DEPARTMENT OF TRANSPORTATION
UNITED
STATES
OF
AMERICA
DEPARTMENT
OF
TRANSPORTATION
AT A GLANCE:
2006 Discretionary Budgetary Resources: $57.5 billion
(Decrease from 2005: 1 percent)
Major Programs:
• Aviation system
• Interstate highway system
• Rail system
• Highway safety programs
MEETING PRESIDENTIAL GOALS
Agency-specific Goals
• Improving aviation and surface transportation safety.
• Improving transportation mobility.
• Improving passenger rail service between cities.
Making Government More Effective
• Implementing recently released Federal Aviation Administration air traffic controller workforce
plan to ensure appropriate staffing.
• Developing Federal highway grant management techniques to reduce cost and schedule overruns.
• Improving oversight of all Department of Transportation loan programs.
• Improving research coordination and oversight of pipeline and hazardous materials safety
programs.
237
238 DEPARTMENT OF TRANSPORTATION
AGENCY-SPECIFIC GOALS
Aviation Safety
1999 2000 2001 2002 2003 2004
0
10
20
30
40
50
60
70
Source: Department of Transportation.
Severe Runway Incursions are Decreasing The United States has the largest, most
complex aviation system in the world. The
Nation’s airspace system includes 14,934 air
traffic controllers, 3,364 airports, and 315
air traffic control facilities. Yet despite this
complexity and size, commercial aviation
continues to be the safest form of transportation—
the United States has seen only
one commercial accident since 2002. The
Federal Aviation Administration (FAA) has
established strategic goals to reduce the rates
of commercial and general aviation fatal
accidents, reduce the risk of potential runway
collisions, and reduce cabin injuries caused by
turbulence.
FAA, working with industry, academia, and
other Federal agencies, conducts aviation research for improving safety. For example, in 2006, FAA
will continue its research into technologies, procedures, and practices that help ensure the continued
FAA Delivers New Technology
FAA’s ASDE-X technology provides General Mitchell International
Airport in Milwaukee, Wisconsin with a new tool to more efficiently
manage runway traffic.
The FAA’s Airport Surface Detection Equipment—
Model X (ASDE-X) increases airport
safety. ASDE-X uses advanced technology to:
• Determine the position of ground traffic
by using a three dimensional display,
which is particularly useful during periods
of poor weather;
• Prevent potential runway collisions by
providing visual and audio alerts to air
traffic controllers; and
• Reduce taxi time and delays by eliminating
unnecessary communications.
At the four sites where this new technology
is deployed, it has reduced the risk of runway
incursions by 66 percent and reduced taxi-out
time delays by 2.6 percent, meaning less
time waiting for departures. The 2006 Budget
provides $24 million to deploy ASDE-X at nine
additional airports.
THE BUDGET FOR FISCAL YEAR 2006 239
airworthiness of older aircraft. FAA will also develop and implement airport design standards and
surface movement procedures to lower the risk of runway collisions.
The 2006 Budget supports FAA’s continuing safety efforts. The Budget request for FAA is nearly
$11 billion, excluding grants for airport development. The Budget provides $8.2 billion in operational
and personnel costs, $2.4 billion in information technology investments, and $130 million for aviation
research. In 2006, FAA plans to hire approximately 600 new air traffic controllers and 97 safety
inspectors to ensure that FAA maintains high standards of aviation safety and efficiency.
Surface Transportation Safety
1980 1983 1986 1989 1992 1995 1998 2001
0
10
20
30
40
50
60
70
0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
Total Annual Fatalities
Fatality Rate Per 100 million
Vehicle Miles Traveled
in Highway Fatalities Remain Constant
Recent Years Fatalities in thousands Per 100 million miles
Source: Department of Transportation.
In calendar year 2003, the vehicle fatality rate
reached a record low—1.48 deaths per 100 million
vehicle miles traveled, while the number of
vehicle miles traveled increased by 24 million
miles. Despite this improvement, the total number
of surface fatalities has remained essentially
unchanged since calendar year 2001. An estimated
42,643 lives were lost in traffic accidents
in calendar year 2003, approximately 117 people
per day.
Two major contributing factors to vehicle
fatalities are alcohol-impaired driving and the
failure to use safety belts. In both of these
areas, the statistics are improving. Alcohol-related
traffic deaths decreased by three percent
in calendar year 2003, to the lowest level since calendar year 1999. In calendar year 2004, safety
belt use reached an all-time high of 80 percent, but thousands died or were injured because they
failed to buckle up. Approximately 59 percent of those killed in motor vehicle crashes were not using
any type of occupant restraints.
