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US Senate Transportation Authorization – T4A Update

The US Senate continues to debate the federal surface transportation bill this week, with a series of votes taken last night by the full Senate. Individual senators filed over 200 amendments and T4America continues to track the latest developments on those amendments. We have compiled a brief update on where things stand and provide information on three amendments that we know would spur innovation, access and local control. 

**It is rumored that another manager’s amendment package will be offered in the near future. T4A will update this information as needed.

Transportation Funding Timeline Update: Transportation funding expires this Friday and the House announced this morning that they intend to pass a 3-month extension to match the Senate’s; setting up a new October 29 transportation funding deadline.

Last week, Majority Leader McConnell (R-KY) introduced what is expected to be the first of potentially two or more manager’s amendment packages. Manager’s packages serve as legislative vehicles to modify a piece of legislation in committee or on the floor, wholesale. This first manager’s package makes a number of changes, including maintaining the historic 80/20 highway and transit funding split; increases funding for the FTA High Intensity/Fixed Guideway State of Good Repair Formula program by $100 million (paid for by cutting TIFIA and the Assistance for Major Projects by $50 million each) and requires 50% of the off-system bridge set-aside funding in the STP program to be used on bridges that are not on the federal-aid highway system.

Last Sunday, the Senate dispatched a couple of non-germane amendments, but voted to allow Senators to vote on whether or not to tie the Ex-Im Bank authorization to the highway authorization. Late last night, the Senate voted and approved that plan (64-39).

Under this new modified manager’s package, T4A believes that it is unlikely that few if any of the 200+ plus amendments filed by Senators will be considered or voted on. However, we do anticipate the introduction of a third manager’s amendment which will reflect additional changes. T4A continues to work to increase local control, innovation and access to jobs and opportunity through three primary amendments. They include the following:

  1. Wicker-Booker STP local control amendment (corresponding fact sheet by USCM on changes to metro level funding)
  2. Murray TIGER authorization amendment
  3. Donnelly Job Access planning amendment (search for S. Amdt 2434, 2435 and 2436; this one is messy, our apologies)

Update: 5 Issues to Watch (for more information, please refer to T4A’s Member post on 7/23/15):

Pay-fors – Since the last post on 7/23/15, a number of items have shifted. A few provisions, considered poison pills, were removed, including the $2.3 billion that came from denying those with felony warrants social security benefits and $1.7 billion that came from rescinding unused funds for TARP’s Hardest Hit Fund. These rescissions leave the authorization with $43.7 billion, all of which are generated outside of the traditional transportation-user fee system. The measure would provide enough additional HTF revenues to provide the first three years of highway and transit investment, but Congress would be required to raise additional resources before October 2018 to be able to fund the final three years of the DRIVE Act’s authorized spending.

Transit funding – Changes in the manager’s package increased the levels of transit funding to be 24% of the authorized levels overall and 24% of any new funding generated annually.

Freight –The DRIVE Act creates a robust freight planning process that directs states to examine efficient goods movement and identify projects needed to improve multimodal freight movement. However, despite instituting a multi-modal freight planning process, the new National Highway Freight Program would require 90% of the funding go to highway-only projects rather than to multimodal projects using a performance-based system. What impact will this have?

Take, for example, the non-highway freight needs in the State of California. Ten percent of California’s funding would be only $9.3 million in 2016, growing to $23 million in 2021. Comparitively, one multimodal project at the Port of Long Beach in California to remove a railroad bottleneck and build more on-dock rail capacity cost the Port $84 million. T4A views this policy as a missed opportunity and not consistent with T4A’s freight policy.

Overall, due to removal of the TARP Hardest Hit Fund, the bill’s overall investment levels needed to be reduced. Under the first manager’s package, the freight program was set to receive $1.5 billion in FY2016 growing to $2 billion in FY2018. The program would now receive $991.5 million in FY2016 and increase to 1.9 billion in Fy2018.

Passenger Rail – No changes to note from the last update on 7/23/15.

Assistance for Major Projects (AMP) – Funding decreased by $50 million per year to increase funds for FTA’s High Intensity/Fixed Guideway State of Good Repair Formula program. AMP would now be authorized at $250 million in FY16 and rise to $400 million in FY2021.

*NEW* TIFIA – The initial manager’s package introduced early last week would cut TIFIA funding from $1 billion to $500 million per year. Removing the TARP Hardest Hit Fund and other payfors required additional cuts, which senate authorizers took out of the TIFIA program. Those cuts, plus the increase to the FTA’s High Intensity/Fixed Guideway State of Good Repair program, result in an overall authorized funding level for TIFIA at just $300 million per year over the life of the bill.

Stories worth reading – July 23, 2015

Here are a few curated stories we’re reading and talking about this week:

First, here’s a few recent stories from the T4A blog:

Bipartisan duo of senators offer new plan to send more transportation dollars to local communities
From the T4A blog
Two Senators championing the cause of giving local communities more control over their transportation dollars have introduced a modified plan to steer more federal transportation dollars directly to local communities of all sizes — reaching a compromise that they hope to incorporate into the Senate’s transportation bill as it heads to the floor.

Senate reaches preliminary agreement on a long-term transportation bill
From the T4A blog
Late Wednesday, the Senate reached cloture on the transportation reauthorization bill. It got just the required number of votes to pass, 60-38. They’re moving on to discussing and debating the bill today.

Transportation for America takes a look at the options for funding transit in St. Louis
From the T4A blog
St. Louis’s economic prospects are directly related to the quality of access to transportation for their residents — making new investments in public transportation essential. A new T4America report analyzes the possible ways that the St. Louis region could fund an expansion of their public transportation network.

Headlines

How railroads, highways and other man-made lines racially divide America’s cities
Washington Post
Look at racial maps of many American cities, and stark boundaries between neighboring black and white communities frequently denote an impassable railroad or highway, or a historically uncrossable avenue. Infrastructure has long played this role: reinforcing unspoken divides, walling off communities, containing their expansion, physically isolating them from schools or parks or neighbors nearby.

With American transportation in crisis, why are we spending our money on massive new roads?
Politico
The Marquette Interchange is an engineering marvel, a steel and concrete symphony of girders and flyovers at the edge of downtown Milwaukee, harmonizing traffic from three intersecting interstates with 29 bridges and 200,000 tons of asphalt. It looks like a wheat-and-blue roller coaster sculpted by a surrealist, one of those loop-de-loop highway hells where tourists are always getting lost in New Yorker cartoons. It’s basically a 21st-century vehicle distribution system the size of a city neighborhood, financed by $800 million from state and federal taxpayers.

A Highway Bill Jammed With 2016 Jockeying
National Journal
The senators—particularly Rand Paul of Kentucky and Ted Cruz of Texas—are seeking to burnish their conservative credentials and separate themselves from a 15-strong group of GOP candidates. But in the process, they could slow down the debate over highway funding just as Congress races to pass a bill before a key July 31 deadline.

Can Bill De Blasio Turn Uber Into The NRA?
BuzzFeed News
So will Bill de Blasio pry the Uber app from his constituents’ cold, dead hands? That is the experiment the New York mayor will start running on Tuesday, when he imposes a cap on the growth of what is one of the fastest-growing businesses in the world and sets up a high-stakes confrontation that will absorb his mayoralty and define the politics of Uber and its lesser-known siblings in the flexible, insecure new economy.

For more, check out the New York Times’s package on the debate between New York City and Uber on whether or not app-based car services are clogging New York City’s streets.

Patchwork highway fund fixes the ‘new normal’ in Congress
McClatchy DC
Everybody, from business groups to governors to lawmakers in both parties on Capitol Hill, hates the patchwork approach Congress has taken for the past six years to the federal highway trust fund. Yet it’s become the new normal.

Trying to Win the Public’s Trust With Autonomous Cars, at 120 M.P.H.
New York Times
With that, a computer in the trunk twitched the steering wheel into position, and Robby took off. “I’m doing nothing except holding the kill switch down,” Mr. Hoffmann told his passenger, somewhat reassuringly. As the Audi RS7 negotiated hairpin turns on the road course at top speed and came within inches of the raceway’s walls, it became clear after some tense moments: This car knew what it was doing.

