Skip to content

Posts from the "House of Representatives" Category

No Comments

Active Transportation Loses a Key Republican Ally as Rep. Tom Petri Retires

For years, if there was a Republican sponsor of a good piece of legislation on active transportation in the House, more often than not it was Tom Petri of Wisconsin. Advocates will be sorry to learn that Rep. Petri has announced that after 35 years in Congress, he will not seek another term.

Tom Petri received the Wisconsin Bike Federation’s Hero Award last year. Photo: Wendy Soucie/Lodi Valley News

Petri is the Republican co-chair of Rep. Earl Blumebauer’s Congressional Bicycling Caucus, he recently helped launch Partnership for Active Transportation, and he’s a regular at the National Bike Summit. But he really stole everybody’s heart when he was the sole committee Republican to vote against the disastrous House transportation bill in 2012. He says he voted against it “primarily because it slashed highway funding for Wisconsin,” but we suspect that if his amendment to restore Safe Routes to School funding had succeeded, he might have decided to support the bill.

When Petri was named chair of the Highways and Transit Subcommittee, it seemed the often-sidelined party outsider would be able to inject a little bit of reason into the proceedings before the passage of a new transportation bill. The hearings he’s held on MAP-21 have been thoughtful, and he’s given considerable attention to the needs of transit, but he hasn’t had much opportunity in the committee to focus on bike and pedestrian issues.

If a bill does pass before a new session begins in January, Petri will have a hand in helping craft it. But if, as most people expect, Congress punts this summer, passing some kind of extension to keep funding going while they stall on finding a sustainable revenue source, Petri will likely be out by the time real negotiations get going.

Streetsblog has requested an exit interview with Rep. Petri before he leaves office. We look forward to bringing you his parting thoughts.

13 Comments

Paul Ryan’s New Budget Seeks to “Murder” Amtrak

Just four months ago, the country was hailing a bipartisan budget deal negotiated by Senate Budget Committee Chair Patty Murray and her House counterpart, Paul Ryan. It was a respite from the deeply partisan posturing over spending that has gridlocked Washington for years. Even better, it was a two-year budget resolution, meaning it seemed the next fight would be a long way off.

Rep. Paul Ryan released an unnecessary budget proposal just to show off how badly he'd destroy transportation. Photo: ##https://www.flickr.com/photos/gageskidmore/5446900144/##Gage Skidmore/flickr##

Rep. Paul Ryan released an unnecessary budget proposal to show off his deficit hawk bona fides.
Photo: Gage Skidmore/Flickr

Not long enough.

This week, Ryan unveiled a new “Path to Prosperity,” the title he puts on all of his attempts to starve the federal government.

Ryan didn’t have to release a budget this year, but as USA Today reports, “Republicans have long emphasized the importance of outlining the party’s philosophical priorities, even if [it] stands no chance of becoming law.” In an election year, Ryan appears eager to play up his deficit hawk bona fides and put his cooperative work with Democrats behind him.

No one could accuse Ryan of cozying up to Democrats this time around.

“This proposal takes a partisan jackhammer to our transportation infrastructure at a time when we need to be working together to find ways to rebuild it,” said Rep. Nick Rahall, the senior Democrat on the House Transportation Committee, in a statement. “This is budget déjà vu. Just like last year, this proposal is another road to ruin, not a ‘path to prosperity.’”

While this week’s budget plan technically fits within the broad outlines of December’s bipartisan agreement, the details Ryan fills in would never have been passed by the Senate or signed by Obama.

Ryan acknowledges that “efforts need to be made to find a long-term solution to the [highway] trust fund’s financial challenges,” and asserts that he places a priority on keeping it funded with user fees. But he has never supported a gas tax increase, and he doesn’t do so here. Instead, Ryan merely slashes spending — the same unimaginative and destructive plan Rep. John Mica had a few years ago that was booed off the stage.

According to Kevin DeGood, director of infrastructure policy at the Center for American Progress, Ryan’s new plan would cut surface transportation funding by $172 billion over the next 10 years.

Read more…

1 Comment

Rep. Joe Crowley Announces Pedestrian Safety Bill — The Third in Six Months

Rep. Joe Crowley announces his Pedestrian Fatalities Reduction Act this morning in Queens. Photo courtesy of the Office of Rep. Joe Crowley.