To build on safety gains, the Administration’s surface transportation reauthorization proposal
Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003 (SAFETEA) would
combine several safety programs administered by the National Highway Traffic Safety Administration
(NHTSA) into a consolidated grant program. States would have greater flexibility to
use safety program funds for occupant protection, impaired driving countermeasures, and other
safety programs if they develop performance-based highway safety plans. SAFETEA also proposes
a safety belt incentive program to encourage States to enact tough safety belt laws and achieve
substantially higher safety belt usage rates. The Budget requests $231 million for NHTSA safety
operations and research programs and $465 million for grants to States for targeted highway safety
programs, which is $23 million more than enacted for 2005. Funding increases are also directed
toward improving the Fatalities Analysis Reporting System, the Department of Transportation’s
(DOT’s) database used to measure and analyze trends in vehicle fatalities.
In addition, the Administration proposes more than doubling funding for highway safety improvements
over levels in the previous six-year authorization law, the Transportation Equity Act for the
21st Century (TEA 21). SAFETEA dedicates approximately $7.5 billion over six years to help States
eliminate hazardous roadway conditions.
240 DEPARTMENT OF TRANSPORTATION
AGENCY-SPECIFIC GOALS—Continued
Motor carrier grants are used by States to hire and train safety
inspectors.
Motor carriers (commercial trucks and buses)
represent about four percent of registered vehicles,
eight percent of vehicle miles traveled, and
11 percent of all fatal vehicle crashes. While
fatality rates have decreased, the Federal Motor
Carrier Safety Administration (FMCSA) fell
short of meeting its target levels for calendar
year 2003, but will continue working to reduce
the rate from 2.8 per 100 million truck-miles
traveled in calendar year 1996 to 1.65 by calendar
year 2008.
Consistent with the SAFETEA proposal,
the President’s Budget requests $232 million
for aggressive State enforcement of interstate
commercial truck and bus regulations, and
$233 million to support oversight of hazardous materials transportation, Federal safety enforcement
programs, and border safety inspections. These funds will support commercial vehicle safety and
research to enhance the quality, stability, and uniformity of State commercial vehicle safety and
enforcement programs. Additional funding in 2006 will support motor carrier safety grants to
States, and improvements to FMCSA’s safety database.
SAFETEA expands and improves safety auditing of new motor carriers. Studies show that new
motor carriers are less likely to comply with safety regulations and are more likely to be involved in
crashes than well-established motor carriers. FMCSA is implementing a safety auditing initiative
for every new commercial motor carrier company that applies to operate within the United States.
New entrants will be subjected to a safety audit in the first 18 months of operation before they receive
a permanent safety decal.
To improve rail safety, the Budget includes an additional $14 million to substantially complete the
National Differential Global Positioning System (NDGPS) broadcast station network in the continental
United States. NDGPS, which relays GPS coordinates at one to three meter accuracy, will
enable railroads to use Positive Train Control (PTC) technology to track the location and speed of
trains on crowded tracks more accurately. Employing PTC systems should reduce the likelihood of
collisions between trains, casualties to roadway workers, and speed-related accidents. The National
Transportation Safety Board has named PTC as one of its "most-wanted" initiatives for national
transportation safety.
Improving Transportation Mobility
Relieving congestion continues to be a major challenge. To address this problem, and to enhance
infrastructure conditions, the Department proposes investing in system improvements and smart
technology. Initiatives supported in this Budget include expanding “intelligent” highway system technology
and modernizing the airspace control system. DOT’s total requested spending for improving
mobility is approximately $38 billion for 2006.
THE BUDGET FOR FISCAL YEAR 2006 241
Over the next 20 years, many airports will need additional capacity to
meet growth in air traffic demand.
Air Mobility. The demand for air transportation
is outpacing increases in capacity in some
U.S. airports. FAA forecasts that air traffic demand
has the potential to triple by 2025. This
growth has been fueled by the airline industry’s
ability to offer safe, affordable, and fast service.