Is Gov. Inslee Getting Ready to Swallow the Poison Pill?
Seattle Transit Blog
At the time, the Governor said he would accept the poison pills as part of the deal, and I think many of us assumed that that would be that: the low-carbon fuel standard was dead. As Jim Brunner reports in the Times today, the Governor is actively mulling taking the pill and enacting the fuel standard anyway.

Why Wal-Mart, an icon of suburbia, had to urbanize its hometown
Washington Post
“In order for us to compete for the type of talent it’s going to take to allow these companies to remain competitive in the global economy, we have to be a place where people want to live, where they can spend their free time doing things they enjoy,” said Troy Galloway, Community and Economic Development Director for the City of Bentonville. “There’s a major effort regionally and locally to step up our game.”

T4America in the news

Jacksonville looks to spend more on bridges after years of penny-pinching
The Florida Times-Union
When a large section of downtown Jacksonville’s Liberty Street crashed into the St. Johns River in the middle of the night last February, Chris Ricketson awoke to a shaking house and a roaring noise that sounded like an explosion.

Support the new plan from a bipartisan duo of senators to send more transportation dollars to local communities

Two Senators championing the cause of giving local communities more control over their transportation dollars have introduced a modified plan to steer more federal transportation dollars directly to local communities of all sizes — reaching a compromise that they hope to incorporate into the Senate’s transportation bill as it heads to the floor. 

The Innovation in Surface Transportation Act has been one of our biggest priorities for more than a year now. That bill would put a small share of each state’s federal transportation dollars into a competitive grant program so that towns and cities of all sizes could compete directly on the merits for transportation funds. Local communities get a seat at the table and get more access to federal dollars that can be spent on a wide variety of locally determined transportation projects and programs.

ISTA is a great proposal and it remains active in the House of Representatives, but the two Senators who introduced it have come together on a new plan to accomplish the same goal, one with even more widespread support.

A new proposal from Senators Wicker (R-MS) and Booker (D-NJ) would put a larger share of transportation dollars directly in the hands of local governments by increasing the amount of flexible federal Surface Transportation Program (STP) dollars directly given to metropolitan areas of all sizes.

This new proposal will hopefully be offered as an amendment to the long-term transportation bill currently before the Senate.

We need to drive up support for this plan now as the Senate considers their bill. Send a message to your Senators and urge them to support this provision from Senators Booker and Wicker.

SEND A MESSAGE

It’s a proposal that works for red states and blue states, heavily urbanized areas and smaller rural towns — evident from the support of a Democratic Senator from the most urbanized state in the country, and a Republican Senator from the deep south where a large percentage of his state’s population lives in smaller urbanized areas.

How the current system works for local communities, and how it falls short

Today, small metro areas (under 200,000 people) are at the mercy of their state’s decision-making process for transportation spending in their area.

Large metro areas (over 200,000 people) directly receive a share of flexible federal dollars through a process known as suballocation. But in the smaller metro areas under 200,000 in population, those “suballocated” funds go directly to the state instead, which has total control over spending that money. The only basic requirement is that the state must spend a predetermined share of those funds within the state’s smaller metro areas, but the local community gets little say on how those dollars are spent.

Those decisions are left entirely up to the state, even though the funds are expressly intended by federal law for those smaller cities and metro areas.

While there’s some variety from state to state in how this plays out — a few select states are certainly more respectful of local communities’ wishes — it means that a local community could see their priorities passed over completely by the wishes of their state department of transportation. A state could have a pressing local priority like improving an important downtown street, and the state could instead decide to add a lane on the state highway on the edge of town instead. As long as the state spends the appropriate amount of money within that small metro area, that’s considered a proper use of the money intended for use in that community.

What would this proposal change?

The overall funding intended for metro areas and cities of all sizes would increase in two ways: First, the size of the flexible program known as the Surface Transportation Program (STP), which can be spent on almost anything from roads to bridges to transit to bike lanes, would be increased. Secondly, the share of STP that gets suballocated to metro areas increases from 50 percent of STP funding to 67 percent. That means more money will be given directly to metro areas and metropolitan planning organizations.

Last but not least, an important change is made to ensure that smaller metro areas aren’t left behind. Instead of being put solely at the state’s discretion, the share of STP dollars intended for communities under 200,000 people will be put into a competitive grant program for these areas, so these smaller communities will be able to apply for their share of the funding in a competitive grant program for their local priorities.

Who supports this new proposal in the Senate?

A compelling case can be made that Americans are willing to contribute more to invest in transportation, but they absolutely want to know that the dollars a) will be spent wisely on the projects that do the most get to work, school and daily needs and b) they want more decisions in the hands of the levels of government closest to them so they can hold them accountable.

A number of groups that represent local elected officials in communities of all sizes sent a letter to Congress this week endorsing this proposal. The National League of Cities, the U.S. Conference of Mayors, the National Association of Development Organizations, the National Association of Counties, the Association of Metropolitan Planning Organizations, and the National Association of Regional Councils all signed onto a letter to Congress supporting the Booker-Wicker proposal, urging it to be included as an amendment to the Senate’s full long-term transportation bill currently under consideration.

What does this mean for the Innovation in Surface Transportation Act

While numerous local mayors, county executives, chambers of commerce and other local leaders have backed the Innovation in Surface Transportation Act, it’s an even bigger sign of support to see these national associations which represent many of those leaders nationally endorse this new proposal, noting that it would be a win for mayors, cities, county executives, metro leaders and others.

But this new proposal wouldn’t have happened without the strong support that has been pouring in for months on the Innovation in Surface Transportation Act. Your emails, phone calls, letters and meetings have made it clear to these Senators that this idea has traction, and this new proposal is a direct result of your past support for the Innovation in Surface Transportation Act.

All of this means that in the Senate from here on out, we’ll be focusing our efforts on this amendment from Senators Booker and Wicker because it represents a far greater chance to accomplish many of the same goals as the Innovation in Surface Transportation Act.  This new proposal is a smart compromise that should be incorporated into the full Senate long-term transportation bill currently on the floor, and one that will ensure that smart, locally-driven, homegrown transportation investments get the funding they need.

We’ll continue to drive up support for ISTA in the House, however, and we encourage you to continue supporting it in messages and calls to your representatives.

Send a message to your Senators and urge them to support this provision from Senators Booker and Wicker. It only takes a moment, and vocal support for this plan will be crucial to getting it incorporated into the full bill.

Senate Passes Cloture; 5 Things We’re Watching

***Please note, at 10:00am T4A received McConnell’s substitute amendment, which means that a number of these items may have changed. We’ll keep you updated as it proceeds.**

Last night, the US Senate passed a procedural vote called cloture. Like a starting pistol in a race, this means that they can now start debating, amending and eventually pass a federal surface transportation bill out of the Senate. While many things can, and will, happen over the next few days, there are a number of topics that Transportation for America is watching.

Want to know how your Senator voted on cloture? Click HERE.

1.Payfors – DC parlance for real and imaginary ways to pay for this bill.

At this time, there appears to be a wide-ranging list of payfors that run as small as $172 million up to $16 billion. Some of these include items like such as rescinding unused TARP funds or extending fees for TSA. There do not seem to be many that keep the traditional tie between users of the system and payments into the system.

The mass transit account appears to be running out of funding well before the highway trust fund. Initial T4A analysis seems to indicate that the legislation pulls in all 10 years of the proposed funding to pay for 3 years of the highway trust fund and 1.5 years of the mass transit account.

APTA transit run

APTA transit funding table in current Senate transportation legislation

The legislation also appears to sell 101 million barrels out of the 693.7 million barrels of the Strategic Petroleum Reserve (SPR) between 2018 and 2025 to bring in $9B over 10 years. Critics of this funding scheme assert that we are selling the oil when prices are at record lows, making it a foolish idea. Sen. Murkowski (R-AK) is reportedly one of those critics.

Originally, this legislation withheld Social Security payments from recipients that are subjects of a felony arrest warrant and for whom the state has given notice that they intend to pursue the warrant, raising $2.3 billion over 10 years. T4A has heard that Senate negotiators have removed this provision due to the advocacy of a number of social equity and civil rights groups.

