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• Transportation Security: Issues for the 112th Congress [February 1, 2011]

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  "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
• Can Marine Highways Deliver? [January 14, 2011]

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  "Policymakers have been discussing the potential for shifting some freight traffic from roads to river and coastal waterways as a means of mitigating highway congestion. While waterways carry substantial amounts of bulk commodities (e.g., grain and coal), seldom are they used to transport containerized cargo (typically finished goods and manufactured parts) between points within the contiguous United States. Trucks, which carry most of this cargo, and railroads, which carry some of it in combination with trucks, offer much faster transit. Yet, at a time when many urban highways are congested, a parallel river or coastal waterway may be little used. With passage of the Energy Independence and Security Act of 2007 (P.L. 110-140) and the National Defense Authorization Act for FY2010 (P.L. 111-84), Congress moved this idea forward by requiring the Department of Transportation (DOT) to identify waterways that could potentially serve as 'marine highways' and providing grant funding for their development. DOT has selected several marine highways for grant funding totaling about $80 million. To be eligible, a marine highway must be an alternative to a congested highway or railroad and be financially viable in a reasonable time frame."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2011-01-14
• Harbor Maintenance Trust Fund Expenditures [January 10, 2011]

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  "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
• Transportation Security: Issues for the 111th Congress [May 15, 2009]

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  "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. In the 110th Congress, aviation, rail, and transit security were a major focus of congressional activity. At the end of July 2007, the House and Senate passed a conference agreement on H.R. 1 (H.Rept. 110-259) that was signed into law on August 3, 2007 as the Implementing Recommendations of the 9/11 Commission Act of 2007 (P.L. 110-53). The act contains numerous provisions related to air, rail, and cargo security."

  Library of Congress. Congressional Research Service

  Elias, Bartholomew; Peterman, David Randall; Frittelli, John

  2009-05-15
• NAFTA Implementation: The Future of Commercial Trucking across the Mexican Border [February 1, 2010]

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  "NAFTA [North American Free Trade Agreement] set forth a schedule for implementing its trucking provisions that would have opened the border states to cross-border trucking competition in 1995 and all of North America in 2000, but full implementation has been stalled because of concern with the safety of Mexican trucks. Congress first addressed these concerns in the FY2002 Department of Transportation Appropriations Act (P.L. 107-87) which set 22 safety-related preconditions for opening the border to long-haul Mexican trucks. In November 2002, the U.S. Department of Transportation announced that all the preconditions had been met and began processing Mexican applications for U.S. long-haul authority. However, a suit over environmental compliance delayed implementation further. [...] With passage of the U.S. Troop Readiness, Veteran's Care, Katrina Recovery, and Iraq Accountability Appropriations Act, 2007 (P.L. 110-28), Congress mandated additional requirements before the project could begin. After failing to defund the demonstration project in the FY2008 Consolidated Appropriations Act (P.L. 110-161), Congress succeeded in terminating the demonstration project through a provision in the FY2009 Omnibus Appropriations Act (P.L. 111-8). Subsequently, Mexico announced it would retaliate by increasing import duties on 90 U.S. products. The Obama Administration has indicated it intends to propose a revamped program that will address the concerns of Congress. The FY2010 Consolidated Appropriations Act (P.L. 111-117) passed in December 2009 did not preclude funds from being spent on a long-haul Mexican truck pilot program, provided the terms and conditions stipulated in section 350 of P.L. 107-87 and section 6901 of P.L. 110-28 were satisfied."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2010-02-01
• Transportation Security: Issues for the 111th Congress [January 28, 2009]

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  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. In the 110th Congress, aviation, rail, and transit security were a major focus of congressional activity. At the end of July 2007, the House and Senate passed a conference agreement on H.R. 1 (H.Rept. 110-259) that was signed into law on August 3, 2007 as the Implementing Recommendations of the 9/11 Commission Act of 2007 (P.L. 110-53). The act contains numerous provisions related to air, rail, and cargo security.

