[Senate Hearing 108-309]
[From the U.S. Government Publishing Office]
S. Hrg. 108-309
TEA-21 REATHORIZATION:
REGIONAL TRANSPORTATION ISSUES
=======================================================================
FIELD HEARINGS
BEFORE THE
COMMITTEE ON
ENVIRONMENT AND PUBLIC WORKS
UNITED STATES SENATE
ONE HUNDRED EIGHTH CONGRESS
FIRST SESSION
on
__________
APRIL 7, 2003--CHICAGO, ILLINOIS
AUGUST 11, 2003--BROWNSVILLE, TEXAS
AUGUST 14, 2003--MEDFORD, OREGON
__________
Printed for the use of the Senate Committee on Environment and Public
Works
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COMMITTEE ON ENVIRONMENT AND PUBLIC WORKS
one hundred eighth congress
first session
JAMES M. INHOFE, Oklahoma, Chairman
JOHN W. WARNER, Virginia JAMES M. JEFFORDS, Vermont
CHRISTOPHER S. BOND, Missouri MAX BAUCUS, Montana
GEORGE V. VOINOVICH, Ohio HARRY REID, Nevada
MICHAEL D. CRAPO, Idaho BOB GRAHAM, Florida
LINCOLN CHAFEE, Rhode Island JOSEPH I. LIEBERMAN, Connecticut
JOHN CORNYN, Texaa BARBARA BOXER, California
LISA MURKOWSKI, Alaska RON WYDEN, Oregon
CRAIG THOMAS, Wyoming THOMAS R. CARPER, Delaware
WAYNE ALLARD, Colorado HILLARY RODHAM CLINTON, New York
Andrew Wheeler, Majority Staff Director
Ken Connolly, Minority Staff Director
(ii)
C O N T E N T S
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Page
APRIL 7, 2003--CHICAGO, IL
ILLINOIS TRANSPORTATION: CROSSROADS OF THE NATION
OPENING STATEMENT
Inhofe, Hon. James M., U.S. Senator from the State of Oklahoma... 1
STATEMENTS OF SENATORS FROM THE HOST STATE
Fitzgerald, Hon. Peter J., U.S. Senator from the State of
Illinois....................................................... 3
Durbin, Hon. Richard J., U.S. Senator from the State of Illinois. 3
WITNESSES
Blackshere, Margaret, president, Illinois AFL-CIO................ 19
Prepared statement........................................... 42
Bulat, Denise, executive director, Bi-State Regional Commission.. 15
Prepared statement........................................... 34
Castle, Rita L., Issues Analyst, Management Corporation Affairs,
Caterpillar, Inc............................................... 23
Prepared statement........................................... 40
D'Escoto, Miguel, Director, Chicago Department of Transportation. 7
Prepared statement........................................... 28
Feltes, Richard, chairman, National Stone, Sand and Gravel
Association.................................................... 22
Prepared statement........................................... 42
Jones, Hon. Linzey, Mayor, Olympia Fields, President of South
Suburban Mayors and Managers Association....................... 19
Lorig, David, president, Lorig Construction Company.............. 24
Prepared statement........................................... 39
Marcucci, Hon. Thomas, Mayor, City of Elmhurst, Representative of
CATS (Chicago Area Transportation Study)....................... 16
Prepared statement........................................... 35
Martin, Timothy, Secretary, Illinois Department of Transportation 4
Prepared statement........................................... 25
Pennekamp, James, executive director, Leadership Council of
Southwestern Illinois.......................................... 14
Article, St. Louis Post Dispatch............................. 32
Prepared statement........................................... 30
Petty, Ryan, president, Rockford Area Chamber of Commerce........ 11
Prepared statement........................................... 32
Schillerstrom, Hon. Robert, chairman, DuPage County Board........ 10
Prepared statement........................................... 36
Thakuriah, Piyushimita, Associate Director of Research Programs,
Urban Transportation Center, Department of Urban Planning and
Policy, University of Illinois................................. 12
Prepared statement........................................... 37
Warfield, Ronald, president, Illinois Farm Bureau................ 20
Prepared statement........................................... 47
Whitley, Douglas, president, Illinois Chamber of Commerce........ 9
Prepared statement........................................... 29
ADDITIONAL MATERIAL
Article, Threat Prompts Police to Watch Two Bridges.............. 55
Letters:
336 Coalition................................................ 65
Carbondale Chamber of Commerce............................... 73
Carbondale, IL, Mayor Neil Dillard........................... 58
Collinsville, IL, City Manager Henry Sinda................... 57
Cornbelt Fire Protection District............................ 85
Danville, Il, Mayor Robert E. Jones.......................... 50
Highway 34 Coalition......................................... 61
Illinois 30 Coalition........................................ 75
Illinois Department of Transportation........................ 68
Jackson County Business Development Corporation..............73, 74
Litchfield, IL, Mayor John L. Dunkirk........................ 69
Madison County Highway Department............................ 59
Mahomet, IL, President Jeffrey Coulsen....................... 81-85
Mahomet-Seymour Schools...................................... 85
Memorial Hospital, Carbondale, IL............................ 72
Project 29................................................... 67
Rose, Hon. Chapin, Illinois House of Representatives......... 73
Southern Illinois University................................. 75
Villa Grove, IL, Mayor Ronald Hurst.......................... 60
Will County, IL, Executive Joseph Mikan...................... 86-88
51 Coalition................................................. 76
Statements:
Brookfield Zoo............................................... 69
Business Leaders for Transportation.......................... 49
Coles County Development Council............................. 56
Interstate-74 Mississippi River Crossing Corridor............ 78
Mikan, Joseph, Will County, Illinois......................... 55
Pagano, Paul, Metra.......................................... 51
Prairie Stone Transportation Association..................... 50
St. Louis Regional Chamber and Growth Association............ 53
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AUGUST 11, 2003--BROWNSVILLE, TEXAS
TRANSPORTATION INVESTMENT ALONG THE SOUTHERN TEXAS BORDER
OPENING STATEMENTS
Cornyn, Hon. John, U.S. Senator From the State of Texas.......... 91
Inhofe, Hon. James M., U.S. Senator from the State of Oklahoma... 89
WITNESSES
de la Garza, Hon. Connie, Mayor, Harlingen, Texas................ 105
Prepared statement........................................... 133
Frankel, Hon. Emil, Assistant Secretary for Transportation
Policy, Department of Transportation........................... 92
Prepared statement........................................... 119
Franz, Hon. John D., Mayor, City of Hidalgo, Texas............... 107
Prepared statement........................................... 134
Hinojosa, Hon. Gilberto, Judge, Cameron County, Texas............ 109
Prepared statement........................................... 136
Johnson, Johnny, Commissioner, Texas Department of Transportation 95
Prepared statement........................................... 125
Stockton, William R., Assistant Agency Director, Texas
Transportation Institute....................................... 97
Prepared statement........................................... 130
Summers, William, president, Rio Grande Valley Partnership/
Chamber of Commerce............................................ 116
Prepared statement........................................... 141
Townsend, Pat, president/CEO, Mission Economic Development
Authority...................................................... 114
Prepared statement........................................... 140
Trevino, Hon. Eddie, Jr., Mayor, Brownsville, Texas.............. 104
Prepared statement........................................... 132
Vale, Sam, president, Starr-Camargo Bridge Company on Behalf of
the Border Trade Alliance...................................... 112
Prepared statement........................................... 138
ADDITIONAL MATERIAL
Statements:
Ortiz, Hon. Solomon, U.S. Representative from the State of
Texas...................................................... 144
Neugebauer, Hon. Randy, Texas State Representative........... 144
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AUGUST 14, 2003
IMPACT ON THE ECONOMY OF THE PACIFIC NORTHWEST
OPENING STATEMENT
Wyden, Hon. Ron, U.S. Senator from the State of Oregon........... 149
WITNESSES
Burrill, Michael, Sr., CEO, Burrill Family Companies............. 177
Prepared statement........................................... 200
Foster, Stuart, chair, Oregon Transportation Commission.......... 155
Prepared statement........................................... 193
Frankel, Hon. Emil H., Assistant Secretary for Transportation
Policy, U.S. Department of Transportation...................... 151
Prepared statement........................................... 189
Hicks, Brad, president and CEO, the Chamber of Medford/Jackson
County, Oregon................................................. 179
Prepared statement........................................... 201
Kratz, Pete, senior vice president and general manager of product
supply, Bear Creek Corporation................................. 181
Prepared statement........................................... 202
Kupillas, Hon. Sue, Commissioner, Jackson County, Oregon......... 160
Prepared statement........................................... 197
Montero, Mike, chair, Chambers Transportation Committee.......... 185
Shiprack, Bob, executive secretary, Oregon Building Trades
Council........................................................ 183
Warner, Bruce, director, Oregon Department of Transportation..... 157
Prepared statement........................................... 195
TEA-21 REAUTHORIZATION: REGIONAL TRANSPORTATION ISSUES
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MONDAY, APRIL 7, 2003
U.S. Senate,
Committee on Environment and Public Works,
Chicago, Illinois.
The committee met, pursuant to notice, at 11:30 a.m. in
room 2325, Dirksen Federal Building, Chicago, Illinois, Hon.
James Inhofe [chairman of the committee] presiding.
ILLINOIS TRANSPORTATION: CROSSROADS OF THE NATION
Present: Senator Inhofe.
Also present: Senators Fitzgerald and Durbin.
OPENING STATEMENT OF HON. JAMES M. INHOFE, U.S. SENATOR FROM
THE STATE OF OKLAHOMA
Senator Inhofe. The hearing will come to order. We will
start with a couple of apologies for my voice. It is not quite
normal today, due to I am not sure what.
The other is that regretfully, even though I have a history
here, and I have never mentioned this to my fellow Senators
before, but I actually lived in Chicago years ago. I have a
great affection for it.
I can remember watching the ticker tape parade from the top
of the Lincoln Park Arms at the end of World War II. I am a
little bit ashamed of Chicago right now. I feel very bad about
what happened on the Miegs Field thing. I even gave some
consideration to not coming today, as a result of that.
I feel that if you willfully go out and destroy
infrastructure the way that the Mayor did, that it is a little
inconsistent to come back and have a hearing to see what kind
of infrastructure needs we have in Illinois.
The only reason I decided to come after all was after
talking to my friend, Senator Fitzgerald, and so I am here. I
really feel that it was an act of arrogant recklessness,
reminiscent of the 1920's and not the 21st Century; so enough
of that.
I would like to welcome everyone here to the first field
hearing of the Committee on Environment and Public Works this
year. This is a very significant hearing, because it is the
first. We are going to be reauthorizing for the next 6 years,
or it might be the next 5 years.
We might change it, in an effort to get more money for
infrastructure for the entire United States of America. This is
every bridge, every highway, and all the Federal buildings, so
it is a very significant thing.
I am sure everyone here is aware that the law currently
governing surface transportation, TEA-21, must be reauthorized.
I am the chairman of the committee that will be doing that.
My goals for reauthorization are very congruent with the
needs of Illinois and, I believe, the goals of Senator
Fitzgerald and Senator Durbin. I plan to put a great deal of
focus on improving safety, congestion, and freight movement. A
good highway program can save lives and improve the economy,
and improve people's quality of life.
I have to say this. There is no single thing you can do
more for the economy, in terms of a job's bill, than an
aggressive highway program.
I would also like to see healthy and sustainable growth in
funding levels in the new bill. The Nation's highway and bridge
needs are staggering. This Administration recently estimated
that to simply maintain the existing highway system and bridge
system would require an annual investment to be increased by
about 20 percent over current funding levels.
Simply increasing funding is not enough. States like
Oklahoma and Illinois pay significantly more into the Highway
Trust Fund than they receive in highway funding, where donor
States want to significantly increase the rate of return for
donor States. So we have that in common between the State of
Illinois and the State of Oklahoma.
So with that, we have today, what do we have, three panels?
We have three panels today, and I would like to, at this point,
introduce the first panel.
From the first panel, we will hear from Mr. Timothy Martin,
Secretary of the Illinois Department of Transportation,
welcome; Miguel D'Escoto, Director, Chicago Department of
Transportation, and we had a chance to ride in together and
visit on the way from the airport; Mr. Douglas Whitley,
President, Illinois Chamber of Commerce.
[The prepared statement Senator Inhofe follows:]
Statement of Hon. James M. Inhofe, U.S. Senator from the State of
Oklahoma
I would like to welcome everybody to this, the first field hearing
of the Committee on Environment and Public Works of 2003. I am honored
to hold this hearing for my good friend Peter Fitzgerald to learn more
about the transportation needs of the great State of Illinois.
As I'm sure everybody here is aware, the law currently governing
surface transportation, TEA-21, must be reauthorized this year. I plan
to mark up the new legislation in May, have it considered by the Senate
in June, and have it on the President's desk in September, before TEA-
21 expires.
My goals for reauthorization are very congruent with the needs of
Illinois and, I believe, the goals of Senator Fitzgerald.
I plan to put a great deal of focus on improving safety,
congestion, and freight movement. A good highway program can save
lives, improve the economy, and improve peoples' quality of life.
I also would like to see healthy and sustainable growth in funding
levels under the new bill. The nation's highway and bridge needs are
staggering. This Administration recently estimated that to simply
maintain the existing highway and bridge system would require annual
investment to increase by about 20 percent above current funding
levels.
But simply increasing funding is not enough. States like Oklahoma
and Illinois currently pay significantly more into the Highway Trust
Fund than they receive in highway funding. We are donor States. I want
to significantly increase the rate of return of donor States. This is
an important equity issue.
Senator Inhofe. Do you have an opening statement, Senator
Fitzgerald?
OPENING STATEMENT OF HON. PETER G. FITZGERALD, U.S. SENATOR
FROM THE STATE OF ILLINOIS
Senator Fitzgerald. Well, I would just like to thank
Senator Inhofe for coming here. I appreciate his being here,
notwithstanding the bad weather and notwithstanding his
misgivings about Miegs Field. He is a great friend and a great
Senator.
We are the State that ranks about third in interstate
networks through our State. The importance of a vital
transportation network to Illinois and really to the country,
cannot be overstated because so much of the traffic that
travels on our highways goes through Illinois.
So I am delighted that we are in a position to have this
hearing today so that we can present to the committee the needs
of our State. We are one of those donor States that you
referred to. We are only getting about 92 cents on the dollar
back for every dollar we sent to Washington in our motor fuel
taxes. We hope to do a little bit better the next time.
In the last 10 years, our traffic has increased something
like 31 to 33 percent in the Chicago area. So our needs go up.
We are one of the most congested cities; about the third most
congested city in the country right here in Chicago. We have
needs in all parts of the State, and we are glad that we will
have testimony from a good cross section of the State of
Illinois. So Senator Inhofe, thank you very much.
Senator Inhofe. Thank you, Senator Fitzgerald.
Senator Durbin?
OPENING STATEMENT OF HON. RICHARD J. DURBIN, U.S. SENATOR FROM
THE STATE OF ILLINOIS
Senator Durbin. Senator Inhofe, thank you for coming to
Chicago, today. I am sorry the weather is not a little better.
But if you think we are disappointed, imagine the Chicago Cubs,
who thought they were going to have an opening this afternoon
with the Expos. I went out to Wrigley Field this morning and
threw out the first snowball.
[Laughter.]
Senator Durbin. I do not know if that is going to become an
annual affair. I hope it certainly does not. But thank you for
coming. I want to personally thank you for being one of the
early co-sponsors of the legislation which would have solved
the airport problem. It would have kept Miegs open. It would
have built Piatone, and modernized O'Hare.
I know of your commitment to general aviation, and I know
of your co-sponsorship of that legislation, which could have
resolved this, and I wish it would have.
Today though, we look forward instead of back, and we look
at the Transportation Equity Act of the 21st Century. I do not
know if it has a formal name yet; TEA-3, TEA-21. Since you are
the chairman, you get to name it. But when it is all said and
done, the name is secondary to the content of the bill.
We need to fix the formula. You are going to find
representation in testimony here from all over the State. We
not only have the city of Chicago and Page County, and all of
the surrounding area in this metropolitan area, but we have a
lot of down-staters. We have a lot of new projects that are
piling up: U.S. 51, 67, 20, 30, North South Wacker Drive, just
to name a few.
We need to fully fund the transit program. I know that we
have already started talking about that with other Senators,
about what to do with transit. But transit is an important part
of transportation, not only for the city, but for this State,
and I am sure, Oklahoma.
We need to fully fund the Congestion Mitigation and Air
Quality Program, and provide State and local governments with
more flexibility. We need to continue effective efforts, such
as the discretionary interstate maintenance and discretionary
bridge programs. If you would like to make the names of any of
these programs shorter, I will second that amendment.
Finally, let me tell you that we need to advance the best
interests of our Nation, not just of the individual States. I
am certain you will do that, and thank you for being here.
Senator Inhofe. Thank you, Senator.
I might also add, before we hear from our first witness,
that I am a Republican, but I did not agree with that item in
the budget that came down. I thought we really needed more
money than what came in with the President's budget.
Although I know the pressures that he is facing, and it
very, very difficult, we are trying our best to be as creative
as we can to increase the amount of money that we can have for
our infrastructure throughout America.
Mr. Martin, you may begin. I would like to ask each of the
witnesses on this and the other panels to make their comments
as brief as they can, and your entire statement will be entered
into the record. Mr. Martin?
STATEMENT OF TIMOTHY MARTIN, SECRETARY, ILLINOIS DEPARTMENT OF
TRANSPORTATION
Mr. Martin. Thank you very much, Senator. Mr. Chairman,
thank you for coming to Chicago today, to discuss Illinois
transportation needs. I appreciate the opportunity to be able
to testify, and I would like to thank Senator Fitzgerald and
Senator Durbin for their consistent backing of the
transportation program throughout Illinois.
Having had the opportunity to meet with them in my short
tenure here, they can both articulate the need for the projects
throughout the State.
As no doubt you found in your travels here to Illinois, you
could have gotten here by any one of a number of means.
Illinois truly is the center point. If you look at any of the
maps from Ashdale and any of the Federal maps, Illinois is
truly the circulation system of this Nation.
It all comes right into Illinois; either into Chicago or
through southern Illinois, all the expressways, the railroads,
all come through here.
We rank third in the number of lane miles, third in the
number of center lane miles. We also rank seventh in the number
of vehicle miles traveled.
We have the second largest public transportation system in
the Nation, and one of the oldest in the Nation. The Illinois
transportation system moves an extraordinarily large amount of
people, freight, and other goods throughout.
We are also the third largest container point in the world,
second to Hong Kong and Singapore. All of that comes through
Chicago and through Illinois.
In addition, one of every five jobs here in the State of
Illinois is related to transportation. That is a staggering
number. They are not all just transportation construction jobs.
They are jobs related to transportation, related to goods
distribution.
In 2002, Illinois created 87,000 jobs related to highway
transportation construction. In addition, 27,000 jobs were
developed, as it relates to public transportation. Those are
phenomenal numbers.
We are not even talking about the number of jobs that were
created as a result of transportation infrastructure, building
throughout the State. I am sure that on the other panels that
you will hear from this morning, that other groups will be able
to articulate the jobs throughout Illinois that are going to be
developed, not as a result of the construction projects, but as
a result of the infrastructure that you will hear.
As Senator Durbin said, Corridor 67 runs throughout the
State. That is an extremely important project for the State of
Illinois, going through a number of small towns.
More importantly, our interstate highway system is nearing
the end of its useful life. The majority of our expressways are
approximately 50 years old, which means they need to be
rebuilt. We can no longer simply resurface them.
Years ago, a resurfacing project would take 10 to 15 years
for its useful life. Now it is 5 years. Years ago, it was $1.6
million to simply resurface a part of the expressway system in
Chicago. Now it is $66 million to reconstruct it.
One may argue that you can resurface much cheaper and
continually resurface. That does not take into account the
delay for all of the motorists, all of the truck drivers, that
go throughout our highway system; not only in Chicago, but in
Peoria, in St. Louis, and throughout the State.
Illinois has identified serious interstate reconstruction
and additional capacity needs, through the year 2017. From 2000
to 2008, we were able to reconstruct or refund capacity
improvements for 125 miles of interstate, valued at $2.9
billion.
From 2008 to 2012, we anticipate the need for 460 miles,
valued at $8 billion. For 2012 to 2017, it is 370 miles, valued
at $6.6 billion. These are the needs and these are only on the
interstate expressway system.
The Illinois Department of Transportation is also
responsible for 26,000 bridges, very similar to the number of
bridges in the entire State of Oklahoma. Approximately one-
fifth of these bridges are considered deficient; not dangerous,
but deficient, and in need of significant improvements.
We also have the need to improve crossings over the
Mississippi River. Right now, in St. Louis, interstate highways
all get choked down over one bridge through St. Louis. We need
to work together, as we are with the State of Missouri, and
increase the number of crossings in that area.
Reserving the condition and performance of bridges is
absolutely key to the life blood of the United States. We need
to work together to increase the discretionary bridge funds and
the discretionary interstate reconstruction funds. Both are
absolutely key.
We also urge the committee to provide Illinois a fair share
of funding. I think, as has been articulated this morning by
the members of the committee, yes, Illinois and Oklahoma are
donor States. We need to change that.
Right now, as you heard earlier, we are third in the number
of lane miles, but eighth in the total number of dollars coming
to the State of Illinois for Federal aid highway projects. That
is eight, instead of three, based on needs. We need to develop
a needs-based system.
Five years ago, when TEA-21 became law, highway funding for
the Nation was increased by 44 percent. Unfortunately, it was
only increased in the State of Illinois by 29 percent. It was
at that point that Illinois went from a donee State to a donor
State. We need to correct that.
Despite the size and importance of Illinois transportation
system, our overall Federal share decreased in 1997. At that
time, the Governor and the Legislature were able to make out
with the Illinois First Program. That program provided about $8
billion of infrastructure needs, to make up for the shortfall
that was not provided by the Federal Government.
Over the 5 year life of Illinois First, they were able to
repair and rehabilitate 1,500 bridges, 4,400 miles of roads,
and 795 miles of interstate highways.
Unfortunately, Illinois First is coming to an end this
fiscal year. The State of Illinois, like any other State, is
unable to increase funding to make up for any future shortfalls
of Federal funds. That is why we urge you and your committee
and the Congress to increase the overall funding available for
roads and transit in the United States.
We need our fair share of Federal transportation funding to
meet the great infrastructure needs in our State. The Illinois
Transportation System is vital to the economic growth here and
throughout the Nation.
I would like to thank you for this opportunity.
Senator Inhofe. Thank you, Mr. Martin; let me just comment
that in our Senate bill, we do have a larger number than they
do on the House side. We are going to be trying to think of
ways to make that a reality.
I would like to say to the rest of the witnesses, we do
want to hear from all of you. I would like to have you
abbreviate your statements. We have 15 witnesses, and I would
like to be able to hear from each one. So if you would, keep
your remarks at a lower level.
Senator Fitzgerald. And maybe do not read; just talk off
the top of your head, and we will file your full statements
Senator Inhofe. Like we did on the way back in from the
airport. How is that?
[Laughter.]
Senator Inhofe. Yes, you are recognized.
STATEMENT OF MIGUEL D'ESCOTO, DIRECTOR, CHICAGO DEPARTMENT OF
TRANSPORTATION
Mr. D'Escoto. Good morning, Mr. Chairman, Senator Durbin,
and Senator Fitzgerald; my name is Miguel D'Escoto. I am a
Commissioner for the Chicago Department of Transportation.
Chairman Inhofe, on behalf of Mayor Daley, I would like to
welcome you to Chicago, and thank you for taking the time to
travel here to discuss our infrastructure and transportation
issues. I would also like to thank Senator Durbin and Senator
Fitzgerald for their hard work and efforts on our
transportation system.
The reauthorization of TEA-21 provides a unique opportunity
to invest in transportation; projects that will assure the
Nation's competitiveness in the global marketplace. Because of
Chicago's role in the North American private passenger and
freight movement, an investment in Chicago's transportation
system maximizes economic benefits to the Nation.
An efficient transportation network here is absolutely
essential to insure the timely distribution of goods and people
throughout the city, region, and Nation.
By funding Chicago projects, you can ensure that Federal
transportation dollars are spent wisely. Using innovative
design solutions and construction methods, CDOT delivers large,
complex projects on time and on budget.
A prime example of this is the recently completed first
phase of the Wacker Drive project. This $250 million
reconstruction project, maintaining access to 29 adjacent high
rise buildings is along some of the most valuable real estate
in the Nation.
As the largest retail, commercial, and residential center
in the Midwest in the Nation's third largest city, the city of
Chicago is a key economic engine for the entire country, as Tim
was saying.
So supporting the continuing growth of the region, Chicago
uses the transportation funds to leverage new housing,
industry, and office and retail development throughout the
city. Many such projects are designed and ready for
construction.
Recognizing the importance of transportation investment,
Chicago and Illinois will continue to do their part to fund
these crucial projects.
We need the Federal Government to continue its productive
partnership with us. Therefore, with the provision of adequate
funding and the passage of appropriate policies, we look
forward to this reauthorization bill as an avenue to strengthen
and enhance existing programs, while identifying new ones.
First and foremost, Chicago needs significant increases in
national highway and transit funding levels. Chicago's
transportation system, although among the finest in the world,
is in need of constant renewal, safety, and capacity
improvements.
One Federal program of particular importance is the Highway
Bridge Program. Under TEA-21, the discretionary Highway Bridge
Program was funded at $100 million annually, nationwide, with
$25 million of that set aside for seismic retrofit.
One bridge project alone in Chicago, the reconstruction of
Wacker, will cost $500 million when both phases are complete.
We also have identified $573 million in unmet bridge needs in
the city, alone.
As I told you, Senator, Chicago has more movable bridges
than any other city in the world. We are highly dependent on
this network of bridges. We also recognize many other cities
face similar daunting costs and challenges to renew their
bridges.
Because Chicago is the third most congested region in the
Nation, the Congestion Mitigation and Air Quality Program is a
vital program. It funds congestion relief in our quality
projects, including traffic signal interconnects, transit, and
bicycle improvements; as well as the regional vehicle
inspection and maintenance programs.
We are seeking funds to complete a traffic management
center to improve traffic flow and emergency response. With
more cities anticipated being eligible for CMAC funding, we
urge the committee to increase the funding to a level that will
keep current recipients at their current or increased levels to
meet our air quality goals.
We also strongly support maintaining the firewalls. By
doing so, Congress will be guaranteeing that funds collected
for transportation will go toward transportation improvements.
The firewalls also allow Government agencies to confidently
plan and execute large scale, multi-year projects, which are so
important to national prosperity.
Chicago is also aware of discussions to change the Federal
allocation of transportation projects. Chicago strongly
recommends staying at the 80 percent Federal share.
Last, freight rail is an often overlooked component of our
Nation's transportation network. Part of it is the critical
component of that network, and one for which Chicago is not
only the national hub, but is also the national bottleneck.
A freight rail infrastructure program is needed to fund
numerous projects. The city of Chicago is currently negotiating
the Class One railroads. It will increase safety in our
Nation's rail highway grade crossings and ease congestion on
our railways and our roadways. A Federal program for rail
infrastructure would make tremendous improvements to this
currently unacceptable situation.
Senators with the renewal of Federal transportation
funding, you have the opportunity to create jobs and stimulate
the economy in a manner that will product long-lasting national
prosperity.
During the reauthorization process, I ask that you keep in
mind the importance of transportation to our Nation's economy,
and the critical role that the State of Illinois and the city
of Chicago play in the national transportation network.
Thank you very much for your time.
Senator Inhofe. Thank you, Mr. D'Escoto; let me assure you
that I have talked with Senator Fitzgerald about your bridge
situation, because Oklahoma has a very similar problem on a
slightly smaller scale. It is reaching the crisis point, and he
has made that abundantly clear to me. Thank you very much.
Mr. Whitley?
STATEMENT OF DOUGLAS WHITLEY, PRESIDENT, ILLINOIS CHAMBER OF
COMMERCE
Mr. Whitley. Thank you, Chairman Inhofe and Senator
Fitzgerald; my name is Doug Whitley and I am President of the
Illinois State Chamber of Commerce. However, I am speaking to
you today on behalf of more than 30 statewide and regional
business and labor organizations from throughout Illinois, who
are members of the Transportation for Illinois Coalition.
The Transportation Coalition is a broadly based group of
interests that support the need for additional funding for all
forms of transportation in Illinois, including transit and
rail, as well as highway funding. However, my emphasis this
morning will be on highways, as that is the focus of your
committee.
Senator Inhofe. I think it is good to bring that out. For
any other witnesses, actually, the rail is not a part of the
jurisdiction of this committee; thank you.
Mr. Whitley. Transportation is a vital industry to
Illinois, and plays a key role in determining the health of our
economy. It contributes to the efficient manufacturing
operations by allowing for just-in-time supply deliveries. It
contributes one in six jobs to the State's workforce, and it
contributes 5.3 percent of the State's gross product.
In these tough economic times, transportation funding
increases can go a long way toward boosting the State's
economy. I think it is important to underscore that public
works is a significant part of what Government does.
Public works projects have a tremendous impact on the
economy. First and foremost, they put people to work and they
do it quickly. Second, public works results in well-maintained
infrastructure that allows the efficient movement of goods and
produce throughout the Nation. Maintaining this infrastructure
requires constant vigilance.
We currently find ourselves with a heightened sense of
awareness about the need for a strong transportation network
for purposes of public safety. Illinois is uniquely positioned
in the center of the Nation as a critical juncture for goods
and produce traveling north and south, east and west.
While increased funding helps our economy, Illinois is not
the only beneficiary when the transportation network is well
funded. We are a microcosm of the Nation with respect to our
transportation system.
Our transportation network is key to the Nation's ability
to move people and goods, because of its geographic location
and extensive road, rail, airport, and waterways network. I
could give some examples, but I will depart from the remarks.
If there was one thought that I could have you go away from
Illinois with, it would be the length of our State with
southern Illinois extending further south than Richmond,
Virginia and Lake Michigan extending far north of us.
What that means is, Interstate 90 from Montana, Interstate
94, Interstate 80, Interstate 70, Interstate 64, Interstate 44,
Interstate 55, Interstate 24 all converse through Illinois.
Even Interstate 65, which we think of as being an Indiana
Interstate actually is part of the Chicago metropolitan
network.
So the point, sir, is what happens in Illinois is critical
to the economy of the whole country. If you could take that one
thought home with you, I would be most grateful.
Senator Inhofe. I will definitely do that, Mr. Whitley,
thank you very much.
We are not going to be doing questions, because we want to
get your testimony. Incidently, we will have questions for the
record that we will submit to you. So we would excuse this
panel and ask that panel No. 2 come forward; thank you all very
much.
On panel two, we have Robert Schillerstrom, chairman of the
DuPage County Board; James Pennekamp, Executive Director,
Leadership Council for Southwestern Illinois; Ryan Petty,
President Rockford Area Chamber of Commerce; Honorable Thomas
Marcucci, Mayor, city of Elmhurst; Denise Bulat, Director of
the Bi-State Regional Commission; and Dr. Piyushimita
Thakuriah, Associate Director of Research Programs, Urban
Transportation Center, Department of Urban Planning and Policy
Board.
We would like to have all of you here. If you could
abbreviate your remarks, I would appreciate it very much. We
will start in the order that I introduced you, with Robert
Schillerstrom.
STATEMENT OF HON. ROBERT SCHILLERSTROM, CHAIRMAN, DUPAGE COUNTY
BOARD
Mr. Schillerstrom. Senator, my name is Robert
Schillerstrom, and I appreciate your coming to Illinois to hear
us. Senator Fitzgerald, I certainly appreciate your inviting
me.
Since you have indicated that it is alright to stray from
our remarks, I will do that. I have filed my remarks with you,
and I will just seek to summarize them, so that you can move
along.
DuPage County is a county of approximately one million
people. We are larger than seven States. We are one of the most
rapidly growing places in the country. Fifty years ago, we were
150,000 people. Now we are close to a million people
Senator Fitzgerald. They are very Republican, too.
[Laughter.]
Mr. Schillerstrom. Thank you, Senator, that is very true.
We are also a job center. We have approximately 600,000 jobs
now. Since 1970, 46 percent of the new jobs in the Chicago
region have been developed in Dupage County. We ultimately will
have 850,000 jobs. So we are a population center and a job
center.
Obviously, when you have growth like that, there are many
benefits. There are also certain burdens. We have struggled to
keep up with our infrastructure requirements. We have sought,
wherever possible, to do this ourselves.
Over the last 15 or 20 years, we have spent hundreds of
millions of dollars of our own taxpayers money on improving our
infrastructure. We have imposed a gas tax on ourselves that
garners about $11 million a year, and we have done what we
could to try and make sure that our infrastructure keeps up
with the growth.
We recognize that while we may be one million people, we
are still part of a region. We are part of the Chicago region,
which is one of the great regions of our country. It is also a
growing region. It is approximately eight million people now.
It will be nine million people sometime in the future.
The thing that started our region to grow was
transportation. What keeps our Chicago-land region growing is
transportation. It is very important, not only to the Nation,
but to the Chicago-land region and also to Dupage County that
we continue to invest in our infrastructure. The State has been
very responsible in doing that.
As Secretary Martin said, the State has invested through
the Illinois First Program billions of dollars in improving the
local infrastructure. However, we still have a variety of
regional projects that cannot be afforded by the State, by
Dupage County, or by this region. We must have Federal
assistance.
First and perhaps foremost amongst those is western access
to our airport. As you know, O'Hare Airport is the busiest
airport in the world. There is only one major access to that.
It does not make much sense.
In Dupage County, which is on the west side of the airport,
we have to drive all the way around to the east side to get in
there. That creates problems for our businesses over there.
They are not able to receive the full benefit of being close to
an airport.
It creates problems for our local communities because of
increased local traffic, and it keeps development from taking
place over there. Western access would provide an extension of
the Elgin/O'Hare expressway, which does not go to Elgin and it
does not go to O'Hare, into the airport; and then as for ring
roads, up to the north, the tie-in with I-90, a major
expressway running over the top of the airport, and then down
south to 294.
This is a gigantic project. It would be beneficial for the
entire region, and probably for the Nation. It would cost a
billion and a half dollars. It is the type of project that the
only way it can be done is if we have Federal assistance.
There are a variety of other major projects that we need
Federal assistance on. We have projects locally, and there are
other projects throughout the region.
We would greatly appreciate any assistance that the Federal
Government could give us. We think that would be beneficial to
the region and beneficial to the Nation, and also beneficial to
DuPage County. Once again, thank you, and any assistance you
can give us, we would greatly appreciate it.
Senator Inhofe. Thank you, Mr. Schillerstrom.
Mr. Petty?
STATEMENT OF RYAN PETTY, PRESIDENT, ROCKFORD AREA CHAMBER OF
COMMERCE
Mr. Petty. Chairman Inhofe, Senators, thank you for today's
opportunity. I am Ryan Petty. I am the President of the
Rockford Area Chamber of Commerce, 2000 business members, and
the Rockford Area Council 100, our region's economic
development organization. I represent an area that covers
northern and northwestern Illinois from the outer outskirts of
the Chicago suburbs to the Mississippi River.
In this region, we have more than 1,000 manufacturing
companies. The manufacturing employment in this region of more
than 600,000 people is roughly twice the percentage you find
nationally in urban centers. Although we are perceived as small
town and rural, we are a major manufacturing center and an
important part of the Illinois and Midwestern economy.
We have an airport, the Greater Rockford Airport, that is
the 23d largest cargo airport in the United States, based on
land and cargo weight, and is a U.S. port of entry.
We are at the convergence of three major highway corridors
funded by the United States Government: Interstate 90,
Interstate 35, and U.S. Highway 20. Of these three, U.S.
Highway 20 is the least developed, and is a terrific
opportunity for business and commerce and logistics to have its
development completed, as has been proposed these last 50
years.
IDOT numbers show that more than two million people are
using this present and decrepid U.S. Highway 20 system. More
than 200 accidents occur every year on this stretch of highway.
There have been dozens of fatalities over the past decades on
the current U.S. 20.
In one of those fatalities, which illustrates the way this
can hit communities, Dr. Ruth Smith, the President of Highland
Community College from Freeport, passed away this last year in
a death fatality on U.S. Highway 20. Galena, Illinois, along
U.S. Highway 20 is the largest single tourism attraction in the
State of Illinois, outside of Chicago.
In 1991, the U.S. Congress approved funding for and it has
now completed an environmental impact statement on U.S. Highway
20. In 2002, local agencies, with the help of a professional
consultant, convened at a regional vision and economic
development strategy conference that involved more than 3,000
of our citizens in northern and northwestern Illinois, and they
set 14 regional initiatives as priorities. One of those is the
completion of U.S. Highway 20 at four lane status.
Senator I just want to call to your attention the way this
can play out for Chicago, for Illinois, and for the Nation.
Union Pacific is about to complete construction on an
intermodal facility at Rochelle, Illinois in the heart of this
region, 1,200 acres of container port.
I will close my testimony at this time to save the time,
but I want to thank you for holding this hearing. I want to say
that your supplemental Federal funding that will enable State
funding and local funding to get these jobs done is very
important to our economic future.
Senator Inhofe. Thank you, Mr. Petty.
Dr. Thakuriah?
STATEMENT OF PIYUSHIMITA THAKURIAH, ASSOCIATE DIRECTOR OF
RESEARCH PROGRAMS, URBAN TRANSPORTATION CENTER, DEPARTMENT OF
URBAN PLANNING AND POLICY, UNIVERSITY OF ILLINOIS
Mr. Thakuriah. I would like to thank the committee for this
opportunity to testify on Illinois transportation, the
crossroads of our Nation.
I am here in my capacity as Associate Professor of Urban
Planning and Policy in the University of Illinois, Chicago, and
also as the Associate Director for Research Programs in the
Urban Transportation Center at the University.
The Urban Transportation Center conducts inter-disciplinary
research relevant to local, State, and Federal transportation
issues. Being located in the heart of so many of the country's
transportation networks, we are fortunate to have a unique
living laboratory for emerging research with practice.
I am pleased to let you know that we have submitted a
written testimony on four key transportation research areas
that are very relevant to this region. These are the areas of
congestion mitigation, freight planning, asset management, and
job accessibility for low income people.
I am here to speak in support of increasing transportation
research funding for all of these issues, but I will speak
today about one, which is the area of job accessibility for low
income people. The Urban Transportation Center is very much
involved in the research and analysis of this issue.
Low income people living in large cities such as Chicago,
as well as small rural areas, continue to witness significant
burdens in accessing jobs. In 1996, when the Welfare Law was
passed, as many as 94 percent of Welfare clients did not own an
automobile. Transit connections between jobs and where the bulk
of the Welfare recipients live, inner city neighborhoods, and
isolated pockets in the suburbs were limited and, in some
cases, non-existent.
Since many entry-level jobs, which are appropriate for the
educational and skill levels of these individuals, also start
during off-peak time periods, job locations that are accessible
during normal business hours are, in fact, very inaccessible
during off-peak periods, as most transits serve peak period
demand only.
The Federal Government's Job Access and Reserve Commute
Program, which is called JAR, addressed this type of spacial
and temporal mismatch of jobs. Transportation-related support,
also designed to alleviate this job/housing mismatch for low
income people also came from the U.S. Department of Health and
Human Services, Labor, and Housing and Urban Development.
Continued funding at levels higher than TEA-21 are needed
for reliable, safe, and affordable access to jobs by low income
people. TEA-21 funded at $715 million over 6 years, out of
which $350 million are general funds. In my view, given the
needs, this amount is not enough.
Census housing data shows that the bulk of low income
people continue to live in inner city neighborhoods with very
long commutes, and are dependent on low paying jobs close to
where they live, which remain the only options.
As our Nation confronts an economic downtown, the debate
during reauthorization should be grounded in the recognition
that while Welfare case loads in Illinois, like in many other
States, are down, persistent poverty is still among us,
especially in large metro areas and smaller isolated rural
areas. Further, with the economic downturn, some of the
encouraging gains in Welfare clients' employment outcomes may
be reserved.
In Illinois in February, the unemployment rate was 7.2
percent, which was higher than the U.S. unemployment rate of
6.4 percent. The unemployment rates in Chicago, Rockford, and
other metro areas are higher than the Illinois average. In
general, the economic downturn has hurt occupations where low
income workers are employed, and also areas where low income
families are most likely to reside.
Senator Inhofe. Dr. Thakuriah, I would ask you to come to a
conclusion here. We will be receiving your entire testimony, so
that we can study the statistics.
Mr. Thakuriah. I wish to thank the Senators for my
testimony. If I could make any clarifications from my written
testimony, I would be happy to do so.
Senator Inhofe. Thank you very much, Dr. Thakuriah.
Mr. Pennekamp?
STATEMENT OF JAMES PENNEKAMP, EXECUTIVE DIRECTOR, LEADERSHIP
COUNCIL OF SOUTHWESTERN ILLINOIS
Mr. Pennekamp. Thank you, my name is Jim Pennekamp. I am
Executive Director for Leadership Council of Southwestern
Illinois, as well as a member of the Transportation for
Illinois Coalition.
My organization is an economic development corporation. It
is a membership group that includes individuals in government,
business, labor, and education, organized to do one thing and
one thing only, and that is to encourage business investment in
downstate Illinois and specifically southwestern Illinois.
I would also like to mention a quote from Abraham Lincoln.
I think he nailed it when he said, ``Commerce follows
transportation.'' That is the relationship, and we have to have
adequate and ever-improving transportation in order to support
economic development.
The project I would like to talk about today, I think was
mentioned today already by the Secretary. It was to do with the
Mississippi over-bridge system in downstate Illinois, as part
of the St. Louis metropolitan area.
What we have is a situation where 35 years ago, we had 22
lanes crossing the Mississippi area in the core area of the St.
Louis metropolitan area. Today, we are down to 12 lanes. That
is because bridges have been closed. The infrastructure is
aging.
The loss of those vehicle lanes across the Mississippi
River is now threatening the free flow of national commerce and
it is emerging as a national security threat.
The bi-state St. Louis/Missouri metropolitan area is a
cross roads for national commerce. It is the second largest
freight hub in the midwestern United States.
Four interstate highways: 70, 55, 40, and 44 converge in
the core metropolitan area. However, three of those interstates
are routed over one Mississippi River bridge. In fact, the bi-
state St. Louis metropolitan area is the only area in the
United States that routes three interstate highways over one
bridge.
The vulnerability of that interstate system throughout St.
Louis was brought to light in the recent Post Dispatch article
citing Mississippi River Bridges as potential terrorist
threats. The March 27, 2003 article stated that, ``Homeland
Security officials have long recognized the Popular Street
Bridge as a potential target.'' It carries three interstates:
55, 64, and 70, and accommodates 35 percent of the car and
truck traffic across the Mississippi River in the St. Louis
region.
The Popular Street Bridge is severely over-burdened. Its
capacity is inadequate to meet the needs of through-motorists,
including truckers, traveling on and between the many
interstates in the region.
It has got a 30-year-old design that is sub-standard. The
Illinois Department of Transportation traffic projections show
conditions on that bridge corridor will worsen and traffic will
fail on all key interstate highways approaching that bridge by
the year 2020 if nothing is done.
The bridge is expensive, but it is not only a bridge
project. We are talking about the need to relate I-70 to build
a connector with Interstate 64, to do appropriate improvements
on the Missouri side of the river. The bridge itself is about
one-third of the total cost of this project, which is $1.6
billion.
We have already committed $300 million to this one project,
and the kinds of improvements being made now will stand on
their own.
It is clear that this type of a project cannot be done
without major assistance from the Federal Government. It enjoys
support, both from Missouri and Illinois. Both Departments of
Transportation have been working on this project. It is about
10 years old. There was a positive record of decision on the
project in 2001.
Anything that you all could do in terms of the
reauthorization legislation to fund megaprojects of this sort,
which are absolutely necessary, would be appreciated.
Senator Fitzgerald. If I could ask you a real quick
question, is it true that on that bridge project, between St.
Louis and Metro East St. Louis, that Illinois has committed
some local funds, and Missouri really has not put up much in
the way of local funds, at this point? Is that true?
Mr. Pennekamp. Both Missouri and Illinois are committed to
the project. In fact, appropriate letters signed by both
Secretaries of Transportation from both States will be
forthcoming.
Senator Fitzgerald. Will Missouri have a local match, too?
Mr. Pennekamp. Yes.
Senator Fitzgerald. Good, but we want to count that against
Missouri's transportation.
[Laughter.]
Senator Inhofe. Thank you very much.
Ms. Bulat?
STATEMENT OF DENISE BULAT, EXECUTIVE DIRECTOR, BI-STATE
REGIONAL COMMISSION
Ms. Bulat. Thank you very much, my name is Denise Bulat. I
am the Executive Director of the Bi-State Regional Commission,
and I appreciate the opportunity to speak before this
distinguished committee.
Mississippi River crossings in the quad-city area are our
highest transportation priority. Over 150,000 vehicles cross
the Mississippi River every day in the quad-cities. Half of
them cross on the I-74 bridge.
There is an urgent need to address the I-74 bridge
corridor. Because it is carrying 74,000 vehicles a day, the
bridge is functionally obsolete. The Iowa-bound span was built
in 1935. The Illinois bound span was built in 1959, to the 1935
design. Both spans were built for local traffic. There were not
built as an interstate. Therefore, they never, ever met
interstate standards.
In fact, the I-74 corridor has accident rates in some
locations that are three times the national average. The I-74
bridge is extremely important to the commerce of the quad city
area. Interstate 74 is a north/south corridor throughout the
quad cities. We have a population of 350,000, so the bridge
serves that population.
The quad city area, within a 300 mile radius, has a 37
million person market area, which serves 13 percent of the
Nation's population and, therefore, the quad cities, from a
commerce perspective, focus on our transportation logistics.
Now the I-74 corridor is on the national highway system.
It, too, is not just a bridge. It runs from 53d Street in
Davenport, Iowa to 23d Avenue in Moline, Illinois, which is
over five miles.
It has completed its major investment study. The I-74
corridor study is currently going on right now, with the draft
final EIS expected this summer. The balance of the final EIS
and the record of decision work will be done in 2004, with
completion in 2005.
We have already received appropriations in amounts over $14
million toward these efforts. The estimated cost of this
project in 2002 dollars is $600 million to $650 million.
We would request the identification of this project as a
high priority need in the 2003 Transportation Act, and that
significant programs for discretionary bridge and interstate
maintenance be created in the act, also.
Again, I thank you for the honor to speak to this
committee.
Senator Inhofe. Thank you, Ms. Bulat.
Last is Mayor Marcucci. I often tell my friends in the U.S.
Senate, if you want to know what a hard job is, be a Mayor. I
was a Mayor for four terms in the city of Tulsa.
Mr. Marcucci. God bless you.
Senator Inhofe. When you are a Mayor, there are no hiding
places.
[Laughter.]
Mr. Marcucci. No, there are not.
STATEMENT OF HON. THOMAS MARCUCCI, MAYOR, CITY OF ELMHURST,
REPRESENTATIVE OF CATS [CHICAGO AREA TRANSPORTATION STUDY]
Mr. Marcucci. Thank you, Senator Inhofe, Senator
Fitzgerald, I am Tom Marcucci. I am the Mayor of the city of
Elmhurst. Just to put that in perspective on the map, it is
located 16 miles due west of where we sit at this moment, in
the heart of the Chicago metropolitan area.
Soon after I was elected as Mayor, I realized that being a
Mayor is about much more than the 10 square miles that make up
my suburban community. I realized that Mayors, unlike any other
local elected officials, have the opportunity and, in fact, the
responsibility to address regional issues.
Virtually ever regional body that we have created to deal
with area-wide issues, from transportation to environment to
planning, include Mayors, on advisory boards and on committees,
et cetera. The Pay Suburban Bus Board, of which I am a member,
is an example of that. To be on the Pace Suburban Bus Board,
you must be a Mayor.
I am here today representing one of those regional
organizations, CATS. CATS is not, as you may be assuming, the
Broadway play. CATS is the Chicago Area Transit Study, the
Metropolitan Transportation Planning Organization for
Northeastern Illinois. CATS is responsible for long-range
planning for surface transportation, streets and highways,
public transportation, bus and rail. CATS was formed in 1955
and now includes the six urbanized counties of Northeastern
Illinois.
CATS is the only agency in this area that provides
involvement of all transportation agencies and providers;
integration of individual plans for all of these services;
prioritization of specific projects for both funding and
scheduling; funding for sub-regional transportation planning
and for local transportation in congested mitigation projects;
cataloging the future plans and projects; and coordination and
collaboration with the Northeastern Illinois Planning
Commission, our area-wide comprehensive land planning
organization.
CATS is now in the process of preparing the 2030 regional
transportation plan for the RTP. The RTP will focus on the
transportation strategies, improvements to existing systems,
and new major capital projects that are recommended to meet the
transportation needs of our region for the next 25 years.
If you want to know what transportation projects and
improvements are needed in Northeastern Illinois over the next
25 years, you need look no further than the RTP. If you want to
know the priorities of the agencies, local government, and the
public, you need look no further than the RTP.
If want to make sure that the economic and environmental
impacts of the proposed projects have been evaluated, again,
you need to look no further than the RTP.
We here in Illinois have heard comments that when the
Transportation Equity Act of the 21st Century was passed 6
years ago, Illinois received less than its fair share of
funding because of in-fighting between agencies, and because we
did not have our act together here, or because none of the
projects were on a coordinated list.
I cannot promise you that you will not get a long list of
projects from everyone in the Metro area, but I would ask you
to not confuse a wish list with a needs list. There is an
extraordinary backlog of transportation projects that are
needed in our area. There are more projects needed in this area
than this or any future Congress will be able to fund.
So how do you sort out the virtually important from the
really important? Again, you just look to the RTP. We do have
our act together here in Illinois. We do have our priorities
set, and we will have our needs lists fiscally constrained.
As I mentioned earlier, CATS is in the process of preparing
the 2030 RTP. Since June of 2001, the transportation agencies,
the local governments, the State of Illinois, and working
boards of committees of CATS have been creating the draft RTP
document. That document includes projects representing all
modes of transportation from every part of the region,
including the innovative bus, ramp, and transit proposal from
my very own DuPage County.
But that draft is not yet fiscally constrained. There are
more projects listed than we expect to have money to build. Now
our draft, with all its options, all its projects, all the
opportunity for future transportation improvements will be
presented to the public of the region.
They, the public, will select the final list of the
projects that we will use for funding decisions for the next 25
years; not the bureaucrats, not the Mayor of the city of
Elmhurst, but the public will have input on these choices.
Let me close my testimony with a few comments on the
reauthorization of TEA-21. First, there are some technical
changes that we are proposing to improve procedures and
policies of the act. Those are included in the supplemental
material that has been provided in advance of the meeting. I
encourage you to review those and include them in your
reauthorization, because they will make the process of
implementing the plans easier.
Last, I would ask that you please act on the
reauthorization quickly. We need reauthorization this year. We
need funding increased and we need to move forward on the new
projects that will benefit the entire Chicago-land area. A
continuing resolution will not accomplish that. We need the
certainty of a reauthorization, which guarantees funding in
order to prioritize and to schedule our projects efficiently.
Mr. Chairman, I thank you for your attention.
Senator Inhofe. I thank you very much, Mayor. We will
dismiss this panel now and ask for the other panel to come
forward. I have to tell you that as I listen to each one of you
on the various projects, I can assure you, I have heard about
these projects from Senator Fitzgerald many, many times. So I
am becoming an expert in this area. So I appreciate that very
much.
If you would excuse yourselves, and let the next panel sit
down. Let me make an announcement. I had hoped that I would be
able to get out with a group to Miegs Field during this visit.
I find out now that with the last flight that I can get out to
get to my commitments, I will not be able to do it.
So I am going to do it on my next trip through Chicago, and
I hope that those individuals who had been nice enough to host
me to go out there will keep that in mind, so we can do it in
the next few days.
Now we have our next panel. Most of this panel are people
who are going to make all this stuff happen: people in the
construction industry, the Caterpillar industry, the stone and
gravel industry, the AFL-CIO. We have the Illinois Farm Bureau
here, Mr. Warfield, and we have another Mayor from Olympia
Fields.
Senator Fitzgerald. I am wondering if we could allow the
Mayor from Olympia Fields to testify first, because he has got
a commitment.
Also, I am wondering if all of you could and keep it to
maybe a minute or so, because Senator Inhofe and I have to
catch a flight out of O'Hare to be back for votes late this
afternoon in Washington. We apologize for the abbreviated
schedule, but thank you.
The Mayor of Olympia Fields, Linzey Jones, maybe if he
could speak first, because he has another commitment and he has
been waiting patiently; thank you, Mayor.
Senator Inhofe. I already told you what I think about
Mayors, so there is no objection to that. But I think we can
still make that plane if each one takes about 3 minutes, but
not to exceed that. All right, Mayor, you are on.
STATEMENT OF HON. LINZEY JONES, MAYOR OF OLYMPIA FIELDS,
PRESIDENT OF SOUTH SUBURBAN MAYORS AND MANAGERS ASSOCIATION
Mayor Jones. Thank you, Chairman Inhofe and Senator
Fitzgerald. It is our pleasure to have an opportunity to speak
to you today. I am President of the Village of Olympia Fields
and the South Suburban Mayors and Managers Association.
I am also here in my capacity on behalf of the Chicago
Southland Alliance, representing a 70 community area,
comprising southern and southwestern Cooke, and representing
approximately 1.5 million residents in that area.
This is probably one of the most diverse, most ethnically
and racially diverse areas in the country; yet, it is one of
the most economically challenged areas in the country, Mr.
Chairman. We are here today in support of the Transportation
for Illinois Coalition's agenda, and we hope that favorable
consideration will be given to that.
The Chicago Southland has a special interest in road
transportation issues because a fact of the matter is, Mr.
Chairman, that while the State of Illinois boasts five of the
Nation's transcontinental interstates in its highway network,
three of those five traverse through the Chicago Southland.
So such improvements that are needed in the Region are
especially important to the Chicago Southland, and especially
important to the Nation's interstate transportation system.
Therefore, I just want to thank you. I will limit my
remarks to that, and simply ask you to look favorably on the
transportation issues, and especially the road surface
transportation issues that affect the Chicago Southland. Thank
you, Mr. Chairman.
Senator Inhofe. Well, we will certainly do that. But I was
kind of wondering, I am familiar with how racially diverse it
is. How did they ever elect a guy named Jones?
[Laughter.]
Mayor Jones. Well, I bring a lot of racial diversity to the
table myself, Mr. Chairman.
Senator Inhofe. All right, Ms. Blackshere?
STATEMENT OF MARGARET BLACKSHERE, PRESIDENT, ILLINOIS AFL-CIO
Ms. Blackshere. Thank you very much, my name is Margaret
Blackshere. I am the President of the Illinois AFL-CIO. I am
also a part of the Transportation for Illinois Coalition.
The AFL-CIO, central labor bodies such as the Chicago
Federation of Labor, and many of our affiliates are a part of
this organized effort in Illinois, designed to convince you and
Senator Fitzgerald and our other colleagues in Congress, needs
no convincing that Illinois deserves more funding to support
its transportation infrastructure.
The private sector and labor must depend on Government for
its transportation system. The Government provides the overall
planning and resources to develop and maintain our
transportation system. Our Nation's economy is totally
dependent on our inter-connected, fully functioning, multi-
modal transportation system.
It is obvious that a greater investment is needed in our
infrastructure nationwide, where many of our aging interstates
and bridges are in poor repair.
Illinois deserves a bigger share of the Nation's
transportation funding to more closely reflect the key role we
play in hosting a critical junction in the Nation's
infrastructure.
I cannot over-emphasize how much transportation funding
matters. Of course, it means jobs, which is one of the reasons
why I am here today. Of course, it affects our quality of life
and the cost of goods and services.
For the thousands of Illinois residents whose jobs will be
affected by your decisions in Washington, I ask for your help
in winning increased funding to support Illinois'
transportation network.
We here testifying today, and each of us have our own
constituencies and interests to represent. Mine is organized
labor, which represents one million members in Illinois. We
strive to represent the interests of all working people. Yet,
we are united in our appeal to you for more resources for
transportation in this country, and for the pressing
transportation needs in Illinois.
You, as Senators, must take a global view of the needs of
our entire Nation, and you will undoubtedly see that Illinois
merits greater attention and resources to keep our national
transportation system strong; thank you.
Senator Inhofe. Thank you, Ms. Blackshere, and certainly,
there is nothing that can be done as more of a jobs program
than what we are talking about today.
Mr. Warfield?
STATEMENT OF RONALD WARFIELD, PRESIDENT, ILLINOIS FARM BUREAU
Mr. Warfield. Thank you, Chairman Inhofe and Senator
Fitzgerald for having this hearing and the opportunity to
present testimony to you this morning.
I am a farmer from central Illinois, and the President of
the Illinois Farm Bureau, which represents three out of four
farmers in the State of Illinois.
You have already been told many times about Illinois being
the crossroads of transportation, so I will not repeat those
comments that have already been made. But to remain a global
leader in trade, we obviously need an investment in our
infrastructure to maintain our competitive advantage.
With that in mind, I would like to mention several
mechanisms of transportation that we need investment in, in
order to maintain that competitive advantage.
First of all, we believe strongly that the Highway Trust
Fund should be protected. Funds that were collected from
highway users for highway purposes should be spent on highway
projects.
For example, highway users should not bear the brunt of
funding recreational trails. Similarly, consistent with that
philosophy, we support Senator Grassley and Senator Baucus'
proposal that retains dollars within the Highway Trust Fund,
while maintaining the incentive for ethanol.
We feel retention of the tax incentive is needed to foster
an emerging ethanol industry, and it can help our country
become energy independent.
It can create jobs, rural economic development, improve air
quality, and help farmers receive their income from the market
place and not from Government programs. But in order to do
that, we need to ensure that the Highway Trust Fund is
maintained.
Similar to that philosophy, we believe that if we are going
to maintain our exports and a competitive advantage in
Illinois, 40 to 45 percent of what we produce goes into the
export market. But to maintain that competitive advantage, we
have to have investment in our infrastructure.
Chicago and St. Louis are among the Nation's top 30 ports
of cargo volume. Unloading, loading, access to ports by road
rail should be a focus of improvement projects.
Rail competition and capacity is critical to an efficient
transportation infrastructure. Short rail lines need assistance
in their efforts to move grain efficiently. As part of the
infrastructure and, although it is not a focus of TEA-3, and I
think I can show that it is relevant, is our river system.
The locks on the Illinois and Upper Mississippi River are
nearly 70 years old. It takes far too long to move through
these antiquated structures. Those delays are estimated to cost
farmers six cents per bushel.
Of course, the more it costs to transport grain, the less
competitive we are to meet the lower costs of South America.
Argentina and Brazil are obviously making those kinds of
investments in their infrastructure, and to be competitive, we
must invest in our infrastructure, as well.
Barges are the most efficient means of transporting that
cargo. Just let me give you this as an example. One barge has
the same capacity of 870 semi loads. That means more barges.
That means fewer trucks on the road, less congestion, less wear
and tear on our highways, and cleaner air.
The Farm Bureau supports the building of 1,200 lochs on the
Illinois River at Peoria and LaGrange, and at five lower sites
on the Mississippi. If we succeed, it will create those jobs
and create jobs in terms of the construction, as well as what
we do in terms of the transportation afterwards.
Let me give you an example.
Senator Inhofe. Well, make it a short example, we are
running out of time.
Mr. Warfield. The example I have is, we had a group return
from China a few years ago that said they cannot even ship corn
from the northern production area down to southern China, in
order to meet that demand. We can ship it in there from the
outside cheaper.
Today, I can give the same example for Illinois corn and
soybean meal going to the Carolinas to feed hogs and poultry in
North and South Carolina. We can bring it in from the outside
cheaper because we do not have the infrastructure in order to
get it down the river or by rail to North and South Carolina.
We need an investment of our infrastructure to maintain our
competitive advantage in global markets.
Senator Inhofe. Let me assure you, Mr. Warfield, that I
doubt if anyone in this room is aware that my hometown of
Tulsa, Oklahoma is navigable. We are on a navigation way.
So we are very deeply interested. We understand how it
affects you and the people you represent, and we are going to
try to assist you in that respect.
Mr. Feltes?
STATEMENT OF RICHARD FELTES, CHAIRMAN, NATIONAL STONE, SAND AND
GRAVEL ASSOCIATION
Mr. Feltes. Good morning, my name is Richard Feltes. I am
Vice President and co-owner, along with Timothy Feltes, in the
Feltes Sand and Gravel Company in Albert, Illinois. We
represent the third generation in a family business that was
started in 1920 by my grandfather and great uncle.
Our company currently employs 35 full-time employees. We
are located west of Chicago in King County, Illinois. A major
part of our business is supplying sand and gravel products to
concrete and asphalt producers for use on major highway
projects within our market.
I would like to thank you, Mr. Chairman, for your
leadership through the completion of the fiscal year 2003
highway funding and the current fiscal year 2004 budget
process. Given the country's fiscal condition, these are not
easy battles. However, you have demonstrated the tough
leadership necessary to win those battles.
I would also like to thank Senator Fitzgerald for inviting
me here to showcase the importance of TEA-21 reauthorization to
all of us here in the great State of Illinois.
Currently, I serve as Vice Chairman of the National Stone,
Sand, and Gravel Association; and chairman of the Association
of Government Affairs Division. As SSGA represents the Nation's
aggregates industries, producers of crushed stone, sand, and
gravel, as well as suppliers of equipment and services to
aggregate producers.
Our 850 member companies turn out 90 percent of the crushed
stone and 70 percent of the sand and gravel consumed annually
in the United States.
During 2002, a total of 2.73 million metric tons of crushed
stone, sand, and gravel valued at approximately $14.6 billion
were produced and sold here in the United States. Our industry
workforce is made up of 120,000 men and women throughout the
United States. Virtually every congressional District is home
to crushed stone sand and gravel operation.
Proximity to market is high, due to construction costs. So
70 percent of our Nation's counties include aggregates
operations. While I appear this morning representing the
aggregates industry, I also appear as a member of the Board of
Directors of the Illinois Association of Aggregate Producers.
IAAP is also a member of the Transportation of Illinois
Coalition for Highways.
The Federal Aid Highway Program is one of the United States
Government's most successful programs. Since 1956, in
partnership with the States, it has financed construction and
upkeep of the largest and safest national network of highways
and bridges in the world.
No program is more critical to the economy of Illinois than
the Federal funding for transportation needs. The Illinois
transportation system plays a pivotal role in the Nation's
ability to move goods and people because of its geographic
location and extensive road, rail, airport, and waterway
networks.
Consider this, the U.S. highway, bridge, and infrastructure
has an asset value of $1.4 trillion, and publicly financed
highway construction, directly or indirectly, is responsible
for 2.2 million American jobs. The aggregates industry alone
contributed nearly $43 billion to the gross domestic product in
2001.
Senator Inhofe. Mr. Feltes, I will have to ask you to end
with that, because we are almost out of time.
Mr. Feltes. Thank you, Mr. Chairman, and I appreciate the
opportunity to speak.
Senator Inhofe. I am sorry that we must end the hearing so
soon.
Ms. Castle?
STATEMENT OF RITA L. CASTLE, ISSUES ANALYSIS MANAGEMENT
CORPORATION AFFAIRS, CATERPILLAR
Ms. Castle. Good afternoon, Mr. Chairman, and thank you for
coming to coming to Chicago on sort of a dreary day to talk to
us about the importance of highway funding.
I do not think it would be a surprise to anybody in this
room that yellow machines, like the one that is sitting here in
front of the table, have really been a major contributor to
developing our infrastructure, particularly our highways and,
to some extent, our bridges, throughout the United States.
So a strong and viable surface transportation program is
critically important to our bottom line, about $1 billion a
year in sales of these products into the industry, to the
movement of goods and services into and out of our facilities,
and to the safe transport of our employees.
I have included in our written testimony some of the
central Illinois projects that are important to Caterpillar. If
I could just jump to a few recommendations for you, on the not
enviable task of reauthorizing TEA-21 this year. We do hope it
will be done this year, but we realize it is going to be a
struggle.
First of all, let me indicate that we hope that we will
preserve the gains that were made in TEA-21, dedicating all
revenues into the Highway Trust Fund and the mass transit
programs, while maintaining the Federal firewalls and the
budget guarantees that protect the user fees from being
diverted to non-capital expenditures.
Second, I believe we must invest the growing balance in the
Highway Trust Fund, now estimated at about $18 billion, and
capture revenue loss to the ethanol tax breaks that are
currently on the books.
But these measures alone are really not going to meet our
infrastructure needs and funding needs. So we must consider
some kind of additional user fee, whether it be indexing the
motor fuel tax or a straight increase in the motor fuel tax.
We think that is critically important, and we would simply
want to echo again what has been said earlier, that we really
need to have this reauthorization done as quickly as possible,
hopefully in this fiscal year.
Senator Inhofe. Let me assure you, we are really trying to
squeeze as much out of this as we can. We talked about the
ethanol subsidy, and we have not really closed the door to
indexing. Nonetheless, we recognize the need for additional
funds.
Ms. Castle. Good, and we would be happy to work with you,
Mr. Chairman, as it moves forward, and with Senator Fitzgerald.
With that, I will conclude my remarks.
Senator Inhofe. Thank you, Ms. Castle.
Mr. Lorig?
STATEMENT OF DAVID LORIG, PRESIDENT, LORIG CONSTRUCTION COMPANY
Mr. Lorig. Thank you, last but not least.
Senator Inhofe. That is your place in the line; sorry about
that.
Mr. Lorig. That is all right. My name is David Lorig. I am
President of Lorig Construction, a highway contractor located
in Des Plaines, Illinois, just outside of Chicago.
I am also the President-elect of the Illinois Road and
Transportation Builders Association, the largest association of
transportation designers, contractors, subcontractors, and
suppliers in Illinois. Our members employ tens of thousands of
people in the transportation industry throughout Illinois.
Currently, our system in Illinois is aging and
deteriorating. Despite the best design and maintenance
practices imaginable, the pavement is crumbling and the bridges
have become perilously deficient.
Additionally, millions of hours are wasted daily in stress-
creating traffic jams in literally every urban area. Probably
no where else in the Nation provides a better or worse picture
of this situation than the Chicago area and the entire State of
Illinois.
Additionally, road building means jobs, literally thousands
of them. Illinois enjoys the dubious distinction of currently
having one of the highest unemployment rates in the Nation.
Road and bridge building provides not only constructions jobs
while the projects are underway, but thousands of additional
jobs afterwards.
Illinois is quite unique, and we simply cannot exist
without a viable and adequately funded national network of
roads and bridges. Yet, much of that system is congested for
the better part of the day.
We are coming dangerously close and, in many cases, have
already reached the point of businesses not making certain
investments and individuals not making certain trips merely
because of congestion. We can and need to do better in
Illinois.
Finally, we need to maintain the highest commitment to
improving traffic operations, both daily and in work zones.
Last year, 31 people perished in Illinois work zone related
accidents. We can and need to do better in Illinois.
As we kick off Work Zone Awareness Week this week, let us
all resolve to support increased safety in work zones by
slowing down.
Please let me summarize. Road building means jobs held by
thousands of technical and skilled individuals, performing
often back-breaking dangerous jobs. These people pay taxes and
make the economic engine called Illinois work.
However, the system that was created nearly 50 years ago is
terribly congested, deteriorating, and in dire need of
technical and financial assistance, designed to maximize the
public expenditure of funds. In addition, we have to use
technology innovation, research, and just plain common sense to
make the system work better.
The needs of the various States need to be equitably
addressed so that each State gets what it needs to keep our
country moving. The Chicago area and the entire State of
Illinois are at the crossroads of the Nation. Transportation
problems in the Chicago area and the entire State of Illinois
have a snowball effect throughout the rest of the Nation.
Therefore, the needs of Chicago and Illinois must be
addressed with the highest commitment, both financial and
otherwise from the Federal Government; thank you.
Senator Inhofe. Thank you, Mr. Lorig, and I want to thank
you and all the previous panelists for the time that you have
given. I am sorry that the votes require us to leave
immediately. But I also want to thank Senator Peter Fitzgerald,
who invited me to be here and to attend the first of our
hearings, right here in Chicago, thank you.
Senator Fitzgerald. Thank you all very much.
[Whereupon, the committee was adjourned, to reconvene at
the call of the chair.]
[Additional statements submitted for the record follow:]
Statement of Timothy W. Martin, Secretary, Illinois Department of
Transportation, Springfield, IL
Mr. Chairman, I appreciate the opportunity to speak before you
today concerning Illinois transportation needs. I want to thank you for
taking the time to travel to Chicago to see firsthand Illinois'
extensive and impressive transportation system. I also want to thank
Senator Richard Durbin and Senator Peter Fitzgerald for their strong
support of Illinois transportation. The people of Illinois greatly
appreciate their efforts to maintain and improve Illinois' world-class
transportation system.
Illinois is the transportation hub of the Nation. Given its central
geographic location in the United States and historical prominence in
agriculture, manufacturing and commerce, Illinois has developed an
extensive and intensively used system of transportation and
transportation services.
There are over 288,000 lane miles of public highway in Illinois
that carries over 102 million vehicles miles of travel annually.
Overall, Illinois ranks third in total highway centerline-miles, third
in total lane-miles, seventh in vehicles miles of travel, and fifth in
total population but only eighth in highway funding.
In addition, Illinois has the second largest public transit system
in the Nation. The Illinois Department of Transportation (IDOT)
provides technical assistance and administers State and Federal funding
to 50 public transit systems with 5,700 transit vehicles serving
approximately 600 million passengers a year. The largest system, which
carries more than 95 percent of the transit riders in Illinois,
operates in northeastern Illinois under the Regional Transportation
Authority (RTA).
With its 7,300 route-mile network, Illinois has the second largest
rail freight transportation system in the Nation, which is the
principle mode of transport for commodities such as coal and grain. In
addition, Amtrak provides passenger rail service across the State,
including 18 State-supported trains that serve more than 15 colleges
and universities in Illinois. There are 50 Amtrak trains per weekday
serving 3.6 million passengers a year. Chicago is a major national hub
for Amtrak and is the transfer point for ten regional and
transcontinental routes.
Finally, Illinois' air transportation system, the second largest in
the Nation, is comprised of 120 public use airports, including
Chicago's O'Hare International Airport, one of the world's busiest
airports.
The extensive system reflects the dominant presence of
transportation in Illinois where one of every five jobs is related to
transportation, including construction jobs that are directly created
by public investment in transportation. In fiscal year 2002 alone,
86,000 private sector jobs in highway construction, 27,000 jobs in
public transportation and 3,800 jobs in aviation were created. On a
national level, for every one billion dollars invested in Federal
highway and transit infrastructure, 47,500 jobs are created and $6.2
billion in economic activity is generated.
IDOT is responsible for the planning, design, construction,
operation and maintenance of the 17,000-mile State highway system,
which carries 230 million vehicle-miles of travel daily. IDOT also is
also responsible for the administration of the local roads and streets
program.
One of IDOT's critical responsibilities is keeping the State's
2,165-mile interstate highway network in good condition. This is an
extensive highway system, the third largest in the Nation, which serves
the diverse needs for passenger and freight travel within and through
the State. More than 50 percent of all goods that are shipped on
highways move on the interstate system. In addition to their heavy use,
Illinois' interstates are among the oldest in the Nation. That
combination increases and accelerates rehabilitation needs.
The Interstate system is aging and, for a rapidly increasing number
of segments, in Illinois and throughout the Nation, it is no longer
economical or efficient to simply patch and resurface pavements. For
many miles of the Interstate highway system, complete reconstruction is
now necessary and is very costly.
For example, 2 years ago, it cost $1.6 million for some partial
resurfacing on the Dan Ryan Expressway (I-94) in Chicago. The scheduled
and necessary reconstruction over the same stretch of road will cost
$66 million per mile. Even the upcoming reconstruction of a basic four-
lane urban Interstate through Peoria, Illinois is estimated to cost $50
million per mile.
Illinois has identified serious Interstate reconstruction and
capacity needs through the year 2017. From 2000 to 2008, we have or we
will reconstruct and add capacity for 125 miles of the Interstate
highway system at a cost of $2.9 billion. From 2008 to 2012, we will
need to reconstruct and add capacity for 460 miles at an estimated cost
of over $8 billion. Finally, from 2012 to 2017, we plan to reconstruct
and add capacity to another 370 miles at an additional cost of $6.6
billion.
IDOT is also responsible for the planning, design, construction,
operation and maintenance of nearly 26,000 bridges, of which
approximately 5,000 are deficient. This number does not reflect the
need for new bridges, such as the new Mississippi River Bridge (MRB).
Southwestern Illinois and St. Louis, Missouri need another high
capacity, urban-core river crossing. The eight-lane Poplar Street
Bridge, the only core-area interstate Mississippi River crossing is
severely overburdened, and its 40-year-old design is now substandard.
The bridge carries traffic for three interstate highways: I-55, I-64,
and I-70. These roads also share the same two-mile approach to the
bridge on the Illinois side, which results in extreme congestion during
peak travel periods.
If no improvements are made, projections indicate severe traffic
congestion on all key interstate highway segments by the year 2020.
Without the new bridge, rush hour congestion will double, lasting for 3
hours; the average delay will increase from 10 minutes per vehicle
today to 55 minutes in 2020. This gridlock could force commerce to the
edges of the region, jeopardizing growth and development in the urban
core. The MRB is necessary to sustain the kinds of growth envisioned by
St. Louis 2004, Downtown Now!, the National Stockyards redevelopment
and related core-area plans and proposals.
MRB land acquisition and Phase II engineering for contract plans
are under way at a cost of $38 million. Continuation of this work, as
well as other pre-construction work, is included in Illinois' fiscal
year 2003-FY2007 Proposed Highway Improvement Program at a cost of
$18.3 million. Missouri and Illinois are sharing the engineering costs
for contract plans.
Construction of the MRB, including Illinois and Missouri
connectors, is estimated to cost more than $1 billion. Illinois and
Missouri will require special Federal funding over and above regular
program funds to pay for the construction of the MRB.
Preserving the condition and performance of the Interstate highway
system, as well as bridges, is a key priority in Illinois and
throughout the Nation. The Discretionary Interstate Maintenance and
Discretionary Bridge programs are essential to address the
extraordinarily high cost Interstate and bridge projects that require
exceptionally large levels of funding over short periods of time. Such
projects cannot be practically accommodated within a State's regular
formula apportionment.
Unfortunately, the need for Discretionary Interstate Maintenance
and Discretionary Bridge funds is far greater than the programs'
current funding levels. Many qualifying and deserving projects go
unfunded under today's program levels. The magnitude of requests for
these two programs clearly demonstrates the need for increased funding.
We urge the committee to provide increased funding levels in the
reauthorization legislation to meet the funding needs of all qualifying
interstate maintenance and bridge projects.
Illinois also supports an increase for Intelligent Transportation
System funding to assist us in providing homeland security to the
citizens of Illinois and the traveling public. Only through new and
expanded technology can we provide the level of security the public
demands.
One of the most significant achievements of the Transportation
Equity Act for the 21st Century was the implementation of provisions
that ensured that all Highway Trust Fund (HTF) revenues were promptly
utilized for highway and transit purposes as intended. We believe that
this precedent should absolutely be followed in the reauthorization
legislation.
Specifically, we recommend that the reauthorization legislation set
total highway authorizations based on total projected HTF-Highway
Account revenue. Second, it should utilize the existing ``firewall'' or
other budget mechanisms to ensure that all funds authorized for each
year can be spent. Third, it should refine the Revenue Aligned Budget
Authority mechanism to curtail large swings in the annual adjustment.
Similarly, we believe that the reauthorization legislation should
set transit authorization levels based on projected Mass Transit
Account receipts along with a continued and guaranteed level of general
funds. The reauthorization legislation should also continue the logical
mechanism in TEA-21 and previous authorizations of distributing transit
formula funds based on needs factors, such as population, bus vehicle
miles and fixed guideway route and vehicle miles.
TEA-21 provided an historic increase in Federal surface
transportation funding, increasing highway funding by 44 percent.
Unfortunately, Illinois received only a 29 percent increase in funding,
the third lowest increase in the Nation. Despite the size and
importance of Illinois' transportation system, our overall share of
funding actually decreased under TEA-21.
In response, the Governor of Illinois, along with the Illinois
General Assembly, created Illinois Funding for Infrastructure, Roads,
Schools and Transit, commonly referred to as Illinois FIRST. Illinois
FIRST is a 5-year, $12 billion infrastructure-funding program that
increased State revenues for improvements to our roads, transit
systems, airports and passenger and freight railroads.
Under Illinois FIRST, the State has increased funding for its 5-
year highway program by over $3.7 billion and has added $2.1 billion in
funding for its transit program. Overall, Illinois FIRST has added over
$8 billion worth of transportation related infrastructure improvements
in a 5-year period, which will end June 30, 2004. Specifically, over
the 5-year life of Illinois FIRST, we were able to:
Repair and rehabilitate 1,500 bridges,
Resurface 4,415 miles of roadway,
Rehabilitate 795 miles of Interstate,
Reconstruct two rapid transit lines in the City of
Chicago, and
Extend and modernize three commuter rail lines in the
suburban Chicago area.