2. Transit
T4A and the larger transportation community have several concerns about this title, the main ones are:

banking transit

US Banking Democrats chart on modal share under currently proposed Senate legislation

First, the DRIVE Act fails to provide public transportation with 20% of the new revenue dedicated to growth, which is a historical guarantee dating back to President Reagan’s agreement in 1982. Public transportation receives only 6% of the revenue derived from the future funding growth (see Senate Banking Democrats chart). U.S. DOT estimates that the Mass Transit Account ends the third year of the bill (FY 2018) with a negative balance of $180 million. Senator Boxer is reportedly negotiating a fix with Senate Republicans that will increase that percentage.

Second, projects with private funds get to “skip the line” for federal money, providing a major incentive for privatized service. The existence of a new expedited process could entice cities to pursue transit privatization on a large scale by using P3s to operate transit service. The labor community has expressed strong opposition and may oppose the entire bill if this provision isn’t removed.

Third, this legislation forces the Federal Transit Administration (FTA) to wait 6 months before increasing oversight of at-risk projects. Sec. 21015 requires the FTA to wait for a project to fail 2 consecutive quarterly reviews before providing more oversight to a project that is going over budget or falling behind schedule.

3. The Freight program

This legislation includes all modes of freight, including pipelines for the first time. It also requires the establishment of a new multi-modal freight network within 1 year of enactment, the establishment of which appears to be similar to the creation of the existing freight network (as well as a re designation of the existing highway freight network). It does, however, define economic competitiveness by the amount of traffic moved and not economic outcomes and will fund projects that reduce congestion, improve reliability, boost productivity, improve safety or state of good repair, use advanced technology or protect the environment on the national highway freight network.

You’ll recall that T4A sent out an action alert to keep the TIGER program multimodal and not let the US Senate Commerce Committee use it for freight-exclusive purposes. We’re happy to report that effort was successful, though the TIGER program is still not authorized or funded in the transportation bill.

4. Passenger Rail
This legislation authorizes passenger rail funding for the first time ever in a federal surface transportation reauthorization. The legislation calls for $1.44B in 2016 and growing to $1.9B in 2019. It maintains a national system and provides for clear cost accounting among the 4 business lines of Amtrak of the corridor, state-supported and long-distance trains. Provides for up to 6 new passenger rail routes on a competitive basis and for the first time makes operational costs eligible for grants.

5. AMP – Assistance for Major Projects
This is a new project for highway or transit projects that cost at least $350M or 25% percent of state highway apportionment (10% in a rural state). Applications should be reviewed based on consistency with federal goals, improvement to the performance of the system, is consistent with the statewide plan, can’t be completed without federal help and will achieve one or more of the following:

  • generate national economic benefits outweigh cost,
  • reduce congestion,
  • improve the reliability of movement of people and freight, or
  • improve safety

Grants under AMP must be at least $50M, with a rural guarantee of 20%. Eligible applicants for AMP include states, local governments (or group of locals), tribal governments, transit agencies, port authorities, public authorities with transportation function and federal land management agencies. It is not yet clear if this language is specific enough to include MPOs.

Amendments to be offered: T4A staff is monitoring a number of potential amendments. One of which (offered by Senators Wicker (R-MS) and Booker (D-NJ)) would increase the ability of communities to fund projects through the Surface Transportation Program. We strongly urge you to call your Senator and tell them to co-sponsor that amendment.

Transportation for America takes a look at the options for funding transit in St. Louis

St. Louis’s economic prospects are directly related to the quality of access to transportation for their residents — making new investments in public transportation essential. A new T4America report analyzes the possible ways that the St. Louis region could fund an expansion of their public transportation network.

STL-top-of-arch

This report was commissioned and released by Citizens for Modern Transit, a St. Louis-area nonprofit that supports the creation of an integrated, affordable and convenient public transportation system in the area.

Though the St. Louis region is considering several proposals to dramatically expand or improve the region’s public transportation, the bottom line is that these projects are often expensive, funding is scarce, the state may not be interested in investing in transit at all, and the uncertainty stemming from congressional inaction has only made things worse.

St Louis report coverLike most metro areas these days, St. Louis does not possess a single regional organization or government that can singlehandedly fund any of their planned major transit projects; and just one or two funding sources are rarely enough to make these projects happen in any case. (The same can be said of most major transportation projects, whether roads or transit. But states more often decide to underwrite major local road projects.)

Many regions have successfully built new transit projects by creatively piecing together funding through a variety of sources from all levels of government, along with a variety of private sources. This new report analyzes various options for funding transit at the federal, state and local level, including ways to combine various sources of funding, to build projects from large rail projects to less expensive bus or bus rapid transit projects. It also provides examples from across the nation of actual projects built using each funding mechanism raised to illustrate how each can be applied.

To bring the issue home in St. Louis, the report also analyzes two projects currently under consideration in the St. Louis region: a new 17-mile light rail line from North St. Louis to downtown and a 23-mile highway-running BRT line along I-64 ending downtown. The report considers ways to mix and match funding from federal, state and local sources to bring projects like these to fruition in the near future.

Transportation for America undertook this analysis under our new consulting practice led by our Beth Osborne, formerly the Acting Assistant Secretary for Policy at the U.S. Department of Transportation. The goal of this kind of work is to take Transportation for America’s national research and make it practical and actionable for the local leaders clamoring to invest in their communities by making smart transportation investments.

If you’re interested in a similar analysis for your region or discussing other consulting opportunities, please get in touch with us.

UPDATED: Senate reaches preliminary agreement on a long-term transportation bill

A group of key Senate leaders announced yesterday that they’d reached agreement on a bipartisan six-year transportation bill with three years of guaranteed funding. While it’s encouraging to see this agreement ten days before MAP-21 expires on July 31, forthcoming negotiations over the actual details of the bill will be crucial as most Senators have not yet seen the policy or funding language.

Senator McCcnnell announcing deal 2015-07-21 Senator Boxer announcing deal 2015-07-21

UPDATED Thursday 9:30 a.m.: Late Wednesday, the Senate reached cloture on the transportation reauthorization bill. It got just the required number of votes to pass, 60-38. We’ll move on to discussing and debating the bill today.

UPDATED Wednesday 5:30 p.m.: Yesterday (Tuesday) afternoon, a few hours after this bill was announced on the Senate floor, the Senate failed to pass a “cloture” vote to begin debate of the bill. Senate Democrats were unwilling to begin considering and debating a bill they’d had less than a few hours to read, and a few Republicans voted against cloture as well because of objections to particular funding mechanisms.

Senators McConnell, Boxer and the others assembling the funding mechanisms were only able to find sufficient funding for three years, using a mix of funding offsets that included selling oil from the nation’s strategic reserves, lowering the dividend paid to banks that join the Federal Reserve, and tinkering with fees from the TSA.  You can read the full text of the bill here (pdf), a summary of the provisions from the EPW majority, and a summary of the funding mechanisms.

Stay tuned as we watch the Senate for more. Though a vote was mentioned to reporters as a possibility today by numerous Senators, the Senate recessed this afternoon at 4:30 p.m. (Wednesday) without any movement on the bill. There’s still a possibility they could return tonight for a vote, but the more likely option is Thursday.

Original post: Speaking on the Senate floor yesterday, Senators McConnell (R-KY), Reid (D-NV), Boxer (D-CA) and Inhofe (R-OK) announced their agreement on a long-term transportation bill that cobbles together sufficient revenue to carry the policy forward for three years.

The four Senators (and especially Senators McConnell and Boxer) had been “hammering out the details” over the last few days according to an article in The Hill this morning, and today Senator McConnell announced the deal on a “six year highway authorization that will allow for planning for important projects around the country…a long-term bill that’s in the best interests of our country.” (Note: Sen. McConnell repeatedly called the bill a six-year authorization with only three years of guaranteed funding.)

What’s next?

While an agreement has been reached in principle and procedural vote will be taken this afternoon at 4 p.m to consider debate on the bill, it’s far from a done deal at this point, and Senate Democrats will especially be curious to see the details of a bill that the rank and file (and possibly some of the leadership and relevant committee chairs) have not read at all yet.

It’s also notable that the Banking Committee and Finance Committees haven’t independently passed their portions of the full bill yet, so those committee members will be especially interested to see what the bill contains for their areas of jurisdiction.

