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Harbor Dredging: Issues and Historical Funding [Updated November 6, 2019]
From the Document: "Congress is debating whether to support increased funding for dredging to better maintain harbor channel depths and widths. A bill passed by the House (H.R. 2440) seeks to boost dredging activity by utilizing more of the collections from a port tax levied to fund harbor maintenance. However, it is not clear whether the additional funding would increase the volume of material dredged from U.S. harbors, as a variety of factors affect the cost and performance of harbor dredging. In contrast to the House bill, in S. 2470 the Senate Committee on Appropriations recommends a Gulf Coast demonstration program addressing concerns about dredging cost and availability. According to S.Rept. 116-102, among other goals, the program should reduce the number of contract solicitations that lead to no bids or bids that are more than 25% higher than the government cost estimate and should reduce the cost per cubic yard for hopper dredge contracts."
Library of Congress. Congressional Research Service
Frittelli, John
2019-11-06
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Federal Freight Policy: In Brief [February 5, 2016]
"The U.S. freight system is a complex network including four principal modes of transportation: (1) The National Truck Network comprises 209,000 miles of highways that can accommodate large trucks, including the 47,000-mile Interstate Highway System. (2) Railroads, largely in private ownership, carry freight on 140,000 miles of track. (3) Barge and ship lines utilize 12,000 miles of shallow-draft inland waterways and about 3,500 inland and coastal port terminal facilities. (4) Air carriers provide cargo service to more than 5,000 public use airports, including more than 100 airports that handle all-cargo aircraft. About two-fifths of freight within the United States, measured in ton-miles, moves by truck, and another two-fifths moves by rail. About 9% moves by multiple modes. Trucking accounts for almost three-quarters of freight movement when measured in either tons or cargo value. Air freight has an exceptionally high value to weight ratio, and 30% of the nation's exports (by value) move this way. Waterborne freight accounts for 7% of domestic tonnage, but almost 20% of import and export tonnage."
Library of Congress. Congressional Research Service
Frittelli, John
2016-02-05
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Trespassing: The Leading Cause of Rail- Related Fatalities [February 2, 2018]
"Train derailments or collisions are often well-publicized events and receive significant attention from policymakers seeking to reduce their reoccurrence. Less attention has been devoted to trespassing, although it is a much greater cause of rail-related fatalities than derailments and collisions combined. Since 2005, over three-fifths of deaths in rail incidents have been pedestrian trespassers, and vehicle-train accidents at railroad grade crossings account for nearly one-third (see Figure 1; note that the trespassing deaths in the figure do not include suicides)."
Library of Congress. Congressional Research Service
Frittelli, John
2018-02-02
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Trespassing: The Leading Cause of Rail-Related Fatalities [August 15, 2017]
"Train derailments or collisions are often well-publicized events and receive significant attention from policymakers seeking to reduce their reoccurrence. Less attention has been devoted to trespassing, although it is a much greater cause of rail-related fatalities than derailments and collisions combined. Since 2005, over three-fifths of deaths in rail incidents have been pedestrian trespassers [...]."
Library of Congress. Congressional Research Service
Frittelli, John
2017-08-15
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Surface Transportation Program Reauthorization Issues for Congress [May 7, 2014]
"The authorization for federal spending on highway and public transportation programs, as well as surface transportation safety and research and some rail programs, expires September 30, 2014. The existing authorization, the Moving Ahead for Progress in the 21st Century Act (MAP-21; P.L. 112-141) was a two-year bill, funding FY2013 and FY2014. Nearly all the funding for highways and most of the funding for public transportation is drawn from the highway trust fund (HTF). However, the motor fuel taxes that are the main source of HTF revenue no longer raise enough money to support the programs Congress has authorized. Congressional Budget Office projections indicate that the shortfall between revenues and outlays will average roughly $15 billion annually from FY2015 through FY2020. MAP-21 made up the most of the difference between motor fuel tax revenue and spending authorization by transferring money from the Treasury general fund to the HTF. As Congress considers surface transportation reauthorization, the funding shortfall is the major issue framing the debate. The alternatives will involve choices among raising motor fuels taxes, cutting spending, finding other revenue sources for the HTF, approving further transfers from the general fund, and seeking to increase private investment in surface transportation infrastructure. MAP-21 made major changes in the program structure for both highways and public transportation. Some of the changes were designed to increase program efficiency by requiring performance measurement and streamlining project development. As these changes are recent, their effectiveness may be difficult to evaluate."
