Skip to content

Posts from the "Federal Funding" Category

Streetsblog USA No Comments

Senators Murphy (D) and Corker (R) Propose 12-Cent Gas Tax Increase

There are several proposals on the table to stave off the impending insolvency of the Highway Trust Fund (which pays for transit, biking, and walking projects too) in two months. Just now, two senators teamed up to announce one that might actually have a chance.

The R after Sen. Bob Corker's name might make all the difference for this proposal. Photo: ##http://www.corker.senate.gov/public/index.cfm?FuseAction=Images.Display&ImageGallery_id=a36a3e1a-0103-b714-2285-f8fb90d613e1##Office of Sen. Corker##

The R after Sen. Bob Corker’s name might make all the difference for this proposal. Photo: Office of Sen. Corker

Sens. Bob Corker (R-TN) and Chris Murphy (D-CT) have proposed increasing the gas tax by 12 cents a gallon over two years. The federal gas tax currently stands at 18.4 cents a gallon, where it has been set since 1993, when gas cost $1.16 a gallon. The senators’ proposal would also extend some expiring tax cuts as a way to reduce the impact on Americans.

“I know raising the gas tax isn’t an easy choice, but we’re not elected to make easy decisions – we’re elected to make the hard ones,” said Murphy. “This modest increase will pay dividends in the long run and I encourage my colleagues to get behind this bipartisan proposal.”

This proposal — while still not introduced as a formal bill — has far more potential than anything else that’s been offered. President Obama’s corporate tax scheme was dead on arrival, even though it had support from the Republican chair of the Ways and Means Committee, Dave Camp. Rep. Peter DeFazio’s idea of a per-barrel oil fee and Sen. Barbara Boxer’s idea for a wholesale oil tax don’t have Republican support. Neither does Rep. Earl Blumenauer’s 15-cent gas tax hike, which was the most logical proposal on the table, until now. What the House Republicans want to do is fund the transportation bill by reducing Saturday postal service — a hare-brained scheme if ever there was one.

What gives this proposal a fighting chance, of course, is Bob Corker’s name on it. Not only is Corker a Republican, but he’s a respected leader on the Banking Committee. It’s also a sign that maybe, just maybe, as we stare down the barrel of a real funding shortfall, members of Congress might find the gumption to do what they all know needs to be done: raise the gas tax.

“In Washington, far too often, we huff and puff about paying for proposals that are unpopular, yet throw future generations under the bus when public pressure mounts on popular proposals that have broad support,” said Corker. “Congress should be embarrassed that it has played chicken with the Highway Trust Fund and allowed it to become one of the largest budgeting failures in the federal government. If Americans feel that having modern roads and bridges is important then Congress should have the courage to pay for it.”

Read more…

10 Comments

NYC Bike-Ped Projects Get $21 Million in Federal Funds From State DOT

On Tuesday, Governor Cuomo announced that the state DOT is awarding $21.2 million in federal highway safety funds over three years to nine projects in New York City that all include big safety improvements for biking and walking. Advocates welcomed the news, but still have questions about whether the state is allocating enough money to active transportation projects statewide.

Concrete pedestrian islands on Fourth Avenue in Sunset Park just received millions in state funding, but advocates question if too many other projects are missing out. Image: NYC DOT

Concrete pedestrian islands on Fourth Avenue in Sunset Park just received millions in state funding, but advocates question if too many other projects are missing out. Rendering: NYC DOT

The New York City awards are:

  • $4 million for 1.3 miles of Atlantic Avenue between Georgia Avenue and Conduit Boulevard in Brooklyn. The project features median extensions at seven intersections, turn restrictions, and new street trees to slow driver speeds.
  • $900,000 for 2.4 miles of Bruckner Boulevard between Bronx River Avenue and East 132nd Street in the Bronx to establish what the governor’s press release calls “a north/south pedestrian and bicycle corridor.”
  • $800,000 for East Tremont Avenue in the Bronx. This project widens and installs pedestrian islands, clarifies complex intersections, studies signal timing for potential phasing changes and new signals, and narrows wide travel lanes.
  • $4 million for the third phase of a project on the Grand Concourse in the Bronx, for 0.6 miles between East 171st Street and East 175th Street. This road reconstruction will add medians, pedestrian refuges, bike lane buffers and bollards.
  • $4 million for 0.7 miles of Fourth Avenue from 33rd to 47th Streets in Brooklyn. This project widens medians to up to 19 feet to include planted areas and pedestrian refuges.
  • $4 million for Tillary and Adams Streets in Brooklyn. Improvements include bike lanes and protected paths, larger pedestrian islands, and shorter crossings.
  • $1 million for 0.4 miles of Adam Clayton Powell, Jr. Boulevard between West 117th and 110th Streets. This project will construct concrete pedestrian islands that were installed last year with paint and other low-cost materials.
  • $500,000 for one mile of Riverside Drive between West 116th and 135th Streets. The project will add crosswalks and bicycle markings, as well as pedestrian islands and curb extensions at 116th and Riverside.
  • $2 million for 4.3 miles of Ocean Parkway in Brooklyn. This project, managed by state DOT, includes new traffic signals and pedestrian countdown clocks, modified signal timing, pedestrian islands, and turn restrictions.

