Improving Efficiency and Equity in Transportation Finance
Ever since the widespread adoption of automobiles, the American highway system has generally been financed with tolls and fuel taxes (user fees). However, tolls have traditionally been costly and difficult to collect because of the need to construct toll plazas and staff them with salaried workers. In addition, revenues from fuel taxes have for three decades been rising more slowly than program costs as legislators become ever more reluctant to raise them to meet inflation. As a result, the burden of raising the funds for transportation programs is gradually being shifted to local governments and voter-approved initiatives that are, in most instances, not based on user fees. This policy brief outlines the complex series of relationships that define federal, state, and local roles in financing transportation systems. And it argues that continued reliance on user fees remains the most promising way to promote efficiency and equity in transportation finance.
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In recognition of the need to discuss a broad range of tools to address the transportation “funding gap,” the AASHTO Center for Excellence in Project Finance convened a forum on September 30, 2010, at the Capitol Visitor Center in Washington, DC, for members of Congress, Congressional staff, and transportation industry stakeholders.
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Unlocking Gridlock – Part 1 of a Series
Every 14 seconds another person is added to America’s population. A new baby arrives every eight seconds. A new immigrant arrives every 37 seconds. Between 2009 and 2010, 2.9 million people were born or arrived in the U.S., bringing our total to 308.4 million. America is a growing nation, adding the equivalent of the population of Canada every ten years.
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Unlocking Freight – Part 2 of a Series
America faces a freight transportation capacity crisis. Our highways, railroads, ports, waterways, and airports require investment well beyond current levels to maintain—much less improve—their performance. All systems are aging and stretched to capacity. The collapse of the economy in late 2008 temporarily reduced demand at seaports, and reduced truck and rail freight volumes. The time it takes for the economy to recover will give highway, rail, and port systems a breather before the capacity of the freight system will again constrain U.S. economic growth. During this period, decision makers will need to find a way to fund the improvements needed to improve the national freight system.
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Connecting Rural and Urban America – Part 3 of a Series
This report, the third in a series on the nation’s transportation capacity needs, focuses on the need to tap the economic might of rural America, be it through access to energy resources, tourism, or agriculture. It also identifies underserved cities whose future growth depends on Interstate access. Finally, it underscores the capacity improvements needed to ensure the nation’s security.
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Improving transportation efficiency through operational innovation is critical as our population grows and ages, budgets tighten and consumer preferences shift. Now, as Congress prepares to review and reauthorize the nation’s transportation program, an array of innovations that were either overlooked or did not exist at the time of previous authorizations can be incentivized.
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Charting the Course for the future of Interstate 95 in Pennsylvania
Current programmed capital projects can no longer meet the demands of aging infrastructure with traditional design and funding solutions. In order to accelerate reconstruction and rehabilitation, the Interstate 95 (I-95) Senior Advisory Group (SAG) was tasked to explore alternative approache.
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