Most importantly, Illinois FIRST has allowed us to better leverage
limited Federal funding and has helped fill in the gaps in Federal
funding. However, Illinois FIRST is set to expire in 2004 and remaining
revenue sources are unable to match the growth in inflation. At the
same time, Illinois, like so many States across the Nation, is facing a
significant budget deficit.
As a result, we believe now is the time to substantially increase
Federal highway and transit funding resources to adequately address
transportation needs in Illinois and throughout the Nation. Regardless
of how revenues are increased, there is no question that revenues must
be increased. We urge the committee to carefully consider all options
for increasing Federal funding for transportation infrastructure
improvements.
We in Illinois are prepared to support the committee's efforts to
continue the successes of TEA-21 and increase funding for the Federal-
aid surface transportation programs in the reauthorization legislation.
We appreciate your commitment to Illinois' and the nation's world-class
surface transportation system.
__________
Statement of Commissioner Miguel d'Escoto, Commissioner, Chicago
Department of Transportation
Good Morning, Mister Chairman, Senator Durbin and Senator
Fitzgerald. My name is Miguel d'Escoto and I am Commissioner of the
Chicago Department of Transportation. Chairman Inhofe, on behalf of
Mayor Daley, I would like to welcome you to Chicago and thank you for
taking time to travel to our City to discuss our many important
transportation needs. I would also like to thank Senators Durbin and
Fitzgerald for their hard work and efforts on our behalf.
As the largest retail, commercial and residential center in the
Midwest, and as a principal transportation hub for the Nation, the City
of Chicago is a key economic engine for the entire country. A safe and
viable transportation network is absolutely essential in maintaining
and expanding the economic vitality of Chicago and assuring the timely
distribution of goods and people throughout the city, region and
nation.
The reauthorization of TEA-21 provides a unique opportunity for
Chicago. As our nation's third largest city, we take pride in our
extensive transportation network and rely heavily on the Federal
Government for assistance in achieving new goals as well as maintaining
our network. Therefore, with the provision of adequate funding and the
passage of appropriate policies, we look forward to this
reauthorization bill as an avenue to strengthen and enhance existing
programs while identifying new needs.
The most important issue for the City of Chicago is sufficient
Federal funding for transportation programs. Chicago's transportation
system, though among the finest in the world, is in need of constant
maintenance, major rehabilitations and beneficial improvements. In
order to assure that our system continues to provide safe, efficient
and environmentally sound transportation to our residents, businesses
and visitors, we need to partner with our State and Federal departments
of transportation in securing the necessary funding for our projects.
First and foremost, Chicago, and other cities and States across the
Nation need significant increases in national highway and transit
funding levels in order to meet our needs for rehabilitation and new
capacity.
For the City of Chicago one Federal program of particular
importance is the Highway Bridge Program. Under TEA-21 the
Discretionary Highway Bridge program was funded at $100 million
annually nationwide with $25 million of that set aside for seismic
retrofit. One bridge project alone in Chicago, the reconstruction of
Wacker Drive, is estimated to cost $500 million: $250 million for the
East-West segment that we successfully re-opened last November on time
and on budget, and another $250 million for the North-South segment
which we plan on reconstructing starting in 2004. Even without
accounting for Wacker Drive, we have identified $573 million in unmet
bridge needs in the City of Chicago alone. With more movable bridges
than any other city on the world, Chicago is highly dependant on its
network of bridges.
Another program of particular importance is the Congestion
Mitigation and Air Quality Program. This vital program funds many of
our pedestrian, bicycle and transit projects as well as the State of
Illinois' highly effective vehicle inspection and maintenance program.
With more cities anticipated being eligible for CMAQ funding, we urge
the committee to increase the funding to a level that will keep
existing recipients at their current or increased levels to meet our
air quality needs.
The CMAQ program is a highly effective program, but it can be made
even better. We support broadening CMAQ eligibility to include
bottleneck elimination and traffic flow improvements. These types of
projects can have a profound impact on congestion and air quality.
We also support CMAQ funding eligibility for the rehabilitation of
transit stations in America's older transit cities. We have encountered
some difficulty in securing Federal approval for regionally approved
CMAQ projects for transit station reconstruction. By modernizing and
improving these stations, we can make transit usage more attractive to
many that currently do not utilize this energy-efficient and
congestion-reducing mode.
And last regarding CMAQ, we urge you to remove the 3-year
limitation on funding for operations. The vehicle inspection and
maintenance program has proven to be among the most effective programs
for improving air quality. However, we are currently in the third year
of CMAQ funding for this program and we have been unable to identify an
alternate source of funding to date.
We also strongly support maintaining the firewalls. By doing so
Congress will be guaranteeing that funds collected for transportation
will go toward transportation improvements. The firewalls also allow
government agencies to confidently plan ahead with the realization that
the funding that is expected to be available for transportation
purposes, will be available.
Lastly, freight rail is an often overlooked component of our
nation's transportation network. However, it is a critical component of
that network, and one for which Chicago is not only the national hub
but also the national bottleneck. A freight rail infrastructure program
is needed to address this issue and to accomplish the numerous projects
the City of Chicago is currently negotiating with the Class I
railroads. It will increase safety at our nation's rail-highway grade
crossings and ease congestion on our railways and our roadways. A
Federal program for rail infrastructure would make tremendous
improvements to this currently unacceptable situation.
During the reauthorization process I ask that you keep in mind the
importance of transportation to our nation's economy and the crucial
role that the State of Illinois and the City of Chicago play in the
national transportation network.
Thank you for your time.
__________
Statement of Doug Whitley, President, Illinois Chamber of Commerce
Good Morning. Thank you, Chairman Inhofe and Senator Fitzgerald
(and Senator Durbin) for giving us the opportunity to address this
important issue today. My name is Doug Whitley, and I am the president
of the Illinois State Chamber of Commerce. However, I am speaking to
you today on behalf of more than 30 statewide and regional business and
labor organizations from throughout Illinois who are members of the
Transportation for Illinois Coalition.
TFIC is a broadly based group of interests that supports the need
for additional funding for all forms of transportation in Illinois,
including transit and rail as well as highway funding. However, my
emphasis this morning will be on highways, as that is the focus of your
committee's responsibility.
Transportation is a vital industry in Illinois and plays a key role
in determining the health of our economy. The transportation industry:
contributes to efficient manufacturing operations by
allowing for just-in-time supply deliveries
contributes one in six jobs to the State's workforce, and
contributes 5.3 percent of the State's gross product
In these tough economic times, transportation funding increases can
go a long way toward boosting the State's economy. And I think it's
important to underscore that public works is a significant part of what
government does.
Public works projects have tremendous impact on the economy. First,
and foremost, they put people to work, and they do it quickly.
Second, public works result in a well-maintained infrastructure
that allows the efficient movement of goods and produce throughout the
Nation. Maintaining this infrastructure requires constant vigilance.
We currently find ourselves with a heightened sense of awareness
about the need for a strong transportation network for purposes of
public safety.
Illinois is uniquely positioned in the center of the Nation as a
critical juncture, for goods and produce traveling north and south and
east and west.
While increased funding helps our economy, Illinois isn't the only
beneficiary when our transportation network is well-funded. We are a
microcosm of the Nation with respect to our transportation system.
Our transportation network is key to the nation's ability to move
people and goods because of its geographic location and extensive road,
rail, airport and waterway network. Let me offer some examples.
The State hosts the nation's third largest interstate
highway network with five of the transcontinental interstates moving
traffic through Illinois
Two of the nation's top rail freight gateways and six of
the nation's seven major railroads converge in Illinois, with the
Chicago region serving as the nation's rail hub.
Illinois is one of the nation's major multi-modal centers
with significant trucks-on-flat-car facilities and other truck-railroad
crossing points, a fact which Congressmen Lipinski understands and
appreciates.
In light of the importance transportation funding holds for
Illinois as a State, and as a key transportation hub for the Nation,
the Transportation for Illinois Coalition has united behind a statement
asking that you and your colleagues increase funding to transportation
generally AND increase Illinois' share of the national total. These
increases we are requesting are justified in light of Illinois'
dominant and critical position in the nation's transportation
infrastructure.
A year ago, recognizing that the State's, and the nation's, economy
benefits greatly from increased spending on our transportation
infrastructure, I joined with organized labor and with like-minded
business and civic organizations to form the TFIC. We are united behind
the need for more transportation funding in Illinois and will not miss
the opportunity this reauthorization presents. The coalition has
members from throughout the State and from diverse points of view and
backgrounds. But we all understand the importance of what you are
considering and how it will impact our State.
In addition to our broad-based support for additional funding, the
TFIC supports the following general principles.
TFIC supports increasing Illinois' share of transportation funding
significantly above the 3.38 percent guarantee in TEA-21.
TFIC supports the ``firewalls'' contained in TEA-21 to ensure that
funds that are generated by highway users and other transportation-
related revenues are spent only on transportation needs
TFIC supports maintaining the current highway/transit funding ratio
of 80-20.
And TFIC supports crediting the Highway Trust Fund with the
``earned interest'' on its unexpended balances.
I appreciate this opportunity to address your committee and would
be happy to try to answer any questions you may have.
__________
Statement of Jim Pennekamp, Executive Director, Leadership Council
Southwestern Illinois
Introduction
The Leadership Council Southwestern Illinois respectfully submits
this written testimony to Senator James Inhofe for the April 7, 2003
U.S. Senate Field Hearing entitled ``Illinois Transportation: The
Crossroads of our Nation.'' The Leadership Council Southwestern
Illinois is a regional not-for-profit economic development corporation
serving the southwestern Illinois counties of Madison and St. Clair.
The Council's members include leaders from government, business, labor
and education. The organization is best described as a public/private
sector partnership organized to encourage business investment and
expansion within Madison and St. Clair counties. The relationship
between transportation improvements and private sector investment was
described by Illinois' favorite son, Abraham Lincoln, when he said
``Commerce follows transportation.'' Transportation is the foundation
issue supporting the economic vitality and security of the United
States. The ability to maintain and improve surface transportation,
specifically roads and bridges, is essential if we are to remain
economically vital and globally competitive. Today there are huge
challenges in maintaining and improving our transportation system. TEA-
21 reauthorization is an opportunity to aggressively address these
challenges.
Transportation for Illinois Coalition
The Transportation for Illinois Coalition brings business and labor
together to speak with one voice regarding Illinois transportation
funding needs. The Leadership Council Southwestern Illinois is a member
of the coalition and serves on the steering committee. The Coalition
focuses on principles and program concepts that will enable
transportation leaders to move forward with a common purpose to obtain
maximum Federal funding to meet Illinois infrastructure needs.
Reauthorization Legislation
TEA-21 reauthorization legislation should set total highway
authorizations based on total projected highway trust fund-highway
account revenue. It should utilize the existing ``firewall'' to ensure
that all funds authorized for each year can be spent. In addition, it
should retain the Revenue Aligned Budget Authority mechanism with
refinements to curtail large swings in the annual adjustment. The
reauthorization should address the growing need for reconstructing the
interstate system. This growing national problem requires focused
attention and additional Federal funding should be incorporated into
the reauthorization legislation. Finally, there are important
individual projects which, by nature of their size, scope and impact,
take on national significance. These ``mega'' projects should be ``over
and above'' regular funding for general highway improvement purposes.
Reauthorization legislation should exclude such special funds from
overall highway funding adjustments such as the TEA-21 minimum
guarantee.
New Mississippi River Bridge: Connecting Missouri and Illinois at
Downtown St. Louis
The most significant surface transportation challenge in
southwestern Illinois is the Mississippi River bridge system. The
solution to this challenge is the construction of a new Mississippi
River bridge with the relocation of Interstate 70, the construction of
an Interstate 64 connector and related improvements in St. Louis,
Missouri (Attachment I). Given the size, scope and national
significance of this project, it qualifies as a ``mega'' project and
deserves special funding.
Thirty-five years ago, four bridges with a total of 22 vehicle
lanes crossed the Mississippi River in the core of the metropolitan
area. In 2003, only two bridges remain open with a total of 12 vehicle
lanes. The loss of vehicle lanes across the Mississippi River is now
threatening the free flow of national commerce and emerging as a
national security threat. The bi-state Missouri-Illinois St. Louis
metropolitan area is a crossroads for national commerce. It is the
second largest freight hub in the Midwestern United States (Attachment
II). Four interstate highways, I-70, I-55, I-40 and I-44 converge in
the core metropolitan area facilitating the flow of commerce throughout
the Nation. However, three of those interstates are routed over one
Mississippi River bridge. In fact, the bi-state St. Louis region is the
only major metropolitan area in the country that routes three
interstate highways over one bridge. The vulnerability of the
interstate system through St. Louis was brought to light in a recent
Post-Dispatch article (Attachment III) citing Mississippi River bridges
as potential terrorist targets. The March 27, 2003 article stated that,
``Homeland Security officials have long recognized the Poplar Street
Bridge as a potential target. It carries three interstates--55, 64 and
70--and accommodates about 35 percent of the car and truck traffic
across the Mississippi River in the St. Louis region.''
The only core area interstate crossing of the Mississippi River,
the eight-lane Poplar Street Bridge, is severely overburdened. Its
capacity is inadequate to meet the needs of the through and local
motorists, including truckers, traveling on and between I-55, I-44, I-
64 and I-70. Its 30-year-old design is now substandard. Illinois
Department of Transportation traffic projections show conditions in the
Poplar Street Bridge corridor will continue to worsen, indicating
traffic failure on all key interstate highway segments by the year
2020.
The new Mississippi River bridge project will yield some 6,000-
person years of construction jobs and will create another 15,000-person
years of indirect and induced employment. Its income effect on the
local economy will be in the range of $1.2 billion. The project will
reduce driver travel time and distance, yielding $52 million in annual
user cost savings. In addition, approximately $4.6 million per year
will also be realized as a result of reduced traffic accidents.
Project Support
The project enjoys strong support in both the Illinois and Missouri
portions of the St. Louis metropolitan area. Both the Illinois
Department of Transportation and the Missouri Department of
Transportation have identified the project as a high priority for
Federal funding. The total cost for the project, including the new
Mississippi River bridge, the relocation of I-70, the I-64 connector
and related improvements in St. Louis, Missouri is projected to be $1.6
billion. Of that total, $300 million has already been committed with
key elements of the project moving forward. The Leadership Council
Southwestern Illinois has been a strong advocate for the project since
1992 when initial studies began. In 1996 those studies concluded that a
new bridge north of downtown St. Louis and associated roadway
improvements were needed. Location and environmental studies were
completed in 2000 with a positive record of decision issued in 2001.
The goal now is to secure discretionary Federal funding, to complete
this needed project, over and above regularly apportioned Federal
dollars to the States of Missouri and Illinois.
On behalf of the Leadership Council Southwestern Illinois, I would
like to thank Senator Inhofe and members of the Senate field hearing on
surface transportation for the opportunity to share our views and
comments on transportation improvements important to southwestern
Illinois. The Leadership Council looks forward to working with members
of this committee and the U.S. Congress in crafting surface
transportation legislation that meets the needs of Illinois, the St.
Louis bi-state metropolitan area and the Nation.
______
[March 27, 2003]
Threat prompts police to watch 2 bridges
(By Bill Bryan of the Post-Dispatch)
St. Louis police have assigned officers to watch two Mississippi
River bridges 24 hours a day after a captured al-Qaida leader told
interrogators about what Chief Joe Mokwa described Wednesday as a
``generic threat.''
``We have uniformed officers looking for anything unusual,'' Mokwa
said. He declined to say which of the seven bridges are getting the
attention or how the two were chosen.
Homeland security officials have long recognized the Poplar Street
Bridge as a potential target. It carries three interstates--55, 64 and
70--and accommodates about 35 percent of the car and truck traffic
across the Mississippi in the St. Louis region.
St. Louis also has two rail-only bridges, the Merchants and
MacArthur, which get little public notice but play a vital role in
national commerce.
Mokwa said the FBI alerted him about 2 weeks ago. The information
came from Khalid Shaikh Mohammed, a high-ranking al-Qaida member who
was captured March 1 in Pakistan.
Mohammed reportedly told officials that al-Qaida was interested in
hitting symbolic landmarks and named the White House, the Israeli
embassy in Washington, the Sears Tower in Chicago and bridges in
Manhattan, St. Louis and San Francisco.
Thomas E. Bush III, special agent in charge of the FBI's office in
St. Louis, confirmed the report Wednesday and emphasized, ``There are
no specific threats to any bridge in the St. Louis area.''
He added, ``There has been a lot of nonspecific information that
has come out but never substantiated. In this case there's no timetable
given, nothing specific.
``You have to be careful in situations like this not to overreact.
You don't want to create panic. There have been a number of these kinds
of reports, and you have to take them in context.''
ut even vague threats are handled seriously, Bush said. ``You're
damned if you do, and damned if you don't. It's better to err on the
side of caution.''
The FBI ``took necessary steps'' that included notifying local
police, he said.
Mokwa said that after the report, police photographed and studied
the bridges. He would not discuss how officers are monitoring them.
Illinois State Police Capt. Richard A. Woods, commander of District
11 in Collinsville, said he was aware of the terrorist alert, but he
declined to say how his agency might be involved.
In June, security at the Edward Jones Dome downtown was tightened
after reports that people with ties to unspecified terrorist groups had
used an Internet site to gather information about it and the RCA Dome
in Indianapolis.
Bill Eubanks, then special agent in charge of the FBI here, called
that information ``very vague.'' Nothing came of it.
Besides the Poplar Street, Merchants and MacArthur, there are four
other Mississippi River bridges in the city. Two, the New Chain of
Rocks (I-270) and King bridges, carry cars and trucks. The Eads is used
only by MetroLink trains, although it has a road deck under
reconstruction. The McKinley is closed for repairs.
There are two more bridges in the region not in the city: the Clark
Bridge, linking St. Charles County to Alton, and the Jefferson Barracks
Bridge, linking south St. Louis County to Monroe County.
__________
Statement of Ryan Petty, President, Rockford Area Chamber of Commerce
Mr. Chairman, Thank you for the opportunity to present before you
today. My name is Ryan Petty, I am president of the Rockford Il, Area
Chamber of Commerce and the Rockford Area Council of 100, an Economic
Development agency in the Rockford, Illinois area. I would like to
thank all of the elected officials, and volunteers, for helping me
prepare this testimony today.
I am here today to represent Northern, and Northwest Illinois in a
collaborative effort to enhance the highway infrastructure in Boone,
Ogle, Winnebago, Stephenson, Jo Daviess, and Carroll counties, bordered
by the western Chicago suburbs and the Mississippi river.
The State of Illinois is located at the crossroads of America and
is at the very heart of the nation's transportation network.
Despite our geographic importance to the national transportation
system, our State is suffering from a failing and incomplete
interstate, and State highway system. The needs of our system are
representative of the need for our State to have the financial
resources it needs to upgrade that system.
Our Northern Illinois region is strategically located at a
crossroads of the State of Illinois transportation system,.
We are part of three important highway corridors, the Interstate 90
corridor connecting Chicago with the Northwestern United States, the
Interstate 39 corridor, a world class logistics center serving Chicago,
Minneapolis, Indianapolis, Madison, and Milwaukee, and U.S. Highway 20,
full of unrealized potential to connect Northwest Illinois and South
Western Wisconsin to Iowa and the Interstate 35 NAFTA Corridor.
Our top regional transportation priority, United States 20 from
Freeport to Galena Illinois is the final piece of a stretch of highway
running from Chicago through Iowa connecting with I-35, a major north
south artery in our country. It forms the final piece of the puzzle to
allow for people and products to move efficiently and safely east and
west through our region.
Some important Facts about U.S. 20:
Our region has pursued a 4-lane U.S. 20 for the past 50
years.
IDOT numbers show there are more than 2 million people
using the present decrepit highway annually.
More than 200 accidents occur every year on this stretch
of roadway.
Tragically, there have been dozens of fatalities over the
past decades on the current U.S. 20. One of those fatalities being the
late Dr. Ruth Smith, President of Highland Community College.
Galena, in northwest Illinois is one of the biggest
tourist draws in Illinois after the City of Chicago and relies almost
exclusively on U.S. 20
In 1991 the U.S. Congress approved funding for an
Environmental Impact Statement (EIS) which is now completed.
In 2002, local agencies, with the help of a professional
consultant identified 14 regional initiatives to contribute to the
economic future of the region. U.S. Highway 20 is one of the 14.
Officials from 5 counties, 4 in Illinois and 1 in Wisconsin have
identified this project as a priority:
A 4-lane U.S. 20 will be a badly needed economic development engine
to drive growth in our State and region.
The unemployment rates in our region as of January 2003 averaged
8.6 percent. Unemployment in the City of Freeport was over 10 percent,
well above the State and Federal average. Since 1998, our region has
lost more than 8,000 well paying manufacturing jobs--almost 20 percent
of our entire manufacturing base.
Both Congressman Manzullo and Congressman Lipinski have expressed
support for the U.S. 20 project. This is good news on the House side,
We need your support in the Senate.
Along with U.S. 20, congressman Manzullo has requested funding for
three high priority projects which we support within Winnebago County.
The North Main Street project (Illinois 2) will widen a 6 mile
stretch of this congested major thoroughfare to 4 lanes. It will ease
traffic congestion, and perhaps more importantly, improve safety at a
high accident intersection. This project has been on the books at the
Department of Transportation for more than 30 years. Engineering work
is complete and construction on this project could begin as early as
2004.
The West State Street (Business U.S. 20) corridor reconstruction
project will reconstruct and widen 4 mile stretch of State highway that
is the western entry to the center of the Rockford Urban area. West
State Street is one of four 30-year old entryways to the City of
Rockford, this one serving our underdeveloped west side.
Recently, Winnebago County has completed a beltway project around
the city, this beltway, coupled with the award of a HOPE VI grant shows
that the City of Rockford And Winnebago County are committed to
revitalizing this section of our community.
Congressman Manzullo has also requested engineering funds to remove
a toll both on Interstate 90. The convergence of Interstate 90 and
Interstate 39 creates significant congestion due to a poorly located 15
cent toll plaza. The bottle neck has been the source of numerous truck
rollovers and has caused tremendous delays costing companies millions
of dollars in lost time. To create further congestion, Union Pacific
will open its new Global III Inter-modal Facility in Rochelle, IL this
year, adding over 1,000 additional truck trips per day onto the
interstate system.
Our State must have the funding it needs to solve these problems
and we must make use of every Federal resource to improve this
infrastructure. Our congressman Manzullo has asked for each of these
projects as earmarks in the upcoming legislation. The award of any
earmarks must not jeopardize existing programs and State funding. That
will not solve the problem. If our State and our region is to continue
to contribute to the national economy, increase our share, and funding
for projects of regional and national implication must be over and
above the regular guarantee for general highway improvements.
Mr. Chairman, I appreciate the opportunity to present before you
today. The projects in Northern and Northwest Illinois are prime
examples of how an investment in infrastructure can preserve jobs, even
entire regions.
Thank You.
__________
Statement of Denise Bulat, Director, Bi-State Regional Commission
i-74 mississippi river crossing corridor project
Thank you for the opportunity to speak before this committee.
Mississippi River crossings continue to be the highest transportation
priority in the Quad Cities with over 150,000 vehicles crossing the
Mississippi River on an average day and half of these crossings on the
I-74 Bridge alone. In your packet, Exhibit I is a map indicating the I-
74 Bridge location.
There is an urgent need to address congestion in the I-74 Bridge
corridor. This bridge is carrying almost 74,000 vehicles per day and is
significantly over capacity. The bridge itself is functionally obsolete
and was not constructed to acceptable standards for Interstate driving
conditions. The Iowa bound span was built in 1935 and the Illinois
bound span was built in 1959 utilizing the 1939 design. Both spans were
built for local non-interstate traffic and never met interstate
standards. Consequently, the bridge has no shoulders and the ramps
nearest the bridge have inadequate weaving lanes. Approximately 125
crashes have occurred on and near the I-74 Bridge in a 1 year period.
In fact, the I-74 corridor accident rate is three times the national
average in some locations. Improvements to address these capacity and
safety concerns are necessary. Exhibit II, in your packet, illustrates
the myriad of deficiencies and safety concerns in the I-74 Bridge
corridor.
The I-74 Bridge is extremely important to the commerce of the area.
Interstate 74 is the major north/south corridor in the Quad City area
and provides for the movement of people and goods to employment
centers, entertainment venues and commercial and industrial sites. The
economy of the Quad Cities depends on adequate crossing capacity as we
seek to serve the metropolitan population of 350,000. Over 50 percent
of employed Quad Citians work in a community outside of their
residence. Over 20 percent of those employed work outside of their
State of residence.
The I-74 Bridge provides access to one of the few military arsenals
in the United States, Rock Island Arsenal. It provides connectivity
between regional commercial centers and is also important to the
economy of the States of Illinois and Iowa as it provides for
interstate commerce and connections to major U.S. markets. The Quad
Cities has a 37 million person market area within a 300-mile radius
that includes 13 percent of the nation's population. Exhibit III
includes captioned photographs visually showing the impacts of problems
along the I-75 Bridge corridor.
The I-74 Corridor is part of the National Highway System and runs
from 53d Street in Davenport, Iowa to 23d Avenue in Moline, Illinois,
over five miles. The I-74 Corridor Study is the result of a Major
Investment Study, conducted between 1996 and 1998, that examined
crossing alternatives in the Quad Cities. The I-74 Corridor Study has
analyzed solutions designed to improve traffic flow and address safety
issues along the I-74 corridor. The draft Environmental Impact
Statement (EIS) will be completed in the Summer of 2003. The balance of
the work on the Final EIS and Record of Decision is expected in 2004,
with completion in 2005. The project is being funded jointly by the
Iowa and Illinois Departments of Transportation in close coordination
with other Federal, State and local officials. The appropriation of
$14,000,000 in Federal funds over the past few years has made these
efforts possible.
Although final project costs are still being developed it is
estimated that they will total $600 to $650 million for the entire
corridor. Authorization of this project in the 2003 Transportation Act
is requested. In addition to the identification of this project as a
high priority need in the 2003 Transportation Act, it is also requested
that significant discretionary programs be established for bridges and
interstate maintenance in the next transportation act to assist in
funding the I-74 corridor improvements. Again, thank you again for the
honor to speak to your today about this important transportation issue.
iowa interstate railroad improvements, wyanet connection and midwest
passenger rail initiative
The Iowa Interstate Railroad is in need of repair for both freight
and passenger purposes. Current service on the Iowa Interstate is
approximately 40 miles per hour between Wyanet, Illinois, through the
Quad Cities, to Omaha. In addition, a railroad connection between the
Burlington Northern Santa Fe and the Iowa Interstate Railroad is needed
in Wyanet, Illinois.
The Illinois DOT commissioned a preliminary engineering study to
determine the costs of the needed improvements. The Wyanet connection
is estimated to cost $3.9 million dollars and is considered a key
intersection to address both passenger and freight needs. The costs of
improvement to the Iowa Interstate Railroad are estimated at $28.9
million. This improvement would increase service along the corridor
from approximately 40-mile per hour service to 79-mile per hour
service.
Further, the Quad Cities is not currently served by passenger rail.
The Midwest Passenger Rail Initiative Study was conducted by nine
Midwest State DOT's and the Federal Railroad Administration to consider
the best opportunities for passenger rail service using Chicago as a
hub. The consultant study proposed a system that would generate high
levels of ridership and would recover the majority of its operating
costs (refer to the map in the Addendum).
Communities in the Quad City area have formed a coalition with
neighboring jurisdictions in Iowa and Illinois to promote the
development of passenger rail service along the Interstate 80 corridor.
Implementation of service would help alleviate congestion on Interstate
80 and the resulting railroad improvements could also serve freight
transportation. According to the American Association of State Highway
and Transportation Officials (AASHTO), 16 percent of the nation's
freight is carried by railroads. Unless $53 billion or $2.65 billion
annually is provided to augment private railroad investment, this
percentage will not be maintained within the next 20 years. The result
would be the transfer of 450 million tons of freight to the highway
system costing $238 billion in highway improvements over the 20-year
period.
Leaders recognize the issues related to the provision of passenger
rail service in the country and encourage timely resolve to these
issues so that both existing and future passenger rail service needs
can be addressed. Consideration should be given to the following:
establish a dedicated, multi-year Federal capital-funding program for
intercity passenger rail similar to the Federal highway and aviation
programs; establish a Federal policy to preserve and improve a national
passenger rail system addressing new efficiencies, innovation and
responsiveness; and fund implementation of this national passenger rail
system.
__________
Statement of Hon. Thomas Marcucci, Mayor, City of Elmhurst, Illinois
Honorable Chairman Inhofe, Senator Fitzgerald, Members of the
committee, I am Tom Marcucci, Mayor of the City of Elmhurst, Illinois.
I am honored to be with you today to talk about transportation in
northeastern Illinois.
Soon after I was elected in 1993, I realized that being Mayor
involved much more than the 10 square miles that make up my suburban
town in DuPage County. I realized that mayors, unlike any other local
elected official, have the opportunity and responsibility to address
regional issues. Virtually every regional body we have created to deal
with area-wide issues, from transportation to environment to planning,
includes mayors on boards, committees and advisory panels. In fact,
mayors are often the only elected officials on these decisionmaking
bodies.
I am here today representing one of those regional organizations--
CATS. CATS is not, as you may be thinking, the Broadway show. CATS is
the Chicago Area Transportation Study--the metropolitan transportation
planning organization for northeastern Illinois. CATS is responsible
for long-range planning for surface transportation--streets and
highways; public transportation--bus and rail; and rail freight
transportation. CATS was formed in 1955 and now includes the six
urbanized counties of Cook, DuPage, Will, Lake, McHenry and Kane, and a
portion of Kendall County. CATS is the only agency in this area that
provides:
Involvement of all transportation agencies and providers;
Integration of individual plans for all of these
services;
Prioritization of specific projects for both funding and
scheduling;
Funding for sub-regional transportation planning and for
local transportation and congestion mitigation projects;
Cataloging of future plans and projects; and
Coordination and collaboration with the Northeastern
Illinois Planning Commission, our area-wide comprehensive land planning
organization.
CATS is now in the process of preparing the 2030 Regional
Transportation Plan, or RTP. The RTP will focus on the transportation
strategies, improvements to existing systems, and new major capital
projects that are recommended to meet the transportation needs of the
region for the next 25 years.
If you want to know what transportation projects and improvements
are needed in northeastern Illinois over the next twenty-five years--
you need look no further than the RTP. If you want to know the
priorities of the agencies, the local governments and the public--you
need look no further than the RTP. If you want to make sure the
economic and environmental impacts of proposed projects have been
evaluated--you need look no further than the RTP.
We have heard comments that when the Transportation Equity Act for
the 21st Century was passed 6 years ago, Illinois received less than
its fair share of funding because of ``infighting'' between agencies,
or because ``we didn't have our act together'', or because there was no
coordination of the ``wish lists''. I can't promise you that you won't
get a long list of projects from everyone in the metro area, but I
would ask you not to confuse ``wish list'' with ``needs list''. There
is an extraordinary backlog of transportation projects that are needed
in our area. There are more projects needed in this area than this or
any future Congress could ever fund. So how do you sort out the vitally
important projects from the really important projects? Just look to the
RTP.
We do have our act together. We do have our priorities set. We will
have our needs list fiscally constrained.
As I said earlier, CATS is in the process of preparing the 2030
RTP. Since June, 2001, the transportation agencies, the local
governments, the State of Illinois, and the working boards and
committees of CATS have been creating our draft RTP document. That
document includes projects representing all modes of transit from every
part of the region, including the innovative Bus Rapid Transit proposal
from my own DuPage County. But the draft is not yet fiscally
constrained--there are more projects listed than we expect to have
money to build. Now, our draft, with all the options, all the projects,
all the opportunities for future transportation improvements, will be
presented to the public--the residents of the region. They will help
select the final list of projects that we will use for funding
decisions for the next 25 years. Not the bureaucrats. Not the Mayor of
Elmhurst. The choices will be shaped by the people who drive on the
highways and ride the buses and trains.
In fact, if you happen to be in town on Thursday, you will see the
RTP on television. A 30-minute program explaining the RTP and
soliciting responses and participation will be aired on cable and
broadcast TV several times over the next week. This is only part of the
outreach effort by CATS to make sure that voices and opinions are not
only heard, but are actually sought out and solicited.
Let me close my testimony with a few comments about the
reauthorization of TEA-21. First, there are some technical changes we
are proposing to improve the procedures and policies of the Act. Those
are included in the supplemental material presented in advance of this
meeting. I encourage you to review those and include them in the
reauthorization, because they will make the process of implementing our
plans much easier.
Lastly, I would ask that you please act on the reauthorization
quickly. We need the reauthorization this year. We need funding
increased and we need to move forward on new projects that will benefit
the entire Chicagoland area. A continuing resolution won't do that. We
need the certainty of a reauthorization which guarantees funding in
order to prioritize and schedule our projects efficiently.
Thank you for this opportunity to share my perspective on regional
transportation issues with the committee. I would be happy to answer
any questions.
__________
Statement of Robert J. Schillerstrom, County Board Chairman, DuPage
County, IL
As you know, I am scheduled to present oral testimony at the
committee's field hearing on April 7, 2003 at the Dirksen Federal
Building in Chicago. I appreciate the opportunity to appear before the
committee and would like to provide you in advance of my testimony
details about DuPage County's top priorities but more importantly, why
the TEA-21 Reauthorization Legislation is so critical to the State of
Illinois.
The Director of the Illinois Department of Transportation (IDOT),
Tim Martin, will detail for committee members, as part of his
testimony, the State's priorities as they relate to the TEA-21
Reauthorization Bill. At the top of that list is increasing Illinois'
overall share of Federal highway dollars through a formula adjustment.
Six years ago, Illinois received 94 cents for each dollar it provided
to the national transportation program. Additional items the State
would like to incorporate into the reauthorization bill include:
Full Utilization of Highway Trust Fund (HTF) revenue for
highway and transit programs;
The Exclusion of High Priority Project and Discretionary
Funds from the Minimum Guarantee;
Addressing the reconstruction needs of our Interstate
System;
Increasing funding levels for discretionary Interstate
Maintenance and Bridge programs;
A Continuation of the current policy to distribute all
transit formula funds on needs-based distribution formulas;
Streamlining the transportation planning, programming and
project development processes; and
Removal of the existing 3-year limit on the use of CMAQ
funds to support operation costs of the Inspection and Maintenance
vehicle emissions testing facilities, which have proven to be an
effective tool toward reducing air pollution.
DuPage County, with over 900,000 residents, a size greater than the
population of seven States, is seeking Federal assistance for roadway
and public transit projects to address many regional problems. One of
the top priorities of our region is the 4.2 mile extension of the
Elgin-O'Hare Expressway and the construction of a 6.6 mile (toll
highway) Bypass Road in order to provide Western Access to O'Hare
International Airport. This project would greatly improve the
transportation network of eastern DuPage County, offer increased
employment opportunities for over 40,000 people, provide tremendous
economic benefits for the local economy (estimated at over $5 billion
annually), and allow convenient access to O'Hare Airport for the
traveling public. The State of Illinois needs an estimated $1.5 billion
in Federal funding to make this project a reality and to provide a much
needed western entrance to the world's busiest airport.
Attached for your review is a document that summarizes DuPage
County's transportation priorities by congressional district. The list
details not only highway projects but also the DuPage Area Transit
Plan. This plan proposes capital improvements to our public transit
system that will reduce highway congestion. and link labor markets with
employment opportunities.
As chairman of the second largest county in the State, I would like
to thank the committee for traveling to Illinois to receive our input
and to consider our future transportation needs as part of the
reauthorization bill. The TEA-21 reauthorization bill allows our region
an unprecedented opportunity for regional cooperation and growth.
Again, thank you for your consideration and for the invitation to
appear before the committee.
__________
Statement of Piyushimita Thakuria, Associate Director of Research
Programs, Urban Transportation Center, University of Illinois Chicago
The Urban Transportation Center at University of Illinois Chicago
is an interdisciplinary research unit focused on urban transportation
issues. The center works with national, State and local agencies on
transportation analysis, modeling, and policy issues related to all
surface transportation modes. As UIC is located in the hub of major
local, regional, national, and international transportation systems, it
is only natural that the University has a major commitment to conduct
research dedicated to improving these transportation systems. We also
educate the next generation of transportation professionals and provide
continuing education and outreach to a broad array of stakeholders
ranging from elected officials, agencies, community and advocacy
groups, and citizens.
With impending reauthorization of the Transportation Equity Act for
the 21st Century (TEA-21) and a new State government in Springfield,
there seems to be considerable uncertainty regarding future investment
in transportation and transportation research. At the same time, there
is no shortage of interesting and relevant transportation problems:
congestion, air quality, equity, environment, energy, security, safety,
finance, institutional constraints, and aging infrastructure, to name a
few. We would like to highlight four key areas of transportation that
are of particular relevance to Chicago, the region, the State, and the
Nation.
Congestion mitigation, management and air quality
Each peak hour traveler spends over 1 week per year delayed in
traffic in Chicago. Fuel costs, and degradation of air quality are the
tangible impacts of congestion. Loss of quality of life is a less
tangible impact. Management of congestion in this region is dependent
on an elaborate public transportation network that must be supported
and enhanced to complement the highway and street network.
Opportunities for the improved management of congestion, and more
efficient operation of the transit network are available through the
innovative use of information and technology. Modeling, policy analysis
and application of the technology are critical in the following areas:
Understanding the relationship among transportation
investments, land use and sprawl
Enhancing both the operation and planning of our
transportation systems through the application of intelligent
transportation systems (ITS)
Freight movement
The historical significance of Illinois as a transportation hub
actually exacerbates the freight transportation problems of the region.
In Illinois, Class I railroads, interstate highways, waterways and
major airport hubs interact with each other in close proximity to major
metropolitan areas. Freight trains block level crossings and delay
motorists, passenger trains are delayed due to freight train
derailments, shippers complain of the delays to freight passing through
Chicago, drivers complain that trucks are too long, too heavy and just
too dangerous. Congestion in railroad yards, congestion on the highways
and congestion at our airports impact each of us. Everything we
consume, dispose of or manufacture must move as freight. Chicago is the
third busiest port in the world in terms of movement of containers.
These containers must often move by both rail and road throughout the
region. Rubber-tired trailers are used to expedite the movement of more
time sensitive freight from one railroad to another, or from the
railroad yard to a customer.
The efficient movement of freight to, from and through Illinois is
vital to the economic health of the region, State and nation. As
freight movement is a complex public-private partnership, no agency or
organization has as its mission to plan for the future. The allocation
of transportation planning funds for freight movement is essential as
freight movements are projected to increase significantly over the next
decade.
Significant planning issues that must be addressed are:
Identification of bottlenecks including points of
conflict between auto and rail, and congestion issues facing passenger
and freight transportation sharing common infrastructure
Development of projects that will enhance
competitiveness, improve efficiency and promote environmental
stewardship.
Exploration of innovative technologies.
Development of innovative financing options.
Jobs and housing imbalance, and job access
Access and mobility issues of socially disadvantaged groups are
often-neglected areas of transportation. Data and methodological
developments can be used to define the impacts of governmental programs
on the behavior of low-income households and also in the ways in which
the planning process can be improved to reflect the needs of these
groups. Understanding trends and needs related to worker accessibility
in the low-income labor market sector provides a foundation for
evaluating new transit markets.
Important activities include:
Evaluating the impact of transit services on low-income
groups and the extent to which transit makes a difference in employment
opportunities
Monitoring national and local trends on low-income worker
accessibility
Exploring innovative partnership initiatives that offer a
cross-sectoral, holistic approach to accessibility
Providing assistance to Federal, State and local agencies
on job access issues
Exploring decisionmaking techniques and public
participation methods to facilitate cross-sectoral planning.
Renewal of aging infrastructure, and the efficient
provision of transportation infrastructure
Every year our roads degrade, our transit lines and structures age,
our bridges deteriorate, more operating hours are added to our buses,
our inland waterways silt and scour, and locks and dams are ravaged by
nature and bumped into by barges.
Asset management is a ``systematic process of maintaining,
upgrading, and operating physical assets cost-effectively.'' Asset
management is a strategy for addressing the renewal of our existing
aging infrastructure and the efficient provision of transportation
infrastructure. It is a strategy for recognizing the inherent value of
past investments, while enhancing system condition and performance.
Asset management is not a strategy for any one type of asset or any
single mode. It is applicable to all modes and all assets.
With constrained resources, personnel constraints, increased
accountability and the ever advancing aging process, viewing physical
infrastructure assets in a holistic manner ensures proper tradeoffs,
recognition of the life-cycle costs of investments, and evaluation of
the impact of investments on system performance.
While each transit agency, local government unit, and State agency
will implement asset management differently, there are fundamental
principles to which all units of government must adhere. Opportunities
to share data, information, technology, models, tools and concepts are
fundamental to the preservation of our existing infrastructure.
Providing resources to support this effort is a smart investment.
__________
Statement of President-Elect David Lorig, Illinois Road and
Transportation Builders Association
Good morning. My name is David Lorig and I am president of Lorig
Construction, a highway contractor located in Des Plaines, Illinois
just outside of Chicago. I am also the president-elect of the Illinois
Road and Transportation Builders Association, the largest association
of transportation design and construction professionals in Illinois.
IRTBA or Roadbuilders as we are commonly called, is proud of its
leadership role in advancing the need for continued and expanded
investment in our public transportation infrastructure. We are
constantly aware that the public, through their contributions at the
gas pump, have and continue to trust that their public moneys will be
spent wisely. In a recessionary climate like the one that we are
experiencing now, the need for thoughtful public policy decisions
concerning our transportation system has perhaps never been greater.
The Illinois Road and Transportation Builders Association also
recognizes that public transportation investment is not limited to
roads and bridges but includes air, transit, rail and waterways. These
are the very systems that translate into economic activity that is so
vital to our nation in the past, present and future. However, today I
will limit my comments to highways and bridges since that is the focus
of this committee.
From the onset of the national role in funding highways and bridges
there has been one overriding theme-all elements of this country need
to be tied together. Roads and bridges in Illinois and throughout the
Nation provide that tie. Probably nowhere else in the country provides
a better picture of this necessity than the Chicago area and the entire
State of Illinois. Throughout the 20th century, the national role in
funding these needed arterials has grown, so it is now recognized that
the national government possesses the best ability to garner the
necessary revenue to fund these improvements. Our entire transportation
system, especially roads and bridges, and its effect on the economy,
simply cannot survive without the highest commitment from the Federal
Government.
From the vision of former President Dwight Eisenhower through the
countless businesses and individuals that have worked on our interstate
system, we have attempted to build and maintain the world's greatest
transportation system. I believe it is our duty and vision to maintain
and improve this system. However, in this regard, we can, and need, to
do better.
Currently, the system is aging and deteriorating. Despite the best
design and maintenance practices imaginable, the pavement is crumbling
and the bridges have become perilously deficient. The U.S. Department
of Transportation estimates that it will take an annual expenditure of
nearly $ 60 billion per year just to maintain the system. But
maintenance alone will not cure the ever increasing chokehold that
congestion brings to the system every work day.
Millions of hours are wasted daily in stress-creating traffic jams
in literally every urban area. Once again, probably nowhere else in the
Nation provides a better (or worse) picture of this situation than the
Chicago area and the entire State of Illinois. The environmental damage
done by exhaust fumes only exacerbates the problem. Yet, our national
commitment to date is only about half of what USDOT says is needed. We
can, and need, to do better.
Additionally, roadbuilding means jobs-literally thousands of them.
Illinois enjoys the dubious distinction of currently having one of the
highest unemployment rates in the Nation. Road and bridge building
provides not only the construction jobs while the projects are underway
but thousands of additional jobs afterwards with companies who desire
to locate in a State located at the very heart of the Nation.
As the site of the world's busiest airport, the only place where
six class ``A'' rail lines come together and where the interstate
system carries more trucks in a day than many other States experience
in a week-we simply cannot exist without a viable and adequately funded
national network of roads and bridges. Yet much of that air, rail and
road system is congested for the better part of the day. We are coming
dangerously close, and in many cases have already reached the point, of
businesses not making certain investments and individuals not making
certain trips merely because of congestion. We can, and need, to do
better.
At the Illinois Road and Transportation Builders Association, we
are pushing the research envelope in being innovative in our work. The
private sector continues to develop the methods and materials to
duplicate the results of older technology at a fraction of the cost and
is readily available to work with the public sector in maximizing the
value of its expenditures.
Yet, there are those who seem to frustrate that progress, whether
intentional or not. New roads spend many years in study and litigation
before they are built-if ever. As a graduate of Duke University Law
School and a contractor, I believe I have a unique perspective and I am
amazed at the myriad of rules and regulations with which we must comply
in order to achieve even the simplest of improvement. I sometimes
shudder at the number of rules that we must deal with. We can, and
need, to do better.
One concept and term that is often used is ``environmental
streamlining''. While some may think that the environment is somehow
threatened by such a concept, all it really means is that we call upon
the myriad of agencies that evaluate a highway project, to do it
simultaneously and coordinate their efforts. No sacrifice of ethics or
principles is intended nor required other than placing the commitment
to improve our transportation system and requiring various agencies to
work together toward that goal.
When it comes to the actual project-if they get built-there needs
to be greater acknowledgement to the use of new technology and
management practices. New technology and practices should be embraced
so that the motoring public gets maximum value from its contribution at
the gas pump. Web based management holds the promise of quicker project
closeouts and greater accountability and efficiency. Continued
investment in research challenges both the universities and private
sector to do what they do best-innovate and bring better products to
the marketplace.
Finally, we need to maintain the highest commitment to improving
traffic operations both daily and in work zones. Last year, 31 people
perished in Illinois work zone related accidents. We can, and need, to
do better. As we kick off Work Zone Awareness Week, let us all resolve
to support increased safety in work zones by slowing down!
Please allow me to summarize. Road building means jobs-held by
thousands of technical and skilled individuals performing often back-
breaking dangerous jobs, who pay taxes and make this economic engine
called ``Illinois'' work. However, the system that was created nearly
50 years ago is terribly congested, deteriorating, and in dire need of
technical and financial assistance designed to maximize the public
expenditure of funds. In addition, we have to use technology,
innovation, research and just plain common sense to make this system
work better. The needs of the various States need to be equitably
addressed so that each State gets what it needs to keep our country
moving.
The Chicago area and the entire State of Illinois are at the
crossroads of the Nation. Transportation problems in the Chicago area
and the entire State of Illinois have a snowball effect throughout the
rest of the Nation. Therefore, the needs of the Chicago area and the
entire State of Illinois must be immediately addressed with the highest
commitment, both financial and otherwise, from the Federal Government.
Thank you.
__________
Statement of Rita Castle, Issues Analysis Manager, Caterpillar Inc.
Mr. Chairman, I'm Rita Castle, Issues Analysis Manager in the
Public Affairs Department of Caterpillar Inc. I'm pleased to be with
you this morning to discuss the importance of transportation to
Caterpillar, our facilities, employees and the communities where we
live.
As you know, Caterpillar . . . and our yellow machines . . . have
been synonymous with highway and road construction for almost a
century. In 1909, an early model of a motor grader, invented by a
Caterpillar founder, was maintaining country roads in California. By
the time Caterpillar Tractor Co. was formed in 1925, road building and
maintenance machines were in big demand. In 1931, Caterpillar
introduced to the market the first modern motor grader known as the
``caterpillar auto patrol.'' And in 1932, we adopted a paint color that
ultimately became a standard for the entire construction industry. We
called it ``hi-way Yellow,'' in recognition of the importance of road
construction to our company.
Caterpillar machines have been a dominant force in the construction
and maintenance of our Federal highway system since its inception in
1956. Today, Caterpillar annual sales to the U.S. roadbuilding industry
approach $1 billion, making it a major component of our machine sales
business. And as the leading manufacturer of heavy-duty diesel engines
used in the commercial trucking industry, we know how important our
highway system is to the delivery of goods and services to keep our
nation working.
But it's not just product sales that are the measure of the
importance of our highway system. In 2002, almost $120 million in raw
materials and supplies were shipped by road to Caterpillar's U.S.
facilities. In that same year, we delivered over $93 million in
machines and parts to our dealers and customers in the U.S. and to
ports for shipment abroad using our highway network. In Illinois, our
facilities received over $64 million in freight shipped over our road
system. And outbound, we delivered over $20 million in finished
products over our Illinois road system to Illinois customers.
Our system of Interstate and Federal roads is equally important to
the safety of our employees and their families who rely on our nation's
road system for personal transportation and the delivery of goods and
services that sustain our economy.
As a major employer in Illinois, with over 20,000 employees
statewide, we know how important our highway infrastructure is to the
economic well being of our communities. Just outside my window in
downtown Peoria the huge Interstate 74 construction project is
underway, modernizing some of the oldest interstate sections in the
United States. This multi-year project, the largest road construction
undertaking outside of the metropolitan Chicago area, is essential to
the growth of the Central Illinois economy.
Because of our long-standing involvement in the road building
industry, and due to the importance to our economy of a modern highway
system, we are concerned about the current problems that face our
nation's highway system.
Our roads are deteriorating faster than they can be improved . . .
we all know the frustrating picture. Unfortunately, the choices that
must be made to address our crumbling infrastructure are neither easy
nor simple. This reminds me of an ad campaign that Caterpillar launched
many years ago entitled `` No Simple Solutions.'' The campaign focused
on some of the choices our nation had to make in providing a modern
surface transportation system. Unfortunately, the campaign is as
relevant today as it was almost three decades ago.
It's obvious that we need significantly increased investment to
repair, restore and rebuild our infrastructure. And that investment is
substantial . . . estimated to be around $50-75 billion a year just to
maintain our highway system. Yet current Federal road spending is about
$32 billion, and the Administration's Fiscal 2004 budget calls for
highway spending at about $22 billion, almost 30 percent less than what
Congress approved for fiscal year 2003.
At the same time that many of our highways are crumbling, they
remain an essential component in meeting our homeland security
challenges and relieving the gridlock of urban congestion. A modern,
well-maintained highway system is essential to providing mobility to
evacuate a city or improve traffic flow and reduce air emissions.
Current and future growth demands that additional investments be
made in our Federal surface transportation system. We must preserve the
gains made by TEA-21 in dedicating all revenues coming into the Highway
Trust Fund to highway and transit programs while maintaining the
firewalls and budget guarantees that protect the highway user fees from
being diverted to purposes other than capital improvements.
We must invest the growing balance in the highway trust fund, now
estimated at $18 billion and capture over $12 billion in revenue lost
to ethanol tax breaks.
But these measures alone will not generate sufficient revenue to
meet the estimated funding shortfall needed to upgrade and modernize
our highway system. Some hard funding choices will have to be made to
restore the purchasing power of the motor fuel user tax. It seems
unlikely in this reauthorization cycle that a new, radically different
funding mechanism will be proposed. Despite considerable opposition, it
seems that Congress cannot avoid a discussion of a motor fuel user fee
increase.
And finally, we would urge Congress to complete its work on
reauthorization of TEA-21 by the end of this fiscal year to avoid the
serious delays and disruptions associated with reauthorization delay.
As we ask Congress to consider these revenue measures, Caterpillar
remains committed to providing the technology to increase machine
productivity and deliver customer value. We are delivering machines
that dramatically improve efficiency and increase productivity, while
providing 24-hour support to minimize or eliminate downtime. We are
linking our dealers, customers, suppliers and operations within CAT to
maximize our product support. All of this translates into more
efficient machines, lower owning and operating costs for our customers,
and more value for our construction dollars.
A more efficient and safer transportation system is critical to our
future economic growth, international competitiveness, quality of life
and national security. In our view, there is no better way to stimulate
this economy than through the creation of well-paying highway
construction jobs.
Mr. Chairman, let me thank you again for this opportunity to share
Caterpillar's views on the important highway construction issues facing
Congress this year. We look forward to working with you and our
Illinois Senators in the months ahead as the reauthorization debate
unfolds.
__________
Statement of Margaret Blackshere, President, AFL-CIO
My name is Margaret Blackshere, and I am the president of the
Illinois AFLCIO. I am also a member of the Transportation for Illinois
Coalition. The AFL-CIO, Central Labor Councils, including the Chicago
Federation of Labor, and many of the affiliates are part of this
organized effort in Illinois designed to convince you and your
colleagues in Congress that Illinois deserves more funding to support
its transportation infrastructure.
First, I would like to thank Sen. Inhofe and Sen. Fitzgerald for
traveling to Chicago and providing us with this opportunity to tell you
firsthand why you should be championing the cause of more money to fund
the transportation system of this nation and our State,
The private sector and labor must depend on government for its
transportation system. Government provides the overall planning and
resources to develop and maintain our transportation system. And our
nation's economy is totally dependent on our inter-connected, fully
functioning, multi-modal transportation system. It's obvious that a
greater investment is needed in our infrastructure nationwide, where
many of our aging interstates and bridges are in poor repair.
Illinois is located at the heart of our transportation system--our
highway system, rail system, waterways and even air transport system.
We are a gateway between the east and west coasts, and between the
Great Lakes and the Gulf of Mexico. The nation's investment in Illinois
is an investment well-made--and one that needs to be increased to
ensure a healthy economy for the future of our State and of our Nation.
Illinois deserves a bigger share of the nation's transportation
funding to more closely reflect the key role we play in hosting a
critical junction in the nation's transportation infrastructure.
I can't overemphasize how much transportation funding matters, Of
course it means jobs, which is one of the reasons why I'm here today.
Of course it affects our quality of life--and the cost of our goods and
services. For the thousands of Illinois residents whose jobs will be
affected by your decisions in Washington, I ask for your help in
winning increased funding to support Illinois' transportation network.
We . . . . here testifying today . . . each have our own
constituencies and interests to represent. Mine is organized labor,
which represents 1 million
workers in Illinois. We strive to represent the interests of all
working people on issues that affect their everyday lives. And
transportation is certainly one of those. Yet, we are united in our
appeal to you for more resources for transportation for this country--
and for the pressing transportation needs in Illinois.
You, as Senators, must take a global view of the needs of this
entire nation. And you will undoubtedly see that Illinois merits
greater attention and resources to keep our national transportation
system strong and to help rebuild the nation's economy.
__________
Statement of Richard J. Feltes, Feltes Sand & Gravel Co., Inc.
Mr. Chairman, Senator Fitzgerald and members of the committee,
thank you very much for allowing me to testify on behalf of the
National Stone, Sand, and Gravel Association (NSSGA) at this hearing
examining the State of Illinois' transportation needs in preparation
for reauthorization of the Transportation Equity Act for the 21st
Century (TEA 21).
My name is Richard Feltes. I am co-owner with Timothy Feltes of
the Feltes Sand & Gravel Co. in Elburn, Illinois. We represent the
third generation in a family business that was started in 1920 by our
Grandfather and Great Uncle. Our company currently employs 35 full time
people. Our business operation is located 40 miles west of Chicago in
Kane County, Illinois. A major part of our business is supplying sand &
gravel products to concrete & asphalt producers for use on major
highway projects in our market area.
Currently, I serve as Second Vice Chairman of the National Stone,
Sand & Gravel Association and Chairman of the Association's Government
Affairs Division. NSSGA represents the nation's aggregate industries--
producers of crushed stone, sand and gravel, as well as suppliers of
equipment and services to aggregate producers. NSSGA is, by volume of
product, the largest mining association in the world, according to the
U.S. Geological Survey (USGS). Our 850 member companies turn out 90
percent of the crushed stone and 70 percent of the sand and gravel
consumed annually in the United States. During 2002, a total of about
2.73 billion metric tons of crushed stone, sand and gravel valued at
approximately $14.6 billion were produced and sold in the U.S. The
aggregate industry workforce is made up of about 120,000 men and women
across America.
Just to provide perspective, there are 10,000 construction
aggregates operations nationwide. Virtually every congressional
district is home to a crushed stone, sand or gravel operation.
Proximity to market is critical due to high transportation costs, so 70
percent of our nation's counties include an aggregates operation.
Construction aggregates are used primarily in asphalt and
concrete. Ninety-four percent of asphalt pavement is aggregate; 80
percent of concrete is aggregate, whether used in pavement, buildings,
dams, water and waste water treatment plants and the like. About 10
tons of aggregate per person are consumed annually in America. Every
mile of interstate consumes 38,000 tons of aggregate; about 400 tons of
aggregate are used in construction of the average home.
While I appear this morning representing the aggregates industry,
I also appear as a member of the Board of Directors of the Illinois
Association of Aggregate Producers (IAAP). IAAP is a member of the
Transportation for Illinois Coalition (TFIC), a broad coalition of
Illinois associations and labor organizations, which was organized to
speak with one voice for all of Illinois regarding transportation
funding needs. The TFIC focuses on principles and program concepts that
will enable transportation leaders to move forward with a common
purpose to obtain maximum funding to meet Illinois' infrastructure
needs. (TFIC mission statement and guiding principles attached.)
Also, I should note NSSGA is a member of the Transportation
Construction Coalition (TCC) and Americans for Transportation Mobility
(ATM)--the two premier national coalitions dedicated to reauthorization
of our country's surface transportation system.
We seek this committee's help to assure TEA-21is reauthorized
before it expires on September 30, 2003. Otherwise, many of the
benefits realized under TEA-21and its predecessor legislation, ISTEA
(the Intermodal Surface Transportation Efficiency Act of 1991, which
rewrote Federal transportation policy, are in danger of being lost.
The Federal-aid highway program is one of the U.S. government's
most successful programs. Since 1956, and in partnership with the
States, it has financed construction and upkeep of the largest and
safest national network of highways and bridges in the world. No
program is more critical to the economy of Illinois than Federal
funding for transportation needs. From its origins as the railroad
capital of the Nation and its development as the hub of major east-west
interstate highways, to hosting the world's busiest airport, Illinois
has served as the central conduit for the nation's commerce. Thus, the
economies of Illinois and the Nation are inextricably linked. Illinois'
transportation system plays a pivotal role in the nation's ability to
move goods and people because of its geographic location and extensive
road, rail, airport and waterway network.
Consider this:
The U.S. transportation construction industry has built
3.9 million miles of American roads and highways and more than 5,000
airports.
The U.S. highway and bridge infrastructure has an asset
value of almost $1.4 trillion, and publicly financed highway
construction directly or indirectly is responsible for 2.2 million
American jobs.
More than 11 percent of the U.S. Gross Domestic Product
is spent on transportation.
Aggregates directly contributed nearly $43 to the Gross
Domestic Product in 2001.
The aggregates industry contributes $37.6 billion to the
Gross Domestic Product in 2001.
For every $1 billion spent on highway construction,
47,500 jobs are generated each year.
In 2001, the aggregates industry supported 284,090 jobs
in all sectors of the economy with personal earnings totaling $10.74
billion.
Every dollar invested in the nation's highway system
yields $5.70 in economic benefits to the Nation because of reduced
delays, improved safety and reduced vehicle operating costs.
The Federal highway program provides more financial
resources for environmental and community enhancements than any other
public or private effort.
However, Mr. Chairman, in order to preserve the benefits to the
country from a robust and efficient highway system, we can't ignore
that the needs of the system continue to increase. Consider the
following:
More than 40,000 people die and 3 million are injured
each year on the nation's roads. About 14,000 of those deaths are
attributable to substandard road conditions, and, thus, avoidable.
Vehicle crashes are the leading cause of death for Americans 6 to 28
years old.
A total of 8,533 people died on Illinois' highways from 1996
through 2001.
The annual economic cost of motor vehicle crashes is $230
billion per year, or $819 for each resident, for medical costs, lost
productivity, travel delay, workplace costs, insurance costs and legal
costs.
Total cost of motor vehicle crashes to Illinois was $3.8 billion or
$308 per capita.
FHWA data shows that congestion is worsening on all major
U.S. roads; 36 percent of America's urban roads are congested.
42 percent of Illinois' major urban roads are congested.
It is well documented that highway congestion in the northeastern
portion of the State is the third worst in the Nation.
Traffic congestion now costs Americans more than $67
billion each year--the value of 3.6 billion hours of delay and 5.7
billion gallons of excess motor fuel consumed.
32 percent of America's major roads are in poor and
mediocre condition.
34 percent of Illinois' major roads are in poor and
mediocre condition.
28 percent of America's bridges are structurally
deficient or functionally obsolete.
19 percent of Illinois' bridges are structurally
deficient or functionally obsolete.
84 percent of the $358 billion worth of commodities
delivered annually from sites in Illinois are transported on the
State's highways.
Maintenance of the nation's highways is continual and increasingly
costly. Changes in the program, combined with inflation and ever-
growing highway traffic, have resulted in investment that is not
sufficient to maintain the physical condition of the overall system,
let alone improve it.
The problem has been that under TEA 21, funds have not gone into
highway and road maintenance. States have shifted funds into large cost
capacity expansion projects as well as into peripheral construction
activities, such as sidewalks, rest areas, and historic preservation.
The net result is that highway and road maintenance has not improved as
much as policymakers have wanted. Accordingly we strongly support the
President's budget proposal to spend $1 billion a year from the Highway
Trust Fund on highway maintenance and infrastructure performance that
are ``Ready to Go.''
Reauthorization of the Federal surface transportation law must
focus on providing sufficient funding to maintain the nation's highway
system and reduce the congestion that is clogging our highways, thus
wasting time and energy, and diminishing air quality.
NSSGA will not be involved in the formula controversy because of
the diversity of its membership. One fact, however, cannot be denied.
Unless Federal highway investment is increased, no State will succeed
in improving its share of transportation funding.
According to the latest Federal Government data, around $60
billion is needed annually just to maintain the current highway system
and over $100 million to improve it. In response to these quantified
needs of the system, NSSGA developed its recommendations for TEA-
21reauthorization. (Copy attached)
In summary, NSSGA made the following recommendations for TEA-
21reauthorization.
Recommendation: The TEA-21reauthorization bill must provide Federal
funding to preserve the national highway system in an amount that is
sufficient and can be justified economically. We join with the TFIC in
calling for increased funding levels for our national transportation
system.
NSSGA supports the recently issued proposal of House
Transportation and Infrastructure Committee Chairman Don Young for a
$60 billion a year highway program including an increase in the highway
user fee; both prospective and retroactive indexing of the highway user
fee to the Consumer Price Index; restoring Highway Trust Fund interest;
repaying the Highway Trust Fund the $5.2 cent-per-gallon gasohol user
fee differential; eliminating fuel tax evasion; and, drawing down the
trust fund balance for a total of between $111 and $125 billion
annually.
The Federal highway program is a user-funded program. U.S.
motorists generate about $31 billion a year in revenues that go into
the Federal Highway Trust Fund. Illinois' motorists generate about $1.2
billion a year in revenues that go into the Federal Highway Trust Fund.
The Revenue Aligned Budget Authority (RABA) is a budgetary mechanism
incorporated in TEA-21to more closely align gasoline user fee receipts
with investments. Retaining the highway user fees is absolutely
essential to the Federal highway program. NSSGA will oppose any efforts
to reduce or suspend the Federal highway user fee.
Also, NSSGA opposes any diversion or redirection of highway user
fees or RABA funds. While NSSGA supports initiatives to prevent the
dramatic swings in RABA moneys experienced over the past several years,
NSSGA will oppose efforts to manipulate RABA funding from core highway
programs. NSSGA will oppose attempts to divert or redirect highway user
fees from programs other than highways and transit. NSSGA supports
maintaining the current highway/transit funding ratio of 80/20.
In addition to the aforementioned revenue raisers proposed by
Chairman Young, NSSGA supports increased use of innovative financing
mechanisms, including the possibility of establishing a Highway Funding
Corporation along the lines proposed by the American Association of
State Highway Transportation Officials (AASHTO). Enhancing innovative
financing tools already available including State Infrastructure Banks
(SIBs), and the Transportation Infrastructure Finance and Innovation
Act (TIFIA), should also be thoroughly examined. We need to look at tax
exempt financing for public-private partnerships, too.
Recommendation: Continue and strengthen the firewalls established
by TEA-21between incoming Federal highway user fee revenue and annual
Federal surface transportation investment, including the Revenue
Aligned Budget Authority (RABA) provision.
TEA-21addressed the shortfall in Federal highway program funding
by establishing for fiscal years 1999-2003 budgetary firewalls to
protect highway funding and a firewall to protect transit spending.
Spending for programs with firewalls may not be reduced in order to
increase spending for other discretionary programs. It is imperative
that reauthorization maintains the funding guarantee and budget
firewalls contained in TEA 21.
Recommendation: Increase State flexibility to use funding for
highway construction.
Constraints on States from using funds for highway construction
should be eliminated to allow construction on non-national highway
system roads that will reduce traffic congestion and increase safety.
According to the FHWA, there were more than 3.95 million miles of
public roads in this country in 2000. FHWA has stated that more than
three-quarters of the lane-miles in the U.S. are rural. While this
includes rural roads on the National Highway System, there are also
hundreds of thousands of miles of rural two lane local roads that carry
significant amounts of local automobile and truck traffic. Vehicle
miles traveled on these rural roads constitute nearly 40 percent of the
national total, meaning that much of America's commerce and individual
movement occurs on these rural roads.
Statistics highlight the fact that rural roads and highways are
considerably more dangerous than urban roads. A Government Accounting
Office (GAO) report noted that rural roads have a fatality rate that is
six times greater than that of urban interstates. In the post-
interstate era, increased attention must be given to targeted road
improvements that have a high likelihood of reducing crash potential.
States should have the flexibility to enhance safety on rural and
local two-land roadways. In addition, Federal investment in our rural
road and highway infrastructure must be increased not only to enhance
safety, but also to ensure continued rural economic development.
Recommendation: Facilitate the construction process by removing
barriers to innovative contracting techniques.
Certain transportation infrastructure projects may be well suited
for innovative project delivery methods that will serve to speed up
project planning, design, and construction. States and local
governments should be allowed flexibility in using innovative
contracting and procurement methods that acknowledge one-size-fits-all
procurement and contracting does not recognize the different and unique
characteristics of each State's highway program.
Recommendation: NSSGA supports studying the creation of dedicated
truck lanes/heavy vehicle lanes as a method of improving public health
and safety, extending the life of surface infrastructure resulting in
lower maintenance costs, and increasing productivity and efficiency
leading to continued growth in national and regional economics.
TEA-21reauthorization should include provisions to foster the
development of self-financed ``truck only/heavy vehicles lanes'' to
encourage and allow the use of interstate highway medians, air and
tunnel right-of-ways for construction of these lanes. Truck/HVL only
lanes should be eligible for Federal funds including Congestion
Mitigation and Air Quality Program (CMAQ) and the National Trade
Corridor and Border Infrastructure Development Program.
Recommendation: NSSGA supports developing a mechanism for
recognizing/crediting air quality improvements and congestion
reductions. The air is getting cleaner in major urban areas even though
highway travel in the U.S. has increased substantially.
In fact, vehicle travel on U.S. highways increased 28 percent from
1991 to 2001. U.S. population grew by 11 percent between 1990 and 2001.
Vehicle travel on Illinois; highways increased by 21 percent in the
same time period. Illinois' population grew by 9 percent between 1990
and 2001.
In spite of increased travel, an October 1999 Environmental
Protection Agency (EPA) Report found that since 1970, motor vehicle
emissions declined dramatically. The report found today nearly 80
percent of the hazardous air pollutants released nationwide come from
non-transportation sources. By implementing new and innovative
technologies, design, and construction methods, and undertaking major
recycling programs, the transportation sector has played a key role in
the air quality improvements realized over the past three decades. A
mechanism should be developed to acknowledge/credit these pollution and
congestion reductions.
Recommendation: NSSGA supports streamlining of the entire
construction process, from concept through environmental review and
permitting, to acceptance by State agencies.
TEA-21mandated that the U.S. DOT and other affected Federal and
State agencies develop coordinated efforts and time periods for
concurrent review of items required by the National Environmental
Policy Act (NEPA) for projects, as well as other environmental
analysis, reviews, opinions, permits, licenses and approvals that are
required.
NSSGA supports Administration streamlining initiatives and urges
that TEA-21reauthorization mandate promulgation of new regulations that
carry out the statutory intent of Congress to establish firm deadlines
for streamlining and expediting the environmental review process that
now can take as long as 14 years. A bench-marking program should be
implemented in order to track progress.
Recommendation: NSSGA supports reform of the transportation
conformity requirements with the Federal Clean Air Act to eliminate the
loopholes that have been used by anti-growth groups to slow or stop
already approved and environmentally sound highway projects.
Due to provisions in the Clean Air Act, the Federal-Aid Highway
Act, ISTEA, and TEA 21, the overall conformity process involves various
States, local and Federal agencies. If an area is out of conformity,
Federal highway funds are cutoff. As a result, an areas' Transportation
Improvement Program (TIP) cannot include transportation construction
projects that will result in emissions that exceed the Motor Vehicle
Emission Budget (MVEB). The reform objective should be that once a
project is approved, it should not continuously be challenged on the
basis of what was known or not known at the time of approval since a
highway projects is a multi-year construction project and date will be
routinely updated.
Recommendation: NSSGA supports reconstitution of the national
highway research program that works in partnership with all
constituencies of the highway community.
A reconstituted national highway research program should leverage
the individual industry constituent efforts and work to develop a
coordinated national program focused on delivery of a long-lasting
national surface transportation system that is safe and environmentally
sound.
Since the major component of highways is aggregates, a specific
allocation should be directed to aggregate research through the
International Center for Aggregates Research at the University of Texas
with an Adjunct at the Texas A&M University. A major aggregate research
effort is needed in four principal areas: 1) to extend the use of
locally available materials; 2) to define performance and determine key
material properties; 3) to develop methods to measure these properties;
and 4) to then develop methods and models to predict performance and
evaluate impact of variations in design and products.
The Federal-aid highway program has become more than just a
highway and roads construction program. A safe and reliable
transportation system is vital to the nation's future economic growth,
international competitiveness, homeland and national security--it
serves as the foundation for our American quality of life. The events
flowing from September 11, 2001, the lagging economy and documented
under funding of highways point to the need to boost investment in our
national transportation system. Although ISTEA and TEA-21significantly
increased highway investment, nothing stands still. America's highway
and transportation infrastructure is badly in need of upgrading. We
cannot ignore the fact that 14,000 fatalities are attributed each year
to hazardous road and bridge conditions or the congestion clogging our
cities, concerns that can be addressed only if we maintain and improve
our national highway system.
Again, thank you, Mr. Chairman, for this opportunity to testify. I
will be pleased to respond to any questions.
__________
Statement of Ron Warfield, Illinois Farm Bureau
Mr. Chairman, members of the committee, and Senator Fitzgerald, I
am Ron Warfield, President of Illinois Farm Bureau, the State's largest
general farm organization, representing nearly three out of every four
Illinois farmers. It is a pleasure to participate in this important
field hearing in a State that is truly the ``Crossroads of our
Nation.''
Illinoisans take great pride in having access to a vast array of
transportation systems that promote commerce. Our highways, railroads,
rivers, and port facilities are essential to the efficient movement of
agricultural and food products that account for billions of dollars in
economic activity. However, as other nations invest in their
transportation systems, we appear to be losing one of our major
competitive advantages.
To remain a global leader in trade, and for enhanced domestic
market competitiveness, improvements in our transportation
infrastructure are needed. Specifically, we would like the
reauthorization of TEA-21to include the following:
Highway trust funds should be protected. Funds collected from
highway users for highway purposes should be spent on highway projects.
Highway users should not bear the brunt of funding recreational trails
or public transit systems.
We are very aware of the discussions of highway tax revenues and
the excise tax incentives for ethanol's impact on highway trust funds.
Senators Grassley and Baucus are working with a broad group of
interests to produce a compromise that retains dollars within the
highway trust fund while maintaining the incentive for ethanol. We feel
retention of the tax incentive is needed to foster an emerging ethanol
industry that can help our country become more energy independent.
Exports. Illinois farmers export more than 40 percent of the grain
they produce. But, the grain export business isn't nearly as efficient
as it could or should be.
We need to reduce congestion around our nation's ports. The
American Association of Port Authorities ranks Chicago and St. Louis
among the nation's top 30 ports for total cargo volume. Unloading,
loading and access to the ports by road and rail should be a focus of
improvement projects.
Rail competition and capacity is critical to an efficient
transportation infrastructure network. Short rail lines need assistance
in their efforts to move grain efficiently when interfacing with major
rail lines. We see local elevators that set on a rail-side unable to
meet minimum rail-car drops because the class I rail lines find it
difficult to service short lines.
A part of the infrastructure network that must play an equally
important part of our system but is not the focus of TEA 3, is our
river system. The locks on the Illinois and Upper Mississippi Rivers
are nearly 70 years old. It takes far too long for barges to move
through these antiquated structures, boosting transportation costs.
Those delays are estimated to cost Illinois farmers six cents per
bushel of corn. Of course the more it costs to transport grain, the
less competitive we are against the likes of lower cost South American
farmers. The governments of Brazil and Argentina understand this and
have made transportation system improvements a national priority.
Despite the delays, barges are the most efficient means of
transportation in the Midwest. One barge tow can transport more than
20-thousand tons of grain--about the same as the capacity of 870 semi-
trucks. More barges mean fewer trucks, less congestion, less wear and
tear on our highways, and cleaner air.
Farm Bureau supports 1200-foot locks on the Illinois River at
Peoria and LaGrange and at five lower sites on the Mississippi. We are
working with other farm organizations, the shipping industry and
organized labor to build a broad grassroots base of support needed to
accomplish our goal. If we succeed, it will create thousands of
construction jobs for many years and benefit farmers and our nation for
decades to come.
Before I finish, I'd like to share a story that demonstrates the
need for investment in our nation's transportation system. Three years
ago, Illinois Farm Bureau sent a delegation to China. They reported
back that the transportation infrastructure in China was so undeveloped
that it was cheaper to import corn from the United States into southern
China than to ship it from the northern part of China. And northern
China was a major corn exporter! We believed a situation like this
could never happen in the United States, until now.
Loads of South American soybeans are now being imported into South
Carolina, because they are cheaper than the beans we can ship by rail
or ocean-going barges from the Midwest.
That tells me our system needs a fix.
Thank you for the opportunity to provide testimony today. We look
forward to working with you, the committee and Senator Fitzgerald to
address these issues.
Statement of Hon. Linzey Jones, Mayor, Olympia Fields and
President, South Suburban Mayors and Mangers Association
As President of the Village of Olympia Fields and the South
Suburban Mayors and Managers Association, and as a member of the
Chicago Southland Alliance Board of Directors, I serve a 70-community
area comprising southern and southwestern Cook, and eastern Will
Counties of Illinois. As an Alliance member, I am an active and
supportive player in the Transportation for Illinois Coalition's
mission to establish an equitable, aggressive, and effective
transportation agenda through the TEA-3 planning and development
process.
With a population exceeding 1.5 million, the area known as the
Chicago Southland in which I live and serve reflects a diversity of
people, professions, and opportunities.
As in any urban area, the health and vitality of the economy is
nurtured by monitoring, identifying, developing, and implementing the
necessary steps to maintain stability and position its residents for
sensible development and an ever improving way of life.
The history of my region is indelibly linked with the movement of
goods and services, not only locally, regionally, or within the State
of Illinois, but to a much greater extent, nationally and worldwide.
How critical is the Southlands to the national economy?
FACT: While the State of Illinois boasts five of the nation's
transcontinental interstates in its highway network, three of the five
traverse the Chicago Southlands.
FACT: While the Chicago region includes six of the seven major
railroads in its hub, five of those railroads pass through, unload,
distribute, and receive produce in the Chicago Southlands.
Ladies and gentlemen, transportation is the infrastructure backbone
of the world as we know it. Investment in the overall system--
interstate, arterial, collector, and local--remains the lynch pin for
traffic capacity, safety, air quality, and economic development.
For the first time in recent history, literally all regions of the
State of Illinois are coming together for a common purpose. As outlined
in the Transportation for Illinois Coalition's Mission Statement:
Understanding that transportation needs must be addressed
comprehensively rather than in a piecemeal fashion (is) the driving
force that united major transportation design and construction industry
groups with labor and business throughout the State . . .
The Transportation for Illinois Coalition was organized to speak
with one voice for all of Illinois regarding transportation funding
needs.
May I now formally offer the voice of local government in support
of this critical initiative.
The September 11th tragedy linked and galvanized in purpose and
action the Nation under the age-old and truly American call to arms of
``United We Stand.'' The same call must now rally the country's
leadership and confront the transportation demands of a new century.
For only can a coalition linked by a common understanding, by a
common purpose, and by a common commitment meet the challenge to
deliver--via our nation's roads, streets, and highways--the common good
for 21St Century America.
Thank you.
__________
Statement of Business Leaders for Transportation
Business Leaders for Transportation was formed in 1997 to act as a
collective voice for Chicago-area employers on policy and funding
issues concerning this region's surface transportation network. Led by
the Metropolitan Planning Council, Chicago Metropolis 2020 and the
Chicagoland Chamber of Commerce, it is a growing coalition of more than
100 business organizations representing more than 12,000 regional
employers.
Business Leaders understands that the economic competitiveness of
the Chicago metropolitan region depends on continuing to function
efficiently as the crossroads for our nation's highway and rail system.
The coalition has been a strong advocate for increased investment and
innovation in Northeastern Illinois' transportation network.