  Library of Congress. Congressional Research Service

  Elias, Bartholomew; Peterman, David Randall; Frittelli, John

  2009-01-28
• Maritime and Port Security: A Comparison of Major Provisions of S. 1214 and H.R. 3983 [Updated October 4, 2002]

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  "Congress is considering legislation to enhance security at U.S. seaports. The September 11 terrorist attack has raised concerns that a sea container could be used to transport a weapon of mass destruction. An interagency commission on crime and security at U.S. ports found that with a few exceptions, the level of security at U.S. ports was poor to fair. This report compares major provisions in S. 1214, which passed the Senate with an amendment, and H.R. 3983, which passed the House as amended. Five areas of the legislation are examined: federal funding, plans and programs for coordinating security, efforts to enhance foreign seaport security, cargo security provisions, and restrictions on access to certain areas within a port. As of October 4, 2002 conferees were working to resolve a dispute over how to pay for enhanced security measures. There is disagreement over whether proposed charges on waterborne imports and exports are a 'user fee' or a tax. Although both bills cover many of the same issues, there are differences in emphasis."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2002-10-04
• Marine Security of Hazardous Chemical Cargo [August 26, 2005]

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  "Since the terror attacks of September 11, 2001, the nation has been working to improve the security of hazardous chemicals transportation. Marine shipments of hazardous chemical cargo may be attractive terrorist targets because of their large volume and inherent toxicity or flammability. Anecdotal evidence and international events suggest that terrorists may have both the desire and capability to attack such shipments in U.S. waters. Building on existing legislation, Congress is analyzing the security of hazardous chemical marine shipments and deciding whether to strengthen related federal security efforts. H.R. 2651, for example, would increase penalties for criminal or terrorist activities around ports and marine vessels. S. 1052 includes provisions to increase general port security, including foreign port security. Drawing on marine commerce data from the Army Corps of Engineers (ACE), CRS has analyzed marine shipments of acutely toxic or combustible chemicals as defined under Environmental Protection Agency (EPA) regulations. According to this analysis, over 100,000 marine shipments (54 million tons) of chemicals potentially capable of causing mass casualties (injuries or deaths) among the general public passed through U.S. waters in 2003. These chemical shipments accounted for 2% of U.S. marine cargo tonnage and were shipped through 113 U.S. ports. The top 30 ports handled 95% of this hazardous chemical tonnage. Most marine shipments of hazardous chemicals are much larger than such shipments on land; they would be of sufficient volume, on average, to require an off-site risk management plan under EPA rules if the same quantity of chemical was stored at a chemical plant."

  Library of Congress. Congressional Research Service

  Parfomak, Paul W.; Frittelli, John

  2005-08-26
• Hurricane Katrina: Shipping Disruptions [September 13, 2005]

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  "Hurricane Katrina damaged the nation's leading gateway for the import and export of many bulk materials. In addition to oil and gas suppliers, grain producers and the steel, chemical, and rubber industries are highly reliant on the ports along the Lower Mississippi River. While commercial shipping has been restored on a very limited basis, it is still uncertain when the region will be able to return to normal shipping operations. Obstacles to full operation include a lack of power, displaced port workers, missing channel buoys, and submerged debris in some ship channels. With the exception of one Gulf port, most ports suffered only minor damage to their terminal equipment. The extent of the damage, how soon normal port operations can resume, and which shippers in particular will have the hardest time adapting should the disruption continue for an extended period are of significant interest to Congress because these ports potentially affect the trade of 33 states that depend on the Mississippi River and its tributaries for shipping."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2005-09-13
• Status of Mexican Trucks in the United States: Frequently Asked Questions [May 16, 2011]

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  "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 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 recently announced a new pilot program to allow long-haul Mexican trucks into the United States. This report answers frequently asked questions regarding the current plan to permit Mexican trucks into the United States. For more detailed information on the background of this program, the customs processes at the border, and the economics of cross-border trucking, see CRS Report RL31738, North American Free Trade Agreement (NAFTA) Implementation: The Future of Commercial Trucking Across the Mexican Border, by John Frittelli."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2011-05-16
• Maritime Security: Overview of Issues [Updated December 5, 2003]