The 2006 Budget proposes $3 billion for
the Grants-in-Aid for Airports program (AIP),
which provides funding to airports for safety
and capacity-enhancement projects. AIP
funding assists airports in constructing new
runways or taxiways, extending existing
runways, and constructing and improving
terminal buildings. Providing additional
runways and deploying improved technology will help meet future customer needs and reduce flight
delays. FAA will continue to use its authority to work with airlines at selected airports to ease
airline delays. It will also expand the Free Flight program which provides air traffic controllers
with air traffic management tools to direct planes to their destinations more efficiently. These tools
reduce air traffic congestion, delays, and the cost of flying.
In addition, the 2006 Budget requests $18 million for the FAA to begin to integrate the Government’s
disparate air traffic enhancement efforts; leverage investments in civil aviation, homeland
security, and national security; and build upon current air traffic management initiatives.
Surface Mobility. Highway and road congestion is an aggravating problem in all parts of the country.
Congestion is also a growing problem at intermodal freight transfer facilities, like sea ports and
rail yards. Despite localized congestion problems, the condition and quality of the Nation’s highways
have improved in recent years.
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
0
5
10
15
20
25
30
35
40
Actual Projected Target
Highway Congestion is Worsening
Percent congested conditions of highway miles traveled under
Source: Department of Transportation.
To ease gridlock, the Budget proposes
highway and transit infrastructure spending
of $283.9 billion over six years. This marks a
35-percent increase over the TEA 21 six-year
spending totals. This figure reflects the emerging
consensus in Congress that was developed
in a conference committee in 2004, and the
Administration looks forward to working with
the Congress to complete action on legislation
to improve the surface transportation system.
In addition to relying on new construction
to reduce congestion, SAFETEA would fund
research and development to increase the capacity
of the existing highway system. Through
advanced traffic management techniques, we
can improve the performance and operation of existing transportation systems.
SAFETEA would facilitate private investment in transportation projects. Encouraging private participation
is a critical step in the improvement of the surface transportation system. SAFETEA also
envisions new methods to achieve better use of our highways. For example, SAFETEA would allow
States to permit Single Occupancy Vehicles in High Occupancy Vehicle lanes, as long as time-of-day
variable charges are assessed on lone drivers for such access.
242 DEPARTMENT OF TRANSPORTATION
AGENCY-SPECIFIC GOALS—Continued
1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006
75
85
95
Target Actual
Highway Pavement Quality has Improved
Source: Federal Highway Administration.
Percent acceptable quality pavement of vehicle miles traveled on
Just as our highways are becoming increasingly
crowded, so are our ports and freight
facilities. In response, SAFETEA would
dedicate a portion of National Highway System
funds to intermodal freight facilities. Likewise,
SAFETEA sets aside funds for publicly owned
intermodal freight transportation projects
that address economic, congestion, security,
safety, and environmental issues. Many
freight transfer facility projects also would be
eligible for DOT innovative financing loans
and tax-exempt private activity bonds.
Reforming Intercity Passenger Rail Service
1997 1999 2001 2003 2005 2007 2009
0
50
100
150
200
250
300
350
400
Debt Payments
Amtrak's Debt Payments Have More
Than Doubled... Millions of dollars
Source: Department of Transportation.
The current model for providing intercity
passenger rail service—Amtrak—can and
must be significantly improved. Amtrak is
almost 35 years old, and the cost to taxpayers
since its inception has been approximately
$29 billion. It requires hundreds of millions
of dollars in operating subsidies annually,
particularly for its long distance trains, to
remain solvent. Amtrak’s World War II-era
route system goes through nearly every State,
but in terms of intercity passenger miles the
commercial bus industry is seven times larger;
the air carrier industry is larger by a factor of
92.
Amtrak is currently saddled with a growing
stream of debt service payments. The railroad also has several billion dollars of deferred capital
projects that continues to grow. Along the Northeast Corridor, which Amtrak owns, major bridges
and tunnels date to the 1860s. As Amtrak’s infrastructure ages and as it continues to defer capital
investment, service has deteriorated and safety is at risk. From 2003 to 2004, Amtrak’s on-time
performance dropped from 74.1 percent to 70.7 percent. Looking ahead, Amtrak faces increasing
risks of a major infrastructure failure because it has spread its capital funds thinly between the
heavily-used Northeast Corridor and long-distance passenger trains that run on its nationwide route
network.
THE BUDGET FOR FISCAL YEAR 2006 243
Highlights of the Passenger Rail Investment Reform Act:
• Amtrak would split into a private infrastructure company and train operating company, effectively separating
the Northeast Corridor (NEC) infrastructure from long-distance train operations.