New challenges confront us, as discussions loom on the
reauthorization of the current Federal transportation bill. This region
is plagued by congestion, a lack of transportation alternatives in
growing suburban areas, and aged and outdated infrastructure, all which
constitute high priorities in the next Federal transportation
legislation. By working closely with a strong network of government
transportation professionals, business and civic groups, Business
Leaders is building regional consensus on policies that should be
addressed in the next transportation bill.
Unlike its 1991 predecessor, TEA-21 replaced a needs-based formula
with one that distributed money to the 50 States by a predetermined
percentage; Illinois' increase was only 29 percent, in comparison to a
40 percent increase nationwide. This shift amounted to a $600 million
loss to Illinois over the course of the 6-year program, while
congestion continues to be third worst in the Nation and our
interstates, highways and local roads are overburdened by an
exponential growth in traffic. Although TEA-21 chipped away at the list
of projects necessary to alleviate congestion, under this new funding
formula Illinois actually fared worse than other Midwest States despite
the fact that freeway congestion is 12 percent higher here than the
national average and 20 percent higher than neighboring States. In
addition, 40 percent of daily traffic is congested and the 2000 Census
shows that in five of the six counties, commute times increased by more
than 10 percent over the past decade. The mismatch between the location
of jobs and housing directly fuels increased congestion as more and
more employees have to travel via automobile to get to work because
transit is not a viable option. Simply put, longer commutes result in
more traffic for everyone, which worsens air quality and greatly
diminishes our quality of life.
Through Illinois FIRST, our State infrastructure-funding program,
the State has been able to repair portions of its outdated
infrastructure and provide the match for Federal funds. This program,
like the Federal transportation bill, will soon expire, leaving many
highways and bridges still in need of repair and numerous unfunded
capital needs for the region's transit system. Collectively, the
region's three public transportation service providers are at least $3
billion short of funding for needed improvements to preserve transit
infrastructure; this does not include resources for system expansion.
Current funding is not fixing the problem. A business as usual
approach to traffic gridlock is hurting our economic competitiveness
and livability. Business Leaders calls most urgently for a return to a
needs-based funding formula, so that regions like northeastern
Illinois--with its rapidly growing population of transit users, aging
and clogged highway network, and position as the hub of the intermodal
freight industry--get the help they need to give people transportation
choices and make traffic flow more smoothly.
The opportunity to address these issues is now! Business Leaders'
consensus agenda is contained in a document entitled, Getting the
Chicago Region Moving: A Coordinated Agenda for the Federal
Transportation Debate (see http://www.metroplanning.org/resources/
images/blt tea report.pdf) and makes the following specific funding
recommendations:
Highways: At the crossroads of the Nation, northeastern
Illinois' highway system is critical to its economic prosperity, but 80
percent of that system is over 30 years old. The 2003 bill should re-
evaluate the Federal funding structure, which shortchanges densely
populated areas, so that it places greater value on projects of
national significance;
Transit: The Chicago region boasts the second largest
transit network in the Nation. As Chicago's Loop requires expanded
transit options to support its growth and suburbs with dramatic
population growth look for better solutions to traffic congestion,
funding for transit projects must be increased for both rehabilitation
and expansion;
Freight: The Chicago region is the world's third largest
intermodal port, but our outdated railyards and highways are not
equipped for ever-expanding volumes of freight traffic. The
inadequacies of Chicago's freight network have slowed the movement of
freight traffic across the region to less than 15 m.p.h. Freight
infrastructure improvements must be added to the next legislation, with
funding expanded and directed toward increased track and yard capacity,
grade crossing separations and joint-use corridors with broad, public
benefits.
Land Use: All transportation projects should be evaluated
within the framework of a regional land-use plan, to maximize the
impact of limited resources and improve air and water quality.
Business Leaders for Transportation recognizes that the
metropolitan Chicago region has complex infrastructure needs. With the
Federal transportation package due to expire on Sept. 30, 2003, we must
build on the foundation laid by prior transportation bills to meet the
continuing needs of transit, freight and roadways in northeastern
Illinois and to provide a truly multi-modal transportation system.
The reauthorization of TEA-21 must take a closer look at the
surface transportation issues that plague metropolitan Chicago. Our
region must have meaningful input to ensure that the transportation
infrastructure needs of this critical national crossroads area are met.
The next bill must be based on policies that coordinate land-use and
transportation planning; promote transportation alternatives and
encourage people to live near employment centers; improve and enhance
our overall quality of life; and support the growth of our economy.
__________
Statement of Prairie Stone Transportation Management Association
The Prairie Stone Transportation Management Association, servicing
the Prairie Stone Business Park in Hoffman Estates, Illinois, includes
Sears Corporate Headquarters and other regional businesses and a member
of the Business Leaders for Transportation Coalition. We are writing to
support the increase in transportation funding in the TEA 03
reauthorization and that the formula be re-evaluated so that it places
a greater value on projects of national significance. Because
northeastern Illinois is the transportation hub of North America, it
serves not only the rapidly growing Chicago metropolitan area, but
every major north-south and east-west trade corridor. While increased
funding helps our economy, Illinois isn't the only beneficiary when our
transportation network is well funded.
Our transportation network is key to the nation's ability to move
people and goods because of its geographic location. Five of the
nation's interstate highways traverse Illinois; the Chicago region
serves as the nation's rail hub, and Illinois is one of the nation's
major inter-modal centers.
Additionally, the metropolitan Chicago area has been the third
worst congested region in the Nation for 6 years running. According to
the Texas Transportation Institute the amount of time Chicago area
motorists experience congestion has increased from 4.5 hours per day in
1982 to 7.8 hours per day in 2002. A recent survey by CATS (the Chicago
Area Transportation Study) indicated that an average commuter spends 46
percent of its commute time in congestion. Congestion is significantly
hindering business's access to prospective employees and its movement
of goods and services. This congestion also causes delay in the
interstate movement of goods by rail and by freight.
Reauthorization of the TEA-21legislation should include additional
funding for transportation generally AND increase Illinois' share of
the national total.
__________
Robert E. Jones, Mayor,
Danville, Illinois, April 2, 2003.
Senator James Inhofe, Chairman,
Senate Committee on Environment and Public Works
Dear Senator Inhofe: Winter Avenue and the Beltline are two projects
that are important to the safety, traffic flow, and economic
development of Danville, Illinois.
Reconstruction of Winter Avenue will create improved safety through
signalization of Bowman and Winter Avenue, removal and widening of the
single lane bridge, removal and widening of the one lane underpass, and
addition of a joint use path to accommodate pedestrian traffic. A large
number of people use this road as an informal bypass to avoid higher
traffic on Voorhees and Vermilion streets to access this area of
Danville.
The scope of the Winter Avenue project would include replacement of
a single lane railroad underpass, replacement of a single-lane bridge
over Stoney Creek, reconstruction of one mile of Winter Avenue, and
signalization of Winter and Bowman Avenue. Traffic counts have
continually grown and are currently 8,000 vehicles per day. Residential
developments are west, north, and south of the area. Winter Avenue was
constructed as a rural seal coat roadway with ditches. A seal coat
roadway is not designed for the amount and type of traffic Winter
Avenue experiences. On the western end of the project, a hill prevents
appropriate sight distance as vehicles approach the one lane
structures. The one-lane bridge and one-lane underpass are
approximately 150 feet apart. Currently there are no accommodations for
pedestrian traffic along the roadway, underpass, or bridge. East bound
traffic must yield at the one lane structures.
A major community park has recently been developed on land owned by
the City and Danville School District #118 along the south side of the
road. We have an eight field soccer complex (serving over 1,800 youth),
six softball fields for youth and adults and most recently we
constructed an ``AMBUC'S Playground for Everyone''. The total private
donations (cash and in kind services) for these parks exceed $1.5
million.
The City has hired URS for Phase II Design for this project. They
are working with CSX railroad for an acceptable design to meet the
City's and CSX's interests.
Until a final design is completed, a highly accurate cost estimate
is not available. The anticipated range for construction is $7--$10
million, highly dependent on what requirements and accommodations are
necessary for CSX railroad. The City has lined up $1 million of FAU
funds and $600,000 in Illinois First funds from the State. Currently
the $600,000 has not been released, but the City has a signed agreement
for the project.. This $1.6 million would pay for reconstruction of 1/3
mile of Winter Avenue from the eastern city limits to the eastern
soccer entrance. The remaining portion includes the hill and one-lane
structures. The City has been pursuing ICC funding and has a verbal
commitment for 60 percent of the cost of replacing the one lane
underpass at the CSX railroad. The current estimate for the underpass
is $3.1 million, thus hopefully $1.86 million of ICC funds. The
remaining $3.54--$6.54 million is currently not funded.
The County would also like to improve Winter Avenue from the city
limits east to short of the State line. They experience a similar level
of traffic, but without the local turns to destinations along the
route. The improvements for that portion of Winter Avenue would be $2
million.
The Danville Beltline is being studied by Hanson Engineering. An
Access Justification Report (AJR) is currently being reviewed by FHWA.
After FHWA's consideration of the AJR, Hanson Engineering will complete
its study and report its findings. Preliminary findings support a new
interchange with 1-74, a new roadway that opens up additional area for
economic development, and ties to other existing facilities such as
U.S. 136, Illinois Route 1, Vermilion County Airport, and existing
local arterial streets. Without the beltline, the existing available
area for growth will be quickly taken up, and the increasing traffic at
the existing Lynch Spur interchange would have to be rebuilt, also
requiring reconstruction of a bridge on 1-74 at significant costs.
The beltline would be built as warranted with the first phase
expected to include a new access to 1-74 and tying to local roadways
percent miles to the south and 2 miles or more to the north. The final
report is expected from Hanson Engineering this year.
Sincerely,
Robert E. Jones, Mayor.
__________
Statement of Phil Pagano, Executive Director, Metra
Good morning, I'm Phil Pagano, Executive Director of Metra. I'm
grateful for this opportunity. I'm always eager to talk about Metra's
role in the mobility of northeastern Illinois. I'm especially eager to
talk about what we need in order to play our role even better in the
future.
Before I go into details about the Federal transportation
legislation, let me first review our current status. Metra is a true
regional passenger railroad. We connect a dynamic, urban core with a
fast-growing ring of communities. I am proud to say that we are
recognized as the premier commuter rail system in the United States.
In terms of ridership, Metra is the second largest commuter
railroad in the United' States. Last year, more than 80 million
commuters rode Metra.
In terms of network, Metra is the largest commuter railroad. We
operate 11 lines within a service territory of 546 route miles in a
traditional hub and spoke pattern focusing on the Chicago Central
business district. We own and directly operate four of those lines. We
contract with two major freight railroads for service on four other
lines. And through trackage agreements, we directly provide service on
three more lines.
We operate this network with an industry-leading on-time
performance record, averaging 96 percent last year.
Since 1970, the number of metropolitan areas served by commuter
rail systems has increased from 11 to 18, with many more cities
creating or considering commuter frail systems. This success in growth
can be attributed to a number of factors, including the existence of
rail rights-of-way, and the need for communities to alleviate traffic
congestion, reduce air pollution, and provide reliable transportation
alternatives for a growing number of commuters. All of this can be
accomplished by commuter raill.
One central issue currently facing the commuter and rail industry
in general is the subject of grade separations. It's a topic that I'd
like to expand on here.
Metra has been a leading advocate in the region for an aggressive
grade separation program. In fact, we've identified 225 grade crossings
that would be key in enhancing the mutual flow of traffic and
productivity of operations for commuter rail and freight operations.
These targeted grade separation projects are critical for the
communities we serve. So much of our territory is experiencing growth.
That growth inherently delivers more traffic on the busy roads that
cross our system.
As we continue to plan for growing customer demand for our service,
it is critical that we accomplish these grade separation projects. They
would greatly improve the flow of traffic on roads and streets, and
increase the safety and productivity of both commuter and freight
services. This program is a true win-win concept.
Wherever a road or highway intersects a Metra line at grade, motor
vehicle traffic can be delayed as trains pass. When vehicles block the
tracks, trains are also delayed. More important, all too frequently
motorists and pedestrians ignore crossing gates and warning signals,
and are killed as they attempt to cross in front of a train. While most
motorists are cautious, this is an imperfect solution.
All proposed grade separations would, of course, be discussed and
coordinated with the relevant local community.
Grade crossing replacements would naturally be executed over an
extended period of time. The cost for a program of this dimension will
be approximately $2.5 billion. The permanent, long-range benefit of
this initiative will provide for enhanced personal mobility, and more
livable communities, in addition to greater safety for both commuters
and motorists.
Metra would strongly support a Department of Transportation-wide
program that can provide grants, loans, bonding authority, tax
incentives and other components to address high-priority grade
separations. We feel that would go a long way to improving the safety
and efficiency of the nation's transportation system.
The landmark TEA-21 legislation has been enormously helpful in
providing a significant, dedicated funding stream for transit.
Metra has benefited greatly from TEA-21. Three of our current
project expansion projects--the SouthWest Service, Union Pacific West,
and North Central were all', authorized under the New Start section of
TEA-21.
A big highlight came in November 2001 when Metra received Full
Funding Grant Agreements for the three aforementioned projects. We were
delighted that the U.S. Department of Transportation recognized the
importance of our program to a region where there is serious gridlock.
I'd like to reiterate our appreciation and thanks to the entire
Illinois delegation, led by Speaker Hastert, for helping pave the way.
Without such support, these projects would not exist.
Under TEA-21, a great deal of significant progress will be made on
growing the system, upgrading the infrastructure, and enhancing the
system to attract new riders. While clearly much has been accomplished
by Metra to date, it is equally certain that Metra faces a new set of
challenges as we wage a continuing capital-intensive battle to reclaim,
modernize, and expand the region's rail infrastructure.
With the reauthorization of TEA-21, Metra intends to build on its
past record of success, and its responsible and productive expenditure
of available resources, by continuing on core capacity improvements and
strategic system expansion.
Population forecasts and leading economic forecasts point to
continuing and growing demand for high quality commuter rail service.
For Metra, the mission remains twofold: preserve and enhance its core
network of service while at the same time expanding and upgrading the
system in order to meet future ridership and service requirements.
Accordingly, Metra has identified five TEA-3 projects which will
enhance and significantly improve service reliability and operational
performance, as well as offer new service opportunities for thousands.
The proposed new lines, known as the STAR Line and the SouthEast
Service Line, would provide service to northwest and southeast Cook
County, Kane, DuPage and Will counties.
In addition to the proposed routes, infrastructure initiatives on
the Union Pacific Northwest and West lines, and the A-2 Interlocker
will help improve service for more than 60 percent of our customer
base.
We look forward to the continued leadership of the Illinois
delegation throughout the TEA-3 reauthorization process. Simply put,
the impact of this legislation cannot be overstated.
Metra supports two key principles being included in the next
reauthorization bill: (1), increasing the amount of funds for ``New
Start'' projects; and (2), ensuring that older systems continue to be
eligible for ``New Start'' funding.
In addition, we would also support efforts to ensure that funding
levels recommended in full-funding grant agreements for a given year
are honored, so that the projects can receive the funding necessary to
remain on schedule.
As with the New Starts program, commuter rail also has
significantly benefited from the fixed guideway modernization program.
This program has brought stability to commuter rail, allowing systems
to make needed upgrades and improvements.
We believe the current structure and formula allocations work and
do not need changing. However, because of the increase in the number of
commuter systems and the critical funding needs, we support an increase
in funding for rail modernization.
Rail infrastructure improvements will allow the overall system to
run more effectively and safely. These improvements will attract new
riders, provide better service to existing riders, and will reduce
train congestion and interference between freight and commuter trains.
All these factors will positively benefit the economy at large.
__________
Statement of St. Louis Regional Chamber and Growth Association
I. Introduction
The St. Louis Regional Chamber and Growth Association (RCGA)
respectfully submits this statement to Senator James Inhofe, chairman
of the Senate Committee on Environment and Public Works, on the
occasion of the U.S. Senate. Field Hearing on Surface Transportation in
Chicago, Illinois April 7th. RCGA requests that this statement be made
an official part of the record of this hearing.
II. RCGA
The RCGA is the chamber of commerce and economic development
organization for the Greater St. Louis region that includes the
Illinois counties of St. Clair, Jersey, Madison, Clinton and Monroe;
and St. Louis City and the counties of St. Louis, St. Charles, Lincoln,
Warren, Franklin, and Jefferson in Missouri. RCGA's 4,000 member
companies constitute nearly 40 percent of the regional workforce. As
the St. Louis region's economic development organization, RCGA is a
voice for all of the area's over 60,000 businesses in its effort to
improve the community as a place to do business and enhance its overall
quality of life.
III. Surface Transportation Reauthorization Issues
Our nation's surface transportation system is the backbone of
America's commerce, economic viability, security, and vitality. Our
nation's global competitiveness depends on a well maintained,
functioning network of roads and bridges. And, preserving and improving
this system of mobility and accessibility is indispensable to
maintaining our quality of life. As the Committee on the Environment
and Public Works moves forward structuring the reauthorization of
surface transportation bill, you have the opportunity to support and
improve upon the philosophy and overall direction of ISTEA and TEA-21
that have served to strengthen the nation's infrastructure.
Building infrastructure requires programmatic and funding
stability. We would urge the full utilization of the Highway Trust Fund
and maintenance of the existing ``firewalls'' to insure all funds
authorized can be spent. To avoid large swings in annual adjustments in
funding, we would urge maintaining and refining the Revenue Aligned
Budget Authority mechanism. An equitable distribution of funds requires
the new bill to address the fairness of the minimum guarantee formula
to States, in particular to those States that are ``donors.''
The Interstate roads and bridges are the nation's most important
system for the movement of goods and people. Because that system is now
fifty years old in many places and in need of major rehabilitation,
support for preservation of this system is paramount. While this can--
and should--be addressed through an increase in programmatic funds,
certain High Priority Projects and ``mega'' projects (due to their
sheer size and scope) need to be accounted for ``over and above''
minimum guarantees to States. These projects are, for the most part,
truly national in significance and should be identified as such and
treated separately.
IV. The Need for a New Mississippi River Bridge at St. Louis
In the St. Louis metropolitan region, the construction of a new
Mississippi River Bridge located just north of downtown is one such
``mega'' project deserving of special status and funding due to its
significance to the region and the Nation. The construction of this
river crossing is the No. 1 transportation priority in the St. Louis
region. It is a vital link in our nation's surface transportation
network and its construction stands to produce benefits on a local,
regional and national scale. The new bridge means economic benefits and
job creation, transportation efficiencies, improvements in safety, and
congestion reduction to the region. Its position as an improved
Mississippi River crossing for three vital interstates in America's
heartland strengthens our nation's defense, communication and economic
infrastructure. It is at the crossroads of national east-west traffic
and north-south goods movements that support our nation's commerce.
The national importance of the crossing cannot be stressed enough.
Recent media reports (see Attachment 1: St. Louis Post Dispatch, March
27, 2003) identifying St. Louis Mississippi River bridges as one of a
few national ``targets'' for terrorism bring this point home. St. Louis
is the second largest freight hub in the Midwest, and the 1-70 corridor
is one of the primary east-west interstate routes for the US. (see
attachment 2: St. Louis Total Combined Truck Flows, USDOT) The new
bridge will serve the heart of America where one out of five industrial
jobs are located and 40 percent of exports originate. The bridge
location will facilitate east-west traffic and the north-south goods
movement important to NAFTA trade relations which support 27 percent of
U.S. agricultural exports. Currently, we rely on a single crossing
where four vital interstates come together leaving us vulnerable.
The construction of the new bridge will generate $2.6 billion in
economic benefits to the region and create the equivalent of 47,000
year-long national and regional jobs. An estimated $68 million in tax
receipts to State and, local entities will result from investment in
this important project. Rush hour congestion on the existing facility
is expected to double to 3 hours in 20 years, leading to severe and
unacceptable delays. Reduction in congestion with the new bridge will
result in a net travel time savings of 16,000 vehicle-hours per day and
a net savings of $52 million per year to those using the facility.
Approximately $4.6 million per year will also be realized as a result
of a safer crossing yielding fewer accidents.
Local support for the bridge is strong and long-standing. The total
cost for the project is $1.6 billion. Of that, $308 million has already
been committed and engineering and construction are proceeding with
those funded elements. The goal is to secure discretionary Federal
funding to complete this needed project over and above regularly
apportioned Federal dollars to the States of Missouri and Illinois.
We strongly support this project. It is good for our businesses,
good for the region and is a key element of our nation's transportation
infrastructure. The new Mississippi River Bridge deserves to be
included as an element of the new surface transportation bill this
committee will consider. We urge your support for this project for the
St. Louis region and the Nation.
V. Conclusion
Mr. Chairman, members of the committee and distinguished members of
the Senate in attendance at this field hearing, thank you for this
opportunity to comment on the particular interests of the St. Louis
region and the RCGA in maintaining a strong surface transportation
network for America. RCGA appreciates the chance to share our concerns
and recommendations as you work to prepare a new surface transportation
bill. We hope we have provided insights into what we believe are
important considerations for inclusion in the bill. We look forward to
working with the members of this committee to craft surface
transportation legislation that meets the needs of the St. Louis
region, the States of Illinois and Missouri, and our Nation.
Respectfully submitted,
Richard C.D. Fleming
President and Chief Executive Officer
St. Louis Regional Chamber and Growth Association
______
Attachment 1
[March 27, 2003]
Threat prompts police to watch 2 bridges
(By Bill Bryan of the Post-Dispatch)
St. Louis police have assigned officers to watch two Mississippi
River bridges 24 hours a day after a captured al-Qaida leader told
interrogators about what Chief Joe Mokwa described Wednesday as a
``generic threat.''
``We have uniformed officers looking for anything unusual,'' Mokwa
said. He declined to say which of the seven bridges are getting the
attention or how the two were chosen.
Homeland security officials have long recognized the Poplar Street
Bridge as a potential target. It carries three interstates--55, 64 and
70--and accommodates about 35 percent of the car and truck traffic
across the Mississippi in the St. Louis region.
St. Louis also has two rail-only bridges, the Merchants and
MacArthur, which get little public notice but play a vital role in
national commerce.
Mokwa said the FBI alerted him about 2 weeks ago. The information
came from Khalid Shaikh Mohammed, a high-ranking al-Qaida member who
was captured March 1 in Pakistan. Mohammed reportedly told officials
that al-Qaida was interested in hitting symbolic landmarks and named
the White House, the Israeli embassy in Washington, the Sears Tower in
Chicago and bridges in Manhattan, St. Louis and San Francisco.
Thomas E. Bush III, special agent in charge of the FBI's office in
St. Louis, confirmed the report Wednesday and emphasized, ``There are
no specific threats to any bridge in the St. Louis area.''
He added, ``There has been a lot of nonspecific information that
has come out but never substantiated. In this case there's no timetable
given, nothing specific.
``You have to be careful in situations like this not to overreact.
You don't want to create panic. There have been a number of these kinds
of reports, and you have to take them in context.''
But even vague threats are handled seriously, Bush said. ``You're
damned if you do, and damned if you don't. It's better to err on the
side of caution.''
The FBI ``took necessary steps'' that included notifying local
police, he said.
Mokwa said that after the report, police photographed and studied
the bridges. He would not discuss how officers are monitoring them.
Illinois State Police Capt. Richard A. Woods, commander of District
11 in Collinsville, said he was aware of the terrorist alert, but he
declined to say how his agency might be involved.
In June, security at the Edward Jones Dome downtown was tightened
after reports that people with ties to unspecified terrorist groups had
used an Internet site to gather information about it and the RCA Dome
in Indianapolis.
Bill Eubanks, then special agent in charge of the FBI here, called
that information ``very vague.'' Nothing came of it.
Besides the Poplar Street, Merchants and MacArthur, there are four
other Mississippi River bridges in the city. Two, the New Chain of
Rocks (1-270) and King bridges, carry cars and trucks. The Eads is used
only by MetroLink trains, although it has a road deck under
reconstruction. The McKinley is closed for repairs.
There are two more bridges in the region not in the city: the Clark
Bridge, linking St. Charles County to Alton, and the Jefferson Barracks
Bridge, linking south St. Louis County to Monroe County.
__________
Statement of Joseph L. Mikan, Will County Executive
Will County, Illinois, is taking this opportunity to provide you
with information on its desires and concerns regarding the upcoming
reauthorization of the Federal transportation bill, TEA-21. This
information is being submitted to you in correlation with the U.S.
Senate Committee on Environment and Public Works' (EPW) field hearing
on the transportation needs of Illinois.
Will County, Illinois, is the second largest County in northeastern
Illinois and the 13th largest in the State with a current population of
536,000 and growth projections that have made it the fastest growing
county in Illinois and placed it in the top ten fastest growing
counties in the United States. The points listed below identify
policies for the re-authorization of TEA-21 that are necessary to the
improvement of mobility for all of Illinois and the County of Will.
Increase Federal funding levels of the transportation
bill overall in order to meet critical needs for rehabilitation and new
capacity. Increase Illinois' share of formula-based funds, removing
Illinois from donor status to recipient status due to infrastructure
needs.
Maintain the firewalls made part of the TEA-21
legislation, protecting funding levels for highway and transit programs
from being diverted throughout the cycle of the bill.
Continue the inclusion of quality core programs such as
Infrastructure Maintenance (IM), Bridge, Surface Transportation Program
(STP), Congestion Mitigation and Air Quality (CMAQ), Enhancement, and
National Highway System (NHS) and maintain or increase funding levels
of these programs.
Broaden the eligibility of CMAQ to allow eligibility of
projects that prevent congestion levels from current levels used to
determine eligibility based on the need to ``mitigate'' congestion.
Maintain Federal/local match guidelines at 80/20 for
highway and transit projects
New Transportation Security programs should be funded
with General Revenues
Develop a new Federal funding program to address airport
planning including land-use, transportation and tax issues.
High Priority Project programs are an important mechanism
for addressing critical infrastructure and planning needs and. should
be in addition to formula-based funds.
Eliminate the requirement for Major Impact Studies (MIS)
as there purpose can be fulfilled through Federal EIS process
requirements.
Develop a Federal program to address rail freight issues.
These policy concepts for the re-authorization of TEA-21 can
provide the structure and vehicle for the planning and funding of
projects and programs that are crucial to maintaining quality of life
for the citizens of Will County and the State of Illinois. Thank you
for this opportunity.
__________
Statement of the Coles County Economic Development Council
In 1998 a coalition of Public and Private entities in East Central
Illinois were successful in receiving approval for a new interstate
interchange designed to improve economic development, tourism and our
quality of life. We have secured $8.15 million in Federal funds, $9.93
million in State funds, $3.6 million in Illinois Commerce Commission
(Safety) funds, $.6 million in Truck Access Route Program funds, $.5
million in Surface Transportation Rural funds and $.3 million in
Canadian National Railroad funds. The total cost of the project is
estimated to be $28 million. Considering the funding secured above, we
remain $4,920,000 short. We have recently been in contact with Senator
Fitzgerald regarding the use of Economic Development Agency funding to
insure all aspects of the project can be funded and completed.
Interstate 1-57 is the major transportation artery for Coles County
and the East Central region of Illinois. It runs north and south and is
located between Mattoon and Charleston, populations 19,000 and 20,000
respectively. The existing interchange serving both cities and other
surrounding counties and communities provides access to IL Route 16
which goes through the center of both Mattoon and Charleston. Both
communities have their industrial parks on their north sides requiring
heavy industrial traffic to travel through the communities to access IL
16 and eventually 1-57. County and community leaders recognize that a
new access point to 1-57 north of the existing IL 16 interchange would
make their local industries more competitive and remaining industrial
space more desirable while improving safety by eliminating the
industrial truck traffic on IL 16. The existing interchange forces
industrial traffic through 11 stop lights in Mattoon and 16 stop lights
in Charleston while passing by and transiting a Regional Hospital,
Eastern Illinois University, Coles County Airport, Cross County Mall as
well as numerous commercial and residential areas. Just eliminating the
need to endure stop lights will save our existing industries a
conservative estimate of $274,000 per year in transportation operating
costs.
One popular tourist attraction in East Central Illinois is Lake
Shelbyville. Currently there is no direct access to those recreational
facilities from 1-57. Access today involves considerable travel on
secondary roads along indirect and confusing routes.
As mentioned earlier support for this new 1-57 interchange has been
regional in nature. Private economic development groups, Lake
Shelbyville Association, Coles County and the cities of Mattoon and
Charleston are among those (Attachment 1) contributing funds for the
feasibility and early design stages of this project.
Attachment two is a diagram defining the proposed new interchange
and the roads connecting to the industrial areas of Mattoon and
Charleston. The $4,920,000 being requested would fund projects #1 and
#2 shown in blue on the diagram. Project #1 would. provide direct
access to the recreational facilities at Lake Shelbyville as well as a
less congested and safer access to the Interstate system for citizens
living in Douglas, Moultrie and Shelby counties.
One of our primary industries in East Central Illinois is
agriculture. Some of the most productive farm land in the Nation lies
north of IL 16 in Coles County. The new interchange and associated
connecting roads, will impact access to fields for planting and
harvesting several thousand acres of prime agricultural land. Project
#2 would improve an existing but severely undersized road to
accommodate farm implements. Project #2 along with locally funded
improvements will provide the access necessary to support our
agribusiness and separate slow moving farm implements from heavy
industrial traffic.
The communities in East Central Illinois have been investing in
improving our infrastructure to make us competitive with surrounding
areas and States for economic development. We enjoy an outstanding
quality of life and serve as a regional center for health care,
education, shopping, tourism and industry. The new interchange and
connecting roads will enhance our ability for growth while further
improving our quality of life. Your support of this project will have a
major impact on helping us to help East Central Illinois to grow and
prosper in the years to come.
Sincerely,
Roscoe M. Cougill, Mayor
City of Charleston
David Schilling, Mayor Pro-tem
City of Mattoon
Carl Furry, County Board Chairman
Coles County Board
__________
Statement of the City of Collinsville
Office of the City Manager,
March 28, 2003.
Hon. James M. Inhofe, Chairman,
Senate Environment and Public Works Committee,
Senate Office Building,
Washington, DC 20510-3603.
Dear Senator Inhofe: This letter is written in support: of a proposed
project to upgrade IL-159 through the City of Collinsville, Illinois,
that I understand will be reviewed by the committee on April 7, in
Chicago.
This newly proposed project is actually the ``missing link'' of a
State of Illinois project to upgrade IL-159 from Fairview Heights;,
Illinois through Collinsville, and onto Edwardsville, Illinois. The
overall widening of IL-159 is in the State's long-range plan, which did
not include this project. It is my understanding that this segment will
be included in the MPO's Transportation Improvement Program.
The State of Illinois is currently in the process of upgrading IL-
159 to five (5) lanes from the north and from the south of
Collinsville. This will leave a 2 1/2 mile strip with just an existing
two (2) lane width through the City of Collinsville. Congestion on IL-
159 is a daily phenomenon in Collinsville and future relief cannot
occur without an upgrade of the existing two (2) lanes. This narrowing,
in my opinion, also reduces economic development opportunities
(business), as vehicles will bypass Collinsville on other intrastate
and interstate roadways. It also defeats the regional purpose to move
traffic freely north and south between Fairview Heights and
Edwardsville, which are vibrant centers of commerce, located in St.
Clair County and Madison County, respectively.
The project estimates range from $2 to $4 million for Phase I/Phase
II engineering, and from $15 to $35 million for engineering, land
acquisition and construction, depending on which option is finally
approved.
We ask for your help in providing any assistance that you can give
with regard to this study and upgrade of IL-159 to current standards.
Thank you in advance for your kind consideration.
Sincerely,
Henry Sinda, City Manager,
City of Collinsville.
__________
Carbondale, Illinois 62902-2047
April 3, 2003.
Hon. James Inhofe,
United States Senator,
Senate Office Building,
Washington DC 20510.
Dear Senator Inhofe: Enclosed for your information and reference is a
copy of Resolution 2002-R-64 which supports the expansion of Illinois
Route 13/127 from two lanes to four lanes between Murphysboro and the
north side of Pinckneyville (commonly referred to as the 4-127
project). This resolution was unanimously passed by the City Council of
the City of Carbondale on September 3, 2002.
As noted in the resolution, this $80 million project would close a
large portion of the gap in the system of four-lane highways between
the major population centers in southern Illinois and the St. Louis
metropolitan area. In addition, it would address existing roadway
deficiencies and traffic safety concerns as well as the need for an
adequate transportation system for regional growth and development in
southern Illinois, including the improved ability to transport goods
and services to the St. Louis metro area and beyond.
The City of Carbondale appreciates your support of this very
important project. Please contact me if you have any questions or need
additional information. Thank you.
Sincerely,
Neil Dillard, Mayor.
______
resolution no. 2002-r-64
A Resolution Supporting The Expansion of Illinois Route 13/127 (FAP
Route 42) From Two Lanes to Four Lanes Between Murphysboro and
Pinckneyville, Illinois
Whereas, communities in the southwestern portion of Illinois and
the Illinois Department of Transportation have been advocating the
possibility of a freeway between Southern Illinois and the St. Louis
Metro-East area for many years; and,
Whereas, upgrading the portion of Illinois Route 13/127 (FAP Route
42) from two lanes to four lanes between the north edge of Murphysboro
and just north of Pinckneyville would close a large portion of the gap
in the system of four-lane highways between the major population
centers in southern Illinois and the St. Louis metropolitan area; and
Whereas, this upgrade would also address existing roadway
deficiencies and traffic safety concerns, as well as the need for an
adequate transportation system for regional growth and development in
southern Illinois, including the improved ability to transport goods
and services to the St. Louis metro area and beyond; and
Whereas, the Illinois Department of Transportation has acknowledged
the regional significance of the expansion of Illinois Route 13/127
between Murphysboro and Pinckneyville and has identified it as a high
priority project; and
Whereas, recognizing that the economic feasibility of this
important road project is contingent upon Federal participation, United
States Congressman Jerry Costello has also indicated support for the
project,
Now, Therefore, Be it Resolved by The City Council of The City of
Carbondale, Illinois, as Follows:
1. That the City Council of the City of Carbondale, Illinois, go on
record in support of the expansion of Illinois Route 13/127 (FAP Route
42) from two lanes to four lanes between the north edge of Murphysboro
and just north of Pinckneyville, Illinois;
2. That the City Council of the City of Carbondale also supports
the continuation of the expansion of Illinois Route 13/127 to four
lanes from Pinckneyville to Interstate 64 north of Nashville, Illinois;
and
3. That copies of this resolution be sent to IDOT District Engineer
Karl Bartelsmeyer, State Senator David Luechtefeld, State
Representative Mike Bost, U.S. Congressman Jerry Costello and U.S.
Senators Peter Fitzgerald and Richard Durbin.
This Resolution passed and adopted by the City Council of the City
of Carbondale, Illinois, on the 3d day of September 2002.
APPROVED:
Neil Dillard, Mayor.
ATTEST:
Janet M. Vaught, City Clerk.
______
March 31, 2003.
Office of the County Engineer,
Madison County Highway Department,
7037 Marine Road,
Edwardsville IL 62025.
Project name and location: This project is called ``Crosstown
Road'' and is located entirely within the Village limits of Godfrey.
II. Description: The proposed project is the construction of a
highway on new alignment to create a cross town route across Godfrey,
Illinois from Illinois Route 3 on the south to U.S. 67/Illinois Route
111 on the north. The southerly segment of the new highway from
Illinois Route 3 to Pierce Lane will be a 2 lane (24 ft.) concrete
pavement with 10-foot wide bituminous shoulders and open drainage
ditches, and it will include the construction of a bridge across Rocky
Fork Creek. The northerly segment of the new highway from Pierce Lane
to U.S. 67/Illinois Route 111 will be a 3 lane (36 ft.) concrete
pavement with a middle bi-directional turning lane, concrete curb and
gutter, and storm sewers. The maximum grade on the new highway will be
4 percent, which will accommodate future truck traffic. Traffic signals
will be installed at each end of the proposed highway.
III. Need: The Village of Godfrey has developed primarily along two
State highways Illinois Route 3 in an east-west direction and U.S. 67/
Illinois Route 111 in a north-south direction. These two highways are
already congested, and the connection of U.S. 67/Illinois Route 111 to
Illinois Route 255 will add to the congestion. The proposed highway
will provide an alternative cross town route across Godfrey in addition
to the existing State highways, and it will relieve congestion on
Illinois Route 3, U.S. 67, and Illinois Route 111. A new fire station
is planned along the south side of Crosstown Road near U.S. 67/Illinois
Route 111, and the existing Sheriff substation is already located along
the north side of the Crosstown Road near U.S. 67/Illinois Route 111.
Emergency response times in the Village of Godfrey will be reduced by
the construction of the Crosstown Road. The proposed Crosstown Road has
been included in Godfrey's economic development Town Center concept,
which is a planned commercial and residential development north of
Airport Road between Pierce Lane on the west and U.S. 67/Illinois Route
111 on the east. The proposed Crosstown Road will bisect this planned
development and provide improved vehicular access to the site. The
proposed crosstown route has been designed with the environmental and
open-space issues in mind that have been expressed by concerned Godfrey
residents (see letter attached to hard copy).
IV. Estimated cost: The total cost of this project is approximately
$19,655,000 in 2002 dollars.
V. Regional significance: This project has national and regional
significance due to its connection to the area's existing and future
transportation network. The southerly terminus of the project will be
at the existing ``T'' intersection of Illinois Route 3 and Clifton
Terrace Road (Madison County Highway 16). Clifton Terrace Road extends
southerly from Illinois Route 3 to the Great River Road adjacent to the
Mississippi River, which is a federally designated Scenic Byway. The
future southerly extension of the Crosstown Road also will connect to
the Great River Road. The northerly terminus of the project will be at
the existing ``T'' intersection of U.S. 67 and Illinois Route 111.
These two highways will be improved by IDOT to connect to the future
extension of Illinois Route 255, which is the northerly extension of
Federal Aid Interstate Route 255. The proposed project also has
national and regional significance of a historical/sociological nature
because it will cross the route of the Underground Railroad used by
slaves in the 1800's to travel from the south to the north.
______
Project name and location: This project is called Governors'
Parkway and is an east-west cross-town road located mostly inside the
City of Edwardsville.
II. Description: This project is a 3 lane (middle bi-directional
turning lane) concrete road with ten foot stabilized shoulders. This
road will start at Illinois Route 143 (1/4 mile West of 1-55) and
proceed Westerly thru Edwardsville to Illinois Route 159. It will start
again at Relocated Illinois Route 159 and proceed Westerly to
termination at Illinois Route 157 (at the entrance to Southern Illinois
University--Edwardsville.)
III. Need: Edwardsville and the immediate area has exploded with
economic and residential development in the last decade and the future
shows no let-up. Traffic congestion both in the North-South and
especially in the East-West corridors is extremely bad. This project
will provide needed access for development along the Illinois 159
corridor as well as relieve congestion from Center Grove Road which is
the only East-West road to connect Illinois 159 and 157 in the Southern
part of the City. A forty-plus-acre shopping mall will be constructed
in the 159 corridor. Edwardsville High School and Metro East Lutheran
High School will be served by this road when constructed. And as stated
earlier SIDE will also be served.
IV. Estimated cost: The total cost of this project is approximately
$15,415,000 in 2002 dollars.
V. Regional significance: This project is a rejuvenated IDOT
project. DOT started this project in the early sixties and it was to be
the vehicle to get people from 1-55 and the Eastern part of Madison
County to Southern Illinois University-Edwardsville. DOT put this
project on the shelf but kept the previously purchased right-of-way in
tact. Edwardsville and Glen Carbon are expanding so rapidly to the East
that Madison County stepped in to become the lead agency due to the
large cost factor to construct this road. Once again this road will be
a most needed conduit for Eastern Madison County and 1-55 traffic to
get to SIUE.
__________
City of Villa Grove, Illinois,
April 1, 2003.
Senator James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
RE: Proposed public works project for Villa Grove
Honorable Senator Inhofe: Per our prior request and direction from
Illinois Senator Peter Fitzgerald's office, I am writing to ask for
your support in a grant to our community for extensive repairs to the
streets of our City.
The City of Villa Grove is a small community in East Central
Illinois, covering approximately five square miles and with a
population of 2,553. A large number of our residents commute
approximately 20 miles north to Champaign/Urbana, where the University
of Illinois is located. We have the advantage of being a rural,
friendly community with good schools, recreation and small businesses,
while still having access to ``city life'' with a short drive.
Our City has suffered the effects of the State of Illinois=s
significant budget cuts, coming just after an approximate 6.6 percent
loss of population in the 2000 census. Last year alone the City of
Villa Grove lost nearly 15 percent of revenues compared to the
preceding year. Adding the ``bedroom'' community effect to that
equation means a continued loss of retail sales tax revenue as
residents can make purchases from big name stores while in Champaign
rather than from local businesses who cannot compete-we've recently
lost several businesses including a hardware store and the City's only
pharmacy. Many others, including our schools, have made cuts in both
products and labor forces. Unfortunately, we feel certain that the
immediate future holds more losses for us, at least until the economy
begins an upward trend.
We have a number of worthwhile projects that were and continue to
be cost-prohibitive, such as drainage issues and the need to replace
our Community Building that has sustained continuous damage from
floods. Currently, the City has approximately 2.5 to 3 miles of paved
streets in need of significant repair or replacement. These roadways
date back to the 1920's, and are broken and being washed out below the
concrete surface. Our current rough cost estimate to remove, fill and
lay new asphalt and raise necessary manholes would be around $350,000-
400,000. This type of work would be normally be eligible for Motor Fuel
Tax funds, but those revenues have declined as well due to the
population loss. It is all we can do at this point to keep up
financially with ``band-aids"-short-term repairs to keep the roads
usable.
With revenues down and belts being tightened, any help you can
provide in your role as chairman of the Public Works Committee would be
sincerely appreciated. I look forward to hearing from you, in the hopes
that together we can turn this project from a ``someday'' proposal into
a factual accomplishment.
Cordially,
Ronald H. Hunt, Mayor.
__________
Highway 34 Corridor,
April 4, 2003.
Hon. Peter Fitzgerald,
U.S. Senate,
Senate Office Building,
Washington, DC. 20510.
Dear Senator Fitzgerald: The Highway 34 Coalition strongly supports
actions that will ensure the completion of U.S. 34 as a four-lane
highway in Illinois and Iowa. We believe that we are at an especially
crucial crossroad. There is heavy competition throughout the Nation and
the States for limited resources for new road construction. Therefore,
the Coalition is requesting that legislation be undertaken that will
ensure that the U.S. 34 four-lane improvement remains a top priority
with the U.S. Department of Transportation and receives full funding.
The Highway 34 Coalition was formed in 1990 as bi-state, bi-
partisan coalition of community organizations, local government
representatives, businesses and individuals who were committed to
revitalizing the economic climate of the region through the improvement
of the transportation system-especially the U.S. 34 corridor. Our focus
and commitment to this project has not diminished during the past 13
years.
We believe that U.S. 34 should be completed as a four-lane because
. . .
Between January 1990 and June 2002, 1,666 accidents
including 14 fatalities (January 1994-June 2002) occurred on U.S. 34 in
Henderson and Warren counties.
Seven high accident locations have been identified within
the U.S. 34 project corridor.
The proposed improvements are expected to reduce traffic
accident rates in these areas by providing a safer, more efficient
route between Monmouth and Gulfport.
Within the four-lane expressway around the west and north
sides of Monmouth, the accident rate for 1998, 1999 and 2000 ranged up
to 4.38 accidents per million vehicle miles traveled as compared to the
statewide average accident rate for urban divided highway of 1.52
accidents per million vehicle miles traveled.
Much of U.S. 34 from U.S. 67 to Giilfport lacks adequate
shoulders and clear zones. Portions of this section do not meet current
standards for horizontal alignment and that passing sight distance is
limited.
US 34 is a key regional corridor for the east-west
movement of people and goods in, and through, west central Illinois.
U.S. 34 will be the major east-west corridor connecting Interstate 74
and the Avenue of the Saints (Interstate 218).
The Great River Bridge/US 34 over the Mississippi River
is the only four-lane bridge for approximately 130 miles. (Nearest
four-lane bridges are in the Quad Cities and at Hamilton. The nearest
bridges are at Muscatine (46 miles north) and Niota (17 miles south)-
but they are only two lane. The existing large volume of truck traffic
(13-31 percent) is expected to increase.
US 34 is vital to the economic growth of west central
Illinois. U.S. 34 is a regional highway priority as identified by the
Tri-State Development Summit Transportation Task Force.
The average daily traffic volume on U.S. 34 ranges from
10,300 west off the Carman blacktop to a range of 3,950-7,500 along the
corridor and at the U.S. 67 Interchange. (Projected traffic volumes
along the existing route are expected to range from 6,200 to 17,500 in
the 2025 design year.) (The Big River Resources ethanol plant estimates
3,000 trucks per month will be added to the traffic count on U.S. 34
when it begins operations in West Burlington the fall of 2003.)
Each year the cost increases. The estimated total costs
to complete the highway in December 2000 was $295 million. In February
2003, the estimated total cost was up to $330 million-that's a $40
million increase in just 26 months. That's almost a $1 million per mile
per year cost increase.
The time has come to complete the U.S. 34 Corridor. The
project started 36 years ago. During 1963-69, the Illinois Highway
Study Commission prepared a highway needs and study plan for the State.
As part of that plan, several different corridor approvals were granted
in the vicinity of U.S. 34. In 1967 a corridor from Gulfport to
southwest of Gladstone was approved and in 1970 a corridor from
Gladstone to Monmouth. However, it wasn't until 1997 that the U.S.
Department of Transportation Federal Highway Administration allocated
funding to prepare an Environmental Impact Statement.
Your support in ensuring that U.S. 34 becomes a four-lane highway
sooner than later is greatly appreciated. Please find enclosed
testimonials concerning the need for the few miles remaining to be
completed. Let's make it 0 miles to go!
Respectfully,
Kurt McChesney, Chairman
Highway 34 Coalition
______
Testimonials in Support of Completing U.S. 34 as a Four-Lane
The following are excerpts from letters received by the Highway 34
Coalition from businesses, community organizations and governmental
entities in support of completing U.S. 34 as a four-lane for safety and
economic reasons:
Big River Resources Cooperative, West Central Illinois & Southeast Iowa
The Board of Directors of the Big River Resources Cooperative
ethanol plant project strongly encourages the development and expansion
of U.S. 34 in western Illinois and eastern Iowa. The Big River plant
will begin operation in December or January of 2003/2004 and we
anticipate 150 trucks or semis to be using U.S. 34 on a daily basis to
deliver corn and manufactured goods as well as carry the products we
are producing. We believe that expanding from the present two-lane to
the proposed four-lane is essential for not only safety concerns but
will be an economic benefit to the region surrounding Burlington, IA
and Monmouth, IL.
Big River Resources presently has an office in Illinois as the site
in Iowa is under construction. We are a regional project whose goal is
to add economic benefits to the agricultural sector of this region. We
are aware of U.S. 34 on a daily basis and realize the important
connection it is between Illinois and Iowa.
terry davis, legislative co-chairman
264 u.s. hwy 67
roseville, il 61473
nelson trucking service, inc., mediapolis, ia
Nelson Trucking Service would like to express its support of the 34
Coalition and its effort to see that the highway in question is
completed this resulting in a 4-lane highway. Nelson Trucking has been
in business for over 70 years and this particular stretch of road is a
familiar one for us.
We operate 15-20 trucks on a daily basis through this stretch of
road We are a flatbed operation that hauls numerous loads of building
materials (ex. Steel, shingles, lumber, brick) to meet our customers'
needs in the Southeast Iowa and Illinois area. For Nelson personally,
that means millions of miles and in excess of 180,000,000 lbs. per
year. An expanded road for our industry means a higher security for our
divers and fellow highway users. Obviously, accidents are reduced and
fears are eased. Nelson Trucking would like nothing better than to see
that every opportunity has been taken to ensure the safety of all
drivers on the road.
nelson trucking company
monmouth grain & dryer co., monmouth, il
Confirming our telephone conversation this morning, we at the
Monmouth Grain & Dryer Co. Inc., are proud to sponsor one of the golf
holes at the ``Highway 34 Coalition Golf Outing.'' We certainly
understand the importance of this project moving forward.
From Monmouth to the Burlington, Iowa area, our company transports
approximately 60,000 tons of goods per year. Needless to say, we are
very concerned about safety while traveling the current conditions. We
are always aware of safe conditions and can attest to the difference
from east-to west out of Monmouth.
james m. lovdahl, president monmouth grain & dryer co., inc.
wal-mart stores, inc., mt. pleasant, ia.
My staff and I wholeheartedly support the efforts of the Highway 34
Coalition!
Our facility uses U.S. 34 daily to ship merchandise to our Wal-Mart
Stores and Supercenters. We also use the corridor very heavily to bring
freight back to our Distribution Center from vendors and consolidators
in Illinois and points east. We certainly depend on this highway to run
out business!
At the same time, our Drivers have had some very close calls-near
collisions-while navigating this road. The narrowness of the road
itself, limited sight distance in certain areas, and slow-moving local
traffic are the main problems here.
It's obvious to us that based on usage and the importance of this
road, it should be a four-lane highway. Please include us in any
efforts to make that happen. And let any/all influencers and
decisionmakers involved with this effort know that Wal-Mart supports a
better, safer highway.
chick yatsko, general transportation manager
wal-mart distribution center, mt. pleasant, iowa
atlas intermodal trucking service, inc., burlington, ia
Every year Atlas Intermodal trucks travel across Highway 34 in
Illinois with approximately 3,780 loads. The heavy traffic on the two-
lane section of this road is cause for great concern for the safety of
our divers and others using this highway.
We are certainly supportive of efforts to obtain State of Illinois
commitment to fund building of a four-lane highway.
beverly a. ivey, comptroller
james l. vollbracht trucking
We are a family owned trucking company that travels Highway 34
routinely, currently operating ten to 15 tractor-trailer units on a
daily basis. With us conducting a majority of our business out of a
plant in Monmouth, we are constantly using Highway 34 as a means of
transportation.
There have been several occasions where it has been difficult in
making turns onto the Kirkwood blacktop, traveling east or west, along
with making turns onto Highway 34. The bypass around Kirkwood is a
difficult one, in the sense that each exit into Kirkwood is on a curve
making it impossible to have a clear view upon entering the highway.
Our company conducts business in Burlington as well and a four lane
improvement would allow better visualization and better traveling for
all involved with highway 34 obviously being one of the highest
transportation highways nearby. There have been numerous occasions of
vehicles passing our tractor-trailer units, sometimes on hills and even
in no passing zones, nearly resulting in accidents. Trying to stop or
slow down a loaded unit is a little more complicated then slowing down
a car or pickup truck and the results are usually fatal.
A four lane highway would increase our production and decrease our
cost, by the fact that with a two lane road there are constant
obstacles with vehicles turning along with farm equipment utilizing the
highway, slowing down our units costing us more to ``get going'' again.
A blow out or other mechanical problem can be hazardous on a two-lane
road as well. A wider shoulder on the four-lane would provide larger
vehicles a place to merge onto, and remain until help arrives. This
would once again be safer for all involved.
The town of Kirkwood could sure benefit from this as well. Perhaps
this would make our town more attractive for businesses and families
for an easier commute. For example, a gas station in our town would be
very beneficial for the residents as well as commuters on the new
Highway 34 expansion.
We are asking you to strongly consider the continuation of the
four-lane highway on Highway 34. Hopefully you will find that this
improvement will decrease the amount of accidents and fatalities,
rebuild our smaller communities, and improve production for our
businesses. After all isn't saving one life worth it?
james l. vollbracht, president
vollbracht trucking, kirkwood, il
henderson county highway department, stronghurst, il
I wish to comment on the importance of the Highway 34 Coalition
efforts to the area and to the safety of those traveling the stretch of
highway in question.
I believe that we are seeing an increase in the traffic volume,
especially trucks, since the bridge at Burlington has been replaced. I
find myself waiting longer at intersections with 34 than was the case
12 years ago when I first started work in Henderson County. I also
think that there will continue to be an increase in the traffic as Iowa
improves their system of roads leading to Burlington. In my travels
this past year I found myself frequently on Interstate 80 through Iowa.
1-80 seems to be carrying most of the east-west traffic through Iowa
and appears to be reaching its design capacity. There is sufficient
traffic on it to warrant drivers to seek alternate routes. One of these
alternates will surely be Route 34 as it connects back to 1-74 at
Galesburg. When this starts to happen the 22.5 miles of 34 through
Henderson and Warren Counties will become the scene of major accidents.
I realize funding for this improvement is not readily available but
urge the State to keep the improvement in the current programming. That
way should the funds become available work could start on it in a
timely manner.
henderson county highway department
carl sandburg college, galesburg, il
Please be assured that Carl Sandburg College strongly supports the
efforts of the Highway 34 Coalition to gain DOT funding for the
completion of four-lane highway to connect Burlington, Iowa to
Monmouth, Illinois. Our College District #518 covers over 3,000 square
miles in all or parts of ten counties in west central Illinois. Highway
34 is an integral roadway for our students traveling from Warren and
Henderson counties to our main campus in Galesburg. We also have a
significant number of students who travel Highway 34 west to Burlington
to attend Southeastern Community College through our cooperative
agreement with them.
In addition to the importance of this highway to our students, we
have many employees who equally depend on that road. From an economic
development perspective, we certainly recognize how critical Highway 34
is to commercial and industrial traffic flow between west central
Illinois and western Iowa. Please help to ensure that the completion of
the Highway 34 four-lane is a priority for State and Federal
transportation dollars in the near future. We certainly hope that our
legislators recognize the tremendous benefit to this region if the
remaining 22 miles of four-lane highway were completed. If our College
may be of further assistance in this effort, please advise.
sherry l. berg, dean
community & extension services
henderson county board, oquawka, il.
The economic interest in Henderson County depends largely on what
happens in Burlington, IA area. Therefore, having a modern highway
through West Central Illinois connecting us to this industrial hub is
important.
If you look at a map of Illinois it is easily seen that our area of
the State has been put on the back burner for years. We are down to
22.5 miles of highway improvements away from being connected to the
interstate highway system with a four-lane road. As you are well aware,
having a four-lane connection in this mobile society is a must. The
four-lane connection will mean possible growth of our Mississippi River
Transportation System.
I hope that you consider our concerns and keep the future plans for
Route 34 in the 5-year plan at IDOT.
In closing, I would like to express our appreciation for the
improvement made to 34. We certainly appreciate the improved connection
we now have to Burlington. But we still need to be connected to the
remainder of the country through the interstate systems.
marion brown, chairman
chandler trucking/csr, monmouth, il
With the end of the year 2000 just around the corner, it is time to
refocus our attention on the things that need to be accomplished to
further our business endeavors. As a business that has recently taken
on a major expansion project, we are very interested in the progress of
the four-lane improvement project from Monmouth, Illinois to Burlington
Iowa. It is vital to the future of our business that this project be
completed as soon as possible.
Once located on the south end of Monmouth, Chandler Trucking moved
to the former Munson Transportation building on the north edge of
Monmouth in January of 2000. Many conversations with city and county
leaders, including Gene Blade of the Partnership for Economic
Development, had convinced us that the location just off of Route 34
would be ideal to further our expansion project.
In the summer of 2000, Chandler Salvage and Repair (CSR) was opened
as a complete semi truck & trailer repair center, which also offers
auto body services. It is imperative that the four-lane expansion of
Route 34 to Burlington be completed to route business in to the area
where we can benefit from the traffic. This will give truckers the
opportunity to have much needed service done between visits to the home
terminals, resulting in safer trucks and trailers on the road. Truckers
coming out of Iowa will choose to use 34 to gain access to many of the
area interstates with a minimum of traffic congestion. It will not only
further our business endeavor, but also many of the service stations,
retail businesses, motels and restaurants as well.
In relationship to our trucking operation, the completion of the
four-lane expansion would be very beneficial, as we take loads out of
Columbus Junction, Iowa on a regular basis. It would also improve
safety as there are many areas currently that are non-passing zones. We
often hear of collisions due to motorists trying to get around a semi
in unsafe areas. The second lane could only improve those statistics.
The four-lane expansion of 34 to Burlington is an eagerly awaited
benefit for not only our companies, but also many others. We hope that
the Department of Transportation will do everything within its power to
hasten to completion of the project. It may be the road that leads us
to new prosperity in the next millennium.
james and brenda chandler, owners
western illinois economic development partnership monmouth, il
The Western Illinois Economic Development Partnership strongly
supports the efforts of the Highway 34 Coalition. The 22.5-mile
corridor of two-lane road between Burlington, IA and Monmouth,
IL is a critical link for commercial and industrial traffic that
has exceeded its original capacity. The improvement to a fourlane
transportation system would provide a tremendous benefit to economic
development efforts and increased safety measures for residents of
western Illinois.
jolene willis, executive director
western illinois economic development partnership
monmouth area chamber of commerce, monmouth il
The Monmouth Area Chamber of Commerce strongly supports the efforts
of the Highway 34 Coalition. Improving the stretch of highway between
Burlington, IA and Monmouth, IL to a four-lane is vital to the Monmouth
area. Specifically, the safety of the current two-lane is a concern,
and having a new four lane would assist in the economic development
efforts of the Monmouth Area.
angela mcelwee, executive director
monmouth area chamber of commerce
warren county board, monmouth, il
This has been a long battle, but with help, one can see the light
at the end of the tunnel. The investment of man-hours, planning and
money has elevated this project to a ``call for the question.''
The completion of U.S. Highway 34 from just east of the Mississippi
River at Burlington, Iowa to Monmouth, Illinois and a junction with
Highway 67 and then 1-74 crossing the Heart of Illinois, is critical to
the ever increasing traffic flow and the economic health and
development of West Central Illinois.
Logic points to the last leg of U.S. Highway 34 between the
``Avenue of the Saints'' in Iowa and 1-74 in Illinois! !
The Warren County Board is, and will remain a solid backer of the
program started 36 years ago. You may never know how much the
persistence and effort of Highway 34 Coalition. is appreciated!
__________
336 Coalition
Bill Reichow, Chairman, Warren County Board,
Canton, Illinois 61520, April 4, 2003
Chairman James Inhofe,
Senate Committee on Environment And Public Works.
Dear Mr. Chairman: We are excited to provide you and your committee
information on the 336 Coalition and its mission to assist the Illinois
Department of Transportation in the building of a four lane highway
connecting Peoria, IL, to Macomb, IL, running through Fulton County.
Enclosed you will find information pertaining to many of the issues
we feel you will find of importance as you consider this vital
project's place of importance in the upcoming TEA-3 Federal bill under
consideration.
Again, thank you for this opportunity. We stand ready to answer any
questions or provide any additional information you may need.
Sincerely,
Mark W. Johann, President
______
our request
The 336 Coalition is urging support for inclusion of demonstration
funds in the upcoming TEA-3 Federal Transportation Bill. The Illinois
Department of Transportation has estimated that their continued funding
needs to enter Phase II of this project will be $14.4 million.
These funds would allow progress on a four lane highway linking
Peoria, IL, to Macomb, IL, to proceed to Phase II of the project. This
highway will be a continuation of Rt. 336, which is currently fully
funded and under construction from Quincy, IL, to Macomb, IL.
The Need for the Highway
The overwhelming need in Fulton County is for modern 4-lane highway
access to, amongst many other things, spur economic growth and stave
off general economic decline. Currently, Fulton County's unemployment
rate stands at 11.6 percent, second highest in the State. For the past
20 years, Fulton County has been at the top of the State's unemployment
charts. The area was hit hard when International Harvester closed its
Canton production facility and when the coal mining business in
Illinois went virtually out of business.
Enclosed you will find an Analysis of the Presence of Four Lane
Highways and Unemployment Rates for thirty (30) of the largest counties
in Illinois. It reveals the following:
By land area, Fulton County is the 10th largest county in
the State of Illinois. Of the 17 (17) largest counties in the State,
Fulton County is the only county without any 4-lane highways within its
borders.
Since 1980, Fulton County's unemployment rate has not
recovered. It is nearly double the State and national average and
currently continues to be the highest amongst the 30 Counties listed in
the analysis. As of February 2003, the unemployment rate hovered at
11.6 percent second highest for all counties in Illinois.
Of the 30 largest counties in the State of Illinois (by
land size), only three (3) do not have any 4-lane highways running
within their borders. Fulton County has the largest population of the
three.
Of the twenty-seven (27) largest Counties (by land size)
having a 4-lane highway running within their borders, seven (7) of
those counties have a lesser population than does Fulton County.
Please reference enclosed analysis (data as of April 2002).
Estimated Costs
Phase I of the Peoria to Macomb portion of Illinois 336 is fully
funded at a cost of $12.5 million. Those funds were made available by
way of the Illinois First program.
Officially, the Illinois Department of Transportation is projecting
the ultimate cost to be in the range of $800 million. IDOT's projection
contemplates the effects of inflation and the uncertainty of the time
of completion.
An excerpt from the 336 Coalition's website State that the cost for
completion of Phase II and Phase III could ranged from $250 million to
$400 million with that range anticipating completion within the next
ten (10) to 15 (15) years.
Timetable
It has been said that it can take as long as 20 (20) years or more
to build a four-lane highway. Some argue that is has already taken
nearly thirty (30) years for this highway dating back to an original
plan that was a component of the Chicago to Kansas City Highway.
Given the depressed economic conditions that exist in the Fulton
County area of Illinois, it is essential to the future of this area
that this project moves forward as quickly as possible.
Going forward, the timetable will very much depend on having the
remaining funding available as DOT proceeds through each of the three
phases. If funding is available, it could--take as few as 10 years to
see the highway completed. Portions of the highway could be opened to
traffic as various segments are completed.
Current Status
In late 2002, the Illinois Department of Transportation awarded
contracts to URS Consultants to assist in the formation of Phase I
planning. Those efforts are currently underway with focus groups and
fieldwork in process. IDOT anticipates being able to define a preferred
corridor for the segment running from Peoria to Macomb by the spring of
2004. The alignment portion of Phase one will commence immediate
thereafter and it too is also fully funded.
Proposed Route
Enclosed you will find a map provided by the Transportation Task
Force of the Tri-State Commission. The Tri-State Commission represents
interests in portions of South-Eastern Iowa, North-Eastern Missouri,
and West-Central Illinois.
The map identifies the potential corridors for the highway from
Peoria to Macomb as a ``Priority Corridor''. It is represented on the
map with red hash marks.
The importance of this highway is evident on its own merits. When
viewed in conjunction with highway projects that could develop in the
greater Peoria area (providing improved connections to the greater
Chicago metropolitan area of Illinois) it becomes even more essential
to all of Illinois.
The 336 Coalition-Background
The 336 Coalition is a group of concerned citizens, businesses,
government officials, and communities focused on the construction of a
four-lane highway running from Peoria to Macomb.
This highway project will be a continuation of a new four-lane
highway currently under construction (with 20+ miles open for use)
connecting Quincy, IL, to Macomb, IL. Ultimately, it will become part
of as system that will provide economic development opportunities along
its path as well as providing the means to open West-Central Illinois
to Central and Eastern Illinois. This project will also provide
additional commerce from Chicago to Kansas City. In fact, over thirty
(30) years ago, this portion of highway was a component of the original
Chicago to Kansas City highway.
The 336 Coalition started its efforts in late 1998 and evolved out
of a community mapping effort that identified the lack of adequate four
lane surface transportation as the most critical need to bring growth
to the West Central Illinois area. The lack of a modern four-lane
highway was also viewed as the greatest cause of stagnant to declining
populations and economies in many of the area's communities and for the
highest unemployment rates in the State of Illinois. The Coalition
later discovered strong support in the Peoria, Macomb, and Quincy for
the benefits Highway 336 could bring to those areas of Illinois. The
Greater Peoria Airport would also be a benefactor of our efforts.
The 336 Coalition has grown to include members from most, if not
all, of the communities between Peoria and Macomb. There are over 40
resolutions of support from various city and county governments in
addition to other important organizations such as the Fulton County
Farm Bureau.
The semi-annual 336 Update is a newsletter that currently has a
mailing and e-mail list of over 4,000 subscribers. You can find current
and past issues of the 336 Update via the link on this site.
The name of the Coalition was christened from Illinois 336 that is
under construction (and fully funded) connecting Quincy and Macomb.
Portions are currently open to traffic with the remainder scheduled to
be completed by 2006. Illinois 336 would be the logical extension
running from Macomb to Peoria and is, in fact, referenced as such by
the Illinois Department of Transportation.
additional information
Additional information is available via the 336 Coalition's
website: www.336coalition.com
Or by contacting: Mark W. Johann President, 336 Coalition, P.O. Box
761, Canton, IL 61520
__________
Project 29
Douglas Schnell, President,
Taylorville, IL 62568-2113, April 2, 2003.
Senator James Inhofe, Chairman,
Committee on Environment and Public Works
Dear Chairman Inhofe: Project 29 Inc. was founded in January 1993 after
a fatal auto accident in December 1992 that took the life of 29-year-
old Melody Traughber of Taylorville, Illinois. Melody's name was added
to the list of persons killed on this outdated two-lane roadway. Today
the list now tops over 33 victims from Rochester to Pana. The lists of
personal injury accidents are into the hundreds.
Melody's friends and family decided that the goal of this
grassroots organization would be to work to bring a four lane Illinois
Route 29 to Sangamon and Christian County. Having four-lane highway
from Rochester to Pana to improve safety and promote economic
development not only to Sangamon and Christian Counties, but all of
Central Illinois.
In 1993 Project 29 Inc. Presented 12,000 names to Governor Jim
Edgar who started feasibility study for four lanes from Rochester to
Taylorville.
During 1997 the State announced that no money was included in the
budget for Illinois Route 29. With the assistance of Congressman John
Shimkus in April of that year 1.7 million dollars, Federal funds was
obtained, this was the first time Federal money had been obtained for
the Illinois Route 29 Project. This 1.7 million dollars was used to
complete the engineering study.
During Governor's election in April 1998 copies of information was
sent to The Governor Candidates. George Ryan's campaign responded,
naming IL Route 29 as one of the top downstate road projects, if
elected.
George Ryan was elected and followed through with his promise, with
Illinois First some 39 million dollars are set for construction between
Rochester and Taylorville.
As noted in a June 16, 2000 letter from Illinois Secretary of
Transportation Kirk Brown 6.7 miles remain unfunded.
This section is 6.7 miles long from 2.1 miles north of the
Christian County Line to approximately 1.1 miles south of Edinburg.
Estimated cost in 2000 was 25.2 million dollars.
During April 2002 current Governor Rod Blagojevich was mailed
petitions signed by over 10,000 people who support IL Route 29.
Enclosed you will find a letter of support from Governor Blagojevich.
In February of 2003 Congressman John Shimkus announced that 1.2
million dollars in additional Federal money had been obtained to assist
with engineering on the remaining 6.3 miles that remain unfunded.
Today we ask that your committee consider the 25.2 million dollars
needed to fund the remaining 6.3 miles of improvements.
It is estimated that up to 17,000 motorists travel Illinois Route
29 daily between Springfield and Taylorville. To leave a 6.3-mile
section in the middle unfunded will take traffic from four-lane back to
two and returning back to four.
It is our contention that this will elevate the danger of
additional personal injury and fatal auto accidents. We also believe
that business and development look at the quality of the transportation
system and having a completed four lane highway will not only improve
economic development, it will also improve the quality of life for al
in a multi county area of Central Illinois.
The following pages you will find a listing of the names of the
persons killed on what the media refers too as Central Illinois ``most
dangerous highway'', letters of support from current and former
officials, news reports, including resolutions from local Governments
We ask that your committee review this request, and give
consideration to make construction of Illinois Route 29 From Rochester
to Taylorville 100 percent complete.
Sincerely,
Douglas Schnell, President.
__________
Illinois Department of Transportation,
Office of the Secretary,
Springfield, IL 62764, June 16, 2000.
Mr. Doug Schnell, President
Elect Project 29, Inc.,
P.O. Box 6103,
Taylorville, Illinois 62568-6103.
Dear Mr. Schnell: Thank you for your May 23, 2000 letter regarding
funding for Illinois 29 from Governor George H. Ryan's Illinois FIRST
program. We are pleased that Illinois FIRST gives the department the
ability to begin construction of two important sections of Illinois 29
between Rochester and Taylorville. Construction projects and associated
work totaling $39 million are programmed to complete 9.6 miles of new
four-lane pavement on the total distance of 16.3 miles.
This work includes new four-lane construction for 5.1 miles from
Rochester to 2.1 miles north of the Christian County line that is
programmed during fiscal year 2001-2005 at a total cost of $20.1
million. Of this total, engineering for contract plans is programmed in
fiscal year 2001 at a cost of $1.4 million.
In addition, new four-lane construction for 4.5 miles from
approximately 1.1 miles south of Edinburg to 1.5 miles north of
Illinois 104 at Taylorville is programmed during fiscal year 2001-2005
at a cost of $18.9 million. ' Of this total, engineering for contract
plans is programmed in fiscal year 2001 at a cost of $1.6 million.
You specifically inquired about the remaining section that is
currently unfunded. This section is 6.7 miles long from 2.1 miles north
of the Christian County line to approximately 1.1 miles south of
Edinburg. Construction, engineering for contract plans, land
acquisition, utilities, and an archaeological survey for this section
are unfunded at an estimated cost of $25.2 million.
We appreciate your support and interest in this highway project.
Sincerely,
Kirk Brown, Secretary.
__________
Statement on the Brookfield Zoo
Thank you, Senator Fitzgerald, for the opportunity to submit this
testimony regarding surface transportation needs at Brookfield Zoo,
located in Brookfield, Illinois. As you know, the Zoo is renowned for
its conservation and education programs, with annual attendance
consistently toping 2 million visitors, including nearly 225,0000
school children. The Zoo continues to rank as the most popular paid
cultural attraction in the State of Illinois. In order to maintain the
prestige of being one of the world's great zoos, Brookfield Zoo must
address its public safety concerns, traffic congestion and parking
issues.
Over the past several years, Zoo visitor polls--and feedback from
neighboring communities--have indicated increasing dissatisfaction with
traffic congestion and major delays on the public roads immediately
adjacent to the Zoo, as well as insufficient or inadequate parking
facilities on Zoo grounds. On an average day, 30,000 vehicles pass the
Zoo's main entrance at First Avenue and 31St Street; more than 5,500 of
these are trucks. On high attendance days, Zoo visitors' cars have
backed up more than 2.5 miles on First Avenue, down to the Eisenhower
Expressway, and through neighboring residential streets to get into the
Zoo. Inside the Zoo, limited parking--particularly on weekends--further
exacerbates the traffic congestion outside and contributes to noise and
air pollution.
It thus comes as no surprise that there is a high incidence of
vehicular accidents at major intersections near the Zoo. Over the past
5 years, the North Riverside and Riverside police departments reported
210 accidents, at 31St Street and First Avenue, 103 accidents at First
Avenue and Golfview Road, 44 accidents at 31St Street and Golfview
Road, and 42 accidents at First Avenue and Ridgewood.
To remedy these access and public safety problems, the Zoo has
consulted with the Illinois Department of Transportation, the Village
of Brookfield and other local stakeholders on mutually advantageous
roadway and parking improvements and is seeking Federal and State
funding to implement them. Specifically, the Zoo is seeking $11,072,000
for improvements to its main entrance and parking lots. These would
include widening pavement and construction of an enhanced main car
entrance, pavement of Zoo property for new spaces for cars, and re-
pavement of the existing rutted ``chip and seal'' and gravel parking
facilities. The Zoo is also proposing $3,502,000 in public safety
improvements to 31St Street, First Avenue (a State road) and Forest
Road. Chief among these are the installation of much-needed measures
such as new traffic signals and a pedestrian bridge over First Avenue
to be used by students at neighboring Riverside Brookfield High School
and local residents.
Brookfield Zoo respectfully requests $7 million in the upcoming
transportation bill to address these transportation, public safety and
access improvements, which total $14,574,000. The Zoo will seek the
balance of the funds from the Illinois Department of Transportation.
Thank you again Senator, for your support of Brookfield Zoo. We
know that we are very fortunate to have you as our friend and advocate
in Washington.
__________
City of Litchfield, Illinois
John L. Dunkirk, Jr., Mayor,
April 15, 2003.
Hon. James Inhofe, Chairman
Committee on Environment and Public Works
U.S. Senate
Dear Senator Inhofe: The City of Litchfield has presented a request
through the office of Senator Peter Fitzgerald of Illinois for
financial assistance for a roadway grade separation project. It is
understood that the committee is accepting testimony about projects
subsequent to the April 7, 2003 Transportation Hearing.
Enclosed is a project summary titled ``Construction of a Grade
Separation Structure'' for review by the committee.
Please accept our sincere thank you for any consideration given to
this project. City officials fully support this project and view the
grade separation project as a critical need to sustain economic
vitality.
Sincerely,
John L. Dunkirk, Jr., Mayor.
______
Construction of a New Grade Separation Structure, Litchfield, Illinois
History
The community of Litchfield Illinois has a long history of
commercial and industrial stability, even at a time when other small
rural towns were experiencing a decline. The genesis of Litchfield's
rich history can be attributed to being a crossroads for various
railroads. At one time, the town could claim service from six different
railroads. As highway systems developed as a favorite mode of
transportation, Litchfield's location on Route 66 continued to add to
the town's success. With the advent of the Interstate highway system,
again Litchfield remained a survivor having a location along 1-55.
Today it is a commercial and employment hub of a multi-county area and
is the largest town between Springfield, Illinois and the St. Louis
metropolitan area.
Litchfield has been fortunate in having a progressive, forward-
thinking leadership that has viewed jobs as the greatest wealth in the
community. Jobs contribute to an increased tax base within the
community, which in turn provides the revenue for City supported
services, contributes to continued development, and sets the standard
for the quality of life of the residents.
Project Description
The project is to construct a new grade separation structure
(underpass or overpass) on Ferdon Street in Litchfield. The new
structure will result in uninterrupted automobile traffic flow at the
two railroad crossings for the Norfolk Southern Railroad and Burlington
Northern, Santa Fe Railroad.
Presently every railroad crossing in Litchfield is an at grade
crossing and automobile traffic flow is interrupted by rail traffic.
The City has long had a great need for a grade separation structure.
This; is the preferred location for the proposed project as it would
have the least disruptive impact to existing businesses and property
owners upon completion of the project. Presently, Ferdon Street is the
only east west major street on the north side of the town that is a
through street to the west side highway system and commercial district.
A bade separation structure will provide an uninterrupted traffic
connection between the east and west sides of the City of Litchfield.
Ferdon Street is an urban collector street, 36 feet in width, and
has sidewalk, curb and gutter. The distance between the two parallel
railroad lines is approximately 300 feet along Ferdon Street. To
separate the grade of the street from the grade of the existing
railroads will require that the roadway pass over or under the
railroads. An overpass would be a single long bridge over the two rail
lines. Alternatively, Ferdon Street can be lowered and two railroad
bridges constructed over Ferdon Street to create an underpass. Under
both alternatives retaining walls will be required to minimize the
impacts to adjacent properties.
The improvement would result in road modifications for a length of
2000 feet or less. The preliminary project cost is approximately
$6,000,000 with no significant cost difference between the two
alternatives. The improvement would include two bridges, retaining
walls, drainage structures, utility adjustments and approach road
modifications.
Project Need
Not unlike other small towns, Litchfield struggles to maintain the
status quo while still planning for future growth. Much of the
commercial and industrial growth has occurred on the west side of the
City. Healthcare services, long-term care facilities and the largest
employer in the City and County are located on the east side of town.
Dissecting the town between east and west are the City's two remaining
national rail carriers, Norfolk Southern Railway, and Burlington
Northern Santa Fe Railroad The tracks run parallel in a north-south
direction the entire distance across town, with less than 300 feet
separating the rail right-of-ways. Dividing the town between north and
south is Illinois State Route 16 which is a major east west highway
that transports many workers, travelers, shoppers and residents through
the community. The Illinois Department of Transportation places
approximately 17,000 vehicles per day on Route 16 at the intersection
with the railroad lines. More than 60 percent of--the City's population
resides north of Route 16, with Ferdon Street being the only through
street to the west side serving the north side of town. Presently there
is no grad: separation structure across the two railroads in or near
the City of Litchfield--On the north side of the City, all railroad
crossings have been closed except for the crossings at Ferdon Street.
While the number of rail carriers has diminished, the two remaining
carriers are strong and have a substantial number of trains running
through town on a daily basis, numbering in the dozens. In their
efforts to provide a more cost effective service to their custoaners,
they have increased the length of trains, and by today's standards most
freight trains have in excess of 100 cars and are greater than one mile
in length. Some trains reach 150 cars in length.
While the City views the existence of these two rail lines as an
asset and economic resource to the community, it presents an ongoing
problem of disruption of traffic flow which causes emergency services
concerns and a critical delay factor in the movement of people in
either direction when crossings are frequently blocked due to trains.
Contributing to the problem is the fact that the two lines cross at a
point just south of the City limits. One train must yield to the other
at the diamond. The waiting train has an increased delay time in
clearing the crossings once they start from a stopped position and they
travel at a slower spud. Additionally, as soon as one train passes, the
waiting train begins to move, creating back-to-back crossing closings.
