A principal need of the 1980’s will be maintaining mobility for all segments of the population in the face of severely increasing transportation costs and uncertainty of fuel supplies.  We must improve the flexibility of our transportation system and offer greater choice and diversity in transportation services.  While the private automobile will continue to be the principal means of transportation for many Americans, public transportation can become an increasingly attractive alternative.  We, therefore, want to explore a variety of paratransit modes, various types of buses, modern rapid transit, regional rail systems and light rail systems.

Highway planning and transit planning must be integrated and related to State, regional, district and neighborhood planning efforts now in place or emerging.  Low density development and land use threaten the fiscal capacity of many communities to support needed services and infrastructure.

ELDERLY AND HANDICAPPED TRANSPORTATION

Transportation policies in the 1980’s must pay increasing attention to the needs of the elderly and handicapped.  By 1990, the number of people over 65 will have grown from today’s 19 million to 27 million.  During the same period, the number of handicapped—­people who have difficulty using transit as well as autos, including the elderly—­is expected to increase from 9 to 11 million, making up 4.5 percent of the population.

We must not retreat from a policy that affords a significant and growing portion of our population accessible public transportation while recognizing that the handicapped are a diverse group and will need flexible, door-to-door service where regular public transportation will not do the job.

RAILROADS

In addition, the Federal government must reassess the appropriate Federal role of support for passenger and freight rail services such as Amtrak and Conrail.  Our goal through federal assistance should be to maintain and enhance adequate rail service, where it is not otherwise available to needy communities.  But Federal subsidies must be closely scrutinized to be sure they are a stimulus to, and not a replacement for, private investment and initiative.  Federal assistance cannot mean permanent subsidies for unprofitable operations.

WATERWAYS AND RURAL TRANSPORTATION

There is a growing need in rural and small communities for improved transportation services.  Rail freight service to many communities has declined as railroads abandon unproductive branch lines.  At the same time, rural roads are often inadequate to handle large, heavily-loaded trucks.  The increased demand for “harvest to harbor” service has also placed an increased burden on rural transportation systems, while bottlenecks along the Mississippi River delay grain shipments to the Gulf of Mexico.