Library of Congress. Congressional Research Service
Luther, Linda G.; Canis, Bill; Frittelli, John . . .
2014-05-07
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Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues [July 21, 2014]
"New sources of crude oil from North Dakota, Texas, and western Canada have induced new routes for shipping crude oil to U.S. and Canadian refineries. While pipelines have traditionally been the preferred method of moving crude overland, they either are not available or have insufficient capacity to move all the crude from these locations. While rail has picked up some of this cargo, barges, and to a lesser extent tankers, also are moving increasing amounts of crude in domestic trade. The rather sudden shift in transportation patterns raises concerns about the safety and efficiency of oil tankers and barges. The United States now imports less oil than five years ago by oceangoing tankers, while more oil is moving domestically by river and coastal barges. However, the Coast Guard still lacks a safety inspection regime for barges similar to that which has long existed for ships. The possibility of imposing an hours-of-service limit for barge crews as part of this regime is controversial. Congress called for a barge safety inspection regime a decade ago, but the related rulemaking is not complete. The Coast Guard's progress in revamping its Marine Safety Office is a related issue that Congress has examined in the past."
Library of Congress. Congressional Research Service
Frittelli, John
2014-07-21
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Status of Mexican Trucks in the United States: Frequently Asked Questions [January 3, 2014]
"In the North American Free Trade Agreement (NAFTA), which took effect in January 1994, the United States and Mexico agreed to allow each other's trucks to carry goods across the border to make deliveries anywhere inside their respective countries. This provision was controversial in the United States, and a trial program begun in September 2007 by the George W. Bush Administration was defunded by Congress in March 2009. Mexico imposed tariffs on certain U.S. goods in response to the program's termination, as permitted by NAFTA. After bilateral negotiations, the Obama Administration announced a new pilot program to allow long-haul Mexican trucks into the United States in April 2011. The first Mexican truck with long-haul operating authority crossed the border in October 2011. This report answers frequently asked questions about the pilot program permitting Mexican trucks into the United States."
Library of Congress. Congressional Research Service
Frittelli, John
2014-01-03
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Positive Train Control (PTC): Overview and Policy Issues [December 9, 2013]
"The Rail Safety Improvement Act of 2008 (RSIA08) requires implementation of positive train control (PTC) on railroads which carry passengers or have high-volume freight traffic with toxicor poisonous-by-inhalation hazardous materials. PTC is a communications and signaling system that has been identified by the National Transportation Safety Board (NTSB) as a technology capable of preventing incidents caused by train operator or dispatcher error. PTC is expected to reduce the number of incidents due to excessive speed, conflicting train movements, and engineer failure to obey wayside signals. It would not prevent incidents due to trespassing on railroads' right-of-way or at highway-rail grade crossings, where the vast majority of rail-related fatalities occur. Under RSIA08, PTC is required on about 60,000 miles of railroad track by December 31, 2015. Many railroad companies are uncertain of their ability to fully implement PTC by this deadline. The Federal Railroad Administration (FRA) estimates full PTC implementation will cost approximately $14 billion. Although the larger freight railroads are well along in planning for PTC, some smaller railroads and commuter lines have not yet identified sources of funding for implementation. PTC uses signals and sensors along the track to communicate train location, speed restrictions, and moving authority. If the locomotive is violating a speed restriction or moving authority, onboard equipment will automatically slow or stop the train. A more expansive version of PTC, called communications-based train control (CBTC), would bring additional safety benefits plus business benefits for railroad operators, such as increased capacity and reduced fuel consumption. However, CBTC is not currently being installed by any U.S. railroad, due to the additional cost and to uncertainty about implementation of PTC before the 2015 deadline."