• DOT would lease the NEC infrastructure to a compact of States that would be responsible for managing
the infrastructure and train operations along the corridor.
• Outside the Northeast where Amtrak does not own track, individual States and interstate compacts
could negotiate with the freight rail companies to develop new routes. This should lead to the development
of short-corridor routes between major population centers.
• After a transition period, States would bid contracts for infrastructure maintenance and train operations
among the former Amtrak companies and other private companies. States would cover train operating
subsidies. Federal matching grants would help pay for infrastructure, which is similar to the Federal-
State cost sharing arrangement of other DOT transportation programs.
This has occurred at the same time as Federal funding for Amtrak has increased substantially. For
2001, Amtrak received $520 million in Federal funding. For 2005, Amtrak received $1.2 billion.
In 2003, the Administration proposed the Passenger Rail Investment Reform Act, which built
on the successful State-Federal partnerships that are hallmarks of other transportation programs.
Ultimately, States and localities would have the freedom to develop custom rail services demanded
by their citizens. The Federal Government’s role would be to assist in funding capital investments.
1997 1998 1999 2000 2001 2002 2003 2004
0
500
1,000
1,500
Operating Loss
Cash Loss
...While Amtrak's Losses Continue to Grow
Millions of dollars
Source: Department of Transportation.
Until such reforms are enacted, the Administration
will not propose continued Federal
subsidies for Amtrak. On its current course,
Amtrak’s performance will decline and its
infrastructure will deteriorate even with well
over $1 billion in annual Federal appropriations.
With no subsidies, Amtrak would
quickly enter bankruptcy, which would likely
lead to the elimination of inefficient operations
and the reorganization of the railroad through
bankruptcy procedures. Ultimately, a more
rational passenger rail system would emerge,
with service on routes where there is real
ridership demand and support from local
governments—such as the Northeast Corridor.
The 2006 Budget proposes $360 million for the
Surface Transportation Board to maintain existing commuter services and freight traffic along the
Northeast Corridor and elsewhere.
The Administration would endorse increased funding in subsequent years for intercity passenger
rail, on the condition that real legislative reforms are enacted. This amount could fund the reforms
envisioned in the Administration’s restructuring proposal, including addressing the Northeast Corridor
deferred maintenance backlog, and investing in new state-sponsored capital projects.
244 DEPARTMENT OF TRANSPORTATION
MAKING GOVERNMENT MORE EFFECTIVE
Aviation Transportation
2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
0
200
400
600
800
1,000
1,200
1,400
Source: Department of Transportation.
FAA Projects Dramatic Increase in Retiring
Air Traffic Controllers
The FAA’s newly created Air Traffic Organization
(ATO) has improved the management
of the FAA through several initiatives. The
ATO finalized a comprehensive workforce plan
to address the upcoming wave of air traffic
controller retirements. This plan helps ensure
that the FAA will have the right people to fill
open positions as they develop. In addition,
the ATO has launched an initiative to increase
worker productivity by 10 percent over the
next five years. The ATO will increase the
productivity of its staff by decreasing the time
and expense taken to hire and train new air
traffic controllers, establishing flexible staffing
standards to better use the existing workforce,
and by better managing other compensation costs such as sick leave, disability claims, and time
spent on union activities. The ATO will also improve productivity by handling expected air traffic
increases through 2009 using existing staffing levels and automation programs. Consolidation of
some facilities and a possible expansion of the contract tower program will also help the Department
become more productive.
Surface Transportation
For 2005, grants for highway construction, public transit, and highway safety programs—the Department’s
largest program—must be reauthorized by the Congress. The reauthorization will define
federal highway policy, and also set funding levels for upcoming projects. The Budget updates the
Administration’s proposed reauthorization legislation—Safe, Accountable, Flexible, and Efficient,
Transportation Equity Act (SAFETEA)—by supporting reauthorization at a level of $283.9 billion
through 2009.
The Budget supports improved organizational performance and productivity for all DOT surface
transportation programs. For example, through its oversight program, the Federal Transit Administration
(FTA) helps transit agencies develop disciplined cost estimates, focusing on best practices
and better metrics, emphasizing risk assessment practices, and evaluating procurement practices.
Currently, all of FTA’s major capital projects are within 10 percent of baseline cost estimates and
most of the projects are within 5 percent. Likewise, the Federal Highway Administration (FHWA) is
more closely monitoring progress of large construction projects over $1 billion.
