Sitting the USDOT leadership in front of an audience has become a bit of a tradition each January. Most of the brass, sans Secretary LaHood, appeared en panel at the recent TRB annual convention. The policy and modal chiefs offered brief overviews as to what is on their plates. Here are notes from two that have particular relevance to MTS related policy.
Under Secretary for Policy Roy Kienitz covered the big item — the next surface transportation authorization bill. This year the Secretary’s office will pull together recommendations for the Obama White House to consider in preparing a package for Congress.
Roy stated the vision: A renewed sense of strong federal leadership in transportation centered on meeting national needs.
He defined national needs: safety, state of good repair, economic competitiveness, livability, and environ sustainability.
The department’s priorities: organizing programs around those needs and recommending ideas to congress.
The challenges he described: getting Americans excited about the vision and finding a politically acceptable way to pay for it.
David Matsuda, the Maritime Administration’s acting Administrator, is awaiting Senate confirmation. He offered his take on what is what is driving the need to develop a vision for the marine transportation system as it applies to nation’s economic competitiveness.
The Panama Canal widening has the potential to significantly alter land and water routes. Add to that potential changes relating to the use of the Suez, an Artic route, etc. In short, we’re facing a whole new freight delivery market.
The Federal government must play an active role such as help “coordinate” investments in port access and intermodal connectors. Few studies and data are available. MARAD is commissioning a study to fully explore the impacts of a widened canal on our transportation system.
David said the study outcome is expected to shape national policies and help assess the capacity of channels, connections, etc. He spoke of the need to factor in the capacity of port terminals and landside connections, the ingenuity of port authorities and terminal operators, and the competitive measures Canada and Mexico ports will take. To understand how fuel prices affect freight economics. And to identify marine highways to relieve surface congestion and move goods in a more energy efficient manner on the water.
There’s work to be done at the Department of Transportation. And plenty reason for the freight community to plug into it. Pbea