and manufactures will be needed to adequately support 

 expanding world population and income. It is 

 estimated, for example, that despite record production 

 in countries such as India, many poor tropical nations 

 may have double the food deficits experienced during 

 the crisis of 1974-75 within the next 10 years. Thus 

 transport will be needed for substantially larger 

 amounts of food imports. Transport capability will 

 have to be flexible in both areas of surplus and 

 shortfall to meet quick routing requirements. In some 

 cases, the transport bottleneck may be ships; in 

 others, ports; and in many cases, local roads, rail 

 capacity, and the availability of trucks and storage 

 facilities. 



Institutional Mechanisms 



The needs of the developing world call for 

 integrated, resource-conserving systems for carrying 

 freight and passengers. The United States has an 

 impressive record in the design, construction, and 

 operation of transport facilities and in materials 

 research. It has been a leader in trucking, barge 

 operations, and port development; in many facets of 

 airline, railway, and pipeline systems; and in low-cost 

 road design, airport construction, and various 

 navigation aid systems. Europe, Canada, and Japan, 

 among others, also have important experience to 

 contribute. However, in all countries experience has 

 generally been divided among companies and 

 organizations that deal with only one form of 

 transportation. The U.S. experience in particular has 

 been to adopt unnecessarily high standards. And, in 

 urban transport, neither the United States nor other 

 developed countries have made much more progress toward 

 satisfactory solutions than have the developing 

 countries. 



No U.S. agency is concerned, on an adequate scale, 

 with transportation as a whole in relation to 

 development. Some university centers are moving in 

 that direction, however, and the federal government, 

 through the creation of a Department of Transportation, 

 is currently positioning itself to view the 

 transportation field as a whole and to exploit the 

 relationships between the ways people and goods are 

 moved and the broader socioeconomic goals of land use, 

 energy, environment, employment, etc. 



U.N. efforts in the transportation field also fall 

 far short of what needs to be done. They are currently 

 dispersed among a number of technical agencies which, 

 although performing effectively, are not organized to 

 promote the use of transportation for socioeconomic 



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