These grants are funded by the federal Highway Safety Improvement Program. The state’s announcement covers 2015 through 2017, the final three fiscal years funded by the latest federal transportation bill.

Read more…

Streetsblog USA No Comments

A Bipartisan Policy Breakthrough That Could Save Local Economies

Beth Osborne was deputy assistant secretary for policy, and then acting assistant secretary, at the U.S. Department of Transportation from 2009 until March, when she joined Transportation for America.

Members of Congress love to talk about local control. And with good reason: American voters tell pollsters over and over again that they trust the elected officials closest to them more than any others.

Local communities do a good job channeling limited federal funds into small-scale, big-impact projects like this streetscape project in Bayonne, New Jersey. Photo: ##http://images.ta-clearinghouse.info/1-Ped-Bike-Facilities/Bayonne-StreetscapeBayonne-NJ/##TrADE##

Local communities do a good job channeling limited federal funds into small-scale, big-impact projects like this streetscape project in Bayonne, New Jersey. Photo: TrADE

Not only that, but most Americans live in cities, towns and suburbs, with 85 percent in metropolitan areas, according to recent census estimates. And 90 percent of gross domestic product — the economy — is generated in those places.

So why is rhetoric so far from reality when it comes to transportation funding?

When the federal transportation program was up for renewal two years ago, members of Congress from both parties repeatedly invoked “local control” as a goal. But the resulting law, MAP-21, actually reduced local latitude over transportation spending.

Pots of money that had been available to fix local bridges, provide alternatives to congested corridors, make better connections to transit or address safety issues for kids on their way to school — as just a few examples — were consolidated and shrunk. When all was said and done, local communities had access to less than 15 percent of the money in the bill. Metropolitan areas over 200,000 — where 65 percent of Americans live — got only 8 percent, according to federal data.

As a result, the one small pot of discretionary money available to local communities — the TIGER program — has been wildly oversubscribed, as I saw firsthand as one of the leaders at the U.S. DOT overseeing the program from 2009 until last March.

My time at DOT taught me two big lessons: First, the innovative solutions are coming from locals. And second, they have nowhere near enough resources to implement them.

Across the country, communities and regions are developing forward-looking plans to squeeze efficiencies out of transportation networks expected to move growing numbers of cars, pedestrians, transit riders, bicycles and freight. They are struggling to fund unmet repair needs. They worry that the economic potential they see will evaporate unless they can invest in a high-quality transportation network.

That’s why the bipartisan Innovation in Surface Transportation Act (HR 4726) is so important. The bill, introduced by Representatives Rodney Davis (R-Illinois) and Dina Titus (D-Nevada), would make good on the MAP-21 authors’ promise of more local control by reserving a share of each state’s federal dollars for grants to local entities. It would ensure that at least an additional $5 billion of the roughly $50 billion sent to states each year will be used to support local priorities.

Grants would be awarded by a committee of state and local officials along with a range of stakeholders, based on the strength of the proposal: Will the project yield a strong return on investment? Does it improve safety and reliability? Does the community have its own funds committed to the plan?

Read more…

Streetsblog USA No Comments

Why the Senate Transportation Bill Will Devastate Transit

Transit officials lined up today to make clear that holding transit spending at current levels — as the Senate’s transportation authorization bill does — will put transit systems at risk of falling further into dangerous disrepair.

Beverly Scott of the MBTA warned that current funding levels, as continued by the proposed Senate transportation bill, are "woefully insufficient."