At times the closings exceed the length of time allowed by the ICC to
have traffic blocked. This is affected by slow orders, track
maintenance, mechanical failures, switching and other unforeseen
causes.
Economic Benefits
The City's west side property along Route 66 was once a thriving
business district There are still remnants of some of those businesses
while other property has deteriorated after Route 66 was abandoned in
favor of 1-55. New growth is now underway in Litchf eld with a major
commercial development along 1-55 in the north side of town, including
the construction of a primary roadway through the development (an
extension of Ferdon Street), linking Route 66 with the 1-55 interchange
and the newly constructed entrance to the Litchfield Industrial PIE.
There has been additional new commercial development along Route 66 on
the north side of town which appears to be closing the gap which
occurred after Route 66 was abandoned as a national highway. Route 66
does still provide entrance into the community from the north and south
for local traffic from commuter residents, rural dwellers, residents of
surrounding communities, and Route 66 tourists.
Although there appears to be potential for growth, a major
deterrent to revitalization of this area is poor access from within the
community due to limited arterial streets, with Ferdon Street being the
only direct east-west route. There are a number of underutilized vacant
properties in the area that would be suitable for a variety of business
operations both commercial and light industrial. Better access could be
the catalyst to future growth in the area. A grade separation structure
would allow for some of the traffic from Route 16 (which has 17,000
vehicles per day) to be diverted to Ferdon Sheet. This increased
traffic flow could generate interest in the underutilized sites for
businesses that depend on high visibility as well as those that need
easy access.
The City of Litchfield had contributed significant investment over
the years, with assistance from State and Federal programs, to
providing jobs for residents of Litchfield, Montgomery County and
adjacent counties. The delay factor involved with the length of time
spent by people sitting in their vehicles waiting for trains to pass
has a significant lost time value. This erodes the return on the
investment. Employees who are late for work decrease productivity and
impact the profitability of the employer, transporters of goods and
services lose revenue while not moving, shoppers with limited time to
make purchases, are forced to shop in less time which could result in
less purchased goods and services, travelers that might plan to stop
and eat and shop might in turn pass though a fast food restaurant and
eat on the road which results in less sales tax revenue to the. City.
The stress factor is detrimental to one's health as one tries to make
up the lost time.. The value of the delay factor i s significant and
unending. An underpass could provide a direct route to the commercial
district and industrial park and connect with the 1-55 interchange
thereby decreasing or eliminating the delay factor.
Additional Benefits
Part of the City's planning effort has been directed toward
improving and increasing the housing stock in the community in an
attempt to increase the tax base. As many as 70 percent of the jobs
available in Litchfield arc held by persons living outside the City's
zip code. This is partly due to lack of new housing developments within
the community until just recently. While much of the commercial growth
has been on the west side, the northeast part of town has been
identified as the most desirable location for new subdivisions. Two new
subdivisions have been developed in the past 2 years offering more than
90 new home sites, as well as a U unit condominium development, and a
proposed 40 unit low income single family rental home project. The City
has, recently installed a water main extension/loop with adequate water
to supply additional housing development in the area. There are
interested investors that are presently looking at sites for
residential subdivisions. There have been a number of new housing
starts outside the corporate limits in a northeasterly direction toward
our well-known Lake Lou Yaeger. Many of these homeowners are commuters
that require access to I-55. Litchfield's attractive; location within
an hour drive to either Springfield or St. Louis has attracted many
commuter families. A railroad underpass could provide easier access and
foster the development of additional residential areas. This will
increase the tax base and the population base, which will enhance the
opportunity for additional economic development as the need for
services rises.
As the population base increases, so does the enrollment in the
school system. The Litchfield Community School District is presently
not at full capacity. Additional students can be accommodated without
increasing the facility size. With the financial struggles and budget
deficits facing school districts each and every student added will have
a positive financial impact on the system. Litchfield takes pride in
having the reputation of a school system that is ``Quality to the
Core''. In order to maintain this reputation, the district needs to
maximize their capacity.
The quality of education provided by a school system is a major
factor in the site selection process of business and industry that are
looking to relocate. Litchfield strives to meet all of the expectations
of the site consultants in an effort to attract new business and create
additional jobs! Housing and education needs are critical issues that
must be met. Litchfield must have, adequate transportation flow in
order to continue to move forward in meeting those needs.
The availability of emergency and medical services has always been
a major concern knowing that parts of the community are cutoff during
the closing of crossing by trains. Many of the accidents are on the
west side of the tracks while the medical and emergency care facilities
are on the cast side of the tracks. This poses an additional problem
when many surrounding communities rely on access to our hospital for
medical emergencies.
The addition of a grade separation structure in Litchfield would
provide increased safety to the railways and to the traveling public by
eliminating two at-grade crossings where accidents can occur. This
would also provide a safer crossing for school buses in the community.
Although Litchfield is the economic hub of the region, much of the
traffic on Rout,. 16 is from people not just coming to Litchfield to
live, work, shop and play. They pass though Litchfield en route to
other towns via Routel6. Hillsboro, the Montgomery County seat is
located 9 miles east of Litchfield on Route 16 and from I-55,
Litchfield is the gateway to many eastern Illinois communities. The
proposed underpass project can provide a bridge to link not only east,
west, north and south Litchfield, but it can link south central
Illinois. Our future depends on this bridge.
__________
Memorial Hospital of Carbondale
Carbondale, Illinois, April 1, 2003.
Senator James Inhofe,
U.S. Senate,
Senate Office Building,
Washington, DC 20510.
Dear Senator Inhofe: Once upon a time waterways determined the
economics of our country. They were replaced by railroads. Large
airports have had a similar economic impact on communities and regions.
But, the largest factors, today, are probably the highways and the
interstate transportation systems.
Southern Illinois and Carbondale are isolated and economically
depressed. The highway project, involving highway 4 and 127, under the
renewal of a land transportation act, would have the ability of jump-
starting this area economically. It used to be if you economically
advantaged one portion of our country you negatively impacted another
part of our country. Those days are long gone. World trade and the
birth of economies around the world create growth opportunities without
negative impacts on other parts of this country. Southern Illinois
needs to be jump-started. Spending money on a project of this nature to
create the economic opportunities for southern Illinois is similar to
providing young people with scholarships for college. They return to
the Federal Government is many times more in the taxes they pay because
of that college education than if they did not possess a college
degree. The same would be true here, the economic return to the Federal
treasury will be many times the cost of this highway project because of
the economic development that this type of project will bring to all of
southern Illinois.
Sincerely,
George Maroney, Administrator.
__________
Carbondale Chamber of Commerce
Carbondale, Illinois 62901, April 3, 2003.
Senator James Inhofe,
U.S. Senate,
Senate Office Building,
Washington, DC 20510.
Dear Senator Inhofe: As Executive Director of the Carbondale Chamber of
Commerce, I am a member of the 4-127 Coalition. The 4-127 project is
the expansion of the current 2-lane highway to 4-lane from west of
Murphysboro, IL to eight miles north of Pinckneyville, IL. The
projected cost of the project is $80 million.
The expansion of Route 127 to a four-lane highway is important to
the economic development of southern Illinois. It will offer Carbondale
and regional communities a trade corridor to St. Louis and beyond. The
4-127 project is necessary to efficiently move goods and services to
and from southern Illinois. In addition, the project will provide
easier access to tourist sites and events throughout southern Illinois.
It is for these reasons that I respectfully ask for your support of
this important legislation.
Sincerely,
Sara Berkbigler, Executive Director.
__________
Illinois House of Representatives
Hon. Chapin Rose,
State Representative, 11Oth District,
April 3, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington. DC 20510-3603.
RE: Village of Mahomet Capital Improvement Project
Dear Senator Inhofe: I would like to request your most favorable
consideration for the Village of Mahomet who is seeking Federal
transportation system funding for capital improvements projects.
This Village in my district is at a very high level of growth and
is in desperate need of assistance to help them with the challenges
they are facing. These is en urgent need for repairs and improvements
to their streets, bridges, sanitary sewers, water mains and the
wastewater treatment plant.
Thank you in advance; for any assistance you can help in attaining
for the Village of Mahomet. If I can ever be of assistance to you,
please do not hesitate to call.
Sincerely,
Chapin Rose, State Representative.
__________
Jackson County Business Development Corporation
April 2, 2003.
Senator James Inhofe,
U.S. Senate,
Senate Office Building,
Washington, DC. 20510.
Dear Senator Inhofe: I currently serve as the Executive Director of the
Jackson County Business Development Corporation. Jackson County is
located in the southern portion of Illinois, and consistently lags
behind central and northern Illinois in terms of economic development
and job opportunities. One of the major factors contributing to this
problem is the lack of a modern highway system connecting our area to
the greater St. Louis region. The proposed expansion of Illinois Route
127 between Murphysboro and Pinckneyville, Illinois, and eventually to
Interstate 64, will give us access to a major mid-west market place,
which will immediately translate into economic development and
increased job opportunities.
Our organization is fully committed to the completion of this
project. A study just completed by the Illinois Department of
Transportation has estimated the cost of phase I of the project to be
$80 million. Congressman Jerry Costello has requested funds be
appropriated for this project in the renewal of the Land Transportation
Act. We ask that the request be given serious consideration by the
Environmental and Public Works Committee.
If approved, we're confident the appropriation will be an excellent
investment with the resultant increased tax revenues created by the
increased development activities.
Thank you for your consideration.
Sincerely,
Lee Roy Brandon, Executive Director.
__________
Jackson County Business Development Corporation
Village of Catlin, IL,
April 1, 2003,
Senator James Inhofe, Chairman
Dear Senator Inhofe: Please consider this request for Federal funds for
the Webster Street bridge project in Catlin, Illinois. The Webster
Street Bridge is a narrow bridge with two narrow descending approaches
across Butler Branch Creek. The Village of Catlin is growing along a
corridor north of the Webster Street Bridge. Two new subdivisions are
currently under construction along this corridor. The Village has spent
a great deal of money extending water and sewer mains north along this
corridor to foster such growth.
Future growth is expected since the Village buried the mains deep
enough to extend another 2000 feet north. This bridge is a vital link
between the new subdivisions and the Village proper. The new homes will
be built by families which will generate more bicycle, pedestrian and
vehicular traffic which makes the safety issue all the more important.
Webster Street is also an avenue to Danville, Illinois, where many
residents work. As changes take place in Tilton, Illinois and the
Danville WO works on a beltway around the Danville Urban Area, Webster
Street and the bridge will be a vital link between Catlin, as well as
other outlying communities, and Danville. The construction of a new
bridge will not only improve traffic flow and safety but will also
improve the channel flow of the creek, improve surface water drainage
and prevent erosion.
The engineer's estimate for the bridge is $468,000. State
Representative Bill Black has sent me an application for a bond grant
for $170,000 and County Engineer, Bob Andrews, upon approval of the
County Board, will pay one half the cost of the actual bridge.
Therefore, the County contribution will be $75,000 and the Village of
Catlin will contribute $50,000. This totals $295,000 leaving $173,000
needed to complete the project.
If your committee could match the State contribution of $170,000,
this project can be accomplished. Please consider this an official
request from the Village of Catlin, Illinois for $170,000 to complete
the Webster Street Bridge Project.
Respectfully submitted,
Fred Rinehart, Mayor,
Village of Catlin, IL.
__________
Southern Illinois University
April 1, 2003.
Senator James Inhofe,
U.S. Senate,
Senate Office Building,
Washington, DC 20510.
Dear Senator Inhofe: This letter is written in support of the 4-127
project that will upgrade Illinois Route 13/127 from two to four lanes
between Murphysboro and Pinckneyville. This highway improvement project
has my full support. The expansion to four lanes, which will permit
easier access to St. Louis, will reap extraordinary benefits for the
citizens of southern Illinois.
The project will especially benefit Southern Illinois University.
One of the University's campuses is located in Edwardsville. The
expansion from two to four lanes will ease the burden of travel between
Carbondale and Edwardsville. Additionally, major air travel for
university staff and visitors is scheduled out of Lambert International
Airport in St. Louis. The expansion of this highway will make travel
more accessible.
This highway project will also provide the means for other
businesses located the region to transport goods in a more timely and
efficient manner. Our geographic location impedes economic development
due to the distance between southern Illinois and major airports. The
highway improvement project will greatly benefit southern Illinois in
this regard by providing easier access to Lambert in St. Louis and
surrounding areas.
The importance of this project is immeasurable to southern
Illinois. I urge your positive consideration of this project.
Sincerely,
James E. Walker, President.
__________
The Illinois Highway 30 Coalition
April 4, 2003.
TO: Senator James M. Inhofe, Chairman
U.S. Senate Environment and Public Works
FROM: The Illinois Highway 30 Coalition (Whiteside County, Illinois)
RE: U.S. Highway 30 Four-lane Expansion Project Ladies and Gentlemen,
The Illinois Highway 30 Coalition, which represents communities in
Whiteside County, and surrounding Northwest Illinois appreciates the
opportunity to have our project position statement formally recognized
and placed on file, as part of the committee field hearing held in
Chicago, Illinois on April 7, 2003. We especially want to thank IL
Senator Peter Fitzgerald for encouraging us to participate in the
hearing.
U.S. Highway 30 was America's first coast-to-coast highway and was
a great improvement at the time for early 20th century transcontinental
motorists. Our proposed project, to create a four-lane U.S. Highway 30
route from Rock Falls to Fulton, Illinois adds an additional segment of
improved transportation. Combined with scheduled or anticipated
improvements in other States that are served by this route, four-lane
expansion enhances the status of Highway 30 as a 21st century cross-
country highway.
Regionally, this 19.5-mile corridor would serve communities in and
along the route through Whiteside County. The new four-lane would also
be a benefit to over 30 neighboring communities in counties to the
east, west, north and south. Development of this route would expedite
travel and distribution of goods and services within and connected to
the corridor of Northwest Illinois and Eastern Iowa.
Highway 30 has reached design limits set by the Illinois Department
of Transportation in its present two-lane configuration. An initial
Illinois Department of Transportation corridor study done in 1970
showed at that time, the need for a four-lane Highway 30.
Unfortunately, because of funding restraints, the project went no
farther. Since that 1970 study, our region has been in a slow economic
decline, with highway transportation constraints playing a major
factor.
Today, as community leaders, economic development professionals,
along with the support of key business stakeholders work on regional
economic revitalization issues, it is glaringly clear that our section
of highway, in its congested and unsafe condition, cannot provide the
necessary transportation route to support planned and anticipated
growth in this region. The Whiteside County area is intended to be the
final link in a four-lane configuration connecting Interstate 88 in
Illinois with Interstate 35 in Central Iowa.
Estimated cost of the project as recently calculated by the
Illinois Department of Transportation covering Phase I--III
Engineering, Land Acquisition and Construction is $130.5 million. In
2002 Illinois Senator Dick Durbin secured $750,000 through the Federal
Transportation Appropriations Act (P.L. 107-67) under the project name:
U.S. 30 Morrison/Whiteside County Expansion. This money has been
designated to a corridor study, in conjunction with the Illinois
Department of Transportation. The corridor study will officially begin
sometime the first half of this calendar year.
Congressman Don Manzullo (IL-16th) and Congressman Lane Evans (IL-
17th) have also recently submitted transportation project evaluation
criteria to the Subcommittee on Transportation and Infrastructure,
seeking additional funding for the project through the reauthorization
of TEA-21. Speaker of the House Dennis Hastert (IL-14t`) is also
supporting the project.
Project Benefits
Economic--Supports present, planned and proposed increases in local
and regional economic development by creating an improved route that
will assist Northwest Illinois in attracting new business and industry
through the safe, efficient and effective transfer of goods and
services.
Provides infrastructure improvements to support retention of
existing business and industry. Offers an important arterial link that
improves efficiency of commuter travel. Creates a direct, cost
effective link to and from geographic markets easterly toward the
Chicago metro area, as well as to Des Moines, Iowa and Kansas City,
Kansas to the west.
Environment--Improves the negative impact on increasing levels of
noise and air pollution created by high traffic counts and commercial
truck traffic through residential areas. Promotes preservation of
historic character and structures along the route, creating
opportunities for related economic development and increased quality of
life.
Congestion and Safety--Provides congestion relief on the highway
that is the main mover of goods, services and people to, from, within
and through Whiteside County, east to Chicago and west to Des Moines,
Iowa and Kansas City, Kansas. Upgrades Highway 30 to meet Illinois
Department of Transportation guidelines for vehicle congestion, that
show it has exceeded design limits for a two-lane arterial route. Makes
the route safe for Northwest Illinois residents and travelers.
Increases the ability of emergency services to respond, ``in-time'' and
safely, as well as maintain a higher level of security throughout the
county. Reduces the safety issues caused by the use of this congested
Highway by school buses and farm machinery. The Highway 30 four-lane
expansion could help reduce the car and heavy truck traffic congestion
seen today on Interstate 80.
Approved funding support through the reauthorization of TEA-21 at
the levels requested and any other Federal funding support would enable
the project schedule to be accelerated and completed within the next
six to 8 years.
Thank you for your time and consideration of this project.
__________
51 Coalition
April 3, 2003.
Senator James Inhofe, Chairman,
Committee on Environment and Public Works
Hon. Chairman Inhofe: We write on behalf of the Route 51 Coalition to
urge you to include funding in the TEA-3 Program to complete the
improvement of Route 51 from Decatur, Illinois south to Centralia,
Illinois. For many years, concerned Illinois residents and community
leaders from municipalities located along this corridor have worked to
secure funding to improve this transportation facility to a four-lane
system for economic development, connectivity, and safety of the
motoring public. In order for you to further understand the reasons why
we believe this improvement is needed, we present the following
information.
Description and Costs of Project
Route 51 is currently a two-lane highway from Moweaqua, a community
14 miles north of Pana to Centralia, a distance of 75 miles. It would
provide a major economic benefit to the citizens of Central Illinois to
upgrade this section of highway to a four-lane expressway section, and
the following tasks and total project costs have been identified:
1. Phase 1 Engineering Study needs: An estimated $ 29.9 Million is
needed to study 57 miles of this section from 1-70 to Centralia.
2. Phase 2 Engineering Design needs: An estimated $ 54.6 Million is
needed to design 64 miles of roadway from 3 miles north of Pana to
Centralia.
3. Phase 3 Construction needs: An estimated $ 477 Million is needed
to construct this 75-mile section of roadway from 14 miles north of
Pana to Centralia.
4. Additional Costs for expressway:
Land Acquisition $ 23 Million (75 miles)
Utilities $ 12 Million (75 miles)
Archeological Survey $ 0.1 Million 75 miles)
$ 35.1 Million (75 miles)
Total project costs $ 597 Million (75 miles)
Benefits
Upgrading this section to a four-lane expressway will produce
significant benefits for Central Illinois. These are:
Safer travel for this 75-mile section. Approximately 600
accidents have occurred on this section for a study period of 4 years,
with injuries occurring in 200 cases and 4 fatalities as a result of
these accidents. An expressway would significantly reduce the number of
accidents.
Economic opportunities for the communities in this area
would significantly increase as a result of the construction of a four-
lane expressway. This is evident from the review of significant
economic growth in communities between Bloomington and Decatur in
Central Illinois where a four lane-expressway has already been
constructed. The regional mall in Decatur-Forsyth has expanded along
with the addition of five motels and six restaurants in recent years.
This has contributed to more than 300 new jobs. The City of Maroa has
anew school and commercial expansion. More than 20 new business have
developed or expanded along the Route 51 Corridor west of the City of
Clinton as well as an expansion of a regional sanitary landfill, a new
church, and a new subdivision. These new or expanded facilities have
added more than 200 jobs to the area. The Village of Heyworth has
experienced growth in commercial facilities and development of
residential subdivisions from the improved highway access north to
Bloomington Normal.
An improved transportation system would create similar
economic opportunities for the counties in this area and for Central
Illinois. The agricultural markets would benefit through safer and
timelier transport of grain to markets. Industries such as Caterpillar,
PPG Archer-DanielsMidland Company, and Staley/Tate & Lyle in Decatur
would benefit from having the improved route to ship their products and
receive materials for their manufacturing needs.
additional information
Regional Connectivity
These 75 miles of new expressway would bring the additional benefit
of providing connections between interstates in the Central Illinois
regional corridor. Another expressway facility is also planned for
Illinois 29 from Springfield to Pana that will contribute to increased
mobility in Central Illinois. Improving the Route 51 expressway
completes connections with 1-70 near Vandalia and 1-57 immediately east
of Route 51 using 1-64 south of Centralia.
The connection of these expressway and interstate systems would
stimulate enormous economic potential to the entire Central Illinois
area.
National Connectivity
Upgrading the 75 miles of Route 51 between Moweaqua, Illinois and
Centralia offers the potential for Route 51 to be the completing link
in a system of interstates that would be the most direct four-lane
route from Canada, Minnesota, and Wisconsin on the north to Tennessee,
Arkansas, Mississippi, and Louisiana on the south. This would relieve
congestion on both Routes 1-55 and 1-57 and allow a north/south
corridor that does not contribute to congestion on the highways
adjacent to Chicago.
Regional Project Area Impact
The improvement of Route 51 will benefit the 11 Central Illinois
Communities located in the eight counties between Decatur and
Centralia. This provides a safer, more direct, and more efficient
connection between the suppliers and markets in the regional area of
the improvement. This allows items manufactured in communities in and
north of Decatur, and in communities along the project corridor to be
trucked south to the gulf ports. In addition, grain and commerce moving
north would benefit from a more direct route than is currently
available.
Current Status of Study, Design and Construction
Phase I Study has been completed from Decatur to south of
Pana to the Christian/Shelby County line.
Phase II design is underway from south of Moweaqua to
three miles north of Route 16 into Pana.
Phase III Construction is currently underway on the by-
pass from north of Moweaqua to south of Moweaqua.
Priorities to Continue Route 51 Improvement
Immediate consideration should be given to the following:
Fund the Phase I Engineering Feasibility and
Environmental Study for the 27-mile section from south of Pana to
Vandalia for an estimated cost of $10.4 million. This study will take
an estimated 5 years and should be started as soon as possible. No
design engineering can be performed until this is complete.
Fund the Phase II Design Engineering from three miles
north of Route 16 into Pana for the 6.9 miles around Pana to the east
and to the Christian/Shelby County line for an estimated cost of $2.6
million.
Fund the Phase III construction for the 11.3-mile section
from south of Moweaqua to three miles north of Route 16 for $45.5
million.
Fund the Phase III construction for the 6.9-mile section
from three miles north of Route 16 to the Shelby/Christian county line
for $31.2 million.
We appreciate the opportunity to point out the major benefits of
completing Route 51 between Decatur and Centralia. The major
considerations for improving this facility will:
Provide a direct connection to East-west interstate
Routes 1-64, 1-70, and I72.
Provide, in conjunction with the upgrading of Illinois
Route 29, a direct connection to Springfield, Jacksonville, Lincoln,
and Peoria.
Provide a direct connection between Mt. Vernon,
Centralia, Decatur, and Bloomington-Normal.
Provide safer and more efficient movement of traffic from
the ``bedroom communities'' along the Route 51 corridor to the larger
employment centers to the north and south.
Thank you for the opportunity to provide this information for and
we sincerely hope the committee will consider the information provided
herein as the projects funded by TEA-3 are placed in line for approval.
Sincerely,
Julie Moore, Board Member.
__________
Statement of Interstate-74 Mississippi River Crossing Corridor Project
and Midwest Passenger Rail Initiative
i-74 mississippi river crossing corridor project
Thank you for the opportunity to speak before this committee.
Mississippi River crossings continue to be the highest transportation
priority in the Quad Cities with over 150,000 vehicles crossing the
Mississippi River on an average day' and half of these crossings on the
I-74 Bridge alone. In your packet, Exhibit I is a map indicating the I-
74 Bridge location.
There is an urgent need to address congestion in the I-74 Bridge
corridor. This bridge is carrying almost 74,000 vehicles per day and is
significantly over capacity. The bridge itself is functionally obsolete
and was not constructed to acceptable standards for Interstate driving
conditions. The Iowa bound span was built in 1935 and the Illinois
bound span was built in 1959 utilizing the 1939 design. Both spans were
built for local non-interstate traffic and never met interstate
standards. Consequently, the bridge has no shoulders and the ramps
nearest the bridge have inadequate weaving lanes. Approximately 125
crashes have occurred on and near the I-74 Bridge in a 1 year period.
In fact, the I-74 corridor accident rate is three times the national
average in some locations. Improvements to address these capacity and
safety concerns are necessary. Exhibit II, in your packet, illustrates
the myriad of deficiencies and safety concerns in the I-74 Bridge
corridor.
The I-74 Bridge is extremely important to the commerce of the area.
Interstate 74 is the major north/south corridor in the Quad City area
and provides for the movement of people and goods to employment
centers, entertainment venues and commercial and industrial sites. The
economy of the Quad Cities depends on adequate crossing capacity as we
seek to serve the. metropolitan population of 350,000. Over 50 percent
of employed Quad Citians work in a community outside of their
residence. Over 20 percent of those employed work outside of their
State of residence.
The I-74 Bridge provides access to one of the few military arsenals
in the United States, Rock Island Arsenal. It provides connectivity
between regional commercial centers and is also important to the
economy of the States of Illinois and Iowa as it provides for
interstate commerce and connections to major U.S. markets. The Quad
Cities has a 37 million person market area within a 300-mile radius
that includes 13 percent of the nation's population. Exhibit III
includes captioned photographs visually showing the impacts of problems
along the I-75 Bridge corridor.
The I-74 Corridor is part of the National Highway System and runs
from 53d Street in Davenport, Iowa to 23d Avenue in Moline, Illinois,
over five miles. The I-74 Corridor Study is the result of a Major
Investment Study, conducted between 1996 and 1998, that examined
crossing alternatives in the Quad Cities. The I-74 Corridor Study has
analyzed solutions designed to improve traffic flow and address safety
issues along the I-74 corridor. The draft Environmental Impact
Statement (EIS) will be completed in the Summer of 2003. The balance of
the work on the Final EIS and Record of Decision is expected in 2004,
with completion in 2005. The project is being funded jointly by the
Iowa and Illinois Departments of Transportation in close coordination
with other Federal, State and local officials. The appropriation of
$14,000,000 in Federal funds over the past few years has made these
efforts possible.
Although final project costs are still being developed it is
estimated that they will total $600 to $650 million for the entire
corridor. Authorization of this project in the 2003 Transportation Act
is requested. In addition to the identification of this project as a
high priority need in the 2003 Transportation Act, it is also requested
that significant discretionary programs be established for bridges and
interstate maintenance in the next transportation act to assist in
funding the I-74 corridor improvements. Again, thank you again for the
honor to speak to your today about this important transportation issue.
midwest passenger rail initiative owa interstate railroad improvements
and wyanet connection
The Iowa Interstate Railroad is in need of repair for both freight
and passenger purposes. Current service on the Iowa Interstate is
approximately 40 miles per hour between Wyanet, Illinois, through the
Quad Cities, to Omaha. In addition, a railroad connection between the
Burlington Northern Santa Fe and the Iowa Interstate Railroad is needed
in Wyanet, Illinois.
The Illinois DOT commissioned a preliminary engineering study to
determine the costs of the needed improvements. The Wyanet connection
is estimated to cost $3.9 million dollars and is considered a key
intersection to address both passenger and freight needs. The costs of
improvement to the Iowa Interstate Railroad are estimated at $28.9
million. This improvement would increase service along the corridor
from approximately 40-mile per hour service to 79 mile per hour
service.
Further, the Quad Cities is not currently served by passenger rail.
The Midwest Passenger Rail Initiative Study was conducted by nine
Midwest State DOT's and the Federal Railroad Administration to consider
the best opportunities for passenger rail service using Chicago as a
hub. The consultant study proposed a system that would generate high
levels of ridership and would recover the majority of its operating
costs (refer to the map in the Addendum).
Communities in. the Quad City area have formed a coalition with
neighboring jurisdictions in Iowa and Illinois to promote the
development of passenger rail service along the Interstate 80 corridor.
Implementation of service would help alleviate congestion on Interstate
80 and the resulting railroad improvements could also serve freight
transportation. According to the American Association of State Highway
and Transportation Officials (AASHTO), 16 percent of the nation's
freight is carried by railroads. Unless $53 billion or $2.65 billion
annually is provided to augment private railroad investment, this
percentage will not be maintained within the next 20 years. The result
would be the transfer of 450 million tons of freight to the highway
system costing $238 billion in highway improvements over the 20-year
period.
Leaders recognize the issues related to the provision of passenger
rail service in the country and encourage timely resolve to these
issues so that both existing and future passenger rail service needs
can be addressed. Consideration should be given to the following
establish a dedicated, multi-year Federal capital-funding program for
intercity passenger rail similar to the Federal highway and aviation
programs; establish a Federal policy to preserve and improve a national
passenger rail system addressing new efficiencies, innovation and
responsiveness; and fund implementation of this national passenger rail
system.
i-74 mississippi river crossing corridor project
Thank you for the opportunity to speak before this committee.
Mississippi River crossings continue to be the highest transportation
priority in the Quad Cities with over 150,000 vehicles crossing the
Mississippi River on an average day and half of these crossings on the
I-74 Bridge alone. In your packet, Exhibit I is a map indicating the I-
74 Bridge location.
There is an urgent need to address congestion in the I-74 Bridge
corridor. This bridge is carrying almost 74,000 vehicles per day and is
significantly over capacity. The bridge itself is functionally obsolete
and was not constructed to acceptable standards for Interstate driving
conditions. The Iowa bound span was built in 1935 and the Illinois
bound span was built in 1959 utilizing the 1939 design. Both spans were
built for local non-interstate traffic and never met interstate
standards. Consequently, the bridge has no shoulders and the ramps
nearest the bridge have inadequate weaving lanes. ,Approximately 12
crashes have occurred on and near the I-74 Bridge in a 1 year period.
In fact, the I-74 corridor accident rate is three times the national
average in some locations. Improvements to address these capacity and
safety concerns are necessary. Exhibit II, in your packet, illustrates
the myriad of deficiencies and safety concerns in the I-74 Bridge
corridor.
The I-74 Bridge is extremely important to the commerce of the area.
Interstate 74 is the major north/south corridor in the Quad City area
and provides for the movement of people and goods to employment
centers, entertainment venues and commercial and industrial sites. The
economy of the Quad Cities depends on adequate crossing capacity as we
seek to serve the metropolitan population of 350,000. Over 50 percent
of employed Quad Citians work in a community outside of their
residence. Over 20 percent of those employed work outside of their
State of residence.
The I-74 Bridge provides access to one of the few military arsenals
in the United States, Rock Island Arsenal. It provides connectivity
between regional commercial centers and is also important to the
economy of the States of Illinois and Iowa as it provides for
interstate commerce and connections to major U.S. markets. The Quad
Cities has a 37 million person market area within a 300-mile radius
that includes 13 percent of the nation's, population. Exhibit III
includes captioned photographs visually showing the impacts of problems
along the I-75 Bridge corridor.
The I-74 Corridor is part of the National Highway System and runs
from 53d Street in Davenport, Iowa to 23d Avenue in Moline, Illinois,
over five miles. The I-74 Corridor Study is the result of a Major
Investment Study, conducted between 1996 and 1998, that examined
crossing alternatives in the Quad Cities. The I-74 Corridor Study has
analyzed solutions designed to improve traffic flow and address safety
issues along the I-74 corridor. The draft Environmental Impact
Statement (EIS) will be completed in the Summer of 2003. The balance of
the work on the Final EIS and Record of Decision is expected in 2004,
with completion in 2005. The project is being funded jointly by the
Iowa and Illinois Departments of Transportation in close coordination
with other Federal, State and local officials. The appropriation of
$14,000,000 in Federal funds over the past few years has made these
efforts possible.
Although final project costs are still being developed it is
estimated that they will total $600 to $650 million for the entire
corridor. Authorization of this project in the 2003 Transportation Act
is requested. In addition to the identification of this project as a
high priority need in the 2003 Transportation Act, it is also requested
that significant discretionary programs be established for bridges and
interstate maintenance in the next transportation act to assist in
funding the I-74 corridor improvements. Again, thank you again for the
honor to speak to your today about this important transportation issue.
iowa interstate railroad improvements, wyanet connection and midwest
passenger rail initiative
The Iowa Interstate Railroad is in need of repair for both freight
and passenger purposes. Current service on the Iowa Interstate is
approximately 40 miles per hour between Wyanet, Illinois, through the
Quad Cities, to Omaha. In addition, a railroad connection between the
Burlington Northern Santa Fe and the Iowa Interstate Railroad is needed
in Wyanet, Illinois.
The Illinois DOT commissioned a preliminary engineering study to
determine the costs of the needed improvements. The Wyanet connection
is estimated to cost $3.9 million dollars and is considered a key
intersection to address both passenger and freight needs. The costs of
improvement to the Iowa Interstate Railroad are estimated at $28.9
million. This improvement would increase service along the corridor
from approximately 40-mile per hour service to 79-mile per hour
service.
Further, the Quad Cities is not currently served by passenger rail.
The Midwest Passenger Rail Initiative Study was conducted by nine
Midwest State DOT's and the Federal Railroad Administration to consider
the best opportunities for passenger rail service using Chicago as a
hub. The consultant study proposed a system that would generate high
levels of ridership and would recover the majority of its operating
costs (refer to the map in the Addendum).
Communities in the Quad City area have formed a coalition with
neighboring jurisdictions in Iowa and Illinois to promote the
development of passenger rail service along the Interstate 80 corridor.
Implementation of service would help alleviate congestion on Interstate
80 and the resulting railroad improvements could. also serve freight
transportation. According to the American Association of State Highway
and Transportation Officials (AASHTO), 16 percent of the nation's
freight is carried by railroads. Unless $53 billion or $2.65 billion
annually is provided to augment private. railroad investment, this
percentage will riot be maintained within the next 20 years. The result
would be the transfer of 450 million tons of freight to the highway
system costing $238 billion in highway improvements over the 20-year
period.
Leaders recognize the issues related to the provision of passenger
rail service in the country and encourage timely resolve to these
issues so that both existing and future passenger rail service needs
can be addressed. Consideration should be given to the following:
establish a dedicated, multi-year Federal capital-funding program for
intercity passenger rail similar to the Federal highway and aviation
programs; establish a Federal policy to preserve and improve a national
passenger rail system addressing new efficiencies, innovation and
responsiveness; and fund implementation of this national passenger rail
system.
__________
Village of Mahomet, IL,
April 3, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
RE: State Street Improvement Project--Phase 2: Village of Mahomet,
Champaign County, Illinois
Dear Senator Inhofe: We are pleased to submit information to you
describing subject project. On behalf of the citizens of the Village of
Mahomet, we thank you for considering Federal funding for this urgently
needed capital improvement project.
The Village of Mahomet is a rapidly growing community. The United
States census showed 56 percent population growth between 1980 and 1990
and showed 57 percent population growth between 1990 and 2000. The 2000
census showed the Village population to be 4,877. Village officials
believe that this growth trend continues today.
The high level of growth has challenged the Village's efforts to
maintain the existing public infrastructure of the community and to
make improvements to those systems to meet the ever increasing needs of
the community. This growth requires substantial infrastructure
improvements, yet the Village is still too small to adequately fund
those needs by itself. The Village 10 year Capital Improvements Plan
identifies over $30 million of repairs and improvements to streets,
bridges, sanitary sewers, water mains and the wastewater treatment
plant that are urgently needed. This represents a staggering sum for a
community our size.
The Village believes it is doing its part to meet these needs. The
Village's spending upon capital improvement projects has exceeded
$750,000 annually for each of the past several years. The Village
recently doubled its water rates to pay for improvements which will
triple the size of our water treatment plant. The Village will soon
implement a corresponding increase in its wastewater rates. The
combined water / sewer costs to a typical residential customer will be
among the highest of 55 surveyed communities in East Central Illinois.
The Village has currently budgeted over $4 million in water system
and wastewater system improvement construction in 2003 and 2004, along
with over $750,000 in street system improvements. Those improvements
have been funded through issuance of new debt. The Village has reached
a point where it will not be able to fund all of the urgently needed
improvements via issuance of additional debt.
The State Street Improvement Project--Phase 2 is the continuation
of an adjacent project currently scheduled for construction this
summer. State Street serves as a collector street for the community,
and provides the major transportation link for the Northwestern portion
of the community. State Street provides primary access to four (4)
schools, including the Junior High School and the Senior High School.
Traffic on this street has increased by 50 percent during the past
10 years, and is projected to increase by 50 percent during the next 20
years. State Street currently does not have adequate capacity to serve
the using public. Pick-up and drop-off times for the surrounding
schools are particularly problematic.
Phase One of this State Street Improvement Project will upgrade the
intersection of State Street and Division Street to provide left turn
lanes and permit unhindered bus-turning motions. Storm sewer systems
and pedestrian safety will also be enhanced in the intersection area.
The estimated total project costs for Phase One of this project are
approximately $440,000. These costs will be borne solely by the Village
of Mahomet utilizing general funds.
A three-lane cross section for State Street was initially
envisioned between Division Street and the Senior High School as a part
of the Phase One improvements. This three-lane cross section will
provide safety improvements for buses and vehicles making left turns
into the Senior High School and Junior High School sites. This project
element was eliminated from the Phase One Improvements due to
inadequate funding. Phase 2 of this project includes the construction
of this three-lane cross section, along with corresponding storm sewer
improvements. It also includes pedestrian safety improvements, which
are critical for the hundreds of school children who use these schools
daily.
Phase 2 of the State Street Improvement Project also includes
stormwater drainage improvements. Larger diameter storm sewers and a
stormwater detention basin will be constructed to relieve an inadequate
drainage outlet for an approximate 18 acre watershed. The storm sewers
are inadequate due to the doubling of the size of each of the adjacent
public schools. As a result, homes and streets now commonly experience
flooding after rainstorms. The stormwater drainage improvements are
intended to eliminate the health and safety problems caused by that
flooding.
This project is currently estimated to cost $630,000. A current
estimate of the costs for Phase 2 of the State Street Improvement
Project, along with a Project Location Map is attached.
This project will provide community-wide benefit. The benefit will
extend beyond Village boundaries to all users of the Mahomet-Seymour
School District. Traffic flow, pedestrian safety, and stormwater
drainage will all be significantly improved. Phase 1 of this project
has already been initiated and wholly funded by the Village of Mahomet.
With Federal assistance, this second phase of the project will extend
and enhance the benefits which will be realized by the construction of
first part of the project this summer.
The Village currently can reallocate approximately $100,000 toward
Phase 2 of this State Street Improvement Project during the 2003--2004
fiscal year. However, without additional funding from outside sources,
it may be 2 to 5 years before the Village could fund this project on
its own. The multi-billion dollar budget deficit currently being
experienced by the State of Illinois makes funding from State sources
unlikely, although the Village is also exploring that alternative.
Funding via Federal dollars would allow the Village to leverage the
funds it has available to complete the project.
The Village of Mahomet sincerely thanks you for your consideration
of funding for this State Street Improvement Project. Your assistance
will help to assure that Village of Mahomet infrastructure keeps pace
with our rapidly expanding population. We look forward to hearing from
you. If we can provide additional clarity regarding this project,
please do not hesitate to contact us at any time.
Sincerely,
Jeffrey A. Courson, President,
Board of Trustees, Village of Mahomet.
__________
Village of Mahomet, IL,
April 3, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
RE: Division Street Reconstruction Project: Village of Mahomet,
Champaign County, Illinois
Dear Senator Inhofe: We are pleased to submit information to you
describing subject project. On behalf of the citizens of the Village of
Mahomet, we thank you for considering Federal funding for this urgently
needed capital improvement project.
The Village of Mahomet is a rapidly growing community. The United
States census showed 56 percent population growth between 1980 and 1990
and showed 57 percent population growth between 1990 and 2000. The 2000
census showed the Village population to be 4,877. Village officials
believe that this growth trend continues today.
The high level of growth has challenged the Village's efforts to
maintain the existing public infrastructure of the community and to
make improvements to those systems to meet the ever increasing needs of
the community. This growth requires substantial infrastructure
improvements, yet the Village is still too small to adequately fund
those needs by itself. The Village 10 year Capital Improvements Plan
identifies over $30 million of repairs and improvements to streets,
bridges, sanitary sewers, water mains and the wastewater treatment
plant that are urgently needed. This represents a staggering sum for a
community our size.
The Village believes it is doing its part to meet these needs. The
Village's spending upon capital improvement projects has exceeded
$750,000 annually for each of the past several years. The Village
recently doubled its water rates to pay for improvements which will
triple the size of our water treatment plant. The Village will soon
implement a corresponding increase in its wastewater rates. The
combined water / sewer costs to a typical residential customer will be
among the highest of 55 surveyed communities in East Central Illinois.
The Village has currently budgeted over $4 million in water system
and wastewater system improvement construction in 2003 and 2004, along
with over $750,000 in street system improvements. Those improvements
have been funded through issuance of new debt. The Village has reached
a point where it will not be able to fund all of the urgently needed
improvements via issuance of additional debt.
The Division Street Reconstruction Project is the continuation of
an adjacent project currently scheduled for construction this summer.
Division Street serves as a collector street for the community, and
provides a major transportation link for the Northwestern, Central and
Southern portions of the community. Division Street provides primary
access to four (4) schools, including the Junior High School and Senior
High School.
Traffic on Division Street has increased by 50 percent during the
past 10 years, and is projected to increase by 40 percent during the
next 20 years. The Division Street pavement has substantially exceeded
its design life. As a result, the pavement has begun to pothole and
fail. In addition, the higher traffic volumes have created a need for
left turn lanes at the Main Street intersection due to safety concerns.
The adjacent project scheduled for this summer will improve the
intersection of Division Street and State Street to provide left turn
lanes and permit unhindered school bus turning motions. Storm sewer
systems and pedestrian safety will also be enhanced in the intersection
area. The estimated project costs for this adjacent project are
approximately $440,000. These costs will be borne solely by the Village
of Mahomet utilizing general funds.
The Division Street Reconstruction Project will continue the
Division Street improvements southwardly five blocks from State Street
to U.S. Route 150. The project will include pavement widening and
repair, construction of curb and gutter, sidewalk, and storm sewer
improvements.
Two heavily traveled intersections at Main Street and U.S. Route
150 will be provided with left turn lanes to improve safety. Pedestrian
improvements will also be made in the vicinity of the schools to
eliminate safety problems for the hundreds of school children who use
these facilities daily. This Division Street Reconstruction Project is
currently estimated to cost $1,000,000. A current cost estimate, along
with a project location map is attached.
This project will provide community-wide benefit. The benefit will
extend beyond Village boundaries to all users of the Mahomet-Seymour
School District. Traffic flow, pedestrian safety, and stormwater
drainage will all be significantly improved. With Federal assistance,
this project will extend and enhance the benefits realized by the
adjacent intersection improvement project being constructed this
summer.
The Village currently can reallocate approximately $100,000 toward
this project during the 2003-2004 fiscal year. However, without
additional funding from outside sources, it may be several years before
the Village could fully fund this Division Street Reconstruction
Project on its own. The multi-billion dollar budget deficit currently
being experienced by the State of Illinois makes funding from State
sources unlikely, although the Village is also exploring that
alternative. Funding via Federal dollars would allow the Village to
leverage the funds it has available to complete the project.
The Village of Mahomet sincerely thanks you for your consideration
of funding for this Division Street Reconstruction Project. Your
assistance will help to assure that Village of Mahomet infrastructure
keeps pace with our rapidly expanding population. We look forward to
hearing from you in the near future. If we can provide additional
clarity regarding this project, please do not hesitate to contact us at
any time.
Sincerely,
Jeffrey A. Courson President,
Board of Trustees, Village of Mahomet.
__________
Village of Mahomet, IL,
April 3, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
RE: Eastwood Drive and Franklin Street: Pavement Reconstruction Project
Village of Mahomet, Champaign County, Illinois
Dear Senator Inhofe: We are pleased to submit information to you
describing subject project. On behalf of the citizens of the Village of
Mahomet, we thank you for considering Federal funding for this urgently
needed capital improvement project.
The Village of Mahomet is a rapidly growing community. The United
States census showed 56 percent population growth between 1980 and 1990
and showed 57 percent population growth between 1990 and 2000. The 2000
census showed the Village population to be 4,877. Village officials
believe that this growth trend continues today.
The high level of growth has challenged the Village's efforts to
maintain the existing public infrastructure of the community and to
make improvements to those systems to meet the ever increasing needs of
the community. This growth requires substantial infrastructure
improvements, yet the Village is still too small to adequately fund
those needs by itself. The Village 10 year Capital Improvements Plan
identifies over $30 million of repairs and improvements to streets,
bridges, sanitary sewers, water mains and the wastewater treatment
plant that are urgently needed. This represents a staggering sum for a
community our size.
The Village believes it is doing its part to meet these needs. The
Village's spending upon capital improvement projects has exceeded
$750,000 annually for each of the past several years. The Village
recently doubled its water rates to pay for improvements which will
triple the size of our water treatment plant. The Village will soon
implement a corresponding increase in its wastewater rates. The
combined water / sewer costs to a typical residential customer will be
among the highest of 55 surveyed communities in East Central Illinois.
The Village has currently budgeted over $4 million in water system
and wastewater system improvement construction in 2003 and 2004, along
with over $750,000 in street system improvements. Those improvements
have been funded through issuance of new debt. The Village has reached
a point where it will not be able to fund all of the urgently needed
improvements via issuance of additional debt.
The Eastwood Drive and Franklin Street Pavement Reconstruction
Project involves the repair and rehabilitation of four (4) blocks of
Eastwood Drive and Franklin Street. These two streets provide public
access to a strip shopping center, grocery store, and retail commercial
park within the Village. This neighborhood represents the primary
retail commercial center for the community.
These streets were built in the 1970's and have exceeded their 25-
year design life. The pavements are now experiencing substantial
distress. The growth of the community has resulted in traffic volume
well beyond the intended design for these streets.
This Eastwood Drive and Franklin Street Pavement Reconstruction
Project will include replacement of the current rural pavement cross
section with new curb and gutter, storm sewer and sidewalk. The
reconstruction of these two connecting streets will provide for
increased traffic capacity and vastly enhanced safety for this
commercial area. This project is currently estimated to cost
approximately $600,000. A current cost estimate, along with a project
location map are attached.
This project will provide community-wide benefit to the Village of
Mahomet and the surrounding residents who use this commercial area. It
will also benefit travelers on adjacent Interstate 74 who stop to use
this commercial area. This project will help to encourage continued
development in this area. Full development of this commercial area will
increase the Village's tax base and help to increase the desirability
of the Village as a commercial destination.
The Village of Mahomet currently can reallocate approximately
$100,000 toward this Eastwood Drive and Franklin Street Pavement
Reconstruction Project during the 2003-2004 fiscal year. However,
without additional funding from outside sources, it may be several
years before the Village could fully fund this project on its own. The
multi-billion dollar budget deficit currently being experienced by the
State of Illinois makes funding from State sources unlikely, although
the Village is also exploring that alternative. Funding via Federal
dollars would allow the Village of Mahomet to leverage the funds it has
available to complete the project in a timely fashion.
The Village of Mahomet sincerely thanks you for your consideration
of funding for this project. Your assistance will help to assure that
Village of Mahomet infrastructure keeps pace with our rapidly expanding
population. We look forward to hearing from you. If we can provide
additional clarity regarding this project, please do not hesitate to
contact us at any time.
Sincerely,,
Jeffrey A. Courson President,
Board of Trustees, Village of Mahomet.
__________
Mahomet-Seymour Schools,
April 3, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
Dear Senator Inhofe: I am writing on behalf of the Mahomet-Seymour
School District in support of the Village of Mahomet's requests for
local transportation system funding. The Village annually appropriates
an average of $175,000 for transportation system improvements. This
level of funding allows the Village to minimally maintain and repair
only the most deteriorated infrastructure.
It is only through the receipt of outside sources of funding, or
via debt financing, that the Village is generally able to take on any
substantial capital project. This is the case for the upcoming fiscal
year. The Village is fortunate to be able to undertake the first phase
of a large improvement project that will ultimately widen and improve
the single-most congested intersection in town, i.e. State Street/
Division Street. The total estimated cost of this part of the much
larger comprehensive State Street improvement project exceeds $440,000.
On the down side, because the majority of the cost of this project is
debt financed via general obligation bonds, the Village will not be in
a position financially to undertake the next phase of this improvement
project, or any other significant project, for several years. This is
of concern since there are more than $10 million in capital projects
identified within the Village's current transportation system capital
improvements plan, including the three projects identified by the
Village for your consideration. These particular three are high
visibility, high priority projects that will positively impact local
residents and visitors to our community.
At a time when our economic future is uncertain and demand for
minimum levels of service is high, local officials are searching for a
variety of ways to achieve results without further burdening the
taxpayer. Your assistance in obtaining additional funding will help us
reach that goal.
The Mahomet-Seymour School District certainly supports and
appreciates your consideration of the Village's request for
transportation system funding. If I may be of further assistance,
please contact me.
Sincerely,
John W. Alumbaugh,
Superintendent.
__________
Cornbelt Fire Protection District,
April 3, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
Dear Senator Inhofe: I am writing on behalf of Cornbelt Fire Protection
District in support of the Village of Mahomet's requests for local
transportation system funding. The Village annually appropriates an
average of $175,000 for transportation system improvements. This level
of funding allows the Village to minimally maintain and repair only the
most deteriorated infrastructure.
It is only through the receipt of outside sources of funding, or
via debt financing, that the Village is generally able to take on any
substantial capital project. This is the case for the upcoming fiscal
year. The Village is fortunate to be able to undertake the first phase
of a large improvement project that will ultimately widen and improve
the single-most congested intersection in town, i.e. State Street/
Division Street. The total estimated cost of this part of the much
larger comprehensive State Street improvement project exceeds $440,000.
On the down side, because the majority of the cost of this project is
debt financed via general obligation bonds, the Village will not be in
a position financially to undertake the next phase of this improvement
project, or any other significant project, for several years. This is
of concern since there are more than $10 million in capital projects
identified within the Village's current transportation system capital
improvements plan, including the three projects identified by the
Village for your consideration. These particular three are high
visibility, high priority projects that will positively impact local
residents and visitors to our community.
At a time when our economic future is uncertain and demand for
minimum levels of service is high, local officials are searching for a
variety of ways to achieve results without further burdening the
taxpayer. Your assistance in obtaining additional funding will help us
reach that goal.
Cornbelt Fire Protection District certainly supports and
appreciates your consideration of the Village's request for
transportation system funding. If I may be of further assistance,
please contact me.
Sincerely,
Joseph L. Mikan,
Will County Executive.
__________
Joliet, IL, April 7, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
Dear Senator Inhofe: Will County, Illinois, is taking this opportunity
to provide you with information on its desires and concerns regarding
the upcoming re-authorization of the Federal transportation bill, TEA-
21. This information is being submitted to you in correlation with the
U.S. Senate Committee on Environment and Public Works' (EPW) field
hearing on the transportation needs of Illinois.
Will County, Illinois, is the second largest County in northeastern
Illinois and the 13"' largest in the State with a current population of
536,000 and growth projections that have made it the fastest growing
county in Illinois and placed it in the top ten fastest growing
counties in the United States. The points listed below identify
policies for the re-authorization of TEA-21 that are necessary to the
improvement of mobility for all of Illinois and the County of Will.
Increase Federal funding levels of the transportation
bill overall in order to meet critical needs for rehabilitation and new
capacity.
Increase Illinois' share of formula-based funds, removing
Illinois from donor status to recipient status due to infrastructure
needs.
Maintain the firewalls made part of the TEA-21
legislation, protecting funding levels for highway and transit programs
from being diverted throughout the cycle of the bill.
Continue the inclusion of quality core programs such as
Infrastructure Maintenance (IM), Bridge, Surface Transportation Program
(STP), Congestion Mitigation and Air Quality (CMAQ), Enhancement, and
National Highway System (NHS) and maintain or increase funding levels
of these programs.
Broaden the eligibility of CMAQ to allow eligibility of
projects that prevent congestion levels from current levels used to
determine eligibility based on the need to ``mitigate'' congestion.
Maintain Federal/local match guidelines at 80/20 for
highway and transit projects
New Transportation Security programs should be funded
with General Revenues
Develop a new Federal funding program to address airport
planning including land-use, transportation and tax issues.
High Priority Project programs are an important mechanism
for addressing critical infrastructure and planning needs and. should
be in addition to formula-based funds.
Eliminate the requirement for Major Impact Studies (MIS)
as there purpose can be fulfilled through Federal EIS process
requirements.
Develop a Federal program to address rail freight issues.
These policy concepts for the re-authorization of TEA-21 can
provide the structure and vehicle for the planning and funding of
projects and programs that are crucial to maintaining quality of life
for the citizens of Will County and the State of Illinois. Thank you
for this opportunity.
Respectfully,
Joseph L. Mikan,
Will County Executive.
__________
April 8, 2003.
Hon. James M. Inhofe, Chairman,
Committee on Environment and Public Works,
Senate Office Building,
Washington, DC 20510-3603.
Dear Senator Inhofe: I want to thank you for the opportunity to discuss
with you and your staff Will County's interest in the development of a
third airport in Will County during our recent trip to the Capitol. Our
activities during the past 6 months have focused on developing a
coalition of support for the third airport with the participation and
assistance of the South Suburban Cook and Will County Communities as
well as Kankakee County and the Illinois Department of Transportation.
We see the new airport as purely supplemental to the existing
airports serving Chicago. The FAA officials we visited with appear to
agree with this approach and have offered to give us their support in
as their review of this element of the region's strategic air
transportation plan moves forward. We appreciate your support,
endorsement and leadership in helping to achieve this goal.
I regret that I was not able to attend the recent field hearing
regarding the Chicago Region's transportation issues held in Chicago.
Lack of advance notice and schedule conflicts precluded my appearance.
Please add Will County and all other collar counties that are part of
the North Eastern Illinois Planning Commission's six county planning
area to your notice list for all future hearings relating to the
transportation needs of the region.
I have included with this letter my correspondence to Senator
Inhofe setting forth Will County's desires and concerns regarding the
upcoming re-authorization of the Federal transportation bill, TEA-21.
Again, thank you for those courtesies extended by you and staff
during our Washington, DC. visit.
Respectfully,
Joseph L. Mikan, Will County Executive.
TEA-21 REAUTHORIZATION: REGIONAL TRANSPORTATION ISSUES
----------
MONDAY, AUGUST 11, 2003
U.S. Senate,
Committee on Environment and Public Works,
Brownsville, Texas
The committee met, pursuant to notice, at 10:30 a.m. at the
Science Education Technology Building, Lecture Hall, 80 Fort
brown, University of Texas at Brownsville (UTB), Brownsville,
Texas, Hon. James M. Inhofe [chairman of the committee]
presiding.
TRANSPORTATION INVESTMENT ALONG THE SOUTHERN TEXAS BORDER
Present: Senators Inhofe and Cornyn.
OPENING STATEMENT OF HON. JAMES M. INHOFE, U.S. SENATOR FROM
THE STATE OF OKLAHOMA
Senator Inhofe. We are going get started. One thing about
the committee I chair is we are punctual and we start on time.
That's unusual for Washington.
Let me welcome everyone. We have a lot of people who are
not here. It is my understanding that Solomon Ortiz is out of
the country and unable to be here, but is he represented today?
Solomon is a dear friend whom I served with in the House.
I'm honored to be here with my good friend John Cornyn. In
fact, he is he reason we are having this hearing here. We have
only had one field hearing and that was in Illinois. We kind of
made a deal with John. When he was running for office, I said
when you win, I want you to be on my committee and I'll agree
to have the first field hearing if you'll do that. Then I said,
where would you like to have it. He told me about all the
things happening in south Texas of which I'm more familiar than
you might think. I spent 40 years as a builder and developer in
south Texas so I know a little bit about it.
So many things are happening as John told me in south Texas
that we need to be on top of. There are some not actually
testifying before us. I understand Donna Imard is here. Hi,
Donna. How are you? I look forward to visiting with you after,
so don't get away. I want to hear also how Raul is doing.
I think you are all familiar with what we are doing and why
we are here. We are in the process of reauthorizing for the
next 6 years, the Transportation Authorization. The last one
was 6 years ago and was TEA-21 and the one before that was
ISTEA, 6 years before that. I was serving on the committee at
that time also. We are in the process of trying to get this
done. John and I are working closely together. We were hoping
to have our authorization done by now before this recess we are
in. However, the Senate works very slow and we were unable to
get the floor time to do it. Now I have bad news, John, that
you may not know about because I just heard about it yesterday
that we may not get our floor time until October. As you know,
our authorization runs out before that, so this is critical.
We are fighting hard on our committee to get to the full
$255 billion funding level over the next 6 years. If we do
this, we have tentative formulas and due mostly to the efforts
of John, it's going to have a very favorable effect on Texas.
Texas during TEA-21 ended up with $12.6 billion over that
period of time. This should be increased by around 37 percent.
That is the second largest increase in the entire country. For
some unique purposes, Colorado is 41 percent but Texas is No. 2
in that respect so I think you will be well treated.
We are concerned about a lot of the things going on down
here in terms of where the highways go and all that but I also
want to call your attention to other critical issues such as
streamlining environmental laws. We want to make sure we are in
a position to get this work done. Having been a mayor of a
major city for four terms some years ago, I know what a hard
job is. I tell my friends in the Senate, the hardest job in the
world is to be mayor of a city. If something goes wrong, if
your trash system didn't work, it ended up in your front yard.
There aren't any hiding places there. We have our mayors here
and are looking forward to seeing them on the second panel.
I would say having been the mayor of a city that was out of
attainment, we understand the problems that come with that. So
we are looking forward to hearing the second panel as well as
the first and the third.
We are going to stay on schedule because we have some very
important people to testify before us. While there are only two
senators here, we have our full staff with us. We'll be taking
notes. We want to know from you what the priorities are
recognizing that probably Johnny Johnson will have more to do
with working within those priorities because that is the way
the system works. We will look forward to working with you.
[The prepared statement of Senator Inhofe follows:]
Statement of Hon. James M. Inhofe, U.S. Senator from the State of
Oklahoma
I would like to welcome everybody to this field hearing of the
Committee on Environment and Public Works. I am honored to hold the
hearing for my good friend John Cornyn to learn more about the
transportation needs along the Southern Texas Border and how we can
buildup the successes of TEA-21.
As I'm sure everybody here is aware, the law currently governing
surface transportation, TEA-21, must be reauthorized this year. I
believe there is a desire at all levels to finish this legislation as
soon as possible. It is my desire that we would complete action in the
Senate early in September.
My goals for reauthorization are very congruent with the needs of
Texas and, I believe, the goals of Senator Cornyn.
I plan to put a great deal of focus on improving safety,
congestion, and freight movement. A good highway program can save
lives, improve the economy, and improve peoples' quality of life.
Reauthorizing the transportation bill also gives us an opportunity
to examine the environmental laws that govern the process of planning
and constructing new transportation infrastructure. I plan to
streamline the approval and building process that bogs-down road
building today.
I am also interested in providing a legal basis for the agreements
that EPA made with States and localities for areas to attain the 8-hour
ozone standard early. EPA had worked out the concept with environmental
groups, yet I am concerned that these areas are vulnerable to lawsuits.
Areas that have signed ``early action compacts'' are taking steps to
clean their air faster than required. Texas has early action compacts
for the San Antonio, Austin, and Longview-Tyler areas, and Oklahoma has
compacts for both Tulsa and Oklahoma City.
I also would like to see healthy and sustainable growth in funding
levels under the new bill. The nation's highway and bridge needs are
staggering. I intend to fund the highway component of the bill at
include $255 billion over 6 years. This would be about the same growth
rate in funding as between ISTEA and TEA-21. This will allow us to
continue the great improvements made under TEA-21.
But simply increasing funding is not enough. States like Oklahoma
and Texas currently pay significantly more into the Highway Trust Fund
than they receive in highway funding. We are donor States. I want to
significantly increase the rate of return of donor States. This is an
important equity issue.
Texas received less than $13 billion under TEA-21. Early estimates
indicated that Texas would receive at least an additional $4.5 billion
under a bill written at $255 billion that improved the rate of return
for donor States.
I would like to thank the witnesses for coming. I look forward to
hearing your testimony.
Senator Inhofe. Our first panel consists of: Emil Frankel,
Assistant Secretary for Transportation; Johnny Johnson, you
know him, Chairman of the Commission; and Bill Stockton,
Assistant Agency Director, Texas Transportation Institute.
With that, I'll pass it on to Senator John Cornyn for any
comments he might want to make.
OPENING STATEMENT OF HON. JOHN CORNYN, U.S. SENATOR FROM THE
STATE OF TEXAS
Senator Cornyn. Thank you, Chairman Inhofe.
I want to say how grateful I am for your willingness to
conduct this field hearing and particularly in an area where I
know you share a lot of concern and you've spent a lot of time.
Senator Inhofe. You notice I'm the only one here without a
tie on. That was the other condition under which we were going
to have this hearing, that I wouldn't have to wear a tie.
Senator Cornyn. I continue to learn from Chairman Inhofe
and next time I won't make that mistake, I promise you.
When Chairman Inhofe asked me to serve on the Environment
and Public Works Committee, and was good enough to make sure
that I was appointed to the Transportation Subcommittee that
would rewrite TEA-21, coming from a State like Texas, I
couldn't pass that up. Texas has exploded, our population has
grown tremendously and no where is that more obvious than in
south Texas. While south Texas is prospering and jobs are being
created, you're seeing signs of economic development
everywhere, it is very encouraging and there are a lot of
challenges that south Texas has because it's situated along our
border with Mexico.
With the advent of NAFTA, there is increased pressure on
our existing infrastructure that needs to be maintained better.
We need to expand our trade routes to make sure that the goods
that flow across the border from our important trading partners
to the south continue to flow and since 9/11, the challenges of
national security, homeland security are even greater than we
realized they were before 9/11.
Everyone knows that we cannot be so focused on security
that we forget commerce. We cannot shut down our borders to
deny both the exchange between families and people who live on
both sides of the border in a way that perhaps folks in
Washington might not realize and also the important benefits to
be gained in the local economy in terms of job creation that
come along with that commerce.
No where is that more significant than in terms of
maintaining and expanding our infrastructure and I know we have
the A team testifying on all these panels today. I am delighted
you accepted our invitation to come and tell us about your
concerns, particularly the concerns we have here on the border
to make sure the good thing we have going continues for the
benefit of not only the people in south Texas and the people of
Texas but the people of Oklahoma and all of the other States
that benefit from that commerce flowing across our borders.
Thank you very much.
Senator Inhofe. Thank you, Senator Cornyn.
We will start with Secretary Frankel. I'll put the timer on
this, you can go seven or 8 minutes but try not to get beyond
that.
STATEMENT OF HON. EMIL FRANKEL, ASSISTANT SECRETARY FOR
TRANSPORTATION POLICY, DEPARTMENT OF TRANSPORTATION
Mr. Frankel. Mr. Chairman, Senator Cornyn, it is a great
pleasure to be here, and thank you for the opportunity to
appear before you to discuss border transportation in the
context of the reauthorization of the Surface Transportation
Programs now before your committee.
I ask that my longer prepared statement be made a part of
the hearing record.
Senator Inhofe. Without objection.
Mr. Frankel. There is no better place to hold such a
hearing than in the State of Texas, and, particularly, in south
Texas. There are not many issues more important in
transportation than those associated with the movement of goods
and people across our vast land borders in the South and North.
President Bush knows well the transportation needs of the
State of Texas and with the border with Mexico. His leadership,
both as President and as Governor of Texas, has focused on the
value of a strong transportation system. Secretary Mineta has
also been a leader on border issues throughout much of his
remarkable career in transportation.
When NAFTA was implemented in 1994, exports to Mexico
constituted less than 10 percent of total U.S. exports. In less
than 10 years, exports to Mexico have soared over 70 percent
and now represent more than 14 percent percent of total
exports. Total U.S. trade with Mexico increased 186 percent in
the first 8 years following NAFTA implementation. Nowhere has
this growth been felt more strongly than in Texas, Mexico's
largest trading partner. Texas ports, bridges and airports
handle over 70 percent of all U.S. exports to Mexico. In 1994,
there were less than three million truck-crossings at the U.S.-
Mexico border. By the year 2000, the number was approaching
four and a half million, a 50 percent increase. Much of this
traffic is handled here in Texas.
Given these recent trends, it is appropriate to address
border transportation issues in the context of the
reauthorization. The Bush Administration's recently released
reauthorization proposal entitled the Safe, Accountable,
Flexible and Efficient Transportation Equity Act of 2003,
SAFETEA, offers several proposals to improve the flow of people
and commerce across the Mexican and Canadian borders.
Most importantly, SAFETEA would replace the current
National Corridor Planning & Development Program and the
Coordinated Border Infrastructure Program, a single program,
with two separately funded programs. TEA-21's Borders and
Corridors Program, we don't believe, has lived up to its
potential. Specifically, important border projects too often
were unable to obtain funding. In 2003, only 5 percent of the
combined NCPD/CBI went to border-related activities. Only two
Texas border projects received program awards in fiscal year
2001 and 2003 and one in fiscal year 2002. Moreover, every
award under NCPD/CBI was congressionally designated in fiscal
years 2002 and 2003. As a result, the Secretary has been
stripped of his ability to implement any coherent strategy to
improve border transportation operations.
SAFETEA proposes to increase the focus on land borders
through the establishment of a new Border Planning, Operations,
and Technology program. The purpose of this proposed program is
to improve bi-national transportation planning, operations,
efficiency, information exchange, safety, and security for the
U.S. borders with Mexico and Canada. SAFETEA would authorize
$500 million over the life of the Border Program. In fiscal
year 2004, $47 million of these funds would be used for
construction of State border truck safety enforcement
facilities in Arizona, California, New Mexico, and Texas,
fulfilling a 3-year commitment for this purpose and helping to
prepare the way for eventual safe implementation of NAFTA's
commercial truck and bus access provisions.
Eligibility under the Border Program would be restricted to
States and MPOs at or near the borders of Canada and Mexico.
The proposal envisions a wide range of eligible border
activities, such as improvements to safety inspection and port
of entry facilities; enhanced technology and information
exchange; planning and environmental studies; technology
facilities improvement implementation; and right-of-way
acquisition, design, and construction, related to safety and
technology improvements. The Secretary would retain discretion
to allocate funds under the SAFETEA proposal but subject to
clear selection criteria.
SAFETEA also includes a new Multi-State Corridor Planning
program. This program would emphasize multi-State planning
efforts. The proposed program would provide an opportunity for
States and regional agencies to plan jointly for a variety of
geographic areas, in addition to tradition metropolitan or
statewide areas. The principal objective would be to address
the gap created by formula programs, which do not provide
specific funds for multi-State, multi-modal, and multi-
jurisdictional decisionmaking on corridors. SAFETEA would
authorize almost $500 million for the program over the life of
the bill.
The potential for a separate border program may be seen in
projects such as the World Trade Bridge in Laredo, Texas.
Approximately 35 percent of all incoming trucks and nearly half
of all incoming trains to Texas pass through Laredo. With the
downtown Laredo Juarez-Lincoln Bridge stretched to capacity,
Mexico, the State of Texas, the city of Laredo, and the city of
Nuevo Laredo constructed a new bridge and related improvements
for $100 million. The bulk of financing came from Federal and
State sources, and the $6 million contribution from the Borders
and Corridors Program was an important boost to the project.
The new bridge opened on April 15, 2000. Crossings
typically now take about 5 minutes between the time the vehicle
leaves the Interstate main lane and the time the vehicle
crosses into Mexico. Local traffic moves much more efficiently,
and traffic safety in the area has improved. Many new
businesses have located along the highway, and Laredo
experienced substantial job growth in fiscal year 2001, due in
part to the business opportunities created by the new bridge.
While the proposed Border Program is the most specific
border program contained in SAFETEA, it is not the only
proposal that can improve the efficiency of our borders.
SAFETEA eliminates most discretionary highway grant programs
and makes these funds available under the core formula highway
grant programs, thus giving States and localities tremendous
flexibility and certainty of funding under core Federal-aid
highway programs. States like Texas have used these core
program funds in the past to address border transportation
issues. I am sure Commissioner Johnson will speak to that more
specifically. SAFETEA proposes to increase the percentage of
Federal transportation assistance that is funneled through
these flexible programs. President Bush believes that State and
local decisionmakers have the greatest capability to address
State and local transportation problems. That is a major theme
of SAFETEA. The success of the World Trade Bridge project in
Laredo hinged on sustained involvement and leadership from the
locality and the State of Texas.
SAFETEA also establishes a new performance pilot program
under which States, including States with significant border
activities, can manage the bulk of their core formula highway
program funds on a block grant performance basis, cutting
across the programmatic lines by which the Federal-aid highway
program is normally structured.
Senator Inhofe. Secretary Frankel, can you summarize?
Mr. Frankel. I will.
Under the pilot program, States would work with the
Department to develop and meet specific performance measures
that reflect both State and national interests. Also, as both
of you are aware, there also are proposals in this bill to
address the environmental streamlining process. We are already
acting in that regard, pursuant to an executive order issued
last September by the President. One of the priority projects
selected under that executive order is the I-69 project here in
Texas.
Improving the movement of freight and goods is a top
priority of the Department, something I know is important here
in Brownsville. Clearly our intermodal freight network is not
equipped to handle the growing volume of intermodal freight,
especially container freight, and we have made specific
proposals in SAFETEA to enhance the movement of freight and
goods. The Administration will have other proposals and
programmatic reforms to improve the intermodal freight
transportation and connections.
Finally, while the primary transportation security
functions no longer rest with our department, we intend to
maintain an important partnership with the Transportation
Security Administration and other relevant agencies at the
Department of Homeland Security, as Senator Cornyn has
indicated. We have to find the appropriate balance between
security and productivity at our border crossings.
As the economies of the United States, Canada and Mexico
become more interdependent, the demands on the immense land
borders between us will continue to grow. Transportation issues
are at the heart of these demands. This Administration and our
department are working to ensure that U.S. border operations
promote economic growth and improve security.
Thank you again for this opportunity to testify, and I look
forward to responding to your questions.
Senator Inhofe. Thank you, Mr. Secretary. Appreciate it
very much.
Mr. Johnson?
STATEMENT OF JOHNNY JOHNSON, COMMISSIONER, TEXAS DEPARTMENT OF
TRANSPORTATION
Mr. Johnson. Thank you, Chairman Inhofe and Senator Cornyn.
I am John W. Johnson, Chairman of the Texas Transportation
Commission. I appreciate the opportunity to share with you our
Texas transportation priorities with the reauthorization of
TEA-21
I have also submitted written comments and request they
become a part of the record.
Senator Inhofe. Without objection.
Mr. Johnson. On our display board, we have some statistical
data that I will not repeat in deference to time. One statistic
I do want to emphasize is during the decade of the 1990's, in
the State of Texas, 218 billion vehicle miles traveled
represents a 41 percent increase during that decade. Please
also note that during that 10 year period highway lane miles
only increased 3 percent and if you combine those two
statistics with the population growth Texas experienced during
the decade of the 1990's, what you simply have is more people
and more cars in about the same amount of space which is a
formula for congestion.
Texas is NAFTA's port of entry. It is the Nation's NAFTA
port of entry. About 80 percent of U.S.-Mexico trade enters
through a Texas border point of entry. I know Bill Stockton
will emphasize what we are doing at our ports of entry and I
know Secretary Frankel also referred to them.
Texas is a donor State. We would like the minimum guarantee
to be set at no less than 95 percent of our share of
contribution to the Highway Trust Fund and to cover every
dollar distributed from the highway account. We strongly
support Senate Bill 1090 and House Bill 2208.
We have donated more than $5 billion to other States since
1956 and under TEA-21 our rate of return has been only 88 cents
on the dollar. We would have recovered another $1.2 billion
under TEA-21 had this 95 percent minimum guarantee been in
effect.
Texas needs more transportation financing tools and fewer
restrictions. At the State level, we had a significant
legislative session and passed House Bill 3588 which gives us a
number of new tools. We have the ability for regional mobility
authorities, enacting the Governor's vision of the Trans-Texas
Corridor which is also on this display board which will move
traffic through and around our major urban areas in a much more
efficient way.
We have bonding authority. We have also used a number of
existing Federal financing tools and would like to broaden the
authority to be able to use those tools more effectively.
Primary among these are TIFIA, a $916.7 million loan to be
specific, that will be used for the construction of the Central
Texas Turnpike Project, which is a segment of four toll roads
in central Texas that will become part of the Trans-Texas
Corridor. We are also using to great effect our State
infrastructure bank and it now enables locals to bring projects
to reality sooner.
I-69 is a major national trade corridor that will bring
tremendous relief and status to the border region as well as to
Texas. It is also national in scope as it goes all the way to
the Canadian border and shares its full length between our two
major international trading partners.
The Federal Highway Administration's Design-Build rules
could cause significant delays in delivery of key
transportation projects and limit investment of the private
sector in those needed projects. The rules should be
liberalized to allow States to use State procurement processes
for Design-Build contracts.
TEA-21 reauthorization should create new tools and expanded
flexibility to provide quicker and more cost efficient project
delivery mechanisms. We'd like the ability to toll portions of
the Federal Aid Highway System, buy back portions of the
system, privatize rest areas and use private activity bonds to
bring the private sector into a public/private partnership to
build Texas' 21st Century transportation system. Both the RAPID
Act sponsored by Congressman Michael Burgess and the FAST Act
sponsored by Senator Wayne Allard contain provisions that will
help make these tools available to the States.
Improvements to the Corridors and Borders Program--which
were, as stated by Secretary Frankel, created in TEA-21--are
necessary to direct the funds where they are needed the most:
the promotion of national economic growth in relationship to
international, interregional trade and facilitation of the safe
movement of people and goods across the U.S. borders.
We strongly support legislation introduced by Senator
Hutchison in S. 1099 and Congressman Burgess in H.R. 2220 which
are designated to properly clarify these programs. Congress
also needs to remove the strings that delay project delivery
through improving environmental review and planning processes.
We encourage the Congress to allow States to exercise their
environmental and project stewardship responsibilities by
granting more categorical approval authority and delegating
FHWA overview to the States. An important amendment to the
Federal environmental laws and regulations is also needed to
expedite approval of high priority and emergency projects
including projects to improve the safety of roadways having
higher than average traffic accident rates.
Texas will add at least four new non-attainment areas under
the new ozone standard. The Congestion Mitigation and Air
Quality Improvement Program must be amended to adjust for
larger demand on these funds. In addition, we believe that CMAQ
eligibility should extend to near-non-attainment areas that
have entered into a legal voluntary emissions reduction
agreement and more important, we would ask that Congress
restructure the CMAQ program to allow it to support the
significant air quality benefits available from congestion
mitigation, rather than continuing the current restriction of
these funds to air quality improvement projects only.
Thank you for the opportunity to bring part of the Texas
transportation message to you today. Texas has a lot at stake
in the work now on the congressional agenda. Your work to
improve the Federal Government's commitment to enhanced
transportation funding is very important to Texas and to the
border region.
Senator Inhofe. Thank you, Commissioner.
Mr. Stockton?
STATEMENT OF WILLIAM R. STOCKTON, ASSISTANT AGENCY DIRECTOR,
TEXAS TRANSPORTATION INSTITUTE
Mr. Stockton. Mr. Chairman, Senator Cornyn, thank you for
the invitation to join you today and participate in this
hearing on transportation investment along the Texas southern
border. It is truly an honor to testify before your committee
and especially to serve on a panel with distinguished men such
as Secretary Frankel and Commissioner Johnson.
I have also submitted written testimony that I would ask be
included in the record.
I am Bill Stockton, Associate Director of the Texas
Transportation Institute, a research agency of The Texas A&M
University System. Along with colleagues from the University of
Texas at Austin, UT Brownsville, and other members of the A&M
and UT systems, we have been working on solutions to border
transportation issues for many years. Our focus is on
expediting the movement of increased commercial traffic across
the U.S./Mexico border without compromising U.S. national
security.
In our research we have observed two categories of
challenges: physical and institutional. We see opportunities
stemming from both. First, the physical challenges, which are
generally well known with very few exceptions, today's border
truck traffic exceeds the level envisioned when most border
stations, border communities and border highways were built. As
a result, the border stations are often cramped, border
communities experience congestion and air pollution, and border
highways often show distress of repeated heavy loads. Since
widening of international bridges and significant expansion of
the border inspection facilities is not an immediate prospect,
then to deal with these physical challenges, we must focus on
better ways of managing truck traffic much as we manage traffic
better on freeways that can't be expanded in our metropolitan
areas.
Of at least equal significance are the institutional
challenges which are not as well known and not well understood.
The primary challenge is coordination among the players. Lack
of coordination costs time and money. Most of today's problems
existed before NAFTA and they continue because there is no
over-arching mechanism to make sure they get fixed and stay
fixed. It is a common mistake to focus on the border station as
the sole bottleneck in the transborder freight movement
ignoring the reality that the process, especially the
transportation component of the process begins with the shipper
in interior Mexico and may end with a receiver somewhere near
Chicago.
