By Clifford Winston
In Last Exit Clifford Winston reminds us that transportation companies and infrastructure within the usa have been initially brought through inner most corporations. The case for next public possession and administration of the process was once susceptible, in his view, and the following he assesses the case for privatization and deregulation to significantly increase americans' delight with their transportation systems.
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Extra resources for Last Exit: Privatization and Deregulation of the U.S. Transportation System
Sample text
As of 2007 motorists accounted for roughly 50 percent of highway revenues, down from 60 percent ten years earlier and 70 percent shortly after the 1956 Interstate Highway Act created the interstate system. 5 Bonds make up the remaining difference. After providing an overview of highway policy, this chapter argues that the physical and financial problems plaguing the nation’s roads have been caused by public policies that have allowed the performance of the road 3. The society’s recommendation should be qualified because many of the investments it advocates would produce low returns and reflect special interests.
The challenges that such firms experience—as well as the challenges faced by new private entrants—should not be interpreted as indicating shortcomings of privatization and deregulation. Rather, they indicate the extent and depth of the inefficiencies that have developed under regulation and public ownership and management. 2 It would not be an overstatement to characterize public roads as the arterial network of the United States. Given the road system’s importance, the worsening strains on highway capacity and durability are troubling (National Surface Transportation Infrastructure Financing Commission 2008).
Indd 20 8/17/10 10:31 PM 2 Intercity Transportation under Partial Deregulation R egulatory reform—that is, partial economic deregulation—of interÂ�city passenger and freight transportation during the late 1970s and early 1980s significantly improved the efficiency of airlines, railroads, motor carriers, and buses by giving carriers greater operating freedom and stimulating industry competition (Morrison and Winston 1999; Meyer and Oster 1987). 2 In addition, they did not reform public infrastructure policies to ensure that each mode’s infrastructure would accord with carriers’ adjustments to deregulation.