Nevertheless, DOT needs to improve its oversight of the tens of billions of dollars in highway and
transit grants made to States and localities each year. DOT field staffers are focusing on making
sure grant recipients control project costs and schedules. To help meet this goal, DOT is implementing
an action plan to ensure that Federal grant dollars are properly accounted for by grantees and
sub-grantees. For example, the Budget includes funds for additional personnel to provide oversight of
large highway construction projects, such as the “mixing bowl” project in Springfield, Virginia. Additionally,
SAFETEA would strengthen FHWA’s stewardship while respecting States prerogatives by:
THE BUDGET FOR FISCAL YEAR 2006 245
• Having States submit project management plans for all Federal aid projects costing $1 billion
or more.
• Requesting States to prepare annual financial plans for all projects receiving $100 million or
more in Federal aid funds.
• Establishing cost-estimate standards to provide more reliable and consistent project cost expectations.
• Strengthening the Department’s suspension and debarment policies to prevent contractors from
continuing to defraud the Government.
• Allowing States to share in monetary recoveries from Federal fraud cases.
SAFETEA would also establish a new highway pilot program where States could manage as a
block grant funds from the following programs: Interstate Maintenance, National Highway System,
Surface Transportation (except for the Transportation Enhancement funds), Highway Safety Improvement,
Highway Bridge, and Minimum Guarantee. Under the pilot program, States would work
with the Department to develop and meet specific system performance measures.
Credit Programs
DOT operates loan programs that provide substantial financing for rail, highway, maritime, and
multimodal projects that improve mobility and safety, and enhance the environment. Over the past
year, DOT has established a process to better manage its loan portfolio and limit its credit risk. DOT
uses a standardized process for reviewing loan applications, regardless of the loan program, and top
agency management make final recommendations. DOT also employs independent financial advisors
to assess the financial viability of applicants. The result is consistent standards and better decisionmaking.
On a related issue, the 2006 Budget proposes to de-authorize the Railroad Rehabilitation
and Improvement Financing loan program because recent tax law changes will better advance rail
infrastructure investment.
Research and Special Programs Administration Reorganization
The recent enactment of the Research and Special Programs Improvement Act will permit the
Administration to improve coordination and strengthen oversight by realigning the Department’s
research, pipeline safety, and hazardous materials safety programs. The restructuring will create
two new operating administrations in place of the existing Research and Special Programs Administration.
The new Research and Innovative Technology Administration will focus on research and
development activities, transportation analysis, and statistics. Inspection and policy responsibilities
for pipeline and hazardous materials transportation safety programs will be placed within the other
newly established operating administration: the Pipeline and Hazardous Materials Safety Administration.
Managing for Results
The Administration continues to assess the management and performance of DOT programs using
the Program Assessment Rating Tool (PART). Last year, nine programs were assessed using PART,
which reviews each program’s design and purpose, strategic planning, internal management, and
whether they are generating positive results for taxpayers. For example, the PART review of FAA’s
Facilities and Equipment program found that, despite appropriate long-term goals, projects consistently
experience large cost and schedule overruns. In response to the PART recommendations, FAA
will focus on increasing the use of performance-based contracts as a means of controlling costs. Evaluations
of the Maritime Administration’s Maritime Security Programfound a need for a new measure
246 DEPARTMENT OF TRANSPORTATION
MAKING GOVERNMENT MORE EFFECTIVE—Continued
of the program’s contribution to the total commercial sealift capacity requirement. This new measure
will help DOT, which is working with the Department of Defense, evaluate whether the current
mix of vessel types in the Maritime Security Program fleet are appropriate to meet the needs of the
Department of Defense.
Update on the President’s Management Agenda
The table below provides an update on DOT’s implementation of the President’s Management
Agenda as of December 31, 2004.
Human Capital
Competitive
Sourcing
Financial
Performance E-Government
Budget and
Performance
Integration
Status
Progress
Through the Human Capital initiative, DOT has established a new strategic plan for managing its human
capital and is progressing toward implementing multi-tier employee evaluation systems for each of its operating
administrations. DOT completed its first two standard competitions in August 2003, with expected savings
of $9 million over 10 years. DOT has implemented a Department-wide integrated financial system to make
the Department’s accounting practices more streamlined and accurate. The Department still faces several
challenges relating to financial management, including a need to improve the oversight of highway and transit
grants. DOT has created an Enterprise Architecture that focuses on information technology (IT) investments and
plans to address “at risk” programs in the Department. Over the next year, DOT will work towards achieving the
challenging goal of securing all of its IT systems. DOT’s 2006 Budget submissions incorporated PART findings
and are structured to show full costs by strategic goal.