Rep. Joe Crowley announces his Pedestrian Fatalities Reduction Act yesterday in Queens. Photo courtesy of the Office of Rep. Joe Crowley.

Rep. Albio Sires has his New Opportunities for Bicycle and Pedestrian Infrastructure Financing Act (HR 3978). Rep. Earl Blumenauer has his Bicycle and Pedestrian Safety Act (HR 3494). And now, Rep. Joe Crowley has unveiled his Pedestrian Fatalities Reduction Act.

The New York City Democrat, a supporter of Vision Zero, made the announcement yesterday morning in Queens, which suffers a high rate of pedestrian crashes. He was flanked by street safety advocates and public officials.

States are currently required to submit comprehensive, statewide Strategic Highway Safety Plans to the Federal Highway Administration in order to receive federal highway safety funds. Crowley says the SHSP “is used by state departments of transportation to outline safety needs and determine investment decisions” but that “surprisingly, federal law does not require SHSPs to include statistics on pedestrian injuries and fatalities.”

His bill [PDF] would require states to report on the rate of fatalities and serious injuries among pedestrians and “users of nonmotorized forms of transportation.” If those numbers go up, a state would have to explain in its SHSP how it will address the problem.

Read more…

No Comments

Transit Benefit Reappears on the Congressional Agenda

The tax benefit for transit riders has zigzagged dizzily from parity with the car parking subsidy to second-class status. Currently, while drivers can pay for up to $250 in parking costs per month with pretax income, transit riders can’t claim more than $130. Could it zigzag back up?

Sen. Ron Wyden (D-OR) included tax parity for transit riders in his extenders package. Photo: ##http://www.wyden.senate.gov/meet-ron/biography##Office of Sen. Ron Wyden##

Sen. Ron Wyden (D-OR) included tax parity for transit riders in his extenders package. Photo: Office of Sen. Ron Wyden

Sen. Ron Wyden (D-OR), who took over the gavel of the Finance Committee when Max Baucus left to become ambassador to China, just introduced a package of tax extenders, which the committee will consider in a hearing Thursday. The $50 billion package, which re-instates tax benefits that have expired or are expiring, includes a provision bringing the maximum transit benefit up to $250, equal with the driving benefit, for the next two years. That would be a welcome respite from the zigzagging.

The bill has a long way to go before passage, however. It has no “pay-for,” meaning it adds $50 billion to the deficit — a tough sell in an election year. However, some of the benefits included in the package [PDF] — help with mortgages, education deductions, and assistance to members of the military, for example — may be popular enough to warrant it.

Over in the House, Ways and Means Chair Dave Camp has announced he plans to go through the extenders package policy by policy, so lawmakers can decide whether to make them permanent or kill them off. “I think we can all agree that a short extension of tax policies is no way to legislate and is even worse for the families and businesses who utilize those tax benefits,” he said in a letter to Ways and Means Committee members last week. “Moreover, it further confuses the debate as to what the real revenue baseline is. It is time for clarity in both policy and baseline.”

Camp’s plan to hold hearing after hearing on individual measures will take a long time. Wyden wants to act more quickly than that. But Camp is angling toward comprehensive tax reform, especially now that he’s announced that he’s retiring after this term. Although even his fellow Republicans have deemed his reform proposal — which pays for transportation with revenues from a changed corporate tax code — dead on arrival, Camp would clearly like to leave a legacy of some permanent reform.

Read more…

3 Comments

The Next Transpo Bill: Can Congress Solve the Funding Problem?

From left to right, Oklahoma Governor Mary Fallin, Catepillar Group President Stuart Levenick, Atlanta Mayor Kasim Reed and Lawrence Hanley, president of the Amalgamated Transit Union, testified before House transportation leaders today. The event kicked off a new transportation bill reauthorization process. Image: ##http://transportation.house.gov/calendar/eventsingle.aspx?EventID=364867## House T&I Committee##

From left to right, Oklahoma Governor Mary Fallin, Caterpillar Group President Stuart Levenick, Atlanta Mayor Kasim Reed, and Larry Hanley, president of the Amalgamated Transit Union, testified before House transportation leaders today. The event kicked off a new transportation bill reauthorization process. Photo: House T&I Committee

It’s that time again. Just 18 months after the passage of the latest federal transportation bill, known as MAP-21, Congress has to get serious about the next one. The first hearing on the bill that will replace MAP-21 took place today in the House Transportation and Infrastructure Committee.

