[Federal Register Volume 62, Number 3 (Monday, January 6, 1997)]
[Notices]
[Pages 785-790]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-139]
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DEPARTMENT OF TRANSPORTATION
Office of the Secretary of Transportation
[Docket No. OST-96-1188]
National Freight Transportation Policy
AGENCY: Office of the Secretary of Transportation, Department of
Transportation.
ACTION: Final Policy Statement.
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SUMMARY: The Department of Transportation is publishing a final policy
statement on freight transportation that establishes the most important
principles that will guide Federal decisions affecting freight
transportation across all modes. The aim of these guiding principles is
to direct decisions to improve the Nation's freight transportation
systems to serve its citizens better by supporting economic growth,
enhancing international competitiveness and ensuring the system's
continued safety, efficiency and reliability while protecting the
environment. We are maintaining Docket No. OST-96-1188 to receive
comments or suggestions that could be useful in preparing future
editions of this policy statement. It is our intention to update the
statement periodically as warranted by changing conditions and events.
EFFECTIVE DATE: January 6, 1997.
ADDRESSES: Submit written, signed comments to Docket No. OST-96-1188,
the Docket Clerk, U.S. Department of Transportation, Room PL-401, C-55,
400 Seventh Street, SW., Washington, DC 20590. All comments received
will be available for examination at the above address between 9:00
a.m. and 5:00 p.m., ET, Monday through Friday, except Federal holidays.
Those desiring notification of receipt of comments must include a self-
addressed, stamped envelope or postcard.
FOR FURTHER INFORMATION CONTACT: Mr. Carl Swerdloff, Office of
Economics, at (202) 366-5427, Office of the Secretary, 400 Seventh
Street, SW., Washington, DC 20590. Office hours are from 8:30 a.m. to
5:00 p.m. ET, Monday through Friday, except Federal holidays.
Summary of Written Submissions to the Docket
Written responses to the Notice of Proposed Policy (NPP) were
received
[[Page 786]]
from a total of 18 organizations representing a broad range of
governmental and private sector entities. Virtually all commented
favorably on the DOT's decision to prepare a freight transportation
policy, in response to the Intermodal Surface Transportation Efficiency
(ISTEA), which emphasized that freight transportation needed greater
attention by planning and development agencies, and because it would be
useful to State and local government to set out a framework for
addressing freight transportation issues. Some suggestions for
modifying the statement appeared in several submissions and are
discussed below.
Several commentors were critical of the NPP because it was at too
high a level of generality and that it was, therefore, of less utility
to those outside the Department seeking information on future Federal
priorities and programmatic or regulatory directions. Some thought that
the policy statement should expand upon the general principles and
include how the DOT would apply them in establishing strategic plans
for addressing national freight transportation requirements. Several
stated that the policy should, in fact, include specific actions the
DOT anticipated for improving the freight transportation system. On the
other hand, one commentor was concerned that the DOT's expressed role
in freight transportation infrastructure planning and development not
extend beyond general principles and broad national goals, leaving to
the States the responsibility for setting local priorities and
solutions that reflected local political and economic realities. The
policy statement and the principles presented are intended as guidance
for the development of more specific strategic action plans, proposals
or decisions by the DOT, Congress, and State and local governments. We
believe the policy principles presented in the statement describe, in
general, the role and responsibilities of the DOT in freight
transportation matters. In response to the comments that the policy
statement include actions the DOT anticipates for improving national
freight transportation, an addendum has been added to present examples
of such activities that are either underway or to be initiated in the
near term.
Several comments suggested that the NPP include greater attention
to multi-state, regional and local economic and transportation
differences that need to be taken into account in developing freight
transportation solutions. This issue was also raised in regard to the
general concern that as a nation we should address the growing demand
on our domestic freight transportation systems from international
trade. These commentors noted that the Federal Government should
consider these impacts on our transportation facilities as part of
future international trade agreements. The policy statement has been
revised to account for variability in State, regional and local
requirements and conditions that must be considered in applying these
policy principles.
The integrated nature of the Nation's transportation system,
freight and passenger, has been noted in the final policy statement in
response to a suggestion of one commentor.
Concern was expressed by some that although there is agreement with
the general goal of greater freight transportation efficiency, we
should, at the same time, understand that other important goals, such
as improved air quality and safety, present restraints that may not
allow for maximum efficiency in our freight transportation systems.