Beverly Scott of the MBTA warned that current funding levels, as continued by the proposed Senate transportation bill, are “woefully insufficient.”

The backlog for transit maintenance and replacement stands “conservatively” at $86 billion, according to the Federal Transit Administration. That backlog is expected to keep growing at a rate of $2.5 billion each year without a significant infusion of funds.

To put it another way, the country needs to spend $2.5 billion more per year – from federal, state and local sources – just to keep the state of the nation’s transit systems from getting even worse.

Sen. Bob Menendez (D-NJ) was determined to expose the shortcomings of the bill Sen. Barbara Boxer (D-CA) recently shepherded through the Environment and Public Works Committee. While the bill’s transit title hasn’t been written yet, EPW has been clear about its intentions to keep spending at current levels plus inflation. That means no help toward the $2.5 billion boost needed to keep things from getting worse.

Menendez chaired a hearing today of the Banking Committee — the very committee tasked with writing the transit title within the framework established by EPW — to demonstrate the problem with the bill’s funding levels.

“By a simple yes or no,” Menendez asked the transit officials before him, “does anyone on the panel believe that current funding levels are enough to help you achieve a state of good repair?”

“They are insufficient,” answered Joseph Casey, general manager of Philadelphia’s SEPTA.

“Woefully insufficient,” added Beverly Scott, head of Boston’s MBTA and a nationally respected transportation visionary.

“No sir,” said Gary Thomas of Dallas Area Rapid Transit.

Read more…

Streetsblog USA No Comments

How the Federal TIGER Program Revived a Cleveland Neighborhood

The "Uptown" development in Cleveland is part a way of construction that a TIGER grant helped catalyze in Cleveland. Photo: MRN

The “Uptown” development in Cleveland was catalyzed by a TIGER grant that helped relocate a rail station. Photo: MRN

Cleveland doesn’t look like a dying Rust Belt city these days in the Little Italy and University Circle neighborhoods. In fact, it looks like it’s thriving.

At the corner of Euclid and Mayfield, a new mixed-use development — MRN’s “Uptown” — is filling out, hosting a bookstore, a bakery, bars, and new apartments. Just across the street, the new home of the Museum of Contemporary Art sits gleaming, in the words of the New York Times, “like a lustrous black gem.” Another major office, retail, and residential project is planned a stone’s throw away.

biden_train

Vice President Joe Biden was in Cleveland Wednesday urging action to invest in infrastructure and preserve the TIGER program. Photo: Angie Schmitt

It’s hard to understate how remarkable this type of investment is in this area. Cleveland’s decades-long population decline has helped make it one of the weakest urban real estate markets in the country.

But this is a sweet spot in Cleveland. The Cleveland Clinic — Ohio’s largest employer — is less than a mile away. So are many of the city’s renowned cultural institutions — the Cleveland Museum of Art, the Cleveland Orchestra, and Case Western Reserve University. About 50,000 people work in the area.

Even so, the new developments in Little Italy might never have happened if not for the U.S. DOT’s TIGER program. Greater Cleveland’s Regional Transit Authority received a grant from the third round of TIGER funding in 2011, which provided about $9 million to rebuild and move a rail station from East 120th to Mayfield Road, right in the heart of the growing neighborhood.

Local leaders in Cleveland had for years hoped to move the station to help build on the nearby assets. When the RTA applied for funding through TIGER, it was one of 828 projects seeking $517 million in funding. Just 46 of those applicants were awarded grants.

Despite the enormous demand for TIGER, it has been under the constant threat of elimination by the House GOP since the program was launched in 2009. A recent proposal put forward by House Republicans would turn TIGER from a multi-modal program that helps cities and metro areas directly access federal funds into a roads program. Meanwhile, the Senate has proposed a new transportation bill that fails to fund TIGER.

And that’s why Joe Biden was in Cleveland on Wednesday stumping for a new transportation bill that would preserve TIGER. ”This is what we should be doing all over the nation,” said Biden.

Read more…

Streetsblog USA No Comments

President Obama’s Hollow Push for Infrastructure Investment

With the Tappan Zee Bridge behind him, President Obama made his case for more infrastructure spending. Photo: ##https://twitter.com/TheObamaDiary/status/466676032834387969/photo/1##TheObamaDiary/Twitter##

With an old highway bridge and the cranes building its replacement behind him, President Obama made his case for more infrastructure spending. Photo: TheObamaDiary/Twitter

This afternoon, President Obama stood by New York’s Tappan Zee Bridge and made a speech pressing Congress to do something about infrastructure investment. It’s part of his Infrastructure Week push for Congress to pass a fully funded transportation reauthorization bill. Many other groups are spending this week sounding the same horn.

