The National Corridors Initiative, Inc.
James P. RePass - President & CEO
The Hon. John Robert Smith - Chairman
MA Office: 59 Gates Street, Boston, MA. 02127
Fax (CT): 860-536-5482
The Transportation Report
You Did Not See
Bush Administration Scissors At Work:
Surface Transportation Commissions Pro-rail
WASHINGTON ---The back-room editors of the Bush Administration, who apparently take their cue from Soviet-style air-brushing, are it again, and this time the target is one of the giants of the conservative movement in America.
While the media focus was on the Bush Administrations use of Secretary of Transportation Mary Peters to denounce the bipartisan outcome of the Congressionally-mandated Surface Transportation Commission --- which she officially chaired --- the National Corridors Initiative has learned that an important pro-light-rail section of the report, written by Commission member Paul Weyrich and adopted by a 9-3 majority vote of the commission, has disappeared from the Commissions final report.
If true, these actions could lead to Contempt of Congress charges against the Bush Administration employees found responsible for falsely editing --- in effect, lying about --- the content of the final report of the commission.
Weyrich, who founded the Heritage Foundation and also founded and is chairman of the Free Congress Foundation, has been a leader of the American conservative movement since the days of the Reagan Administration. He is also one of the most knowledgeable and sought after supporters of public transportation especially light rail, in America.
Here is the full text of what Weyrich wrote, was adopted by the full commission, and then mysteriously disappeared from the official version of the report: [ Publishers note: NCI will work to see to it that the NSTPC report now circulating on the internet is corrected to include the section on Light Rail excised by Bush functionaries ]:
What you should have seen in the NSTC final report, but did not:
The Case for Public Transportation
It is the view of the Commission that public transportation, especially in the form of electric railways, must and will play a significantly larger role in Americans mobility. Federal transportation policy should not only accommodate but encourage this development.
Many of the factors leading to an increased role for public transportation are widely recognized. They include:
To these well-known factors pointing toward greater reliance on mass transit, a highly important new consideration must be added: national security. Americans dependence on automobiles fueled largely with imported oil is the Achilles heel of our current foreign and national security policy. Rising oil prices threaten the prosperity of our economy, with dependence on oil imported from unstable regions adding the risks of actual fuel cutoffs, limited foreign policy options, and wars over oil sources and supplies. The Energy Information Administration reported that 71 million barrels of petroleum were imported from the Persian Gulf region in June of 2007, 18 percent of all petroleum imports. According to the same source, spot oil prices were $81.51 per barrel on September 18, 2007, over $50 dollars more than the $27.26 per barrel spot oil price just four years earlier.
In the face of the Global War on Terrorism, providing Americans with mobility that is not dependent on foreign oil may be second in importance only to securing our homeland against direct terrorist attack. Just as the Cold War brought about the National Defense Interstate Highway Act, so we think it probable that the future will require a National Defense Public Transportation Act. Current and near-future national transportation policy should take this likelihood fully into account.
As we look toward increasing reliance on public transportation, we must recognize that all public transit is not alike. In particular, public policy must acknowledge that buses and rail transit are not fungible. In addition to the obvious advantage of electrification, rail transit, including streetcars, light rail, heavy rail and commuter rail (which should in most cases be electrified once certain densities are reached) serve different markets and perform different functions from buses.
Key differences between bus and rail transit include:
What changes in Federal transportation policy do the above considerations suggest? First and foremost, Federal policy should include a clear and unambiguous endorsement of a shift away from the private automobile to public transportation for travel in urban areas. It should be the objective of the Federal government to bring all aspects of transportation policy in line to support and encourage this shift, including provision of adequate resources.
Further, it should become Federal government policy to encourage the growth and spread of electrified rail transit as something that contributes directly to national security as well as strengthens efforts to re-develop our nations urban cores. Public Transit in America: Analysis of Access Using the 2001 National Household Travel Survey, published in 2007 by the Center for Urban Transportation Research, found that 53 percent of U.S. households were within one mile of bus service and 40 percent were within one-quarter mile, but only 10 percent of the population lives within one mile of rail transit. National security considerations suggest that funding the spread of electrified rail transit should be considered a national security function, at least in part.
