Two Republicans hint at OK for high-speed rail
by Meteor Blades
Wed Feb 02, 2011 at 07:02:03 AM PST
Two key House Republicans have indicated conditional support for one element of President Barack Obama's goal of putting 80 percent of Americans within reach of high-speed passenger rail service by 2035, as noted in his State of the Union address. Rep. John L. Mica (FL-07), the Republican Leader of the House Transportation and Infrastructure Committee, and Rep. Bill Shuster (PA-09) on the Railroads, Pipelines and Hazardous Materials Subcommittee, voiced support for extending high-speed rail but cautioned that the President should seek more private investment and focus on fewer regions for where such service should be established.
But will the veteran Representatives' support mean additional government funding for high-speed rail? Opposition is extensive. Derrick Z. Jackson reported that the 175-member Republican Study Committee, a caucus of House Republican conservatives, wants to end all funding for both Amtrak and high-speed rail. Caucus chairman Jim Jordan of Ohio asked in 2009, “Why should we subsidize an industry that will directly compete with the automobile industry, which is so critical to our area?’’ The new governors of Ohio and Wisconsin returned their $1.2 billion share of $8 billion in high-speed rail money that the Obama administration granted last year. The biggest chunk of those dollars went to California, Florida and Illinois.
What's been granted so far is mere seed money. A nationwide high-speed rail network would cost hundreds of billions. As an example of how much, Spain, which began its first state-owned and operated high-speed service 19 years ago, plans to spend $140 billion by 2020 to finish crisscrossing the country with fast trains. But the cost has a big benefit. The system has already transformed Spain's transportation and made it a world leader in high-speed rail. It's also boosted the economy. Just as it has been projected to do in the United States.
A study by the Boston-based Economic Development Research Group commissioned by the U.S. Conference of Mayor concluded last year that the results of high-speed rail by 2035 for just four cities would be vast:
In Los Angeles, up to $7.6 billion per year in new business, including $4.3 billion per year in Gross Regional Product (GRP) growth and up to 55,000 jobs. In Chicago, up to $6.1 billion per year in new business, including up to $3.6 billion per year in GRP growth and up to 42,000 jobs. In Orlando, up to $2.9 billion per year in new business, including up to $1.7 billion per year in GRP growth and up to 27,500 jobs. In Albany, up to $2.5 billion per year in new business, including up to $1.4 billion per year in GRP growth and up to 21,000 jobs.
Additionally, HSR's projected larger flow of passengers will lead to increased tourism and business travel, generating additional spending at local hotels, restaurants and retail stores. Projections show that by 2035, HSR can annually add roughly $255 million in the Orlando area; $147 million in the Los Angeles area; more than $100 million in the Albany-Saratoga area; and $42 million in the Chicago area.
Last month, America 2050, an urban planning initiative focused on developing an infrastructure plan and growth strategy for the United States, published its 56-page study [pdf] identifying megaregions containing 70 percent of the population that would most benefit from high-speed rail.
The best system would be high-speed rail propelled by green energy, electricity delivered via low-leakage, ultra-high voltage lines that replace our aging grid. Electrification of all rail – slow or high speed – ought to be on the list of our goals for upgrading infrastructure. All part of getting us off carbon-based fuels.
Getting Congress - especially the current Congress - to provide the government's share of funding for such a network, will be no easy task. There are sources of money. The hundreds of billions poured into the military-industrial-congressional complex come to mind. In addition, a carbon tax, a gasoline tax (with appropriate assistance to low-income families) and a surcharge on new vehicles that get poor mileage are all possibilities. But each of these has its detractors. In addition, there is the crowd that simply argues no-new-taxes-no-matter-what.
Funding is not the only problem.
As Robert Goodspeed wrote in 2009:
Ironically, the California system is demonstrating the biggest problems for high speed rail in the U.S. may not be our lack of technical knowledge but our troubled infrastructure planning and delivery system. Disputes about alignments in California have already spawned lawsuits. Maybe beyond ogling their trains, we should study how our foreign counterparts resolve conflicts about system design. In one case study I read about planning a TGV line in France, the government convened a “debate” bringing together the stakeholders before choosing an alignment or other technical details. In the U.S. on the other hand, government agencies act both as project designers and boosters, relegating other stakeholders to reactionary roles as outsiders who rely on lawsuits to pursue their interests. In addition, our government agencies are also lacking in competent planners and administrators who specialize in rail. In the end, dysfunctional planning processes and weak planning capacity may result in avoidable cost overruns. Overcoming these obstacles may prove even more challenging than finding the historically elusive political will.
Responding to Goodspeed at the time, Robert Cruickshank wisely wrote that high-speed rail should everywhere be assessed and planned in a statewide context. In many places, it is currently "assessed in a town-by-town setting, totally divorced from statewide concerns, and even from local urban plans." This obstacle is one reason the federal government granted California $2.35 billion in matching funds for starting its 800-mile high-speed rail system but insisted that the first leg be built where objections to siting are likely to be few - in the central valley between two cities that are unlikely to get many passengers instead of, say, from San Francisco to Sacramento or Los Angeles to San Diego.
This impediment to reasonably paced planning is also true of multi-state regions and of the nation as a whole.
If high-speed rail really is destined to become the reality in the United States that President Obama has proposed that it be, we also need to remember what happened when the nation's first rail network was built. That was a series of rip-offs of taxpayers by private interests who received gargantuan federal land grants, as well as federal and local financial backing, for laying down shoddily constructed railroads that, within a few years of making their owners ultra-wealthy, had to be rebuilt, and then rebuilt again. As a high-speed rail network will be one of the larger infrastructure projects ever built, comparable to the Interstate Highway System, we need effective, independent oversight to ensure that it's done right. We have plenty of examples proving that providing such oversight is no easy matter.
And, finally, given that any system will require vast sums of taxpayer money mixed with private dollars, the government's investment should generate returns to the public Treasury the same as any private investor would receive. Enough with having the government lay the foundation, provide the bucks, and then be told after the fact - while the private sector vacuums up the profits - that government can't do anything right.
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For readers who wish to dig deeper, BruceMcF has written extensively on the subject of the "Steel Interstate," high-speed rail and all-electric transportation. You can see his diaries here and here.