For example, prior to September 11, more than 100 Federal
agencies had some role in approving or processing or sharing
data for truck border crossings and several inspection agencies
operated independent of each other within the border station
itself. The Homeland Security reorganization has yielded
significant improvements among Federal agencies but the
coordination process across all stakeholders--public and
private stakeholders--can still be improved.
Further, each of the myriad of these stakeholders has its
own measure of success so there is no common yardstick by which
we can gauge the efficiency or effectiveness of one border
crossing versus another. That makes it difficult if not
impossible to know where to allocate resources to improve
operations or infrastructure.
The bottom line is that transport of freight movement is a
supply chain system and the sooner we recognize it and manage
it that way, the sooner we will reap the benefits. I have to
say that great progress has been made in spite of the
challenges of exponential growth and the emerging challenges of
national security and truck safety. Efforts led by the U.S.
Department of Transportation and the Texas Department of
Transportation have not only made bold steps in defining the
specific issues to be addressed but have also begun rapid
implementation of solutions.
I have four recommendations which I believe are consistent
with safety though maybe somewhat more specific. One is the
Texas Model Border Crossing which incorporates off-the-shelf
technologies and processes to detect, identify, screen, and
track trucks through commercial border crossings, providing
smooth and rapid passage to those that are in full compliance
with Federal and State laws and rules. A full scale pilot of
this prototype at a business Texas port of entry would be a
wise demonstration, especially in concert with new initiatives
from the Bureau of Customs and Border Protection.
Second, the coordination problem I identified can be
overcome with the development of a public/private overarching
mechanism to provide supply chain type management. What is
needed is a multi-partner study to define the elements, the
players and the process. Such a study could produce those
benchmarks that I mentioned for performance and the yardsticks
to measure progress toward our goals.
Third, the Federal Government should endorse variable toll
structures instead of fixed rate tolls at international bridges
which are typically operated by a local government, allowing
market forces to help balance peak demands and accommodate time
sensitive shipments.
Fourth and finally, the federally mandated metropolitan
planning process should be expanded to officially incorporate
border station planning and encourage Mexican sister city
participation.
Thank you for your time and interest.
Senator Inhofe. Thank you, Mr. Stockton.
Let me ask you a question. I'm not really familiar with the
make-up. You are really associated with the university system
as opposed to the State of Texas.
Mr. Stockton. We are actually an agency of the State of
Texas that's embedded within the university system.
Senator Inhofe. And you are advisory on some of these
technical things that you were talking about at border
crossings?
Mr. Stockton. That is correct. We do contract research. The
U.S. Department of Transportation, the Texas Department of
Transportation are our two largest sponsors. We work with other
universities and university systems in doing that research.
Senator Inhofe. I'd like to make a request of you and maybe
of you too, Mr. Johnson. For quite some time, I've been
concerned with the lack of improvement in technology of
security systems coming across which does relate to the subject
here today. One that we've been trying to get competition on
post, past neutron analysis. Are you familiar with that?
Mr. Stockton. Yes, sir.
Senator Inhofe. Can you enlighten me as to any progress
that's been made?
Mr. Stockton. I do not have a current update on the status
of that.
Senator Inhofe. For the record, could you send that to me?
Mr. Stockton. Yes, sir.
Senator Inhofe. Commissioner Johnson, this chart you had up
here is a little confusing to me because I needed to have
someone pointing out where some of these are. Could you have
one of your staff people come up and show me?
Mr. Johnson. I can do it or Tonia Ramirez from our
Legislative Affairs Office can do it.
Conceptually it is the Trans Texas Corridor which creates
routes which are different from the ones in existence today
that will enable freight, rail and passenger traffic.
Senator Inhofe. where is your I-69?
Mr. Johnson. It starts here in the valley and also in
Laredo.
Senator Inhofe. I see.
Mr. Johnson. Laredo connects around Victoria, Texas and I-
69 is conceived as a three-legged stool with one leg in
Brownsville, one leg in McAllen and one in Laredo and they
would merge in the Victoria, Texas area.
Senator Inhofe. Your concern on the donor status of the
State of Texas, let me assure you everything you said also
applies to my State of Oklahoma, not just for that reason but
for equity reasons, we are addressing that in our new
reauthorization. I believe the formulas we are working with,
although none of this has been approved and passed yet, are
going to get you up to the 95 percent that you talked about.
Let me ask one more question and then I'll turn it over to
Senator Cornyn. Our third panel is going to be in the private
sector. I'd like to see if there is anything you would comment
on what the Federal role should be to assist them without
getting into their jurisdiction? In other words, how can you be
more helpful as opposed to being more demanding as is sometimes
the case with bureaucracies?
Mr. Frankel. Mr. Chairman, is that question particularly
directed at border crossings?
Senator Inhofe. Oh, no, no, in the movement of freight in
general?
Mr. Frankel. As I think you know from the proposals we have
made in SAFETEA, we want to improve innovative financing tools.
I know Commissioner Johnson made reference to private activity
bonds which is a proposal to allow private activity bonds, to
be utilized in connection with highway projects and intermodal
freight projects. That is a very significant proposal in the
Administration's bill, as are the other changes proposed for
the TIFIA Program and innovative financing tools, to allow
greater roles for the private sector--specifically with regard
to freight and goods movement.
As you know, SAFETEA also assumes a greater role for the
private sector and expanded State and local discretion in
achieving national goals of connectivity and mobility.
Senator Inhofe. For the information of those who are here,
the committee that is here before you is the Environment and
Public Works. We've been talking about just the public works
part but we also have jurisdiction over some 16 agencies
including the Environmental Protection Agency.
I'm glad you mentioned streamlining and I'm glad,
Commissioner, you mentioned CMAC which I think is a very
important part of the legislation that will be coming up. I can
assure you that Senator Cornyn and I are going to be doing what
we can to make it much more reasonable than it has been in the
past.
Senator Cornyn?
Senator Cornyn. Thank you, Mr. Chairman.
I'm glad you mentioned the jurisdiction of the committee
because obviously in places like the Metroplex in Dallas-Ft.
Worth, in places like Houston, Texas and other areas, we have
concerns with the intersection of our transportation needs with
environmental concerns. If I can just say for the benefit of
everyone here, Chairman Inhofe has been a leader on making sure
that environmental rules and regulations are based on sound
science for which I applaud him and I share that view. We all
want to make sure that our environment is clean, the air we
breathe the water we drink for ourselves and for our families
but it's another thing entirely to pass laws or regulations
which have a tremendous negative impact on the ability of our
economy to sustain growth and create jobs because we hope but
cannot really established based on any scientific method, that
the regulation or proposal will actually work to accomplish
that end. So we are moving in that direction and I applaud the
Chairman for his leadership in that area.
I wonder Mr. Frankel, you talked about some of the problems
we've had in the past with earmarking funds that could be
dedicated to improving the Borders and Corridors Program. Would
you take a few minutes to expand on that and tell us what you
think the best solution to that is? Is that contained in
SAFETEA or are there other things we ought to consider or do to
make sure money that really is intended by Congress to deal
with the different and larger transportation challenges along
our international border, that money is actually appropriated
and allocated for that purpose?
Mr. Frankel. I want to proceed with some care and caution,
when addressing two members of the U.S. Senate talking about
earmarking. I do recognize that there are differences of
opinion between Congress and the executive branch about the
role of each in establishing priorities, and I'm respectful of
that. I think balances have been struck in some programs.
I do think in what has been the combined Borders and
Corridors Program, as I mentioned, all of the money has been
earmarked. There is no opportunity for the executive branch to
develop a strategic sense in the case of those programs I think
of the five States that have the highest amount of funds
received under TEA-21, only three are border States--Texas,
Washington and I can't remember the third--Arizona, California
and the other two States are West Virginia and Kentucky.
I think if Congress' goals and intent, whether it's in
terms of the Borders Program which should be contained in
legislation, should be very clear what the strategic goals
should be but in terms of developing projects that can achieve
those ends, it's not just a question of the Federal Government,
it's really a question of States, States and localities
particularly.
I might mention specifically, as I think you both are aware
and I don't now what the outcome will be of the congressional
process, but we have essentially recommended the elimination of
most of the discretionary programs and instead pouring that
money into the core highway programs or other core programs in
which the money is allocated by formula to the States so the
States in coordination with local officials, mayors and MPOs
and so forth can develop the priorities that best suit their
needs.
The Borders Program because it is relatively small still
compared to the core programs is one that we would preserve as
a discretionary program. I think hopefully and I know with your
leadership and the Chairman's leadership, we can strike the
right balance here.
Senator Cornyn. I understand your sensitivity in talking
about the difference in perspectives sometimes that occurs
between the different branches but I must say on this issue I
believe our vision is the same and I think we need to better
target the funding for the purpose not only for which Congress
as a whole intended but also in a way that serves our economic
and other needs in areas which are used to the benefit of the
Nation and specifically here along the border region and NAFTA
routes, other trade routes. That is one reason why I'm a co-
sponsor of Senator Hutchison's bill, S. 1099 which I hope will
remedy that.
Mr. Johnson, your remarks addressed environmental review
and streamlining. Can you take a few minutes to expand upon the
challenges you see to our goal to improve the transportation
infrastructure in our State and at the same time address bona
fide environmental concerns and some of the work your agency is
doing in order to accomplish that?
Mr. Johnson. In private business, one of the benefits of
listening to your customer is today they are demanding that you
be environmentally sensitive and the same thing is applicable
to our business. Our customers, who number 21 million Texas
citizens plus a number of visitors to the State, are demanding
the same thing and we are being extremely cautious in terms of
our handling of sensitive environmental issues.
Sometimes our ability to handle those issues gets
handcuffed to time delays and when project delivery is
something that so keenly important in any project, one of the
analyses I give is that the human race has been incredible in
reproducing things. We reproduce body parts, we have cloned
animals, we reproduce capital as business men and women but we
have not learned to reproduce time and we probably never will.
So when we are delayed in project delivery, it means that
people are going to probably be stuck in traffic more than they
would like to be and at times, it is something they can never
get back.
Using that as sort of a framework to get projects delivered
more quickly and in environmentally sensitive areas, the
ability to do that is something we need whereby we can one, do
projects, the environmental issues and the other fermenting
issues, do them concurrently when we know there is a project of
high priority instead of linearly when one is finished then you
start the next approval process.
Second, we would want the ability to utilize our judgment
as to what is environmentally sound. Here again, we are guided
by the dictates of our customers as to what is environmentally
sound and are extremely sensitive. I would say the other 49
Departments of Transportation think likewise.
What we have encountered is not so much overrestrictive but
the difficulty in getting these decisions made and consequently
what has happened is projects have been delayed, the starts
have been delayed and thus completion has been delayed.
Senator Cornyn. I might just interject here. Chairman
Inhofe unfortunately had to remind me to mind my manners and
introduce my wife who is here with us today. Sandy Cornyn, my
wife, is here with us today and I want to make sure on the
subject of minding my manners that we expressly recognize the
generosity of Dr. Julie Garcia, the President of the University
of Texas at Brownsville for her hospitality. Thank you very
much.
Mr. Stockton, I have one question for you. In my short time
in Washington we seem to hear some who say the answer to all
our problems along the border is increased use of technology
and others say, you can't make enough gadgets to solve all the
problems, you have to have more people and human resources
committed to deal with these challenges. Would you comment on
that, please? I know you are active in use of intelligent
transportation systems. What is your view about the need for
increased warm bodies along the border as well?
Mr. Stockton. It is possible that is a need, Senator. I
think what is missing is a holistic view of how the system
works. The system actually starts somewhere in interior Mexico
with the loading of a shipment onto a truck and it ends with
delivery of that shipment somewhere either in Texas or Oklahoma
or somewhere else.
Right now, what happens is each of the stakeholders, not
just public agencies but private stakeholders as well, has
their own sphere within which they optimize their function. The
difficulty with that is there are so many of them that you end
up with a very suboptimal overall system. So there is the
potential there for certainly the application of technology. I
think there is a great opportunity for consolidating
information exchange which is really what we need for
international security and we need it for effective trade,
information exchange. If we can consolidate that across the
entire spectrum of stakeholders, it may very well be that the
needs for more people really can be supplanted with
technologies and systems that accommodate this broader
perspective.
Senator Cornyn. I know it's a bit off the subject, but the
other committee I'm proud to serve on with Senator Inhofe is
the Senate Armed Services Committee. We have seen the use of
technology in modern warfare such as we've never observed
before in our lifetime in the conflict in Iraq in the use of
unmanned aerial vehicles and some of the surveillance work that
is necessary to provide for adequate border and homeland
security as well. We are seeing the cross disciplinary uses and
perhaps expanded use of technology in ways we never even
imagined before.
Thank you very much.
Senator Inhofe. I thank the first panel, all of you for
coming. I have to say, Secretary Frankel, you came the furthest
and we appreciate it very much. We will dismiss you at this
time but I hope you will stay around because afterwards, we
will have a little news conference.
I'd like to invite the next panel to come up: Mayor
Trevino, Mayor de la Garza, Mayor Franz, and Judge Hinojosa.
While they are coming forward, let me just expand a bit on
something Senator Cornyn said and that is when I became
chairman of this committee, I decided to try to do something
that has never been tried before and that is to make the
decisions of the regulators, such as the EPA, to be based on
sound science. That sounds very logical to everyone here in
Texas and Oklahoma but it's not logical in Washington. In fact,
it's outrageous. Nonetheless, we are doing it. In fact, the
longest speech I ever made on the floor of the Senate was 3
weeks ago on this whole thing on global warming. You almost
have to come to the conclusion, speaking scientifically, that
it's a hoax perpetrated on the American people. We are going to
try to make sure the decisions that are going to be made are
going to be based on sound science.
I would like to ask if you would confine your opening
statements to 5 minutes. Mayor Trevino, we will start with you.
I would make one comment, however, I mentioned to the three
mayors earlier that I quite often remind my fellow Senators
that the mayors are where it really is and the toughest job in
the world is being mayor of a city. I know that because I was
mayor for four terms of Tulsa, Oklahoma.
Mayor Trevino, would you start off?
STATEMENT OF EDDIE TREVINO, JR., MAYOR, BROWNSVILLE, TEXAS
Mayor Trevino. Good morning, Chairman Inhofe and Senator
Cornyn and distinguished guests.. On behalf of the city of
Brownsville and its citizens, I want to welcome you to a
wonderful city and wish to convey our deep appreciation for
your taking the time to visit us and allowing me the
opportunity to testify before you today. I would also ask that
the prepared statement be made a part of the record.
Senator Inhofe. Without objection.
Mayor Trevino. Mr. Chairman, Senator Cornyn, through our
partnerships with TxDOT, the FHWA, and others, the city of
Brownsville and Cameron County have been able to accomplish
some great things in recent years. In May 1999, the Veteran's
International Bridge at Los Tomates opened for business. This
facility has exceeded its projected traffic and toll revenues
and is a wonderful example of joint government enterprise.
Unlike many parts of the United States, South Texas has a
very young population base. In Brownsville, nearly 50 percent
of our population according to the last census of approximately
150,000 is under the age of 24. Even with our developing
economy, we are having a difficult time finding enough job
opportunities for our young people. In spite of that,
Brownsville led Texas in job creation during the second
quarter. Also,
In spite of being one of the poorest regions in the entire
country, we are experiencing rapid growth in our MPO area. For
example, traffic volumes are increasing between 5 percent to 6
percent each year on many of our roadways. Volumes will double
in an 18-20 year period. Congestion problems will become
intolerable if we don't move ahead on making improvements.
It would be easy to ask for your help for the completion of
any one of 10-12 new projects that I submitted in my written
testimony that we sorely need in Brownsville. Each project is
being designed to address critical infrastructure needs in our
community. Some of these projects will help alleviate severe
congestion problems. I'd like to mention few of those that you
will hear about if not today in the near future: our East and
West Loops here in Brownsville; the establishment of the U.S.
281 connector which would connect Farm Road 511 to U.S. 281 and
also connecting of U.S. 281 project at the Far International
Bridge, the west rail relocation and the Brownsville Port
Bridge.
However, I want to take this opportunity to ask for some
assistance on another important matter. TxDOT, with Federal
assistance and help from the city of Brownsville, has completed
improvements on U.S. 77 that meet interstate standards.
Everyone here would acknowledge that U.S. 77 is a designated
leg of the future I-69 corridor. We are currently not receiving
interstate maintenance moneys for U.S. 77 as the Federal law
does not allow for such expenditures until U.S. 77 connects to
an existing interstate.
The city of Brownsville previously purchased the land that
was used for the Expressway extension to the border with
Mexico. Now we are asking the Federal Government to help with
this issue. However, the situation represents a very
unfortunate oversight. We believe the language of the current
Federal statute needs to be amended. Under the current
language, our expressway has to be fully improved for 100 miles
northward to connect to the Interstate System at I-37 near
Robstown, Texas. At that time, the Secretary of Transportation
could designate U.S. 77 as part of I-69. That is why we need
your help to try to change this provision of the law.
One of the purposes of the interstate is to handle the
NAFTA traffic. As we all know, we have been doing that for the
last dozen years, especially here in Brownsville.
Our suggestion would be that Federal language could be
amended in a way such as follows. If a highway segment meets
all interstate design standards, and said highway connects to a
U.S. deep-water port or to a U.S. Port of Entry, then the
Secretary could be able to designate that highway as part of
the interstate system. We would like you to consider this
particular; amendment in essence not penalizing us for our
location on the border. The port of entry both in Brownsville
and at the Port of Brownsville represents a huge Federal and
local investment aside from the highway. It is my humble
opinion that Brownsville should be treated as a gateway to
Mexico, Latin America and Asia. Please help us change the
statutory language on these matters. This aspect of I-69
certainly deserves Federal recognition and support as
Brownsville is the only major seaport in the U.S. without an
interstate connection.
The increase in container traffic the port and the city
have experienced over the last few years will not incur a
downturn in the coming years. Although we realize that F.M. 511
does not meet current interstate design standards, when; it
does, we would like for it to be considered a part of I-69.
I want to thank you for your attention and the invitation
to testify before you today. We appreciate your time spent with
us here today.
Thank you once again for the opportunity.
Senator Inhofe. Thank you, Mayor.
Mayor de la Garza?
STATEMENT OF CONNIE DE LA GARZA, MAYOR, HARLINGEN, TEXAS
Mayor de la Garza. Thank you, Mr. Chairman and Senator
Cornyn. Thank you for asking us to be here. We are certainly
proud to be before you and I want to welcome you to the Magic
Rio Grande Valley of South Texas, the Tropical Paradise of the
United States of America. My name is C. Connie de la Garza,
Mayor of the city of Harlingen, the third largest city in South
Texas and the center of the Rio Grande Valley. I am serving my
second three (3) year term as Mayor and have been involved in
civic issues in the area for over 20 years. I ask that my
testimony be made a part of the record.
Senator Inhofe. Without objection.
Mayor de la Garza. The purpose of this hearing, to examine
transportation investment along the Southern Texas Border,
building upon the Transportation Equity Act for the 21st
century, is certainly timely. To my knowledge we have never had
a Senate hearing on transportation in South Texas. I commend
you for being here to listen to our needs and desires.
The average citizen of Texas and the United States of
America does not realize that approximately 1 million people
live within a 35 to 40 mile radius of Harlingen between South
Padre Island, Brownsville, McAllen, Rio Grande City, Roma and
Raymondville, and that is the population north of the Rio
Grande River International Border. A greater number that use
our transportation infrastructure live south of the River.
The latest U. S. Census figures reveal that two of the top
five fastest growing Metropolitan Statistical Areas in the
Nation are here in the Rio Grande Valley of South Texas-
Harlingen, Brownsville, San Benito and McAllen, Mission and
Edinburg. A third one, Laredo's MSA, is just up the Rio Grande
River from us. Thus, three of the top five (5) fastest growing
MSAs in the Unites States are in the southern border of Texas.
Our No. 1 concern is the fact that the Rio Grande Valley of
South Texas is the only area in the U.S. with over one million
citizens that does not have access to an interstate highway.
The nearest interstate is I-37 from Corpus Christi, Texas to
San Antonio. Long range plans have U.S. Highway 77 and 281
being converted to Interstate 69 and that is good, but I just
pray it is completed before my 3-year old granddaughter is old
enough to drive. The point I am making is the legislation that
created I-69 stated construction would start on the Rio Grande
River and go North. We have yet to see anything happen other
than the signs being placed that state ``Future Corridor I-
69''.
Gentlemen, the future is now. Federal funds for a few
overpasses on U. S. 77 between here and Corpus Christi, Texas
and on U. S. 281 between Edinburg and Pleasanton would
certainly give us Interstate access. This can be done as just
stated by simply amending TEA-21 to allow Federal maintenance
funds to be used on port entry highways and deep water port of
entry highways providing they meet interstate standards. This
is very important because since NAFTA, our commercial truck, as
statistics show, has increased tremendously. All traffic has
but the important thing is that the rest of the Nation and the
world have discovered our business climate in the Rio Grande
Valley and Northern Mexico is an excellent profitable climate.
We have created many new jobs in industries in South Texas and
northern Mexico. Adequate and efficient transportation would
only enhance our job growth.
Mexico is one of our leading trade partners. In the past,
highway infrastructure for south Texas and the border was often
overlooked We have received more Federal and State money in the
last 5 years than we had in the last 20-30 years. For that, we
thank you, but we are behind the lack of funding in the past
and because of our tremendous population growth in the last 10
years which has averaged between 25 and 30 percent and is
predicted to go up in the future.
What we need to not only on highways but also on railroads.
We are in the process of partnership with Cameron County of
relocating the railroads out of major cities and all towns in
Cameron County. We have also teamed up with Cameron County and
together we are looking for money to locate the railroads out
of our major cities. We must receive the necessary Federal help
for the Cameron County railroad relocation plan in order to
benefit all our citizens.
In closing, I would like to stress that Texas is a donor
State, as Commissioner Johnson Stated, where we only get back
88 cents for every dollar we send in, 49th out of 50 States. We
demand equity. I was happy to hear earlier in the hearing that
what we are asking for, 95 cents, is what you are recommending.
We are thankful for that.
I would like to commend the representatives of TXDOT that
are present for doing a fantastic job with the limited
resources they have, but with Federal money, we can do better
and the local money would come with it.
I do thank you and your staff for having this hearing in
south Texas. I trust you will leave the area with necessary
information to make the right decisions. We commend each of you
for an excellent job and we thank you. God bless you.
Senator Inhofe. Thank you, Mayor de la Garza.
Just to clarify, we will be taking up in our committee this
reauthorization probably the second week after getting back. It
was our intent to go straight to the floor and we are still
going to try to do that. However, it may be October before we
get that done. In our mark up, we will I am 99 percent sure be
able to get it in there with the 95 percent which I know means
a lot.
Mayor Franz?
STATEMENT OF JOHN D. FRANZ, MAYOR, CITY OF HIDALGO, TEXAS
Mayor Franz. Senator, welcome to the Valley. Both of you,
it is great to have you here.
I'm the Mayor Hidalgo, Texas, a community on the Texas-
Mexico border. We are one of many front doors to the United
States along the great border of Texas and Mexico.
I am in my fifth term as mayor.
Senator Inhofe. How long are those terms?
Mayor Franz. They start at 2 years and we turned them into
4 year terms so we could get some work done but it's been 14
years now.
Senator Inhofe. You're not that old.
Mayor Franz. I've aged well. I've got a great wife.
Senator Hidalgo has 11 million crossings to and from
Mexico. We are located in Hidalgo County, alongside the port of
entry with over 700,000 annual commercial crossings. This area,
as you heard from the other two mayors, my good friends and
colleagues, has exploded in terms of population and commerce
and there are significant needs here.
I am going to repeat what you have just heard. I-69 is a
priority. The legislation is in place, the need is recognized
but something needs to be done. I can't stress enough you won't
find another area in the United States of America that has the
population that we have in the Rio Grande Valley that does not
have an interstate highway.
Mayor de la Garza said the future is now. It should have
been here 20 years ago and we just have to place our trust in
fine Senators like yourselves to take that message to
Washington. This needs to be addressed, it is critical the
reason being our proximity to Mexico. Our local economy, the
Texas economy, is very dependent on Mexico. Mexico is our ally,
is our friend. I said earlier, we at Hidalgo are a front door
as is Brownsville, to our great country. We need to make these
folks feel welcome and we need to ensure that the goods and the
people coming from Mexico, the law abiding citizens, the law
abiding businesses, can get their goods and their people into
our country without any hassle and without any trouble. One of
those components is highway infrastructure which is sadly
lacking.
We applaud the efforts of TXDOT. They have done wonders to
bring funds to south Texas which were not seen before but that
is still not enough. A prosperous border is going to lead to a
prosperous State and a more prosperous country. It makes sense
for everyone.
One of the challenges we face is homeland security versus
commerce and people coming in. While we respect what Washington
is doing to secure our borders, we also recognize that you can
overreact. Gentlemen, we've met the enemy and the enemy is not
Mexico. So let's keep that in mind when we set up rules for the
safety of our country. We will be the first to stand up for
security but we need a more sensible approach, one that does
not turn foreigners away, law abiding foreigners, foreigners
who can bring tremendous benefit to our country.
I know you are familiar with South Padre Island, the lower
Rio Grande Valley, Chairman Inhofe, and you know how dependent
it is on Mexico and commerce and trade. We need to look and
review these restrictions that Immigration has in place and
Customs with regard to trade and people and evaluate them in
terms of the economic impact, at the same time recognizing
security.
On the environmental issue as well, Hidalgo is partnering
with Mission and McAllen for the creation of Ansel Lewis Bridge
Crossing. This is an environmental hearing of sorts. One of the
things I noticed in dealing with Washington and over 40
agencies and trying to obtain a Presidential permit is there
are so many requirements, they conflict with each other, they
overlap and we really need to evaluate that, whether it is
building a highway, constructing a bridge, an international
crossing, we need to carefully evaluate that.
We are all for protecting the environment but you have to
balance that with good common sense and what is required to
provide us with the highway infrastructure that we need to
serve the trade community.
You have heard the testimony of the prior mayors. It is all
going to be pretty consistent. We feel we have been overlooked
for decades. We appreciate your being here. I have full
confidence and faith that this is going to be the beginning of
greatness for south Texas and it will be because of the help of
yourself as Chairman and Senator Cornyn.
If there is anything we can do here in the Valley or the
city of Hidalgo to help you further this message, we are at
your disposal.
Thank you.
Senator Inhofe. Thank you, Mayor Franz, an excellent
statement.
Judge
STATEMENT OF HON. GILBERTO HINOJOSA, JUDGE, CAMERON COUNTY,
TEXAS
Judge Hinojosa. Thank you, Senator Inhofe and Senator
Cornyn for being here today.
Senator Inhofe, I would just like you to know for the
record that 25 miles from where we're located, it is illegal to
wear a tie on South Padre Island, so you appropriately dressed
for a nice visit over there later on.
Senator Cornyn and I served together in the State of Texas
many years ago as State district judges and probably neither
one of us thought we would be here today talking about the
infrastructure needs of south Texas and the great State of
Texas but we are here. We are very much appreciative that you
came to talk to us today about these most important issues that
face our great State and community of south Texas.
Over the last decade, Texas has passed New York to become
the second most populous State in the United States. Rising
birth rates and the influx of millions of new residents have
caused our State's population to swell to more than 21 million
persons. During that same period Cameron County has seen its
population grow by 29 percent, from 260,000 to 335,000. We are
the eleventh largest county in the State of Texas out of 254
and if you count the ones in between, you know we are big
relative to the rest of the State. It is easy to see the
demands that growth has placed upon our infrastructure and the
explosion of sustainable economic development in our
communities.
Although Cameron County is one of the few communities in
the United States to have four modes of transportation of
trade: seaports--three of them, airports--two of them, rail and
international bridges as well as highways, Cameron County does
not have direct access to an Interstate Highway, but I'll
address that in greater detail later but I know you have heard
about that from every single speaker you hear from today.
With the rapid development of NAFTA, our system has been
overburdened due to an increased utilization of all modes of
transportation. Like many border counties, Cameron County
suffers an extra penalty from rapid growth because it is caught
between two worlds. While sweeping economic changes and swift
urbanization pull our region toward the future, the existing
infrastructure is unable to keep pace. Compounded by dwindling
availability of State funds, our local community is left to
solve the problems created by increases in traffic and the
subsequent congestion.
I want to discuss with you today is the reauthorization of
TEA-21, now called The Safe, Accountable, Flexible, and
Efficient Transportation Equity Act or SAFETEA. It is critical
that SAFETEA addresses our existing and future needs, since
this will be the only vehicle for new transportation projects
over the next 6 years.
There are several issues that I would like to point out
regarding SAFETEA and its construction. First, new language
must be included that will provide funding for the maintenance
of highways that meet interstate standards and connect
international ports of entry and seaports. This will allow us
to access vital funding and spur development that is not
currently available through TEA-21.
Second, a narrower scope needs to be defined for
international trade corridors. The Borders and Corridors
Transportation Funding program was established to help border
communities, and communities along international trade
corridors, handle the increased traffic they faced from growing
NAFTA trade. Unfortunately, the funding was heavily earmarked
causing fewer dollars to be available for them and true
international trade corridors. The resulting funds were
diverted to the interior of the country and other non-trade
international corridors. Shockingly only 14 percent of this
funding ever made it to border communities.
We need your help to stop these diversions and redirect the
money to its intended destination, the border areas. Border
communities and international trade corridors play an important
role in the overall national transportation system and they
warrant their own programs and separate funding streams.
Significant increases in funding levels, or even the percentage
of funds available, for borders should be dedicated to
communities that move the goods from border ports of entry to
the national highway system. These funds could even go so far
as to help with the implementation of the new and creative
measures aimed at increasing security of our homeland.
You've heard everyone talk about the fact that we have a
million people and 1.5 million south of the border adjacent to
us, 2.5 million people within a 50 mile radius of Harlingen and
Westlaco, yet we don't have access to an interstate system. It
is critical for the development of not just this community but
for the whole State of Texas that we start working toward that
goal and that we dedicate additional funding for the I-69 for
the State of Texas as well as south Texas.
I don't want to get into that too much because you are
going to hear it over and over but that is probably our No. 1
priority when it comes to infrastructure programs.
The final issue I would like to address is the
consolidation of our railroads here in Cameron County. Cameron
County has developed a plan that includes relocating existing
rail lines and virtually bypasses the cities of Brownsville,
Harlingen and San Benito, eliminating problems of congestion,
safety and all the problems that go along with that. We would
like to ensure that you support funding programs like S. 1329
which was introduced by Senator Lott that will dedicate and
provide money for railroad relocation programs similar to
Cameron County's.
I want to end with this. We are willing to do our part. I
think Commissioner Johnson talked about the regional mobility
authority. We raise local moneys to provide a matching amount
of money to fund some of these infrastructure projects,
including the creation of an interstate highway here in Cameron
County and the rest of the Rio Grande Valley. We are in the
process of putting together a regional mobility authority. That
will set up a vehicle to obtain local moneys through tolls
charged at the different infrastructure projects we intend to
help fund through those programs because we know it is a two-
way street. We are coming to you and asking for help, we are
coming to the State asking for help and we are willing to do
our part as well.
Thank you very much and by the way, I know you mentioned
something earlier Senator Inhofe about how we can work together
with private enterprise like our railroads to try to put
together infrastructure projects that will benefit not only the
local community but the private enterprise. I can tell you
whenever you get a chance how we are doing it here in Cameron
County and ensuring we get moneys from the railroads, moneys
from the cities, moneys from the Federal Government and the
State and the county to put together a project to relocate
these railroads out of our communities, yet allow them to
continue to remain to provide transportation and access between
our country and Mexico in a much needed way.
Senator Inhofe. Thank you, Judge Hinojosa. I appreciate
your comments and the fine work you are doing.
To all of you, I would say--and you mentioned this Mayor
Franz--that the problems you have in this mirage of all the
different agencies and the proliferation of all these different
requirements we have, having been a mayor for four terms, I
understand that, along with unfunded mandates. We are going to
try to actually do something about that and run things
differently than they have been run before.
You talked about a lot of specific projects. As you know,
that is going to be more up to you guys here in the State of
Texas and that is the way it should be. What Senator Cornyn and
I have to do on behalf of the committee is to understand the
overall State of Texas and the problems you have that are
unique to Texas, and they are unique. This is where it all
begins, right here in the Valley and that's why we are having
the hearing here.
There are some things we intend to do in the separation of
the borders and the corridors but they will be dramatically
increased in terms of their funding. As I mentioned, the 37
percent increase if the bill stays as it is today would put you
as only second in the Nation in terms of the increases that I
think are justifiable. That along with the donor status and
other things you've mentioned, we will be your friends on that.
Senator Cornyn?
Senator Cornyn. Thank you, Mr. Chairman.
Every time I hear you say 37 percent increase, I just want
to savor that for a little while because we have a lot of work
to do to achieve that objective.
Senator Inhofe. Let me make sure everyone understands that
this is where we are working today, we are working on formulas
and we are prepared to go in right now with the mark-up and
that's the area in which I believe we will end up.
Senator Cornyn. Thank you for that.
For my friends and the members of this panel, I just want
to make one observation and one request. Then I will basically
be through. My observation is that having been involved in
State government since about 1990, it seems like we've seen a
change in attitude with regard to the Valley and funding for
necessary services in the Valley, and an encouraging increase
in the level of responsibility State officials have taken
toward the needs, whether health care, transportation or the
like, in south Texas including the Rio Grande Valley.
For that I think a lot of credit is due to former Governor,
now President Bush, Governor Rick Perry, the leadership of
Johnny Johnson and the members of TXDOT and the members of the
Texas Senate and the Texas House of Representatives. They have
worked hard I think to finally accept that this is not just a
local responsibility, it is a State responsibility.
Having said that, I wish I could keep such glowing praise
on the leadership in Washington, DC. for taking responsibility
for conditions along an international border. That is why I
think this is such a positive development that we are actually
having this hearing today because Chairman Inhofe is willing to
use his leadership position to help advance the cause of this
international region and not just leave it up to the border
States and not just leave it up to local governments which I
think Mayor Trevino observed are historically some of the most
underserved regions of our State and present some of the
greatest challenges.
That is my observation. My request is this. I think your
requests have been pretty cohesive and very similar in some
respects but obviously there is going to be some competition
and some rivalry in the Valley for different projects, whether
they be if the Texas Department of Transportation in Austin or
in the nature of congressional earmarks and that sort of thing
but I would just encourage you to do what I think you are
already doing but I would encourage you to do it even more and
that is work together and try to come up with a plan that
represents the considered best interest of all of your
constituents here in the Valley. As a unified effort, I always
think we have a better chance of getting something done when we
compete against each other and when it becomes a win-lose as
opposed to a win-win, that creates problems for all of us. I'm
just telling you what you already know but I would encourage
you and make that request that you continue to work together in
the best interest of our constituents here in south Texas and I
think we will be able to accomplish something great.
Thank you, Mr. Chairman.
Senator Inhofe. Thank you, Senator Cornyn.
With that, we will dismiss this panel and thank you very
much for being here today.
We will ask our next panel to come forth: Mr. Sam Vale, Mr.
Pat Townsend and Mr. Bill Summers.
First of all, we want to try to adhere to our timing. If
you would identify who you are representing so that we will
better understand that, we will start with you, Mr. Vale.
STATEMENT OF SAM VALE, PRESIDENT, STARR-CAMARGO BRIDGE COMPANY
ON BEHALF OF THE BORDER TRADE ALLIANCE
Mr. Vale. My name is Sam Vale and I'm here testifying on
behalf of the Border Trade Alliance, as chair of the Strategic
Planning Committee.
In my real life, my company owns and operates an
international bridge port of entry as well as I am the CEO of
the local Telemundo Spanish language television affiliate.
We also have submitted written testimony and would ask that
become a part of the record.
Senator Inhofe. Without objection.
Mr. Vale. The organization I am speaking on behalf of was
founded in 1986 basically on the basis of complaints Senator
Graham gave to us that he was tired of hearing the same
comments from Brownsville, McAllen, Laredo and El Paso and we
weren't working together. Much along the lines you recommended
we work regionally, he said the whole State needed to be
working together.
We thought we could take that a bit further and we have
this wonderful idea of trying to get together all along the
border and said, why don't we get the people from New Mexico,
Arizona and California together. They have to have some of the
same problems and we thought we really had something good
going. I'm going to paraphrase something my father used to say,
``Son, that's a darned good idea but it's just not worth
fertilizing.'' Everyone said, why? I'm using the Senate as an
example, if everybody agreed, if Senator Cornyn and Diane
Feinstein agreed, and everybody voted together, you'd only have
eight guys. That and maybe a five dollar bill will get you a
cup of coffee in Washington, DC.
So we went a little further and decided to look along the
northern border and we found 16 States up there with 32
Senators. We said what if some of those guys would work with
some of the guys on the southern border. We got a bigger group
but still didn't get them all. We still don't have what you'd
need to pass anything.
It wasn't until we got to the point of looking at trade
corridors when we were able to add the icing to the cake and
that is when you look at the five major ones, the I-5 in
California, the Cana-Mex, the Port DePlaines, the I-69 and the
I-35 corridors, all of a sudden you have a potential majority.
That's been the founding principle behind what this
organization tries to do, so we speak in much broader strokes
than just a region. We talk about it as trade power. That is
the basis on which I am testifying here.
We were very supportive of the Homeland Security
Department's creation. In fact we met with then Governor Ridge
in October right after 9/11. We have had over 11 meetings with
him since that time.
We all heard the testimony and you know very well the
Borders and Corridors money was created in 1998 as a symbol
because it really wasn't money to do anything. Let's talk like
it really is, $140 million with two borders and corridors you
couldn't build an overpass. The idea was symbolic but it was a
great symbol. For the first time we had something that we
called Borders and Corridors.
Then what happens is we broke it down to where we had some
people calling themselves corridors and others calling
themselves borders. The results you have heard, 86 percent of
the money went to corridors which were not involved in the
border area, 14 percent nationwide went to border areas. We
feel something has to be done in that area.
You've already addressed the issue of earmarking. What
happens with the earmarking is that the stronger communities
win the votes because you've got more people. That's part of
life in Washington but we would encourage it to be something
like it was originally proposed, a competitive process.
We also feel that it should be a different type of
allocation now. My organization says 50 percent of the money
ought to go to corridors and 50 percent to borders. Personally,
I think all of it ought to go to borders and corridors. I think
you ought to have a corridor for the border defined as
something within 50 miles of a port of entry and you give it
more buoyancy if it serves more ports of entry.
For example, both U.S. 77 and 281 can serve up to four and
a half each ports of entry if those people are given funding to
do that, get those connections in there. Use the other part,
the borders money for connecting to the ports and getting in
and out of those. They are not going to be interstates, those
are going to be local streets or State highways. That would
alleviate a national issue because as the man from the
Institute pointed out, the money goes from south to north.
Finally, we would like to say that there are some things we
need to do. You have MPOs, those MPOs have money but we don't
connect the dots between the MPOs. We don't have the small
communities between those big urban areas planning and working
along with the big communities. Funding ought to be on the
basis of need. We have twice the population on the Mexico side,
Laredo crosses most of the traffic. They get 1 percent of the
population. How does that work? How does that add up?
Finally, we will point out that we think the whole concept
of homeland security is important. The regulatory process we go
through to establish it needs to be economically sound. We are
very supportive of that, are very willing and are working very
closely with Secretary Ridge's staff now to try and develop
position papers that will be beneficial to that.
We look forward to answering questions.
Senator Inhofe. Thank you, Mr. Vale.
Mr. Townsend?
STATEMENT OF PAT TOWNSEND, PRESIDENT/CEO, MISSION ECONOMIC
DEVELOPMENT AUTHORITY
Mr. Townsend. Chairman Inhofe and Senator Cornyn, we
appreciate your visit here today and accepting our testimony
and our views.
My name is Pat Townsend. I am the President of the Mission
Economic Development Authority, an organization created by the
city of Mission and charged with continuing to foster growth as
part of the MSA which has been in the Nation's top five
according to the U.S. Census Bureau over the last 5 years and
really in the top five for the past 10 years.
One of the activities we are engaged in in this MSA that
impacts transportation needs is Sharyland Plantation being
developed by Hunt Valley Development, a 6,000 acre master plan
community with residential, retail, multi-family and more
importantly for our discussion today, a 900 acre business park
much of that in a foreign trade zone status.
Several companies, such as Symbol Technologies, Black &
Decker and T-Mobile, already have begun operations at the
business park. All these companies have connections to Mexico
which you have heard today how important their ties are to the
United States from a matter of trade. These companies and this
business park play an increasing role in that increased trade
activity.
Some of these businesses are involved in expediting
products being shipped from other States into Mexico and others
take products, assemble them in a finished product and ship
them back into our country. As an example, Whirlpool is one of
six companies in the McAllen/Reynosa area choosing a campus
environment to create 40-60 acres in size with end products
resulting in as many as 100 trailers outbound from each campus,
and nearly as many inbounds. Some of Whirlpool's sub-assemblies
are northbound through the heart of Texas to Tulsa, your
hometown, Mr. Chairman, where Oklahomans turn them in to
finished products for consumers all over the country.
In spite of trends elsewhere in Mexico, we expect even more
companies to join Whirlpool, Corning Cable and Maytag that
express confidence in Reynosa because Reynosa is the only city
in all of Mexico not to show a loss in jobs in the maquiladora
industry. So, our continued growth is linked to the economic
growth of other areas in Mexico, Texas and in many parts of the
U.S.
Another important link in the Valley that will impact trade
and our highway system is the proposed Anzalduas Bridge. Mayor
Franz touched on it. The city of Hidalgo, and the cities of
McAllen and Mission are partners in this effort along with
TXDOT and Federal agencies and more importantly with our
partners in Mexico and the city of Reynosa.
This new bridge will have a direct impact on the Sharyland
Plantation by providing another connection to their growing
business park and more importantly, to a landowner, Grupo Rio
San Juan, owner and developer of approximately 16,000 acres of
land containing the Mexican port of entry and a master planned
community containing a large and growing industrial park,
Parque Villa Florida, complimenting that of the Sharyland
Business Park. Their business park has a tenant, Black and
Decker, whose presence in our area has already encouraged
suppliers to locate on both sides of the border.
The Anzalduas Bridge is important we believe because of its
proximity to U.S. Expressway 83 and future I-69. Ultimately
there is a 12 mile separation between the Autopista tollway
linking Reynosa to Monterrey, Nuevo Leon. Monterrey is the
industrial capital of Mexico, with over 4 million inhabitants
only 120 miles away. Our existing bridges strain to handle the
current volumes of traffic, especially trucks and we believe
Anzalduas will serve to expedite moving trade back and forth.
As you know, trucks waiting at the border mean higher costs and
lost profits for the companies involved.
As you heard today, our interstate service is extremely
important for the valley. We are the single largest populated
area as many have already said. We think it is vitally
important that we get this link.
One of the things we'd like to point out to you is that in
the Valley we are already handling levels of truck traffic
comparable to other areas having interstate service with over
10,500 trucks on interior segments of U.S. 281 on any given
day, that is comparable to I-10 in Harris County and I-45 in
the Dallas area.
You've already heard our group express its support for TEA-
21 and its reauthorization and we stand here to assist in
designating highways that will connect U.S. deepwater ports and
U.S. points of entry to the interstate system.
You've also heard about railway realignments and additional
east/west corridors. U.S. Expressway 83 is being expanded but
in spite of being expanded is at near capacity with the
tremendous growth you've seen in population and trade.
Mayor Franz touched on the importance of streamlining
environmental processes and coordination among the many
agencies and Federal Government needed for these vital projects
to occur. We are working to work with you in any way to help
streamline that with our additional ideas.
We have also expressed concern about our daily activities
involving homeland security measures and immigration policies.
We have talked to Senator Cornyn about that and we hope that we
will be included in future policy discussions as it results in
transportation issues because of that implementation.
We cannot stress enough how important it is that you be
cognizant of the historical, cultural and family connections on
both sides of the Rio Grande as you deliberate these issues.
We also thank Commissioner Johnson for his work here today
and work he has provided through his agency. We are ready to
help educate our region regarding Proposition 14 and how
vitally important it is.
Again, I thank you for being here and working on behalf of
our community.
Senator Inhofe. Thank you, Mr. Townsend.
Mr. Summers?
STATEMENT OF WILLIAM SUMMERS, PRESIDENT, RIO GRANDE VALLEY
PARTNERSHIP/CHAMBER OF COMMERCE
Mr. Summers. Thank you for being here in the beautiful Rio
Grande Valley.
My name is Bill Summers, President and CEO of the Rio
Grande Valley Partnership, the only regional chamber of
commerce in the State of Texas.
Senator Cornyn, you did an outstanding job as attorney
general of the State of Texas. I'm so proud to be a friend of
yours and we appreciate you. You made a commitment when you had
your campaign to help the Rio Grande Valley and you're keeping
your word. We really appreciate it.
I had some prepared remarks but you have heard them all,
but I do want to talk to you a minute. I do want to introduce
you to a couple of people because they sign my paycheck. That
is our Chairman-elect from Harlingen, Oscar Garza from Bradley
who owns the plants. Without the plants, maybe we wouldn't need
bridges but it is very important to us. The jobs they provide
over there, several hundred thousand, would not be here, they
would be in the Far East somewhere. People like Oscar Garza
have faith in the Rio Grande Valley and our border.
Johnny Johnson, the chairman of the Highway Commission, is
a great guy and it is good to see you again. Tell them one of
these days about that airplane ride you had down here.
Senator Cornyn mentioned he would like for us to work
together. We have been since 1990. You have in our testimony
our map and our new mobility plan for the Rio Grande Valley for
the year 2003 to 2030. This is the third plan we've put
together starting in 1990 when the Highway Commission came to
the Rio Grande Valley and said, you guys have to start working
together. All the gentlemen here, the mayors, the judge, came
together for the third time. We just completed this and made a
presentation last month or a couple of months ago to the
Highway Commission.
They put in their time, their effort, their cities' money
and we came up with this plan. We worked with the MPOs, we
worked with Mario who is our district engineer, a great guy and
put together the plan. It is something we can all be proud of,
something we feel the Highway Commission accepted and will work
with us, as much money as they have.
When Senator Hutchison added our two highways, 281 and 77,
introduced the bill to be part of Corridor 18 which is I-69, it
was a great moment to see the little bitty boy from down in the
Rio Grande Valley hear this U.S. Senator say we want this to be
part of this Corridor 18. The people in Washington are being
good to us, Senator. I know you think a lot of the valley and
Senator Cornyn. We appreciate your having taken the time.
I'd also like to introduce Paul Cowan, the chief of
staffer. Senator Lucio is in New Mexico looking at highways.
Senator Inhofe. But not in Lawton, Oklahoma.
[Laughter.]
Mr. Summers. I was so proud of our mayors and in fact, Sam
Vale was the President of the Valley Partnership when they
hired me and he's never regretted it, I don't think.
Working with these people all the time, Senator, they are
great people and our State officials with the highway
department are great. We appreciate your coming to the Valley
and have a safe trip back.
Senator Inhofe. Thank you, Mr. Summers. One thing I have
observed and can take back with me is the idea you are working
together. You guys are even talking to each other. That's one
of the problem you have that you started out with Mr. Vale. You
were very articulate in that and how to put together these
coalitions. I was glad you didn't use the duo of Senator Cornyn
and Senator Boxer but as you get around the country, don't
forget Oklahoma because we are a very integral part of that. As
you go through these corridors, remember the map that was up
here because it's very important that we are kind of all in
this together.
Mr. Vale. I love Oklahoma except 1 day a year.
Senator Inhofe. I appreciate very much the time you are
spending with each other working on these things and I can
assure you we will try to be of some help to you.
Senator Cornyn?
Senator Cornyn. Thank you, Mr. Chairman.
I want to thank each of the panel members for your
contribution. As Mr. Townsend mentioned, I had a good meeting
beginning yesterday on some of these infrastructure issues.
This has come up a number of times tangentially but I want to
acknowledge how transportation infrastructure issues cannot be
considered in isolation from other issues that are so important
to the Valley, whether they be immigration issues, homeland
security, border security issues, obviously our continuing war
on drugs and other security matters. So it's sort of a complex
set of issues.
The fundamental issue is if we don't have the
infrastructure in place, then none of the other good things the
Valley is benefiting from, the free flow of people whether it's
tourists who want to come to south Texas and vacation or people
who want to spend their money here, or transportation from
Mexico up to Texas through Oklahoma and up to Denver and the
ports to planes corridor and the creation hopefully of an
Interstate Highway 69 system that will provide that link for
the Valley to the rest of the country.
I want to say thank you for your contribution, for your
willingness to labor so long and hard for relatively little and
the contributions you make to this wonderful community. I've
come away very encouraged but you also have my commitment that
I will continue to do everything I can do. I know Senator
Inhofe shares that commitment to try to make sure that Texas is
treated fairly and that any oversight that may have occurred in
the past is corrected as we go forward.
I just have to say one thing. Mr. Vale, you said you need
to get a certain critical mass of Senators. Well, I would say
even more important than that is to have the Chairman of the
Environment and Public Works Committee in south Texas today.
With that, I just want to express my gratitude again to
Chairman Inhofe for his willingness to be here and his
commitment to making sure Texas gets a fair shake when it comes
to reauthorization of TEA-21 and addressing so many of these
critical issues as we go forth.
Thank you very much.
Senator Inhofe. I would just add to that I've spent quite a
bit of time seeing Don out here at the Port of Brownsville. A
lot of people aren't aware that my hometown of Tulsa I believe
is the most inland port. I actually see the barges that come in
down here from Tulsa, Oklahoma. So we have this tendency to say
this is a problem of south Texas but this is a problem in
California and we are all in this together.
It's been very helpful also for our staff. Our committee
staff is down here. It's a lot different when you read a report
and when you can reach out and touch something and see it, and
see the cooperation that you folks have working with each
other. I can assure you that you are well represented in
Washington and certainly well represented on the committee I am
honored to chair.
With that, we will adjourn the meeting and look forward to
visiting personally with you folks.
Thank you very much.
[Whereupon, at 12:08 p.m., the committee was adjourned, to
reconvene at the call of the Chair.]
[Additional statements submitted for the record follow:]
Statement of Hon. Emil H. Frankel, Assistant Secretary for
Transportation Policy, Department of Transportation
Chairman Inhofe and Senator Cornyn, thank you for the opportunity
to appear before you today to discuss border transportation.
There is no better place to hold such a hearing than in the State
of Texas, and there are not many issues more important in
transportation than those associated with the movement of goods and
people across our vast land borders in the South and North.
President Bush knows well the transportation needs for the State of
Texas, including the myriad of issues that border traffic creates. His
leadership both as President and as former Governor of Texas has
focused on the value of a strong transportation system. Secretary
Mineta has also been a leader on border issues throughout much of his
remarkable career in transportation.
With Mexico recently surpassing Japan as America's second largest
trading partner, Canada and Mexico now stand as the biggest and second
biggest trading partners for the United States. Together, they
represent almost 35 percent of total U.S. imports and exports.
While Canada is the United States No. 1 trading partner, the U.S.-
Mexico trading relationship has experienced recent dramatic growth.
When the North American Free Trade Agreement was implemented in 1994,
exports to Mexico constituted less than 10 percent of total U.S.
exports. In less than 10 years, exports to Mexico have soared over 70
percent and now represent more than 14 percent percent of total
exports. Total U.S. trade with Mexico increased 186 percent in the
first 8 years following NAFTA implementation.
The two major trade agreements from the 1990's, NAFTA and the
Uruguay Round, are producing between $1,200 and $2,000 in annual
benefits to the average American family. And one out of every 12
American jobs depends on trade. In 1973, international trade in goods
and services represented just 13.2 percent of total U.S. Gross Domestic
Product. Today, that number stands at 23.5 percent.
Nowhere has this growth been felt more strongly than in Texas,
Mexico's largest trading partner. Texas ports, bridges and airports
handle over 70 percent of all U.S. exports to Mexico. Texas ports
handle 85 percent of total Southern Border train crossings and 87
percent of rail containers. In 1994, there were less than three million
truck-crossings at the U.S.-Mexico border. By the year 2000, the number
was approaching four and a half million. Much of this traffic is
handled by just four locations in Texas: Laredo, El Paso, Hidalgo and
Brownsville. As President Bush's vision for a Free Trade of the
Americas comes closer to reality, the Mexico-U.S. trade relationship,
and consequently, the state of the Mexico-U.S. border, will grow even
more crucial to the economic well-being of both countries.
Given these recent trends, the timing is ripe to address border
transportation issues in the context of the reauthorization of the
Transportation Equity Act for the 21st Century. The Bush
Administration's recently released reauthorization proposal entitled
the Safe, Accountable, Flexible and Efficient Transportation Equity Act
of 2003 (SAFETEA) offers several proposals to improve the flow of
people and commerce across the Mexican and Canadian borders.
Most importantly, SAFETEA would replace the current National
Corridor Planning & Development Program and the Coordinated Border
Infrastructure Program (NCPD/CBI) with two separately funded programs
both administered by the Federal Highway Administration (FHWA). TEA-21
funded NCPD/CBI out of a single source. A history and detailed
discussion of the trends over the life of the program under TEA-21 was
just recently placed on the FHWA website at: http://www.fhwa.dot.gov/
hep10/corbor/ncorbor.htm.
The underlying concept of TEA-21's NCPB/CBI was simple, yet
insightful: recognize the trend toward a north/south orientation of
trade flows under NAFTA and designate resources to remove bottlenecks
and facilitate the trade. While visionary, the program did not live up
to its potential under TEA-21. Specifically, important border projects
too often were unable to obtain funding under TEA-21. In 2003, only 5
percent of the combined NCPD/CBI went to border-related activities.
Only two Texas border projects received program awards in fiscal year
2001 and 2003 and one in fiscal year 2002. Moreover, every award under
NCPD/CBI was congressionally designated in fiscal year 2002 and fiscal
year 2003. As a result, the Secretary has been stripped of his ability
to implement any coherent strategy to improve border transportation
operations.
SAFETEA proposes to increase the focus on land borders through the
establishment of a new Border Planning, Operations, and Technology
program (Border Program). The purpose of this proposed program is to
improve bi-national transportation planning, operations, efficiency,
information exchange, safety, and security for the U.S. borders with
Mexico and Canada. SAFETEA would authorize $496.5 million over the life
of the bill for the Border Program. In fiscal year 2004, $47 million of
these funds would be used for construction of State border truck safety
enforcement facilities in Arizona, California, New Mexico, and Texas,
fulfilling a 3-year commitment for this purpose and helping to prepare
the way for eventual safe implementation of NAFTA's commercial truck
and bus access provisions.
Eligibility under the Border Program would be restricted to States
and MPOs at or near the borders of Canada and Mexico. The proposal
envisions a wide range of eligible border activities such as
improvements to safety inspection and port of entry facilities;
enhanced technology and information exchange; planning and
environmental studies; technology facilities improvement
implementation; and right-of-way acquisition, design, and construction
related to safety and technology improvements.
The Secretary would retain discretion to allocate funds under the
SAFETEA proposal given certain selection criteria. Those criteria
include the benefits of the project relative to its costs, the
prospects for early completion of the study or project, strong support
from bi-national organizations, the existence and significance of
signed and binding multi-jurisdictional agreements, contributions from
other sources over and above the minimum required, and the extent to
which the project benefits are multi-modal. The Federal share payable
on account of any project carried out under this proposal is capped at
80 percent of the total costs of such project.
SAFETEA also includes a new Multi-State Corridor Planning program.
This program would emphasize multi-State planning efforts. The proposed
program would provide an opportunity for States and regional agencies
to plan jointly for a variety of geographic areas, in addition to
tradition metropolitan or statewide areas. The principal objective
would be to address the gap created by formula programs, which do not
provide specific funds for multi-State, multi-modal, and multi-
jurisdictional decisionmaking on corridors. SAFETEA would authorize
$496.5 million for the program over the life of the bill.
Although the aims of the NCPD/CBI program have not been fully
realized over the life of TEA-21 due to the practice of congressional
designation, the program receives a high level of interest from States
and MPO's and has made significant contributions to our national
transportation system. From shortening the time spent crossing the U.S.
borders with Canada and Mexico to improving roads in high-traffic trade
corridors, projects funded by the NCPD/CBI program contribute to
economic growth and more efficient travel across the country. The NCPD/
CBI program also encourages multi-State project efforts.
The success of the NCPD/CBI program may be seen in projects such as
the World Trade Bridge in Laredo, Texas. Few cities have been forced to
address the transportation implications of growth in U.S.-Mexican trade
more than Laredo. Approximately 35 percent of all incoming trucks and
nearly half of all incoming trains to Texas pass through Laredo. With
the downtown Laredo Juarez-Lincoln Bridge stretched to capacity,
Mexico, the State of Texas, the city of Laredo, and the city of Nuevo
Laredo began planning in the late 1980's for a new bridge outside the
central business district that would carry commercial traffic. By 1993,
the bridge project and various other improvements to highways, ramps
and other facilities that would serve the crossing were placed on the
Texas multi-year transportation improvement program.
In 1995, a comprehensive funding agreement was reached. With
traffic backups on the existing bridge reaching four miles on many
occasions in the late 1990's, timing was of the essence. The total cost
of the new bridge and related improvements was approximately $100
million. The State of Texas provided about 35 percent of the total cost
including short and long-term State Infrastructure Bank (SIB) loans
made available by the State and Federal Government. Federal aid
amounted to another 65 percent comprised of formula funding and a $6
million discretionary grant from the NCPD/CBI during fiscal year 1999.
The city of Laredo and other local government sources together provided
the right of way (ROW) property and easements necessary for the
construction of the project. The city of Laredo also participated with
short and long-term SIB loans. Although the bulk of financing came from
other Federal and State sources, the $6 million NCPD/CBI contribution
was an important boost to the project.
The new bridge opened on April 15, 2000. Crossings typically now
take about 5 minutes between the time the vehicle leaves the Interstate
main lane and the time the vehicle crosses into Mexico. Local traffic
moves much more efficiently and traffic safety in the area has
improved. Many new businesses have located along the highway and Laredo
experienced substantial job growth in fiscal year 2001, due in part to
the business opportunities created by the new bridge.
Some construction projects currently in progress that have
benefited from NCPD/CBI funds include the FAST (Freight Action
Strategies) corridor in Washington State and the Bridge of the Americas
and the Paso del Norte Bridge between El Paso, Texas and Ciudad Juarez.
The FAST project will replace a number of highway/rail grade crossings
with grade separations will improve safety, relieve congestion, and
improve operation of the water ports and rail lines. In El Paso, a
modest expenditure (about $3 million for each bridge) will improve
physical inspection capacity on each bridge by as much as 40 percent.
While the proposed Border Program is the most specific border
program contained in SAFETEA, it is not the only proposal that can
improve the efficiency of our borders. SAFETEA eliminates most
discretionary highway grant programs and makes these funds available
under the core formula highway grant programs, thus giving States and
localities tremendous flexibility and certainty of funding under core
Federal-aid highway programs. States like Texas have used these core
program funds in the past to address border transportation issues, and
SAFETEA proposes to increase the percentage of Federal transportation
assistance that is funneled through these flexible programs. Because of
its significance to the Nation, however, one of the only new
discretionary programs proposed in SAFETEA is the Border Program.
As the successes of ISTEA and TEA-21 have shown, State and local
decisionmakers have the greatest capability to address State and local
transportation problems. The success of the World Trade Bridge project
in Laredo hinged on sustained involvement and leadership from the city
of Laredo and the State of Texas, as well as FHWA. SAFETEA continues
this principle and expands upon it. The Federal Government can
facilitate and enable State and local transportation decisionmakers,
while bringing multiple States and localities to the table in
addressing regional and national issues.
SAFETEA also establishes a new performance pilot program under
which States, including States with significant border activities, can
manage the bulk of their core formula highway program funds on a
performance basis, cutting across the programmatic lines by which the
Federal-aid highway program is normally structured. Under the pilot
program, States would work with the Department to develop and meet
specific performance measures that reflect both State and national
interests.
We all know that it takes a long time to take a transportation
project from concept to completion, and this Administration is
committed to streamlining this process. Border projects in particular
can be extremely complex and difficult to complete. Projects that were
cutting edge while in the concept stage too often end up turning into
``catch-up'' projects after years of delay.
The Department has made great strides in addressing those delays
related to environmental review, including better coordination during
the environmental review process, and other improvements that have
resulted from implementing the President's Executive Order on
Environmental Stewardship that was issued last fall. However, certain
legislative changes are necessary. In the environmental review area,
SAFETEA provides a menu of solutions, all of which should help reduce
the time it takes for a sponsor to deliver a transportation project.
These include:
Strengthening the provisions of current law that
establish timeframes for resource agencies to conduct environmental
reviews and make decisions on permits;
Improving the linkage between the transportation planning
and project development processes;
Simplifying the processing of Categorical Exclusion
approvals;
Clarifying the legal standard under ``section 4(f)''
applicable to determinations as to whether a possible project
alternative is feasible and prudent;
Resolving the current overlap between Section 106 of the
National Historic Preservation Act and ``section 4(f)'';
Establishing an exemption for the Interstate Highway
System as an historic resource, unless the Secretary deems an
individual element worthy of protection under the National Historic
Preservation Act.
Providing for timely resolution of outstanding legal
disputes by establishing a 6-month statute of limitations for appeals
on the adequacy of projects' environmental impact statements and other
environmental documents; and
Expanding the ability of States to provide Federal-aid
highway funds to resources agencies to expedite the environmental
review process.
Improving the movement of freight and goods is a top priority of
SAFETEA. Recent estimates indicate that Import/Export Freight Tonnage
could double by 2020 and Domestic Freight Tonnage could increase by
about 70 percent over that same period. As stated above, international
trade now comprises over 25 percent of U.S. GDP and is expected to rise
to one-third in less than 20 years.
In Brownsville, the sixth biggest border crossing on the US-Mexican
border in value of shipments, over $10 billion in trade moves between
the two NAFTA partners each year. Most of this trade is moved in the
250,000 and 300,000 truck crossings and over 600 train crossings per
year.
Today's intermodal freight network is not equipped to handle the
growing volume of intermodal freight, especially container freight. The
resulting congestion degrades the reliability and performance of
carriers, shippers, and terminal operators-a serious problem for
businesses. Predictable travel times are vital in an economy where
just-in-time delivery and tightly scheduled production and distribution
processes are the norm. Through the implementation of sophisticated
logistics policies to manage massive numbers of containers, an
inventory management revolution is currently taking place that we must
be very careful to protect and promote. To support and complement this
revolution in inventory management and global trade, good governance
demands investment at our borders to reduce existing inefficiencies and
costly bottlenecks.
The goal of linking production decisions to the shifting pace of
consumer demand that seemed elusive just 20 years ago is suddenly very
attainable. With it comes the even more elusive hope of smoothing out
business cycles. The ability to actually move freight quickly across
various modes of the transportation system, however, is the linchpin of
this revolution. The benefits attributable to dramatically lower
inventory costs and increased liquidity for businesses that do not need
to spend capital on unused inventory can be severely compromised by
inefficient border operations.
Although carriers and shippers are by and large private entities,
their financial health is inextricably linked to the health of public
transportation infrastructure. As a result, cooperation between the
private sector and government must be improved through an increase in
public-private partnerships. The United States, with the most vibrant
and dynamic private sector in the world, is unique in its lack of
private sector involvement in transportation infrastructure. In
addition to improving the overall condition of the Nation's surface
transportation network, SAFETEA specifically targets the capacity and
efficiency of the Nation's freight system by:
Establishing a National Highway System (NHS) set-aside to
fund highway connections between the NHS and intermodal freight
facilities, such as ports and freight terminals;
Expanding Surface Transportation Program (STP)
eligibility to include freight connector projects;
Continuing the Transportation Infrastructure Finance and
Innovation Act of 1998 (TIFIA) and allowing rail freight projects to
qualify for TIFIA credit assistance;
Lowering the TIFIA program's project threshold from $100
million to $50 million; and
Expanding the availability of tax-exempt private activity
bonds to include highway projects and freight transfer facilities.
While virtually every other industry in the world has gone through
a technological revolution, the implementation of technology in the
management of transportation infrastructure could be greatly increased.
SAFETEA continues to foster the research, development, and
implementation of Intelligent Transportation Systems technologies but
places a much greater emphasis on using these technologies to improve
the performance and operation of transportation systems and motor
vehicles in a way that directly benefits transportation customers.
Because operational efficiencies are so integral to border activity,
improving technology applications can substantially speed the flow of
people and goods through major international gateways.
The technology proposals contained in SAFETEA buildup technology
implementation activities already underway at the Department. In
coordination with our partners in State and local governments and the
private sector, the Department has initiated several operational tests
on the use of electronic manifests, electronic seals, and asset cargo
tracking.
First, the Air Cargo Electronic Supply Chain Manifest System of
biometric ``smart cards'' will confirm the identity of truck drivers
and will provide cargo movement and access information to reduce the
time spent on processing manifests, verifying loads, and validating
truck driver identities. Second, the Electronic Seal project affixed
electronic seals to containers to track cargo from its point of origin
to its point of destination, using a radio frequency that emits a
signal as it passes reader devices, displaying information about
container tampering, thus assuring security and expediting movement
across the border. Finally, the Asset Cargo Tracking project was
designed to improve visibility and productivity via the monitoring of
transport assets and cargo during movement between freight terminals
and customers and to provide asset and cargo information in a standard
format to a variety of users. This prototype electronic tracking system
collects data on cargo location, status, and time-stamped information
via sensors affixed to transport assets. The tracking system reduced
costs through improved efficiencies in chassis and container
utilization and enhanced recognition of potential security and routing
issues.
Beyond technology tests, the Department is working with other
Federal agencies and our partners in Mexico to assess border crossing
improvements. Developed cooperatively with the General Services
Administration, Bureau of Customs and Border Protection, and other
Federal inspection services, the BorderWizard, a border Port of Entry
simulation model, identifies infrastructure and operational needs
internal to the Port of Entry. States are able to use Border Wizard to
help with their border investment decisions.
Because good data is central to any efficient border crossing
system, the Department is working with other Federal agencies to
establish the International Trade Data System (ITDS). This project will
modernize, for the first time in decades, the information flows that
accompany trade movements. The ITDS will work with the Automated
Commercial Environment, or ACE, to improve both the collection and
sorting of trade data to expedite trade across our borders and to
enhance our targeting of high risk cargoes.
The new system will help overcome information stovepipes and
enhance border security by providing interagency information sharing,
and real-time, cross-government access to more accurate information.
Shipment information will be analyzed prior to arrival, allowing
advanced inter-agency assessment of risks and threats. Results will
determine if, upon arrival, a shipment is to be examined or cleared for
release.
Technology can also be particularly effective in the implementation
of innovative demand management strategies. SAFETEA provides more
resources to expand capacity at our nation's borders, but also provides
new tools to States and localities to manage existing capacity more
rationally. Our proposal would allow States to establish user charges
on Federal-aid highways, including the Interstate System, to improve
these facilities. It would also allow States to permit Single Occupancy
Vehicles (SOVs) on HOV lanes, so long as time-of-day variable charges
are assessed on SOVs for such access.
There are other ways that U.S. DOT is currently working to directly
improve border transportation. FHWA co-chairs the U.S.-Mexico Joint
Working Committee (JWC) with the Mexican Secretariat of Transportation
(SCT). The JWC was established in 1994 by a Memorandum of Understanding
(MOU) signed by the U.S. and Mexico. The purpose of the JWC is to
coordinate bi-nationally the various planning processes for border
transportation activities. In addition to FHWA and SCT, its members
include representatives from the U.S. State Department, the Mexican
Secretariat of Foreign Relations, the four U.S. border State
Departments of Transportation, and the six Mexican border States. The
General Service Administration and the Department of Homeland Security
also participate in the meetings. The JWC meets twice a year, most
recently on July 10 and 11, 2003. It will celebrate its 10th
anniversary next August.
In 1994, the JWC initiated a bi-national transportation planning
study to establish the framework for bi-national planning and
coordination. This $2.5 million study identified many opportunities for
improving planning and operations at the border ports of entry. The
study included an inventory of transportation infrastructure; a
description of commercial vehicle trade flow process, a description of
U.S. and Mexican transportation planning processes, an analysis of the
economic impacts of U.S.-Mexico trade, an evaluation of U.S. and
Mexican border area capabilities to forecast trade, and port of entry
case studies.
A key product of the bi-national study is a data bank containing
information on trade and traffic flows, socioeconomic data, traffic
flows at the ports of entry, and existing and planned border
infrastructure improvements. The JWC is committed to updating and
maintaining this data bank.
The JWC activities are guided by 2-year action plans negotiated by
the group. The 2001 to 2003 work plan included a Border Infrastructure
Needs Assessment study, geographic information systems platform
development, and the Analysis of Coordination Systems for Operation of
Border Ports of Entry study. The Texas Department of Transportation led
the Analysis of Coordination Systems for Operation of Border Ports of
Entry study. The current work plan (2003-2005) includes an Innovative
Financing study, the Analysis of Coordination Systems for Operation of
Border Ports of Entry pilot project (spearheaded by the Texas State
Department of Transportation in El Paso), a Transportation
Infrastructure and Traffic Management Analysis of Cross Border
Bottlenecks study, and further development of geographic information
systems, including a training program. The JWC also plans to convene
the first ever U.S.-Mexico Safety Conscious Planning Forum during 2004.
The JWC also helps to promote effective coordination and
communications. It has resulted in the formation of many new
professional relationships within the U.S. and with Mexico. An example
of one of these new partnerships is the Border Technology Exchange
Program (BTEP). BTEP was developed and implemented in conjunction with
the work done by the JWC. Funded by FHWA, with additional funding
provided by Mexico and southern border States in the U.S., the mission
of BTEP is to improve the safety, efficiency, and security of the
trans-border movement of people and goods. BTE is used as a support for
JWC work plan activities, providing training and dissemination of work
plan products, currently for the geographic information systems
training.
The five objectives of BTEP are to create a permanent technology
exchange process; to increase institutional, technical, and legal
compatibility and understanding; to improve transportation systems in
the border region; to enhance professional and cultural understanding;
and to strengthen professional and technical capabilities. This program
resulted in the creation of two technology transfer centers in Mexico
and four more are planned in the remaining Mexican border States in the
next few months. BTEP also has provided several training opportunities
as well. For example, it is estimated that over 1,500 Mexican
engineers, lab technicians and other transportation stake holders have
participated in the Texas program alone.
Although primary transportation security functions no longer rest
with our Department, we intend to maintain an important partnership
with the Transportation Security Administration (TSA) and other
relevant agencies at the Department of Homeland Security (DHS). Both of
our massive land borders present daunting transportation, commercial,
and security challenges. None can be solved independently of the other.
Successfully incorporating security improvements into a commercial
framework will test the abilities of the Federal Government and the
States in ways that they have not been tested previously.
The early results are quite promising. For example, the Container
Working Group (CWG), made up of elements of DHS, the Office of the
Secretary of Transportation and a large number of private sector
participants, is focusing on addressing key components of the process
through which a container is packed, secured, loaded and transported to
the U.S. The CWG's aim is to ensure integrity of the shipment at all
points of the international transportation chain. Another example is
the Border Station Partnership Council (BSPC) headed by Bureau of
Customs and Border Protection at DHS. The BSPC is a group of Federal
inspection services that plans for internal infrastructure decisions
for land Ports of Entry. The BSCP includes a representative from the
Federal Highway Administration and is working to collaborate with the
State Departments of Transportation.
TSA and the Federal Railroad Administration (FRA) have been working
closely to develop transportation security guidelines for the rail
sector along the principles of the threat based and risk management
approaches used in other security areas. Guidelines will be developed
using critical rail infrastructure risk assessments and input from
industry. Working with the FRA, DHS has agreed to a process for
targeting, screening, and examining rail shipments transported into the
U.S. from Canada the two largest cross-border rail carriers has been
agreed to with the Canadian Customs and Revenue Agency.
Pending the opening of the Southern border to Mexico-domiciled
commercial vehicles, the Federal Motor Carrier Safety Administration
(FMCSA) has border inspectors and auditors conducting inspections and
safety audits on commercial zone carriers. Border safety investigators
are assisting other FMCSA staff in conducting compliance reviews to
maintain their skills and conducting compliance reviews on commercial
zone carriers. Eighty-four FTEs will be redeployed to border crossing
locations to conduct truck inspections.
This group is comprised of 46 auditors, 30 safety investigators,
and 8 inspectors and will perform the following duties: Vehicle
inspections of CMVs (including those transporting HAZMAT), motor
coaches, Camionetas, and southbound CMV traffic; ensure compliance with
Out of Service (OOS) trucks towed from the compound and oversee traffic
control in the compound; train less-experienced inspectors; review
defects discovered during inspections; conduct registration and CDL
checks using Personal Digital Assistants (PDAs); participate in strike
force activity at various border patrol check points and State Ports of
Entry to check for unauthorized long-haul transportation by Mexican
carriers; continue outreach and education efforts.
The high level of cooperation and support between our Department
and DHS extends throughout the operating administrations. The
relationship will continue to grow and change in the coming years, and
the intersection of transportation activity and security demands that
it will always be a close one.
As the economies of the U.S., Canada and Mexico become more
interdependent, the demands on the immense land borders between us will
continue to grow. Transportation issues are at the heart of these
demands. This Administration and our Department are working to ensure
that U.S. border operations promote economic growth and improve
security.
Thank you, again, for giving me the opportunity to testify.
__________
Statement of John W. Johnson, Texas Department of Transportation
introduction
I am John W. Johnson, Commissioner of Transportation and chairman
of the three-member Texas Transportation Commission that oversees the
Texas Department of Transportation (TxDOT). I appreciate the
opportunity to brief the committee on the importance of the Texas
transportation system to the Nation and our recommendations for the
reauthorization of Federal surface transportation programs now before
the Congress.
The Texas Department of Transportation oversees the largest State
highway agency-owned road system in the country, with 79,000 centerline
miles and 187,000 lane miles. Texas has more interstate highway system
miles (3,234) than any other State. Texas has 13,435 miles (8.2
percent) of the designated 165,000-mile National Highway System. Texas
is home to more highway bridges than any other State in the Nation,
with 48,085 bridges in the statewide inventory, 10,555 of which are
classified as deficient, and 2,138 of those deficient bridges are on
the National Highway System. Statewide, Texans and visitors to Texas
logged more than 218 billion vehicle miles of travel in 2000 on the
301,000-mile statewide roadway system (State and local roads). Texas
has the largest rural population in the nation--that's 6,687,000 rural
residents according to the 2000 census. Our urban population
(14,049,000 by 2000 census counts) is the third largest in the United
States.
According to a recent report of the Texas Governor's Business
Council, the central issue for road conditions in Texas today is
highway congestion. This study's goal is addressing highway congestion
in the State. Urban traffic conditions have deteriorated substantially
in urban areas, where two-thirds of Texans live, as traffic volumes
have far outpaced roadway capacity improvements. Now, travel demand
exceeds roadway capacity for several hours of a typical day in the
larger urban areas. The size of the road system must increase to
respond to dramatic population and business growth. Quality of service
must improve to meet the needs of an increasingly affluent society with
high values of time for both people and goods and to assure a vigorous
business climate and quality of life.
Texas' population will increase from 20.8 million in 2000 to 29.6
million in 2025. Ninety percent of the growth, or almost 8 million more
people, will live in Texas' metropolitan areas. Traffic congestion is
getting worse. From 1990 to 2000, Texas' population grew 23 percent,
the number of vehicles increased 23 percent, the number of workers grew
by 23 percent, and vehicle miles traveled increased by 41 percent.
However, the number of lane-miles increased by only 3 percent. From
1990 to 2000 traffic congestion has cost Texas 2.6 billion hours of
delay (costing $40 billion) and 4.5 billion gallons of wasted fuel
(costing $5.6 billion), bringing the total cost of delay to $45.6
billion. During this same period TxDOT spent only $37.4 billion on
maintenance and new construction. If the current highway construction
and maintenance spending trend continues, Texas will spend only $140
billion over the next 25 years. The report suggests that at least
another $78 billion in highway investments are needed in Texas over the
next 25 years to appropriately address the State's highway congestion.
The results of such an increased investment could cut delays by 20
billion hours, save 31 billion gallons of fuel, provide 120,000
additional permanent jobs, reduce emissions by 775,000 tons of
hydrocarbon pollutants, improve safety, and provide other benefits
totaling $511 billion.
U.S.-Mexico trade also continues to grow strongly. The Texas ports
of entry handle nearly 80 percent of the surface trade across our
borders, with over 85 percent of it being moved by truck. The border
bridges at Texas ports recorded over 5.7 million truck movements in
1999. More than half of these had U.S. origins or destinations outside
Texas. Trucks engaged in North American Free Trade Agreement (NAFTA)-
related commerce comprise a significant portion of the truck traffic in
Texas; based on modeled volumes, NAFTA truck traffic comprised 16.5
percent of all truck traffic on Texas highways.
NAFTA trade is hampered by choke points at the border. Texas
infrastructure problems are only one of the factors in determining
these choke points and in most cases not the principal factor; other
contributing factors include border clearance through numerous, often
uncoordinated, State and Federal agencies, paperwork, staffing issues,
and institutional and cultural issues. For example, border
infrastructure is often located in congested downtown areas,
complicating commercial traffic flows and aggravating the challenge of
traffic congestion. Additionally, location in a fully developed area
limits the possibilities for needed expansion.