Library of Congress. Congressional Research Service
Frittelli, John
2013-12-09
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Federal Freight Policy: In Brief [December 16, 2013]
"The federal government does not have a direct role in freight infrastructure planning and project development. Decisions about investment in public freight-oriented infrastructure are made by state departments of transportation (state DOTs), metropolitan planning organizations (MPOs), and state or local entities such as port authorities. Private infrastructure decisions, such as construction of new railroad yards, are largely made by the companies themselves. Congress has long been concerned that state and local institutions have difficulty providing a comprehensive approach to improving freight movement: unlike commuter trips, which generally begin and end within a metropolitan area, freight trip lengths often exceed the jurisdiction of a single MPO or even a state, so action to relieve a freight bottleneck in one jurisdiction may merely shift the problem to another. Allocating resources to freight at the federal level is difficult politically, for two reasons. First, it entails concentrating federal dollars in relatively few geographic areas. According to the American Trucking Associations, just 5% of the U.S. road system carries 75% of the nation's truck traffic. One-third of all rail traffic passes through Chicago, and while there are more than 40 U.S. container ports, 90% of the volume of containerized imports and exports is handled at just 10 ports. Second, federal funding decisions in freight transportation have the potential to create winners and losers. For example, a federal expenditure to deepen one harbor but not another could shift the flow of freight and the location of business investments and jobs."
Library of Congress. Congressional Research Service
Frittelli, John
2013-12-16
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H.R. 3080 and S. 601: Side-by-Side Comparison of Selected Provisions [January 15, 2014]
"This report provides a side-by-side analysis of selected provisions of House-passed H.R. 3080, the Water Resources Reform and Development Act of 2013 (WRDDA 2013), and Senate-passed S. 601, the Water Resources Development Act of 2013 (WRDA 2013). Both bills represent omnibus legislation for Army Corps of Engineers (Corps) water resources activities. On October 31, 2013, the Senate took up H.R. 3080, and replaced the text passed by the House with the text of S. 601 as passed by the Senate. The Senate insisted on its amendment and requested a conference. While the House and Senate versions of H.R. 3080 are the basis for conference, this report compares H.R. 3080 as passed by the House and S. 601 as passed by the Senate, which is identical to the Senate version of H.R. 3080. […] During the bills' consideration, Members expressed frustration with how long Corps projects take. Many Members have also expressed interest in authorizing new projects and deauthorizing older unconstructed projects. Some Members want more prominent nonfederal roles. Others support more funding for harbor maintenance and improved inland waterway construction. H.R. 3080 and S. 601 would address these issues, but often using different means. The earmark debate and concerns about congressional roles also shaped each bill's approach. The Administration provided comments during congressional deliberations; the most recent was a December 2013 letter from the Assistant Secretary of the Army, Civil Works (ASA), to the conferees."
Library of Congress. Congressional Research Service
Carter, Nicole T.; Frittelli, John; Luther, Linda G. . . .
2014-01-15
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Surface Transportation Program Reauthorization Issues for Congress [March 10, 2014]
"The authorization for federal spending on highway and public transportation programs, as well as surface transportation safety and research and some rail programs, expires September 30, 2014. The existing authorization, the Moving Ahead for Progress in the 21st Century Act (MAP-21; P.L. 112-141) was a two-year bill, funding FY2013 and FY2014. Nearly all the funding for highways and most of the funding for public transportation is drawn from the highway trust fund (HTF). However, the motor fuel taxes that are the main source of HTF revenue no longer raise enough money to support the programs Congress has authorized. Congressional Budget Office projections indicate that the shortfall between revenues and outlays will average roughly $16 billion annually from FY2015 through FY2020. MAP-21 made up the most of the difference between motor fuel tax revenue and spending authorization by transferring money from the Treasury general fund to the HTF. As Congress considers surface transportation reauthorization, the funding shortfall is the major issue framing the debate. The alternatives will involve choices among raising motor fuels taxes, cutting spending, finding other revenue sources for the HTF, approving further transfers from the general fund, and seeking to increase private investment in surface transportation infrastructure. MAP-21 made major changes in the program structure for both highways and public transportation. Some of the changes were designed to increase program efficiency by requiring performance measurement and streamlining project development. As these changes are recent, their effectiveness may be difficult to evaluate."
Library of Congress. Congressional Research Service
Kirk, Robert S.; Mallett, William; Peterman, David Randall . . .