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  "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
• Transportation Security: Issues for the 112th Congress

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  "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. […] 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

  Peterman, David Randall; Elias, Bartholomew; Frittelli, John

  2011-02-01
• Transportation, Housing and Urban Development, and Related Agencies (THUD): FY2009 Appropriations [June 19, 2008]

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  "The FY2009 Transportation, Housing and Urban Development, and Related Agencies appropriations bill (THUD) provides funding for the Department of Transportation (DOT), the Department of Housing and Urban Development (HUD), and five independent agencies related to those two departments. […] Despite this decline in the amount requested for HUD programs and activities, the President's FY2009 budget requested increased funding in several areas, including project-based Section 8 rental assistance, the HOME Investment Partnerships block grant program, and Homeless Assistance Grants. The President's FY2009 budget requested reductions in funding for several programs, including the Section 202 Housing for the Elderly program and the Section 811 Housing for Persons with Disabilities program. The budget proposed eliminating funding for several programs that were funded in FY2008, including the HOPE VI public housing revitalization program, the Brownfields Redevelopment program, Section 108 loan guarantees, and the Rural Housing and Economic Development block grant program. The President also requested no new funding for each of these programs in his FY2004-FY2008 budget requests, although Congress continued to fund them in each of those years. This report will be updated."

  Library of Congress. Congressional Research Service

  Frittelli, John; Peterman, David Randall

  2008-06-19
• Federal Freight Policy: An Overview [October 2, 2012]

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  This document is an overview of federal freight policy. Sections include freight system components, the federal role in planning, and regulatory points of contention, as well as a figure of modal shares of U.S. freight.

  Library of Congress. Congressional Research Service

  Frittelli, John

  2012-10-02
• Surface Transportation Funding and Programs Under MAP-21: Moving Ahead for Progress in the 21st Century Act (P.L. 112-141) [September 27, 2012]

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  "On July 6, 2012, President Barack Obama signed the Moving Ahead for Progress in the 21st Century Act (MAP-21; P.L. 112-141). The act authorized spending on federal highway and public transportation programs, surface transportation safety and research, and some rail programs and activities through September 30, 2014. MAP-21 authorized roughly $105 billion for FY2013 and FY2014 combined. It also extended FY2012 surface transportation authorizations to the end of the fiscal year, raising the total authorization to approximately $118 billion. Most of the funding for surface transportation bills has been drawn from the highway trust fund (HTF) since its creation in 1956, but the HTF, which receives revenue mainly from federal motor fuel taxes, has, due to a sluggish economy and improvements in fuel efficiency, received revenue substantially below projections. For the past several years, HTF revenue has been insufficient to finance the government's surface transportation programs, leading Congress to delay reauthorization for 33 months following expiration of the last multi-year reauthorization. Although Congress was unable to agree on a long-term solution to the HTF revenue issue, MAP- 21 did provide for the transfer of sufficient general fund revenues to the HTF to fund a two-year bill. MAP-21 made major changes in the programmatic structure for both highways and public transportation and included initiatives intended to increase program efficiency through performance-based planning and the streamlining of project development."

  Library of Congress. Congressional Research Service

  Frittelli, John; Kirk, Robert S.; Luther, Linda G. . . .

  2012-09-27
• Transportation Security: Issues for the 113th Congress [January 11, 2013]

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  "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. In the aftermath of these attacks, the 107th Congress moved quickly to pass the Aviation and Transportation Security Act (ATSA; P.L. [Public Law] 107-71) creating the Transportation Security Administration (TSA) and mandating a federalized workforce of security screeners to inspect airline passengers and their baggage."