After Sen. McConnell spoke, the two key Democratic negotiators in the Senate got up and made it clear that while the agreement is a step forward, they need to know more about what’s in the bill before they can proceed.

“We can’t go forward on a bill until we’ve read it and studied it,” said Senator Reid, one of the two main Democratic negotiators on the deal. “We need to look at this document,” he said. The other key negotiator in Democratic leadership, Senator Boxer, urged her colleagues to get the text posted as soon as possible. “We want to see the text — get the text up,” she said.

The vote coming today at 4 p.m. (originally scheduled earlier in the day but moved back during this time) will be a procedural vote to bring the bill to the floor and begin debate. That doesn’t mean there will be a vote on the final bill anytime soon — especially considering that all of the Senate Democrats who spoke made it clear that there’s still work to be done and that they need to carefully study the bill first.

We’ll be watching the vote this afternoon, so stay tuned, and follow us on Twitter to stay regularly updated.

ICYMI: T4A and SGA Host Federal Policy Webinar; Materials Inside

Yesterday, Smart Growth America and Transportation for America hosted a webinar to review congressional action on the federal surface transportation authorization. If you were able to attend, you will recall that we mentioned how the US Senate is poised to consider the authorization before the full Senate next Tuesday. That continues to be the current timeframe for Senate consideration.

webinar image

Access the webinar powerpoint here.

As a T4A member, you can access the webinar anytime through this page.

Two action items stemming from that conversation include:

  • It is highly likely that T4A will be issuing a number of action alerts next week. While we don’t have legislative language on a number of potential amendments, we anticipate movement on issues of local control, freight, TAP, transit funding and TIGER. Member support would be greatly appreciated.
  • The National Complete Streets Coalition is requesting support to tell FHWA to make more inclusive streets that are designed to be more livable. You can register your comments here: bit.ly/NHSdesign (this weblink is case-sensitive).

Stories worth reading – July 16, 2015

Here are a few curated stories we’re reading and talking about this week:

First, it’s another busy week in Congress. We wanted to make sure that you saw that we had a big win yesterday in the Commerce Committee. Read on for our take on what happened yesterday and what to expect as the July 31 deadline nears.

Senate committee responds to outcry, restores competitive TIGER grant program in final bill
From the T4A blog
After many of you combined to send in over 1,700 letters to your Senators over the last 48 hours and we organized a letter of more than 150 elected officials, DOTs, MPOs, chambers of commerce and others, Senate Committee Chairman John Thune (R-SD) amended the bill late yesterday before the committee markup and removed the language that eliminated the TIGER program as we know it.

Other stories on the T4A blog.

Join us on Thursday for an inside look at transportation reauthorization in Congress
From the T4A blog
Join Smart Growth America and Transportation for America for a special open conversation about what’s happening right now in transportation policy this Thursday, July 16, 2015 at 4:00 PM EDT.

Over 150 elected officials, DOTs, MPOs, chambers of commerce and others voice strong support for restoring TIGER program
From the T4A blog
With the the Senate Commerce Committee due to mark up their portion of a long-term transportation bill that will eliminate the competitive TIGER grant program and refocus its funds on a multimodal freight program, more than 150 organizations and elected officials signed a letter urging the committee to restore and authorize the TIGER program.

 

Headlines

Streets Experiments Made This City Engineer a Celebrity Bureaucrat
Next City
In responding so positively to DIY activists, Chang propelled himself into the consciousness of Seattle’s bike and ped-loving urbanist crowd and gave them hope that perhaps some SDOT engineers “got it” and might actually bring Seattle’s lagging infrastructure into the 21st century.

No Silver Bullet for Creating More Accessible Transportation Networks
Living Cities
Today, these “shared mobility” services connect many people to their destinations, while others—namely, low-income communities of color—have often been left behind. […] Like many complex urban issues, no one system or policy will be the silver bullet. Rather, cities need to provide a range of progressive policies and transportation choices, both public and private, to limit barriers and provide an array of opportunities for safe, efficient and inclusive transportation.

MARTA makes an $8 billion pitch to change the face of metro Atlanta
Atlanta Journal Constitution
Over the next seven months, the people at MARTA will quietly button-hole local leaders and state lawmakers — top Republicans included — with the aim of building support for an $8 billion expansion of heavy, commuter rail that would transform the region. The future of metro Atlanta could become startlingly linear — a single file of major economic development up and down what is now Georgia 400, built along a rail line that would link Alpharetta with downtown Atlanta and its airport beyond.

A researcher studied common claims of bikeshare benefits. Among those that held up: it’s good for health and for the local economy
Next City
It turns out that bike-share supporters aren’t grounded in hyperbole. [Study author Miriam] Ricci found evidence that supported many of the claimed benefits including economic and health impact, new cyclist creation, and more. But there’s also a serious lack of proof that bike-sharing programs reduce congestion (in some cases, they may even increase congestion), get people out of their cars or help the environment.

Zipcar, Google and why the carsharing wars are just beginning
GreenBiz
Now, however, the carsharing industry is at a turning point where evolving business models — round trip or one way? free-floating vehicles or cars docked at specific stations? — are poised to collide with parallel breakthroughs in ridesharing, electric vehicles and self-driving cars.

We can’t cross that bridge when we come to it if the bridge itself is in disrepair
Fast Lane (USDOT’s blog)
Today, we released a set of Fact Sheets showing the condition of transportation in all 50 states. It’s not a pretty picture.

The Clearest Explanation Yet for Why Millennials Are Driving Less
CityLab
Two theories lead the charge. The first is that demographic or economic factors are primarily to blame. Since so many Millennials are out of work or delaying the start of family life, they have less daily need to drive. That certainly makes sense. The second idea suggests that young people fundamentally have a different attitude toward cars than previous generations did at that age, instead preferring to live in the city longer and travel by multiple alternative modes. That’s also a logical conclusion, if a bit harder to quantify. The truth might be a little of this, a little of that, and even some of the other.

Advocates in Prince George’s County, Maryland, hope the Purple Line light rail line will spur greater economic development
The Washington Post
When finally built, the Purple Line will stitch together two jurisdictions with dramatically different needs, priorities and resources. Its 16-mile route crosses a stark east-west economic divide in the Maryland suburbs, from the cramped, immigrant-occupied apartments of Riverdale Park and Langley Park in Prince George’s to Silver Spring’s thriving business district and the multimillion-dollar condos rising in downtown Bethesda.

Hamilton County, north of  Indianapolis, crafting tax-funded transit plan
Indianapolis Business Journal
Elected officials are wary to support a massive transit project, arguing public dollars shouldn’t be spent on a system that might fail to attract riders. But business and economic development representatives are welcoming the idea as some employees struggle to find transportation to and from work.

Senate committee responds to outcry, restores competitive TIGER grant program in final bill

Just a few hours after receiving a letter with 150 signatories from across the country in support of the TIGER program, late yesterday the Senate Commerce Committee removed the language from their bill that would have essentially ended that popular program of competitive transportation grants.

After many of you combined to send in over 1,700 letters to your Senators over the last 48 hours and we organized a letter of more than 150 elected officials, DOTs, MPOs, chambers of commerce and others, Senate Committee Chairman John Thune (R-SD) amended the bill late yesterday before the committee markup and removed the language that eliminated the TIGER program as we know it.

saved-tiger-featured

This is a big win and it wouldn’t have happened without your help! Thanks to everyone who got involved and made your voice heard in support of the TIGER program.

The win does come with an asterisk, however.

The original version of the Commerce bill wasn’t eliminating competitive grants entirely, it just repurposed the funds currently used for TIGER to create a smart competitive multimodal grant program explicitly for freight projects.

While a competitive program to help direct funds to the smartest freight projects is the direction federal transportation policy should be heading in, that shouldn’t happen at the expense of TIGER. We need more transportation dollars, not fewer, awarded competitively on the merits to the best projects.

Also, TIGER still lacks the permanent authorization of a program like New and Small Starts for example, which is why we’re constantly fighting battles to keep TIGER funded each year. Appropriators can choose not to fund it in any given budget year, and it’s an uphill battle to change that. Senators Patty Murray (D-WA) and Susan Collins (R-ME) introduced a bill that would authorize the TIGER program and enshrine it as a permanent part of the federal transportation program — which will hopefully be considered on the Senate floor now that the bill has cleared the committee.