TxDOT alone cannot solve all of the border trade transportation
problems, but we will continue to monitor the problems, identify
potential strategies, and recommend solutions for addressing them.
TxDOT has placed a great emphasis on infrastructure development along
the Texas-Mexico border. TxDOT will continue to monitor the development
and implementation of NAFTA, study its impact on our system, and plan
and schedule appropriate improvements to meet the needs of
international trade.
The department has made significant commitments to improving the
border region's transportation system. From 1998 to 1993, the border
received 5.6 percent of State transportation dollars and from 1994 to
2000 that share grew to 9.8 percent. For 2001 to 2004, we plan to spend
12.2 percent of State transportation dollars along the border. Beyond
the immediate future, TxDOT has plans in place to direct more than $1.8
billion to the border region over the next 10 years.
In coordination with the Texas Department of Public Safety, we are
planning eight motor carrier safety inspection stations along the
border. Estimated cost of the stations is $115 million. TxDOT and our
university research partners have developed a model border crossing
prototype that will combine State and Federal agencies at one location
to improve the flow of truck traffic through these key entry points.
The entire country, not just Texas, benefits from NAFTA. Texas
should not be forced to fund the full financial burden of needed
infrastructure improvements to handle the international trade
agreement.
Texans paid $2.6 billion in Federal motor fuels taxes into the
Highway Trust Fund in fiscal year 2002. However, Texas' fiscal year
2002 obligation limitation was set at only $1.73 billion. Our State has
received a rate of return of only about 88 cents on the dollar on our
motor fuels tax payments through the Federalaid highway program
distributions under TEA 21 (1998-2003).
Our citizens are not just looking to the Federal program to handle
our transportation needs; State fuels tax revenues in 2000 totaled more
than $6 billion. However, one quarter of these State revenues are
directed to the State's public school fund and are not available for
transportation purposes. Our most recent annual highway construction
letting volume exceeded $5 billion. And yet, our identified
transportation needs exceed our available funds by a two to one ratio.
texas reauthorization priorities
Texas has a lot at stake in the work now on the congressional
agenda. While it is a time of tight budgets at both the national and
State levels, Texas needs to be able to do more with the resources we
have to meet the tremendous transportation demands of our growing and
diverse State.
In every reauthorization effort, TxDOT's objectives remain the
same:
To protect and enhance the Federal investment in
transportation infrastructure;
To capture for Texas the largest possible share of
Federal transportation dollars; and
To give State and local governments the broadest possible
discretion over the Federal transportation dollars we do bring home to
Texas.
As my colleague on the commission, Ric Williamson, indicated in his
testimony to this committee's September 25, 2002 joint hearing with the
Committee on Finance, Texas is working hard to create the financing
tools we need to make the most out of our available transportation
dollars. At the State level, we are developing new opportunities to use
bonding and other private sector financing options to leverage our
public sector funds to address our transportation needs. At the same
time, we are working closely with our State and local partners to
improve the efficiency with which we deliver needed transportation
improvements in both urban and rural situations. However, if we are to
be able to take full advantage of these new areas of opportunity, we
need Congress to untie our hands.
During its 78th Session, the Texas Legislature passed, and Governor
Rick Perry signed, HB 3588, landmark transportation legislation that
redefines the way infrastructure is delivered in our State. HB 3588
permanently establishes the Trans Texas Corridor as the next-generation
transportation facility to move people across the State. As envisioned,
this long-range response to the transportation needs of Texas will be a
multi-use, statewide transportation corridor that will include toll
roads, high-speed passenger and freight rail, regional freight and
commuter rail, and underground transportation for water, petroleum,
gas, and telecommunications. Designed to be a much faster and safer
transportation of people and freight, the Trans Texas Corridor will
include four multi-modal, high priority corridors approximately 1,200
feet wide. Implementing this vision, one of the largest transportation
projects in the State's history, is expected to take 50 years or more.
HB 3588 also enhances the ability of local governments, acting
through Regional Mobility Authorities, to deliver infrastructure much
faster, and it offers new project delivery methods that will have
travelers using new facilities much more quickly.
Even before Texas begins to take full advantage of these new tools
at the State level, we are already serving as model for the Nation in
the use of the variety of transportation financing tools now available.
The Central Texas Turnpike Project (CTTP) being developed as a State-
maintained toll facility includes four project elements--SH 130, SH 45
North, Loop 1, and U.S. 183A. Currently, TxDOT is developing the first
phase of the CTTP--the northern 49 miles of SH 130, SH 45 North, and
Loop 1. These 65 miles of new toll roads in Central Texas will cost
approximately $2.9 billion. This includes right of way acquisition,
utility adjustments, design, and construction. With the addition of
required reserve funds, interest, insurance and issuance costs, the
total estimated costs are $3.6 billion. The four elements of the
funding package include local contributions, State highway dollars, a
$916.76 million Transportation Infrastructure Finance and Innovation
Act (TIFIA) loan, and the sale of bonds, which will be paid for through
the collection of tolls. (The TIFIA loan is the largest such loan in
the history of the program.) By using this mixture of public and
private project financing instead of traditional pay-as-you-go
financing, we will be able to shave at least 20 years off the project
delivery time and have Texans using these facilities by December 2007.
The CTTP will bring congestion relief to I-35 and surrounding arterial
roads in Travis and Williamson counties, as well as the Central Texas
region. Providing more transportation options for commuters,
businesses, and motorists will improve mobility and safety in the
region.
But Texas is not stopping with the CTTP in our efforts to deliver
needed project faster. TxDOT is asking private companies to submit
innovative strategies to build a high priority segment of the Trans
Texas Corridor. TxDOT has requested competing proposals to develop the
I-35 High Priority Trans Texas Corridor, extending from the Red River
to the Mexican border.
This high priority corridor would generally parallel I-35. Portions
of the I-37 and I-69 high priority Trans Texas Corridors may be
included as necessary for connectivity and financing. The notice asks
teams to submit plans to acquire, develop, design, construct, finance,
maintain, and operate a combination of rail, roadway, and utility
facilities for this high priority corridor. In addition, each team must
include a description of the group's qualifications, experience, and
expertise. Proposals will be evaluated based on the team's experience
in developing large, complex projects and the financial and technical
feasibility of the proposal. If a successful proposal is selected from
the short list, TxDOT intends to enter into a comprehensive development
agreement for this project. An agreement will allow the selected
proposer to acquire, design, build, and partially finance the project.
Another key project for the future of Texas transportation is the
ongoing development of Interstate 69 (I-69), which begins right here in
Brownsville, extends to Texas' busiest port of entry at Laredo, and
continues through Texas to Houston and Texarkana. Outside of Texas, the
I-69 Corridor will provide a much needed mid-continent trade route
connecting the United States' two largest trade partners--Mexico and
Canada. Within Texas, I-69 will connect the Rio Grande Valley with the
rest of the State with a controlled-access Interstate freeway facility
and provide relief to Valley communities from the congestion of
international trade traffic.
However, the I-69 corridor will be the nation's corridor. The
benefits from international trade flow to all parts of United States.
The States benefiting from that trade must bear an appropriate share of
the cost to Texas to provide the transportation infrastructure
necessary to support that trade. It is estimated that the entire I-69
corridor from Brownsville to Indiana will cost more than $15 billion to
construct. Within Texas, we estimate that the construction cost will
run close to $6 billion. If we are to build this vital international
trade corridor quickly (i.e., over the next 6-10 years), we in Texas
would need about $800 million per year.
Of course, we cannot afford to sacrifice the transportation needs
of the rest of Texas to build I-69. With current funding, we can only
do about one out of every three projects that need doing. To make I-69
a reality without sacrificing other transportation needs in Texas,
funding for I-69 must be over and above what Texas would otherwise
receive in Federal highway funds.
The new financing and planning tools that we now have available
within the State and the enhanced Federal tools we hope to see in the
TEA 21 reauthorization at the Federal level will go a long way toward
making our plans for the future of I-69 in Texas (and the other major
transportation projects in the State) a reality sooner for the people
of Texas. A few enhancements to Federal law will be necessary to fully
realize the potential of HB 3588, I-69, and the Trans Texas Corridor,
and the Senate Environment and Public Works Committee can help deliver
those additional resources. In particular, our agenda calls for changes
that will improve funding equity, enhance flexibility, and create
innovative finance mechanisms to leverage available transportation
funding.
Strengthen the Federal Investment in Transportation. We need
Congress to strongly affirm what we all know to be true--that increased
investment in transportation is a sound and efficient way to stimulate
the economy, create and sustain jobs, and improve the efficient
movement of goods and services so vital to the business community and
our quality of life. We need Congress to continue to grow the Federal
transportation program investment and to strengthen the guarantees on
those funds for the benefit of the Nation.
Enhance Highway Funding Equity. Mr. Chairman, the reauthorization
must include equity improvements in order for it to provide a better
economic benefit to Texas and other donor States. Your State and mine
(and many others across the nation) continue to pay more of our Federal
gas tax into the Highway Trust Fund than we receive in Federal highway
program funds. Even with improvements made in TEA-21, Texas only
realizes about 88 cents on each dollar contributed. The next Federal
act should guarantee all States at least a 95 percent rate of return on
all funds distributed to the States through Federal highway programs.
If a 95 percent Minimum Guarantee had been in place in TEA 21, Texas
would have received nearly $1.2 billion more to invest in
transportation since fiscal year 1998. The TEA 21 reauthorization
legislation should alleviate this inequity by including the highway
funding equity proposal embodied in S. 1090, introduced by Senators
George Voinovich and Carl Levin and strongly supported by Texas
Senators John Cornyn and Kay Bailey Hutchison and 19 other senators.
Improve Project Delivery Mechanisms. Changes to current Federal
policies and financing mechanisms could significantly improve our
ability to quickly and efficiently address our growing Texas mobility
needs.
The recently adopted Federal Highway Administration regulations on
Design-Build Contracting are hampering our progress and limiting the
level of investment from our private partners. The Federal Highway
Administration, through these regulations, has restricted States in
ways we believe are directly contrary to provisions in TEA-21 allowing
flexibility to agencies wishing to engage in innovative contracting.
Our primary concerns relate to the detailed regulations requiring State
and local agencies to adjust their existing procurement processes to
conform to Federal practices, as well as a requirement that compliance
with the National Environmental Policy Act process be completed before
proceeding with an innovative contract.
The procurement requirements may be inconsistent with an agency's
existing authority under State or local law. These requirements would
preclude a department of transportation from gaining the benefit of
private sector innovation in planning its infrastructure projects and
developing innovative procurement processes. I urge your support for a
modification to this rule that would permit agencies to use procurement
processes allowed under State law.
The Reforming, Accelerating & Protecting Interstate Design (RAPID)
Act (HR 2864) by Congressman Michael Burgess proposes the most
important of these modifications. The RAPID Act also allows a donor
State to use a thorough and efficient environmental process for a
multi-modal transportation project like the Trans Texas Corridor.
An important amendment to Federal environmental laws and
regulations is also needed to expedite approval of high priority and
emergency projects, including projects to improve the safety of
roadways having higher than average traffic accident rates.
Expand Options for Tolling the Existing Federal Aid Highway System.
Because tax-funded roads have not kept pace with need, Governor Rick
Perry has led Texas in efforts to expand our State's ability to use
tolling to supplement existing funding. This tool was extended under HB
3588, and a Federal proposal supporting the use of tolls to address
issues of congestion, pollution, and safety has been introduced. I
understand pending proposals (S 1384 and H.R. 1767) would grant States
tolling authority for the expansion of Interstate highway routes, with
the limitation that the tolls be eliminated after capital costs are
recouped. Texas needs such authority; however, I would like to
reinforce that discretion over its use should reside with the State,
including the amount of time the tolls are in effect. Once again, the
Burgess RAPID Act improves on this by providing States with this
additional discretion.
In the Bush Administration's ``Safe, Accountable, Flexible and
Efficient Transportation Equity Act of 2003'' (SAFETEA) proposal, we
are encouraged by the proposal to allow Interstates to be tolled to
reduce congestion or emissions in non-attainment areas if they use
variable pricing based on congestion or time of day. This goes beyond
just high-occupancy toll (HOT) lanes to tolling the entire roadway and
is not limited to SAFETEA's proposed three ``Interstate Tolling''
pilots.
Continue the Availability and Expand the Reach of Transportation
Project Financing Tools. Another vital tool is the ability to use tax-
exempt bonds or private activity bonds to finance highway and surface
freight intermodal projects developed through public/private
partnerships. I urge your support for private activity bond (PAB)
provisions similar to those contained in the Bush Administration's
SAFETEA reauthorization proposal. The proposal allows up to $15 billion
in bonds to be exempt from Statewide caps on the issuance of certain
other types of PABs. SAFETEA would include highway facilities and
surface freight transfer facilities among those projects for which PABs
may be issued.
Your support for continuing financing tools under TEA-21--such as
the Transportation Infrastructure Finance and Innovation Act (TIFIA),
ensuring that Texas retains full use of its State Infrastructure Banks
(SIBs), Grant Application Revenue Vehicle (GARVEE) bonding authority,
and advanced construction and flexible match provisions--is critical.
Congress should continue the availability of these tools and consider
the creation of additional financial tools.
In addition, existing tools like TIFIA, SIBs, and toll credits must
be refined for Texas to make full use of them. For instance,
restrictive financial covenants in the TIFIA loan agreements should be
lifted, repayments to SIBs should be free of Federal requirements to
ensure that future borrowers (mainly cities and counties) are able to
access the funds, and States should receive toll credits based on the
proportion of a project's toll financing, even if Federal funds are
used for part of the project's costs.
Target Border and Corridors Programs to Meet NAFTA Needs. With
ever-increasing demands on Texas' transportation system for both local
mobility and international trade transportation improvements, I believe
that existing TEA-21 programs directing funds to border States for
trade corridor and border transportation infrastructure development are
falling short of accomplishing this goal. The National Corridor
Planning and Development program and the Coordinated Border
Infrastructure program must be reformed so that priority is granted to
corridors with increased traffic since the enactment of the North
American Free Trade Agreement. Also, specified funds should be spent
exclusively on international border and corridor projects. I believe
this reform would return the programs to their original intent--
promotion of national economic growth in relation to international/
interregional trade and facilitation of the safe movement of people and
goods across U.S. borders. Legislation introduced by Senator Kay Bailey
Hutchison (S 1099) and Congressman Michael Burgess (HR 2220) is
designed to properly clarify these programs. Texas will continue to
push for greater Federal investment in the international trade
corridors that traverse our State and border improvements serving the
Nation.
Strengthen Environmental Stewardship and Program Flexibility. State
DOTs like TxDOT are the Federal Government's agents in the federally
funded, State-administered Federal-aid highway program. We believe that
Congress should shift more decisionmaking authority to Texas State and
local transportation officials. I encourage Congress to allow States to
exercise their environmental and project stewardship responsibilities
by granting more categorical approval authority and delegate FHWA
overview to the States. A key provision in the Bush Administration's
SAFETEA proposal would allow States to assume some of USDOT's
responsibilities for transportation enhancements, recreational trails,
and transportation and community and system preservation program
projects. This delegation would streamline the review and approval
process, thereby expediting project delivery.
Texas will add at least four new non-attainment areas under the new
ozone standard. The Congestion Mitigation and Air Quality Improvement
Program (CMAQ) must be amended to adjust for the larger demand on these
funds. In addition, we believe that CMAQ eligibility should extend to
near-nonattainment areas that have entered into a legal voluntary
emission reduction agreement (e.g., the O3 Flex Agreement, the Early
Action Compact). Even more importantly, we ask that Congress
restructure the CMAQ program to allow it to support the significant air
quality benefits available from congestion mitigation, rather than
continuing the current restriction of these funds to air quality
improvement projects only.
Conclusion
Thank you for the opportunity to bring part of the Texas
transportation message to you today. As stated earlier, Texas has a lot
at stake in the work now on the congressional agenda. Your work to
improve the Federal Government's commitment to enhanced transportation
funding is very important to Texas and to the border region. We look
forward to working closely with the Texas delegation and the
authorizing committees to ensure that the reauthorization of surface
transportation programs and funding results in a positive environment
for the future of Texas transportation. By providing the enhanced
funding equity, more flexible program provisions, and expanded
transportation project financing tools we have outlined here, Congress
will help Texas be better positioned to build on our success and plan
for the 21st century, providing greater prosperity for our citizens now
and into the future.
__________
Statement of Wm. R. Stockton, P. E., Associate Agency Director, Texas
Transportation Institute, The Texas A&M University System
Introduction
Thank you, Mr. Chairman, Senator Cornyn and members of the
committee for the opportunity to be here today. I am Bill Stockton,
Associate Director of the Texas Transportation Institute, a research
agency of The Texas A&M University System. Along with colleagues from
the University of Texas at Austin, I have been working on a variety of
transportation issues relating to the Texas-Mexico border for the past
several years. Our focus has been transborder freight movement, in
particular, how to speed the movement of the increased commercial
traffic resulting from the implementation of NAFTA across the border
without compromising U.S. national security.
Why should you care about the impact of border freight on the Texas
transportation network?
Mexico is the second largest trading partner of the
United States--$200 billion annually
80 percent of that trade crosses the border in a truck,
mostly through Texas--$160 billion annually
60 percent of that truck traffic is bound for a
destination beyond Texas--$100 billion annually.
25 percent of all border trade, northern or southern
border, comes through Texas
So Texas is the port-of-entry for the rest of the Nation.
In our research, we have observed two categories of challenges-
physical and institutional-and we see opportunities stemming from both
Physical Challenges
With very few exceptions, current border truck traffic is far
beyond the level envisioned when most border stations, border
communities and border highways were planned. As a result, the border
stations are often cramped, truck traffic backs up into border cities
on both sides causing congestion and air pollution, and border highways
often show distress of repeated heavy loads. Very few of the inspection
compounds have adequate space to accommodate peak traffic demands.
Advances in inspection technologies and changes in inspection practices
are often
difficult to accommodate in older vintage border stations, where
inspections were carried out at a loading dock instead today's multi-
million dollar ``x-ray'' machines. Likewise, most of the international
bridges have too few lanes to keep northbound trucks from standing in
long queues back into Mexico.
Local street networks on both sides of the border are often
overloaded with traffic, but it is the truck queues waiting to cross
the border that cause most of the mobile source air pollution. Sister-
city trade has dropped off considerably due to long queues waiting for
processing at the border. Regional highways that connect the border to
the rest of the Nation, like U.S. 77, U.S. 281 and I-35 have seen
dramatic increases in truck traffic. Because a fully loaded truck
causes pavement damage 9000 times greater than a passenger car, the
stresses on local streets and regional highways is well beyond the
original design. That means additional costs for State and local
transportation agencies as they try to maintain roads and keep local
drivers safe.
Institutional Challenges
It is a common mistake to think of transborder freight movement as
something that begins and ends at the port-of-entry. In the past, most
proposed ``solutions'' have examined only the port-of-entry, ignoring
the reality that the process-especially the transportation component-
begins with the shipper, possibly in interior Mexico, and ends with the
receiver, perhaps as far inside the U.S as Chicago. If we want to
achieve the full economic benefits of international trade, while
assuring security and safety, we have to see the process in its ``big
picture'' view.
Prior to September 11, 2001, more than 100 Federal agencies had
some role in approving or processing or sharing data on truck traffic
crossing the border. That number does not include the host of State,
local and private interests that have legitimate roles in the crossing
process. Given the complexity of the process and the vast number of
players, it is amazing that it works as well as it does. As you might
imagine with a system this complex, coordination among all the players
is very difficult and historically has not been very effective.
Most of today's coordination problems existed before NAFTA and they
continue because there is no over-arching mechanism to make sure they
get fixed and stay fixed. The reorganization of the Department of
Homeland Security certainly provides a structure for the Federal
inspection agencies, but because transportation issues are not
exclusive the Federal inspection compound, there is still great room
for improvement.
It should be understood that the goals of transborder truck
transportation are different from any other aspect of transportation.
Each of the myriad of public and private sector stakeholders in the
process has its own measure of success, so there is no common yardstick
by which we can measure the efficiency or effectiveness of one port-of-
entry versus another. Without such benchmarks, it is difficult, if not
impossible to know where to allocate resources to improve operations or
infrastructure. Each of these stakeholders does the natural thing: they
focus on streamlining and optimizing their portion of the process, with
only passing attention to how their actions affect the overall process.
For example, border infrastructure and staffing is overloaded during
parts of the day and very underutilized at others. Long standing
private sector practices and differences in public agency schedules
have thus far thwarted efforts to even the flows throughout the day,
reducing congestion, waiting time and air pollution. There is enormous
potential for ``everybody wins'' in a big picture approach to
coordination.
The bottom line is that transborder freight movement is a supply
chain system. The sooner we manage it that way, the sooner we'll reap
the benefits. There are lots of things that remain unknown, but there
are great universities that possess enormous skill to tackle the
unknowns as objective outsiders. In addition to Texas A&M University
and UT-Austin, we have colleagues at UT-Brownsville, Texas A&M
International in Laredo, UT-El Paso, and UT-San Antonio who contribute
greatly to the betterment of transborder trade. They bring unique
experience and expertise which can help identify particular regional
issues to be addressed.
Opportunities
Great progress has been made in spite of the challenges of
exponential growth in truck traffic and emerging needs for security and
truck safety. Efforts led by the Federal Highway Administration and the
Texas Department of Transportation have not only made bold steps in
defining the issues, but also have begun rapid implementation of
solutions. And despite the concerns I have raised about physical and
institutional challenges, there are excellent opportunities to be
explored and solutions to be tested.
Since widening of the international bridges and expansion of the
border inspection facilities is not an immediate prospect, then we must
focusing on better managing the traffic, just as we do on freeways that
cannot be expanded. Many of the tools of intelligent transportation
systems, or ITS, have excellent application in transborder truck
movement.
Several are worthy of mention:
The Texas Model Border Crossing incorporates off-the-
shelf technologies and processes to detect, identify, screen, and track
trucks through commercial border crossings, providing smooth and rapid
passage to those that are in full compliance with Federal and State
laws and rules. This traffic management application would be an ideal
complement to the Bureau of Customs and Border Protection's Secure
Trade Expedited Processing program, in progress on parts of the Texas-
Mexico border. I have taken the liberty to attach to this testimony a
copy of the Model Border Crossing Briefing Document.
Deploying short range radio frequency technologies to
detect and identify trucks before they reach the border. Not only does
this provide advance notice to inspection agents, but it allows them to
identify ``low risk'' traffic and route it expeditiously, focusing
resources on unknown or high risk traffic. These improvements are being
pilot tested at the commercial crossing in Otay Mesa, CA.
Using dynamic message signs and lane control signals to
sort trucks and route them upstream of and within the border station.
Interfacing the computer systems of Federal inspection
agencies with those of State governments, especially at the border
safety inspection facilities operated by the Texas Department of Public
Safety to share identification data and violation histories, as well as
credentials, operating authority, insurance coverage, etc. It makes
sense to capture this information once and share it.
Incorporating this computer interface with TxDOT's
commercial vehicle operations strategic program, which will eventually
allow law enforcement personnel throughout the State and nation to
quickly access information about weight, inspection history, etc,
saving time for law enforcement and trucker alike.
Making changes to improved traffic management takes two partners-
government and the trade community. Compliance with trade laws,
national security requirements and truck safety regulations ought to be
worth something to the trade community. Coordinated incentives are
essential. It does little good for a trucker to save 5 minutes from an
expedited inspection by a Customs inspector if he had to wait 3 hours
to get to the inspection booth. A comprehensive program to provide
meaningful time incentives-for the entire supply chain from receiver to
shipper-would improve appreciably voluntary compliance and provide
significant benefits to both trade and security.
Recommendations
1. Provide for a full-scale pilot of the model border crossing at a
busy Texas port-of-entry.
2. Commission a study to define the elements, the players and the
process to assure over-arching planning and coordination of the entire
supply chain movement of transborder freight.
3. Expand the Smart Border pilot project at Otay Mesa, CA to the
larger commercial border crossings, especially in Texas.
4. Encourage variable tolling at international bridges, using
market forces to balance peak demands and accommodate time-sensitive
shipments. Provide reserve funding to assure bridge operators and bond
holders financial interests.
5. Expand the federally mandated metropolitan planning process to
incorporate border station planning and encourage Mexican sister-city
participation.
__________
Statement of Hon. Eddie Trevino, Mayor, Brownsville, TX
I am Eddie Trevino, Jr., Mayor of Brownsville. Good morning,
Chairman Inhofe and Senator Cornyn, distinguished guests. Welcome to
the Lower Rio Grande Valley!
On behalf of the city of Brownsville and its citizens, I wish to
convey our deep appreciation for your taking the time to visit us.
Through our partnerships with TxDOT, the FHWA, and others, the city
of Brownsville and Cameron County have been able to accomplish some
great things in recent years. In May 1999, the Veteran's International
Bridge at Los Tomates opened for business. This facility has exceeded
its projected traffic and toll revenues.
Unlike many parts of the United States, South Texas has a very
young population base. Even with our developing economy . . . we are
having a difficult time finding enough job opportunities for our young
people. I would note that Brownsville led Texas in job creation in the
2d quarter.
We are experiencing rapid growth in our MPO area. For example . . .
traffic volumes are increasing between 5 percent to 6 percent each year
on many of our roadways. Volumes will double in an 18-20 year period.
Congestion problems will become intolerable if we don't move ahead on
making improvements.
It would be easy to ask for your help for the completion of any one
of 10-12 new projects that we sorely need in Brownsville. Each project
is being designed to address critical infrastructure needs in our
community. Some of these projects will help alleviate severe congestion
problems. For example, roadway improvements are needed for the
following thoroughfares:
East Loop
West Loop (From F.M. 3248 to E. 6th Street)
Morrison Road, (to old Port Isabel Road)
West Morrison Road
Widening of Robindale Road
Construction of Pineda Boulevard
Widening of Old Port Isabel Road
Establishment of the U.S. 281 Connector, (to connect F.M.
511 and U.S. 281)
Extension of Magnatek Drive to S.H. 48
Rehabilitation of Price Road
Widening of Coffee Port Road
Instead, I want to take this opportunity to ask for some assistance
on another important matter. TxDOT, with Federal assistance and help
from the city of Brownsville, has completed improvements on U.S. 77
that meet interstate standards. Everyone here would acknowledge that
U.S. 77 is a designated leg of the future I-69. We are currently not
receiving interstate maintenance moneys for U.S. 77.The current Federal
law does not allow for such expenditures until U.S. 77 connects to an
existing interstate.
The city of Brownsville bought the land that was used for the
Expressway extension to the border. We have done our part. Now it is up
to the Federal Government to help with this issue.
Let me assure you that we don't believe that this oversight is due
to malicious intent. However, this situation represents a very
unfortunate oversight. It needs to be amended. Under the current
language of the applicable Federal legislation . . . our Expressway has
to be fully improved for 100 miles northward to connect to the
Interstate System near Robstown, Texas. At that time, the Secretary of
Transportation could designate U.S. 77 as part of I-69.
I suggest to you that everyone in this room will be much older when
that occurs. That's why we need your help to change this provision of
the law.
What is the purpose of I-69? One of the purposes of the interstate
is to handle NAFTA traffic. We are already accomplishing that goal
right here in Brownsville.
I suggest that the Federal language on this matter needs to be
amended. If a highway segment meets all interstate design standards,
and said highway connects to a U.S. deep-water port or to a U.S. Port
of Entry . . . then the Secretary should be able to designate that
highway as part of the interstate system. We should not continue to be
penalized for being located here on the border. We are some distance
from Robstown. The Port of Entry represents a huge Federal and local
investment, aside from the highway.
In other words, Brownsville should be treated as the gateway to
Mexico, Latin American and Asia. Please help us change the statutory
language on these matters. We have met our responsibilities for
building this part of I-69 and therefore, it deserves Federal
recognition and support. Brownsville has the only major seaport in the
U.S. without an interstate connection. We realize that F.M. 511 does
not meet current interstate design standards. But when it does meet
those standards, as U.S. 77 does today, it should be accepted as a part
of I-69.
Thank you for your attention. We do appreciate your time spent with
us here today.
__________
Statement of Hon. C. Connie de la Garza, Mayor, city of Harlingen,
Texas
Thank you for allowing me to be before you today. Welcome to the
Magic Rio Grande Valley of South TexasCthe Tropical Paradise of the
United States of America. My name is C. Connie de la Garza, Mayor of
the city of Harlingen, the third largest city in South Texas and the
center of the Rio Grande Valley. I am serving my second three (3) year
term as Mayor and have been involved in civic issues in the area for
over 30 years.
The purpose of this hearing is to examine transportation investment
along the Southern Texas Border--building upon the Transportation
Equity Act for the 21st century (TEA-21) is certainly timely. To my
knowledge we have never had a Senate hearing on transportation in South
Texas. I commend you for being here to listen to our needs and desires.
The average citizen of Texas and the United States of America does
not realize that approximately one (1) million people live within a 35
to 40 mile radius of Harlingen between South Padre Island, Brownsville,
McAllen, Rio Grande City, Roma and Raymondville. And that is the
population north of the Rio Grande River International Border. A
greater number that use our transportation infrastructure live south of
the River.
The latest U. S. Census figures reveal that two (2) of the top five
(5) fastest growing Metropolitan Statistical Areas (MSAs) in the Nation
are here in the Rio Grande Valley of South Texas-Harlingen,
Brownsville, San Benito and McAllen, Mission and Edinburg. A third
one--Laredo's MSA is just up the Rio Grande River from us. Thus, three
(3) of the top five (5) fastest growing MSAs in the Unites States are
in the southern border of Texas.
Our No. 1 concern is the fact that the Rio Grande Valley of South
Texas is the only area in the U. S. with over one million citizens that
does not have access to an interstate highway. The nearest interstate
is I-37 from Corpus Christi, Texas to San Antonio. Long range plans
have U. S. Highway 77 and 281 being converted to Interstate 69 and that
is good. But, I just pray it is completed before my 3-year old
granddaughter is old enough to drive. The point I am making is the
legislation that created I-69 Stated construction would start on the
Rio Grande River and go North. We have yet to see anything happen other
than the signs being placed that State ``Future Corridor-I-69''.
The future is now. Federal funds for a few overpasses on U. S. 77
between here and Corpus Christi, Texas and on U. S. 281 between
Edinburg and Pleasanton would certainly give us Interstate access. This
is very important because since NAFTA our commercial truck and
automobile traffic between the USA and Mexico has grown tremendously.
Statistics readily prove that. The rest of the Nation and the world
have discovered our business climate in the Rio Grande Valley and
Northern Mexico is an excellent profitable climate. We have created
many new jobs in South Texas. Adequate and efficient transportation
would only enhance our job growth.
Mexico is one of our nation's leading trade partner. We want to be
able to efficiently transport the goods produced and manufactured on
both sides of the River. The highway infrastructure must be enhanced in
order for all of us to grow and profit.
In the past highway infrastructure for South Texas and the Border
was often overlooked. We have received more Federal and State money in
the last 5 years than we have in last 20-30 years and for that we thank
you. But we are behind the curve because of the lack of funding in the
past and because of the tremendous population growth in the last 10
years (25 percent-30 percent increase) and predicted growth in the next
10-20 years. We need to catch up and build for the future.
Our population and trade growth since NAFTA has also placed a great
burden on our railroad systems that go through the middle of nearly all
our Rio Grande Valley cities. The main Union Pacific line that cuts my
city--Harlingen, in half as well as the city of San Benito, Town of Los
Fresnos and Brownsville must be re-routed. The city of Brownsville in
partnership with Cameron County and the Port of Brownsville have
commenced a plan to relocate the U P Line with Federal, state and local
dollars. We have also teamed up with Cameron County and the city of San
Benito to do the same thing at the north end of Cameron County. The end
result would be a Cameron County wide plan to relocate the main Union
Pacific line and switching yards to an area away from our population
base. Thus, the efficiency of our traffic flow would be increased. As
it is now, a great number of our commercial and private traffic is
stalled for hours (3-5 times a day) at the rail crossings. Emergency
vehicles, fire and police, EMS also have the same dilemma. We must
receive the necessary Federal help for the Cameron County Railroad
Relocation plan in order to implement it for the benefit of commerce
and our citizens.
In closing, I would like to stress that Texas is a donor state that
gets only 874 back for every dollar of the Federal Gas Tax we send to
Washington. We are 49th out of 50 on the list of dollars returned. We
demand equity and would settle for 954 out of every dollar we send.
That would enable TXDOT to do much more than what they presently do. I
also want to commend the representatives of TXDOT that are present for
doing a fantastic job with the limited resources they have. But,
together with Federal help and local help we can do more.
I do thank you and your staff for having this hearing in South
Texas. I trust you will leave the area with necessary information to
make the right decisions for all our citizens. We commend each of you
for the excellent job you are doing. Thank you and God Bless.
__________
Statement of Hon. John David Franz, Mayor, city of Hidalgo, TX
Good morning, Chairman Inhofe and welcome to Texas and the Rio
Grande Valley. We are honored to have you here and appreciate the
opportunity to provide information to you and our other guests. As
always, Senator Cornyn, welcome, and thank you for being here again.
And, Chairman Johnson, we appreciate your frequent visits and interest
in our region since your appointment 3 years ago to the Texas
Transportation Commission.
As a mayor, I have to spend a few minutes talking about my special
city. Hidalgo is an old city with the, first settlement founded in
1749. We are located six miles south of McAllen. We are not a large
city, population-wise, but we have grown substantially in the last few
decades. We have three times the number of people we had in 1980. One
of our primary business sectors is trade, with our city being home to a
number of custom brokers and freight companies. Over 11,000,000
vehicles cross the McAllen/Hidalgo Bridge annually going to and from
Mexico. Almost 700,000 trucks cross at the Pharr Bridge. We are working
on plans for a new bridge at Anzalduas to help meet the ever-increasing
volume of crossings between Texas and Mexico.
Our proximity to Mexico, our historical connection with our friends
on the other side of the river, our position in the ever-expanding web
of trade between Texas, the United States and Mexico and our explosive
regional population growth, leads me to talk about a number of specific
challenges and issues related to transportation. And, I would like to
talk about some of regional and State initiatives that address these
challenges.
One of the newer challenges is homeland security versus the
movement of trade and the flow between our communities. Communities and
individuals on either side of the river have been connected for
generations. We go back and forth to visit, to shop, and to conduct
business. Even prior to 9-11, we had seen restrictions that affected
the daily flow of life between communities along the border. Since 9-
11, the number of restrictions has compounded and the complexity of the
rules threatens to severely hamper our lives and the economy of our
Nation. An example is the new truck inspection system and stations.
Inside the stations, USDOT enforces a set of regulations. Just outside
these stations, the Texas Department of Public Safety enforces truck
regulations. Unfortunately, the rules are not the same, creating
considerable confusion for drivers and companies.
As Senator Cornyn has said, ``our immigration system is broken.''
Thank you, Senator, for your legislative efforts, to address this
problem and the effects of this system on our daily lives. Dinner,
shopping and visiting friends in another country is something the
border citizens In the US and in Mexico were used to doing on a regular
basis. Our past, but more importantly our future, are inexorably
linked, and separating our realities is impractical and will damage the
economies and relationships between our countries.
Please know that we want our communities and nation to be safe. We
do not want unsafe trucks on our streets or threats to our security,
but we may all be experiencing an over-reaction that does not
necessarily translate into increased security or safety. Further, there
is concern that our border be treated equally with U.S.-Canadian
border. We stand ready to work with you at the Federal level and the
State level to address the challenges, and we believe that our direct
and long-term experience with the issues of movement across a border
would assist you in developing solutions. However, we need to be
included in the formulation of these solutions and have the opportunity
to help develop workable policies and regulations
A second challenge that I see is just the physical infrastructure
required to move the increasing volumes of trade. Approximately 80
percent of all U.S. trade with Mexico goes by truck and approximately
80 percent of that truck traffic crosses the Texas border. Therefore,
54 percent of all truck traffic carrying U.S.-Mexico trade comes
through Texas. Some days it seems like all those trucks are on U.S.-77,
U.S.-83 and U.S.-281 in the Valley.
Had we envisioned this decades ago, perhaps we could have planned
our communities differently. But, long before there were trucks, we
were river settlements with crossings to Mexico. So, all those trucks
are funneled from the major highways onto roadways not designed for
that type of traffic and too often on roadways with traffic lights,
schools and normal urban traffic. This impacts us, but it also impacts
businesses in San Antonio, Dallas, Houston, Oklahoma and beyond. These
delays cost time and money, and they obviously affect our lives.
Two of the solutions to help with these problems of truck
congestion and freight movement are interstate level highways into our
region and improved direct connections, especially for trucks, from
these highways to the bridges. Easy to say, but there is the persistent
problem of the dollars to make these projects happen. Like Oklahoma, we
would appreciate being something less of a donor State in terms of the
fuel tax, but we recognize that even more fuel tax money will not
necessarily supply the level of funds needed.
Texas took a bold step in the recently passed HB 3588, which will
provide new financial tools at the State level. We thank Chairman
Johnson, the Commission and the Department for their work on this
landmark legislation. We are ready to work with you on passage of the
constitutional amendment; Proposition 14, to allow TxDOT to issue
bonds, on using regional mobility authorities to fiend projects and on
encouraging the use of other tools such as development agreements and
leases.
There are also some ways we can save dollars, as you have
recognized Senator Inhofe, and as the Commission proposes in their
``Texas Transportation Priorities'' prepared for their work with the
108th Congress. The maze of our current environmental processes creates
delays in projects and cost substantial money. If the results were
tangible in terms of protecting our natural resources and creating new
habitats, then it would be worthwhile. Unfortunately, far too often it
seems, it is process that seems geared to collecting data and studies
rather mitigating impacts or improving the natural environment. You go
from agency to agency, encounter conflicting rules, experience staff
changes that send you back to square one and watch millions dollars
being spent to produce huge and complicated documents. Trees are felled
and energy consumed to produce stacks of paper in order to save
forests.
As you have noted, Chairman Inhofe, it is time to re-think our
environmental regulations in order to protect the environment and have
a strong economy in the future. A side benefit will be the potential to
dedicate more transportation funds to maintaining and building
infrastructure, which can certainly include environmental features. I
applaud your efforts at the national and State level to develop more
efficient environmental processes, and I am ready to help you if I can
be of assistance.
Chairman Johnson, I hope you will let me know what I can do to help
with Proposition 14 and support your priorities as the work on
reauthorization of the surface transportation continues. Chairman
Inhofe and Senator Cornyn, if there is any information or assistance I
can provide to you or your staff, then it would be my honor to assist.
Again, thank you all for visiting us in the heat of the summer, and
for all the work you do for Texas and for these great United States.
__________
Statement of Cameron County Judge Gilberto Hinojosa
Good Morning. My name is Gilberto Hinojosa and I have served as
Cameron County Judge since 1995. I thank you for allowing me to speak
with you this morning on a matter of great importance to residents of
our State as well as the nearly two million Texas residents who live
along our international border. But before I do, I would like to thank
Chairman Inhofe, Senator Cornyn and the members of this committee for
the work they do in Washington. I would also like to welcome you
Cameron County.
Over the last decade, Texas has passed New York to become the
second most populous State in the Union. Rising birth rates and the
influx of millions of new residents have caused our State's population
to swell to more than 21 million persons. During that same period
Cameron County has seen its population grow by 29 percent, from 260,000
to 335,000. It is easy to see the demands that growth has placed upon
our infrastructure and the explosion of sustainable economic
development in our communities. It has been said that if Texas is the
front door of the United States' trade corridor, then Cameron County is
the screen door.
While you would not think of it by looking at us, Cameron County,
specifically the city of Brownsville, mirrors Detroit, Michigan, in
that we both provide four modes of transportation for trade. We both
have seaports, airports, rail and international bridges (highways). No
other two cities in the United States share this distinction. However,
we do have one major difference. Cameron County does not have direct
access to an Interstate Highway, but I'll address that in greater
detail later.
With the rapid development of NAFTA, our system has been
overburdened due to an increased utilization of all modes of
transportation. Like many border counties, Cameron County suffers an
extra penalty from rapid growth because it is caught between two
worlds. While sweeping economic changes and swift urbanization pull our
region toward the future, the existing infrastructure is unable to keep
pace. Compounded by dwindling availability of State funds, our local
community is left to solve the problems created by increases in traffic
and the subsequent congestion.
I want to discuss with you today is the reauthorization of TEA 21,
now called The Safe, Accountable, Flexible, and Efficient
Transportation Equity Act or SAFETEA. It is critical that SAFETEA
addresses our existing and future needs, since this will be the only
vehicle for new transportation projects over the next 6 years.
There are several issues that I would like to point out regarding
SAFETEA and its construction. First, new language must be included that
will provide funding for the maintenance of highways that meet
interstate standards, connect international ports of entry and
seaports. This will allow us to access vital funding and spur
development that is not currently available through TEA 21.
Second, a narrower scope needs to be defined for international
trade corridors. The Borders and Corridors Transportation Funding
program was established to help border communities, and communities
along international trade corridors, handle the increased traffic they
faced from growing NAFTA trade. Unfortunately, the funding was heavily
earmarked causing fewer dollars to be available for them and true
international trade corridors. The resulting funds were diverted to the
interior of the country and other non-trade international corridors.
Shockingly only 14 percent of this funding ever made it to border
communities.
We need your help to stop these diversions and redirect the money
to its intended destination, the border areas. Border communities and
international trade corridors play an important role in the overall
national transportation system and they warrant their own programs and
separate funding streams. Significant increases in funding levels, or
even the percentage of funds available, for borders should be dedicated
to communities that move the goods from border ports of entry to the
national highway system. These funds could even go so far as to help
with the implementation of the new and creative measures aimed at
increasing security of our homeland.
As I mentioned earlier, the Rio Grande Valley is the only community
not a part of the interstate highway system. With an over all
population quickly approaching a million, not counting the hundreds of
thousands who live and work across the river, we act as the one of the
primary corridors for trade between the United States and Mexico. The
quicker goods move through our communities the sooner they reach their
destinations. South Texas, specifically Cameron and Hidalgo Counties
must become a part of the Interstate Highway System for the good of not
only our community, but the nation's as well. We need continued support
of Federal funding for I-69. Currently, the Texas Department of
Transportation has committed to let the contracts for the location and
environmental studies on all segments of independent utility. The
timely completion of these assessments will enable us to move forward
on the I-69 program. However, we need additional funding for the I-69
portion in the State of Texas and the other I-69 corridor States. We
recommend that priority be given to studies that emphasizes multi-modal
planning, including planning for operational improvements that increase
mobility, freight productivity, access to seaports, safety and
security. We believe that locally I-69 will accomplish all that and
more.
I am pleased to tell you that Cameron County will be investing
approximately half a million dollars to improve access to the
commercial primary inspection lanes for the U.S. Customs and Border
Protection. What this will do is provide dedicated truck lanes for
commercial vehicles approaching the import lot for the Federal
inspection agencies. Ports of entry, such as the Veterans International
Bridge and the Free Trade Bridge at Los Indios, should be allocated
funding under the SAFETEA to provide dedicated truck lanes that connect
the international bridges to the highway system. The movement of
products would be greatly improved and the trade routes would become
much safer and less congested.
The final issue I would like to address is the consolidation of
existing railroad tracks and switching yards, more commonly know as
railroad relocation projects. Cameron County has developed a plan that
includes relocating existing rail lines and virtually bypasses the
cities of Brownsville, Harlingen and San Benito. We plan to eliminate
100 at grade crossings and reduce the daily traffic volume at these
crossings from half a million to just over a hundred thousand vehicles.
With each crossing representing a moment of danger, we can easily
deliver four hundred thousand vehicles out of harms way.
I am not overstating the case. Cameron County has ranked as high as
fourth in the State of Texas in auto-train collisions. In the 1990's
197 auto-train accidents occurred resulting the loss of 15 lives. In
Matamoros, Mexico, our international neighbor, 17 people were killed
during the years of 2000 and 2001 alone.
In addition to accidents, derailments create major safety concerns
locally as hazardous materials are transported via rail between Mexico
and the United States through Cameron County. On top of this, daily
switching operations block vital crossing and deny emergency vehicles
access to highly urbanized areas of the county.
This is why I am requesting your support of Senate Bill 1329, which
was introduced by Senators Lott and Kerry. This bill requires the
Secretary of Transportation to implement a grant program that provides
financial assistance for local railroad relocation projects similar to
Cameron County's. Federal participation is crucial to the success of
these programs. These projects not only promote more efficient trade,
but they create safer communities.
Senators, managing growth so that it benefits the United States is
a goal vital to the future of our community, and an objective that
cries out for comprehensive planning and dedicated resources. We offer
the plans and we look to you for the dedicated resources. The present
situation threatens the future of our economic viability by limiting
progress and hampering opportunity. By giving border communities and
trade corridors these much needed resources for construction and
highway maintenance you can help to protect the accomplishments of some
of Texas' hardest working residents. And at the same time securing
sustainable economic growth and trade. I urge you to act on the hope
and promise of this new century.
Thank you for the opportunity to testify before you today, I humbly
request that you remember Cameron County in your deliberations in
Washington.
__________
Statement of S.F. Vale, Border Trade Alliance
Chairman Inhofe, Senator Cornyn, my name is Sam F. Vale. I am a
businessman here in the Rio Grande Valley involved in various aspects
of cross-border trade as the CEO of the Starr-Camargo Bridge Company,
as well as president of the local Telemundo television affiliate. But I
appear here today as chair of the Strategic Planning Committee of the
Border Trade Alliance, an organization of which I am a founding board
member and for whom I have served as chairman.
As you may know, since 1986 the BTA has served as the voice for
free and efficient trade for our border communities, north and south.
Our mission is to initiate, monitor and influence public policy and
private sector initiatives for the facilitation of international trade
and commerce through advocacy, education, issue development, research
and analysis, and strategic planning. Throughout our history, the BTA
has had numerous occasions to testify before congressional committees
such as this one, and we welcome the opportunity to join you here
today.
I would like touch on a few topics here today that I hope will be
of interest to the committee as it examines the state of affairs of our
borders and our international ports of entry. First, I'll provide some
comments on BTA's position on border region transportation funding.
Second, I'll touch on the subject of border region infrastructure.
Finally, I'll close with subject of great
importance to both the U.S.-Canada and the U.S.-Mexico borders:
Entry and exit controls, or, as the entry/exit project is now known, US
VISIT.
border region transportation funding issue
In 1998, a program and funding stream was established to help
border communities and communities along international trade corridors
handle the increased traffic they faced from growing NAFTA trade. The
funding for the Borders and Corridors program, sections 1118 and 1119
of the Transportation Equity Act for the 21st Century (TEA-21), will be
reauthorized this year.
Background
In 1998, the Borders and Corridors Program was authorized at $140
million per year for fiscal years 1999 through 2003.
A total of 43 corridors were identified in this program, with a
provision to add corridors at a later date; and every border port of
entry in the United States was eligible for funding. In addition, the
designated funding stream was heavily earmarked, making even fewer
dollars available for border communities and true international trade
corridors, as funds were diverted to the interior of the country and
other non-trade corridor projects.
The corridor applicants to the program were allocated 86 percent of
the program funding, while border communities were allocated 14 percent
of the funding.
Position
The Border Trade Alliance (BTA) supports the following changes in
the structure of the Borders and Corridors Program:
1. Cease Earmarking. The BTA feels that earmarking puts politically
weaker communities at a distinct disadvantage and reduces the overall
amount of money available to the communities for which it is intended.
2. Split Program Funding. The BTA believes border communities and
true international trade corridors are both important enough in the
fabric of our national transportation system to warrant their own
programs. The borders and corridors should each be allocated their own
funding stream.
In addition, we encourage a significant part of the funding
allocated for the borders be dedicated to projects within 50 miles of
the U.S. border and that are directly related to the movement of goods
from land border ports of entry to interstate highways.
The division of these programs will also help with the
implementation of many of the new measures aimed at increasing the
security of our homeland. Operations at our ports of entry play an
integral role in the security of our borders and our supply chain.
Additional funding, dedicated for borders, would help fund even more
increased security measures at all ports of entry.
3. Define Ratios. The BTA believes a specific ratio of funding
should be defined for the borders and corridors separated funding
streams. We support a minimum split of 50 percent-50 percent. For the
past five fiscal years, corridors have received 86 percent of the
funding, while borders have received only 14 percent. It is time to
make up that vast disparity and provide enough funding to the borders
so that they may process ever-burgeoning trade and move it quickly onto
true international trade corridors.
4. Increase Appropriations. The land border ports of entry and the
trade corridors contribute billions annually to the economy of the
United States. It is imperative that we fund the infrastructure
improvements needed in order to continue reaping the benefits of NAFTA
and other free trade agreements. The BTA recommends an annual
appropriation of at least $500 million dollars, split 50-50 between the
borders and corridors.
5. Develop New Language Regarding Priority Ranking System. Small
rural border communities that are not part of a Metropolitan Planning
Organization are often left at the bottom of the priority ranking
system by their States. The BTA recommends language be written into the
law that would direct States, in their ranking of projects, to treat
projects from areas without an MPO equally.
A final point, that is not directly related to the Borders and
Corridors Program but that is relevant to border communities and
transportation funding, is the issue of population based formulas used
in determining a community's allocation of its State's total Federal
funding. Currently, border communities are allocated money from their
State's share of TEA-21 based on a population formula. This is
insufficient. Laredo, Texas, for example, has 1 percent of our State's
population, and is therefore allocated 1 percent of the TEA-21 funding
from this State. However, Laredo, Texas is second in the Nation in the
amount of trade traffic they process on a daily basis.
Border communities are also unique in that their metropolitan areas
are not completely in the United States and therefore their total
metropolitan area populations are not accounted for in population-based
formulas. Border communities are often only blocks away from their
sister cities on the other side of the border, a shorter distance than
many cities that are grouped together in the Metropolitan Statistical
Area within the States. We need to create formulas that take the unique
geography and realities of border communities into account.
Status quo of the Borders and Corridors Program is unacceptable.
The BTA believes that these changes will enhance the ability of goods
to move quickly and efficiently through our ports of entry and into the
rest of the country so that consumers may continue to benefit.
Border region infrastructure
The BTA has long called for improved infrastructure and technology
at our land border ports of entry. The men and women who secure our
borders while processing ever increasing volumes of trade deserve
efficient facilities that make it possible for them to carry out their
important jobs to the best of their abilities.
While the BTA does not take positions on individual projects
proposed by various border communities, we can say that our borders
need new and improved bridges, and new land crossing facilities. With
the coming implementation of US VISIT, the Department of Homeland
Security's entry and exit control system, the need to install modern
functional infrastructure has taken on even great importance.
us visit
The Border Trade Alliance's various positions on border
transportation and infrastructure are now colored by the coming
implementation of the US VISIT entry/exit system. US VISIT is the
acronym for the United States Visitor and Immigrant Status Indicator
Technology Program.
According to a Department of Homeland Security press release issued
on April 29, US VISIT ``will utilize a minimum of two biometric
identifiers, such as photographs, fingerprints or iris scans, to build
an electronic check in/check out system for people coming to the U.S.
to work, study or visit.''
The BTA has been the border trade community's watchdog on entry/
exit since the subject first arose in the Illegal Immigration Reform
and Immigrant Responsibility Act of 1996, and the subsequent
legislation that amended the 1996 law, the INS Data Management and
Improvement Act of 2000, or DMIA.
According to DMIA, an integrated entry and exit control system is
to be installed and the 50 largest land border ports of entry by
December 31, 2004 and at all remaining land border ports of entry by
then end of 2005.
As these deadlines inch ever closer, we in border communities are
faced with the prospect of severe traffic congestion at our southbound
lanes, and damage to our local economies as the hassle of crossing our
borders increases, thus discouraging legitimate tourists and shoppers.
It is vitally important to the continued economic health of border
communities from San Diego to Brownsville that when US VISIT is
implemented that it is done in manner that is in the best interest of
border communities.
The Department of Homeland Security claims that US VISIT will
enhance traffic flow for individuals entering or exiting the U.S. for
legitimate purpose by:
Facilitating travel and commerce;
Respecting the environment;
Strengthening international cooperation; and
Respecting privacy laws and policies.
If US VISIT is poorly designed and implemented and does not, as it
claims it will, enhance the border crossing process, then we run the
risk of inflicting economic damage on our communities the likes from
which we may never recover.
The Border Trade Alliance thanks you for this opportunity to offer
our testimony on these important issues affecting the Texas-Mexico
border region. We are committed to ensuring that the border region's
transportation, infrastructure, and security needs are met for the 21st
century.
__________
Statement of Pat Townsend, Mission Economic Development Authority
Chairman Inhofe, thank you for your leadership; Senator Cornyn, we
appreciate your return visit on this business of the Senate; and
Chairman Johnson--thank you for being here today to share your agency's
views. And, thank you, Mr. Stockton and Mr. Frankel for your visit and
testimony. You have heard from many of our regional leaders today, and
I hope I won't take too much time repeating what has already been said.
I am the President of the Mission Economic Development Authority,
an organization charged with continuing to foster growth in the 4th
fastest growing MSA in the Nation for the past 5 years according to the
U.S. Census Bureau (and in the top 5 for the past 10 years). I want to
briefly wrap up and touch on some things that were not mentioned but
will have an impact on our highway infrastructure.
One of those is the Sharyland Plantation, a 6,000 acre master
planned mixed-use community that currently includes 10 residential
subdivisions, a growing retail sector, apartments, an extended-stay
hotel, a 43,000-square-foot medical diagnostics center and a 900-acre
business park, with 650 acres in foreign trade zone status. Several
companies, such as Symbol Technologies, Black & Decker and T-Mobile,
already have begun operations at the business park. And as Mr. Summers
noted earlier, trade with Mexico is growing, and they are becoming an
even more important trade link for our economy. The tenants at the
business park all have direct ties to Mexico and will be responsible
for even more U.S.-Mexico trade activity.
Some of these businesses expedite products being shipped from other
States to Mexico, and others take products, assemble them in a finished
product and ship them back in to our country. For example, Whirlpool is
one of 6 companies in the McAllen/Reynosa area choosing a campus
environment of 40-60 acres in size with end products resulting in as
many as 100 trailers outbound from each campus, and nearly as many
inbounds. Some of Whirlpool's sub-assemblies are northbound through the
heart of Texas to Tulsa, where Oklahomans turn them in to stoves. In
spite of trends elsewhere in Mexico, we expect even more companies to
join Whirlpool, Corning Cable and Maytag. We say that with confidence
because Reynosa is the only city in all of Mexico not to show a loss in
jobs in the maquiladora industry for the previous 2 years (INEGA 2003).
So, our continued growth is linked to the economic growth of other
areas in Mexico, Texas and in many parts of the U.S.
Another development in the Valley that will impact trade and our
highway system is the proposed Anzalduas Bridge. It is expected to be
complete in 2006 and much of this bridge is locally funded by the
partnership of Mayor Franz's city, Hidalgo, and the cities of McAllen
and Mission. This bridge truly represents an international partnership.
The U.S. Border Station, TxDOT, area governmental entities and others
partnered with the Mexican State of Tamaulipas and the city of Reynosa
on this bridge project. This new bridge will have a direct impact on
the Sharyland Plantation by providing a direct connection between the
Sharyland Business Park and the business and industrial parks in
Mexico. Key to this connection is Grupo Rio San Juan, owner and
developer of approximately 16,000 acres of land containing the Mexican
port of entry and a master planned community containing a large and
growing industrial park, Parque Villa Florida, complimenting that of
the Sharyland Business Park. A major tenant in Villa Florida is Black &
Decker, whose presence has encouraged suppliers to locate on both sides
of the border.
The Anzalduas Bridge has been planned to allow better highway
connections and avoid disruptions for trade traffic. The U.S. port of
entry is 3.5 miles south of Expressway 83 (future I-69), with 12 miles
separating I-69 from the Autopista tollway linking Reynosa to
Monterrey, Nuevo Leon. Monterrey is the industrial capital of Mexico,
with over 4 million inhabitants only 120 miles away. Our existing
bridges strain to handle the current volumes of traffic, especially
trucks. With 47 percent of all trucks and 30 percent of all vehicles
using Texas land ports crossing the bridges in the Valley, new
connections that link our border to major trade highways are the key.
Trucks waiting at the border mean higher costs and lost profits. As per
the terms of the U.S. Presidential Permit, the bridge will open
accommodating passenger vehicles and incorporate commercial truck
access as inspection agencies and GSA secure necessary congressional
funding authority.
Links to our international bridges are also important now that our
traditional traffic patterns are north-south oriented. The Military
Highway (SH 1016/US 281) expansion is an example of how we can create
additional connections between international bridges and relieve some
of the traffic on U.S. Expressway 83, which is nearing or at capacity
in some areas.
As you heard today, interstate service is extremely important for
the Valley. We remain the single largest populated area in the Nation
without interstate highway service. Several speakers have pointed to
statistics on what I-69 would mean to the area, the State and the
Nation, so I won't repeat those. The bottom line is that the Valley is
already handling levels of truck traffic comparable to areas of the
State that have interstate highway service. As an example, there are as
many as 10,500 trucks on interior segments of U.S. 281 on any given
day, which is comparable to I-10 in Harris County and I-45 in the
Dallas area.
You have already heard today about our support for an amendment to
TEA-21 or new language in the Federal reauthorization bill that will
assist in designating highways that connect to U.S. deep water ports or
U.S. ports of entry to the Interstate System.
You have seen the results of the just completed update to the
regional mobility plan and heard about some other major transportation
needs, such as rail realignments and additional east-west corridors,
such as Military Highway. This project, by the way, could link bridges
and help relieve traffic on U.S. Expressway 83, which as I mentioned is
already overburdened though expansion work is barely completed in some
sections. It is also a possible toll project, one that could serve as a
model for coordinating preservation of important habitat areas and
roadway planning and development.
By the way, a word or two about our regional mobility plan. This
effort is 100 percent locally funded. A thank you is due to Valley
elected officials and leaders for their support of this effort and
their hard work on this project. It is really a unique effort given the
large geographical area and coordination of multiple MPOs and rural
areas. A note of appreciation to the Valley Partnership and Mr. Summers
for his leadership over the last decade on this effort and to the very
competent and professional folks from the Pharr District of TxDOT for
their daily help with transportation planning, construction, and
maintenance.
Mayor Franz already touched on the importance of streamlining the
environmental process for critical transportation projects. President
Bush's Executive Order in October 2002 for streamlining environmental
review of important infrastructure projects, such as I-69, and your
work Chairman Inhofe is exactly on point with our concerns.
You have also heard about some of the issues we confront daily as
the result of heightened homeland security measures and immigration
policies. We hope we will be included in discussions on future policies
in terms of their impact on our communities, and look forward to
working with you, Senator Cornyn, on the much needed reforms to the
immigration system. We cannot stress enough how important it is that
you be cognizant of historical, cultural and family connections on both
sides of the Rio Bravo as you deliberate these issues.
As noted earlier, we are grateful for the hard work the
Transportation Commission and our local legislative delegation has done
this session. Commissioner Johnson, we are ready to help with efforts
to educate our region about the importance of passing Proposition 14.
And, Chairman Inhofe and Senator Cornyn, we are here to assist Congress
with reauthorization of TEA-21 and to work with the Commission at the
State level on this legislation, Trans Texas and their other plans.
Again, I want to thank you for being here today and for everything
you do for our communities.
__________
Statement of Bill Summers, Rio Grande Valley Partnership
Welcome Chairman Inhofe, Senator Cornyn, Chairman Johnson and other
distinguished guests to the Rio Grande Valley. We know how you are all
extremely dedicated public officials, and you prove it today by
journeying all the way to the tip of Texas in the heat of the summer to
allow us to meet with you. Thank you and we are honored to have you
here.
A special thanks to Ana Maria Garcia and the other staff who helped
organize this meeting. We appreciate your hard work for this hearing
and for all of us every day.
I am providing you with an Executive Summary of our Regional
Mobility Plan for 2003 to 2030. This is the third time since 1992 that
the four counties, the many cities of the Valley and three MPOs have
joined together and taken a truly regional approach to transportation
planning. Obviously, regional efforts can be stressful. When we started
in the early 90's, I had a full head of wavy dark brown hair. But, it
has been worth it. Because of leaders like you at the national level,
leaders like Chairman Johnson at the State level and our fine local
officials, we have accomplished some amazing things in the last decade.
We are ready to do the same, with your guidance, in the coming decade.
Before mentioning a few of the priorities developed by the Mobility
Task Force over the last year, it might be good to provide a little
background on our region.
Last century, Texas and Oklahoma were being called the frontier.
Our region is still the frontier, or `` la frontera'' as northern
Mexico is known. We are the frontier and the door to trade in the
Americas. Wat happens in our border area is important to the economy of
Oklahoma, San Antonio, Houston and beyond. As you are all aware Mexico
is growing and becoming more prosperous and able to buy more U.S.
goods. U.S. trade with Mexico is now approximately $250 billion. And,
with the advent of new trade agreements with Central American
countries, there is an increasing opportunity for trade growth. For
example, the new Toyota facility in San Antonio may ship finished
vehicles to Mexico and Central America, and the State of Oklahoma is
continuing to ship increased amounts of exports to Mexico and Central
America. Many of these shipments will be sent on trucks through the
Valley.
We have opportunities, and we welcome the economic development
associated with trade. Our population is growing extremely fast, and we
are very fortunate to have a young population who will enter the
workforce in the coming years. In the last decade, the Valley has grown
by almost 40 percent, and almost 35 percent of that population is under
the age of 18.
But, it is not just our population that uses the highway system in
the Valley. Factoring in the 2 million people on the Mexican side of
the border who come to the Valley to shop, work or conduct business,
there are 3 million people in the bi-national metropolitan area and
that figure is projected to be 6 million or more by 2030. Northern
Mexico has undergone an economic revitalization in the last decade. It
is now home to a number of new companies that are injecting new dollars
into our economy. If it were not for the relationship afforded by the
maquila program, then many of the jobs created in the US and Mexico
would be in Asia or elsewhere.
While we welcome the benefits of these new opportunities, we have
seen enormous increases in the level of truck and train traffic
carrying goods to and from Mexico. There are now more than 500 at-grade
rail crossings in the Valley and rail traffic is doubling. And, few
people know that almost 1 out of every 2 vehicles crossing to or from
Mexico and 30 percent of all truck traffic use the bridges in the
Valley.
New developments in Mexico also impact our region. Later this year,
Mexico will complete a new highway connecting San Luis Potos and Ciudad
Victoria in Tamaulipas, and you are all invited to the dedication with
the Partnership. This new route, shown on the back of the map, will cut
four to 6 hours off the journey from Mexico City to the United States.
This new route, which we have strongly supported, will bring even more
truck traffic through our region.
The Rio Grande Valley Partnership has an office in Ciudad Victoria
and has worked closely with officials in Mexico on this and many other
projects. We recognize our important link to our southern neighbors.
The bottom line is what happens in Mexico affects the Valley, the State
and nation.
While this economic and trade growth is great, it results in two
things critical to our transportation planning. First, our cities are
growing out into rural areas and becoming more densely settled. Second,
the trade traffic is added to the traffic of our region. Truck traffic
has increased 143 percent in the Valley and traffic has increased 60
percent to 70 percent along U.S. 83 and U.S. 281.
We have to develop new roadways to move around and between our
cities, and better connections from the bridges on through our region
to the north. Now is the time to secure the needed right-of-way for the
future. If we do not, then the cost will be astronomical in the future.
Now is the time to explore dedicated truck lanes and new ways to
finance needed improvements as I will discuss in a moment.
I'd would like to focus now on the Mobility Plan and touch on some
of the major projects that are outlined in the Executive Summary inside
the map. As you can see, interstate highway service is a major
priority. Over 10 years ago, we joined together with cities and States
from Texas to Illinois to establish the I-69 Alliance. Once complete,
I69 will serve as the most direct trade route, connecting the
industrial centers of North America through the primary border
crossings. You will notice on the map cover, Mr. Chairman, will connect
to your State more directly through I69 to I37 to I35, but we must get
US 281 and US 77 up to interstate standards.
The interstate system was initially designed as an east to west
system. But trade flows have shifted, particularly after the passage of
NAFTA, from east-west to north-south, yet our infrastructure system has
not evolved to reflect this change.
All total, I-69 Corridor States and States using the I-69 Corridor
and/or its border-crossing ports account for over 63 percent of total
U.S. truck-borne trade with North America. And, As Mayor Franz pointed
out, approximately 80 percent of all U.S.-Mexico trade is by trucks
crossing the Texas border. To remind you, in the Valley, we have no
interstate level highway. The truck traffic on US 77 and US 281 goes
through the middle of towns and school zones. Construction of I69,
including interim improvements, is a major priority. And, we support,
as I will discuss in a moment, the proposal to designation of I69 as an
interstate in the Valley now because of the link to international
bridges.
The plan also identifies the importance of improved connections to
the bridges, expanded east-west connections between bridges and near
the river and intercity loops. We have to plan these routes now and
secure the land before development makes cost prohibitive.
We also have to work to shift some of our trade cargo to train.
Chairman Johnson and the Commission are working on the Trans-Texas
Corridor plan, which will include a high-speed rail system. Getting
some of this cargo onto trains can help all of us. But, we must get the
rail and switching stations out of the middle of our cities. Too many
cities experience the safety problems associated with the increasing
frequency and length of the trains. The Mobility Plan has identified a
number of these new rail projects.
Chairman Johnson, the Task Force recognizes that it will be
difficult, if not impossible, for the State to fund all of the
statewide transportation projects, so, as I mentioned earlier, we are
exploring creative funding solutions including Regional Mobility
Authorities and dedicated truck lanes, to assist the development of
construction plans. We welcome learning more about the potential for
tolls as a means of needed projects, and hope to learn from Chairman
Inhofe's State. I understand that the Oklahoma Turnpike System, through
its PikePass programs, receives $60 million annually from tolls and
serves various areas in the State.
We are grateful for the Transportation Commission's vision and
efforts, along with our local legislative delegation, to pass HB 3588
and HJR 28 (Proposition 14) this last session. Both measures will give
Texas new financing tools to generate additional sources of
transportation funding. We are ready to work with the Commission and
help educate our community on the importance of this proposition. In
fact, we are preparing some guest editorials and other public
information to encourage voters to approve Proposition 14 in September.
We want to work with Congress on the Reauthorization of TEA-21. We
believe that ISTEA and TEA-21 have been an integral part of making our
transportation system safe, efficient and productive. They recognized
the unique needs of the border area. We are seeking passage of an
amendment to TEA-21 or new language in the Federal reauthorization bill
that will allow our I69 segments here to be designated as interstates
since they connect to a U.S. deep-water port or to a U.S. port of
entry. This would allow those portions of U.S. 281, U.S. 77 and FM 511
in the Valley to be accepted as part of the Interstate System today.
Hopefully, SAFETEA will expand State and local funding flexibility
as well as enhance and streamline the environmental review process for
transportation projects. And, hopefully, it will help us with I69 and
our other border-related transportation needs.
The Mobility Plan is the product of regional leaders recognizing
the importance of looking beyond the needs of a given community and
focusing on the needs of the region, State and nation. Your presence
today indicates that you share in these beliefs. We are ready are work
with and assist in any way we can. We thank you for coming here today
and for everything you do for our region, our State and our Nation.
__________
Statement of Hon. Solomon P. Ortiz, U.S. Representative from the State
of Texas
I want to thank Senator John Cornyn for arranging this hearing to
talk about the important matters of transportation investment in South
Texas. I'd also like to thank my good friend Senator Inhofe who happens
to be my occasional constituent here in the Rio Grande Valley. The
chairman is quite familiar with the needs of our community. I am
currently on a trade delegation mission to the Far East, or I would be
attending this hearing personally to deliver this message.
Our transportation system is the lifeblood of trade and commerce
that flows through our communities and keeps jobs here in the Valley.
The South Texas border has unfathomable potential, and enormous
challenges, associated with rapid changes in transportation and
infrastructure.
I hope today's testimony will substantiate the need for increased
Federal funding for area roads and highways--like I-69--ports, bridges,
and airports in the South Texas area.
This is one of those rare pieces of geography that accommodates a
truly intermodal transportation system, at the front door of NAFTA. The
Rio Grande Valley sits between the worlds of North and Central America
. . . on the Gulf Intracoastal Waterway . . . and between the Gulf of
Mexico and the vast American Southwest.
In the very near future, we will have a land bridge in Mexico that
will serve as a better means of transporting cargo from global markets
all over the world, providing more options for shippers and fostering
greater competition for transporting containerized cargo by way of
rail, trucks or ship.
Just this month, the Port of Brownsville signed a sister port
agreement with the Mexican Port of Manzanillo-Glipsa on the coast of
the Pacific. As an established partner with sister ports in China and
Tawian, the agreement with the Port of Manzanillo-Glipsa completes the
last segment of a route from Asia overland by rail in Mexico, through
the Port of Brownsville, and into the Gulf of Mexico and onto the
markets of the East Coast of North America and Europe.
The Rio Grande Valley sits at the crossroads of trade waters,
interstates, and international borders--and in the midst of the trade
that churns through our economy, both in South Texas and the Nation.
Again, I offer my thanks to Senator Cornyn and Senator Inhofe for
their attention to this vital part of the State of Texas in hearing
about our transportation needs. I look forward to working with both
senators--and the Texas delegation in the House of Representatives--to
include these priorities in appropriations bills now before Congress
and in the upcoming Transportation Authorization bill (TEA-21).
__________
Statement of Hon. Randy Neugebauer, Texas State Representative, Texas
congressional District 19
Thank you for the opportunity to present testimony before this
committee and its esteemed chairman. As the founding chairman of the
Ports-To-Plains Trade Corridor Coalition I feel that I may be uniquely
qualified to submit testimony on the issues before you today.
Beginnings
The United States is a young country that is continually developing
its infrastructure. The Ports-to-Plains Trade Corridor is a visionary
approach to investing in our future by providing access and improving
safety for rural communities located in the central part of the United
States.
In 1997, the City Council of Lubbock, Texas set a lofty goal. They
decided to pursue the designation of a National High Priority Corridor
(a NAFTA Corridor) that would serve the Central United States with a
North / South trade route from Mexico to Canada. In 1998 the Coalition
was organized along IH-27 with 12 member communities. They adopted this
mission statement:
The Ports-to-Plains Trade Corridor is an uninterrupted multi-lane
divided highway that will transport goods and people from Mexico and
the Border Region through West Texas, Oklahoma, New Mexico, Colorado,
and ultimately Canada and the Pacific Northwest.
In five short but very eventful years, Ports-To-Plains has grown to
over 70 members including businesses, cities, counties, chambers,
economic development groups, colleges, universities, and individuals
along the route. And together they have accomplished phenomenal
results.
In 1998, the city of Lubbock, on behalf of the Ports-to-Plains
Corridor commissioned a feasibility study to:
Analyze trade and transportation issues together
Determine if a case can be made to support a Ports-to-
Plains Corridor
Recommend specific Corridor routes
This was the first time a study had been conducted along the
corridor that analyzed trade and transportation issues together. They
found that the route was feasible based on international trade,
traffic, existing roadway conditions and on existing regional support.
Trade
In order to have trade you must first produce something to sell.
Since 1990 the Gross Domestic Product of the NAFTA trading partners has
grown significantly. The U.S. GDP has grown 5.7 percent per year.
Canada 's GDP has grown at a respectable 2.6 percent per year while
Mexico's has grown at an incredible rate of 9.1 percent per year. With
this type of output available and NAFTA in place the trade of the three
partners has significantly outpaced all other international trade.
Between 1994 and 2000 International trade grew at an average rate of 8
percent per year. NAFTA trade grew at an average rate of 11 percent per
year. During the same timeframe U.S. trade with Canada grew at a rate
of 8.9 percent per year with trade between the U.S. and Mexico growing
at an incredible pace of 16 percent per year.
The following illustration represents a growth rate just 13 percent
per year projected out to the year 2010.
The result will be 400 percent growth in trade (and traffic) by the
tear 2010. That is just 7 years away.
Traffic
Any way you measure it, 70 percent of this trade will travel by
truck. All modes of transportation will struggle to keep pace with the
demand. Truck transportation is able to adjust more quickly than others
BUT the roads and highways they travel are not keeping pace with the
demand. The next graph illustrates the distribution trade traffic among
the different modes available.
Since 1994 truck crossings in at Texas border stations are up 250
percent. Since 1990 commercial mileage in Texas is up 37 percent. Texas
corridors carry up to 90 percent of U.S. / Mexico truck trade.
The Ports-To-Plains corridor is well positioned to take advantage
of this opportunity by offering a far less congested route that
connects Texas to far less congested border crossings at Del Rio and
Eagle Pass. The infrastructure of Coahuila, Mexico is being improved
rapidly to connect to these border crossings to try and alleviate the
current congestion being felt at other border stations.
Roadway Conditions
In 2001 the Texas Department of Transportation (TxDOT) completed a
Route Identification Study that further served to clarify the best
route for the Ports-To-Plains Corridor. The final route designated by
Congress is represented by the following map:
This route was chosen for several reasons. Chief among them were
the significant miles of four-lane highway already in place. Roughly 50
percent of the 1200 + mile route is already multi-lane divided highway.
This is basically represented by the ``heart'' of the route from San
Angelo north to Stratford. This route is unimpeded by air quality
problems and dollars invested go further in construction than in more
congested parts of the State.
Regional Support
With over 70 diversified member organizations it is easy to see why
Ports-To-Plains has been able to garner significant support to address
the issues at hand. They have successfully pursued three significant
Federal legislative efforts resulting their final designation as NHP
Corridor 38. They have pursued and won inclusion in Unified
Transportation Plans (UTPs) in Texas, Colorado, Oklahoma, and New
Mexico. They have also successfully pursued legislative efforts in
Texas that will result in increased transportation funding for the
entire State.
Corridor Highlights
The membership has accomplished a great deal with a great deal of
help from Federal, State and local officials. The pieces of our highway
puzzle are falling into place. Here is a partial listing of those
highlights:
General Corridor Designation
Feasibility Study Completed by Coalition
Ports-to-Plains Strategic Plan
1st Phase of Trunk System Funding
3 Summits (1 Amarillo & 2 Lubbock)
Marketing Materials
Website www.ports-to-plains.com
Four State Route Identification Study
Established 501 C6 Corporation
Full Time Staff
Economic Development Research Project
Eastern Colorado Mobility Study
Route Designation in Oklahoma May, 2001
Route Designation in Texas June, 2001
Route Designation in Colorado July, 2001
Four State Consensus on Route July, 2001
congressional Designation of the Route
$24.6 Million in Federal 2002 & 2003 Funding
Retained Federal Legislative Consultant
Cooperative Efforts
Not only do the Coalition members cooperate well with each other,
the organization has established a reputation for leading cooperative
efforts with other transportation coalitions such as Spirit 54, La
Entrada al Pacifico, and TEX-21. All of the transportation corridors of
Texas desperately need infrastructure improvements if the State is
going to be able to keep pace with transportation growth demand.
Ports-To-Plains has also joined forces in a cooperative venture
with two additional multi-State corridor coalitions in an effort to
truly join the NAFTA trading partners ``at the hip'' in the Great
Plains Region. The Heartland Express (NHP14) and the Theodore Roosevelt
Expressway are working with Ports-To-Plains to establish the Great
Plains International Trade Corridor. The following map represents this
multi-lateral effort:
To complete the package the Ports-To-Plains Coalition is scheduled
to make a presentation in September to a transportation conference in
Saskatoon, Saskatchewan Canada. We are also scheduled to meet with the
Governor of Coahuila, Mexico in September. Both meetings are designed
to begin the process of designating the trade route in their respective
countries.
Economic Development
Since this country was founded, two elements have been crucial in
ensuring its growth and survival. Those two elements are trade and
transportation. These two interchangeable entities involved not only
the exchange of goods and services, but also that of information and
culture. The Ports-to-Plains Coalition understands the urgency to
improve transportation and to establish better trading patterns. There
membership is striving to achieve this goal.
The Ports-to-Plains Trade Corridor is a link to international and
domestic trade markets as well as to the future economies of the United
States, Mexico, and Canada. The Corridor will connect existing roads,
develop intersections, and construct new portions of highway. According
to the Texas Department of Transportation, the route will serve more
than 5 million people.
From a business perspective, the Ports-to-Plains Trade Corridor is
an investment in economic development for member organizations. In
addition, agricultural industries will see increased returns from the
route due to the strong agricultural ties with communities along the
Corridor. Raw commodities and heavy industrial equipment will be
transported easier and at higher profitability for both producers and
freight carriers. In addition, the Ports-to-Plains route will increase
opportunities to further develop less-congested ports of entry along
the Texas / Mexico border.
The development of the Corridor, utilizing I-27, will provide
alternate trucking routes around developed areas and congested
corridors in metropolitan areas suffering major air quality problems.
The Ports-to-Plains Corridor will connect to less congested ports of
entry on the Texas / Mexico border. It also will allow the rural and
urban principle arterial routes to serve as a gateway for major ports,
airports, international border crossings, public transportation
facilities and intermodal transportation facilities serving interstate
and inter-regional travel.