  Library of Congress. Congressional Research Service

  Peterman, David Randall; Elias, Bartholomew; Frittelli, John

  2013-01-11
• Terminal Operators and Their Role in U.S. Port and Maritime Security [Updated April 10, 2007]

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  "The failed attempt by Dubai Ports World (DP World) to operate marine terminals at some U.S. ports raises the issue of whether foreign marine terminal operators pose a threat to U.S. homeland security. Notwithstanding the sale of U.S. terminal operations by DP World to a U.S. entity, the underlying issue remains because many U.S. marine terminals are operated by foreign-based companies and a similar transaction could occur in the future, given the global nature of the shipping industry. Evaluating the potential security ramifications of foreign-based terminal operators requires first understanding how ports work and who is in charge of their security. Most major U.S. ports are publicly owned by a "port authority," which is a public organization associated with a city, county, regional, or state government. A port typically contains many terminals that are each designed to handle different types of cargo. Some port authorities operate all or some of their marine terminals, but most ports lease their facilities to several different terminal operating companies. All of the cargo handling that takes place on a marine terminal is performed by members of a longshoremen's union."

  Library of Congress. Congressional Research Service

  Lake, Jennifer E.; Frittelli, John

  2007-04-10
• Transportation Security: Issues for the 110th Congress [Updated August 3, 2007]

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  "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. In the 110th Congress, aviation, rail, and transit security have been a major focus of congressional activity. On January 9, 2007, the House passed the Implementing the 9/11 Commission Recommendations Act of 2007 (H.R. 1), which contains provisions, among others, on aviation and cargo security. On March 13, 2007, the Senate passed the Improving America's Security Act of 2007 (S. 4), which is similar but not identical to H.R. 1. At the end of July 2007, the House and Senate passed a conference agreement on H.R. 1 (H.Rept. 110-259) that was signed into law on August 3, 2007 (P.L. 110-53). Aviation security has been a major focus of transportation security policy following 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."

  Library of Congress. Congressional Research Service

  Elias, Bartholomew; Peterman, David Randall; Frittelli, John

  2007-08-03
• Maritime Security: Potential Terrorist Attacks and Protection Priorities [Updated May 14, 2007]

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  "A key challenge for U.S. policy makers is prioritizing the nation's maritime security activities among a virtually unlimited number of potential attack scenarios. While individual scenarios have distinct features, they may be characterized along five common dimensions: perpetrators, objectives, locations, targets, and tactics. In many cases, such scenarios have been identified as part of security preparedness exercises, security assessments, security grant administration, and policy debate. There are far more potential attack scenarios than likely ones, and far more than could be meaningfully addressed with limited counter-terrorism resources. Clear perspectives on the nature and likelihood of specific types of maritime terrorist attacks are essential for prioritizing the nation's maritime anti-terrorism activities. In practice, however, there has been considerable public debate about the likelihood of scenarios frequently given high priority by federal policy makers, such as nuclear or 'dirty' bombs smuggled in shipping containers, liquefied natural gas (LNG) tanker attacks, and attacks on passenger ferries. Differing priorities set by port officials, grant officials, and legislators lead to differing allocations of port security resources and levels of protection against specific types of attacks. How they ultimately relate to one another under a national maritime security strategy remains to be seen."

  Library of Congress. Congressional Research Service

  Parfomak, Paul W.; Frittelli, John

  2007-05-14
• Terminal Operators and Their Role in U.S. Port and Maritime Security [April 20, 2006]

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  "The failed attempt by Dubai Ports World (DP World) to operate marine terminals at some U.S. ports raises the issue of whether foreign marine terminal operators pose a threat to U.S. homeland security. Notwithstanding the proposed sale of U.S. terminal operations by DP World to a U.S. entity, the underlying issue remains because many U.S. marine terminals are operated by foreign-based companies and a similar transaction could occur in the future, given the global nature of the shipping industry. Evaluating the potential security ramifications of foreign-based terminal operators requires first understanding how ports work and who is in charge of their security. Most major U.S. ports are publicly owned by a 'port authority,' which is a public organization associated with a city, county, regional, or state government. A port typically contains many terminals that are each designed to handle different types of cargo. Some port authorities operate all or some of their marine terminals, but most ports lease their facilities to several different terminal operating companies. All of the cargo handling that takes place on a marine terminal is performed by members of a longshoremen's union."