Logged-in members can read our summary of the TIGER Act (S. 1748) below.

[member_content]Senate TIGER Act (S 1748) Summary memo for members
Senators Murray (D-WA), Collins (R-ME), Durbin (D-IL), and Reed (D-RI) introduced the Transportation Infrastructure Grants and Economic Reinvestment (TIGER) Act (S. 1748) to formally authorize the federal TIGER discretionary grant program for the first time.[/member_content]

There are other provisions to applaud in the Committee’s bill — some of which we’ll go into detail on in today’s open conference call— including the Railroad Reform, Enhancement, and Efficiency Act from Senators Wicker (R-MS) and Booker (D-NJ). That bill will make numerous improvements to the country’s passenger rail policy, but most importantly, by virtue of its inclusion in the full Commerce bill marked up yesterday, would be fully authorized as part of a long-term transportation bill if it remains there.

So we applaud the Committee for hearing the outcry and making the change to TIGER, but there’s still work to be done and our full request from yesterday’s letter still stands:

We request that the Commerce Committee authorize a strong, multimodal freight policy and freight investment grant program, as well as pass a complementary, authorization of the TIGER grant program separate from the multimodal freight discretionary grant program at or near equal funding levels.

We’re looking forward to working with the rest of the Senate as they continue putting together the long-term transportation reauthorization that we so desperately need.

Update: Read Smart Growth America’s post covering some of the bill’s provisions for complete streets, transit-oriented development and passenger rail, including a great summary of what to expect next — exactly the kind of topics we’ll be covering at length on today’s open conference call!

Senate leaders will combine this with other bills from the Committees on Environment and Public Works, Commerce as well as Banking, Housing, and Urban Affairs. That combined bill will then go to the full Senate for consideration—possibly as early as next week. Senate leaders are also working with the Finance Committee to agree on how to fund it all.

Meanwhile, the House of Representatives yesterday passed a five-month extension of the current transportation bill, MAP-21. Questions remain as to whether the Senate will be able to pass a long-term bill or accept the House’s short-term extension before MAP-21 expires at the end of the month.

Don’t forget to register for today’s open conference call discussing everything that’s happening with regards to transportation in Congress.

Over 150 elected officials, DOTs, MPOs, chambers of commerce and others voice strong support for restoring TIGER program

With the the Senate Commerce Committee due to mark up their portion of a long-term transportation bill that will eliminate the competitive TIGER grant program and refocus its funds on a multimodal freight program, more than 150 organizations and elected officials signed a letter urging the committee to restore and authorize the TIGER program.

In the full letter (pdf) delivered to Commerce Committee offices just a few moments ago, more than 150 organizations and individuals supported the simple ask of preserving (and permanently authorizing) the TIGER program while also keeping the committee’s smart multimodal grant program for freight projects:

We request that the Commerce Committee authorize a strong, multimodal freight policy and freight investment grant program, as well as pass a complementary, authorization of the TIGER grant program separate from the multimodal freight discretionary grant program at or near equal funding levels.

Without moving both of these critical investment programs forward, the Comprehensive Transportation and Consumer Protection Act removes local leaders’ access to one of the only federal transportation programs open to them today and miss an opportunity to establish transportation investment programs that both promotes the efficient movement of goods and provides affordable mobility and access to opportunity for all Americans.

The groups represented on the letter included 30 mayors/cities, over 30 chambers of commerce, businesses, metropolitan planning organizations, advocacy groups of all stripes, a few universities, and a few city departments of transportation.

Want to join them? It’s not too late to send a letter of your own to your Senator urging them to keep TIGER alive.

Here’s why some of the letter’s signatories say they support this effort:

TIGER has been incredibly important to supporting economic development in our thriving region. Here that means strong freight connections as well as connections to high tech and aerospace jobs in growing job centers in our cities – quality jobs that are supported by all sorts of transportation connections. – Rick Olson, Director of Government Relations, Puget Sound Regional Council (Seattle).

A flexible TIGER grant program is essential to ensuring the economic mobility and prosperity of communities across our country. America is great for the individuality that each of our community possesses. Our local diversity is our national strength. Preserving this invaluable transportation program in the flexible form it now stands ensures that the progress and momentum we are now experiencing is sustained as we emerge from the Great Recession into the future. – Paul F. Morris, President and CEO, Atlanta BeltLine, Inc.

Access to programs like TIGER to fund multi-modal improvements to our transportation system is critical to the future of our community. Please keep TIGER flexible and useful as a tool to meet the transportation goals of individual communities. – Bruce Knight, Planning and Development Director, City of Champaign, Illinois

The TIGER program has been invaluable to the City of Indianapolis. From the construction of our world-class and unique Cultural Trail, to the deployment of 22 all electric buses, to the planning and design of our first rapid transit corridor – TIGER has been there and made our dollars go farther, faster. Changing one of the most successful federal programs to restrict uses would be a mistake. – Gregory A. Ballard, Mayor, City of Indianapolis

As the only USDOT initiative that specifically recognizes the vital link between transportation & economic development, it is imperative that the Congress continue the TIGER program, allowing communities across the country to promote sustainable investments that not only maintain, but actually improve our transportation system. – Rick Dunne, Executive Director, NVCOG – Naugatuck Valley Council of Governments (Connecticut)

The TIGER grants have made some very important alternative transportation projects possible. The smartest way to solve congestion and pollution is to offer people alternatives to sitting in traffic jams. This is one of the most important ways the federal government can assist the local governments. It should not only be continued, but it should be increased. —Mark Gamba, Mayor of Milwaukie, Oregon

The TIGER program is a vital tool for local governments to enhance multimodal options, provide repairs to key pieces of infrastructure, and improve transit service. While the Broward MPO supports a national freight grant program, such a program should not be created at the expense of TIGER, especially when more and more Americans are demanding alternative transportation options. – Gregory Stuart, Executive Director, Broward Metropolitan Planning Organization (Florida)

TIGER is a tremendous program that allows communities to create the kind of 21st century transportation infrastructure that is the foundation for a robust economy. I strong urge all Members of Congress to continue to support this important program. – Dawn Zimmer, Mayor, City of Hoboken (New Jersey)

The Commerce Committee’s markup takes place at 4:45 p.m. (eastern) today.

Keep those letters to your Senators coming and help preserve TIGER and the good it does for local communities.

What we’re watching: Senate Commerce Committee to mark up six-year transportation bill today

[This blog post is cross-posted from Smart Growth America. – Ed.]

Later today (Wednesday) the Senate Committee on Commerce, Science, and Transportation is scheduled to mark up the Comprehensive Transportation and Consumer Protection Act of 2015 (S. 1732), a proposed six-year transportation reauthorization. As we’ve mentioned here before, the federal transportation bill has huge implications for development across the country. Here’s what we’ll be looking for during today’s proceedings.

The bill currently includes legislation that supports and expands opportunities for transit-oriented development (TOD). The bipartisan Railroad Reform, Enhancement, and Efficiency Act (S. 1626) would expand the capabilities of the Railroad Rehabilitation and Improvement Financing (RRIF) Act, a $30 billion loan program to provide needed financing for transit-oriented development projects and infrastructure near passenger rail stations. This provision also includes provisions to improve rail safety and enhance existing rail infrastructure. These provisions are a big deal: previous transportation bills have not included a rail title, and it’s noteworthy that this bill would include both rail and surface transportation. We’re looking for S. 1626 to remain included in the final bill.

In addition, an amendment to the bill would include components of the Safe Streets Act, originally introduced in the Senate in 2014. The provision would require states and metropolitan planning organizations to adopt Complete Streets policies for federally funded projects. We’re looking for the Safe Streets amendment to be adopted in the final bill.

Finally, the bill would dramatically alter the U.S. Department of Transportation’s highly successful Transportation Investment Generating Economic Recovery (TIGER) grants. As written, the bill would refocus TIGER funding towards a new multimodal grant program exclusive to freight infrastructure. Hundreds of communities have used TIGER grants to catalyze local transportation investments and safety improvements. We’re looking to see the TIGER program retain its competitive, multimodal mission in the final bill.