2014-03-10
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U.S. Rail Transportation of Crude Oil: Background and Issues for Congress [February 6, 2014]
"The rapid expansion of North American oil production has led to significant challenges in transporting crudes efficiently and safely to domestic markets--principally refineries--using the nation's legacy pipeline infrastructure. In the face of continued uncertainty about the prospects for additional pipeline capacity, and as a quicker, more flexible alternative to new pipeline projects, North American crude oil producers are increasingly turning to rail as a means of transporting crude supplies to U.S. markets. According to rail industry officials, U.S. freight railroads are estimated to have carried more than 400,000 carloads of crude oil in 2013 (roughly equivalent to 280 million barrels), compared to 9,500 carloads in 2008. Crude imports by rail from Canada have increased more than 20-fold since 2011. While oil by rail has demonstrated benefits with respect to the efficient movement of oil from producing regions to market hubs, it has also raised significant concerns about transportation safety and potential impacts to the environment. […] Legislation introduced in Congress following the Lac Mégantic disaster would require railroads to have at least two crew members aboard all trains. In addition, policymakers are discussing regulatory changes involving tank car design, prevention of derailments, and selection of preferred routes for transporting oil by rail."
Library of Congress. Congressional Research Service
Frittelli, John; Parfomak, Paul W.; Ramseur, Jonathan L. . . .
2014-02-06
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H.R. 3080 and S. 601: Comparison of Select Provisions and Conference Developments [May 19, 2014]
"Conference report H.Rept. 113-449 would resolve differences between H.R. 3080, the Water Resources Reform and Development Act of 2013 (WRRDA 2013), and S. 601, the Water Resources Development Act of 2013 (WRDA 2013). Both bills represented omnibus authorization legislation for water resource activities, principally associated with the U.S. Army Corps of Engineers (Corps)."
Library of Congress. Congressional Research Service
Carter, Nicole T.; Stern, Charles V.; Frittelli, John . . .
2014-05-19
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Water Resources Reform and Development Act of 2014: Comparison of Select Provisions [July 14, 2014]
"The Water Resources Reform and Development Act of 2014 (WRRDA 2014, P.L. 113-121) became law on June 10, 2014. The conference report, H.Rept. 113-449, resolved differences between H.R. 3080, the Water Resources Reform and Development Act of 2013 (WRRDA 2013), and S. 601, the Water Resources Development Act of 2013 (WRDA 2013). Both bills represented omnibus authorization legislation for water resource activities, principally associated with the U.S. Army Corps of Engineers (Corps)." This Congressional Research Service Report contains the following contents: 1) WRRDA Conference Report Developments; 2) Comparison of H.R. 3080, S. 601, and Conference Report; 3) Expediting Studies, Environmental Reviews, and Permits; 4) Expanding Project Delivery and Finance Opportunities; 5) Authorizing Projects and Managing Subsequent Authorizations; 6) Investing in Navigation; 7) Reducing Flood Risks; 8) Restoring and Protecting Aquatic Ecosystems; 9) Deauthorizing Projects and Managing the Backlog; and 10) Addressing Other Issues.
Library of Congress. Congressional Research Service
Carter, Nicole T.; Stern, Charles V.; Frittelli, John . . .
