By Mark Wegman
Over the process 15 years, writer Mark Wegman researched unique railroad corporation drawings, files, or even paint chips to render a hundred and eighty colour profiles, entrance view, most sensible perspectives, and inside layouts representing the steam, diesel, and electrical locomotives and the passenger autos of greater than forty of the main celebrated golden-age "name" trains around the nation.
Wegman's drawings are followed through histories of every educate and dozens of interval images, postcards, menus, baggage stickers, and print advertisements. the result's a lavishly appointed trip again in time to the zenith of the united states passenger teach travel.
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Extra resources for American Passenger Trains and Locomotives Illustrated
Problems with estimating and levying improved transportation user fees have been examined in several recent NRC reports. The TRB report Regulation of Weights, Lengths, and Widths of Commercial Motor Vehicles, which proposes a new structure of user fees for certain trucking operations, describes difficulties in more closely matching fees to infrastructure costs and proposes solutions (TRB 2002, 148–150). The NRC study Inland Navigation System Planning: The Upper Mississippi River–Illinois Waterway points out demand management techniques for the inland waterways, including congestion pricing and use of tradable lockage permits, and recommends that the government evaluate these techniques as alternatives to physical capacity expansion (NRC 2001, 3–4).
Therefore, the highway funding 51111_22_49 3/31/03 4:56 PM Page 42 42 Freight Capacity for the 21st Century level and the degree to which program rules promote sound overall highway investment decisions will have greater effect on freight transportation system performance than narrowly conceived provisions intended to promote freight projects specifically or to allow funding of nonhighway freight projects. The structure of federal user fees will also be important for freight system performance because it will influence shipper and carrier decisions as well as funding availability.
Ports are not wholly dependent on revenues from fees and rents, but receive aid from various government sources (MARAD 1998, 38–44; MARAD 2001, 3). These circumstances have led ports to charge fees to users that are below their costs and to be reluctant to raise fees for fear of losing traffic to competing ports, even as cargo volumes were growing rapidly during the 1990s (Burke 1996; Mathews 1997). State and local governments justify port subsidies on the grounds that the port is a source of economic growth, essential to the stature of its region as a commercial center.