Back to Basics—Accountability for Results - continued...
5. Restructure Transportation Programs to Focus on the National Objectives
Another element of reform to ensure federal dollars are invested to achieve national objectives is to restructure current highway and transit programs.
National Highway Programs
AASHTO proposes that the federal highway program get back to the basics established in 1991, when 90 percent of federal funds were apportioned by formula to states and spent according to the priorities established by the states and their MPOs. The remaining 10 percent would be used for:
- Research: 1 percent,
- Federal Lands: 2.2 percent, and
- Consolidated National Programs: 6.8 percent.
The Consolidated National Programs category would be new or previously authorized programs Congress believes are national priorities such as Scenic Byways, Rail Crossings, and projects of national and regional significance.
Transit Programs
Transit program can be restructured on a parallel with highways to include:
- Preservation and Renewal,
- Operations,
- Congestion Relief and Metro Mobility,
- Enhancements/Quality of Life, and
- Research and Planning.
Multi-modal Approach
All of our transportation resources will be needed to meet future national needs. This will require continuation of the ability to flex highway funds to transit, and vice versa, continuation of the current eligibility of rail projects for funding, investment tax credits for rail projects which benefit the public, and a planning process which considers all modal options and new funding programs to meet the substantial highway freight corridor needs.
6. Speed Project Delivery
Today, a typical highway project can take from 10 to 15 years to complete—up to six years for the environmental process, and up to nine years for planning, design, and construction. Federally funded transit projects face a protracted process as well.
Reform is needed to cut project delivery times in half. Congress should mandate that federal agencies collaborate with states to make it possible to do in 5 to 7 years what currently takes 10 to 15 years. Collaboration between natural resource protection agencies and transportation agencies should be mandated by Congress so they find “win–win” solutions to improve both environmental and transportation outcomes.
7. Eliminate or Limit Earmarking in the Federal Transportation Program
More than 6,000 earmarks, costing some $24 billion, were included in SAFETEA-LU, up from 1,800 earmarks included in TEA-21, in 1998. Earmark reform has emerged as a key issue for restoring public confidence.
No more than five percent of the overall program should be designated through Congressional earmarks, as was the case in ISTEA. If Congress designates high-priority projects from within a state’s federal funding, all earmarked projects should be drawn from a Transportation Improvement Program (TIP) or a Statewide Transportation Improvement Program (STIP) listing that has been approved by a state DOT and its MPOs.
Reform should enable states to set targets for meeting national goals, to deliver projects faster, and to provide accountability for results."—AASHTO President Allen Biehler
Secetary, Pennsylvania DOT
The Key Ingredient for Reform: Leadership
More than 50 years ago, the interstate vision became reality because of leadership by elected, business, and labor leaders. We need that same kind of leadership today to reform and improve our transportation program. We must come together with smart solutions to keep our transportation system viable and vital, in order to keep this country prosperous, protected, and strong.
