ment of the foregoing five policy problems under appropriate mandate from the Congress, would contribute immeasurably toward coordination of the various programs aimed at promotion and regulation of transportation. Action in even such a limited area of responsibility would reduce the cost of overall program performance by many times the cost of administering a Department of Transportation. To illustrate, the $22 million saved in 1960 Federal-aid highway bridge costs alone, resulting from reductions in navigational clearances in bridges, ranges from 7 to 10 times the annual cost of administering the Office of Secretary of any executive department.26 In part III, chapter 4 of this report, we recommend that a Department of Transportation be established and identify its proposed scope of responsibility.

TABLE I.-Summary of Federal program funds in direct aid of transportation [In millions, figures rounded]

Based upon computed annual average payments for 5-year period from 1956 through 1960.

This construction differential subsidy program started in 1936, and the reconstruction subsidy program started in 1955

20 Estimates of fiscal year 1961 budgets for the Office of Secretary of several of the executive departments are in millions: Agriculture, $2.9; Commerce, $2,85; HEW, $2.1 (excluding amounts for substantive programs); Interior, $2.7; and Treasury, $3.4.

TABLE II.-Federal-aid highway authorizations—actual for 1917 through 1960, projected for 1961 through 1975

TABLE III.—Mileage of Federal-aid highway systems in 1960

TABLE IV.-Motor vehicle registration in the United States at 5-year intervals,

TABLE V-A.-Corps of Engineer expenditures for navigation improvementsEstimated navigational share of total actual expenditures, 1917–60; projected navigational share of future expenditures, 1961-75

TABLE V-B.—Tennessee Valley Authority—Expenditures for navigation im provements on Tennessee River and its tributaries; actual for 1935–60, projected for 1961-75