Dedicated Revenue Mechanisms for Freight Transportation Investment (2012) / Chapter Skim
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Pages 161-174
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E-1 Public-Private Partnerships This section describes the different types of public-private partnerships (PPPs) used in transportation infrastructure projects and evaluates the potential opportunities to leverage public funding.
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E-2 new transportation infrastructure. About $463 million (25.3%)
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E-3 defined increase in funding for transportation infrastructure. However, private investment will only be made when the risk and return projections are attractive to the private investor and can be financed with debt.
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E-4 not go forward without some element of public participation due to inadequate rail carrier return. The funding objective is to prorate the project cost on the basis of the projected benefits.
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E-5 DBFOM PPPs In DBFOM PPPs, the public agency is offering the right to build an infrastructure project and collect the ensuing revenue stream. There are several types of revenue streams -- tolls, shadow tolls, availability payments, and acceptance payments.
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E-6 optimistic and pays too much. However, under those circumstance (which occurred in the Pocahontas Parkway project)
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E-7 non-specific tolls that could be used to fund all or part of shadow toll payments for non-toll facilities. Shadow tolls are payments to the concessionaire based on vehicle counts.
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E-8 • The degree of government review.4 • Whether the credits are essentially unlimited (as was true of the traditional tax credit)
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E-9 • Improve the future efficiency of railroads to move freight, thereby promoting environmental goals. • Increase railroad capacity and efficiency as a complement to port development strategies.
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E-10 appropriately defined, would indeed provide evidence of the provision's efficacy. Lacking access to actual taxpayer data, the study team had to rely on survey data voluntarily submitted to the American Short Line and Regional Railroad Association (ASLRRA)
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E-11 tinuation of Class I railroad capacity expansion investments, which run between $1 billion and $1.5 billion per year. For Class I railroads to claim $300 million in tax credits, they would have to invest $1.2 billion in spending on new infrastructure capacity.
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E-12 publicly funded capacity increases to handle Amtrak or other regional passenger trains. In sharp contrast, Union Pacific (UP)
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E-13 charged to small and medium-sized companies receiving technical assistance (Selko, August 31, 2007)
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E-14 Key Findings ITCs appear to be a potentially valuable part of a comprehensive freight transportation financing package, but can do only part of the job by themselves. Their usefulness is particularly limited until the nation decides what kind and how much freight infrastructure to build.
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Key Terms
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