With gridlock the order of the day in Washington, expectations for sweeping policy reforms are low. This round of legislating will focus mainly on how to pay for the federal transportation program. The speakers today, who represented interests ranging from the construction lobby to transit unions, all stressed the need for greater certainty and pushed for a funding mechanism to support a long-term, six-year bill.

Members of the committee heard testimony from Oklahoma Governor Mary Fallin, Atlanta Mayor Kasim Reed, Stuart Levenick of industrial manufacturer Caterpillar, and Larry Hanley of the Amalgamated Transit Union. Those who testified even went so far as to suggest an outright funding crisis would be preferable to another series of short-term extensions, like the endless foot-dragging that preceded MAP-21, which itself lasted barely longer than an extension. A scenario where lawmakers let funding for transportation totally run out would at least add a sense of real urgency to negotiations, the thinking goes.

Wisconsin Congressman Tom Petri (R-Wisconsin) asked the panel which outcome they’d prefer, in the case of another stalemate between Republicans and Democrats in the House.

Reed responded, “I would err on the side of short-term pain.”

Those who testified pressed for bold solutions, including alternatives to the gas tax. ”What we need to do is have a conversation in this committee where we put all options on the table,” said Reed.

Hanley suggested Congress consider a tax on financial transactions, the so called “Robin Hood” tax, to fund a 100 percent increase in transit funding, which he said was warranted by growth in major cities and young people’s declining interest in driving.

Read more…

No Comments

TIGER Funding Gets 20 Percent Boost in Final 2014 Spending Bill

We’re less than a third of the way through fiscal year 2014 and we already have a budget! Well, almost — the president still has to sign it. But the House and Senate unveiled the details of the omnibus budget bill yesterday, and just having a complete bill that both parties and both chambers have agreed to is a pretty big deal.

Senate Appropriations Chair Barbara Mikulski said the omnibus bill takes the transportation budget and other functions of government off "autopilot" for the first time since 2011. Photo: ##http://www.flickr.com/photos/nasa_goddard/5613807476/?welcome##NASA Goddard Space Flight Center/flickr##

Senate Appropriations Chair Barbara Mikulski said the omnibus bill takes the transportation budget and other functions of government off “autopilot” for the first time since 2011. Photo: NASA Goddard Space Flight Center/flickr

For the past few years, Congress has been unable to agree on a budget, so funding levels have essentially been frozen in place, and then various deals and sequesters have taken slices out without much strategy or forethought. “For the first time since 2011, no mission of our government will be left behind on autopilot,” said Senate Appropriations Chair Barbara Mikulski in a statement, noting that all 12 sections of the bill are complete.

The results for multi-modal transportation programs [PDF] are better than we’ve grown accustomed to. TIGER gets a 20 percent jump, from $500 million in 2013 to $600 million in 2014. The $500 million translated into $474 million in grants last year, with some taken out for planning and administration. A staffer said that $20 million of the 2014 amount is earmarked for planning, though some of that could go to help grantee communities with their planning.

Amtrak gets $1.39 billion — about $80 million more than last year, but the money comes with strings attached. The bill includes “policy reforms” for Amtrak, including overtime limits for employees and a prohibition on federal support for routes where Amtrak offers a discount of 50 percent or more off normal, peak fares — except where the loss from the discount is covered by the state and the state participates in setting the fares.

There’s nothing for high-speed rail. The Office of Sustainable Communities and its Integrated Planning and Investment Grants (formerly known as Regional Planning and Community Challenge grants) are also zeroed out.

Read more…

8 Comments

Will Old Transit Systems Eat Up All the New Starts Grants?

The first Core Capacity grant of the New Starts program will ease overcrowding on Chicago's red and purple lines. Photo: Michael Boyd/##http://www.chicagoreader.com/chicago/how-to-fix-the-el-cta/Content?oid=3473194##Chicago Reader##

The first Core Capacity grant of the New Starts program will ease overcrowding on Chicago’s red and purple lines. Photo: Michael Boyd/Chicago Reader

One of MAP-21’s many mixed blessings was the New Starts Core Capacity program. It expanded eligibility for New Starts grants — normally reserved as capital assistance for new transit lines — to existing corridors. To qualify, the system just had to show that the improvements would expand the capacity of the line by at least 10 percent.