2014-07-14
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Transportation Security: Issues for the 115th Congress [Updated January 5, 2017]
From the Introduction: "The nation's air, land, and marine transportation systems are designed for accessibility and efficiency, two characteristics that make them vulnerable to attack. The difficulty and cost of protecting the transportation sector from attack raises a core question for policymakers: how much effort and resources to put toward protecting potential targets versus pursuing and fighting terrorists. While hardening the transportation sector against terrorist attack is difficult, measures can be taken to deter terrorists. The focus of debate is how best to construct and finance a system of deterrence, protection, and response that effectively reduces the possibility and consequences of terrorist attacks without unduly interfering with travel, commerce, and civil liberties. [...] Where limited options exist for preventing an attack, policymakers are left with evaluating options for minimizing the consequences from an attack, without imposing unduly burdensome requirements"
Library of Congress. Congressional Research Service
Elias, Bartholomew; Frittelli, John; Peterman, David Randall
2017-01-05
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Harbor Maintenance Trust Fund Expenditures [January 10, 2011]
"In 1986, Congress enacted the Harbor Maintenance Tax (HMT) to recover operation and maintenance (O&M) costs at U.S. coastal and Great Lakes harbors from maritime shippers. O&M is mostly the dredging of harbor channels to their authorized depths and widths. The tax is levied on importers and domestic shippers using coastal or Great Lakes ports. Due to a Supreme Court decision in 1998, exporters no longer pay the tax because it was found unconstitutional. The tax is assessed at a rate of 0.125% of cargo value ($1.25 per $1,000 in cargo value). The tax revenues are deposited into the Harbor Maintenance Trust Fund (HMTF) from which Congress appropriates funds for harbor dredging. Despite a large surplus in the trust fund, the busiest U.S. harbors are presently under-maintained. The U.S. Army Corps of Engineers (Corps) estimates that full channel dimensions at the nation's busiest 59 ports are available less than 35% of the time. This situation can increase the cost of shipping as vessels carry less cargo in order to reduce their draft or wait for high tide before transiting a harbor. It could also increase the risk of a ship grounding or collision, possibly resulting in an oil spill. To rectify this situation, some are calling for increasing disbursements from the trust fund. However, Corps data indicate that a significant portion of annual HMTF disbursements are directed towards harbors which handle little or no cargo. The Oregon Inlet in North Carolina, Grays Harbor in Washington, Humboldt Harbor in California, and the Lake Washington Ship Canal in Seattle are some of the harbors or waterways that fit this description. Commercial fishermen and recreational boat (or yacht) owners account for most, if not all, of the vessel traffic in these harbors. Fishermen and recreational boaters do not pay the HMT. Some might argue that to target one group of harbor users for assessing a fee and then to distribute revenues mostly, or entirely, in some cases, for the benefit of other users, undermines the 'trust fund' and 'user fee' concept. The Administration requested and Congress provided funding for a pilot program that began in FY2010 to investigate the feasibility of having non-cargo harbor users finance the dredging requirements of harbors with little or no commerce."
Library of Congress. Congressional Research Service
Frittelli, John
2011-01-10
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Department of Homeland Security: FY2013 Appropriations [Updated June 21, 2013]
From the Document: "This report presents an analysis of the discretionary appropriations for the Department of Homeland Security (DHS) for fiscal year 2013 (FY2013). It compares the President's request for FY2013 funding for the Department of Homeland Security (DHS), the enacted FY2012 appropriations for DHS, the House-passed and Senate-reported DHS appropriations legislation for FY2013, and the final DHS appropriations legislation included in Division D of P.L. 113-6. It tracks legislative action and congressional issues related to these bills with particular attention paid to discretionary funding amounts. The report does not provide indepth analysis of specific issues related to mandatory funding--such as retirement pay--nor does the report systematically follow any other legislation related to the authorization or amendment of DHS programs, activities, or fee revenues."
Library of Congress. Congressional Research Service
Painter, William L.; Schwemle, Barbara L.; Bjelopera, Jerome P. . . .
2013-06-21
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Department of Homeland Security: FY2015 Appropriations [Updated June 2, 2015]
From the Document: "This report describes and analyzes the discretionary appropriations for the Department of Homeland Security (DHS) for fiscal year 2015 (FY2015). It compares the President's request for FY2015 funding for the Department of Homeland Security (DHS), the enacted FY2014 appropriations for DHS, the House- and Senate-reported homeland security appropriations measures for FY2015, and the Department of Homeland Security Appropriations Act, 2015 (P.L. 114-4)."
Library of Congress. Congressional Research Service
Painter, William L.; Schwemle, Barbara L.; Bjelopera, Jerome P. . . .
2015-06-02
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Maritime Security: Overview of Issues [Updated December 5, 2003]
"In the wake of the terrorist attacks of September 11, 2001, port security has emerged as a significant part of the overall debate on U.S. homeland security. Many port areas have vulnerabilities to terrorist attack because of their size, easy accessibility by water and land, proximity to urban areas, and the tremendous amount of cargo they handle. To raise port security standards, Congress passed the Maritime Transportation Security Act of 2002 (P.L. 107-295) in November 2002. In the 108th Congress, implementation issues involving various security provisions in the Act may be addressed. Some of the provisions in the Act raise broad policy issues, such as finding the right balance between security and commerce, and between standard versus port-specific security measures. Congress may give consideration to assigning roles and responsibilities to the various government agencies and private stakeholders that engage in port activity. Congress may also continue debate on how to generate funds for further improving the security infrastructure of ports. This report will be updated periodically."