While this point is well taken, it applies to a number of the general
principles stated in the policy. Under varying circumstances or local
situations a number of the guiding principles can be in conflict,
necessitating trade-offs and compromises in reaching solutions that
satisfy all parties. We believe the original policy statement addressed
this point and that added discussion is unnecessary.
Several commentors questioned the policy principle that efficient
pricing systems are to be encouraged that reflect the full costs of
developing, maintaining and operating public transportation
infrastructure. They noted that this could lead to higher user costs or
be exploited by local governments as a source of general revenue. The
policy advocates the use of appropriate and efficient pricing which
does not include excessive charges for general revenue purposes. We
believe the principle, as presented, is correct and should be advanced.
A number of other wording changes have been made in response to
specific comments submitted to the docket. These changes are, for the
most part, for clarification or emphasis purposes and have not altered
the purpose or objectives of the principles as stated in the NPP.
Freight Transportation Policy Statement
I. Introduction
This statement of guiding principles for the Nation's freight
transportation system sets forth a DOT policy framework that will help
shape important decisions affecting freight transportation across all
modes. Our interest is to ensure the nation has a safe, reliable, and
efficient freight transportation system that supports economic growth
and international competitiveness both now and in the future, while
protecting and contributing to a healthy and secure environment. The
goal of this statement is to provide guidance for making the Nation's
transportation system serve its citizens better. To achieve this goal,
new partnerships must be formed among public agencies, the freight
transportation industries and shippers.
Highways, airports, rail facilities, ports, pipelines, waterways,
intermodal transportation, and the freight carriers and shippers they
serve all play a vital role in the Nation's economic health. The
integrated nature of the Nation's transportation facilities and
operations is an important feature that must be accounted for in the
establishment of principles and actions that are directed at improving
freight transportation. An efficient transportation system results in
lower production and logistics costs for U.S. firms and better prices
for consumers. In order to compete successfully in international
markets U.S. firms must be able to rely on an efficient domestic
freight transportation system that is effectively managed. The system
also must support achievement of other national goals by fostering
safe, effective, timely and environmentally sound freight
transportation that improves the quality of life for all U.S. citizens.
Effective freight transportation policy and planning must consider
that much of our transportation infrastructure is provided by the
different levels of government and that major portions are put in place
by private capital. The policy must allow for variations in State,
regional and local conditions, requirements and resources. Further, the
fusion of public and private investment creates economic opportunities
but also may raise regulatory conflicts, and both must be considered in
national freight policy and planning.
II. Recent Trends in Freight Movements
Freight moves on systems of increasingly integrated supply chains
and distribution networks operating in States and metropolitan areas,
as well as regionally, nationally, and internationally. Reliance on
just-in-time production and current inventory management practices have
increased the demand for more efficient and reliable freight
transportation. Shippers are increasingly rationalizing the mix of
[[Page 787]]
transportation, inventory, handling, and loss and damage costs,
striving to reduce their total logistics costs. They are using
increasingly fast, reliable transportation in place of large
inventories.
The productivity of freight transportation firms and their ability
to provide timely and reliable service depends not only on the
efficiency of individual modal systems and the effectiveness of the
laws and regulations under which they operate, but also on the
efficiency of intermodal facilities that govern the effectiveness of
their connections to one another. U.S. intermodal freight
transportation links the various modes to meet customers market needs
by providing integrated origin-to-destination service. It utilizes
advanced technologies and operating systems designed to enhance
productivity, reduce transportation costs, increase service speed and
quality for shippers and lower prices for consumers.
International freight movement takes advantage of the latest
innovations in the global marketplace that reduce cost and better serve
the customer. Customers are establishing global supply chains.
Innovations that are developed by individual carriers are copied by
others when results in savings or service are seen. The use of real-
time, interactive electronic data interchange, and vessel/asset sharing
agreements all provide more efficient and rapid transportation of
international freight movements.
Contractual regimes governing the movement of freight have been
established by the private sector which sometime result in conflicts
with public regulations and create impediments to the safe and
efficient operation of freight transportation. Government typically
regulates the safety, and environmental aspects of infrastructure and
equipment. It also may be appropriate for Government to facilitate
problem solving and provide technical assistance where private and
public sector requirements create barriers to safe and efficient
freight movement. Economic consequences are increasingly a matter of
market decisions by the private sector.
III. Principles of Federal Freight Transportation Policy
The following eight principles provide the basis for a Federal
freight transportation policy and describe the Federal role in freight
transportation:
1. Provide funding and a planning framework that establishes
priorities for allocation of Federal resources to cost-effective
infrastructure investments that support broad national goals.