Help defend the TIGER program: Send a message to your Senator TODAY >>

Ultimately the Senate Commerce Committee’s bill will be combined with bills from the Environment and Public Works and Banking committees. The final resolution could come to the floor for consideration by the full Senate as early as this week. The House of Representatives is also currently considering its strategy for transportation. No word on when the two chambers will come together on a final resolution.

Join us on Thursday for an inside look at transportation reauthorization in Congress

The current federal transportation bill will expire on July 31, 2015, with the nation’s transportation fund reaching insolvency near the same time. Join us Thursday for a public conversation about what’s likely to happen in Washington and what it all means for your community. 

In the coming weeks Congress will likely be negotiating an extension to MAP-21 before its July 31 expiration while also debating the policies in a long-term transportation bill — a process that has already started. How will the decisions made in Congress and the current political landscape impact local transportation projects, Complete Streets, and transit-oriented development?

Join Smart Growth America and Transportation for America for a special open conversation about what’s happening right now in transportation policy this Thursday, July 16, 2015 at 4:00 PM EDT.

You can register for the event here.

Hear from Joe McAndrew, Policy Director at Transportation for America; Christopher Coes, Director of LOCUS; and Stefanie Seskin, Deputy Director of the National Complete Streets Coalition. Each speaker will focus on a different aspect of the current negotiations.

The federal transportation bill will have huge implications for development across the country. Join us on Thursday to learn more about where Congress currently stands and what you can do to help shape the debate.

18-days-until-trust-fund-runs-out

Cities and towns could lose one of their best options for funding smart local projects

The Senate Commerce Committee is marking up a version of a long-term transportation funding bill Wednesday morning with no authorization for the popular TIGER program, thus limiting the money available to local communities.

Let me tell you a short story.

In central Illinois, there’s a classic medium-sized American town that desperately wanted to revitalize their downtown, fan the flames of the community’s civic pride, and provide a new lynchpin to encourage development in a part of town that had been neglected for far too long.

The elected leaders, business leaders and citizens in Normal, Illinois had an ambitious vision for their city’s core to become a powerful asset; helping them compete and prosper economically and creating a new framework for creating value for decades to come.

save-tiger-featuredSince 2009, the federal TIGER program has made projects like Normal’s downtown transportation hub and civic centerpiece a reality, directing a relatively tiny $4 billion into smart, ready-to-go homegrown transportation projects that bring a high return on investment.

Unfortunately, in the just-released proposal for a new long-term transportation bill, the Senate Commerce Committee has decided to entirely scrap the oversubscribed and woefully underfunded TIGER program that awards competitive, merit-based grants.

Can you send a message right now to your Senators and urge them to preserve TIGER? 

The Senate Commerce Committee is marking up the bill on Wednesday morning (7/15), so there’s not a moment to lose!

The committee is creating a very smart competitive multimodal grant program explicitly for freight projects, but that shouldn’t happen at the expense of TIGER. We need more transportation dollars, not fewer, awarded competitively on the merits to the best projects.

When we choose projects on the merits, we can get a greater bang for the buck. In Normal, where the new transportation hub opened in 2012, a total public investment of $80 million has catalyzed $165 million in private development surrounding the station, with another $40-50 million in the works.

These TIGER grants have been rewarding communities all across the country that are thinking outside the box to cut congestion, improve safety, promote economic development, or improve access to jobs and opportunities through smarter transportation investments.

It’s time to take a stand for TIGER. Can you send a message today?

Stories worth reading – July 9, 2015

Here are a few curated stories we’re reading and talking about this week:

Congress has no good way to fund a long-term transportation bill, will likely have to settle for another short-term extension
Forbes
“There is zero chance Congress will fully bankroll a six-year bill—at a cost of at least $90 billion—any time soon.”

As Uber becomes a ridesharing behemoth, should Lyft settle for being #2?
New York Magazine
Can Lyft survive as No. 2? What could make it No. 1? Or should it become a different product altogether? Those are the kinds of existential questions being hashed out in Lyft’s San Francisco headquarters, and among investors wondering whether to bet on the underdog. To better compete, Lyft is adding new services, refining its image, trying to position itself as the more lovable brand for riders and drivers.

Several states have found ways to raise new transportation revenue as federal money declines
Pew
Tired of waiting for federal transportation dollars, eight states, all but one of them headed by Republican governors, either hiked gas taxes or scaled back a planned cut to bring in more money.

Must-Pass Highway Bill Dominates Jammed July
National Journal
With a month-long recess looming in August, Congress is going to try to pack as much as possible into July. In the next three weeks, members will have to contend with several pieces of must-pass legislation, meet a July 31 deadline to fill the nation’s Highway Trust Fund, and lay the groundwork for even more critical legislation due in the early fall.

We can make our roads a lot more bike-friendly. Here’s how
Greater Greater Washington
For the past 40 years, planners have thought the best way to deal with cyclists was to treat them like vehicles. But that policy has left only “fearless” cyclists using the roads. Bikes don’t have to remain a rarely-used alternative. We can change the paradigm.

When Transit Goes Down at the Polls, Here’s Some Advice on How to Regroup
Streetsblog
In a postmortem, Jarrett Walker at Human Transit says public perception of [Vancouver’s] TransLink is at odds with its cost-effective performance. Regional transit agencies, he writes, are generally in a difficult political position, susceptible to blame-shifting from elected leaders with more power than the agency wields itself.

Uber, but for carpooling: Google jumps into the ridesharing business with an upgrade to Waze
The Washington Post
Unlike Uber, Google’s entry into ridesharing will be more limited. You won’t be able to just call up a ride wherever you are; according to Haaretz, drivers will only be able to offer two rides a day, and they have to begin either near where they work or near where they live.

Sound Transit planning heats up for light-rail expansion and public vote
The Seattle Times
But when the euphoria wears off, Sound Transit leaders, and perhaps the public, will face the fact they’re a long way from having a clear plan. What they can guarantee is that it is miserable getting around right now.

Boston’s Olympic bid aims to be the first where you don’t need a car

Three Massachusetts-based organizations recently published Putting Legacy First, a report that makes a series of recommendations intended to support the official 2024 Boston Olympics bid. Their smart recommendations focus on ensuring that the transportation investments made to support a walkable, transit-oriented Olympics and Paralympics will also be primed to serve the Bay Staters well for years to come.

The authors recognize the potential of transportation as a catalyst for short and long-term change. Improvements that the city and state officials can start on now will improve Boston immediately, like addressing the backlog of MBTA’s maintenance needs or focusing future development on creating more walkable, bikeable and livable neighborhoods in affected areas, will also go a long way to making a more widely supported bid. Additionally, by rallying around the challenge of being the first Olympic and Paralympic games that visitors can attend car-free, the authors pose a challenge to federal, state and local officials to think about transportation for the disabled and enabled populations equally.

“We’ve known for a long time that our transportation system – especially the MBTA – needed lots of maintenance and investment just like many transit systems throughout our country. This winter certainly proved it. The Games could provide the deadline that the Boston area may need to create a system Bostonians can be proud of, but it requires that the state, cities and towns, and the Olympic host committee work together to overcome the political and financial barriers that stand in the way of a world-class transportation system,” said Kristina Egan, director of Transportation for Massachusetts.

How do they propose to achieve this goal? Putting Legacy First has eight transportation recommendations, Putting Legacy First Covera few of which are summarized below:

  • The Olympics and Paralympics should serve as a catalyst to accelerate efforts to make the MBTA fully compliant with the Americans with Disabilities Act (ADA).
  • Infrastructure improvements that are solely related to the Games should be financed entirely by private sources. Projects that generate shared benefits to the Games as well as long-term public benefits should be financed by a mix of public and private funds.
  • Since all the main venues are along the coast or Charles River, the report strongly suggests Olympic planners use the Games as an opportunity to build resilience to climate change, sea level rise and storm surges.

One concern expressed by the critics of the Boston 2024 bid is the fear that citizens will wind up paying for a large amount of new infrastructure while receiving few of the benefits. What they view as a current lack of public information and participation adds to this concern. In response, the report offers ways to mitigate those concerns by clearly defining public and private sector roles, as well as recommending that the Commission, “maximize public input and participation with a special focus on under-represented groups”.

