The fifty states of the United States should
States solve – air travel reform
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- States solve infrastructure better – includes air transport
- States solve – freight
- States will find creative funding schemes.
- The federal government would overlook specific problems – states solve better
- States Can Fund Freight Infrastructure—New York Proves
States solve – air travel reformStates could handle air traffic controlPoole' 6 (Robert, Searle Freedom Trust Transportation Fellow and Director of Transportation Policy " Defederalizing Transportation Funding," Reason Foundation, October 1, 1996, http://reason.org/studies/show/defederalizing-transportation) The only truly federal role in aviation is ensuring safety and facilitating the modernization of the air traffic control system. The latter can best be accomplished by divesting ATC to a user-funded corporation, as 16 other countries have done. Airports should be defederalized; all sizes of commercial airports could make up for the loss of federal grants with modest per-passenger charges. States could decide whether to subsidize unviable general aviation airports. States solve infrastructure better – includes air transportCalifornia Government Code 12 (California Governmental Code Section 14000.6, February 13, 2012, “Government Code Section 14000-14000.6”, http://www.leginfo.ca.gov/cgi-bin/displaycode?section=gov&group=13001-14000&file=14000-14000.6, PS) 14000.5. The Legislature further finds and declares that the role of the state in transportation shall be to: (a) Encourage and stimulate the development of urban mass transportation and interregional high-speed transportation where found appropriate as a means of carrying out the policy of providing balanced transportation in the state. (b) Implement and maintain a state highway system which supports the goals and priorities determined through the transportation planning process, which is in conformity with comprehensive statewide and regional transportation plans, and which is compatible with statewide and regional socioeconomic and environmental goals, priorities and available resources. (c) Assist in the development of an air transportation system that is consistent with the needs and desires of the public, and in which airports are compatible in location with, and provide services meeting, statewide and regional goals and objectives. (d) Develop a rail passenger network consistent with the needs and desires of the public, and in which the location of rail corridors and their service characteristics are compatible with statewide and regional goals and objectives, except that nothing in this section shall be construed to discourage the development of passenger rail service by privately owned carriers. (e) Encourage research and development of technological innovation in all modes of transportation in cooperation with public agencies and the private sector. States solve – freightStates can adapt to plan and implement freight strategy better than uniform federal policiesCambridge Systematics 03 (transportation consultancy firm, created by four MIT professors, Requested by: American Association of State Highway and Transportation Officials (AASHTO), Best practices in statewide freight Planning, http://www.transportation.org/sites/planning/docs/nchrp33.pdf, PS ) Because the need for freight planning varies considerably from state to state, so too do the approaches states have taken to address these needs. There is no single model for a successful freight planning program. Instead, states mix and match freight planning techniques to create unique freight planning programs that are responsive to the needs of individual states. As shown in Table 2.1, states have taken many different approaches to address freight needs. As can be seen in Table 2.1, several states have undertaken different types of freight planning activities and some have developed successful, continuous freight planning programs. However, there are still several common issues and obstacles that state DOTs have had to address to more fully incorporate freight interests into their transportation planning programs. These issues are described under four broad categories: planning requirements, organizational and procedural issues, data and analytical tools issues, and resource issues. States will find creative funding schemes.Puentes ‘9 (et al, Robert Puentes – Senior Fellow @ Brooking’s Metropolitan Policy Program – Innovative State Transportation: Funding and Financing Policy Options for States – – January 05, 2009 – http://www.nga.org/files/live/sites/NGA/files/pdf/0901TRANSPORTATIONFUNDING.PDF) Each state is facing the challenges of rising demand and inadequate revenue to some degree. However, they each have unique needs and strategic goals and objectives. In states with less population and traffic density, certain user-fee solutions may not be as feasible as they would be in more densely populated states and regions. Governors are pursuing varied options to address these challenges, and states are pioneering new means of planning for and funding and financing transportation. Some states have worked to increase or index their motor fuel taxes to overcome purchasing power declines and to increase revenue for transportation projects. Some states also are increasing vehicle registration fees and looking to general fund revenues to fund transportation. More broadly, states are pursuing a number of innovative funding and financing options that also can help to reduce demand. Options that are discussed in this report include: • Debt financing strategies, including state infrastructure banks; • Tolling, vehicle miles traveled fees, congestion pricing, and other user fees; • Public-private partnerships that leverage private capital and expertise; and • Freight-specific strategies. The federal government would overlook specific problems – states solve betterLindsey et al. 11 (Christopher Lindsey, Jim LaBelle, Sheena Frève, Frank Beal, NUTC PhD Candidate, Selected to Attend 2011 Eno Leadership Development Conference “Metropolis Strategies, Developing Sound Freight Policies to Build the Illinois Economy”, May 2011, http://www.transportchicago.org/uploads/5/7/2/0/5720074/freve_final.pdf, PS) Like the rail freight industry, the trucking industry is privately owned and operated. However, unlike rail freight, the trucking industry operates on publicly owned infrastructure. Because of this arrangement, the funding needs of the highway freight system cannot be separated from the needs of highway passenger system. In addition, it is not possible within the scope of this report to identify how fees and taxes collected for highway investment are applied specifically to freight requirements. Though the argument can be made that highway freight benefits from general highway investments, it does not consider needs specific to truck mobility. Some concerns include geometric designs that are more accommodating to large trucks and the connectivity of truck routes to intermodal terminals. It is not apparent to what extent these concerns are considered in the IDOT project prioritization process. If specific amounts of money are not set aside each fiscal year for freight mobility improvements, they may go overlooked in favor of more passenger-oriented projects. States Can Fund Freight Infrastructure—New York ProvesDepartment of Transportation, 1999-2012 (Oversees federal highway, air, railroad, and maritime and other functions; components include the FAA, FHA, FRA, NHTSA. https://www.dot.ny.gov/divisions/operating/opdm/passenger-rail/rail-funding) The 2005 Rebuild and Renew New York Transportation Bond Act provided $135 million over five years for passenger rail, freight rail, and port capital improvements to preserve and/or improve service in the State's major trade and passenger travel corridors, including capacity, clearance, intermodal facilities, yards and other projects that enhance competitiveness and economic development. The Passenger and Freight Rail Assistance Program (PFRAP) is a multi-year freight and passenger rail funding program passed by the State Legislature. Funds are appropriated from general state revenues annually. Since 2003, funding from this program has been used for the annual subsidy which NYSDOT pays to Amtrak for operation of Adirondack service between Albany and Montreal, QUE. The balance of the annual appropriation is available to fund freight and passenger capital improvements. There is no local match requirement for this program. Directory: file -> view view -> Western Europe after wwii view -> Author study: paul fleischman view -> Qpa1 7ela study Guide view -> Arctic Oil/Gas Neg view -> November 1970 Approximately 150,000-500,000 deaths Bhola Cyclone Bangladesh view -> Grade Level: 6 Unit of Study: Caribbean glce view -> Citation: Duffield, Katy view -> Table of Contents Lesson # view -> Chinese Wind Energy Disad Download 327.41 Kb. Share with your friends:
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