Library of Congress. Congressional Research Service
Frittelli, John
2003-12-05
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Positive Train Control (PTC): Overview and Policy Issues [February 6, 2018]
"Following several high-profile train incidents, Congress passed the Rail Safety Improvement Act of 2008 (RSIA08; P.L. 110-432), which mandated positive train control (PTC) on many passenger and freight railroads by December 31, 2015. The law does not describe PTC in technical terms, but defines it as a risk mitigation system that could prevent train incidents by automatically stopping trains when a collision or derailment is imminent. After freight and commuter railroads raised concerns about their ability to meet the 2015 deadline, Congress extended the deadline by three years to December 31, 2018, or up to two years beyond that for certain qualifying railroads (P.L. 114-73). While PTC promises benefits in terms of safety, its implementation entails substantial costs and presents a variety of other policy-related issues. These include the interoperability of individual railroads' systems, access to sufficient radio spectrum to support PTC, the possibility that PTC could be a barrier to market entry, and the suitability of PTC to passenger terminal environments."
Library of Congress. Congressional Research Service
Frittelli, John
2018-02-06
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Federal Freight Policy: In Brief [Updated December 14, 2018]
"The U.S. freight system is a complex network including four principal modes of transportation: (1) The National Truck Network comprises 209,000 miles of highways that can accommodate large trucks, including the 47,000-mile Interstate Highway System. (2) Railroads, largely in private ownership, carry freight on 140,000 miles of track. (3) Barge and ship lines utilize 12,000 miles of shallow-draft inland waterways and about 3,500 inland and coastal port terminal facilities. (4) Air carriers provide cargo service to more than 5,000 public use airports, including more than 100 airports that handle all-cargo aircraft. About two-fifths of freight within the United States, measured in ton-miles, moves by truck, and about a quarter moves by rail. About one-fifth moves by truck and rail in combination with each other. Trucking accounts for almost three-quarters of freight movement when measured in either tons or cargo value. Air freight has an exceptionally high value to weight ratio, and 30% of the nation's exports (by value) move this way. Waterborne freight accounts for 6% of domestic tonnage, but almost 20% of import and export tonnage."
Library of Congress. Congressional Research Service
Frittelli, John
2018-12-14
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Shipping Under the Jones Act: Legislative and Regulatory Background [May 17, 2019]
From the Introduction: "The Jones Act has been an issue in recent Congresses, coming into prominence amid debates over Puerto Rico's economic challenges and recovery from Hurricane Maria in 2017; in the investigation into the sinking of the 40-year-old ship El Faro with 33 fatalities during a hurricane in 2015; and in discussions about domestic transportation of oil and natural gas. The law's effectiveness in achieving national security goals has also been the subject of attention in conjunction with a congressional directive that the Administration develop a national maritime strategy, including strategies to increase the use of short sea shipping and enhance U.S. shipbuilding capability. In May 2018, the Office of Management and Budget requested public comment on federal requirements that could be modified or repealed to increase efficiency and reduce or eliminate unnecessary or unjustified regulatory burdens in the maritime sector."
Library of Congress. Congressional Research Service
Frittelli, John
2019-05-17
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Harbor Dredging: Issues and Historical Funding [June 14, 2019]
From the Document: "Congress is debating whether to support increased funding for dredging to better maintain harbor channel depths and widths. A bill approved by the House Transportation and Infrastructure Committee (H.R. 2440) seeks to boost dredging activity by utilizing more of the collections from a port tax levied to fund harbor maintenance. However, it is not clear how the additional funding would change the volume of material dredged from U.S. harbors, as limits on the U.S. dredge fleet and environmental restrictions on when dredging can be performed, among other factors, affect the cost and performance of harbor dredging."