  Library of Congress. Congressional Research Service

  Lake, Jennifer E.; Frittelli, John

  2006-04-20
• Homeland Security Department: FY2007 [Updated July 5, 2006]

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  "This report describes the FY2007 appropriations for the Department of Homeland Security (DHS). The Senate reported H.R. 5441, the Department of Homeland Security Appropriations Act, 2007, on June 29, 2006, which would provide $32.8 billion for DHS for FY2007. The House passed H.R. 5441, on June 6, 2006, and would provide $33.2 billion in net budget authority. The Administration requested a net appropriation of $31.9 billion in net budget authority for FY2007, of which $31.0 billion is discretionary budget authority, and $1 billion is mandatory budget authority. The President's request for appropriations includes the following break out of net budget authority for the four titles of the DHS appropriation bill: (I) Departmental Management and Operations, $1,074 million; (II) Security, Enforcement and Investigations, $22,671 million; (III) Preparedness and Response, $6,385 million; and (IV) Research and Development, Training, Assessments, and Services, $1,965 million."

  Library of Congress. Congressional Research Service

  Bea, Keith; Lake, Jennifer E.; Frittelli, John

  2006-07-05
• Ship Navigation in Harbors: Safety Issues [February 8, 2008]

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  "On November 7, 2007, a container ship collided with a tower of the San Francisco-Oakland Bay Bridge, spilling 58,000 gallons of the ship's bunker fuel into the Bay. The incident has raised questions about the role of maritime pilots and vessel traffic services (VTSs) in preventing accidents in U.S. harbors, such as: Is there a need for further independent oversight of pilot performance? Could VTSs operate more like Air Traffic Control centers? Should the pilot and ship captain be required to agree on a passage plan before transiting a harbor? […]. Given the federal interest in marine environmental protection and the Coast Guard's mission to ensure the safety of shipping in U.S. waters, some experts have advocated stronger federal oversight of pilots. […]. State pilots resist greater federal oversight, arguing that the unique geography and navigational requirements of each port justifies local oversight. Whether VTSs should exert more direct control over vessel movement is also raised as a safety measure, but most acknowledge that an experienced on-board mariner is probably in the best position to direct a vessel's movement. Requiring that a pilot and ship captain first agree on a harbor passage plan, investigating language difficulties between pilots and foreign crews, and Coast Guard rotational staffing practices, are other issues policymakers may examine in assessing the safety of ship navigation in U.S. harbors."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2008-02-08
• Transportation Security: Issues for the 110th Congress [Updated January 3, 2007]

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  "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. 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. […] A leading issue with regard to securing truck, rail, and waterborne cargo is the desire of government authorities to track a given freight shipment at a particular time […]. Debate over who should pay for cargo security, government or industry, and whether mandates or guidelines are the best approach to ensure industry's due diligence in protecting their supply chains are other leading issues. The Port Security Improvement Act of 2006 (P.L. 109-347) will provide grant funds for security improvements to seaports. […] Members of Congress want to know whether current federal policies, regulations, and grants could more effectively promote hazmat transportation security at reasonable costs. […]"

  Library of Congress. Congressional Research Service

  Elias, Bartholomew; Peterman, David Randall; Frittelli, John

  2007-01-03
• Terminal Operators and Their Role in U.S. Port and Maritime Security [Updated January 19, 2007]

