs.
been poured on the wheels
Further, focusing on the
of commerce.
And they say that delays to
negative aspect of direct
trucks-which are our
losses produced by the
No measurement system can
major movers of consumer
present situation ignores
capture fully all the waste
goods-may tack on as
the positive growth
involved in such
much as $7.6 billion a year
opportunities-economic
occurrences. But the
on to the price of almost
and otherwise-that
immensity of the loss is
everything we buy.
improved transportation can
suggested by some partial
provide. And it is in this
estimates.
These estimates hint at the
area, connecting
total price America pays for
transportation and
For example, federal
highways and roads that do
productivity, that new
authorities estimate that
not fully meet their needs.
evidence has begun to
delays on urban highways
They do not, however, begin
suggest that America has
alone total more than 2
to touch the total loss that
been missing a good bet.
82
76558
3
AASHTO
A nation's most valuable
Population growth and
intended to be the mere
Transportation
asset is its people, and
geographic shifts have
means by which people pass
clearly, anything that helps
played their part. As more
from one place to another,
and Quality of
or hinders their ability to
people have moved from
has instead become an
Life
grow and be productive as
cities to suburbs to live,
obstacle. Congestion has
individuals has major
more and more businesses
become a common
bearing on how the nation
have tended to follow them.
occurrence. Its spread in
as a whole performs.
The result has been that the
recent years has been so
dominant form of
rapid, afflicting outlying
By all available evidence,
commuting in America
areas as well as cities and
Americans are slowing
today is suburb-to-suburb
suburbs, that federal
down in terms of the time it
and no longer
officials have estimated that
takes them to get anywhere.
suburb-to-city. This vastly
it could get three to four
Each year more cars, trucks
increased traffic now runs
times worse by the year
and drivers are added to the
largely against the grain of
2020.
roads, more passengers fill
existing hub-and-spoke
aircraft, and as a result,
systems of roads and transit
For the individual, this
Americans are finding that
that converge on the city.
situation has meant a
going the same distance
serious loss in personal
as before now takes
In many places,
productivity and a lessened
longer.
transportation, which is
quality of life.
4
Going and Growing
It has meant that people
many of these personal
airport expansion has not
must leave home earlier to
pressures, as well as
kept up. The result has
get to work, that they
produce other favorable
been crowded airports and
generally get home later
results. A full bus, for
escalating flight delays. The
than they used to, and that
example, can remove as
Federal Aviation Adminis-
along the way they are
many as 40 cars from the
tration reports that 21
subjected to the added
road, lessening not only
primary airports experience
strain always involved when
strain on the individual, but
more than 20,000 hours of
one pushes against time.
also congestion, gasoline
annual flight delay at a cost
wastage, and air pollution as
to airlines and U.S. business
It has meant less time spent
well. Yet nationwide
of $5 billion. It further
with family and children,
commuting by public transit
states that this same level of
less leisure, and a decreased
declined 28% from 1970 to
serious delay is expected to
opportunity to renew one's
1980 and 1990 Census data
spread to 33 airports by 1997.
energy. On weekends, it
will likely show the trend
often means foregoing the
continuing downward. Yet
The picture of the weary,
opportunity of a leisurely
in most places, the money to
long-distance traveler
"Sunday drive" in order to
beef up public transpor-
collapsing at the end of his
avoid more traffic or to
tation has been lacking.
or her day, often portrayed
catch up with personal or
in commercials and movies,
household activities that can
The situation that
is all too real. We would do
no longer be fit into
characterizes ground
well to ask ourselves
workweek off-hours. These
transportation applies also
whether this weariness, so
losses are particularly felt in
to air travel. While
much of it caused by the
families where both parents
passenger air travel has
process of getting there, is
work and where the
doubled since airline
also sapping a significant
pressure to get home "on
deregulation in the 1970s,
share of our nation's energy.
time" to meet waiting
youngsters is extremely high.
In a recent U.S. General
Accounting Office survey of
business leaders in 13
metropolitan areas it was
found that about half indi-
cated that traffic conditions
affected their businesses in
terms of reduced produc-
tivity, poor punctuality and
morale, as well as increased
employee stress.
In many areas, improved
public transit could lessen
5
AASHTO
Between August 1987 and
More than 2,300 persons
While some speakers
Transportation
May 1988, in every part of
spoke up. They represented
studded their talks with
the United States, a group
every segment of American
statistics, the most dramatic
and Business
called the Advisory Com-
life and discussed
testimony came from people
mittee on Highway Policy,
transportation from every
who stated plainly and
established by AASHTO as
conceivable viewpoint.
simply how crucial the
part of Transportation 2020,
Dominant throughout all
linkage was. Here are just a
conducted a series of 65
these thousands of hours of
few examples:
public forums. The purpose
dialogue was the theme that
was to hear firsthand from
community and regional
community leaders about
economic health is utterly
their transportation
dependent upon sound ways
experiences and expectations.
to get there.