Library of Congress. Congressional Research Service
Frittelli, John
2019-06-14
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Coast Guard's Need for Experienced Marine Safety Personnel [September 19, 2019]
From the Introduction: "The U.S. Coast Guard is the agency charged by law with overseeing the safety of vessels and maritime operations. For at least four decades, Congress has been concerned about the Coast Guard's ability to maintain an adequate staff of experienced marine safety personnel with technical knowledge of vessel construction and accident investigation. Recent incidents, particularly the 2015 sinking of the U.S.-flag cargo ship El Faro with the loss of 33 lives during a hurricane near the Bahamas, have revived questions about the Coast Guard's persistent difficulty with hiring and training a marine safety workforce. The safety inspections of the vessel were found to have been inadequate. [...] This report examines the staffing challenges the Coast Guard faces in assuring marine safety at a time when its responsibilities in this area are increasing significantly. It also considers proposals to realign marine safety functions within the federal government."
Library of Congress. Congressional Research Service
Frittelli, John
2019-09-19
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Transportation Security: Issues for the 112th Congress [February 1, 2011]
"The nation's air, land, and marine transportation systems are designed for accessibility and efficiency, two characteristics that make them highly vulnerable to terrorist attack. While hardening the transportation sector from terrorist attack is difficult, measures can be taken to deter terrorists. The dilemma facing Congress is how best to construct and finance a system of deterrence, protection, and response that effectively reduces the possibility and consequences of another terrorist attack without unduly interfering with travel, commerce, and civil liberties. Aviation security has been a major focus of transportation security policy following the terrorist attacks of September 11, 2001. […] Reauthorization of TSA [Transportation Security Administration] functions may be considered in the broader context of a Department of Homeland Security reauthorization bill during the 112th Congress. Issues likely to arise include deployment of new checkpoint screening technologies; passenger screening procedures; implementation of the Secure Flight system to check passenger data against the consolidated terrorist database; air cargo security measures; and strengthening security of general aviation aircraft and airports. [...] If the 112th Congress revisits the issue, it may consider the effectiveness of rail and transit security efforts to date, the potential for meaningful security improvement in this area, and its importance relative to other federal priorities. Existing law mandates the scanning of all U.S.-bound maritime containers with non-intrusive inspection equipment at overseas ports of loading by July 2012. This deadline is unlikely to be met, as foreign countries object to the costs of this screening and are dubious of the benefits. If Congress considers maritime security, it may examine the usefulness of this mandate, as well as the threat posed by the many small craft that populate commercial port areas and progress toward establishing harbor interagency operational centers."
Library of Congress. Congressional Research Service
Elias, Bartholomew; Peterman, David Randall; Frittelli, John
2011-02-01
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Transportation Security: Issues for the 114th Congress [November 25, 2015]
"The nation's air, land, and marine transportation systems are designed for accessibility and efficiency, two characteristics that make them highly vulnerable to terrorist attack. While hardening the transportation sector from terrorist attack is difficult, measures can be taken to deter terrorists. The dilemma facing Congress is how best to construct and finance a system of deterrence, protection, and response that effectively reduces the possibility and consequences of another terrorist attack without unduly interfering with travel, commerce, and civil liberties. Aviation security has been a major focus of transportation security policy since the terrorist attacks of September 11, 2001. In the aftermath of these attacks, the 107th Congress moved quickly to pass the Aviation and Transportation Security Act (ATSA; P.L. 107-71) creating the Transportation Security Administration (TSA) and mandating a federalized workforce of security screeners to inspect airline passengers and their baggage. Recent events, such as the destruction of a Russian passenger jet above the Sinai Peninsula on October 31, 2015, apparently by a bomb aboard the aircraft, have renewed concerns about the adequacy of passenger and cargo screening. Until recently, TSA applied relatively uniform methods to screen airline passengers, focusing primarily on advances in screening technology to improve security and efficiency. TSA has recently shifted away from this approach, which assumes a uniform level of risk among all airline travelers, to risk-based screening approaches that focus more intensely on passengers thought to pose elevated security risks."
Library of Congress. Congressional Research Service
Elias, Bartholomew; Peterman, David Randall; Frittelli, John
2015-11-25
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Rail Safety Efforts Miss Leading Cause of Fatalities [April 2, 2015]
"As it debates reauthorization of the Rail Safety Improvement Act of 2008[…], Congress is focusing on steps to prevent train derailments and collisions. Such incidents often receive extensive publicity and cause harm to bystanders, such as the residents of Mount Carbon, WV, who were forced to evacuate after a train carrying crude oil derailed and burned on February 16, 2015."
