There was positive news last week out of Washington as the House of Representatives voted to approve an extension of current highway and transit funding at existing levels through September 30.
The bill, which garnered bipartisan support, will now move to conference with the Senate’s $109 billion two-year surface transportation reauthorization bill, dubbed MAP-21.
To boil it down, this action buys Congress more time as the well of transportation dollars was set to run dry June 30. Buying more time is nothing new when it comes to funding the expansion and maintenance of our nation’s highways and keeping our buses and trains running for the millions of people who depend upon them. This is the 10th time since October 2009 that the previous six-year transportation bill has been extended.
And while an extension is a step in the right direction, what we must have is a long-term surface transportation bill.
Without a dedicated and reliable stream of federal funding, we are significantly hampered in our ability to effectively plan for, deliver and maintain critical transportation infrastructure projects.
Nowhere is the need for freeway improvements and maintenance more apparent than in our own backyards. Every four years, the Southern California Association of Governments updates its Regional Transportation Plan.
Approved last month, the latest plan calls for a $524 billion investment through 2035. Of that amount, $305 billion is projected to come from existing sources, including local sales tax measures. The remainder, nearly $220 billion, is expected to be raised through yet-to-be implemented innovative financing strategies and new revenue sources. These efforts — like raising the federal gas tax or introducing a vehicle-miles traveled fee — face considerable obstacles.
Without question, finding a way to improve and continue to maintain our transportation system will be a significant challenge over the coming years.
In Orange County, we fund transportation primarily through local means, like the voter-approved, 30-year, Measure M half-cent sales tax. In fact, of funding for projects, 76% are local dollars, 13% come from state funds and the federal government provides 11% through the Highway Trust Fund.
And while 11% may seem like a small portion, the Highway Trust Fund is the lifeblood of transportation funding. Those are dollars Orange County can rely upon and use to plan for the future. Of course, that is entirely dependent upon Congress finally passing a multi-year transportation bill.
Unfortunately, transportation and its funding often takes a back seat to other high-profile national debates. The economy, healthcare and education grab headlines day after day, but there is arguably no issue that touches closer to home for more Americans than transportation. From an economic perspective, — both in terms of job creation and moving people and goods — mobility is a fundamental building block to ensure our economic prosperity, not to mention our quality of life.
The time has come to stop the extensions and pass a bill that recognizes how vital transportation is to our nation’s future.
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Read our METRO blog, "Is aim to end transit violence with tasers misguided?" here.
While PTC may have just recently entered the consciousness of the public at-large, it has been an issue for freight and commuter rail systems since Congress passed the Rail Safety Improvement Act (RSIA) (P.L. 110-432) in 2008 following the collision between a Metrolink commuter train and a Union Pacific freight train in Los Angeles. Since that time, rail organizations have been working toward meeting the federally-mandated PTC implementation deadline of December 31, 2015. With less than six months to go, several commuter rail systems have said that, not only will they not meet the deadline, they will need several more years before having full PTC implementation on their trains.
Disruptive technologies and the new era of information sharing are helping to evolve and advance public transportation in our nation’s greatest cities. Nearly 300 mayors and government officials convened in San Francisco June 19-22 for the U.S. Conference of Mayors’ 83rd Annual Meeting, featuring remarks from President Obama and former U.S. Secretary of State and Democratic presidential candidate Hillary Clinton. I was invited to speak in front of these influential government leaders to discuss “Technology and the Transformation of Urban Transportation.” This article will give readers an inside look at the conversation.
In times of disaster or tragedy, public transit agencies are frequently called upon to assist their communities and other transportation organizations. In case of fire, evacuation or accident, buses may be used to shelter or transport the displaced or injured, or serve as a respite site for first responders.
As a city, Leipzig is an excellent example of the German principals of transport planning and service as well as eastern Germany’s long history. The city has benefitted from large amounts of investment in infrastructure over the years since German reunification and most transport systems seem to be new or rebuilt, expanded and in a very good current state of repair. The most notable element in the transport mix is inevitably the enormous and historic main railway station, which is one of the largest, but certainly not busiest, in Europe.
The Southeastern Pennsylvania Transportation Authority’s Regional (commuter) Rail system was inherited from the Pennsylvania and Reading Railroads and the infrastructure in many sections of the system has been serving the Philadelphia area for more than 100 years. Fifteen years ago, overhead catenary system (OCS) failures were a common occurrence on SEPTA Regional Rail, a result of fatigue cracks and wear. The all too common OCS failures were frustrating for SEPTA customers who occasionally found it difficult to depend on train service for their travels and for SEPTA, whose crews were constantly working to repair and maintain the system.