A spokesman for General Motors in Baltimore said that a key factor in a decision to
modernize the plant in Baltimore, rather than relocate, was the quality of highway access.
In Massachusetts, the phone company said its vehicle maintenance costs have
increased as street conditions have deteriorated.
In Minnesota, it was said that the state's roads were relied upon to convey 1.5 million
truckloads of farm and forest products to market in 1986.
A Colorado representative pointed out that the ski industry is a mainstay of that state's
economy and called highways the "lifeline" of that leisure industry.
An Alabaman said the southwest portion of his state was economically depressed
because of its poorly developed highways.
Finally, in Ohio, Colgate-Palmolive said that a new plant about to be opened would be
dependent upon receiving 30 rail cars full of raw materials from out-of-state points
each week and that any interruption in service for more than one day would force the
plant to close.
These statements-and
They demonstrate that our
President George Bush said
many, many others like
nation's economy is an
in March of 1990, as he
them-make graphically
intricate web of
unveiled a National
clear the fundamental truth
interdependencies made
Transportation Policy, "No
of transportation's
whole and strong by the
sector is more important to
indispensability to
system by which things and
the American economy than
commerce and industry.
people are moved.
transportation."
6
Going and Growing
APC
APL
48
APC
48
APLU
Now More Than
The President's statement
They envisioned a decline in
electronic linkages to tie
would probably have been
newspapers and other print
them to others.
Ever
true at any stage of our
media-a move to a society
nation's history. But it may
where most information
Such changes would also
have extra validity in the
came via home screens.
lessen demand on
1990s.
People, they said, would do
transportation and perhaps
most of their shopping
make it less important.
Almost 20 years ago, a
through their computers.
number of futurists foresaw
Banking would be done
But these predictions have
things otherwise. As they
electronically, and a
not come to pass.
viewed such technologies as
checkless society would
Computers, which were to
facsimile and satellite
emerge. Electronic transfer
have eliminated much use of
communications,
of information as well as
paper, seem instead to have
increasingly sophisticated
funds would also occur, and
generated more. While
use of computers and
teleconferences would come
some people do now work
telecommunications, they
to eliminate the need for
and shop at home
predicted that these new
most business travel. More
electronically and some
instruments of progress
and more people would
business travel has been
would lessen the role of
work at home, using
replaced by
older ones.
computer and other
teleconferencing, it is clear
7
AASHTO
that these small changes
of Federal Express and the
element into the
have produced no
many other entrants in the
production-distribution
revolution and have had no
overnight delivery market to
chain, the requirement for
appreciable effect on
see how the need for
"just-in-time" delivery.
transportation, where
efficient transportation has
demand rises year after year.
increased, not diminished.
This major innovation in the
way American industry does
The complexities and
In addition, and more
an increasing share of its
requirements of our new
importantly, the pressure on
business was described in a
Information Age have placed
corporate America to
recent report by the U.S.
new demands on traditional
become more efficient in the
Department of
institutions. One has only to
expanding global economy
Transportation:
look at the dramatic growth
has introduced a major new
Introduced first in Japan and now in use in U.S. manufacturing, "just-in-time"
production means that raw materials, parts, or other inputs do not arrive at a
production plant until immediately before they are needed for assembling the final
product.
This dramatically reduces the warehouse space and the cost associated with holding
inventory; it also places a premium on fast, frequent, and dependable transportation.
The "Big Three" U.S. automakers have been among the leaders in adopting
"just-in-time" manufacturing the railroads have introduced expedited trains and
special equipment [and] trucks, because of their smaller size and greater flexibility in
scheduling and routing, have been even more active in "just-in-time" service.
For example, every hour the new Chrysler assembly plant in Sterling Heights, Michigan,
electronically notifies a supplier located 60 miles away with an order for the seats the
plant will need four hours later. The supplier assembles the seats to fill the order and
they are delivered by truck within hours, to be installed in finished vehicles that same
working day.