Through the Transportation Equity Act for the 21st Century (TEA
21), the Ports-to-Plains Trade Corridor has been designated a high
priority corridor. This makes the route eligible for Federal funds
designated for the coordinated planning, design, and construction of
corridors of national significance, economic growth and international
or inter-regional trade. The entire Ports-to-Plains route is on the
National Highway System and the Texas Trunk System and more than 50
percent of the route is already a four-lane divided facility.
When you talk to any business executive looking to relocate their
company, you invariably hear the same question: Does your area have the
infrastructure to support our needs through good distribution routes?
If you can answer yes, businesses will locate to your city so they can
have access to major highways.
This highway corridor through the heart of America via Texas,
Oklahoma, New Mexico and Colorado has the potential to enhance economic
opportunities in those States. The Ports-to-Plains Corridor offers an
opportunity to target an underdeveloped part of the country by focusing
on balanced growth. Also, the Corridor presents an opportunity to
develop new border crossings with Del Rio and Eagle Pass, Texas, while
still connecting to the border crossing in Laredo. With its proximity
to other interstates and existing national highways, the Corridor opens
a sorely needed North / South route that currently does not exist in
the region.
Local governments and private organizations along the route have
committed over a million dollars to the Ports-to-Plains Trade Corridor
Coalition. They are putting their money where their needs are and
making an investment in their future.
Future Focus
Today, with increased membership and support from member
organizations, State and Federal funding, and legislative support, all
signs point to success for the Ports-to-Plains Trade Corridor
What was once a modest dream shared by a handful of business people
and politicians has now evolved into an international project with a
full-time staff and a board of directors. The 19-member Board of
Directors is made up from member communities all along this great
highway. Working together the Coalition has had great accomplishments
BUT there is still so much to do. The Coalition's strategic plan calls
for focus on the following efforts:
Inclusion in Four State UTPs
Corridor Management Plan
Implement Strategic Plan
Market Corridor
Balanced Growth for the Region
Attract Businesses to the Region
Promote Safety for Route (2 lane to 4 lane)
Northern / Southern Connections
Position Corridor for TEA-21 Re-authorization
Coordinate Local PTP Task Forces
Construction of Corridor Segments
Alternative Financing
Construction of Reliever Routes
Uniform Signage of NHP's
Map Designation for NHP's
Expand the Membership
Educate / Spread the Word
Pursue Intelligent Transportation Data Systems
Funding Crisis
As far as U.S. trade with Mexico is concerned ``all roads lead to
Texas''. In a very real sense this situation is critical. As
illustrated by this map, over 80 percent of this trade traverses Texas
highways.
NAFTA Trade Patterns
Along with the NAFTA demand for transportation services there have
been many more issues that impact the need for transportation funding.
Among these are population growth, demographic shifts, and increased
mobility. Since 1970 the U.S. population has grown by more than 35
percent. The Texas population has grown by more than 100 percent and is
expected to grow by at least another 50 percent by 2025. Licensed
drivers have increased by 62 percent and licensed vehicles have
increased by 90 percent. During the same timeframe total miles driven
has increased by 132 percent. Our infrastructure development is falling
behind fast. Since 1970 our highway capacity has only increased by 15
percent.
If we are to meet the challenges ahead we must find a way to
significantly accelerate transportation construction in this region.
Traditionally, funding of highways has been based on traffic counts,
engineering studies, and Federal requirements. However, with a new
focus on corridor extensions being proposed by TxDOT, a new kind of
thinking has emerged, the kind of thinking that will shape the
demographics of this State. We will be able to position Texas with a
transportation system that will help the economy grow. We realize long
term transportation planning and implementation determines the regions
that will be populated in the future while creating economic
development opportunities. With this in mind, rural areas of the State
should be ensured access to transportation facilities that assist in
their growth and development.
Investing in expansion of four-lane divided highways would provide
a more efficient road system for Texas and develop opportunities for
growth of rural areas. The Ports-to-Plains corridor is one example of
the tremendous potential for expansion and growth opportunities. With
its proximity to other interstates and the existing national highways
already in place, the Ports-to-Plains initiative could prove to be an
economic development engine for the Western portion of Texas, Oklahoma,
New Mexico and the Eastern Plains of Colorado.
We think TxDot's concept of focusing on completing corridors is
very timely considering the impact trade is having and will continue to
have on Texas roads. We particularly like the improvements planned
along the Ports-to-Plains Corridor route. NAFTA has played a major
role. With this in mind, the Ports-to-Plains corridor should position
itself now for economic opportunities in the future. Coordination
between transportation investments and local and regional economic
development and trade related goals will help ensure that Texas,
Oklahoma and Colorado remain competitive as States vie for capital
investments and jobs to keep up with growth patterns brought on by a
healthy economy and the continued increase in trade. We need to view
transportation strategically and place ourselves in the best position
to trade on a global level. West Texas needs sound infrastructure and
good distribution routes in order to respond to current and future
demands. Accessibility for businesses to be able to transport goods
between markets, producer, and distributors is essential in today's
market place.
Taking advantage of trade opportunities will require corridor
alternatives and non-traditional project criteria. We need to look
beyond our borders and serve as the gateway for international trade.
Conclusion
ISTEA and TEA-21 both represented significant positive steps for
transportation infrastructure funding in this country. With the
enormous impact of NAFTA and demographic shifting much more is needed
soon. The bottleneck created by increased trade at the busiest border
crossings has made investment in less congested border stations a
necessity.
The Ports-to-Plains Trade Corridor runs through one of the largest
agricultural regions in the United States and the World. Today, the
vast majority of the State's raw agricultural products--from cotton to
cattle--are prepared for sale or consumption in retail markets outside
the State. There is an ever-increasing need to ship products from this
agricultural region to various markets throughout the United States and
abroad. The Ports-to-Plains Trade Corridor will serve as a catalyst to
develop this under served area of our country. It will ensure that our
farmers, ranchers, and businesses have a direct route to ship their
goods.
The Ports-to-Plains Corridor is strategically positioned to take
advantage of national and international commerce. There is room to grow
along the corridor because of a lack of congestion as compared to other
heavily congested corridors. This corridor is a true gateway to the
Nation and the rest of the United States.
Benjamin Franklin said trade never hurt a nation. The same cannot
be said for those areas that have to endure long wait times as
congestion continues to weigh heavy in the urban parts of other
corridors. This is a major concern in Texas and other States on other
corridors that are experiencing problems with bottlenecks along major
arteries.
Transportation is the cornerstone of any economy. Transportation
infrastructure is crucial to our communities and it is an integral part
of developing an economic engine. The Ports-to-Plains Corridor goes
through some of the largest commodity producing areas of the country.
We are building our corridor in a series of routes. Being able to tie
our regions together is important in moving goods from its origin to
the final destination points. We have worked well with other corridors
and learned that the key to success is to connect to other existing
routes that can enhance opportunities along the main route.
Because about 80 percent of all truck and rail traffic goes through
Texas and places a disproportionate weight on Texans, we need more
funding from the Federal level. The benefit will touch the State of
Texas and other States that connect to our route.
Mr. Chairman, I thank you and I appreciate the opportunity you've
given me to present this information. The Ports-to-Plains Trade
Corridor is a project that I, and many others, have worked hard on
through the years. As we develop this route and link to other States,
we will develop the backbone for increased trade in Texas and for the
Nation.
REAUTHORIZATION OF TEA-21: REGIONAL TRANSPORTATION ISSUES
----------
THURSDAY, AUGUST 14, 2003
U.S. Senate,
Committee on Environment and Public Works,
Medford, Oregon.
The committee met, pursuant to notice, at 9 o'clock a.m. at
the City Council Chambers, Medford, Oregon, Hon. Ron Wyden
[acting chairman of the committee] presiding.
IMPACT ON THE ECONOMY OF THE PACIFIC NORTHWEST
Present: Senator Wyden.
OPENING STATEMENT OF HON. RON WYDEN, U.S. SENATOR FROM THE
STATE OF OREGON
Senator Wyden. The committee will come to order. Does it
appear that the microphones are on?
Mr. Frankel. The green light is on.
Senator Wyden. Very interesting, the light on means mike
off; light off means mike on. OK.
Mr. Frankel. So we turn the light off.
Senator Wyden. We turn the light off.
Mr. Frankel. Is this the way they do things in Oregon?
Senator Wyden. We are always seeking to be unique. Today
the Senate Committee on Environment and Public Works is pleased
to be here in Medford in beautiful Southern Oregon to have a
chance to listen on important issues. I want to express my
appreciation first on to Chairman Inhofe.
He has always been very gracious and tried to work on these
issues in a bipartisan way. Thanks go also to Senator Jeffords,
the senior member on the other side of the aisle, for his
cooperation. Today we are going to be zeroing in on what is my
No. 1 priority: that is, to find ways to grow Oregon's economy
and to create jobs.
My view is that the best way is to increase transportation
funding in our country and, of course, to get a fair share of
the money for our States. The U.S. Department of Transportation
estimates that every $1 billion additional funding creates
50,000 good paying, family wage jobs and roughly $6 billion in
total economic activity.
In addition to the direct economic benefits, funding
critical transportation projects can relieve highway congestion
on I-5 and other key commercial routes. That congestion
threatens the movement of freight and stalls our economy in
addition to the frustration it causes drivers who are stuck in
traffic jams.
Compounding the problems for commercial traffic is the
State's growing bridge problem. Oregon has many, many aging
bridges that are cracking and must be repaired or replaced.
The Oregon Department of Transportation estimates the cost
of fixing all the problem bridges at $4.7 billion. Even more
staggering than the cost of the repair bill is the potential
cost of inaction. The State faces huge economic losses if these
bridges are not repaired. The estimated impacts are $14 billion
in lost productivity and 16,000 lost jobs.
Now, there is a strategy that brings people together.
Increasing transportation funding cannot only meet our State's
growing transportation needs, it will put people back to work
and put our State's economy on the road to recovery.
Our State has shown that transportation is a critical
investment for our future by passing transportation funding
packages in the last two legislative sessions. What they've
done in Salem could be a roadmap for Congress as we tackle
transportation funding.
We've been a pioneer in creating new ways to fund
transportation such as selling bonds back by revenue from
vehicle fees. Our State has shown transportation projects and
economical growth can be done in ways that protect and even
enhance our quality of life.
It is time for the Federal Government to think outside the
gas tank as well.
Senator Jim Talent of Missouri and I have sponsored
legislation to issue $50 billion of Federal bonds to fund all
sorts of transportation projects. We call our program ``The
Build America Bonds Program'' to give our citizens a chance to
make a special investment in the country that can help heal our
economy and create jobs.
The Build America Bonds Program would also provide much
needed relief to truckers who need to detour miles out of their
way to avoid weight-limited bridges and to anyone in danger
when they drive treacherous, badly maintained roads.
Senator Smith and I have a bipartisan agenda for our State.
We meet weekly to go over it, and he shares our commitment to
getting Oregon's fair share of transportation funding. That's
why this has been an essential part of our bipartisan agenda
for Oregon for this session.
Unfortunately, Senator Smith could not be with me today,
but I'd like everyone to know that Esther Kennedy, Senator
Smith's Southern Oregon representative, is here to represent
him.
Where is Esther? This is Esther. We welcome you and thank
you for all of your assistance.
We're also pleased to have here Emil Frankel, Assistant
Secretary of Policy at U.S. Department of Transportation. He
faced a variety of transportation challenges just in terms of
getting here.
Mr. Frankel, we're grateful that you would come and speak
today for the Administration and to listen to what Oregon's
transportation business and labor leaders have to say about the
needs of our State and transportation arena.
We're also pleased that our Transportation Chair, Stuart
Foster, who has been very helpful to us on a variety of issues
is here as well as ODOT Director Bruce Warner. Then Jackson
County Commissioner Sue Kupillas who has done such important
work for Southern Oregon will be testifying and heading up the
Medford area's transportation planning as well.
On the second panel, we're pleased to have Bob Shiprack,
Executive Director of the Oregon Building Trades arena and our
business leaders, Mike Burrill, Brad Hicks, and Peter Kratz.
And I want to thank all of our witnesses.
Why don't we begin first with you, Mr. Frankel. If everyone
could take five to 7 minutes or thereabouts, we can have
everybody's presentation, and then we'll have some questions.
Mr. Frankel, welcome.
STATEMENT OF HON. EMIL H. FRANKEL, ASSISTANT SECRETARY FOR
TRANSPORTATION POLICY, U.S. DEPARTMENT OF TRANSPORTATION
Mr. Frankel. Senator, thank you very much. And it's a great
pleasure to be here in Southern Oregon. Thank you for the
opportunity to be here. I would ask that my written statement
be made part of the record of this hearing.
Senator Wyden. It will be done.
Mr. Frankel. Let me say, as I was saying prior to this
hearing, this is not my first visit to Medford and to Southern
Oregon. I was not expecting to be back so soon.
I was actually here about a month ago. My closest friend
for over 50 years, Dr. Seth Weintraub, who grew up in
Connecticut and spent his professional life in Florida, moved
to Jacksonville, OR, about three or 4 years ago. He thinks that
this is the most wonderful part of the United States.
So, when I was in Portland for a conference about a month
ago, I came rushing down here to visit him. It's been wonderful
not only to be here with you and others, but to visit with him
again. I agree with him--this is one of the great parts of the
United States.
This year, 2003, as you mentioned, is an extraordinary year
for transportation issues. We have before us the
reauthorization of the surface transportation programs, the
reauthorization of the aviation programs, and, hopefully,
consideration of a multi-year authorization of intercity
passenger rail programs.
There are few people, as your constituents know, who are in
a more important position with regard to those issues than you.
You are a member of the two key transportation committees in
the Senate. While this is a field hearing of the Environment
and Public Works Committee, I also will be talking a little bit
about intercity passenger rail because you are a key member of
the Senate Commerce Committee.
As you know, Secretary Mineta has stated often that there
are few things that have a greater impact on our economic
development, growth patterns, and quality of life than
transportation. This is equally true at the national, State,
and local levels. A safe and efficient transportation system is
essential to keeping people and goods moving and communities
prosperous.
Since the enactment of TEA-21, combined investment in
highways constructed by all levels of government has increased
sharply. Total highway expenditures by Federal, State, and
local increased by 25 percent between 1997 and 2000 and the
increased Federal funding levels for highway capital investment
under TEA-21 through 2000 have been matched and exceeded by
increases in State and local investment. And that's certainly
true here in Oregon.
Despite this progress, significant challenges remain.
Building upon the principles, values, and achievements of the
ISTEA and TEA-21, the Administration's reauthorization
proposal, the Safe, Accountable, Flexible, and Efficient
Transportation Equity Act of 2003, SAFETEA, which seeks to
create a safer, simpler, and smarter Federal program.
SAFETEA calls for a record Federal investment in surface
transportation spending over $201 billion on highway and safety
programs and nearly $46 billion on public transportation
programs from fiscal years 2004 through 2009. The
Administration's proposal marks a 19 percent increase over the
amounts provided in TEA-21.
One of main focuses of the Administration's proposed
reauthorization legislation, SAFETEA, is transportation safety.
Although we have made improvements in the rates of fatalities
and injuries on our highways, the total numbers remain in
intolerable, and they are rising. In 2002, nearly 43,000 people
lost their lives on our highways and roads. Families are
destroyed, promises lost. The economy costs are unacceptable as
well. The total annual economic impact of all motor vehicle
crashes exceeds $230 billion, a staggering figure.
SAFETEA proposes the creation of new core funding category
dedicated to safety within the Federal-aid highway program.
This new category will more than double funding over TEA-21
levels for highway safety infrastructure programs. The
Administration is also seeking, as you know--and this is
through the Commerce Committee--to consolidate and simplify the
safety programs administered by the NHTSA.
SAFETEA would enhance the capacity and flexibility of State
transportation and safety officials to target scarce Federal
safety funds on the most relevant problems facing their
communities. Incentive bonuses will reward those States that
achieve demonstrable safety results. Oregon particularly should
be commended for its outstanding safety record, including an
impressive 88 percent safety belt usage rate.
In 2002, Oregon saw its total fatalities drop 12 percent
from a year earlier. In fact, 2002 marks only the second time
since 1956 that the annual number of fatalities has been less
than 430. Considering the fact that the State's population has
doubled, this is a truly remarkable achievement and an example
to and model for other States.
Unfortunately, other States have not taken safety issues as
seriously as Oregon has. The majority of States have not
enacted primary safety seat belt laws, despite overwhelming
evidence linking such laws to improved reduction in fatalities.
Enactment of the safety provisions in SAFETEA would be an
important step in reducing highway fatalities and injuries. We
welcome the support of the Commerce Committee in moving forward
many of the key features of SAFETEA.
SAFETEA seeks to improve transportation in other important
ways, as well, including improving project delivery efficiency,
emphasizing freight and goods movement, reducing congestion,
and enhancing intermodal connectivity. Our proposal addresses
the transportation problems of national significance while
giving State and local transportation decisionmakers such as my
colleagues on this panel, more flexibility to solve
transportation problems in their communities.
SAFETEA would increase State and local government
flexibility by eliminating most discretionary highway programs
and making these funds available under the core formula highway
grants programs. States and localities have tremendous
flexibility and certainty of funding under these core programs.
SAFETEA would also establish a new performance pilot program
under which States can manage the bulk of their core formula
highway program funds on a performance basis of cross modes.
The Administration believes that we can and must protect
our environment while improving the efficiency of
transportation project delivery. To accomplish this goal,
SAFETEA would clarify the role of States or project sponsors
and expedited review procedures, particularly regarding the
establishment of time periods for environmental reviews, the
initiation of dispute resolution procedures, and the
preparation of Environmental Impact Statements.
Again, an area you questioned me on, when I was before EPW,
was environmental streamlining. I hope that our proposals move
in a direction that you wanted, in terms of enhancing project
delivery, while protecting the environment.
The health and productivity of our Nation's economy is
increasingly tied to domestic and international goods trade.
The importance of the movement of freight is evident here in
Oregon. On an average weekday, Oregon highways move nearly
800,000 tons of goods worth over $480 million. I-5 is one of
the most heavily traveled truck-freight corridors in the
Western United States.
I can attest to that. On my trip from Portland to Medford a
month ago, I experienced the traffic congestion. Seattle to
Portland truck tonnages rank among the top of Western
metropolitan area truck trade interchanges. Oregon companies
export over about $10 billion worth of products to foreign
nations.
SAFETEA enhances our Nation's freight transportation system
in a number of ways. First, the bill invests the National
Highway System Program funds in the often neglected, but
critical ``last mile'' roads that connected the NHS to
intermodal freight facilities.
Although these roads do not represent a significant portion
of the total NHS mileage, their health is critical to
intermodal freight activity in many parts of the country. And I
know that's an issue here, not only in terms of Portland, but
also smaller ports and gateways and intermodal freight
facilities.
Second, SAFETEA makes several innovative financing tools
available for private intermodal freight projects including
amending TIFIA to make it more available in these circumstances
as well as authorizing so-called private activity bonds for use
in intermodal freight projects and highway facilities.
Finally, SAFETEA requires States to designate a freight
transportation coordinator to foster private and public sector
collaboration to enhance intermodal freight movements.
SAFETEA also provides valuable new tools for States and
localities to manage existing and new capacity more
efficiently. And these tools would be particularly beneficial
in heavy trade corridors where congestion is both more likely
and more costly.
In addition, the significant amount of funding provided
through the core programs, all these innovative proposals could
be used to upgrade or improve the major trade corridors like I-
5, which as I mentioned, is one of the most congested
corridors.
Working with the Portland/Vancouver, Washington I-5
Transportation and Trade Partnership and with our State
partners in Oregon and Washington, USDOT is excited to begin
the process of implementing that partnership's comprehensive,
strategic vision of highway, transit and rail capacity
expansion, better system management and environmental
protection.
Finally, as I mentioned, I'd like to touch briefly on
intercity passenger rail. As you know, the Bush Administration
recently transmitted to Congress the Passenger Rail Investment
Reform Act of 2003, the first comprehensive proposal to
fundamentally reform the Nation's intercity passenger rail
system in 30 years.
The Administration's proposal would bring investment in
intercity passenger rail in line with all other transportation
modes by creating a system in which States and local
communities, using capital investments supported by Federal
funds, operate rail service in their areas.
This proposal builds on proven models of success in
attracting riders and providing quality service for travelers,
such as the Cascades service between Portland and Seattle and
other State-funded trains in California and Illinois.
States and multi-State compacts would submit proposals for
passenger rail capital investment and train operations to the
USDOT. Ultimately, States would be free to choose the train
operations provider of their choice, whether a private company,
a public transit agency, or Amtrak.
We don't claim to have all the answers. I know that you
have some substantive points of disagreement with the
Administration's proposal, but I do hope that it has stimulated
debate about fundamental issues. I do think--and perhaps we can
talk about this more--that it is important to recognize the
need to change the current model. Together we should try to
reach consensus on a model that can be more successful, more
sustainable, more supportive of States like Oregon, which has
invested so much of its own money in this.
These are challenging and exciting times for the
Department, for Congress, and the entire transportation
community. We must work together for long-term reauthorization
of surface transportation and intercity passenger rail
programs.
Enactment of these bills is critical, not only for funding
stability, but also to implement innovative reforms that will
provide more revenue dollars without raising taxes and produce
cost savings through more efficient investment of the dollars
that are made available.
Senator Wyden, this concludes my statement. I thank you
again for the opportunity to testify here in this wonderful
part of the United States. I'll be pleased not only to respond
to any questions, but I'd also like to listen to my colleagues
from the State and local level, and to hear what they have to
say about transportation. Thank you very much.
Senator Wyden. Thank you, Mr. Frankel. We're very glad
you're here, and again note that it was a challenge for you to
make your way across the country. We appreciate it. I'll have
some questions here in a moment.
Mr. Foster, we welcome you and know that you have put in a
lot of years of yeoman service for Oregon on these issues. Go
ahead, and I'll be anxious to hear your thoughts.
STATEMENT OF STUART FOSTER, CHAIR, OREGON TRANSPORTATION
COMMISSION
Mr. Foster. Thank you, Senator Wyden.
We really appreciate this opportunity to discuss the
reauthorization of TEA-21. As you know, I'm the Chair of Oregon
Transportation Commission known as OTC, and I also really
appreciate you holding these hearings in Medford. I'm a
resident of Medford, long-term resident of Medford, and a small
business owner in Medford.
On behalf of the commission and ODOT, we'd like to express
our appreciation to the committee and to you for your part in
drafting TEA-21. I know you were a leader in getting Oregon
additional funds in that.
When that was done 6 years ago, it resulted in Oregon
getting 50 percent more funding than it had before. So thank
you very much, Senator.
Senator Wyden. You're welcome.
Mr. Foster. Looking ahead to reauthorization of TEA-21, the
State's developed a position paper on reauthorization together
with the Association of Oregon Counties and the League of
Oregon Cities. I've submitted a copy of that position paper
with my written testimony, and our No. 1 priority is to
increase funding in the State of Oregon for the State of
Oregon.
There are three compelling arguments why Oregon should have
its former funding increased in the next bill. As you pointed
out, we have a tremendous bridge problem in Oregon, a $4.7
billion bridge problem. It's simply too large for us to deal
with on a State basis.
Without Federal help, more bridges will be weight limited,
affecting the movement of freight not only within the State or
nationwide. Second, experts forecast, notwithstanding the
amount of freight traffic that we have now on the Interstate
system, that freight traffic in the Pacific Northwest will
outpace the national average.
The State's aging transportation system and congested
freight corridors such as I-5, particularly in the Portland
area, will not be able to accommodate this growth without
greater Federal investment.
Third, Congress should recognize the effort the State of
Oregon has made to address the bridge problem and growing
congestion. That's not only the State of Oregon, but local
government. For example, the city of Medford is going to
contribute $15 million to rebuild the South Medford Interchange
on I-5.
The Governor and the State Legislature recently enacted a
State funding package that, when bonded, will generate $2.5
billion, 1.9 of which will be dedicated to repair and replace
deficient bridges and $100 million is dedicated to projects
that improve freight mobility.
Prior to adopting the position paper, OTC and our local
partners took considerable time discussing the issue of high
priority project earmarks. It is important for the Committee to
understand how these earmarks impact the State and local
communities.
There are three thoughts I'd like to leave with you: First,
when earmarks partially fund a project and the project sponsor,
for example, local government, does not have funding set aside
to make up the shortfall, other projects that have been vetted
through the public involvement process are delayed or canceled
to free up funding for the earmarked project.
Second, when funding is earmarked for a project that has
not been evaluated by a State or regional prioritization
process, those that play by the rules are penalized.
Last, if funding is earmarked for a project that has not
cleared most Federal and State environmental requirements,
construction will not begin for many years, thereby losing the
immediate benefit to the State of funding projects that are
ready for construction, which as you pointed out, is important
in light of Oregon's economy for us to able to get these
projects on the ground and going. So we need to have earmarked
projects that are ready to be built.
Based on our experience with TEA-21, we strongly urge you
to fully fund the high-priority projects identified by the
Commission. The Commission worked very closely with our
commissions on transportation known as ACTs to develop this
list of projects. The funding has been set aside for these
projects so, if they are earmarked, we will be able to build
them. The Governor and the Commission want to do everything we
can to put Oregonians to work now with good paying jobs.
I want to take a moment to talk about collaboration. The
commission and ODOT are continually working to improve the way
we work with Federal and local partners to ensure that we
maximize the use of local funds and that we did it on a
partnership basis. In Oregon the general public, cities and
counties, metropolitan planning organizations, regional
governments, and representatives from business community and
private sector participate in the planning and funding
prioritization process mandated by Federal law.
We have implemented significant new initiatives to
strengthen this collaborative effort. For example, we formed a
stakeholder group that is refining the process by which the
State identifies and prioritizes projects for Federal funding.
We've established among the agencies an agreement with
Federal and State resource agencies on environmental
stewardship and streamlining known as the Collaborative
Environmental and Transportation Agreement on Streamlining, and
we've encouraged all regions of the State to form ACTs
commissions on transportation. And for all practical purposes,
that has occurred.
ACT's are regional advisors to the Commission. Local
governments, transportation providers, and private stakeholders
in each region of the State are invited to meet regularly to
prioritize projects and make funding recommendations to the
commission.
We work closely with ODOT regional staff. Most of ACTs
encompass two or more counties. The idea is simple yet
innovative for a State transportation agency. You have local
communities, local stakeholders in a more meaningful role in
Federal funding and transportation policies.
From the State's points of view, ACTs have brought more
people to the decisionmaking table, which is leading to better
decisions.
As this committee considers how Federal formula funds will
be allocated among the States in TEA-3, we want to make sure
that you are aware that the Federal funding entrusted to ODOT
is spent collaboratively and that all Oregonians are
benefiting. It is another important reason to support
increasing Oregon's share of the Federal highway formula
funding and fully funding the list of projects approved by the
Commission and submitted to the Oregon Delegation for High
Priority Project funding.
This concludes my remarks. I thank you, Senator, for being
here, and I will be more than happy to respond to your
questions.
Senator Wyden. Very good. Thank you. Excellent statement.
Mr. Warner, I know that you have a big load these days.
You've got the State legislature still in session, and you all
have just been very helpful and constructive and easy to work
with, and we appreciate all your leadership and welcome your
remarks.
STATEMENT OF BRUCE WARNER, DIRECTOR, OREGON DEPARTMENT OF
TRANSPORTATION
Mr. Warner. Thank you, Senator, and good morning. For the
record, I'm Bruce Warner. I'm the Director of the Oregon
Department of Transportation, and I too want to thank you for
the opportunity to discuss the importance of the Federal
investment in transportation here in Oregon and the Northwest
and tied into it the reauthorization of the Transportation
Equity Act for the 21st Century, whatever we're going to call
the next edition of this.
It's clear in your opening remarks and what you're hearing
here, the people on this panel understand some of the issues
confronting Oregon and the Northwest. And what I want to
briefly do--and you have my testimony as part of the record--is
talk about the distinctive importance of transportation to the
Northwest's economy and two specific challenges which you've
heard about.
I'll give you some specifics that will help you in terms of
understanding the real on-the-ground impact of some of these
problems. Before I really begin that, I do want to again really
thank you for your leadership on transportation issues. You've
been a tireless advocate in the Senate for improving all modes
of transportation here in the Northwest, and we really
appreciate that.
So on behalf of the Department and the State, I want to
thank for your efforts, and we do look forward to working with
you and your staff in building the next Transportation Equity
Act and make sure that it's as good for Oregon as TEA-21 and
ISTEA were. And they were good for Oregon, and you've heard
some of the good things we have done with those funds.
What I want to discuss for you is that the Pacific
Northwest's regional economy is built on transportation-
intensive industries: Agriculture, construction, transportation
equipment, wholesale and retail trade, and manufacturing make
up 54 percent of Oregon and Washington's economy, which is much
greater than the Nation as a whole; and therefore, the
efficiency of the transportation system affects the
competitiveness of Oregon and Washington businesses.
To gain and keep our competitive edge in reaching those
national and global markets you've heard about earlier, the
region must have a reliable and cost-effective access to
businesses, farms, ports, airports, and trade partners.
And efficient transportation is also important because the
economy of the Northwest is dependent on that global trade. You
heard some numbers, and I want to give you one. Oregon and
Washington combined export $45 billion worth of products each
year.
If you look on the I-5 corridor, I think the statistics
I've seen at one time or another, 25 percent of all imports and
exports in the United States are at one time or another on that
corridor between Canada and Mexico, to just give you an idea of
the importance of the corridor.
And if you look at that $45 billion of export from Oregon
and Washington, it's about twice what you see in other regional
areas of the United States.
And there is a growing concern and, I think, a rightful
concern that the existing transportation system is not capable
of supporting the growth and freight movement that we expect in
coming years. And to highlight that, our numbers show that
import and export tonnage is expected to double by the year
2020. And the domestic freight tonnage is expected to increase
by 70 percent, and a particular concern is how our bridge
problems and congestion on the interstate corridor are going to
impact those areas.
You touched on the bridges and the issues. I just want to
give you an example. On I-5 right now there are currently 12
bridges that are weight restricted; in other words, the trucks
cannot go over with legal loads.
Total replacement costs of those 12 bridges is $187
million, and if we didn't have some investment from the Feds
and from the State government, we would expect that 30 percent
of our State bridges would be load posted by the end of this
decade.
That would give you an idea of how important the
legislature's investment was and how important we think the
Federal investment is. And I want to also say I really do
appreciate your efforts to try to get additional dollars for
bridges and get Oregonians back to work through your Wyden-
Talent proposal, the Build America Bonds Program. I hope you're
successful, and we'll be sure to get some of those moneys to
our bridges and other infrastructures if you're successful.
One thing I think you don't understand, most people don't
understand, is the impact weight-limited bridges have on the
Interstate, for example, to some of the communities along those
routes. If you load limit a bridge on Interstate 5, you're
going to put trucks on roads that were never designed to carry
those large trucks, and sometimes those are the main streets of
our downtown.
I'll give you an example: My second day on the job as the
Director about two and a half years ago, I was told that we
needed to post the Forge Bridge near Roseburg to 64,000 pounds.
The little community of Riddle adjacent to the freeway, before
we put up those postings, had about three trucks that went
through downtown on a daily basis.
When we enacted those restrictions and during the 6 weeks
of emergency repair, there were 1,500 large trucks a day going
through downtown Riddle. You can imagine the impact on that
community and to the road system. And another things is I think
if you--I'm sorry to hear from my counterparts that Oregon is
not alone with the problems in bridges. You're starting to see
this problem pop up around the United States. It's something I
think you need to address in the next edition of the Surface
Transportation Act.
It's important to know the bridges we built in the
Interstate era of the 50's and 60's are, quote, ``quickly
approaching the ends of their useful life.'' 50 years is what
they are designed for, and guess what? They are starting to
wear out at this 50-year mark. The $2.5 million that the State
has given us in new funding is going to help, but we can't do
it alone especially on the Interstate corridor, and the Federal
Government must be part of the solution. And I urge the
Committee to look at ways to address this problem in the next
authorization bill.
Some options I might suggest are updating the current
bridge formula to better direct resources to this particular
problem or even setting aside a discretionary bridge funding as
was done for California in TEA-21 following the earthquakes in
the early 1990's, which addressed some of their major issues.
And then the second issue I do want to touch on a little
bit more is just congestion in the I-5 corridor, especially
dealing with highway and rail crossing over the Columbia River,
but all up and down the I-5 corridor. And the I-5 and the River
has become a major choke point, and we've done an economic
analysis.
I think you have the summary of that attached to my
testimony, which shows that the costs of delay to trucks in
that corridor currently is about $14 million a year. And by the
year 2020, that's expected to increase 140 percent to $34
million a year in today's dollars; so you know that's going to
be more in the future.
And the rail network is equally congested, and that's
another issue we're working on; in fact, the level of
congestion in our rail system in the Portland area is
equivalent to what Chicago sees. So that gives an idea of the
magnitude of that.
The cost of congestion affects most motorists and trucks,
but freight is clearly disproportionately affected as
congestion spreads into times trucks have to work around, both
in the morning and the afternoons. And they lead to higher
transportation costs and limit some access to jobs for folks
and their labor force.
So the bottom line is Oregon businesses will find it harder
to compete in the domestic and global markets as congestion
threatens their productivity. And what I want to make clear to
you is we've been working very hard with the Washington
Department of Transportation and with your counterparts on the
other side of the river.
And we have a unique collaborative process where we've
worked with citizens, with businesses, and interest groups to
come up with a solution to that corridor. And with the money
made available through the Federal reauthorization last time
and the identification by Congress of I-5 as a corridor of
national significance, we've been able to make progress.
And if we're able to secure money for that corridor, I want
to assure you of the political consensus on what we've been
doing there, and we'll start moving projects forward toward
construction as quickly as possible. I think you may want to
look at, again in the reauthorization, of making sure that when
you start talking about some of these important corridors, that
you really do focus the efforts and resources in the corridors
that are truly significant to the Nation, like the I-5
corridor.
And that's hard to do, I know. I think there is a number of
corridors which could be identified, in other words, limit the
number of corridors that are important and would receive
funding under that program if it's continued in the next
reauthorization.
So with that, I think I'm going to conclude. I want to
thank you, Senator Wyden, and your Committee for your strong
support of dealing with this issue. You've heard the importance
of freight in the Medford area itself and some of the things
we're trying to do to keep the I-5 corridor operating down
here. But again, as you move forward, I do strongly encourage
you to think about bridges and again strengthening the national
corridor program and focusing a bit more on those corridors
that are truly of nationwide significance.
Again, thank you. I think I'll stop there. If you have any
questions, I'll be glad to answer.
Senator Wyden. Good recommendations, and we thank you.
Sue, welcome.
STATEMENT OF SUE KUPILLAS, JACKSON COUNTY COMMISSIONER
Ms. Kupillas. Thank you.
Good morning, Senator Wyden. I hope you can here me. I'm
far from the microphone. Thank you so much for having the
hearing here in Medford this morning. I think that--well, my
name is Sue Kupillas, and I'm a County Commissioner here in
Jackson County as well as a chair of the Metropolitan Planning
Organization.
I work with a group of cities and special districts as well
as the County to prioritize the projects that we're interested
in for Jackson County. So I'll talk a little bit about those
today and the importance of actually addressing those needs in
Jackson County as it affects our economy. You so well stated
that this is one way to jump start the economy in our area.
I want to also thank you for the level of funding we've had
in Oregon. We're sort of--we have a number of opportunities
here with your leadership in Congress with you working together
with Senator Smith.
Senator Wyden. Yes.
Ms. Kupillas. I think that's unique in the United States
that we have Democrats and Republicans working together in
Oregon. You do much better in Congress than we have in the
State legislature.
Senator Wyden. Senator Smith likes to point out that there
aren't Democratic roads and Republicans roads, just
transportation.
Ms. Kupillas. That's right. And the other benefit we have
is having somebody of the stature of Stuart Foster who is from
the Medford area who is chair of the Transportation Commission,
and I think with this kind of strength that we have some
opportunities in this next go around to address the funding
issues that we need to.
I want to talk a little bit about Oregon counties because
we have been working together with the Transportation
Commission to look at the issues that we have. Our counties are
responsible for more than 27,000 miles of county roads and
6,580 miles of local access roads, 4,000 bridges with one
dollar in every four dollars that we need for repairing and
keeping them in good condition. Counties have 15,600 miles of
paved roads. Of that number, more than 13 percent of the
pavements are in poor or very poor condition.
In Jackson County 1,720 miles of paved road and 220 miles
of gravel road. We have approximately $10 million in backlog of
projects on roads which should be done in the next 5 years. 22
bridges need repairs, totaling around $44 million.
Jackson County, like many counties in Oregon, is being
significantly impacted by large population increases, which are
creating more and more congestion problems in our urbanizing
communities. Our population is growing at over 3 percent a
year.
Our priorities for the next funding bill--whatever the name
is--I call it TEA-21 reauthorization, we do need an increase in
Oregon's annual highway formula funding, and that's probably
our top priority as the MPO.
We also are interested in Federal transit funding. It must
be increased, and I agree that public transportation systems
are absolutely vital even in our area where we don't have the
population to totally support it. We do need to have those
public transportation systems.
And then the basic structure of TEA-21 works, and that
should be retained, and I think a lot has been said about the
bridge rehabilitation and replacement program; so I'm not going
to go into detail, but absolutely that's a top priority for
Oregon and for Jackson County.
In the past TEA-21 projects in Jackson County, we got
funded $19.6 millions on the North Medford Interchange, the I-5
viaduct structural overlay and seismic retrofit received $15.4
million, and that's pretty much, and that pretty much completed
I-5's Interstate Maintenance preservation project at $12.8
million. And the Highway 62 Linn-Dutton widening project was
funded at $11.7 million, and those projects are all pretty much
completed.
I want to talk about a couple of priorities for the that
the MPO has recognized and that Jackson County has recognized.
Future priority is widening Fern Valley Road to a five-lane
section from Highway 99 eastward over I-5 to North Phoenix
Road. It will add capacity on Fern Valley Road as well as
provide safe vehicle, pedestrian, and bicycle movements.
The project is eligible for Federal funds because of the
need to build a new higher capacity interchange to meet the
congestion needs of the area. The request for earmarked funds
is $20 million. That, plus State and local matches will total
around $36,000.
And this is one of the first truck stops from California on
I-5, and so at this particular time--I travel through that
intersection a lot--it's extremely congested and a very top
priority for the future.
And another priority is the Highway 62 expressway between
Medford and White City. Jackson County has managed the Jackson
County Urban Renewal Project in White City for 12 years. This
project is a significant economic development project, as the
largest industrial park in the county is in White City, and
it's within the project boundaries. The industrial park is an
economic engine for all of Jackson County providing hundreds of
family wage jobs with benefits as well as manufacturing
projects desired all over the world. Rail and truck freight as
well as efficient access to I-5 are key to this continued
expansion of this White City project in our industrial park.
And I might add that one of the ideas that our county
commission has also brought forth is extending 140, Highway 140
to I-5, and that isn't on a priority list, but I've attached a
letter from our new commissioner Dave Gilmour that talks in
more detail about what we're doing to get that back up on some
kind of a list.
One of the most important projects on Highway 62 expressway
is from Delta Waters, milepost 1.59 in Medford to Linn Road,
milepost 10.6 in Eagle Point. The highway is part of the
National Highway System from milepost .41 to the State Highway
140 intersection.
Current average daily traffic is around 43,000 vehicles per
day; so it's traveled as much as I-5 at many times and certain
times of the day, and it's projected we'll have 57,000 vehicles
on that within the next 20 years. So the Highway 62 corridor,
we have the study out on it now, and we are looking for funding
to actually complete some of the projects along there which
will be a main expressway which will help us with freight as
well as with the vehicles, with moving vehicles in Jackson
County.
Then there's another issue that I wanted to talk about that
the Transportation Committee should pay attention to, and it's
created by an omission of the House Appropriations Committee,
and it's a little bit separate from TEA-21 reauthorization.
But the Transportation and Treasury Appropriations Bill on
the house side eliminated funding for transportation
enhancement, and as you know, we had the Bear Creek Greenway
which is a major pedestrian bikeway through Jackson County. We
just yesterday, I believe, signed an agreement with ODOT and
the County to work together on a portion of that.
These transportation enhancement dollars are absolutely
vital to make sure that we have alternative methods of
transportation. Our goal is to link our cities completely
through along the corridor of I-5, and there's another group in
Rogue River who has the vision of actually extending that to
Rogue River with sidepaths off to Gold Hill at Eagle Point,
which would just be a major, major alternative transportation
for our entire county, but without the transportation
enhancement funds, we can't do that.
Senator Wyden. I think my staff tells me that the full
House Appropriations Committee put back the enhancement
funding.
Ms. Kupillas. That's great.
Mr. Sandberg. That's correct.
Mr. Frankel. If I might say, Senator, my understanding is
the full committee mark would make enhancements eligible for
STP funds. It would make enhancements an eligible activity, as
opposed to the mandatory set-aside fund. That's in the full
committee mark.
Mr. Sandberg. The intent is to have that mandatory program
show that funds will be reserved, or set aside.
Senator Wyden. Well, I think we don't mean to interrupt
your excellent statement, Commissioner Kupillas. I think it's
the intent of the Senate that this be a mandatory program; that
we ensure that these kinds of excellent initiatives you're
talking about actually get done. Obviously, the Senate and the
House will go back and forth on that, but you finish your
statement and know that you've got a lot of support for the
program.
Ms. Kupillas. Thank you. I very much appreciate that.
That's a very significant project in our county, and actually,
I have almost completed my statement.
We have had one of the highest jobless rates in the United
States in Oregon and in Jackson County. We have had 8.5
percent, a national high unfortunately, as I'm sure you're
totally aware, and it's currently fallen to 8.1 percent, which
is still very high.
So an infusion of transportation dollars into our sluggish
economy will certainly give us a short-term boost, with the
long-term benefit of more efficient systems to serve our
rapidly growing freight industry and general population. And I
might add that I echo that it has to be a balanced approach
that we have. We have tremendous collaboration, I think, the
leaders in the State on our collaborative efforts at
prioritizing transportation projects and then working with our
air quality committee to make sure we address the environmental
issues of transportation.
With that, I'll conclude my statement, and I would be happy
to answer any questions. Thank you.
Senator Wyden. OK. Thank you all. Excellent statements, and
you know, it's quite obvious that you cannot have big league
economic growth with little league transportation systems. It's
just that simple, and that's what we're focusing on. We haven't
even really gotten to the agricultural sector. And we do a lot
of things well in this State, and the best is we grow things.
If you want to transport agricultural products, you need big
league transportation. And all of you have been excellent.
Let me begin, if I could, with you, Mr. Frankel. As you
know, the Secretary and I came to the Committee, and he said,
quote, ``Nothing has as great an impact on economic development
as quality of life and transportation,'' but when I do the math
for the SAFETEA reauthorization proposal, as far as I can tell,
we're looking at a cut in transportation spending for the
upcoming year.
The current fiscal year 2003 funding is $31 billion. By my
calculation, the Administration SAFETEA proposal called for $29
billion for fiscal year 2004. That would be a cut of $2
billion, and $2 billion translates into almost 100,000 fewer
jobs.
Now, maybe you should enlighten us as to what's going on
here because obviously we all want to have the job growth and
job creation next year. The Secretary, it seems to me, is
absolutely right in talking in terms of how important it is,
but if we're going from $31 billion in this fiscal year and the
Administration is to go to $29 billion, that would be of some
concern to me, and maybe you could give me your assessment of
all this.
Mr. Frankel. I'll be glad to, Senator, and I might say if
one looks at 6 years, as opposed to 1 year, as the Secretary
has indicated in testimony and statements, SAFETEA proposes a
record level of funding and would increase spending over the 6-
year life of SAFETEA.
We've tried to strive in our proposal for prudent spending.
It's not as ambitious certainly as the bipartisan leadership of
the House Transportation and Infrastructure Committee, nor as
high as the budget resolution as amended by the Senate. But
nonetheless, we think it's the appropriate balance between
investment and the transportation system and fiscal
responsibility.
We do have a concern the adopted level for spending for the
current fiscal year, fiscal 1903, which is at a level above
what the Administration recommended, represents a draw down of
the balances in the trust fund.
The House Appropriations mark--we were just talking about
it in connection with the enhancements program--that figure is,
I think, about $34 billion. I don't know whether it will
finally be adopted. That represents a further draw down on the
trust fund balances, and at that level of spending, unless we
have a substantial increase in resources available to the
Highway Trust Fund, the Highway Trust Fund is going to go broke
during the life of SAFETEA.
The President has indicated that he does not favor
increases in the gasoline tax. With all due respect to the bold
and imaginative proposal that you have cosponsored in the
Senate, as you know, Treasury Secretary Snow has indicated his
opposition to bonding. However it is done, it will increase the
deficit.
In trying to strike the right balance between investment
and concerns about increasing the deficit or increasing taxes,
we think that SAFETEA has found an appropriate level. We hope
that it will be adopted ultimately by Congress and that its
authorization will be respected in the appropriations process,
not only for fiscal 2004, but throughout the reauthorization
period.
Senator Wyden. Well, it's not your bailiwick for national
priorities, but I am troubled. We're going to spend a billion
dollars a week in Iraq, I guess, and somehow we don't have the
money for the kinds of transportation projects, you know, here
at home. And I'll talk for a minute in a second about what the
Administration is against.
What we want to do is work with you on a bipartisan basis
so we can afford something that will get this work done. That's
what Senator Talent and I did by talking to the bond market and
others who think our idea is a very innovative one, and let me
start by saying that what seems to me to be, you know,
particularly frustrating for communities and States is the way
this ritual seems to play out.
When the Administration first put out a transportation
budget for this year, the amount was around $23 billion. Now,
Congress said, on a bipartisan basis with these record votes in
the Senate, that this was not our sense on bipartisan basis of
what we needed for transportation. So the Administration then
went to $27 billion.
In the end, the President signed the bill with the funding
level that I mentioned $31 billion. So now a year later, we've
got the Administration proposing transportation funding levels
significantly below what the vast majority of Members of
Congress say is needed and, in my view, clearly below what's
needed for the country.
So I guess the question is how many times are we just going
to keep replaying this same game over again, and are we going
to have the same kind of drill, you know, this time. And I
think probably the most important question for Oregonians today
is that, if Congress passes the higher transportation funding
level again this year, that is what the Senate has been looking
at, is the President going to veto the bill? Then we've got to
say to Mr. Warner and Mr. Foster and Ms. Kupillas, wait around
and hang in limbo.
Mr. Frankel. First of all, I'm obviously not authorized to
use the ``V'' word, although the Secretary of the Treasury did
suggest that in responding to various proposals. Let me say, as
you well know, Senator, that I think it's not quite appropriate
to refer to a veto. The Administration's proposal for funding
for fiscal 2003 was $23 billion plus, but that was really an
application of the so-called RABA mechanism, which Congress
enacted in TEA-21, with which you are familiar.
SAFETEA proposes to continue the RABA mechanism with some
modifications, as well as to continue TEA-21's provisions that
funds raised from the transportation system should be
reinvested in the transportation system, that is, the fire
walls. That was an essential element of TEA-21, one of the
significant reforms of TEA-21, with which I'm sure which you
were involved. And the money to be raised should be spent as
quickly as we can determine.
The RABA mechanism, which I think over the first 4 years or
5 years of TEA-21, provided an additional $9-plus billion in
spending above and beyond the authorized levels, when applied
to 2003, was below the authorized level. That was the basis of
the Administration's proposal. And by going above that, even
with the $27 billion and certainly to the $31 billion, required
a drawdown on the trust fund balances, which we cannot keep
doing.
Senator Talent and you have taken a step to avoid that by
proposing to augment resources by borrowing. It's a proposal
that the Administration does not support, but nonetheless, I
think, does represent an indication that if we're going to
spend at the levels talked about by Congress on a bipartisan
basis, then we've got to augment resources.
Senator Wyden. That's what the Senate has been trying to
do, and every time we tried, Democrats and Republicans, the
Administration, says here's what we're against, and it doesn't
say here is what we're for.
And do you think it's at all odd that the Federal
Government and now the Administration for the bipartisan
proposal, Senator Talent who is a Republican and myself, do you
think it's at all odd that the Federal Government is the only
entity on the planet that's not willing to look at bonding?
I mean, everybody else, State and local, is doing it. We
worked with Wall Street. They think our approach is
particularly innovative because we're looking at a tax credit
approach; so we really are looking at much less exposure for
taxpayers than other traditional approaches, and you know, I
just want to get something I can work with the Administration
on.
You've told us the Administration--that all of the
following, A through Z, is unacceptable. All of this is off the
table, and people like myself and Senator Talent is saying here
is a bipartisan group of us that wants to work with you on
things that we think will get it done, and we need to get a
sense of what those answers are because it isn't going to
happen by osmosis.
And if the Senate is now at $31 billion this year--I mean,
all this math is awful hard for people to figure out when you
draw down this and draw down that--if we're at $31 billion now
and the Administration publishes documents and their documents
come in at $29 billion for this year, you don't have to be a
rocket scientist to figure out that's a cut.
And somewhere along the way we've got to find some way to
get to common ground, and maybe for purposes of just this
round, give me your sense of how we can work together in some
way to find what we're for and find a common ground and get
these good people the tools they need.
Mr. Frankel. I want to reiterate that I think we have to
look at 6 years versus 6 years. As the Secretary has indicated
in appearances before both transportation committees on which
you serve, that the Administration's proposal, while showing a
dip from fiscal 2003 to 2004, over the life of SAFETEA
represents a record level of investment.
The increases are not as high as many favor, but
nonetheless they do represent quite substantial increases in
spending in the SAFETEA reauthorization versus TEA-21. I think
that is the place to start. Really, it's not appropriate for me
to get into the details of either the proposal Senator Talent
and you have cosponsored or into various specific bonding
mechanisms.
Senator Wyden. Are you all looking at any ideas for ways in
which we can find this additional revenue? I want to be
sensitive to your not----
Mr. Frankel. There are proposals other than increases in
the motor fuel taxes--reenactment of the initial reforms of
TEA-21, and the proposal, which I think is pretty broadly
supported in the Energy Bill pending before the Senate, to
transfer the 2.5 cent tax on gasohol or ethanol from the
General Fund to the Highway Trust Fund.
Also, we propose drawing down the Trust Fund balances, just
not as dramatically, if you will, as some other proposals
would; so I think those are the areas of agreement.
I think in terms of bonding mechanisms--and let me comment
about that not based on my current position, but from the
position I once held like Bruce's that is, heading a State
agency in size and budget very comparable to Oregon's. I
headed, as you know, the Connecticut Department of
Transportation for 4 years, and our capital program was almost
entirely from bond funds, despite my efforts to shift more to
pay-as-you-go. I thought I accomplished that, but the
legislature figured out some other use for that money.
But the difference is that there were dedicated revenue
streams to service that debt. To compare that to what is
proposed--and again, I don't mean to get into the details of
your proposal or some of the other bonding proposals--what's
proposed is really not comparable to what States do, where they
have designated revenue streams to service transportation-
related debt.
Senator Wyden. Now, the Secretary talked favorably at one
point about tax exempt status for bonds for freight projects.
Is that still something that's on the table?
Mr. Frankel. I think that is probably a reference to the
so-called private activity bonds. That is very much on the
table. We're very hopeful that Congress will enact private
activity bonds, which are private bonds, private borrowers in
which tax exempt status is available for some transportation
projects, but not all. And we would allow authorized private
activity bonds to be utilized in connection with the highway
and intermodal freight projects.
That is very much on the table. I might say that my
colleagues and friends who served in the prior administration
are amazed that we got that proposal through OMB and the
Treasury, the professionals there, not on a political basis,
but we did get approval. We hope it will be favorably
considered.
Senator Wyden. I hope that you will look at other ideas to
help us get the transportation funding that the country needs,
and I think that when you look both at the economic multiplier,
I think we all agree that there is no economic multiplier out
there like transportation.
We have this huge backlog, and the approach that Senator
Talent and I are pursuing, we think this is a chance to really
get the country excited about where we're headed in
transportation, and I look forward to the day when we give our
children and our grandchildren a Build American Bond, and they
can learn the value of saving and thrift, and at the same time
do something that will make our country a stronger and safer
place.
I want this part of the questions to wrap up by making sure
that the olive branch is extended----
Mr. Frankel. I appreciate that.
Senator Wyden [continuing]. In a very direct fashion. We
are open to any and all ideas. I think it is just clear that
we're going to have to find a way to get these funds in order
to address both the economy and transportation needs that the
country has, and as we put things off the table, let's figure
out a way to get some things on the table. And we appreciate
your cooperation in that regard.
Now, on the bridge situation, we've got 487 cracked bridges
that are owned by the State. The cost of them is $4.7 billion.
Now, the State folks seem to feel that Oregon would get less
money during each of the 3 years with respect to the bridge
question.
What is your sense of how Oregon deals with this bridge
issue and particularly the Federal role?
Mr. Frankel. Well, I can appreciate, let me say, from
personal experience the passion that Mr. Foster and Director
Warner have about this. You remember in 1983 a bridge on the
Interstate system went down in Connecticut, and I became
commissioner about seven or 8 years after that.
And someone said to me it's true that for everybody in the
Connecticut department, certainly the professional engineers--
Bruce knows this probably from his own contacts with my
colleagues from Connecticut--to see a bridge collapse was their
Vietnam. Every one of them swore that no other bridge was going
to go down on their watch. It became a passion to rebuild
Connecticut's bridges.
As he said, it is true that a bridge has a life, and we're
at the end of the useful lives of many bridges. Actually, the
major part of the transportation program in Connecticut at the
State level is to rebuild bridges. It's critically important.
As you know, Administration advocates the elimination of the
Bridge Discretionary Program, which is totally earmarked, so
that more money could flow through the formula programs, This
would have the effect of raising available funds and increase
Oregon's level.
Actually, I'm not certain, and I would have to get back to
the committee, of the details of what Oregon would get under
this revised and expanded core bridge program. But certainly
I'm respectful and do understand the emphasis in this State on
restoring, rebuilding, and replacing bridges. It is absolutely
critical. I can't think of anything more important to be done
in heavily used portions of not only the Interstate and
Federal-Aid Highway System, but also at the county and local
level.
Senator Wyden. From a philosophical standpoint, do you
think the Federal Government has a role when we're talking
about the bridges on the Interstates?
Mr. Frankel. That's obvious. This is, as you know, one of
the key core programs and will continue to be so. And as I
said,--and I think you probably share this--I think that the
discretionary programs, for the most part, really represent an
opportunity for earmarks--they are 100 percent earmarked.
The Administration, as a theme running through SAFETEA,
would eliminate the discretionary programs, with the exception
borders and corridors and one or two other areas, and would
like to see more money flow to the States so the States can
establish priorities on how, for example, the bridge funds are
utilized.
Senator Wyden. On the bridge issue, let's get Mr. Warner
and Mr. Foster in as well. Perhaps we can even have you start
by just reacting to Mr. Frankel's comments.
Mr. Warner. Senator, obviously the bridge problem is large
in Oregon. As you know, we've stepped up to deal with some of
the funding, $4.7 billion is the problem we believe we have.
The State has come up with $1.3 billion for the State system,
300 million for the City and County bridge system.
There is clearly a national interest in the Interstate
program. There should be a national interest in all the major
freight and NHC routes throughout the State of Oregon, and I
think it is important to look at ways to assure that the
bridges throughout the United States are adequate to deal with
the freight needs that are coming shortly in dramatic
increases.
So there's a number of ways to get additional revenues
toward bridges, obviously raising the overall revenue level at
the Federal level, and again maintaining the formula at a high
level is the most effective way to get large amounts of money
to Oregon and to other States. And then again, we would utilize
the dollars in the priority areas that we deem the most
appropriate.
However, if again, you and the Committee feel that the
bridges are priority and you want to set up a program that
would again focus bridge dollars to areas, then again, I would
focus on those corridors of national significance as well as
the other major significant freight corridors throughout Oregon
as well as the United States.
If I'm being responsive to your question . . .
Senator Wyden. Mr. Foster, do you want to add anything?
Mr. Foster. I'd just simply add that not only is the State
stepping up and local government is stepping up in this issue,
and we really need the Federal Government to partner with us.
The major corridors are of significant Federal interest, I-5,
I-84, and we cannot address this just through State funding and
local funding. We need to have that partnership from the
Federal Government.
Senator Wyden. Are we looking at, in terms of a growing
bridge, less money, say, over the next 3 years, less Federal
money?
Mr. Warner. Senator, if you look at the proposal for the
continuation, there would be less dollars. I think what Mr.
Frankel is saying, if you look over the life proposal,
essentially we would be looking at utilizing more and more of
our discretionary funds that we get toward bridges. That's
clearly a priority. Our commission has said we need to put
additional dollars in.
So even if our funding level is lower overall from the
Federal Government, I think you'll see this State apply more of
its moneys toward bridges to address this critical problem we
see facing Oregon.
Senator Wyden. All right. I'm glad to see that you're doing
it. It's just that I think the Federal Government, if it's a
partner here, particularly as it relates to the Interstates,
it's always we look at the overall program. The funding is
lower this year, and somehow we'll make it up down the road and
the bridge funding is lower, but somehow we'll make it up down
the road.
We seem to have hundreds of billions of dollars for other
things, and you know, we're fighting to deal with
infrastructure at a critical time, and the amounts seem to go
down, and that's not to be all resolved today. I understand
that.
But I want the people of the State to understand that
budgets aren't just, you know, charts and facts and figures.
They are about your homes and aspirations and most importantly
about your priorities, and it just doesn't seem that
transportation is getting the priority it's warranted.
Let's go to the question of I-5 as a key trade corridor, if
we could. Mr. Frankel, as I think you know, Senator Smith and I
have felt for a long time that this has got to be a priority,
and we're pleased that the Administration is looking at
increased funding for the multi-State corridors as part of the
reauthorization proposal.
Congress has provided additional funds to look at how to
address congestion; region is working. Several have already
said on a multi-State basis to come up with solutions, and
obviously Federal assistance here as well is going to be
important. And this isn't just Interstate. This is the entire,
you know, up and down the West Coast because we do have you
here and this is so important for the region.
Could you say, for purposes of this morning, that you would
agree that under the Administration's Multi-State Corridor
Program that our area I-5 ought to be given a priority as one
of the corridors for funding.
Mr. Frankel. Well, as you know, Senator, this is one of the
few areas we would preserve the discretionary program and
actually divide what is currently a united program for borders
and corridors, into separate programs with funding at a level
of $0.5 billion--just under $500 million--over the life of
SAFETEA for each of those programs.
And it is a strong emphasis, a strong theme. I know you
share the concern about freight movement and a variety of
programs including the corridors program. I think it's one of
the more problematic initiatives to try to enhance spending and
Federal attention on freight and goods movements both at
gateways, major gateways like the Port of Portland, and other
key gateways in smaller places including other transportation
intermodal centers in a State like Oregon.
And clearly the Secretary will give, if he has the
discretion, because this money again has been totally
earmarked. The Borders and Corridors Program has been
earmarked, and there is no discretion in terms of national
strategies and priorities, and I don't think there's any
question that, if you had discretion, the I-5 corridor
including and most specifically the Pacific Northwest has got
to be viewed as one of the most important and one of the most
congested in the United States.
Senator Wyden. Very good. And we will work with you on
that, and that seems to be a constructed effort. We appreciate
it.
Now, on the Amtrak issue, the Administration has a reform
proposal now for Amtrak. I think Oregonians would be interested
in your assessment of how the Administration's proposal would
affect passenger rail service in Oregon.
Mr. Frankel. Well, I think as a general matter, Senator,
and I hope there will be attention focused on this that the
Administration seeks to assist intercity passenger rail on the
basis of priorities established from the ground up rather than
the top down.
And by that, I mean a definition of places where intercity
passenger rail can really fill a significant niche, can provide
competitive service. I think we all acknowledge, and certainly
experts do, that intercity passenger rail not only can be
successful, but is critical in city pairs of 200, 300 miles to
4 or 500 miles apart.
Oregon and Washington have shown the way. The Cascade
Service, I think, is one of the real success stories. As you
know, the Secretary made specific reference to it in
introducing our proposal not only in the sense of showing a
place where there's a niche where intercity passenger rail can
serve a function, but also cooperation, really extraordinary
cooperation between two States and, I think, gives a lot to
people who throw up their hands and say it's impossible for
States to cooperate. You just can't go--it's got to be
national, and the decisions have to be given about where routes
are and needs to be driven by decisions made in Washington,
whether at Amtrak or in the halls of the U.S. Congress.
I think that States and localities, local communities as
Washington, what the States of Washington and Oregon have done,
are the best places to define where this need exists, and the
Federal Government's role in rail should be what it is in every
other mode, and that is to give capital grants. We're not in
the operating subsidy business with very few exceptions, but to
give capital grants.
There have been disagreements whether they are 50/50 or 80/
20, but the principle of capital grants where an individual
State like California, let's say, or States come together and
say this service is really critical and important and will be
supported, those are the principles.
And again, while we may argue about the details, I hope we
can engage in a discussion, and I know you view that the same
about--really fundamentals about how we approach it from a
philosophic basis. As I said in my remarks, respectfully I
think the model we have been operating under, if I can use that
word, has not been successful.
The fact of the matter is Amtrak was created absentmindedly
35 years ago with odds and ends when the private freight
railroads wanted to get out of the business. And in order to
create and be able to build a competitive mode in the State,
the private railroad said we need a passenger rail service, and
then what was there was, you know, conglomerated into what was
called Amtrak.
It is not a national system by any stretch of the
imagination. Even if it were, it's time we look at it. That's
35 years ago, and the United States has changed. It's changed
socially, economically, demographically. It's time for us to
look at this fundamentally, whatever our differences may be
about details.
But to say, as some have, that basically what exists is
perfect and just pour more money into the existing system, I
don't think and the Administration doesn't think, from the
President on down--this went to the President--not the
Secretary's proposal, but the President's proposal, and I hope
we can deal with these fundamental issues.
I think frankly for a State like Oregon that has been the
model along with the cooperation of the State of Washington, I
think, shows what good passenger rail service can be, and
incidentally it's time that Oregon got Federal assistance
because the fact of the matter is what Oregon and Washington
have done has been almost entirely without Federal assistance.
And one of the things we seek to do is to provide equity
fairness, so that the treatment of Oregon is the same, if you
will, as you know, intercity passenger rail in New Jersey.
Senator Wyden. Mr. Warner seems to be smiling.
Mr. Warner. Senator, I want to thank you for your comments
there. I think it is important that Oregon and Washington have
stepped up to fund the Cascade trains, and it's important not
only because it helps in terms of diversifying the
transportation system, but the ridership of those two trains is
about 120,000 passengers per year.
Without those trains, those trips are going to be on the
Interstate facility, which is going to further clog that
facility, and what really makes me feel good about Mr.
Frankel's remarks is again making sure that again our model or
the model in the northeast the corridors is something that we
share.
In other words, we don't pay for the entire service while
some of the other corridors have fully subsidized service, and
that's a breakthrough. If we can actually have us all on the
same playing field, that would be very, very helpful for all of
us and probably would encourage other States to step up and try
to help out and provide passenger rail service in other areas
that currently are unserved.
Senator Wyden. Well, I too think that's very constructive.
The other point on Amtrak I would make is to hope that we give
a special effort in this reinventing exercise, which is one
that I think is constructive, and I am actually in support of
it. The communities that aren't on the traditionally well-
populated corridors are willing to put a lot of effort, in
effect, a lot of skin in the game.
I don't know how much you followed it, but all through
Eastern Oregon, for example, virtually every community has
actually voted to impose per-person assessments in order to get
rail service. In Eastern Oregon, folks have done everything to
get rail service other than have bake sales in order to get
some rail service.
I again want to work closely with you, Senator Smith,
Congressman Walden. We all worked on these matters in a
bipartisan way, and we would very much like as part of this
reinvention effort to try to give some concerns and priority to
these kinds of area that are really willing to put a lot of
resources and a lot of efforts, and you're talking about
building stations, and they've already had the per capita
assessment, and I think you find overwhelming enthusiasm for an
effort to really look at reinventing how the government goes
about serving the rail needs of these areas.
But it will require some resources for a jump start, and we
appreciate that. Let's do this. Let's spare Mr. Frankel here
for a moment and move on.
Mr. Frankel. I came a long way, Senator. It's fine.
Senator Wyden. You're being a patient soul here. Mr.
Warner, give us your sense of what kind of jobs we're talking
about with transportation dollars in our State.
Mr. Warner. Senator, I think you touched on it somewhat in
your opening remarks. There's a lot of variance in terms of how
many jobs are created per million dollars of investment in
transportation. We in Oregon are a bit on the conservative
side. We believe for every millions dollars, we know there's
going to be about 23--or 20 to 23 jobs or so created in the
State directly as a result of that improvement.
However, if you look at the multiplying effect of buying
steel sometimes from plants around the Nation, the Federal
Government uses numbers that are closer to, I think, 47 per
million. So just to give you an example, a $1 billion increase
in overall funding through the Surface Transportation Act, this
State would get about $10 million of that.
So you're talking about, if you use the Federal standards
as you pointed out in your opening testimony or remarks,
somewhere between 470 or 500 new jobs for the State of Oregon
as a result of that billion dollar increase on a national
level.
And again, one of the big driving factors for why the
legislature elected to put additional resources into
transportation this session was because they wanted our
department to move those bridge projects out quickly to the
private sector where we anticipate, if we add up over the next
few years, we're going to have an average of 5,000 new
construction and professional jobs per year sustained over a
10-year period.
Senator Wyden. Now, my understanding is that you all
recently looked at the freight issue on the I-5 corridor, and
of course, our region's economy has been built on
transportation-intensive industries, agricultural, trade,
construction, manufacturing.
My understanding is that something like more than 2 million
tons of farm and food products and a million tons of lumber,
paper, and wood products move through I-5 in Medford each year.
So my sense would be that addressing this question as it
relates to freight is absolutely a priority for our delegation
in this upcoming session.
Any thoughts on that and what we ought to be doing to be
helpful in that regard either, Mr. Warner or Mr. Foster?
Mr. Foster. Thank you, Senator. Well, I think that it all
ties together with the bridges. The first step is we've got to
get these bridges remediated. If we don't do that, then that
freight drops off. And what's significant is and what I think
few people understand is the impact on the local economy if we
have to weight list those bridges.
Every fuel truck that brings fuel into this Valley is
105,000 pounds. If we have to weight list those bridges at
80,000 pounds, that means fuel costs in the community are going
up. Many of the industries in this community bring in freight
from Port of Portland.
The wood products industry is importing a lot of their raw
materials. Now, those are all coming down on 105,000 pound
trucks. If we weight list one of these bridges like we weight
listed the Forge Bridge that Director Warner talked about
earlier--I had some clients that I had had that were bringing
raw materials for wood products in that had to be detoured over
58, down 97, and back 140, and it costs them $200 per load in
additional costs.
And our wood products community works on very near margins,
as you know. It's highly competitive, and that doesn't sound
like too much per load, but that has very significant impacts.
We need to have the funding to address the capacity on I-5.
And the problem is if the State bares the whole burden of
the bridges, we can't address the capacity issues. We can't
address the freight issues to get freight out of Port of
Portland. We can't address Interstate crossing on I-5 in
Portland which are critical to this, just as critical to this
community as it is to the Willamette Valley.
So you know, when we have to shift all of our resources to
bridges to maintain the Interstate system or to save the
Interstate system, we lose resources to address critical
modernization projects we need for freight capacity.
Senator Wyden. Well, you've just made the case for the
Wyden-Talent Bonding Proposal and some of these other kinds of
issues because you've just said, all right, we've got this
bridge crunch. Even with the legislature looking at additional
money, we're going to have to move money from bridges to
Interstate. Interstates are a Federal responsibility. Everyone
acknowledges that. Mr. Frankel, to his credit, acknowledges it.
And we're going to have to find these dollars, and you all
have made a compelling case, and for our State folks, know that
this is priority business for Senator Smith and I, and we'll be
working closely with you.
Let's wrap up with just one last question for our State
folks. My understanding is that here in Southern Oregon a lot
of folks have been concerned about transportation projects not
taking into consideration the local viewpoint, and they've got
a citizen's initiative on the ballot to make sure concerns are
heard and addressed.
One of the reasons Senator Smith and I do the talent hall
meetings together and make these efforts to get out and about
and listen is to make sure people are being heard on their
priority kind of questions in transportation and other areas.
And obviously again, we've got to find ways to get projects
built, deal with the State's economic needs while making sure
that people who are out filing these, you know, petitions and
reflecting their concerns know that somebody is paying
attention to them, that somebody is listening.
So I would be interested to hear from you, Commissioner
Kupillas, and Mr. Foster and Mr. Warner, maybe we can wrap up
by you all telling us your thoughts as we go into this next
round of the Surface Transportation Bill. Give us your thoughts
about how the Federal Government can be more responsive to
communities in terms of addressing these local concerns.
And I really encourage you to, you know, think out of the
box. As you know, Mr. Frankel knows, a couple years ago Mr.
Sheinkman here did some extraordinary work in terms of looking
at and encouraging growth management, and we basically
empowered local communities to come up with competitive ideas,
and we saw some exciting proposals, got bipartisan support, got
a fair amount of Federal support for innovative approaches and
growth management, and Mr. Warner knows we did pretty well in
that area for a while.
So we need to think out of the box, and if you might on
this issue of making sure that local folks are heard, tell us
any suggestions you might have for us, Commissioner, Mr.
Foster, Mr. Warner, so that we can put Mr. Sheinkman and our
good staff folks here to work, again trying to put your
creativity and your genius into law.
Commissioner Kupillas.
Ms. Kupillas. Yes, Senator, I think this does give us all a
heads up that people do want to be involved in decisions,
transportation decisions, as well as a lot of other that have
come up under initiatives. I think probably the model that we
have in Jackson County has been exemplary in the State.
And one of the things that we've done, for instance, on the
Highway 62 issue that I mentioned, was that we had what they
call a select where we brought people in from all of the
communities that were affected by the Highway 62 corridor and
had an interactive day looking at all of the issues surrounding
this. And I think that model is very good.
It's, again, a good model that works from the bottom up in
helping us look at priorities and all of the wide range of
issues that affect people as we go through the decisionmaking
process.
And then we do have at least three organizations that
reflect different groups throughout the Valley, and a lot of
opportunity pour input into the system on this transportation
issue, and I know the cities and the County have hearings on
the issues. We also have what we call a regional problem
solving where we are looking at long-range planning where
growth should occur in Jackson County.
And there's a lot of opportunity for input on that, and we
want that to measure with your transportation systems and then
also the air quality issues that we deal with with respect to
this. As the Board of Commissioners, we invited a lot of public
comments on exactly how we approach the air quality issues in
terms of transportation.
I think looking at the local models and collaborative
models that bring people into this discussion it is probably
the best way to do this and to have the hearings where we can
talk to you about what people have said.
Senator Wyden. Mr. Foster.
Mr. Foster. Thank you, Senator. We have really, as I think
you know, really worked hard in this State in the last 8 years
to develop a collaborative process with local communities in
how we identify projects, how we prioritize projects that need
to be built.
Particularly in the last 2 years we've had a stakeholder
committee that I referred to in my testimony that has developed
an objective method of identifying projects and prioritizing
them. And then that is being implemented by the Area
Commissions on Transportation and the MPO's, and so we've got
that process.
In regard to specific projects, we have local committees.
We have solutions committees. The project in question that's
created the issue here is the South Medford Interchange, and
that was a very open and probably the most extensive public
process we've ever gone through.
Whenever you build a major project like that, you are going
to have differences. Reasonable people can differ on an element
solution. We worked hard to address all the issues. We'll
continue to work hard to address all the issues, but when you--
and part of the--frankly, part of the reason why there may be
some controversy there is because of a growth management
strategy is we want a more compact community. We don't want
urban sprawl. We don't want to be building big additional
freeways, additional interchanges down the freeway. It's better
to rebuild the two major interchanges in Medford.
That may have some impact, some people may perceive that as
having adverse impacts on their immediate neighborhoods. We're
trying to address that. I frankly don't think that there are
the kind of impacts that some people feel there are going to
be, but they certainly have every right to disagree with us and
every right to seek an initiative.
I think that what we're doing works well. As Commissioner
Kupillas says, we are continually trying to improve on that
program. One of the things that we found that really helps when
we go into a community--I'm really happy to hear that it's back
in--are the enhancement programs. Lakeview and Joseph are
beneficiaries of those kinds of programs that resulted in win-
win projects. So I would urge you--I would urge you not to
implement any additional requirements on the Federal level
but----
Senator Wyden. There are not a lot of rallies outside my
office for more Federal bureaucracy.
Mr. Foster. And I want you to know we take this very
seriously, and we're trying to work with them, but you can't
build a major project without having some controversy.
Senator Wyden. Anything you want to address, Mr. Warner?
Mr. Warner. Senator, I think I would add if you look at our
track record we are getting better. There are always going to
be controversial projects. Our committee and staff have made a
conscientious effort to make sure that the reselect projects
move forward. They are projects we know have gone through an
environment and land use screen, and we want to make sure that
they have the political consensus, frankly, from the area to be
able to move forward.
We usually find ourselves in arguments where essentially
the planning work has not been done ahead of time to agree on a
solution, and we've told them, if they want to implement a
solution, we have to go back and look at all the options and
essentially do the planning that should have been done ahead of
time as we're actually, quote, working on a project, whatever
that project may be.
And I think the existing Federal rules in terms of project
development require us to do that. If people are doing the
required transportation planning and getting their citizens
involved in what the overall plan should be for a particular
area, we find that many of those issues, like South Medford
Interchange, are often resolved well before we get into a
construction project and moving forward with construction.
And our commission has been very clear that's the kind of
checks they want, and they want to make sure before they invest
money in a project that the project has been fully bedded, and
I think as you look at your track record there's very few of
those around the State where we have issues.
When you do hear about them, they are often very
controversial. I want to be frank there. I agree with the
Commission and Chair Foster, that I think the rules are
adequate. We just want to make sure people are living up to
those rules.
Senator Wyden. All right. All of you have been excellent.
Mr. Frankel, let me let you have the last word because you have
journeyed the furthest, and we appreciate your cooperation. I
think you can see the passion that is in our State for these
issues.
You know, we like to think we've been first in a lot of
areas, whether it's light rail in the metropolitan area, the
various other kinds of initiatives around the State. And people
are willing to think creatively and think out of the box, and
what we need to do now that this is not exclusively within your
province, we need to have the resources to jump start some of
these initiatives. So we really appreciate your journey here,
and we want to give you the last word for this panel.
Mr. Frankel. Well, Senator, let me thank you again. This is
a trip you make probably just about every weekend, if not to
Medford, certainly back to your State. Really, being here and
listening and experiencing this directly, and seeing these
projects in Medford or in this State, is the best way for me
certainly and for the Secretary to learn. So, thanks for the
opportunity.
Suffice it to say, you've been consistent throughout this
hearing as you have in Washington, in your comments to say that
we should work together. While reasonable people can differ
about some of the substantive details, I think that same spirit
generally permeates the transportation field and certainly will
characterize our approach to reauthorization of the surface
transportation programs.
We look forward to working with you and your colleagues in
trying to come up with a reauthorization bill. We're still
committed and hopeful that it will happen this year. One way or
the other there's going to be a reauthorization bill, and we
look forward to working with you. It's been great to be here.
Thank you for giving me the opportunity to come to this
wonderful place.
Senator Wyden. We thank you. And Senator Smith and I get
together every Thursday for lunch to work on Oregon's agenda,
and transportation is high up on it, and any time you have one
of those creative kind of ideas, we'll make sure you get on
before the entourage is done.
Mr. Frankel. Great. Thank you.
Senator Wyden. We thank you very much. We'll excuse all of
you today. I appreciate you coming. OK.
Our next panel Mr. Mike Burrill of Burrill Real Estate;
Brad Hicks, President and CEO of the Chamber of Medford/Jackson
County; Mr. Peter Kratz, Vice President of Bear Creek; Bob
Shiprack, executive secretary of the Oregon Building Trades.
You all have been very patient, and we thank you for it,
and let's get you up here so you can have a chance to testify
before dinner time, I think.
OK. Thank you all. We'll make your prepared remarks a part
of the hearing record in their entirety, and we thank all of
you for coming.
Mr. Burrill, why don't you start.
STATEMENT OF MICHAEL BURRILL, SR., CEO, BURRILL FAMILY
COMPANIES
Mr. Burrill. Senator, thank you for coming to Southern
Oregon and listening to our concerns. I might point out that,
when I got the call that this hearing was going to take place,
I was off on one of my transportation research trips, and I was
riding a motorcycle to Alaska and was told that I needed to get
back and I need to have my testimony in on Tuesday, but I was
out in the middle of nowhere. It was impossible; so I imposed
on my friend Brad here to help in doing that and imposed on
your staff to help that happen also. I'm very glad to be here.
I'd also comment that I'm very disappointed that I just
found out this morning that your staff member here, Traci, will
be leaving us and we'll miss her. She's done a wonderful job.
Senator Wyden. She is a super star.
