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Wahrscheinlichkeit einer in ihren Grundzügen kontinuierlichen Fortsetzung der Außenpolitik Zhou Enlais und Mao Zedongs unter deren Nachfolgern. (DÜI-Vrl)

The basic principle of transportation (T) policy should be adequate, efficient T at reasonable, non-discriminatory cost to users. Early railway growth in the age of great territorial expansion led to a chaos of rates & services, discriminatory treatment of users, & unfair wage & labor practices by the railroads. The original objective in the regulation of railway rates & services was to prevent monopoly & to assure fair competition among the railways themselves & among the communities & industries affected. This has been implemented, but with the constant effort to fix rates which yield 'cost plus fair return' to the railways while still maintaining their public-utility function. The uneven railway rate structure thus produced has coupled with vast technological change & diversification in the T field to encourage an array of alternative means of T to flourish & compete with the railways for business. Certain gov'al att's underlying regulation have placed railways at a disadvantage in the competition. Furthermore, railway corporations themselves have followed policies of curtailment of services & merger with competing lines. The time has come for a new look, with nat'l scope, at transport conditions with a view to returning to the original objective of regulation to provide adequate service at fair rates & with maximum preservation of competition. AA.

Transportation (T) is a basic element of the US econ complex. It has been a principal factor in the expansion, growth, development of the US. It has played an important role in the ascendance of the US to position of world leadership. It would be folly to assume that T will automatically continue to contribute its optimum benefits domestically or internat'ly. Today, the T system in the US is becoming a limiting factor in our deep need to grow econ'ly at a greater rate. Yet, the T process intrinsically has the potential of helping to lead econ, soc, & pol'al development in this interdependent world. The goal of gov is to aid in producing the conditions under which the growth & progress can occur. This must be accomplished within the framework of a broader & higher goal-the perpetuation of our basic freedoms & their maximum extension to other areas of the world. This requires that the gov foster advanced efficiencies & technological developments with the minimum of regulation consistent with public protection. It requires continued reliance on private investment, profit, the forces of competition. Public promotion & investment our increasingly complex distribution system must be geared to the production of the most efficient T process & not to the narrow requirements of any segment. AA.

Transportation is a basic element of the American economic complex. It has been a principal factor in the expansion, growth, and development of the United States. It has played an important role in the ascendance of the United States to a position of world leadership. But it would be folly to assume that transportation will automatically continue to contribute its optimum benefits domestically or internationally. Today, the transportation system in the United States is becoming a limiting factor in our deep need to grow economically at a greater rate. Yet, the transportation process intrinsically has the potential of helping to lead economic, social, and political development in this interdependent world. The goal of government is to aid in producing the conditions under which the growth and progress can occur. This must be accomplished within the framework of a broader and higher goal—the perpetuation of our basic freedoms and their maximum extension to other areas of the world. This requires that the government foster advanced efficiencies and technological developments with the minimum of regulation consistent with public protection. It requires continued reliance on private investment, profit, and the forces of competition. Public promotion and investment and our increasingly complex distribution system must be geared to the production of the most efficient transportation process and not to the narrow requirements of any segment.

The basic principle of transportation policy should be adequate, efficient transportation at reasonable, non-discriminatory cost to users. Early railway growth in the age of great territorial expansion led to a chaos of rates and services, discriminatory treatment of users, and unfair wage and labor practices by the railroads. The original objective in the regulation of railway rates and services was to prevent monopoly and to assure fair competition among the railways themselves and among the communities and industries affected. This has been implemented, but with the constant effort to fix rates which yield "cost plus fair return" to the railways while still maintaining their public-utility function. The uneven railway rate structure thus produced has coupled with vast technological change and diversification in the transportation field to encourage an array of alternative means of transportation to flourish and compete with the railways for business. Certain governmental attitudes underlying regulation have placed railways at a disadvantage in the competition. Furthermore, railway corporations themselves have followed policies of curtailment of services and merger with competing lines. The time has come for a new look, with national scope, at transport conditions with a view to returning to the original objective of regulation to provide adequate service at fair rates and with maximum preservation of competition.

Health management and safety regulation are separate disciplines but share the aim to extend expectancy of life in good health. The need to improve cost‐effectiveness calls for their co‐ordinated management according to a unified rationale. Three guiding principles of accountability, demonstrable net benefit and a uniform measure of performance, have been laid out in Canada by the Joint Committee on Health and Safety. They call for open accounting in terms of (health‐related quality‐adjusted) life expectancy. The principles are utilitarian in format but, it is argued, inequity is naturally diminished in the process of optimizing cost‐effectiveness through maximum marginal returns. Comments are made on practical implementation. The need for public consent in practice calls for two additional principles reflecting fair procedure and sovereignty of the citizens. It is concluded that public health and safety measures should be surveyed, documented for cost‐effectiveness and prioritized for improvement.