A recent report by Apogee
numerous other examples of
reducing production costs
Research of Bethesda,
its application.
and speeding output,
Maryland, prepared for
transportation is more than
AASHTO, examines in detail
These examples show that in
just a single cog in a wheel
how transportation
terms of attracting and
but more resembles the
contributes to increased
holding skilled personnel,
entire wheel itself.
productivity in American
improving corporate
industry and provides
communications, and
8
Going and Growing
Global
It has become common
harmful. Compared to our
Boston. Both show that for
knowledge that economic
recent 0.7 percent growth,
every dollar invested in
Connections
growth in the United States
annual productivity has been
better streets, highways,
has in recent years been
leaping upward 2.9 percent
mass transit, airports and
trailing that of other
in West Germany and 3.1
other public facilities, a
leading nations and that a
percent in Japan. Canada,
significant portion will be
"competitiveness
the United Kingdom, and
returned in economic
problem" has emerged.
Italy have also forged
growth.
The reasons for this lag
ahead.
have been much debated,
"Quantitatively", Aschauer
but many fingers have
Why has U.S. productivity
says, "as much as 60
been pointed at the fact
slipped so?
percent of the productivity
that the efficiency with
slump in the United States
which the United States
Different experts have
can be attributed to
uses its resources-its
different answers, but Dr.
neglect of our core
rate of productivity-has
David Aschauer believes
infrastructure."
declined in recent
that much of the answer
decades. From a level of
lies in the United States'
Conversely, he states: "By
1.8 percent growth a year
having neglected its
reorienting our public
in the 1960s, it plummeted
investment in public
spending priorities so as to
to 0.8 percent in the 1970s
infrastructure.
upgrade and expand our
and in the 1980s tailed off
infrastructure, we can be
to 0.7 percent.
While Senior Economist at
confident we will heighten
the Federal Reserve Bank of
the productivity of our
The decline would be
Chicago, Dr. Aschauer
workforce and improve our
damaging in itself, but when
demonstrated a strong and
position in the increasingly
contrasted with the
positive link between
competitive international
performance of countries
"public capital" spending
marketplace."
with which we compete, it
and private sector
looms as particularly
productivity. As the one
In support of what millions
element rose during the
of Americans have
1950s and 1960s, so did the
concluded based on their
other-in direct tandem.
own daily experience, Dr.
As one began a sharp
Aschauer notes, "The
decline around 1970, its
reduction in productivity
course was tracked almost
caused by underinvestment
exactly by the other-
is easy to understand when
continuously, every year
one considers that the U.S.
through 1986.
Department of Trans-
portation estimates that in
His findings have been
1985 total vehicle delays on
bolstered by the studies of
the highway were in excess
Dr. Alicia Munnell of the
of 72 million hours."
Federal Reserve Bank of
9
AASHTO
Another way to view recent
it shows the number of
experiencing the effects of
Growth and the
transportation history is to
miles Americans drive. On
more than two decades of
consider how usage
the other, it tracks the amount
accumulated transportation
Future
compares with public
of public money invested in
underfunding.
investment. By this standard
U.S. roads and highways,
as well, the results are
adjusted for inflation to
Is it coincidental that while
discouraging.
reflect actual spending.
this gulf, which can be
similarly plotted for other
The most complete data is
We see from it that starting in
transportation modes, has
available on highway travel,
1950, when the great postwar
opened, American economic
which, as noted, accounts
highway era began, Americans
growth has declined?
for more than 80 percent of
increasingly took to the roads
all American travel. It too
and their investment in these
We think not.
lends weight to the Aschauer/
roads kept pace. But as we
Munnell contentions.
move along the graph, we see
With Aschauer, Munnell,
a sharp change taking place
and millions of others
It illustrates that, stripped to
about 1967. As miles traveled
recognizing how their own
essentials, the United States
increases the line repre-
personal and business
has engaged in a policy of
senting investment passes its
productivity has been
disinvestment in highways
peak and begins a steady,
impaired by transportation
since the late 1960s.
almost broken descent.
deficiencies, we believe the
Instead of increasing trans-
connection is undeniable. If
portation investment to meet
The graph shows visually
America is to strengthen its
increasing demand, it has
that for the last 20+ year a
economy, it must strengthen
sold transportation short.
great gulf has opened
its transportation
between our highway needs
system-and the sooner the
The graph below traces this
and our national investment.
better.
development. On one line,
The nation is now
280
260
Vehicle Miles Traveled by Capital Investment in Highways*
240
220
200
Index 1960 = 100
Vehicle Miles of Travel
180
160
140
120
Total Capital Spending
100
80
*Capital investment in highways was adjusted for inflation using appropriate structural and
60
gross national product deflators.
40
1951
1954
1957
1960
1963
1966
1969
1972
1975
1978
1981
1984
1987
Source: National Council on Public Works Improvement, Fragile Foundations: A Report on
America's Public Works (Washington, D.C., 1988), p. 139. Updated data were obtained from
Apogee Research, Bethesda, Maryland
10