Surface Transportation Reauthorization Act of 2009 (Oberstar)

Spearheaded by Chairman Oberstar of the House Committee on Transportation and Infrastructure, proposed language for the Surface Transportation Authorization Act of 2009 (Oberstar’s Proposal) was released on June 22, 2009.  This 700+ page document states that it will “transform federal surface transportation to a performance-based framework to reduce fatalities and injuries on our Nation’s highways, address the mobility and access needs of people and goods, improve the condition, performance, and connectivity of the United States intermodal surface transportation system, provide transportation choices for commuters and travelers, promote environmental sustainability, public health, and the livability of communities, support robust investment in surface transportation, and for other purposes.”

While the Waxman-Markey House climate change bill includes a small section on the role of metropolitan planning and greenhouse gas reduction, the Oberstar Transportation Reauthorization language similarly includes a small section on the need for including climate change objectives in regional planning.  Below is a shortened version of the language that is found in both pieces of developing legislation – note this language from Oberstar was inserted at 3am the day of the passage of the climate bill as a replacement for Representative Matsui’s version (see House-Approved Climate Bill).

Language from Waxman-Markey page 475 / Oberstar page 336

• Establishment of Emissions Reduction Targets and Strategies
  • In General. Each MPO shall develop surface transportation-related greenhouse gas emission reduction targets, as well as strategies to meet such targets, as part of the transportation planning process under this section.
  • Minimum Requirements.  Each MPO that develops targets and strategies required shall demonstrate progress in stabilizing and reducing transportation-related greenhouse gas emissions in each MPO.  The targets and strategies shall, at a minimum:
    • Be based on the models and methodologies established in the final regulations required under section 841 of the Clean Air Act;
    • Address sources of surface transportation-related greenhouse gas emissions and contribute to achievement of the national transportation-related greenhouse gas emissions reduction goals;
    • Include efforts to increase public transportation ridership; and
    • Include efforts to increase walking, bicycling, and other forms of non-motorized transportation

Current House/Senate Proposals (Mica/Boxer)

Despite this detailed outlined to reauthorize and streamline transportation investments, the House Transportation and Infrastructure Committee released a federal transportation reauthorization proposal – 646 days after Oberstar’s, described as a “multi-modal initiative” under Chairman Mica which “streamlines and reforms federal programs, expedites the project approval process, maximizes leveraging of limited resources, provides flexibility for states, and ensures long-term funding stability for job-creating transportation programs.”  However, the six-year $230 billion proposal represents a significant cut from the $286 billion from SAFETEA-LU, with the “multi-modal initiative” in this proposal including: vague performance measurements for highways, transit, and maintenance / state of good repair; major cuts to bicycle, pedestrian, transportation enhancements, and operational Amtrak funds; continued split of 20 percent for transit and 80 percent for highways; provision removal for states to spend highway funding on non-highway activities; and no leadership for a federal infrastructure bank.

Spearheading the transportation reauthorization language in the Senate, Committee on Environment and Public Works Chairman Barbara Boxer recently announced plans for a $104 billion proposal which would maintain baseline funding and programs over the next two years.  Known as “Moving Ahead for Progress in the 21st Century” (MAP-21), the central pieces of the Senate bill highlight: a dramatic expansion of the Transportation Infrastructure Finance and Innovation Act (TIFIA) program, which provides federal credit assistance to finance surface transportation projects of national and regional significance; maintaining dedicated funding for bicycle and pedestrian transit; and the consolidation of certain areas of DOT. The committee’s bill does not include dedicated funding for either transit or high-speed rail, which are under the jurisdiction of the Banking and Commerce committees, respectively.

While the most recent proposals for a transportation reauthorization bill lack innovation and leadership and/or are too short-term to provide the needed shift in secure funding mechanisms, the lack of federal reform also lays a foundation for states to better leverage funds and solutions to their unique challenges.

Comments are closed