2. Promote economic growth by removing unwise or unnecessary
regulation and through the efficient pricing of publicly financed
transportation infrastructure.
3. Ensure a safe transportation system.
4. Protect the environment and conserve energy.
5. Use advances in transportation technology to promote
transportation efficiency, safety and speed.
6. Effectively meet our defense and emergency transportation
requirements.
7. Facilitate international trade and commerce.
8. Promote effective and equitable joint utilization of
transportation infrastructure for freight and passenger service.
1. Provide funding and a planning framework that establishes priorities
for allocation of Federal resources to cost-effective infrastructure
investments that support broad national goals.
Enactment of ISTEA, with its requirement for greater emphasis on
intermodal and freight policy issues, marked a new era in
transportation investment decision-making. The transportation planning
process has become increasingly important. Metropolitan and State
officials are now encouraged to include major freight distribution
issues in their planning processes. They are also urged to work with
carriers and industry to find ways for improving the efficiency of
freight movements while protecting the environment. Thus, the
transportation planning procedures adopted in ISTEA are aimed at an
improved approach to developing freight transportation policy at all
levels of government.
While much of the surface transportation infrastructure is provided
by the private sector (e.g., rail freight facilities, waterside and
truck terminals, oil and gas pipelines), much of the infrastructure
would not be built or maintained without public financial support that
is affected by Federal policies. Private facilities are often dependent
on public investment for their effectiveness, (e.g., waterside
terminals that require public channels, etc.). Federal participation
may be appropriate when infrastructure investment projects have a
national or regional significance or when Federal involvement may
facilitate the resolution of a freight transportation problem. The
value of a particular transportation facility is often dependent on the
existence and effectiveness of a regional or national network that is a
Federal concern and responsibility.
In cooperation with DOT and other Federal agencies, the Office of
Management and Budget (OMB) has established guidelines for the economic
analysis of Federal infrastructure investments.\1\ The guidelines apply
rigorous cost-benefit standards to all proposed investments, including
a provision that requires the measurement of costs and benefits over a
project's life-cycle. The OMB guidelines also encourage, when
appropriate, private sector participation in infrastructure projects
and more cost-effective State and local infrastructure investment
programs.
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\1\ Executive Order 12893, ``Principles for Federal
Infrastructure Investments,'' Federal Register, Volume 59, No. 20,
January 31, 1994.
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2. Promote economic growth by removing unwise or unnecessary regulation
and through the efficient pricing of publicly financed transportation
infrastructure.
Although freight transportation services are provided almost
exclusively by the private sector, the Federal Government plays an
essential role in maintaining competition in the transportation
marketplace and in protecting the public from unsafe and
environmentally damaging transportation operations. By promoting
competition, Federal policies can help to foster an environment that
encourages improvements and changes that reduce transportation and
logistics costs. National objectives for the freight transportation
system can be addressed through Federal activities such as the
deregulation of entry and ratemaking in the trucking and air cargo
industries, in order to foster an effective, competitive freight
transportation environment.
As the logistical requirements of businesses become more complex,
some shippers and transportation providers will rely increasingly on
intermodal services. Such services should not be hindered by artificial
constraints. Physical and institutional barriers that impede the flow
of freight from one mode of transportation to another should be
eliminated. The elimination of physical and operational barriers to
freight intermodal operations is primarily the responsibility of
transportation carriers, shippers, and State and local government. The
Federal Government, however, may take action to improve inadequate
public infrastructure to support essential freight intermodal
operations or to reduce legal and regulatory barriers such as those
that until 1996 impeded
[[Page 788]]
railroad ownership of barge and trucking companies. The Federal
Government may also encourage State and local governments to take
necessary action, or in extreme cases even preempt them, in order to
reduce statutory impediments to intermodal transportation.
The prices charged for public sector transportation facilities and
services determine whether they are used efficiently. Public facilities
costs that are not included in the transportation rates paid by
shippers may lead to inefficient use of the Nation's limited
transportation resources. Whenever feasible, fees and taxes adequate to
cover the cost of building, operating, and maintaining public
infrastructure facilities should be recovered from the parties that use
and benefit from them. However, fees that exceed the cost of providing
freight services will adversely affect the efficiency and effectiveness
of the transportation system and should be avoided.
Federal actions must be evaluated not only for their short-term
impacts but for their longer-term consequences for maintaining viable,
competitive, multimodal freight transportation to serve the Nation.