Initiative Status Progress
Real Property Asset Management
Eliminating Improper Payments
FAA holds over 98 percent of the DOT property and leads the Department’s Real Property Initiative. There are
many challenges ahead, including a gap analysis between the FAA asset management plan, inventory system,
and performance measures and the Federal Real Property Council standards. FAA will use this assessment to
determine an aggressive strategy for addressing deficiencies. For its Improper Payment Initiative, DOT’s major
challenge is to gain insight into how grantees and subgrantees spend DOT funds. Currently, DOT has limited
information for its major grant programs. (Because this is the first quarter that agency efforts in the Eliminating
Improper Payments Initiative were rated, progress scores were not given.)
THE BUDGET FOR FISCAL YEAR 2006 247
Department of Transportation
(In millions of dollars)
Estimate 2004
Actual 2005 2006
Spending
Discretionary Budgetary Resources:
St. Lawrence Seaway Development Corporation
Existing law ........................................................................................................ 13 15 7
Legislative proposal to collect user fees.................................................. — — 8
Federal Aviation Administration ........................................................................... 13,841 13,834 13,779
FAA Obligation Limitation (non-add) ................................................................. 3,379 3,472 3,000
Rescission of 2005 and 2006 unused contract authority ...................... — — 1,069
Federal Highway Administration.......................................................................... 33,919 33,734 34,700
Federal-Aid Highway Obligation Limitation (non-add) ........................... 33,949 34,263 34,700
Federal Motor Carrier Safety Administration (Obligation limitation) ....... 364 443 465
National Highway Traffic Safety Administration (Obligation limitation) .. 298 452 696
Federal Transit Administration.............................................................................. 7,264 7,647 7,781
FTA Obligation Limitation (non-add) ............................................................. 5,813 6,691 6,825
Federal Railroad Administration .......................................................................... 1,450 1,425 552
Amtrak (non-add) ................................................................................................ 1,218 1,207 360
Maritime Administration.......................................................................................... 220 304 295
Rescission of unused balances .......................................................................... — — 74
Pipeline and Hazardous Materials Safety Administration 1 ....................... 112 112 116
Research and Innovative Technology Administration 2 ............................. — 4 6
Surface Transportation Board............................................................................... 18 20 23
All other programs (includes offsetting collections)...................................... 163 1 216
Total, Discretionary budgetary resources 3 .................................................... 57,662 57,991 57,501
Total, Surface Obligation Limitation (non-add) .............................................. 40,420 41,849 42,686
Memorandum: Budget authority from enacted supplementals ............... — 1,227 —
Total, Discretionary outlays ................................................................................... 53,387 57,235 59,388
Mandatory Outlays:
St. Lawrence Seaway Development Corporation:
Legislative proposal to collect user fees.................................................. — — 8
Federal Highway Administration...................................................................... 946 1,296 1,330
Office of the Secretary........................................................................................ 8 117 51
All other (including offsetting receipts).......................................................... 206 433 176
Total, Mandatory outlays ........................................................................................ 1,160 980 1,197
Total, Outlays.............................................................................................................. 54,547 58,215 60,585
248 DEPARTMENT OF TRANSPORTATION
Department of Transportation—Continued
(In millions of dollars)
Estimate 2004
Actual 2005 2006
Credit activity
Direct Loan Disbursements:
Transportation Infrastructure Finance and Innovation Program.......... 65 396 818
Railroad Rehabilitation and Improvement Program................................. 227 250 —
Total, Direct loan disbursements ......................................................................... 292 646 818
Guaranteed Loan Commitments:
Transportation Infrastructure Finance and Innovation Program.......... — — 200
Maritime Guaranteed Loans (Title XI)........................................................... 212 140 —
Minority Business Resource Center .............................................................. 8 18 18
Total, Guaranteed loan commitments................................................................ 220 158 218
1 To be transferred to the Surface Transportation Board.
2 Reflects reorganization of programs under the Research and Special Programs Improvement Act.
3 Includes both discretionary budget authority, obligation limitations, and rescissions.