Mr. Burrill. So anyway, having said that, you have my
written statement, and one of the advantages of being not at
the beginning of a hearing is that you get to make notes as you
listen to comments made by others. I'm not going to go over my
written statement. I'm going to paraphrase some thoughts and
see how we go with this.
But the things that we've heard this morning, first thing I
want to point out is that I serve in a variety of
transportation capacities. My family through the years has been
in the forest products business. We started in business in
early 1940's, and you and I have worked together in that
industry for many, many years, but we went out of that business
about 5 years ago, and we now do commercial industrial real
estate development and sales.
And one of the things that I found in that transition was
that you could have a company like ours that employed a couple
hundred people and have it close down and then bring a new
company to town to employ 200 people and find out that you
couldn't put that new company here because of transportation
problems, that our highways couldn't absorb the new, even
though the old was gone.
So I took a great deal of interest in transportation. I
spend a great deal of my time in that field, and it's not just
in roads. I'm on the Aviation Board for the State of Oregon; I
serve on the Freight Advisory Committee to ODOT; I serve on
solutions teams and citizen advisory committees with ODOT
locally. So anyway, I have a great deal of interest.
A couple points I'd like to make on highways would be that
when we talk about Interstate 5 and Interstate 84 that you
talked about earlier today, it's not just an Oregon problem.
If you look at the charts and the maps that ODOT puts
together and if you consider Interstate 5 from end to end,
Interstate 84 starting in Portland and going east and the other
Interstates that do that, the solutions are not just Oregon
solutions. They are national solutions, and so we can't just
work in the vacuum of Oregon to fix them.
The need to fix the bridges in Oregon is also a need for
the people of Idaho, the people of Colorado, the people in
other States that those Interstates head toward. You've talked
about economic development and how, if we want to create family
wage jobs and bring businesses, we have to have a
transportation system, and that is so right because when
businesses come to a community and they start to ask about
what's going on, they want to know how they are going to get
their goods to market, they want to know how all these pieces
fit together; so it's vitally important.
It isn't just the jobs that Mr. Warner talked about, the
5,000 jobs per year for the next 10 years with the bridge bill.
That's just a small part of what this does for Oregon. What
this does is it opens up the community so they can grow, and
they can provide jobs to their citizens. It isn't just the
citizens along the Interstate 5 and Interstate 84 corridors
that are going to be getting benefit because we have other
freight routes that are just as important.
And you're going to have communities, whether it's Baker
City on Interstate 84, or Lakeview or John Day or other
communities around Oregon that will get the benefit and allow
us to bring jobs to those communities.
I chair the Marketing Committee, and we're celebrating our
local economic group, and as we work to try to bring new jobs
to this community, again transportation and all modes is very,
very important.
I want to jump from highways to aviation because in serving
on the Aviation Board for the State, we're vitally concerned
about aviation and how that entire system works. I have talked
to you in recent months about a plan that we're doing of
bringing together an aviation system planning conference that
will be held in Portland sometime this fall that will include
the States of Washington, Oregon, some people from California,
SEA-TAC, Portland International, and maybe San Francisco, but
also will include Boise, Spokane, Medford, and other airports.
The idea is to look at the capacity constraints that are on
the big airports and see if there is capacity excesses that
might be at some of the regional airports that could help in
the short term for a large airport or any airport really to go
from deciding they'd like to build a new runway to getting an
airport off from that runway can be as long as 15 years. If we
don't have those plans in place now and construction going, the
forecast of doubling or actually tripling of cargo over the
next 20 years is going to make it impossible at those major
airports. So we're working on that.
The growth projections can't be left on this vacuum of
airplanes and growth there. The same projections take place on
containers coming in and going out on the sea, and the
interesting part is every one of those connects to our
highways. So this whole intermodal multi-modal argument we
have, we have to be aware of how all those pieces fit together.
We've talked about some of the projects here, and the one
that I have a lot of interest in is--it's personal as well as
an interest in the community--is the Highway 62 project. There
was more vehicle trips per day on Highway 62 than there is on
Interstate 5, and it's forecasted to double in the next 10
years, I believe, is the number.
We had a gentleman that worked with us on transportation in
years past, his name was Hank Snow, and he used to work for
Medford Corporation here. And he had an interesting comment he
would make as we would be talking about planning processes and
all the stuff that we have to go through in order to get
projects done, and he would say, ``All I want to do is see us
move dirt.''
So, Senator, help us get the money for projects, and I
guarantee you we'll be moving dirt in Oregon. Thank you.
Senator Wyden. Well said. Very good.
Mr. Hicks, welcome. We thank you, and the Chamber has been
so supportive on so many initiatives we've been working on. I
really appreciate all your help.
STATEMENT OF BRAD HICKS, PRESIDENT AND CEO, THE CHAMBER OF
MEDFORD/JACKSON COUNTY
Mr. Hicks. Well, thank you. I guess I, before I start my
written testimony, would echo Mr. Burrill's sentiments about
Traci Dow. I'm sorry to see her leave your Southern Oregon
office. She's been a great partner in a lot of the things that
you've been working to do here. So we'll miss her.
So to Senator Wyden and to members of the Committee, thank
you all for allowing me to appear before you today to discuss
our thoughts regarding reauthorization of the next TEA-21, or
as Mr. Warner said earlier, whatever this next reauthorization
is going to be called.
For the record, my name is Brad Hicks, President and CEO of
the Medford/Jackson County Chamber of Commerce. Also for the
record, I'd like to say today officially that I'm not a
candidate for Governor of the State of California.
Senator Wyden. But you can still run for President.
Mr. Hicks. Absolutely. But I did want to point out,
depending on what day you ask, our Chamber is the second
largest in the State of Oregon representing companies and
organizations of every size, sector, and corner of Southern
Oregon.
My testimony will address some thoughts about
reauthorization that I believe are critical to the business
community and equally critical to our entire nation. Safe,
unclogged roads are vital to this country. These highways and
bridges impact the independence and mobility of our citizens,
our productivity, and our employment base, certainly our
competitiveness, and maybe now more than ever, our national
security and the health of our economy.
I believe that the 108th Congress will look at few other
priorities that will have a more direct impact on the personal
and professional lives of their constituents than the look at
transportation investment. Investment in our transportation
infrastructure is directly connected to future economic growth,
competitiveness, quality of life, and national security. That's
no different here in Southern Oregon.
As a regional economy, Medford, Jackson County, and
Southern Oregon each enjoy the benefits of family wage jobs
provided by the trucking companies who reside here. In fact,
one of the areas largest employers--I'm not sure what number,
maybe No. 3--is a trucking company that employees hundreds of
residents at above-average wages. This does not take into
account the many other smaller trucking firms, brokerage firms,
and other related businesses.
However, while there are obvious economy advantages to our
geographic situation along the I-5 corridor because Medford is
a pass-through region, if you will, for many using the I-5
corridor, Southern Oregon is also left to contend with well-
used infrastructure.
Taking into consideration the significant positive impact
of the region's economy that sound highway and bridges have
combined with TEA-21's tremendous investment to date, making
transportation safer, less congested, and more efficient, it
seems that a well-financed dependable, and efficient
transportation system is essential for a healthy Oregon
business climate.
In order to achieve that end, I'd like to suggest that the
budgetary firewall be restored to ensure the original promise
of the Highway Trust Fund. The highway taxes would be used
exclusively for highway improvements and to continue to explore
other options for increasing revenue to the Highway Trust Fund
including drawing down the nearly $20 billion surplus in the
Highway Trust Fund, restoring interest payments to the Highway
Trust Fund, and then exploring other innovative ideas that
would leverage private sector investments in transportation.
And I applaud your efforts on the Build America Bond
proposal. I think that's exactly what I'm taking about in my
third bullet item are ideas such as that.
Once reauthorization of TEA-21 has occurred and the debate
begins as to where those dollars go, I hope, Senator, that
you'll help fully fund Oregon's priority projects and of
particular interest to those of us in Southern Oregon, in
addition to Highway 62 as Mr. Burrill mentioned, is the Fern
Valley Interchange project between Phoenix and Medford. And
I'll allow others to speak in detail about that.
In closing, The Chamber will continue to advocate increased
spending on transportation infrastructure and streamlining of
the environment review process. We'll play an active and
progressive part in advancing the idea of a transportation
agenda that strengthens our transportation systems.
This is a new environment that requires new thinking and
new approaches, as you've mentioned multiple times this
morning, to transportation that should be characterized by
changed behaviors and measurable results. We will continue to
remind the public and Congress that infrastructure is not
disposable; it is a strategic asset that must be renewed and
protected.
The impact of doing nothing will be increased congestion,
decreased safety on our roads, and setbacks in our ability to
improve air quality. Our Chamber and, I believe, chambers
throughout the Nation look forward to working with Congress and
the President to bring about continued, predictable investment
in the nation's transportation system in TEA-21
reauthorization. Investment in our national transportation
system will ensure we remain a leader in the global
marketplace.
Thank you again for bringing this opportunity to Southern
Oregon. You saved us a 3,000 mile trip, and I'll be happy to
answer questions later.
Senator Wyden. Thank you. And the Chamber has always been
so cooperative in all of these economic development issues with
our office, and we very much appreciate it. And we'll be
working with you often on these issues and certainly a lot of
others. Excellent presentation.
Mr. Kratz, welcome.
STATEMENT OF PETE KRATZ, SENIOR VICE PRESIDENT AND GENERAL
MANAGER OF PRODUCT SUPPLY, BEAR CREEK CORPORATION
Mr. Kratz. Thank you. Good morning. My name is Pete Kratz,
and I'm the Senior Vice President and General Manager for Bear
Creek Corporation. And I certainly thank you for allowing me to
address this subject today that is so critical to our business,
and that's transportation.
Bear Creek is one of the largest or top direct marketing
companies in the Nation. Both of our brands, Harry & David and
Jackson Perkins, are nationally known. Our Medford, Oregon
campus is the headquarters for all of Bear Creek Corporation
including the Harry & David and Jackson Perkins businesses.
We are the largest employer in the entire Southern Oregon
region. This year we will employ in excess of 7,300 seasonal
and full-time employees in the Rogue Valley.
Probably the most well known of our companies is Harry &
David which was founded in 1919 by two brothers Harry & David
Holmes. We have been one of the primary economic backbones of
the Valley for years, and our current revenues will approach
$550 million.
The statistics associated with our companies today are
impressive. We mail more than 110 million catalogs each year,
and we ship in excess of 9 million packages both in this
country and internationally to more than 100 nations. Our
payroll this year in Medford is in excess of $100 millions. For
many people the name Harry & David is synonymous with Medford,
Oregon.
And as you can well imagine, transportation is essential to
a company such as ours. Back when we started, it was rail
service that we counted on to move our product. Today it is the
highway system.
Because we are a vertically integrated company starting
with our roots in Agriculture and our fruit, almost all of our
products originate from Medford, Oregon. Millions upon millions
of gifts spend some time on Interstate 5. They are transmitted
to regional express centers in California and Portland, and the
daily cutoff times for these express deliveries make any delay
in service transportation critical to the service of our
customers.
There are trucks that take products to our regional
distribution center in Ohio while other trucks move gifts to
mailing centers and our 147 Harry & David stores in 34 States.
There are trucks that bring fruit, raw materials, and packaging
to our Medford campus. Many of these deliveries are made just
in time to support our production operations. This method of
operations lessons the burden on local transportation systems
and reduces truck movements between local storages.
Many of our packages are highly perishable fruit that are
received at our packing house, gift packed, and shipped within
1 day. An efficient transportation system is essential to the
viability of this business.
Last year there were more than 30 inbound truck deliveries
to our Medford campus per day during our peak production month,
and during our peak shipping month there were also more than 30
outbound trucks per day.
We project that over the next 10 years our business will
continue to grow at near double digit rates. That means several
things for this region. It means young people from the local
education centers won't have to move to other cities to find
jobs. It means the local area will have a steady stream of good
paying and dependable jobs. Conversely, it also means the need
for good and dependable surface transportation. This is
transportation for both our employees and our products.
As mentioned earlier, the number of key regional
transportation projects including Fern Valley, South Medford
Interchange for I-5, improvements to Highway 62 are very
critical to sustain and grow our business.
I would also suggest a place at the table for business on
the Metropolitan Planning Organization as a way of aligning
economic growth with transportation planning.
In 1919 two creative brothers were drawn here for the rich
pear orchards. Because of the rail transportation system, they
were able to start the multi-million dollar business we manage
today. Just as it was in the early days, transportation is
still vital to our company and its future.
Thank you for allowing me to address this important subject
for us today.
Senator Wyden. Good. Well said.
Mr. Shiprack?
STATEMENT OF BOB SHIPRACK, EXECUTIVE SECRETARY, OREGON BUILDING
TRADES COUNCIL
Mr. Shiprack. Thank you, Senator Wyden. It's my pleasure to
see you again. I'm going to be brief. Again, I'm Bob Shiprack.
I'm Executive Secretary of the Oregon Building Trades Council,
representing unionized construction workers throughout the
State of Oregon. I'm a journeyman inside wireman electrician.
I've had the job for 17 years. I know quite a bit about these
topics.
I was also a member of the Oregon Legislature for 12 years.
So some of my comments today, Senator, will both be policy and
politics because it appears that a little of both is involved
in the problems that you're facing.
In the building trades today we're suffering 20 to 35
percent unemployment across the board depending on the craft
and region in the State. We have people now who have not only
exhausted their State Unemployment Benefits, but Federal
Extended Unemployment Benefits.
This is a unique recession, and I've been working with the
tools since 1971 in that usually in a recession, even in the
worst of recession of the 1980's, you could go somewhere else
in the country and work. That isn't occurring today. There's no
place to go. So you're sitting here exhausting the
unemployment, and people are now losing homes. And I just
wanted to share that with you, Senator. This situation here in
Oregon, at least for my industry, is very bleak.
Senator Wyden. What's your unemployment rate in terms of
the building trades?
Mr. Shiprack. Anywhere from 20 to 35 percent. I checked
with my local union in Portland who you're familiar with. We
have 630 journeyman electricians of that book one, local
members, out of work, 630 as of yesterday morning, about 90
apprentices, I might add.
This situation has led to a lot of discussions I hear from
my people about putting the country to work, and frankly,
Senator, we're incredulous, with the elections coming up next
year, one thing we used to able to count on, in election years,
things would get better. I'm not seeing that happen. And I
think that the inaction of the Administration of Congress not
only on the transportation package, but other spending
proposals such as the water, sewer, the dams, reservoirs--all
those other spending bills have not come out either.
So I think that for at least from my industry--and I can
tell you I can speak for a lot of my employers, we have an
extraordinarily good labor management relationship--that things
will not be getting better soon.
Bruce Warner mentioned a spin-off effect, a tremendous
spin-off effect when we do these Federal spending programs
could really help put the country back to work. And I don't
want to be flippant or partisan--as you know, the building
trades are highly bipartisan--but a lot of my folks are saying,
``If we're going to rebuild Iraq, why can't we start to rebuild
America.'' I think that's hard to refute. I don't see how
people can debate that issue. It's something people should
think about.
The next issue is funding. We haven't funded Oregon
highways for 10 years. We had a pretty large group of people
with no new taxes pledges. We disputed the fact that highway
funding is a tax as all. We consider it as a user fee. You
don't use the highway, you don't pay the tax or fee.
So unfortunately, for 10 years we didn't put anything more
into our infrastructure in this State until it reached a crisis
situation: Over 400 bridges affected dramatically having the
potential to effect Interstate commerce along the West Coast
and my State here.
We not only survive on these public works projects, but we
have to have a good business climate. We're pro business. We
need business to be successful. And to have a successful
business climate, you have to have a good transportation
system.
The legislature stepped up, and Senator, I've been in the
capitol in Oregon for 20 years. I've never seen a coalition of
labor management industry business people coming together to
support increased user fees. There was virtually no opposition
because we finally realized we had to do this to keep Oregon
viable and create jobs.
Congress and the Administration has a Constitutional
responsibility to fund the Interstate system. As you well know,
Senator, every time the State wants to do things that perhaps
Congress doesn't like or federally preempted commerce clause of
the U.S. Constitution, only the Federal Government can regulate
Interstate commerce, and therefore, they have a responsibility
to fund these projects.
The last thing I'll talk about is funding. I was asked to
talk about it. Of course, I support increasing these user fees.
Bonding, very innovative great idea, Oregon does it. And right
now our State Treasurer, I guess, unlike the Federal Treasurer,
thought it was not only timely, but innovative and made a lot
of sense.
I like the public private partnerships we're starting to
look at both in Oregon and at the Federal level, very
interesting way, and ODOT is actively looking into this.
As a second generation native Oregon, there's two things we
don't like: We don't like sales taxes, and damn it, we're not
going to pay tolls on our roads. I've changed my opinion on No.
2. I think that tolling, having traveled around the country
where they have these new toll projects, is a minor
inconvenience to the motorists and might be a way--another
way--it hasn't been mentioned today--as a way to fund some of
these projects.
For your benefit, Senator, I'm also intrigued and
encouraged by the Federal procurement program for contracting,
not so much highway work, but other types of projects in that
the Federal Government is leading the way in looking at
selective contractors for these projects perhaps not based
solely on cost, but also on the quality of the contractors and
the subcontractors they bring in.
In recent Federal work, Senator, I must say that every
contract I've seen awarded by the Federal Government certainly
went to a highly qualified contractor and was held to strict
schedules. My point of all this is the taxpayers are getting
their moneys worth by the way you procured the projects, and
I'm proud to say Oregon is looking at that now.
I'll just follow up, it was finally mentioned by someone to
the left of me it would help funding of highways if we'd quit
raiding the trust funds as well as the other trust funds that
have been set aside for the airports and others.
Last but not least, I'd be derelict only because I've heard
this mentioned in Washington DC, any Federal funding program
for public works that goes ahead would maintain, as it has for
the last 70 years, the Davis Bacon Wage and Fringe Protection
requirement in our public works bill to help ensure local
contractors and workers to have a fair shot to build these
projects and help ensure quality workmanship and productivity.
That concludes my remarks. Thank you.
Senator Wyden. Well said. And you've done such a great job
of advocating for the trades, and we go back a long way----
Mr. Shiprack. Yes.
Senator Wyden [continuing]. You and I, through both your
work and labor and at the legislature. I'm really glad to have
you.
Mr. Shiprack. I appreciate it.
Senator Wyden. Very, very good. Excellent presentation.
Mr. Hicks, I understand we've also got the Chair of the
Chambers Transportation Committee here, Mr. Mike Montero, and
why don't we bring him in.
Mr. Hicks. Thank you.
Senator Wyden. Good. So our able recorder knows, this is
Mr. Mike Montero. I think it's M-o-n-t-e-r-o.
Mr. Montero. Right.
Senator Wyden. We welcome you and glad to have an expert on
this. Why don't we start to get into this question of local
involvement and what's triggered the petition and the concerns,
and you can start with you, Mr. Montero, and go right down the
line here and have you all give us a sense of what works with
the current process and what doesn't work with the current
process. Maybe we can just do that for all of you.
STATEMENT OF MIKE MONTERO, CHAIR, CHAMBERS TRANSPORTATION
COMMITTEE
Mr. Montero. Senator Wyden, I think that we in Southern
Oregon and, frankly, in Oregon in general have a lot to be
proud of with regard to the template that we've developed.
Commissioner Foster and, I might add, one of the members of
this panel, not myself, were instrumental in developing this
highly collaborative planning vehicle tool, if you would, that
the State uses, and that's these area commissions on
transportation.
I'm not going to go into all of the details, and perhaps an
anecdotal illustration will help you to appreciate how
effective they are and how we believe that the template that
was developed here in the Medford area and is now being
exported throughout Oregon might be something for the Federal
Government to look at.
If you can imagine for a moment a body with an individual,
a voting member from each city in two counties, each county
getting a vote, transportation district getting a vote, transit
district getting a vote, and then you put four private sector
business people from each county each getting a vote and you
put them in a room and you say, ``We have $400 millions worth
of projects, and by the way, we've got $14 million to spend,
you guys split it up.''
We do it every other year unanimously, and I think I need
say no more. It has been just a roaring success, and I think
that it speaks well to the level of collaboration that we have
here in the State.
I think it's particularly important for you to hear that
because the scarce transportation revenues that are going to be
available really need to be subjected to a process whereby they
are spent properly.
I've got two additional comments that--I've been listening
through the testimony--that are issues that are of particular
interest to us here. You've heard Commissioner Kupillas talk
about our air quality. You may or may not know that we have
some significant limitations here.
So we are particularly mindful of the adverse consequences
that would accrue to our area where we'd have a major failure
of one of these bridges; so we applaud not only the Oregon
Department of Transportation's commitment to repairing the
bridges, but appeal to you folks to help fund that.
That said, that is more of a defensive operation than an
offensive one, and when you think about where Oregon rests
geographically on the West Coast, if we are forced to limit our
investments to bridges, it puts the State at a distinct
disadvantage in competing for additional growth and economic
development activities.
As Oregon--or as California and Washington continue on a
more robust economic development activity schedule, then that
freight that moves through Oregon then consumes the capacity
that we need. So that's why Commissioner Foster made, I think,
a very specific comment that it's funding for the bridges, but
we also need additional funding to ensure our modernization
needs keep us economically competitive. So those are my
comments with regard to the area here.
In addition to being the Chamber's transportation chair,
I'm also the chair of the Regional Transportation Commission
for ODOT and coincidentally Air Quality Advisory chair. So
that's the symbiotic relationship in this Valley.
Senator Wyden. You wear all the hats.
Mr. Montero. Well, at different times, thankfully.
Senator Wyden. Not just multiple. All the hats.
Mr. Montero. It's important that it be recognized, and I
was really encouraged that this panel was looking at both
public works and environment. Sometimes they are viewed as
mutually exclusive. They can never be viewed as mutually
exclusive.
Senator Wyden. Mr. Burrill, Mr. Hicks, any comments?
Mr. Burrill. Let me comment on some of the questions that
were asked of the previous panel in regard to citizen
involvement and how ODOT is working with that. Through the
years, I have served on citizen advisory commissions and
service teams with ODOT, and I was on the solutions team of the
south interchange, I-5 interchange we're looking at locally,
and that is the project of the focus of the initiatives that
have been filed.
I can tell you from my experience as being part of that
process, it was a very open process, that not only did ODOT
create a solutions team that had a variety of interests that
brought the public together, it also invited people that are
not part of the team to sit in on the meetings, the same people
who are filing the initiative petitions were in those meetings.
There were no surprises. One of the things people need to
realize and they don't, you may have several solutions you need
looked at on a particular project, and South Medford
Interchange had something like 14 different options we looked
at through the process, but one of the options was a no-build
option, and you take the no-build option and you project that
into the future and say what will life be like on that corridor
10 years, 20 years from now if we don't do something? Life in
that corridor will be far worse than it would be with the
options that are being considered, and the option was selected.
The folks that live over there would like to keep things as
they are now and not to have growth in the community, not to
have increased traffic in the community, and let life go on,
but we know that isn't the way it works.
And I think, Mr. Burrill, one of the things that we have
happening in this Valley is that the communities around Medford
are growing significantly, and yet the city of Medford is the
regional retail shopping center; it's the regional medical
center; it's the regional transportation center. So people from
all of the outlying communities constantly drive into Medford
to use the facilities we have here.
So even if Medford itself doesn't grow, the transportation
woes we have to deal with here will grow. So I want to say, I
guess, is that I feel that ODOT has done a very good job of
reaching out to the public. And it's just those who would
rather it didn't happen in their backyards are really the one
opposed to it.
If this initiative was to pass, it would have a significant
detrimental impact on the ability of ODOT to deliver projects
into the Medford area.
Senator Wyden. OK. Mr. Hicks.
Mr. Hicks. For many years the Oregon Tourism Department has
had a slogan that says, ``Things look different here,'' and
lately that's taken on kind of a negative connotation.
But I think it's still true here in Southern Oregon and
more so to the original spirit of that slogan as it relates to
transportation. One of the groups that most of the people
you've heard from this morning participate are individuals
you've heard from this morning is a group called TRADCO. It's
more than just a two-county collaboration, but it's also a
public private partnership.
And every month members of the business community, members
of ODOT staff, City staff, County staff and other interested
individuals and transportation agencies come together to report
to one another and work on some of the issues that Mr. Montero
was mentioning.
I think that's been a real success, and that was really the
genesis or the birth place of those acts, and there was also
somebody in the room here that has been a real advocate in both
of those groups and these local efforts, and that's our Medford
City Council person Skip Knight. So I wanted to recognize him.
As much as the Chamber is supportive of full funding, I
want to make sure that we balance that with a regulatory
environment at the Federal level that helps these dollars,
making sure, I guess, we get the biggest bank for our buck. And
being careful, I know you guys are looking right now, I think,
the Senate just sent back over to the House the SHIPA proposal
and that would create some weight and size restrictions on
truck travel and on trucking.
And I just want to make sure we're being careful not to
create more truck traffic. You know, we have different highways
out here on the West Coast than maybe they do in Rhode Island
or Connecticut. We might have five stoplights on Highway 97,
and a highway that runs through Rhode Island maybe they have
hundreds; so we want to make sure we're being careful to look
at those things so that we're not creating a regulatory
environment that would tie the hands of folks like Mr. Warner
in allowing us to improve our infrastructure full throttle, so
to speak.
But anyway I guess the final thing that I would say is that
it's no secret that we've had some challenges in the Oregon
Legislature----
Senator Wyden. No.
Mr. Hicks [continuing]. This session, but even in the
environment those folks are playing in right now, they manage
to craft a bipartisan agreement to fund transportation in the
State, and I think to Mr. Shiprack's point earlier, you see
groups like business organizations such as our own, building
trades, Republicans, Democrats coming together.
And I suppose to remind folks, like you say Senator Smith
likes to say, there is no such thing as Republican and Democrat
roads. They are just roads, and they are just transportation.
So I hope in Washington DC and in Congress that same thing
will rule the day, and thank you again.
Senator Wyden. Well, excellent points, and you know this
whole question of making sure that you don't get the extra
money and chew it up in red tape and bureaucracy, it's very
important. You've been working on this streamlining effort for
years, you go down this road on getting the project on the
ground, digging the dirt, going forward, getting the work
underway, and somebody would come in at the last minute and
file some kind of NEPA environmental policy request, and the
whole thing would be stalled for years.
And that was what Mr. Frankel was talking about trying to
make sure those two are done concurrently, and we still have
some ways to go, but it's illustrative of the very good point
of chewing up time and money on unnecessary stuff.
On the SHIPA points, I'm advised that nothing is going to
be changed in our State on truck length and weight
requirements, but obviously we're going to have to deal with
this nationally, and we'll be anxious to work with the Chamber
and all of you on it and certainly an area that ought to be
watched.
Mr. Kratz, anything you like about the way the process goes
now? Anything you want changed?
Mr. Kratz. I think the comments I'll make are again going
back to the business that we're in. When you ship a product
like cherries and as highly perishable as those are, and that's
just an example. That's how critical transportation is to us.
So any initiative that may delay a project certainly is not in
our best interest.
My recommendation on this would be, if there's any help
certainly that you can provide, but really looking at what did
we learn from the South Medford interchange process and try to
reach some common ground, if there is any.
Having been involved with it, I thought it was a very, very
open process, but certainly there's some folks that don't feel
the same. And if we can sit down and learn that short of the
initiative that's going to be on the ballot, that would be
helpful, I think, for us to find some common ground.
Senator Wyden. Great. OK. Well, listen we've been at it a
long time. I think we all agree that we're going to need a
transfusion of transportation help in our State given all this
economic hurt out there. This is something that can provide a
real shot in the arm and help with a lot of folks that have
been flattened get back on their feet. And to a great extent,
this holds our ability to meet the region's economic future not
just today but down the road.
And we've got safety projects, projects like the Bear Creek
Greenway, that are opportunities for recreation and improving
the well-being of our citizens. And we're going to work with
all of you and try to follow up on these suggestions, get
people more involved in the process earlier.
I think that speaks to Mr. Hicks's point to make sure the
money is used well and get people more involved early on rather
than waiting for calamities to take place later down the road,
and of course, the key is to get this done in a bipartisan way
and a way that's fiscally responsible.
All of you have been excellent. Any of you panel members,
anything you want to add? All right. The Committee on
Environment and Public Works is adjourned.
[Whereupon, at 11:40 a.m., the committee was adjourned, to
reconvene at the call of the Chair.]
[Additional statements submitted for the record follow:]
Statement of Hon. Emil H. Frankel, Assistant Secretary for
Transportation Policy, Department of Transportation
Senator Wyden, thank you for the opportunity to speak to you today
about the importance of transportation to the economy. Secretary Mineta
has stated that few things have as great an impact on our economic
development, growth patterns, and quality of life, as transportation.
This is equally true at the National, State, and local levels. A safe
and efficient transportation system is essential to keeping people and
goods moving and communities prosperous.
American households spent an average of $7,000 on transportation in
1999, nearly 20 percent of their income and second only to the amount
they spent on housing. In 1999, the U.S. recorded about 4.6 trillion
passenger miles of travel and 3.8 trillion ton-miles of domestic
freight shipments. The U.S. freight transportation network moved over
15 billion tons of goods in 1998. In 2000, more than 10 million people
were employed in transportation-related industries.
Construction and maintenance of highway facilities also can help
National, State, regional, and local economies grow by attracting new
businesses and by providing access to new markets. Studies from the
Federal Highway Administration show that highway infrastructure
investments generate important economic benefits by reducing production
costs, increasing productivity, and fostering private capital
investment.
Since the enactment of the Transportation Equity Act for the 21st
Century (TEA-21) in 1998, combined investment in highway
infrastructure, by all levels of government, has increased sharply.
Total highway expenditures by Federal, State, and local governments
increased by 25.0 percent between 1997 and 2000. The increased Federal
funding levels for highway capital investment under TEA-21 through 2000
have been matched and exceeded by increases in State and local
investment.
In addition to economic benefits, this increased investment is
reflected in improvements in pavement ride quality and reductions in
bridge deficiencies. Increased spending for system improvements is one
of a number of factors that has aided in the reduction of the Nation's
highway fatality rate. The fatality rate per 100 million vehicles has
decreased from 3.3 fatalities in 1980 to 1.5 fatalities in 2002.
Despite this progress, our Nation's transportation systems face
significant challenges in the areas of safety, security, congestion,
intermodal connectivity, and timely project delivery. Building upon the
principles, values, and achievements of the Intermodal Surface
Transportation Efficiency Act of 1991 (ISTEA) and TEA-21, the
Administration's reauthorization proposal--the Safe, Accountable,
Flexible, and Efficient Transportation Equity Act of 2003 or
``SAFETEA''--addresses these challenges as it seeks to create a safer,
simpler, and smarter Federal program.
SAFETEA builds upon the substantial funding increases under TEA-21
by calling for a record Federal investment in surface transportation,
spending over $201 billion on highway and safety programs, and nearly
$46 billion on public transportation programs, from fiscal year 2004
through fiscal year 2009. The Administration's proposal marks a 19
percent increase over the amounts provided in TEA-21.
These funding levels would be achieved by: 1) continuing the
financial guarantees of TEA-21 that linked highway funding with the
receipts generated by transportation excise taxes; 2) redirecting to
the Highway Account of the Highway Trust Fund the 2.5 cents per gallon
of the gasohol tax currently deposited in the General Fund; and 3)
dedicating an additional $1 billion a year of Highway Trust Fund
dollars over and above each year's estimated receipts into the Highway
Trust Fund to improve highway infrastructure performance and
maintenance.
One of the main focuses of our proposed legislation is
transportation safety. Although we have made improvements in the rates
of fatalities and injuries on our highways, the total numbers remain
intolerable, and they are rising. In 2002, nearly 43,000 people lost
their lives on our highways and roads. Families are destroyed and
promise is lost. The economic costs are unacceptable as well. The total
annual economic impact of all motor vehicle crashes exceeds $230
billion, a staggering figure.
For these reasons, the Administration has made saving lives an
essential priority in SAFETEA. We have a moral, as well as an economic,
obligation to address immediately the problem of transportation safety.
The Bush Administration is committed to reducing highway fatalities,
and SAFETEA offers proposals to take those actions that can make the
achievement of this goal possible.
SAFETEA proposes the creation of a new core funding category
dedicated to safety within the Federal-aid highway program. This new
category will more than double funding over TEA-21 levels for highway
safety infrastructure programs. The Administration also is seeking to
consolidate and simplify the safety programs administered by the
National Highway Traffic Safety Administration (NHTSA).
By enhancing their capacity and flexibility, State transportation
and safety officials can target scarce Federal safety funds on the most
relevant problems confronting their communities. Incentive bonuses will
reward those States that achieve demonstrable safety results. Oregon
should be commended for its stellar safety record, including an
impressive 88 percent safety belt usage rate. In 2002, Oregon saw its
total fatalities drop 12 percent from a year earlier. In fact, 2002
marks only the second time since 1956 that the annual number of
fatalities has been less than 430. Considering that the State's
population has doubled since 1956, this is a truly remarkable
achievement.
Unfortunately, not every State has taken safety issues as seriously
as Oregon has. The majority of States have not enacted primary safety
belt laws, despite overwhelming evidence linking such laws to improved
safety belt usage rates. Enactment of the safety provisions in SAFETEA
would be an important step, we believe, in reducing highway fatalities
and injuries, and providing greater flexibility to State and local
governments to use these funds consistent with a comprehensive
strategic highway safety plan.
Our Nation's transportation system faces significant challenges in
other areas as well, such as timely project delivery, freight
efficiency, congestion, and intermodal connectivity. Our proposal
addresses transportation problems of national significance, while
giving State and local transportation decision, makers more flexibility
to solve transportation problems in their communities.
SAFETEA would increase State and local government flexibility by
eliminating most discretionary highway grant programs and making these
funds available under the core formula highway grant programs. States
and localities have tremendous flexibility and certainty of funding
under the core programs. SAFETEA also would establish a new performance
pilot program under which States can manage the bulk of their core
formula highway program funds on a performance basis, cutting across
the programmatic lines by which the Federal-aid highway program is
normally structured. Under the pilot program, States would work with
the Department to develop and meet specific performance measures that
reflect both State and National interests.
The Administration believes that we can and must protect our
environment while improving the efficiency of transportation project
delivery. To accomplish this goal, SAFETEA would clarify the role of
States or project sponsors in expedited review procedures, particularly
regarding the establishment of time periods for environmental reviews,
the initiation of dispute resolution procedures, and the preparation of
Environmental Impact Statements.
For States like Oregon, which are planning major system upgrades,
streamlining the environmental process will be a key factor in keeping
the projects environmentally sound, on-time and on-budget. SAFETEA will
also revise the Congestion Mitigation and Air Quality Improvement
(CMAQ) program to better address the new air quality standards; revise
the High Occupancy Vehicle (HOV) lane provisions to encourage the use
of cleaner and more fuel-efficient vehicles; and encourage the active
consideration and implementation of context-sensitive design principles
and practices in all federally aided transportation projects.
The health and productivity of our Nation's economy is increasingly
tied to a domestic and international goods trade. The importance of the
movement of freight is evident in Oregon. On an average weekday,
Oregon's highways move nearly 800,000 tons of goods worth over $480
million. 1-5 is one of the most heavily traveled truck-freight
corridors in the Western United States. Seattle to Portland truck
tonnages rank among the top of Western metropolitan area truck trade
interchanges. Oregon companies export over $10 billion worth of
products to foreign nations, including Japan, Canada, South Korea, and
Taiwan--Oregon's leading foreign trade partners.
SAFETEA attempts to enhance our Nation's freight transportation
system in a number of ways. First, the bill invests National Highway
System (NHS) Program funds in the often neglected, but critical ``last
mile'' roads that connect the NHS to intermodal freight facilities.
Although these roads do not represent a significant portion of total
NHS mileage, their health is critical to intermodal freight activity in
many parts of the country.
Second, SAFETEA makes several innovative financing tools available
for private intermodal freight projects. Under the credit program
authorized by the Transportation Infrastructure Finance and Innovation
Act of 1998 (TIFIA), the Administration's proposal lowers the project
threshold to $50 million from $100 million and expands the program's
eligibility to include freight projects involving the private sector.
In addition, SAFETEA proposes that bonds issued to finance intermodal
freight projects and highway facilities benefit from Federal tax-
exempt, status, even though private entities operate the facilities.
SAFETEA also provides valuable new tools for States and localities
to manage existing and new capacity more efficiently. These tools would
be particularly beneficial in heavy trade corridors where congestion is
both more likely and more costly. Our proposal would allow States to
establish variable user charges or tolls on any highway, bridge, or
tunnel, including the Interstate System, to manage congestion or
improve air quality. It would father allow States to permit Single
Occupancy Vehicles (SOVs) on HOV lanes as part of such a variable toll
pricing program.
The Administration fully recognizes that tolling is neither
appropriate nor necessary on many highway facilities. However, we
believe that States facing congestion crises should be permitted to
explore all viable options to allocate scarce road capacity. In
addition, tolling can provide a valuable revenue stream to speed up
completion of a capacity expansion on the tolled facility. Empirical
evidence regarding tolling, especially variable tolling, from parts of
the United States and other parts of the world, strongly indicates that
it can be a highly effective demand management tool and an important
facility financing mechanism. The Federal Government should not be an
obstacle to further innovation in this area.
In addition to the significant amount of funding provided through
the core programs, all of these innovative proposals could be used to
upgrade a major trade corridor like I-5. The Texas Transportation
Institute (TTI) currently ranks the Portland/Vancouver metropolitan
areas as the 12th most congested in the Nation, with 1-5 being one of
the most congested facilities in the region. In addition, congestion is
projected to worsen substantially with rapid population growth and
increases in vehicle-miles of travel (VMT) per capita. For example,
congestion at the I-5 Columbia River bridge is expected to create six-
to seven-mile peak direction queues during the morning and afternoon
peak periods in 2020, if no improvements are made.
Working with the Portland/Vancouver 1-5 Transportation and Trade
Partnership and with our State partners in Oregon and Washington, USDOT
is excited to begin the process of implementing the Partnership's
comprehensive strategic vision of highway, transit and rail capacity
expansion, better system management and environmental protection.
The proposal to reform the current Intelligent Transportation
Systems (ITS) Program in SAFETEA will give incentives and flexibility
to States that implement technology solutions to improve operations. As
we increase total funding for capacity expansion, we must also look for
ways to improve operational efficiencies. Few things offer more promise
in this regard than technology.
In Oregon alone, vehicles drove over 34 billion miles on highways
in 2001. In the preceding 10 years, vehicle miles of travel in the
State grew 31 percent while lane miles of public roads in Oregon did
not grow at all. As a consequence, traffic becomes routinely congested
on nearly 500 miles of Oregon's highways, affecting in particular about
two-thirds of the freeway mileage in Portland. Under SAFETEA, States
will be rewarded for using technology to reduce delays caused by
accidents, work zones, lack of intermodal integration, poor
intersection signalization and lack of traveler information, among
other things.
The State of Oregon and the city of Portland already have several
Traffic Management and Operations Centers to monitor traffic, provide
motorists with timely information, and respond to incidents. Truckers
get immediate information on traffic delays through the Oregon
Department of Transportation QuickFax service, which reaches over 150
trucking companies and 30 truck stops. SAFETEA will allow greater
investments in approaches such as these to improve reliability, reduce
travel times, and respond quickly to life-threatening situations.
SAFETEA also promotes common sense public transportation solutions
by reducing the number of different program ``silos'' and formularizing
all programs except the New Starts Program. This will give States and
localities the flexibility they need to fund local priorities. We want
States to maximize mobility and create a seamless community
transportation network, not try to match projects to specific pots of
money.
Here in Oregon, the success of the Portland Streetcar and the
Portland Light Rail projects demonstrate how investments in public
transportation can contribute substantially to the economic development
of a city. Over $1 billion has been invested near the Streetcar
alignment since 1997, including over 3,600 housing units and over 2
million square feet of office, institutional, retail and hotel
construction. Since the Portland light rail system was constructed,
more than $3 billion in new development and 10,000 housing units have
been built along the tracks. More than 46 percent of downtown commuters
use transit to get to work and the system eliminates 187,000 car trips
every day. The most recent construction project, the Interstate
Metropolitan Express (MAX) extension, generated 2,940 construction-
related jobs, and is expected to relieve traffic on I-5.
Stable formula funds help agencies do more with limited resources
because they give financial markets the confidence to support transit
investments; give communities an incentive to commit long-term
resources; and give community developers the confidence that the
transit commitments necessary to support new development will be
honored.
Under SAFETEA, New Starts would be expanded to provide capital
assistance for new non-fixed guideway corridor systems and extensions
that meet the New Starts criteria, as well as new fixed guideway
systems and extensions. FTA has always funded meritorious public
transit projects, but the current statute restricts New Starts funds to
projects that utilize a fixed guideway. Fixed guideway projects are
critical to public transportation and they will continue to be eligible
for funding, but worthy projects that propose lower-cost non-fixed
guideway solutions also deserve consideration. With today's
technology--particularly bus rapid transit--a fixed guideway is often
not the most cost-effective method of providing new or expanded
corridor systems. The current rules encourage communities to choose a
more expensive fixed guideway system in order to qualify for a New
Starts grant.
Moreover, some small and medium-sized communities that would
benefit enormously from the creation of new transit options simply
cannot generate enough riders or travel-time savings to justify a more
expensive fixed guideway system. We will work closely with Congress and
with all of our stakeholders to ensure that, as we make room for these
cost-effective, non-fixed guideway transit solutions, we do not
compromise the intent of the New Starts program.
Finally, I would like to touch briefly on intercity passenger rail.
As you know, the Bush Administration recently released the Passenger
Rail Investment Reform Act of 2003, the first comprehensive proposal to
fundamentally reform the Nation's intercity passenger rail system in
thirty years.
The Administration's proposal would bring investment in intercity
passenger rail in line with all other transportation modes by creating
a system in which States and local communities, using capital
investments supported by Federal funds, operate rail service in their
areas. The proposal builds on proven models of success in attracting
riders and providing quality service for travelers, such as the
Cascades service between Portland, Oregon, and Seattle, Washington, and
other State-funded trains in California and Illinois.
The Administration's proposal replaces subsidy payments to the
National Railroad Passenger Corporation (Amtrak) after a transition
period, with direct Federal matches for capital investment to be paid
directly to the States. States and multi-State compacts would submit
proposals for passenger rail capital investment and train operations to
the U.S. Department of Transportation. Ultimately, States would be free
to choose the train operations provider of their choice--whether a
private company, a public transit agency or Amtrak.
At the rollout of the legislative proposal, Secretary Mineta cited
the Cascades rail service, developed by Washington and Oregon, as a
model for the support and innovative planning that results when
communities and States take the lead in addressing their needs for
passenger rail service. The two States have invested some $170 million
in developing high-quality passenger rail service from Portland to
Seattle. State funds have been used to improve track, purchase new
trains and upgrade stations. Oregon and Washington have provided
operational subsidies to support the service and have hired Amtrak to
run it. Other States are exploring the potential of such multi-State
coalitions for the planning of intercity passenger rail service and
eventually high-speed rail service.
We believe this model for investment--reflecting the States' better
understanding of local priorities for passenger rail--should be the
driver of Federal subsidies for intercity passenger rail. Oregon and
Washington have done an outstanding, innovative job in building a
service that works, but have had to do that without Federal support for
capital investment. The Administration's approach would finally bring
that support to the table.
These are challenging and exciting times for USDOT, the Congress,
and the entire transportation community. We must work together for a
long-term reauthorization of surface transportation and intercity
passenger rail programs. Enactment of these bills is critical not only
for funding stability, but also to implement innovative reforms that
will provide more revenue dollars without raising taxes and produce
cost savings through more efficient investment of the dollars that are
made available.
Senator Wyden, this concludes my statement. I again thank you for
the opportunity to testify today and I will be pleased to answer any
questions you may have.
__________
Statement of Stuart Foster, Chair, Oregon Transportation Commission
Thank you Senator Wyden and Members of the Committee for this
opportunity to discuss the State of Oregon's priorities for the
reauthorization of the Transportation Equity Act for the 21st Century
(TEA-21). I am Stuart Foster and I am the chair of the Oregon
Transportation Commission (OTC). The OTC is comprised of five citizen
volunteers appointed by the Governor and confirmed by the Oregon Senate
which sets policy directions and approves transportation funding
decisions for the State. I am also a resident of Medford and a small
business owner.
I would like to acknowledge what has been accomplished in Oregon
with the Federal funds we received under TEA-21. In the first 3 years
of TEA-21 alone, we built 78 modernization projects totaling $164
million, 186 paving projects totaling $288 million, and 296 bridge
projects totaling $153 million. We have improved pavement conditions
statewide after years of decline; helped revitalize downtowns in rural
communities such as Joseph and Lakeview; and, brought traffic
fatalities down to the lowest level in over forty years. This is
tremendous progress in just a 5-year time period.
On behalf of the Commission and the Oregon Department of
Transportation (ODOT), I want to thank this Committee for its part in
crafting TEA-21. This legislation has truly made a difference in this
State. I also want to point out that it was Senator Wyden who led the
charge 6 years ago to increase Oregon's share of formula funding when
TEA-21 was being written. He was successful, and as a result, Oregon
received 50 percent more funding than we received under the previous
bill. Thank you Senator Wyden.
Looking ahead to the reauthorization of TEA-21, the State has
developed a position paper on the reauthorization of TEA-21 together
with the Association of Oregon Counties and the League of Oregon
Cities. The recommendations in the position paper were delivered to
each of Oregon's congressional offices and I have submitted a copy with
my written testimony for the record. Our No. 1 priority is to increase
Oregon's annual highway formula funding because:
These funds make up the largest portion of funding in the
bill.
The State shares these funds with local governments.
The State invests these funds wisely an inclusive public
process determines how funds are spent.
There are three compelling arguments why Oregon should have its
formula funding increased in the next bill. First, the Federal
Government must help solve Oregon's $4.7 billion bridge problem. The
problem is simply too large for the State to solve on its own. Without
Federal help, more bridges will be weight limited, effecting not just
the movement of freight within the State but nationwide.
Second, experts forecast that freight traffic in the Pacific
Northwest will outpace the national average. The State's aging
transportation system and congested freight corridors such as
Interstate 5 will not be able to accommodate this growth without
greater Federal investment. Third, Congress should recognize the effort
that the State of Oregon has made to address the bridge problem and
growing congestion. The Governor and State Legislature recently enacted
a State funding package that when bonded will generate $2.5 billion for
local and State transportation projects. $1.9 billion is dedicated to
repair and replace deficient bridges and $100 million is dedicated to
projects that improve freight mobility.
The position paper also highlights several other priority
recommendations for reauthorization. They include:
Increase overall funding for highways and transit
programs.
Maintain TEA-21's funding guarantees and firewall
provisions.
If funding is earmarked for ``High Priority Projects'',
the Delegation should focus its efforts on fully funding requests that
are eligible, feasible, reasonable, timely and widely supported.
Continue TEA-21's basic program structure.
Give States the flexibility to use Federal funds for rail
capital improvements.
Adequately fund passenger rail services.
Strengthen research and innovative finance programs that
improve freight mobility.
Prior to adopting the position paper, the Oregon Transportation
Commission and our local partners spent considerable time discussing
the issue of ``High Priority Project'' earmarks. It is important for
the Committee to understand how these earmarks impact States and local
communities. There are three thoughts I want to leave you with. First,
when earmarks partially fund a project and the project sponsor (i.e. a
local government) does not have funding set-aside to make up the
shortfall, other projects that have been vetted through a public
involvement process are delayed or canceled to free up funding for the
earmarked project. Second, when funding is earmarked for a project that
has not been evaluated by a State or regional prioritization process,
those that ``play by the rules'' are penalized. Last, if funding is
earmarked for a project that has not cleared most Federal and State
environmental requirements, construction will not begin for many years,
thereby losing the immediate economic benefit to the state of funding
projects that are ready for construction.
Based on our experience with TEA-21, we strongly urge you to fully
fund requests that are eligible, feasible, reasonable, timely and
widely supported. The OTC worked very closely with Area Commissions on
Transportation (ACTs) to develop a list of projects that meet these
standards. Funding has been set-aside for these projects so they will
be built if we receive close to the amount of Federal funding requested
in the next authorization bill. And most importantly, these are
projects that can be constructed over the life of the next bill. This
Governor and Commission want to do everything we can to put Oregonians
to work now, when good paying jobs are desperately needed.
Now that I have discussed the State's priorities for
reauthorization, I want to take a moment to talk about the importance
of collaboration. The OTC and ODOT are continually working to improve
the way we work with our Federal and local partners to ensure that we
maximize the use of Federal funds.
Federal law requires States to conduct 20-year long-range plans and
a public process for selecting projects that will be funded with
Federal dollars. Each State must publish a document every 2 years, a
statewide Transportation Improvement Program (STIP), which shows which
projects will receive funding. In Oregon, the general public, cities
and counties, metropolitan planning organizations, regional
governments, and representatives from the business community
participate in this planning and funding prioritization process.
In recent years, we have begun implementing significant new
initiatives to strengthen this collaborative effort. For example, we
have formed a stakeholder group that is reviewing how the State selects
projects for Federal funding. We have established a multi-agency
agreement with Federal and State resource agencies on environmental
stewardship and streamlining, known as the Collaborative Environmental
and Transportation Agreement on Streamlining (CETAS). We have
encouraged all regions of the State to form Area Commissions on
Transportation.
ACTs are regional advisory committees to the Oregon Transportation
Commission. Local governments, transportation providers (transit
operators, ports, etc.) and private stakeholders in each region of the
State are invited to meet regularly to prioritize projects and make
funding recommendations to the Commission. They work closely with ODOT
regional staff. Most ACTs encompass a two to three county area (see
attached map). The idea is simple yet innovative for a State
transportation agency give local communities from all parts of the
State greater access to Federal funding and transportation policy
decisions.
Mike Burrill and Sue Kupillas who are testifying later this morning
can give you feedback on this region's experience with the Rogue Valley
Area Commission on Transportation (RVACT). From the State's point of
view, ACTs have brought more people to the decisionmaking table, which
is leading to better decisions.
What does this discussion about collaboration have to do with the
State's priorities for the reauthorization of TEA-21? As this Committee
considers how Federal formula funds will be allocated among the States
in TEA-3, we want to make sure you aware that Federal funding entrusted
to ODOT is spent collaboratively and all Oregonians benefit. It is
another important reason to support increasing Oregon's share of
Federal highway formula funding and fully funding the list of projects
approved by the OTC and submitted to the Oregon Delegation for High
Priority Project funding.
This concludes my remarks. I would be happy to answer any
questions.
__________
Statement of Bruce Warner, Director, Oregon Department of
Transportation
Good morning Senator Wyden and Members of the Committee. I am Bruce
Warner and I am the Director of the Oregon Department of Transportation
(ODOT). Thank you for this opportunity to discuss the importance of
Federal investment in transportation in Oregon and the Pacific
Northwest as part of the reauthorization of the Transportation Equity
Act for the 21st Century (TEA-21). I will briefly describe the
distinctive importance transportation has to the Pacific Northwest
economy and two specific challenges we face that require greater
Federal assistance.
Before I begin I would like to recognize Senator Wyden for his
leadership on transportation issues. He has been a tireless advocate in
the Senate for improving all modes of Oregon's transportation system.
On behalf of the Department, thank you Senator. I look forward to
working with you and your staff to ensure the next ``TEA'' bill is as
good for Oregon as TEA-21 and ISTEA were.
The Pacific Northwest region's economy is built on transportation-
intensive industries. Agriculture, construction, transportation
equipment, wholesale and retail trade, and manufacturing make up 54
percent of the Oregon-Washington economy, but only 49 percent of the
national economy. As a consequence, our economy is more dependent on
transportation.
The efficiency of the transportation system affects the
competitiveness of Oregon-Washington businesses. To gain a competitive
edge in reaching national and global markets, the region must have
reliable and cost-effective access to its businesses, farms, ports,
airports, and trade partners.
Efficient transportation is also important because the economy of
the Pacific Northwest is dependent on global trade. Oregon and
Washington export $45 billion of products each year. As a percentage of
the region's economy, this is about twice the national average.
There is growing concern that the existing transportation system is
not capable of supporting the growth in freight movements that we
expect in the coming years. For example, import-export freight tonnage
is forecast to double by 2020 and domestic freight tonnage is expected
to increase by about 70 percent. Of particular concern in Oregon is the
State's worsening bridge problem and congestion in the Interstate 5
Corridor.
Oregon faces a massive $4.7 billion bridge problem that threatens
the movement of freight within the State, the region, and across the
country. More than 500 bridges, most on the Interstate System, are
beginning to crack. Severe cracking has forced the State to weight
limit an increasing number of bridges. For example, 12 bridges on I-5
are currently weight limited with a total replacement cost of $187
million. Without significant new investment in Oregon's infrastructure,
30 percent of the State's bridges will be posted with reduced weight
limits by the end of this decade.
Weight limited bridges not only restrict the movement of heavy
trucks on the Interstate the routes established by Congress to carry
the nation's freight but they drive up costs as freight is diverted off
the Interstate, often onto local roads that were never built to handle
such heavy loads. Safety is also a concern because many of the detour
routes send large trucks down the ``Main Street'' of small communities
that parallel the Interstate.
Oregon is not the only State facing this problem as thousands of
bridges built throughout the country during the Interstate era are now
at or nearing the end of their design life. These bridges were not
built to be maintained indefinitely, but rather to be replaced at the
end of their useful life. In Oregon, nearly 25 percent of bridges are
greater than 50 years old.
The Governor and Legislature have responded to the problem. Just
last month they enacted a $2.5 billion State transportation bonding
package, of which almost $2 billion is dedicated to bridges. This major
accomplishment alone is not enough, however, because the problem is
simply too large and the impacts too far reaching. The Federal
Government must also be part of the solution, particularly where the
Interstate System is concerned and interstate commerce is negatively
impacted.
I urge the Committee to look at ways to address this problem in the
next authorization bill. Some options might include updating the
current bridge formula to better direct resources to this particular
problem, setting aside discretionary bridge funding as was done for
California in TEA-21 following earthquakes in the early 1990's, or
others.
Another major transportation challenge we face in the region is
congestion in the I-5 Corridor, especially the highway and rail
crossings over the Columbia River. The I-5/Columbia River crossings
have become a major choke point that threatens the region's economy and
livability.
At the I-5/Columbia River crossings, the cost of delay to trucks is
forecast to increase by 140 percent from $14 million in 2000 to $34
million in 2020. The rail network is equally congested. Congestion adds
about 40 minutes to every train move in the Portland-Vancouver area.
The cost of congestion affects both motorists and trucks but
freight traffic is disproportionately affected as congestion spreads
into times when truck deliveries are made, in the mid-morning after
businesses open and mid-afternoon when most pick-ups are made before
businesses close. Congestion leads to higher transportation costs for
businesses due to delay, unreliable travel times, and increased
inventory costs. The bottom line is Oregon businesses will find it
harder to compete in domestic and global markets as congestion
threatens their productivity.
A recent study showed that congestion in the corridor affects not
only the Portland-Vancouver area but also the economies of Oregon,
Washington, the West Coast and the Nation. For example, about half of
rail shipments originating from Seattle-Tacoma travel south through
Portland-Vancouver on the way to their final destinations. About 133
million bushels of wheat grown in eastern Washington and Oregon are
shipped through the corridor for export to foreign markets.
Washington and Oregon are developing innovative solutions to
overcome this threat. Through a collaborative public process, we have
identified transportation improvements needed to relieve highway and
rail congestion in the Portland-Vancouver segment of this critical
corridor. There is much more work to be done, and we will be requesting
additional help from this Committee in the coming years. We have a
solid foundation upon which to build.
This Committee has recognized the national significance of the I-5
Corridor and included language in TEA-21 designating it a priority
corridor and making it eligible for funding under the National Corridor
Planning and Development Program. Since then, more than $7 million of
Federal funding has been awarded to projects in the corridor. Thank you
Senator Wyden and the Committee for your strong support of this
important corridor. I think it is significant and worth pointing out
that we have received funding under both Republican and Democratic
Administrations for the corridor and it has strong bipartisan support
in Congress.
In the Medford region, dealing with rapid growth and congestion in
the I-5 Corridor is a priority for State and local officials. The
solution is to upgrade interchanges on the Interstate to better
accommodate freight traffic and improve safety for local residents.
Again, with your help, Senator, and the help of the Oregon
congressional Delegation, we have made some progress. We have funded
two projects in Medford that will help alleviate congestion on I-5 when
they are completed over the next several years.
As this Committee works on reauthorizing TEA-21, I strongly urge
you to strengthen the existing national corridor program. Instead of
spreading limited funding to dozens of corridors a year, the Committee
should consider directing increased funding to a handful of corridors,
such as the I-5 Corridor, that have true national significance as
freight corridors.
conclusion, Congress must take steps now to ensure that the
nation's transportation system will be capable of moving greater
numbers of people and freight, safely and efficiently. The Pacific
Northwest will need extra assistance as experts predict that the
region's population and freight movements will grow at a rate faster
than the national average. In Oregon, our companies simply will not be
able to compete in today's global markets if the Federal Government
does not help us modernize our aging bridges and overcome congestion in
major trade corridors such as I-5.
Thank you for inviting me to speak today. I would be happy to
answer any questions.
__________
Statement of Hon. Sue Kupillas, Commissioner, Jackson County, Oregon
Senator Wyden and Members of the Committee on Environment and
Public Works: My name is Sue Kupillas, fourth-term county commissioner
in Jackson County. I come before you today to represent both county and
city transportation systems. I support the reauthorization of TEA-21
funding. It is important to our county and to all Oregon counties as it
directly affects our economy and quality of life. Additionally, I am
here to address another issue that will be considered by this
committee, namely, Transportation Enhancement funding.
I thank you for the opportunity to familiarize you with the
transportation issues critical to Jackson County in Southwest Oregon.
Furthermore, I take this opportunity to thank Senator Wyden for your
leadership in helping Oregon receive its current funding level. While
we still have far to go in terms of transportation funding, we have a
good beginning in the dollars presently provided by TEA-21.
I serve as the Chair of the Rogue Valley Metropolitan Planning
Organization (RVMPO) which includes seven cities, the Rogue Valley
Transit District, Jackson County and the Oregon Department of
Transportation (ODOT). Our role is to identify transportation policies,
issues, and needs which are area-wide in scope, and to plan and
recommend actions in areas of intergovernmental concern. The RVMPO's
responsibility is also to ensure that transportation decisions are
consistent with area-wide goals and objectives.
Oregon counties are responsible for more than 27,000 miles of
county roads; 6,580 miles of local access roads; and 4,000 bridges with
one dollar in resources for every four dollars in needs. The counties
have 15,600 miles of paved roads. Of that number, more than 13 percent
of the pavements are in poor or very poor condition. In Jackson County
we have 720 miles of paved road and 220 miles of gravel road. We have
approximately $10 million in backlog of projects on roads which should
be done in the next 5 years. Twenty-two bridges need repairs, totaling
$44 million. Jackson County, like many counties in Oregon, is being
significantly impacted by large population increases which are creating
more and more congestion problems in our urbanizing areas. Jackson
County's population is growing steadily at over 3 percent per year.
Priorities for TEA-21 reauthorization are the following:
Increase Oregon's annual highway formula funding. These
make up the largest portion of funding in the bill.
Federal transit funding must be increased. Public
transportation systems are vital to keep our disadvantaged citizens a
viable part of our communities.
The funding guarantees and firewall provisions of TEA-21
must be continued. Assurance of continued revenues is vital to good
planning.
The basic program structure of TEA-21 works and should be
retained.
The Highway Bridge Rehabilitation and Replacement program
(HBRR) is vital to keeping our roadways open. The cost to replace some
of the bridges in poorly funded rural counties is nearly as much as an
entire year's road maintenance budget. The 20 percent match requirement
on HBRR projects also places a burden on poorly funded rural counties.
States like Oregon, with large amounts of Federal lands have lower non-
Federal match requirements than other States on certain programs. These
so-called ``sliding scale'' provisions should be extended to the HBRR
program.
The Federal Forest Highway Program as part of the Public
Lands Program provides vital money for improvements to county roads and
State highways accessing National Forests for recreational use and
forest management. These are the types of projects that do not compete
well for funding against high capacity urban highways. However, without
these rural projects both the National Forests and the communities that
support them would suffer.
Increased Federal-aid for our rural roadways is vital for the
safety of our citizens and the economic vitality and livability of our
rural communities.
We thank you for funding past TEA-21 projects in Jackson County. In
1998, the North Medford Interchange was awarded $19.6 million dollars;
the I-5 viaduct structural overlay and seismic retrofit received $15.4
million; I-5 Interstate Maintenance preservation project was $12.8
million and Highway 62 Linn-Dutton widening project was funded at $11.7
million.
A future priority in Jackson County is to widen Fern Valley Road to
a five-lane section from Highway 99 eastward over I-5 to North Phoenix
Road. It will add capacity on Fern Valley Road as well as provide safe
vehicle, pedestrian and bicycle movements. The project is eligible for
Federal funds because of the need to build a new higher capacity
interchange to meet the congestion needs of the area. The request for
earmarked funds is $20 million. That, plus the State and local matches
will total $36 million.
This Fern Valley Interchange (Exit 24) is the first truck stop from
California into Oregon. Also, Exit 24 serves as the main link between
the I-5 corridor and the city of Phoenix. The interchange is under
pressure because of continuous growth in both Phoenix and Southeast
Medford. The growth and large volume of truck traffic using the
interchange (Petro Truck Stop) has created an unsafe situation. This
has caused the Interstate ramps to fail. Also, the inadequate sight
distance of the existing I-5 crossing is unsafe due to a high vertical
curve.
Another priority is the Hwy. 62 expressway between Medford and
White City. Jackson County has managed the Jackson County Urban Renewal
project in White City for 12 years. This project is a significant
economic development project, as the industrial park in White City is
within the project boundaries. The industrial park is an economic
engine for all of Jackson County providing hundreds of family wage jobs
with benefits as well as manufacturing products desired all over the
world. Rail and truck freight as well as efficient access to I-5 are
key to the continued expansion of industry in White City.
Several projects remain a priority as improvements are made to the
infrastructure by urban renewal within the project. One of the most
important projects is the Highway 62 expressway designation from Delta
Waters, Milepost 1.59 in Medford to Linn Road, Milepost 10.6 in Eagle
Point. The highway is part of the National Highway System (NHS) from
Milepost 0.41 to the State Highway 140 intersection, Milepost 6.03.
Current average daily traffic within the NHS portion of Hwy. 62 is
43,000 vehicles per day. It is projected to be at 57,000 vehicles per
day in 20 years. The service level at the Delta Waters intersection is
failing now and is projected to be at a much lower service level in 20
years. The project proposes to restore the function of Hwy. 62 as an
expressway within the NHS section, relieving the congestion and
capacity problems.
The original project was initiated in 1997. Work on the
Environmental Impact Statement (EIS) for the corridor was re-directed
to focus on the I-5 to Poplar Drive area, designated Unit 1. Unit 1
will begin construction in FFY2003. The recently restarted Hwy. 62
corridor solutions process will complete the EIS in approximately 2
years. Current conceptual design estimates range from $130 to $200
million, depending on the alternative selected. This estimate is to
build the entire corridor. The project could be phased in two units,
however, phasing the project may create risk.
Attached to the testimony is a letter from Commissioner Dave
Gilmour. He, with support from the entire Board of Commissioners, is
renewing interest in extending Hwy. 140 through the White City area to
the Seven Oaks Interchange north of Central Point. While this is not on
a priority list today, it has been in the past. The connector would
solve many congestion problems on Highway 62.
Another issue that the transportation committee should pay
attention to is one created by an omission of the House Appropriations
Committee, a separate matter from TEA-21 reauthorization. Section 114
of the FY04 Transportation and Treasury Appropriations Bill would
eliminate funding for Transportation Enhancements. I strongly urge you
to restore funding for this important program before the Senate and/or
Congress completes work on the bill.
Transportation Enhancement dollars have been put to good use in
Oregon since the program's inception in 1991. Over 70 Oregon
communities around the State have benefited from the transportation
improvements made possible by this program rural and urban communities
alike.
Downtown ``Main Streets'' have been revitalized, bicycle and
pedestrian access has been improved, and historic transportation
landmarks are being restored for current and future generations of
Oregonians to enjoy.
The Bear Creek Greenway project in Jackson County has benefited not
only county government, but also 5 cities, including Central Point,
Medford, Phoenix, Talent and Ashland. Gold Hill, Ashland, Klamath Falls
and Grants Pass have also secured Transportation Enhancement funds for
other community projects.
The current 2.75 mile trail segment is the third Greenway project
built with these funds. It is a good example of enhancement dollars
serving to build a trail that can reduce the number of vehicle trips on
roadways. It also is an excellent example of a private/public
partnership that leverages both money and community involvement. We
will need funding in the future to fund the gaps in the trail between
Medford and Talent. When completed the Bear Creek Greenway will be
continuous between Ashland and the Pine Street Bridge in Central Point.
A vision for people in the city of Rogue River is to bring the
trail to Rogue River, with secondary trails including Gold Hill and
Eagle Point. This vision is being studied by an independent group of
citizens in the community of Rogue River .
Transportation Enhancement funding represents just 10 percent of
the overall Federal Highway Bill but provides enormous direct benefit
to local governments that cannot be secured anywhere else. Millions of
dollars in on--the-ground projects are at stake. Safe, flexible,
efficient transportation equity are all as important to non-motorized
travel as to roads and highways.
The economic benefits of trails have been studied by the National
Association of Realtors and the National Association of Home Builders.
The survey report, Consumers Survey on Smart Choices for Home Buyers,
released in April shows that 36 percent of 2,000 recent home buyers
designated walking, jogging or biking trails as either an ``Important''
or a ``Very Important'' community amenity. Trail availability outranked
16 other options including security, ball fields, golf courses, parks
and access to shopping or business centers. Only highway access beat
out trails as 44 percent of the surveyed indicated.
Not only do home buyers like homes near trails, but motels, and
other city restaurants and businesses like to locate near trails. It
enhances the economic vitality of cities and businesses alike.
Finally, trails and greenways are a great economic boon to
communities and add to the quality of life as we connect all our
cities. It is not possible to build our way out of congestion.
Meaningful alternate transportation options are the only way to assure
any future quality of life. Trails move people at a slower pace, a
respite from our pressured society. They provide excellent
opportunities for our stressed, overweight, sedentary populations,
without any fee.
Thus many enhancements not only contribute to Oregon's livability,
but also to the economy. Tourism is a major component of the State's
economy and many enhancement projects including trails, support local
efforts to increase tourism. Given the downturn in the economy,
supporting the State's tourism industry and the many small Oregon
businesses that make up that industry, is more important now than ever.
Oregon in the recent past had a jobless rate of 8.5 percent, a
national high. It currently has fallen to 8.1 percent.
An infusion of transportation dollars into our sluggish economy
will certainly give us a short-term boost, with the long-term benefit
of more efficient systems to serve our rapidly growing freight industry
and general population.
Thank you for allowing me to speak today. I will be happy to answer
any questions.
__________
Statement of Michael Burrill, Sr., CEO, Burrill Family Companies
Good morning Senator Wyden, members of the committee my name is
Michael Burrill, Sr. and I am the CEO of the Burrill Family Companies,
a mix of companies involved in real estate acquisition, development and
sales.
Relative to this discussion, I also serve as Chair of a local, two
county transportation advocacy group named TRADCO, which I'll describe
later, and as a member of the Oregon State Aviation Board. I also serve
on the Freight Advisory Committee for the Oregon Department of
Transportation.
We understand that our transportation future may rest on the banks
of the Potomac so, let me thank you for saving us the 3000-mile trip.
Over the life of the Federal highway program, funds have been
targeted mainly at construction and repair of highways. While I want to
join the others in stressing the importance of those efforts, as a
member of the State Aviation Board, I want to also suggest that our
nation's transportation infrastructure is more than highways, but, air,
rail, pipelines and waterways as well.
Freight transportation can no longer be taken for granted, and
``seamless multi-modal trade corridors'' are no longer the stuff of
transportation fiction. Transportation--as an integrated system--is an
essential component of America's global competitiveness, and, as such,
it can no longer be relegated to the backbench of U.S. public policy.
Today, as we continue to respond to the events of September 11, we
should strengthen, not diminish, America's freedom of movement, and
transportation systems to effectively grow the economy. Consequently,
service interruptions--like accidents, congestion, driver shortages,
labor strikes, late arrival of planes, ships and trains, terrorism,
security inspections and unpredictable systemic inefficiency--can
quickly unravel today's tightly strung systems. That's why many of us
in the business community are challenging proposals that are advanced
to make us feel more secure, but which won't work. I believe that
defending our homeland should be achieved without losing our openness
and mobility, or slowing the engines of commerce.
Many think about transportation vertically or each particular mode
as an individual economic mechanism. Each, of course, has its strengths
and its weaknesses, and its wants and needs and those are legitimate
characteristics of individual business. But in today's world, American
economic efficiency requires that we rise above parochial thinking. I
encourage TEA-21 and AIR-21 reauthorization so that we might continue
the process of developing our transportation network as an integrated
system.
I'd like, for a moment to talk about a local success that I hope
will suggest that southern Oregon is doing its part to help find
solutions to our growing transportation needs. I mentioned earlier a
group called TRADCO. The mission of TRADCO is to offer an educational
forum and to use political and social influence to advocate for the
improvement and maintenance of the Jackson/Josephine County
Transportation System consistent with the region's transportation
goals. This initial public/private forum was designed to bring all of
our region's stakeholders to the table for the purpose of true
coordination of our area transportation projects. What we started
worked so well that it is was the inspiration for Rogue Valley Area
Commission on Transportation (RVACT) and subsequent Area Commission on
Transportations (ACTs) around the State of Oregon. The Oregon
Transportation Commission reached out to the local communities for
assistance in identifying and prioritizing transportation projects by
creating the ACT's in the differing geographic regions of the State.
There are many consequences of a sub par system--congestion,
decreased productivity, more accidents and diminished competitiveness.
Not to mention the billions of dollars that are lost when products
don't reach their destinations on time or when projects are not
coordinated so we get the greatest benefit at the least cost.
Coordination should be not only at the local level but at the State
level and even between States. This fall The Oregon Aviation Board,
Oregon Department of Aviation and the Port of Portland will be holding
the first ever Aviation System Planning Conference focusing on the
Northwest and involving the States of Washington, Oregon, Idaho and
possibly California. The purpose of this conference is to start a
dialog within the region involving system growth and planning and
regional solutions to the planning process.
Let me close by saying that since 1956, when the Congress enacted
President Eisenhower's plan to have an Interstate Highway System
designed to protect American public's safety and the American economic
machine as well; the Federal Government has taken a leadership role in
preserving our investment in that national system of highways, bridges,
airports, and other portions of our transportation system I want to
urge you to enact a successor bills for the reauthorization of both TEA
21 and AIR 21 that will continue the legacy of maintaining a top-
quality transportation network.
Thank you for your consideration. I'd be happy to address any
questions.
__________
Statement of Brad Hicks, President & CEO, The Chamber of Medford/
Jackson County
To Senator Ron Wyden, and to members of the Committee, thank you
all for allowing me to appear before you today to discuss our thoughts
regarding reauthorization of the next TEA--21. For the record, my name
is Brad Hicks, President & CEO of the Medford/ Jackson County Chamber
of Commerce. Our Chamber is the second largest in the State of Oregon
representing companies and organizations of every size, sector and
corner of southern Oregon. My testimony will address some thoughts
about reauthorization that are critical for the business community and
equally critical to the Nation.
Safe, unclogged roads are vital to this country. These highways and
bridges impact the independence and mobility of our citizens, our
productivity and employment base, our competitiveness and maybe now
more than ever, our national security and health of our economy. I
believe that the 108th Congress will look at few other priorities that
will have a more direct impact on the personal and professional lives
of their constituents than the decisions on transportation investments.
For our country, as I stated, the investment in our transportation
infrastructure is directly connected to future economic growth,
competitiveness, quality of life and national security. That is no
different here in southern Oregon. As a regional economy, Medford,
Jackson County and southern Oregon each enjoy the benefits of the
family wage jobs provided by the trucking companies who reside here. In
fact, one of this area's largest employers is a trucking company
employing hundreds of residents at above average wages. This does not
take into account the many smaller trucking firms, brokers and other
related businesses. However, while there are obvious economic
advantages to our geographic situation, because Medford is a ``pass
through'' region for many using the 1-5 corridor, southern Oregon is
also left to contend with well-used infrastructure.
Taking into consideration the significant, positive, impact to the
region's economy that sound highways and bridges have--combined with
TEA 21's tremendous investment, to date, making transportation safer,
less congested and more efficient--it seems apparent that a well-
financed, dependable and efficient transportation system is essential
for a healthy Oregon business climate.
In order to achieve that end, I'd like to suggest that the
``budgetary firewall'' be restored to ensure the original promise of
the Highway Trust Fund--that highway taxes would be used exclusively
for highway improvements and to continue to explore other options for
increasing revenue to the Highway Trust Fund, including:
Drawing down the nearly $20 billion surplus in the
Highway Trust Fund;
Restoring Interest payments to the Highway Trust Fund;
Exploring other innovative ideas that would leverage
private sector investments in transportation.
Once reauthorization of TEA-21 has occurred and the debate begins
as to where those dollars will go, I hope, Senator, that you'll help
fully fund Oregon's priority projects and of particular interest to
those of us in southern Oregon, the Fern Valley Interchange project
between Phoenix and Medford.
In closing, the The Chamber will continue to advocate increased
spending on transportation infrastructure and streamlining of
environmental review process. We will play an active and aggressive
part in advancing the idea of a transportation agenda that strengthens
our transportation systems. This is a new environment that requires new
thinking and new approaches to transportation that should be
characterized by changed behaviors and measurable results. We will
continue to remind the public and Congress that infrastructure is not
disposable--it is a strategic asset that must be renewed and protected.
The impact of doing nothing will be increased congestion, decreased
safety on our roads, and setbacks in our ability to improve air
quality. Our Chamber and chambers throughout the Nation look forward to
working with Congress and the President to bring about continued,
predictable investment in our nation's transportation system in TEA-21
reauthorization. Investment in our national transportation system will
ensure we remain a leader in the global marketplace.
Thank you, and I am happy to answer your questions.
__________
Statement of Pete Kratz, Senior Vice President & General Manager
Product Supply, Bear Creek Corporation, Medford, OR
Good morning. My name is Pete Kratz and I am senior vice president
and general manager for product supply for Bear Creek Corporation.
Thank you for allowing me to address a subject that is a critical
factor in our success as a business: transportation.
Bear Creek Corporation includes two of the largest catalog
companies in the Nation, Harry and David, and Jackson & Perkins. Also
our Medford campus is the headquarters for the Harry and David stores
and Jackson & Perkins wholesale. We are the largest employer in the
entire southern Oregon region. This year, we will employ in excess of
7,300 seasonal and full time employees in the Rogue Valley.
Probably the most well known of our companies is Harry and David.
Founded in 1919 by two brothers, Harry and David Holmes, we have been
one of the primary economic backbones of this valley for years. Our
current revenues approach $600 million.
The statistics associated with our companies today are impressive.
We mail more than 110 million catalogs, and each year we ship in excess
of 9 million packages, both in this country and internationally, to
more than 100 nations. Our payroll this year in Medford is in excess of
$100 million. For many people, the name Harry and David is synonymous
with Medford, Oregon.
As you can well imagine, transportation is essential to a company
such as ours. Back when we started, it was rail service we counted on
to move our product. Today, it is the highway system.
Millions upon millions of gifts spend some time on Interstate 5.
They are transported to regional air express centers in California and
Portland. Daily cutoff times for these express deliveries make any
delay in surface transportation critical to the service of our
customers. There are trucks that take products to our regional
distribution center in Ohio, while other trucks move our gifts to
mailing centers and our 147 Harry and David stores in 34 States.
There are trucks that bring fruit, raw materials and packaging to
our Medford campus. Many of these deliveries are made just-in-time to
support our production operations. This method of operations lessens
the burden on local transportation systems and reduces truck movements
between local storages. Many of our packages are highly perishable
fruit that are received at our packinghouse, gift packed and then
shipped within 1 day. An efficient transportation system is essential
to the viability of this business.
Last year there were over 30 inbound truck deliveries to our
Medford campus per day in our peak production month. During our peak-
shipping month, there also were more than 30 outbound trucks per day.
We project that over the next 10 years our business will continue
to grow at near double-digit rates. That means several things for this
region. It means young people from local education centers won't have
to move to other cities to find excellent jobs. It means the local area
will have a steady stream of good paying and dependable jobs.
Conversely, it also means a need for good and dependable surface
transportation. This is transportation for both our employees and for
our products.
Key regional transportation projects including the South Medford
interchange for I-5 and improvements to Hwy 62 in Medford are critical
to sustaining and growing our business.
I would also suggest a place at the table for business on the
Metropolitan Planning Organization (MPO) as a way of aligning economic
growth with transportation planning.
In 1919 two creative brothers were drawn here for the rich pear
orchards. Because of the rail transportation system, they were able to
start the multi-million dollar business that we manage today. Just as
it was in the early days, transportation is still vital to our company
and its future.
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