Library of Congress. Congressional Research Service
Frittelli, John
2015-04-02
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Transportation Security: Issues for the 114th Congress [March 20, 2015]
"The nation's air, land, and marine transportation systems are designed for accessibility and efficiency, two characteristics that make them highly vulnerable to terrorist attack. While hardening the transportation sector from terrorist attack is difficult, measures can be taken to deter terrorists. The dilemma facing Congress is how best to construct and finance a system of deterrence, protection, and response that effectively reduces the possibility and consequences of another terrorist attack without unduly interfering with travel, commerce, and civil liberties. […] Bombings of passenger trains in Europe and Asia in the past few years illustrate the vulnerability of passenger rail systems to terrorist attacks. Passenger rail systems--primarily subway systems--in the United States carry about five times as many passengers each day as do airlines, over many thousands of miles of track, serving stations that are designed primarily for easy access. Transit security issues of recent interest to Congress include the quality of TSA's surface transportation inspector program and the slow rate at which transit and rail security grants have been expended. Existing law mandates the scanning of all U.S.-bound maritime containers with non-intrusive inspection equipment at overseas ports of loading by July 2012. This deadline was not met, in part because foreign countries object to the costs of this screening and are dubious of the benefits. Implementation of the Transportation Worker Identification Credential (TWIC) for port and maritime workers also appears to be experiencing continuing difficulties."
Library of Congress. Congressional Research Service
Elias, Bartholomew; Peterman, David Randall; Frittelli, John
2015-03-20
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Transportation Security: Issues for the 114th Congress [May 9, 2016]
This report discusses aviation, transit and rail, and port and maritime security issues before the 114th Congress. It states that "The nation's air, land, and marine transportation systems are designed for accessibility and efficiency, two characteristics that make them highly vulnerable to terrorist attack. While hardening the transportation sector from terrorist attack is difficult, measures can be taken to deter terrorists. The dilemma facing Congress is how best to construct and finance a system of deterrence, protection, and response that effectively reduces the possibility and consequences of another terrorist attack without unduly interfering with travel, commerce, and civil liberties. Aviation security has been a major focus of transportation security policy since the terrorist attacks of September 11, 2001. In the aftermath of these attacks, the 107th Congress moved quickly to pass the Aviation and Transportation Security Act (ATSA; P.L. 107-71) creating the Transportation Security Administration (TSA) and mandating a federalized workforce of security screeners to inspect airline passengers and their baggage. Recent events, such as the destruction of a Russian passenger jet above the Sinai Peninsula on October 31, 2015, apparently by a bomb aboard the aircraft, have renewed concerns about the adequacy of passenger and cargo screening. Similarly, bombings in Brussels, Belgium, on March 22, 2016, renewed concerns over the security vulnerabilities of airport terminals and mass transit stations."
Library of Congress. Congressional Research Service
Elias, Bartholomew; Peterman, David Randall; Frittelli, John
2016-05-09
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Prioritizing Waterway Lock Projects: Barge Traffic Changes [June 1, 2018]
"Congress faces decisions about prioritizing new lock construction projects on the inland waterway system. As both houses debate differing versions of water resources and development bills (S. 2800, H.R. 8) and the FY2019 Energy and Water Development Appropriations bill (S. 2975, H.R. 5895), the decision about which of these projects could be undertaken first will likely be among the most controversial issues. The inland waterway system supports barge transportation of heavy raw materials such as grain, coal, petroleum, and construction aggregates. The new locks are needed, according to the Army Corps of Engineers (USACE) and barge shippers, where existing locks are in poor condition, requiring frequent closures for repairs, and/or because a lock's size causes delays for barge tows. The total estimated cost for the 21 planned lock projects is several billion dollars (many of the individual projects have a cost estimate of between $300 million and $800 million). However, available funding for these projects is about $200 million per year. This is because of limited appropriations and cost-sharing capabilities. Under current cost-share arrangements, the barge industry pays half the cost of construction projects. It does this by paying a $0.29 per gallon fuel tax, which annually generates around $100 million."
Library of Congress. Congressional Research Service
Frittelli, John
2018-06-01