“We have to put legacy first,” said Marc Draisen, executive director of MAPC, whose staff are the prime authors of the report. “It’s not just about writing a winning bid and making the Games a success; it’s about making sure our region ends up with more affordable homes, better jobs, beautiful parks, and a 21st century transportation system. These things won’t just happen by themselves. We have to leverage the Olympic bid to make them happen, and the sooner the better.”

While the International Olympic Committee will not announce the 2024 host city until 2017, many civic-minded groups are ready to fight for a blueprint that ensures their investments into such an opportunity benefit the greater Boston region and have lasting positive effects for decades to come.

Putting Legacy First was written and published jointly by the Massachusetts Smart Growth Alliance, Transportation for Massachusetts and the Metropolitan Area Planning Council (a T4A member).

Stories worth reading – July 2, 2015

Here are a few curated stories we’re reading and talking about this week:

First, last week was a busy week in Congress. Did you catch these stories on the T4A blog?

Join us for the third online discussion of the Innovative MPO on July 8th
From the T4A blog
With your guidebook now in hand, join us next Wednesday (July 8) for our third online discussion on the content of the guidebook. This time out, we’ll be focusing on a range of tools and techniques that MPOs can use to get to or stay on the leading edge of smart transportation planning in regions small and large.

Farewell from a smart growth communications veteran
From the T4A blog
Our friend and colleague David Goldberg, who was the founding communications director for Smart Growth America in 2002 and helped get Transportation for America off the ground in 2008-2009 as communications director, says goodbye.

Three changes could dramatically improve the Senate’s draft transportation bill
From the T4A blog
Giving local communities of all sizes the resources they need to realize their ambitious plans to stay economically competitive should be a primary goal of this bill, and several Senators have prepared several amendments to help change that.

Senate Committee rolls forward with speedy markup of six-year transportation bill
From the T4A blog
One thing was abundantly clear from the beginning of this morning’s committee markup of the DRIVE Act: the EPW Committee members are eager to get their portion of the bill completed and moved forward as soon as possible.

Congress kicks into high gear on transportation — let’s summarize the action
From the T4A blog
During an extremely busy week in Congress in several key committees, a long-term transportation bill and a multi-year passenger rail authorization were introduced and passed committees, along with hearings on possible ways to keep our nation’s transportation fund afloat, rural transportation issues, rail safety, and autonomous vehicles.

Compromise in Washington State clears the way for a transportation funding package
From the T4A blog
The deal looked almost dead last week, but a last-ditch compromise could give Seattle-area residents a little more control over their transportation future.

Other Headlines

Cities are realizing why Complete Streets are good for their economies and for safety [featuring SGA’s own Complete Streets coalition]
Washington Post
Nationwide, government leaders are reconsidering decades-old policies that have prioritized car traffic. Instead of making streets fast, they want to make them welcoming — to kids on tricycles, seniors with canes and everyone in between.

Uber buys mapping assets from Microsoft Bing
ZDNet
For Uber, the deal is not surprising. The unicorn startup has honed in on other mapping technologies in the past and has made no secret of its ambitions to move beyond being a mere on-demand car service.

[Related] Bill Gates Thinks Uber Has the Best Shot at Self-driving Cars
Time
Gates said a real tipping point for change in driving will come from self-driving cars, calling it “the real rubicon.” And Uber is primed to take the lead, he added.

Senate Environment and Public Works Committee Misses an Opportunity for Reform
Center For American Progress
While the DRIVE Act would deliver desperately needed infrastructure funding, the bill represents a missed opportunity to provide balanced investment to expand safe, affordable, and efficient alternatives to driving.

A vision of high-speed rail in America: Time for a national conversation?
Brookings
The vision is compelling because high-speed rail can help merge key urban hubs in America, creating the possibility of a new type of megalopolis that other modes of transportation are unable to support – and will serve as a new foundation for growth in the future.

Urban transit systems struggle to keep pace as demand grows
SFGate/Associated Press
Urban planners have long considered public transportation the best remedy for traffic congestion, but many of the nation’s largest mass-transit systems simply aren’t up to the task.

Study: UTA rail projects helped fuel economic growth
The Salt Lake Tribune
Mass transit may aim mostly to move people efficiently and reduce traffic congestion and pollution. But a new study looking at Utah says rail expansion also attracted plenty of firms and development that created hundreds of jobs.

As Part Of Multibillion-Dollar Package For Roads, Hogan Says ‘Yes’ To Purple Line
WAMU
Maryland Governor Larry Hogan announced a major shift in state transportation spending to prioritize the maintenance and expansion of roads and bridges over investment in mass transit projects.

Three changes could dramatically improve the Senate’s draft transportation bill

Ahead of the looming July 31 deadline to pass a new bill (or extend the current law), the Senate Environment and Public Works Committee in late June introduced and marked up a full six-year transportation bill. While we think it’s a good starting point, there are some promising amendments that could improve the bill dramatically as it goes forward in the Senate.

Mayors and other local elected leaders are the ones who face the music from citizens when bridges need repair, when mounting congestion makes commutes unpredictable, and when families can’t safely walk their kids to school — yet those same leaders are too often left out of the discussions over what gets built and where.

Giving local communities of all sizes the resources they need to realize their ambitious plans to stay economically competitive should be a primary goal of this bill, and several Senators have prepared several amendments to help change that.

Several of these were discussed or offered and withdrawn during the markup, and will hopefully be debated on the floor of the Senate.

First, Senators Wicker (R-MS) and Booker (D-NJ) are offering their Innovation in Surface Transportation Act as an amendment, to create a competitive grant program in each state to give local communities more access to federal funds — but only for the smartest, most innovative projects judged on their merits. A second amendment from Senators Booker and Wicker would increase the amount of flexible transportation dollars directly provided to local communities by ten percent of the program’s share.

Lastly, an amendment from Senator Cardin (D-MD) would increase funding for the program that cities, towns and regions use to invest in projects to make biking and walking safer — restoring the Transportation Alternatives Program to its previous funding level before being slashed in the last reauthorization in 2012.

Can you urge your Senators to support these amendments that will help give local communities like yours more access to and control over transportation dollars?

With a new competitive grant program for local projects in each state, more communities could find success like Normal, IL, found with its Uptown Station. Normal used a grant from the competitive national TIGER program to complete the funding picture for a multimodal station and central plaza that brought new life and economic activity to its town’s core. But the TIGER program is one of the only ways local communities can directly access federal funds, and it’s wildly oversubscribed.

Though the bill has cleared committee, it will still have to be considered in the full Senate, so we need all Senators to hear your support for these amendments. Don’t delay — send a message to your Senators and urge them to support these key amendments to improve this bill.

Logged-in members can read our full summary of the EPW bill below.

[member_content]Feature graphic - epw drive actJune 24, 2015 — The Senate Environment and Public Works Committee (EPW) released its six-year MAP-21 reauthorization proposal on June 22, 2015. The DRIVE Act is a start, but needs much more work to reform — and reinvigorate — the federal transportation program in ways that will boost today’s economy and ensure future prosperity. This memo provides an overview of the key provisions included in the proposal, as well as funding levels for key programs.

Read the full members-only memo here.[/member_content]

Join us for the third online discussion of the Innovative MPO on July 8th

Building on the range of new ideas for metropolitan planning organizations outlined in our Innovative MPO report, join us for the third in a series of online discussions to help MPO staff, board members, and civic leaders find smart ways to use their funding and planning authority to get better outcomes for their regions.

First, if you’re asking, “What’s The Innovative MPO?”, it’s a great free resource we released in late 2014, so the first thing to do is to cruise over to this page and get your copy immediately.

With your guidebook now in hand, join us next Wednesday (July 8) for our third online discussion on the content of the guidebook. This time out, we’ll be focusing on a range of tools and techniques that MPOs can use to get to or stay on the leading edge of smart transportation planning in regions small and large.

Specifically, we’ll be looking a few provisions in the Senate’s recent proposal for a six-year transportation authorization that will create some new opportunities for innovative MPOs prepared to capitalize, how one region is taking advantage of an amazing wealth of data to better measure the performance of their transportation dollars, and an emerging placemaking and planning approach that leverages arts, culture and creativity to foster more inclusive economic development in communities of any size.