The double-edged sword is this: The expanded mission didn’t come with any more money. In fact, the Federal Transit Administration saw its funding for New Starts/Small Starts frozen for several years, and then faced a 7 percent cut with the sequester for 2014. Luckily, the budget deal appears to have saved them from that, and though details are still forthcoming, it may mean a more modest 2 percent cut. Less horrific than was feared, perhaps, but still less money for more eligible projects.

That’s led some people to fear that the smaller, newer systems New Starts has traditionally targeted could lose out to legacy systems in major transit markets like New York and Boston. Those concerns came out last week during a Highway and Transit Subcommittee hearing in Congress, focusing on the new program.

“With the expanded eligibilities, one could see a potential situation in which a handful of expensive projects in large urban areas could monopolize the New Starts funding over several years,” said subcommittee chair Tom Petri (R-WI) in his opening remarks. “This could come at the expense of funding opportunities for new public transportation systems in the rest of the country.”

The first New Starts Core Capacity grant to an existing line was put in the project pipeline last month — for Chicago’s red and purple lines, a $4 billion project.

Read more…

25 Comments

Lawmakers Score Conservative Bona Fides By Attacking Efficient Transport

Senator Mike Lee (R-Utah) and Congressman Tom Graves (R-Georgia) have introduced a bill to eliminate federal involvement in transportation policy, which would spell disaster for funding that supports transit, biking, and walking. A largely symbolic vote in favor of “devolution” will allow Republican members of Congress to demonstrate their conservative bona fides.

Senator Mike Lee is one of 21 Republicans sponsoring a bill to eliminate the federal role in transportation. Image: ##http://blog.heritage.org/2013/11/15/changing-transportation-status-quo-empowering-states/## The Foundry##

Senator Mike Lee is one of 21 Republicans sponsoring a bill that would decimate funds for transit, biking, and walking. Image: The Foundry

The Transportation Empowerment Act (TEA) — get it? — is sponsored by 21 lawmakers, all Republicans. The Hill reports that the arch-conservative Heritage Action group will be scoring lawmakers on how they vote. The bill would reduce the federal gas tax from 18.4 cents per gallon to 3.7 cents over five years and turn all spending decisions over to state governments.

Heritage Foundation writer Emily Goff, in her report on TEA, specifically notes that the bill would decimate dedicated funds for transit, biking, and walking projects. Heritage sees that as a big plus:

Under the current highway bill, Moving Ahead for Progress in the 21st Century, at least 25 percent of authorized funding for FY 2013 was diverted to non-general purpose roads and bridges. Transit, the largest diversion, received $8.5 billion, or 17 percent, of authorized funds. Other diversions include $809 million authorized for the transportation alternatives program (TAP), which pays for bicycle and nature paths, sidewalks, and community preservation activities, none of which reduce congestion or improve mobility for the motorists paying for them.

Heritage remains oddly silent on the massive subsidies that pay for roads. Nor do they seem to notice the enormous, wasteful boondoggles perpetuated routinely by states.

And Heritage doesn’t seem convinced that making transportation systems more efficient in the nation’s economic hubs, lowering the death toll from nearly 34,000 traffic fatalities per year, and reducing dependence on fossil fuels are in the national interest. Your state might not lie along a major freight corridor, but freight bottlenecks and delays cost all of us.

Conservative lawmakers have been trying unsuccessfully to enact devolution since the mid-1990s. House Transportation Committee Chair Bill Shuster (R-Pennsylvania) has made it his mission to persuade even the most conservative of Republicans that the founding fathers and free-market thinkers including Adam Smith intended a strong federal role in transportation — and he intends to keep it that way.

No Comments

Another Bike/Ped Safety Bill Coming Soon, Courtesy of Rep. Albio Sires

Yesterday was a great day for Congressional support for bicycle safety! Two Democrats and two Republicans introduced a bill to make states set separate performance measures for bike and pedestrian safety. And in addition, Rep. Albio Sires, a New Jersey Democrat, announced on the floor of the House of Representatives that he’ll be introducing a bill to help low-income communities invest in biking and walking.