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  "The failed attempt by Dubai Ports World (DP World) to operate marine terminals at some U.S. ports raises the issue of whether foreign marine terminal operators pose a threat to U.S. homeland security. […] Evaluating the potential security ramifications of foreign-based terminal operators requires first understanding how ports work and who is in charge of their security. […] The Coast Guard is in charge of the security of port facilities and vessels, and Customs and Border Protection (CBP) is in charge of the security of cargo. Coast Guard regulations and CBP security guidelines require terminal operators to provide basic security infrastructure, such as fences, gates, and surveillance cameras, and follow certain security practices when handling cargo. The Transportation Security Administration (TSA) is developing a credentialing process for screening port workers. […] The necessity of pushing the border out to counter the terrorist threat requires the cooperation of shippers, carriers, ports, and border agencies in the country of origin to take security precautions with U.S.-bound cargo. […] Thus, a key issue for policymakers is deciding under what conditions the United States should trust foreign cargo-handling entities and whether they should be treated as partners in securing U.S. supply lines. […] In its oversight role, Congress is assessing the effectiveness of Coast Guard and CBP maritime security initiatives and faces pressing questions about the overall security of ports and maritime commerce."

  Library of Congress. Congressional Research Service

  Lake, Jennifer E.; Frittelli, John

  2007-01-19
• Maritime Security: Potential Terrorist Attacks and Protection Priorities [January 9, 2007]

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  "A key challenge for U.S. policy makers is prioritizing the nation's maritime security activities among a virtually unlimited number of potential attack scenarios. While individual scenarios have distinct features, they may be characterized along five common dimensions: perpetrators, objectives, locations, targets, and tactics. In many cases, such scenarios have been identified as part of security preparedness exercises, security assessments, security grant administration, and policy debate. There are far more potential attack scenarios than likely ones, and far more than could be meaningfully addressed with limited counter-terrorism resources. Clear perspectives on the nature and likelihood of specific types of maritime terrorist attacks are essential for prioritizing the nation's maritime anti-terrorism activities. In practice, however, there has been considerable public debate about the likelihood of scenarios frequently given high priority by federal policy makers, such as nuclear or 'dirty' bombs smuggled in shipping containers, liquefied natural gas (LNG) tanker attacks, and attacks on passenger ferries. Differing priorities set by port officials, grant officials, and legislators lead to differing allocations of port security resources and levels of protection against specific types of attacks. How they ultimately relate to one another under a national maritime security strategy remains to be seen."

  Library of Congress. Congressional Research Service

  Parfomak, Paul W.; Frittelli, John

  2007-01-09
• Transportation Security: Issues for the 110th Congress [Updated March 9, 2007]

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  "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. 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. […] A leading issue with regard to securing truck, rail, and waterborne cargo is the desire of government authorities to track a given freight shipment at a particular time […]. Debate over who should pay for cargo security, government or industry, and whether mandates or guidelines are the best approach to ensure industry's due diligence in protecting their supply chains are other leading issues. The Port Security Improvement Act of 2006 (P.L. 109-347) will provide grant funds for security improvements to seaports. […] Members of Congress want to know whether current federal policies, regulations, and grants could more effectively promote hazmat transportation security at reasonable costs. […]"

  Library of Congress. Congressional Research Service

  Elias, Bartholomew; Peterman, David Randall; Frittelli, John

  2007-03-09
• Development of High Speed Rail in the United States: Issues and Recent Events [June 28, 2012]

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  "The provision of $8 billion for intercity passenger rail projects in the 2009 American Recovery and Reinvestment Act (ARRA; P.L. 111-5) reinvigorated efforts to expand intercity passenger rail transportation in the United States. The Obama Administration subsequently announced that it would ask Congress to provide $1 billion annually for high speed rail (HSR) projects. This initiative was reflected in the President's budgets for FY2010 through FY2013. Congress approved $2.5 billion for high speed and intercity passenger rail in FY2010 (P.L. 111-117), but zero in FY2011 (P.L. 112-10) and FY2012 (P.L. 112-55). In addition, the FY2011 appropriations act rescinded $400 million from prior year unobligated balances of program funding. There are two main approaches to building high speed rail (HSR): (1) improving existing tracks and signaling to allow trains to reach speeds of up to 110 miles per hour (mph), generally on track shared with freight trains; and (2) building new tracks dedicated exclusively to high speed passenger rail service, to allow trains to travel at speeds of 200 mph or more. The potential costs, and benefits, are relatively lower with the first approach and higher with the second approach."