Register for this informative webinar on Wednesday, July 8th at 3 PM EDT and join the following experts:

  • Joe McAndrew, T4America policy director, will discuss a few key provisions in the Senate’s long-term transportation bill, and the opportunities it will create for the MPOs best prepared to take advantage.
  • Monique De Los Rios-Urban from the Maricopa Association of Governments (MAG) will touch on performance measures and data collection. MAG has an amazing online suite of data research tools that you can test drive right here.
  • Erin Evenhouse, T4America Midwest outreach manager, will discuss the emerging practice of “creative place-making,” and share stories of how some metro regions are using this inclusive approach to planning — as well as some details on a forthcoming T4America toolkit for MPOs and others on the practice.

Farewell from a smart growth communications veteran

This post is a personal farewell from our friend and colleague David Goldberg, who was the founding communications director for Smart Growth America in 2002 and helped get Transportation for America off the ground in 2008-2009 as communications director. Other than former Gov. Parris Glendening at SGA, David was the longest tenured SGA/T4A employee, helping to steer this small part of the larger movement for transportation reform and creating better places over the last thirteen years. We’ll miss him deeply, and wish him the best in his new endeavors. Here are few thoughts directly from David as he departs. –Ed.

David Goldberg Atlanta event

David Goldberg

After 13 great years with Smart Growth America and Transportation for America, I am moving on to a new challenge. For two decades I worked on addressing the consequences of our 20th century efforts to re-engineer our human habitat. Now I’m joining a new group that is grappling with the after-effects of industrializing the American diet during that same period.

The change is bittersweet. We’ve had a great ride since starting SGA in the early 2000s, bringing attention to the problems associated with out-of-control development patterns and helping to reshape policies, practices and even consumer preferences toward more walkable — and workable — neighborhoods and transportation networks.

We’ve seen enormous change over the last 13 years, with the arc of planning, development and transportation trends bending ever more in the direction this movement has worked for. Smart Growth America can’t claim credit for all that of course, but the organization and its allies clearly had a hand in helping communities adjust to shifting patterns of growth. In many places across the country, “Sprawl is out, compact is in.”

I think it was fitting that on my last day in the office with my D.C. colleagues, we released Core Values: Why American Companies are Moving Downtown, shepherded into existence by the incomparable Alex Dodds, the communications director for Smart Growth America. After all, it was when executives started moving their companies and families to the outskirts in the late 20th century that the country launched into hyper-sprawl; a reversal of that trend is significant, indeed.

Long before, in the early 2000s, we helped put the issue of sprawling development patterns on the map, releasing Measuring Sprawl and Measuring the Health Effects of Sprawl.

We fought regressive ballot measures, participated in post-Katrina planning, produced a groundbreaking book and delivered testimony to Congress on the role of development patterns in climate change. We wrote a guidebook for residents on shaping change in their neighborhoods, Choosing our Community’s Future: A Citizen’s Guide to Getting the Most out of Development.

Working with my frequent partner in crime, Barbara McCann, we coined the term Complete Streets and housed a national campaign for them. Now there are hundreds of communities and several states with complete streets policies, and you can see the transformation on the ground just about everywhere you go.

Along with Reconnecting America, in 2008 we launched Transportation for America, which is now a program of SGA. Declining gas tax revenues and Congressional dysfunction have delayed the big reforms we hoped for at the federal level, but there’s still plenty to be encouraged by at the state and local level, with local communities all across the country pushing ahead on the kind of smart, comprehensive transportation systems we have worked for. T4America is helping them, lending support and leading with innovative ideas, while continuing to work on their behalf in D.C.

And along the way we helped call attention to some important issues with our reports and releases.

The Fix We’re in For: The State of Our Nation’s Bridges, our periodic reports on structurally deficient bridges, earned us a national reputation. To amplify the effect, we have done releases by Congressional district (featured by Chris Matthews on MSNBC), and my brilliant colleague (and new T4A communications director), Steve Davis, produced an interactive map where anyone can find the deficient bridges near them. When the Skagit River bridge on I-5 north of Seattle collapsed, I immediately got calls from national networks, and I offered comment from the scene.

I’m especially proud of Dangerous by Design, which did so much to raise awareness of the role that street design plays in killing and injuring people on foot. The topic became a 1A story in the New York Times, and many other places. We helped bring national attention to the case of an African-American mom in an Atlanta suburb, Raquel Nelson, who was convicted of vehicular homicide after her four-year-old was hit and killed as they crossed a highway from their bus stop to their apartment complex.

The story hit national television and NPR, and we landed an op-ed in The Washington Post, entitled “Protect, don’t prosecute, pedestrians”.

We also have worked to call attention to the need to adapt to the needs of a growing, older population, with reports such as Aging in Place – Stuck without Options: Fixing the Mobility Crisis Facing the Baby Boom Generation, which is also still featured over at AARP. On my last full week with SGA and T4A I participated in an intensive discussion on that topic in Atlanta.

The struggle is never over, of course. SGA and T4A now are working to help communities deal with some of the challenges in popular urban areas, where affordable housing strategies are a critical need and transportation demand is changing as rapidly as new options are emerging in the age of smartphones.

But if anyone is up to those challenges, my brilliant, passionate colleagues at SGA and T4A certainly are among them. I’ve learned an incredible amount from them and from the fantastic, committed people we’ve worked with all across the country. I will miss the people as much, if not more, than the subject area. Now that we’ve solved the issue of sprawling development patterns (if only), I’m off to go encourage the processed food industry to do its part to address rising rates of obesity, diabetes and other chronic health issues associated with their products – wish us luck!

Our fondest farewells to David Goldberg! For anyone looking to get in touch with David at his new gig or for any SGA or T4-related communications questions moving forward, contact our communications team below.

Steve Davis headshotSteve Davis
Director of Communications
Transportation for America
202-971-3902
steve.davis@t4america.org

Alex Dodds HeadshotAlex Dodds
Communications Director
Smart Growth America
202-971-3927
adodds@smartgrowthamerica.org

Compromise in Washington State clears the way for a transportation funding package

Washington State Governor Jay Inslee and state legislative leaders indicated yesterday that they have reached agreement on a $15 billion transportation package that also provides $15 billion in local funding authority for Sound Transit, the regional transit agency for the Puget Sound (Seattle) region.

The deal looked almost dead last week, but a last-ditch compromise could give Seattle-area residents a little more control over their transportation future.

Seattle LINK light rail tunnel

From the Seattle Times piece:

The major obstacle to reaching agreement on a statewide transportation package disappeared Sunday morning, as Gov. Jay Inslee announced he would accept “poison pill” language in the measure intended to hinder one of his environmental priorities. And Sunday afternoon, Rep. Judy Clibborn, D-Mercer Island, chair of the House Transportation Committee, announced that Democrats and Republicans had reached a deal on the package itself. In addition to the approximately $15 billion in funding, the package includes the authorization sought for the full $15 billion in Sound Transit’s rail-extension ballot measure, according to Clibborn. “The deal is done,” said Clibborn. “It’s just now, do we have the votes and are people happy with the deal we struck?”

This local funding authority for Sound Transit — which would still have to be approved by Puget Sound voters in November 2016 — would fund LINK light rail extensions to Everett, Issaquah and Tacoma, Ballard and West Seattle while enhancing the region’s bus service.

This isn’t a done deal just yet.

The legislature still must approve the leadership’s deal, which includes a “poison pill” preventing future adoption of a low carbon fuel standard, a compromise that several environmental groups oppose. The low carbon fuel provision has been an important priority for Gov. Inslee, but House Republicans had made it clear that they wouldn’t vote for a funding package unless the clean fuel provision was precluded:

Inslee had sought the [low carbon fuel] standards to reduce greenhouse gas emissions, but Republicans have argued that it would raise gas prices. “I oppose that and have worked hard to find a better alternative,” Inslee said in a statement. “But legislators tell me it is essential to passing the $15 billion multimodal transportation package and authorizing an additional $15 billion for Sound Transit light rail expansion.”

While the package does raise new state revenues for transportation writ large, a majority of Puget Sound voters will have to support a Sound Transit III ballot measure in November 2016 to approve the additional revenues to support the substantial transit investment that includes the expansion of the LINK light rail system.