“If they don’t act by end of summer, federal funding for transportation projects will run out. The cupboard will be bare,” Obama said today. “Nearly 700,000 jobs will be at risk.”

“So far, at least, the Republicans who run this Congress seem to have a different priority,” he said. “Not only have they prevented, so far, efforts to make sure funding is still in place for what we’ve already got, but their proposal would actually cut job-creating grant programs that funded high-priority transportation projects in all 50 states — they’d cut ‘em by about 80 percent.”

Indeed, Obama has submitted a bill to Congress calling to increase federal transportation investment to $302 billion over the next four years. The problem is, his plan to pay for it — using what he calls “pro-growth” business tax reform and the repatriation of offshore profits — is falling on deaf ears in Congress. Advocates criticize the plan as a one-time gimmick, not a long-term funding source.

The most obvious and simple method of raising more revenue in the long run is to increase the gas tax, which hasn’t been raised since 1993 and has lost an estimated 37 percent of its purchasing power. Experts say an increase of 10 to 15 cents per gallon is needed to fill the gap in the nation’s transportation funding.

But the Obama administration has been adamant in its refusal to raise the gas tax. Though former Transportation Secretary Ray LaHood came out in favor of a 10 cent hike almost as soon as he left office, he toed the official line while at U.S. DOT, insisting that a hike was a non-starter. At a Commerce Committee hearing last week, LaHood’s successor, Anthony Foxx, disappointed senators by dodging a question about increasing the gas tax, saying only that he would “listen to Congress.”

Read more…

Streetsblog USA No Comments

Barbara Boxer’s Transportation Bill: Same As It Ever Was

The future of national transportation policy is pretty much like the present of national transportation policy, if the Senate Environment and Public Works Committee has its way: underfunded and highway-centric.

This is your freight network, America. Enjoy. Photo: ##http://www.komu.com/news/licking-man-sentenced-for-arson-fires-at-truck-stops/##KOMU##

This is your freight network, America. Enjoy. Photo: KOMU

The bill released by Senator Barbara Boxer’s EPW Committee yesterday [PDF] rejects pretty much everything the Obama administration put forth in its bill, including permanent funding for TIGER and the elimination of red tape that prevents states from tolling interstates. The administration called for spending $302 billion over four years, while the EPW bill envisions a $265 billion budget over six years — although that figure does not include transit or rail.

And that’s part of the problem. The administration put forward a comprehensive, multi-modal transportation bill proposal. But in the Senate, the process is shepherded by EPW, and EPW only writes the highway component of the bill, then hands it over to the Banking Committee for the transit piece and the Commerce Committee for the rail and safety piece. And of course, nothing at all will happen unless the Senate Finance Committee can find a way to pay for it.

“It’s disappointing that the Senate is still operating under complete modal siloes and not thinking of this as a comprehensive system in any way, shape, or form,” said Joshua Schank of the Eno Center for Transportation.

Boxer has long hinted that she doesn’t see much need to change the policies laid out in the current transportation bill, MAP-21, which was negotiated less than two years ago. And by that standard, she has delivered. While there are some updates to MAP-21, by and large, the EPW bill maintains the status quo right down to the level of funding, which is only adjusted for inflation.

Of the few changes included in the bill, the proposals are hit-or-miss. Here’s the rundown.

Read more…

Streetsblog USA No Comments

Earth Day Resolution: Stop Building Projects Like the Zoo Interchange

zoo

Leading up to Earth Day, the New York Times ran an editorial, “Time Is Running Out,” lamenting the lack of urgency in the United States to prevent a very urgent problem: catastrophic climate change. Today, Brad Plumer at Vox explained why it may be too late to keep average temperatures from rising more than 2 degrees Celsius above preindustrial levels — the threshold that climate scientists have been warning about.

There are many steps we’ll have to take to drastically reduce greenhouse gas emissions. But one of them is most definitely this: America has to stop spending billions on projects like Wisconsin’s Zoo Interchange and start getting serious about building places where people can get around by walking, biking, and taking transit.