Therefore, freight regulatory and investment policies must take into
account the linkages between freight transportation performance and
economic performance at the local, regional, national, and
international levels both today and in the future. The DOT has
completed a comprehensive assessment of its regulations as part of the
National Performance Review. It will reexamine its policies, programs,
and regulations periodically to assess their effectiveness and whether
they should be continued.
3. Ensure a safe transportation system.
Making the transportation system safer is a critical Federal policy
objective. Because the marketplace alone may not be effective in
producing an acceptable level of public safety, the Federal Government
will continue to promote transportation safety through regulation;
through enforcement, engineering and education; and through support of
voluntary compliance efforts by industry. Success in maintaining and
improving the safety of our freight transportation networks requires
the cooperation of each level of government and the private sector.
The Federal Government will continue to support safety research and
the dissemination of information related to safety. The DOT will
continue to support activities to improve the information base needed
to monitor the safety performance of all freight transportation modes
including the full social costs of accidents. Federal research will
focus on the causes of transportation accidents: the role of truck,
rail, aircraft, and vessel design and performance in accidents and
their solutions, as well as the contribution of human factors and
infrastructure design. The Federal Government will also continue to
work with the private sector on a cooperative basis, to ensure that
proven safety advances are rapidly incorporated into practice,
especially when substantial public benefits will result from their
adoption.
4. Protect the environment and conserve energy.
Responsible environmental protection is another important Federal
policy objective and, like transportation safety, environmental
protection requires the cooperation of all levels of government and the
private sector. The total social costs of environmental degradation are
not borne by the transportation users (e.g., the social costs
associated with pollution are not reflected in the costs incurred by
the users or prices charged for transportation services). Thus, the
Federal Government plays, and must continue to play, an important role
in reducing these social costs and ensuring that they are more
accurately reflected in the price of transportation services through
appropriate regulation or modifications to existing programs. In
addition, the Federal Government will continue to support research and
technology development that is directed at increasing transportation
productivity while maintaining environmental protection.
In pursuing its environmental protection objective, the Federal
Government needs to continue to assess the impacts of environmental
regulation on the performance of transportation operations and will
work with the private sector and the environmental community to
implement appropriate environmental protection measures and
technologies in a cost effective and environmentally sound manner. The
Federal Government will seek to develop regulations that contain
performance based rather than technology specific standards or criteria
so as to permit industry flexibility and innovation in meeting
regulatory requirements. DOT will continue working to promote and
develop techniques for conserving energy and for better quantifying the
social costs of environmental and community degradation.
5. Use advances in transportation technology to promote transportation
efficiency, safety and speed.
Application of advanced technology in the transportation system
offers significant opportunities to improve its safety, efficiency,
capacity, and productivity.
Private firms invest in advanced communication, navigation,
surveillance, and information technologies which improve the efficiency
of their operations. These advanced technologies facilitate the
movement and tracking of goods and vehicles as well as the exchange of
information among carriers and their customers in the intermodal
transportation system. They also offer tools for strengthening
intermodal connections. Public and private investments for applying
these advanced technologies to the air, highway, marine, and rail
infrastructures have improved the overall efficiency of the
transportation system.
DOT's Federal role in research and development of technologies is
to promote the efficiency and safety of the national transportation
system and to support the application of technologies in the movement
of freight. Specifically, DOT provides leadership for the interagency
coordination of Federal transportation research. This includes
maintaining close dialogue with the private sector and State and local
governments to ensure that DOT research funding reflects the priorities
of freight transportation users and providers. DOT will coordinate
Federally funded research to ensure that there is no redundancy. DOT
will maintain a leadership role in development of an intermodal
research framework.
Advances in information technology are having a dramatic effect on
transportation requirements and the planning of future capacity
investments. DOT works with the private sector to facilitate
communications across modes for intermodal compatibility of technology
applications, such as Global Positioning Systems (GPS) and Geographic
Information Systems (GIS). DOT coordinates with other Federal agencies,
such as the Department of Defense and the National Oceanic and
Atmospheric Administration, to ensure that underlying data (such as
weather and positioning information) required as input to these various
systems continue to be available.
DOT will continue to work closely with the freight industry to
ensure that the United States is well represented in
[[Page 789]]
international transportation technology and standards forums.
6. Effectively meet defense and emergency transportation requirements.
Recent changes in our Nation's defense strategy and the downsizing
of the U.S. military establishment have increased the need for
effective deployment of those forces in times of a national emergency.