Rep. Albio Sires spoke on the House floor yesterday to preview a bike safety bill he plans to introduce.

Rep. Albio Sires spoke on the House floor yesterday to preview a bike safety bill he plans to introduce.

His remarks came on the heels of yesterday’s release of national safety data that confirmed that pedestrian and cyclist fatalities comprise a growing share of overall traffic deaths.

Sires said that he was inspired to action by a report the Sierra Club and the League of American Bicyclists released this spring called, “The New Majority: Pedaling Towards Equity.”

Here’s what Sires said on the House floor:

Mr. Speaker, I rise today to talk about the importance of investing in safe infrastructure for pedestrians and bicyclists. I recently read a report presented by the Sierra Club and League of American Bicyclists, entitled The New Majority: Pedaling towards Equity, and as someone who rides a bicycle regularly, I think there’s a lot to be excited about in their findings. Across the nation, bike ridership is up — and the numbers are impressive. From 2001 to 2009 there has been a 22 percent increase in bike trips among white Americans, 50 percent for Hispanics, 80 percent for Asian Americans, 100 percent among African Americans, and there’s plenty of room for those numbers to grow.

Unfortunately, concerns about access to safe infrastructure remains a barrier for many would-be riders. I believe we must do more in Congress to address that. It’s a simple fact that when we invest in complete streets with safe pedestrian and bicycle pathways, we create communities where businesses want to invest and families want to live. That is why I plan to introduce a bill in the coming weeks that will create innovative new ways of financing non-motorized infrastructure projects. I am hopeful that this legislation will attract bipartisan support here in Congress, so that Americans of all ages and backgrounds can enjoy equitable access to safe roads.

6 Comments

Was TIGER Eliminated in the Shutdown Deal?

Soon after the government shutdown ended, we heard murmurs that the TIGER grant program for innovative transportation projects had been a casualty of the negotiations.

Congress's inability to do anything has meant a temporary de-funding of TIGER. Photo: Wikimedia

Under the rules of the Office of Management and Budget, any program that was de-funded in either chamber’s bill would be de-funded in the continuing resolution (the temporary budget) until it can be replaced by an approved appropriations bill. That’s to ensure compliance with the Anti-Deficiency Act, which basically says Congress shouldn’t allocate money to a program for a given year if it’s later going to say that program has no budget for that year.

The House, as usual, de-funded TIGER in its budget proposal, while the Senate dutifully allocated $474 million for the fifth round of TIGER grants and another $550 million for a sixth round. Neither chamber passed the budget on the floor, but the OMB rule that ended up de-funding TIGER only requires that the bill be voted out of committee, which it was in both chambers.

Thankfully, this CR only lasts through January 15, 2014. But then what? Congress has four options:

  1. Pass a 2014 budget. Outlook: negative. Congress hasn’t passed a budget since 2009. It’s nice of the Senate to even bother going through the motions these days, which they didn’t for a few years. If Congress did, miraculously, agree on a budget to send to the president, it’s anyone’s guess whether TIGER would be included.
  2. Pass another continuing resolution through the end of FY2014. That would reinstate TIGER funding at last year’s levels, since there would be no risk of a full-year bill violating the Anti-Deficiency Act. Technically, the House could insist on a rider to the CR zeroing out TIGER, but those sorts of things severely gum up the process and it’s unlikely they’d bother for something so small and low-profile.
  3. Pass another short-term CR for just a few weeks or months. TIGER and just about everything else would remain in limbo.
  4. Shut down the government. It could happen.

Even worse: On January 15, when a new budget or CR will have to come into effect to prevent yet another government shutdown, they’ll have to deal with a new round of sequester cuts. Luckily, much of the painful part is already over. Though the 2014 cuts look big — $109.3 billion — that’s the reduction from pre-sequestration levels, not 2013 levels. “Only” another $20 billion needs to come out of the budget this time around, and almost exclusively from defense. So the most vulnerable transportation programs like New Starts and Amtrak, which come out of discretionary, not mandatory, spending, needn’t suffer too much.

That won’t stop the House from trying, of course.