These recommendations in turn suggest at least two actions be undertaken immediately. First, FTA criteria for the evaluation of requests for funding for electric rail projects, especially streetcars, should be re-written to take all relevant factors into account, including development impact, and to remove criteria that are not relevant, such as time of travel for streetcars. Second, the Small Starts funding program, which originated as the Blumenauer bill, should be returned to its original purpose, which was to encourage new streetcar systems. A streetcar system is a logical first step toward electrified rail transit for cities that currently have no rail transit, which means such new starts should receive especially strong encouragement in Federal transportation policy.
More broadly, Federal support for public transportation generally and electrified rail transit in particular should be made automatic, based on the population of the area served. For example, a city of 50,000 might qualify for automatic approval for a bus system (preferably with electric buses); an urban area of 100,000 for streetcars; of 250,000 for Light Rail. FTA approval would not be required for proposals fitting within each category (it would still be necessary for projects that lay outside the approved categories, e.g., Light Rail for a city of 50,000). Currently, a total of 72 urbanized areas have one or more types of rail service. There are 266 urbanized areas with populations greater than 100,000, of which just 27 currently have Light Rail service. 128 of those have populations greater than 250,000, of which only 26 have Light Rail service. Five of the largest urbanized areas without Light Rail do have Heavy Rail Systems, which are the basic level of rail service for those very large areas.
Most of those cities once had electric railways. They lost them, not to the fair market, but to massive government intervention in favor of highways and cars. As early as 1921, government was pouring $1.4 billion into highways. In contrast, the vast majority of electric railways were privately owned, received no government assistance and had to pay taxes. Further, their fares were often controlled by local governments, which did not allow them to rise despite inflation. As a result, by 1919 one-third of the countrys streetcar companies were bankrupt. After World War II, many local governments completed the destruction of their communitys electric railways by pressuring transit companies to convert to buses. Bus conversion in turn led many former transit riders to drive instead.
As federal policy is amended to reflect its support for public transportation as the preferred approach to urban mobility, with a strong focus on electric railways, many other specific policies will change with it. In the long term, it should be the objective of Federal transportation policy to provide every American the option of mobility without an automobile. In a 21st century where oil supplies will be increasingly uncertain, such a policy will give our country needed security in the form of security of mobility. For a nation as dependent on mobility as America, security of mobility is as important as security of life, liberty and property.
Intercity Passenger Rail...........................
Intercity passenger rail was a crucial factor in the settlement and economic development of the United States. It was the primary means of mid-and long-distance transportation from the mid-1800s until the early 1950s. It provided a vital connection between the East and West Coasts, opened the Western and Central United States to settlement, and was important to the military in transporting troops and supplies.
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Weyrich was furious when he learned of the excision of the public transportation section:
It is disappointing that after the paragraphs indicated were passed by a nine to three vote that someone without ever asking me would see to it to do away with these important policy considerations, Weyrich said to NCI. It is the kind of gutter politics which make people hate their government, and Washington in general.
The National Surface Transportation Policy Commission was created by Congress in 2005, and its activities are governed by the legislation which created it; there are no specific references requiring governance by majority vote or even by Roberts Rules of Order, but many centuries of English common law, and two centuries of history of Americas democratically created and operated Congress, state that majority rule is the operative rule, and that votes by legislatively constituted bodies may not simply be ignored by the Executive.
The Bush Administration has throughout its life challenged this notion, and has so far prevailed in most instances.
We expect further developments within the next week, stated NCI President James RePass, on this shameless behavior, which has come to be so expected of this Administration. It is nevertheless a disgrace that the White House would behave in this fashion ‚ for that is where this action, in all likelihood, originated.
[ Jim RePass is president and chief executive of the National Corridors Initiative, an infrastructure advocacy organization ( firstname.lastname@example.org). ]