They have emphasized the need for rapid deployment of large numbers of
people and large amounts of material on short notice. Similarly, when
natural disaster strikes, a high-quality, multimodal transportation
system is critical to ensuring the safety of the affected population
and the ability of local, State and Federal officials to start
rebuilding devastated communities. Deploying personnel, equipment, and
supplies through the air, over land or on the seas, requires well-
planned, maintained, and sufficient alternative transportation systems
and facilities for both the military mission and disaster relief
operations.
The Department of Defense has adopted policies that will require
greater use of civilian transportation resources in meeting its
transportation needs. The Nation's freight transportation operators,
therefore, have an essential role to play in the mobilization and
deployment of personnel, equipment, and supplies in the event of a
national emergency or a natural disaster. The DOT will continue to work
with the Department of Defense, other Federal agencies, and the
transportation community to identify short- and long-term national
defense and emergency transportation requirements and to ensure that
the transportation system can meet those requirements.
7. Facilitate international trade and commerce.
To retain and enhance the Nation's competitive position and its
economic vitality, domestic firms must have access to foreign markets
through an efficient transportation system. A competitive international
transportation industry requires highly efficient connections to and
within the domestic transportation system. Where international trade
agreements are being negotiated, as in the case of the North American
Free Trade Agreement (NAFTA) and the World Trade Organization (WTO),
regulatory policy decisions that primarily affect international freight
movements will also take into account their implications for domestic
freight operations and competition as well as the interests of States
and localities affected by such policy decisions. Government can
provide new opportunities for American exporters by leading trade
negotiations with the European Union, with other industrialized
countries, and with emerging markets, such as those in Asia and Latin
America, and by providing technical assistance programs to promote
American transportation and infrastructure technologies.
8. Promote effective and equitable joint utilization of transportation
infrastructure for freight and passenger service.
The efficient use of the Nation's transportation infrastructure may
require the joint use of facilities by freight and passenger transport
operators. When appropriate, the Federal Government, in conjunction
with State and local agencies and the private sector, will support the
equitable sharing of transportation facilities and infrastructure and
reasonable compensation for their use.
Potential safety problems and reduced freight transportation
operations efficiency may arise from the sharing of facilities. These
concerns should be taken into account in policy initiatives that
address the joint use of facilities. The DOT will continue to support
research in this area and will encourage transportation firms to adopt
new technologies and operating practices that would reduce the adverse
consequences that may arise from the joint use of facilities.
Addendum
The following is a list of near term DOT initiatives that may have
significant implications for freight transportation. They are
representative of a much larger number of activities underway or
anticipated by the DOT that will improve the safety, efficiency,
reliability and environmental performance of the freight systems
consistent with the guiding principles presented in this policy
statement. Included are development, operating, research and regulatory
activities that affect individual as well as intermodal freight
systems, and the cooperation of public and private entities.
ISTEA Reauthorization: The Intermodal Surface Transportation
Efficiency Act of 1991 expires at the end of fiscal year 1997, and the
DOT has completed its outreach and analysis effort and is in the
process of developing the Administration's proposal for
reauthorization. The central elements of ISTEA--strategic
infrastructure investments, intermodalism, flexibility,
intergovernmental partnerships, a strong commitment to safety, and
enhanced planning--have been well received and successful and should be
preserved. The goal for reauthorization is to develop a proposal for
the next century that allows our Nation to preserve our competitive
advantage throughout the world and maintain the well being of our
citizens. There are a number of freight transportation issues that are
being considered, including:
Increased Funding Flexibility: Alternatives are under study for
increasing the flexibility for use of Federal funds for projects that
improve the connectivity of freight transportation systems and for the
development or improvement of freight terminals that serve more than a
single mode of transportation.
Truck Size and Weight Regulation: The DOT is currently conducting a
comprehensive analysis of the effects of changing current truck size
and weight regulations on safety, transportation costs, modal
competition, and environmental and energy impacts. The results of this
effort, which should be completed in early 1997, will be reported to
the Congress and used in the evaluation of any proposed changes to
current truck size and weight regulations. The range of alternatives
being studied include maintaining the status quo, increasing individual
State regulatory authority over truck size and weight limits, and
increasing Federal responsibility in establishing greater national
uniformity.
Highway Cost Allocation Study: The Department is conducting an
analysis of the responsibility of highway user groups for both the
direct and external costs of the highway program as well as alternative
methods for collecting revenues from users. This study, which should be
completed in 1996, will provide an analytic capability to evaluate
alternative highway user tax and other revenue collection options that
may arise in ISTEA reauthorization, including the cost responsibility
of the heavy combination vehicles.
