Posts Tagged ‘Fixing American’s Surface Transporation Act of 2015’

Senate Committee Introduces Surface Transportation Authorization Bill

June 16, 2021

Members of the Senate Committee on Commerce, Science, and Transportation last week released details about a five-year surface transportation bill authorizing $78 billion for rail, freight, safety and research programs.

The legislation, which has bi-partisan support, is designed to accompany the $303.5 billion Surface Transportation Reauthorization Act of 2021.

The Surface Transportation Investment Act of 2021 was introduced on the same day that a House Committee was marking up its own surface transportation authorization bill, the $547 billion INVEST in America Act.

Both House and Senate proposals are designed to replace the current Fixing America’s Surface Transportation Act, which expires on Sept. 30.

The FAST Act originally expired in 2020 but was extended by Congress for a year.

If Congress fails to approve a new surface transportation authorization bill by Sept. 30, it will face a situation of having to approve another extension or passing one or more continuing resolution extending the current law.

Some congressional observers believe that based on how other surface transportation bills have fared it will be a year or longer before a new bill is enacted.

Among the provisions of the Senate’s most recently introduced bill is authorization of $36 billion for rail programs.

Passenger rail would receive $25 billion of that for intercity passenger rail service.

The committee said in a statement this level of funding “protects Amtrak’s critically important long-distance routes,” while also addressing the Northeast Corridor project capital improvements backlog and encouraging expansion of passenger rail corridors with state support.

Rail funding also includes more than $7.5 billion for rail safety and improvement projects, such as a new $500 million per year grant program to eliminate grade crossings as well as increased funding for the Consolidated Rail and Infrastructure Safety Improvement grant program.

The bill authorizes $28 billion for multi-modal freight investments, including an average of $1.2 billion a year for the Nationally Significant Multimodal Freight grant program.

Other authorizations include $1.5 billion for U.S. DOT’s BUILD/RAISE grant program and $2 billion for the creation of a new program to fund projects of “national significance.”

Safety programs would be authorized $13 billion, including $6 billion for the National Highway Traffic Safety Administration’s highway safety programs; $4.6 billion for the Federal Motor Carrier Safety Administration’s commercial vehicle programs; and $500 million to improve first responder planning and training for hazardous material incidents.

DOT would be authorized $1 billion for new and existing research and development programs.

The legislation also reauthorizes and makes reforms to USDOT agencies such as the Office of the Secretary; Federal Railroad Administration ; FMCSA; NHTSA; and the Pipeline and Hazardous Materials Safety Administration’s Hazardous Materials Programs.

New Congress, Old Priorities for Rail Industry

February 12, 2019

It may be a new Congress, but the railroad industry is continuing to push old priorities in Washington.

An analysis by Progressive Railroading magazine said among the priorities are a permanent extension of the 45G short-line tax credit, keeping existing truck size and weight restrictions, and approval of an infrastructure package that includes funding priority for freight and passenger rail.

How much the industry is able to get done is an open question given that the House is controlled by Democrats and the Senate by Republicans.

Some railroad industry lobbyists say an environment of hyper partisanship combined with hard feelings lingering from the recent 35-day federal government shutdown will make it a challenge to create agreement on transportation policy.

Yet some are optimistic that an infrastructure plan might be a rare example of bi-partisan agreement, in part by trying to portray it as good for urban and rural communities.

The Rail Passengers Association is seeking to prod Congress into address the on-time woes of Amtrak trains by creating a a charter for a Shared-Use Corridor Advisory Committee to develop new “mutually satisfactory solutions” on Amtrak’s shared use of rail routes with its host railroads.

The committee would be similar to the Railroad Safety Advisory Committee and use a collaborative approach to find mutually agreeable solutions to safety regulatory issues.

Although most of industry’s legislative priorities have been around awhile, some new matters the industry is overseeing include discussing the potential regulation of precision scheduled railroading and automation.

“A huge amount of education is needed,” said Chuck Baker, the new president of the American Short Line and Regional Railroad Association.

“A lot of these new members are interested in infrastructure, so we think we’ll have a friendly playing field,” he said.

The Association of American Railroads expects the trucking industry to again seek to get Congress to increase the weight and size limit of trucks.

AAR is calling for what it termed “reasonable” limits on truck size on interstate highways of 80,000 pounds in weight and no more than two 28-foot trailers in total length.

The trucking industry has been seeking to increase these limits through the use of pilot programs to test larger trucks.

The rail industry fears that these programs could lead to higher limits being made permanent at the national level.

An infrastructure program, though, lies at the top of legislative priorities.

Railroad interests are hoping for an infrastructure package coupled with reauthorization of the

Fixing America’s Surface Transportation Act of 2015, which is set to expire in September 2020.

The reauthorization is expected to include funding for Amtrak and the Gateway/Hudson River tunnel projects in New York.

Lawmakers are also expected to debate funding of the Highway Trust Fund and its Mass Transit Account with those discussions focused in part on whether to increase the federal tax on gasoline that motorists pay at the pump.

Other funding alternatives for the HTF that are expected to be discussed include a general sales tax, a vehicle miles traveled fee and a per-barrel tax on crude oil.

Jim Mathews, president of RPA, said his group wants Congress to look at a variety of funding options, including a passenger-rail trust fund. “We think it’s about time that we had a predictable, dedicated source of funding for passenger rail,” he said.