The Zoo Interchange embodies America’s broken transportation spending system, which former US DOT official Beth Osborne described on Atlantic Cities today as “an entitlement for state departments of transportation to allocate for their own priorities.”

This single highway interchange, aimed at reducing delays for suburban car commuters in the nation’s 30th largest city, costs more than total federal spending on walking and biking annually.

The Zoo Interchange carries 300,000 cars per day. It is “Wisconsin’s oldest and busiest interchange,” according to the state. A big part of Wisconsin DOT’s justification for the Milwaukee interchange is “safety.” According to WisDOT, there were an average of 2.5 collisions a day on the interchange between 2000 and 2005 and nine were fatal.

By comparison, according to the 2009 National Household Travel Survey, Americans make about 112 million walking trips daily. About 4,000 pedestrians are killed annually on American roads.

And yet, Wisconsin will spend more on this one sprawl-inducing highway project than the feds spend each year on all walking and biking projects combined.

Clearly, our priorities are out of whack — way out of whack.

Read more…

Streetsblog USA No Comments

In Obama Budget, a Glimpse of What Beefed-Up Transit Funding Could Do

Nashville BRT is among the transit upgrades in line for funding in 2015. Image: Nashville Public Radio

The budget proposal released by President Obama yesterday fleshes out the transportation ideas put out by the White House last week and includes specific grants for transit upgrades and expansions in 2015, but many of them won’t be part of this budget unless Congress agrees to increase funding for transportation.

The White House budget proposes $17.6 billion for the Federal Transit Administration, an increase of about $7 billion from current levels. This would give transit agencies significantly more resources to rehab existing infrastructure and build rail and bus expansions.

Most of the additional funding — more than $5 billion — would come in the form of bigger distributions to transit agencies by formula. On top of that, money for transit expansion projects would grow by more than $500 million, a new $500 million program would help fund bus rapid transit projects, and $500 million would be set aside for “a new competitive grant program that will encourage innovative solutions to our most pressing transportation challenges.”

Enacting these changes is unlikely, because Obama will have to win Congressional support for funding transportation with corporate tax reform. But a look at the FTA budget provides a sense of how much more can be done for transit each year, given new resources.

The increased funding for transit expansion would go toward light rail in Baltimore, an extension of Boston’s Green Line, and commuter rail in Orlando, among other projects. Portland’s Columbia River Crossing — the sprawl bridge/light rail project that apparently just won’t die – is also on the list.

A round of smaller grants that also need Congressional approval would fund bus rapid transit projects in Nashville, Oakland, El Paso, Eugene, and Vancouver, as well as $50 million to advance Fort Lauderdale’s streetcar plans.

Read more…

Streetsblog USA No Comments

Inside Obama’s Transpo Budget: “Historic Increase” in Transit Funding

A few more details about the Obama administration’s proposal for a new transportation bill surfaced today when the president unveiled his 2015 budget proposal.

The topline numbers came out last week and look good for transit, biking, and walkability. The White House’s four-year, $302 billion surface transportation plan proposes an “historic increase” in transit funding — from $12.3 billion to $22.3 billion annually. The budget also proposes $600 million in annual TIGER spending, a new program with $4 billion annually to help modernize state departments of transportation, and $19.1 billion for intercity rail spread over the next four years.

The President's budget proposal calls for significant increases in funding for passenger rail. Image: Flickr

The White House budget proposal calls for significant increases in funding for transit. Photo: Trimet/Flickr

While White House transportation proposals have gone nowhere, with Obama at odds with House Republicans, there’s a slim chance that the administration and the GOP will align this time over how to pay for the program.

The budget document released today offers more information on the White House’s plan to keep wasteful highway expansion in check. The budget introduces a new program that appears to be aimed at reforming old-fashioned state DOTs. The administration proposes $4 billion annually for a new program it calls “Fixing and Accelerating Surface Transportation,” which is “designed to create incentives for state and local partners to adopt critical reforms.” The administration says this funding would be intended to be spent on “modifying transportation plans to include mass transit, bike, and pedestrian options,” and “peak travel demand management,” such as tolling or congestion pricing programs.

The budget document also promises “a fix-it-first approach for highway and transit grants”:

States and localities have incentives to emphasize new investments over improving the condition of the existing infrastructure. The Administration’s reauthorization proposal will underscore the importance of preserving and improving existing assets.

Read more…