National Highway System (NHS): Programs that provide national
connectivity, increase the capacity of the system and improve the flow
of traffic, such as the National Highway System and its intermodal
connectors, will be continued. The NHS, approximately 160,000 miles of
major roads, represents only 4 percent of the total mileage but carries
75 percent of heavy truck traffic. All major rail-truck intermodal
facilities will be connected to the NHS.
Border Crossings: We are concerned about the special trade-related
[[Page 790]]
transportation needs of certain areas of the country, particularly
along the Mexican and Canadian borders and the North-South corridors
that serve them, that will facilitate trade resulting from NAFTA.
Programs will be considered that are designed to improve the flow of
trade and traffic across the borders.
Intelligent Transportation Systems (ITS): Consideration is being
given to investments in ITS technologies that hold the promise of
increasing the carrying capacity and efficiency of our current
infrastructure. ITS is expected to increase the capacity of our
transportation system at a fraction of the cost of traditional
infrastructure building. ITS also is expected to provide substantial
safety and environmental benefits. One major element of this program--
particularly focused on freight transportation--is the Commercial
Vehicles Information System and Networks (CVISN) which will develop
standards and protocols to allow freight carriers to electronically
exchange information required by regulatory authorities using
commercially available communications infrastructure. The goal of the
CVISN is to provide greater compatibility of the information systems
owned and operated by state/local governments, carriers, and other
stakeholders.
Rail-Highway Grade Crossings: The current program under ISTEA will
be considered for continuation as part of the reauthorization effort.
The program provides funds for rail-highway grade crossing improvements
and for the conduct of studies and dissemination of information on
better grade crossing designs and construction safety measures that
will, in part, improve the safety performance of the freight
transportation system .
Implementation of the NAFTA Agreement: We will continue working
with our Canadian and Mexican partners to improve the safety,
efficiency, and productivity of freight transportation among the three
nations while protecting U.S. safety standards, including the
improvement of enforcement of cross-border truck safety requirements.
Deploy Global Positioning System for Transportation Purposes: The
DOT is the designated lead agency for all Federal civil GPS matters and
will coordinate the development and implementation of Federal
augmentation measures to the basic GPS for civil transportation
applications. We will coordinate activities to minimize cost and
duplication. The DOT will work to augment GPS to: improve aviation
navigation during adverse weather conditions and increase airways
capacity and efficiency; facilitate railroads' ability to implement
positive train control systems increasing safety and capacity; be a
component of the Intelligent Transportation System (ITS) reducing
congestion and improving railroad grade crossing safety; improve harbor
approach and intra-harbor safety nationwide and track movement of
tankers through Prince William Sound; improve safety and efficiency of
ships moving through the St. Lawrence Seaway and Panama Canal; and more
rapidly locate and respond to motor vehicle accidents, hazardous
materials spills and vessels in distress.
Pipeline Risk-based Programs: The DOT will continue the examination
of gas and hazardous liquid pipeline regulations to incorporate up-to-
date technology and to more fully incorporate risk-based factors in the
prioritization and selection of safety requirements.
Conclude Additional International Aviation Agreements: We will
continue efforts to reach new agreements with other nations that open
new and improved opportunities for U.S. airlines in international
passenger and air cargo markets, and strengthen and expand the
competitive international aviation marketplace.
Shipyard Revitalization Initiative: Assist efforts within the
shipbuilding and repair industry to compete internationally by helping
firms convert from defense to civilian markets. This includes ensuring
fair international competition, improving competitiveness through
technology transfer and applied research, eliminating unnecessary
regulations, financing ship sales for both export and U.S. flag
operations, and assisting in international marketing.
National Dredging Policy: We are implementing the report of the
Interagency Working Group on the Dredging Process, by working with
Federal and State agencies to resolve impediments to dredging projects
that are necessary to maintain shipping channels in the major U.S.
ports.
Voluntary Intermodal Sealift Agreement: We will continue
development of this program in partnership with U.S. flag carriers and
the Department of Defense to achieve agreement from carriers to commit
intermodal sealift capacity in time of war or national emergency and to
maximize DOD's use of the U.S. maritime industry's intermodal capacity.
Issued in Washington, DC on December 27, 1996.
Federico Pena,
Secretary of Transportation.
[FR Doc. 97-139 Filed 1-3-97; 8:45 am]
BILLING CODE 4910-62-P