  Library of Congress. Congressional Research Service

  Peterman, David Randall; Frittelli, John; Mallett, William

  2012-06-28
• North American Free Trade Agreement (NAFTA) Implementation: The Future of Commercial Trucking Across the Mexican Border [June 1, 2010]

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  "NAFTA set forth a schedule for implementing its trucking provisions that would have opened the border states to cross-border trucking competition in 1995 and all of North America in 2000, but full implementation has been stalled because of concern with the safety of Mexican trucks. Congress first addressed these concerns in the FY2002 Department of Transportation Appropriations Act (P.L. 107-87) which set 22 safety-related preconditions for opening the border to long-haul Mexican trucks. In November 2002, the U.S. Department of Transportation announced that all the preconditions had been met and began processing Mexican applications for U.S. long-haul authority. However, a suit over environmental compliance delayed implementation further. After the suit was resolved, in February 2007, the U.S. and Mexican Secretaries of Transportation announced a demonstration project to implement the NAFTA trucking provisions. […] After failing to defund the demonstration project in the FY2008 Consolidated Appropriations Act (P.L. 110-161), Congress succeeded in terminating the demonstration project through a provision in the FY2009 Omnibus Appropriations Act (P.L. 111-8). Subsequently, Mexico announced it would retaliate by increasing import duties on 90 U.S. products. The Obama Administration has indicated it intends to propose a revamped program that will address the concerns of Congress."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2010-06-01
• Transportation Security: Issues for the 109th Congress [Updated December 21, 2004]

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  "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, reasonable measures can be taken to deter terrorists. The focus of this issue brief 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. 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. The Act gave the TSA broad authority to assess vulnerabilities in aviation security and take steps to mitigate these risks. The TSA's progress on aviation security has been the subject of considerable congressional oversight over the past three years. It is expected that aviation security policy and programs will continue to be of considerable interest in the 109th Congress. The volume of ridership and number of access points make it impractical to subject all rail passengers to the type of screening airline passengers undergo. Nevertheless, there are prudent steps that can be taken to reduce the risks, and consequences, of an attack. These include vulnerability assessments; emergency planning; and emergency response training and drilling of transit personnel, ideally in coordination with police, fire, and emergency medical personnel, as well as purchase of communication and safety equipment. Additional options include increasing the number of transit security personnel, installing video surveillance equipment in vehicles and stations, and conducting random inspections of platforms and trains using bomb-sniffing dogs."

  Library of Congress. Congressional Research Service

  Elias, Bartholomew; Frittelli, John; Peterman, David Randall

  2004-12-21
• Transportation Security: Issues for the 109th Congress [Updated April 6, 2005]

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  "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, reasonable measures can be taken to deter terrorists. The focus of this issue brief 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. 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. The Act gave the TSA broad authority to assess vulnerabilities in aviation security and take steps to mitigate these risks. The TSA's progress on aviation security has been the subject of considerable congressional oversight over the past three years. It is expected that aviation security policy and programs will continue to be of considerable interest in the 109th Congress. The volume of ridership and number of access points make it impractical to subject all rail passengers to the type of screening airline passengers undergo. Nevertheless, there are prudent steps that can be taken to reduce the risks, and consequences, of an attack. These include vulnerability assessments; emergency planning; and emergency response training and drilling of transit personnel, ideally in coordination with police, fire, and emergency medical personnel, as well as purchase of communication and safety equipment. Additional options include increasing the number of transit security personnel, installing video surveillance equipment in vehicles and stations, and conducting random inspections of platforms and trains using bomb-sniffing dogs."

  Library of Congress. Congressional Research Service

  Frittelli, John

  2005-04-06