Operating Urban Transportation Engineering - Part 3
Finally,
community officials and the public expected transit to operate profitably or at
least to break even and, at times, to pay taxes. In sum: in the United States,
as of 1981, although transit use has increased, the industry is still
financially distressed. Both privately and public operated companies are
usually heavily subsidized by a reluctant public transportation. It is not yet
certain to what degree the gasoline shortages and price increases that began in
1979, along with environmental concerns, will affect transit use and financing.
However, there seems to be little chance that it will again be self-supporting.
The
refusal of many Americans to use public transportation when it is available may not seem entirely rational. Often it is cheaper, nearly as or equally
convenient, and does not carry the attendant problems such as parking and need
for a second car for family use. And yet Americans, "en masse," still
seem willing to pay quite dearly for the independence and the increments of
convenience, freedom of movement, and time saving (often not realized] offered
by the private auto mobile. From a public standpoint, also, use of the private
auto mobile is hardly rational. It is extravagant of valuable street space,
using three to six times as much as mass-transit vehicles'* and it adds to
difficult congestion and parking problems. Yet, in a democracy such as the United
States, public officials have been almost powerless to check this apparently
wasteful process. Proposals to apply "transportation pricing" to make
driving more costly have been made but to date have been
applied in only a few instances.
Title Post: Operating Urban Transportation Engineering - Part 3
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Rating: 100% based on 99998 ratings. 5 user reviews.
Author: aditya
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