Copyright 2002 eMediaMillWorks, Inc.
(f/k/a Federal
Document Clearing House, Inc.)
Federal Document Clearing House
Congressional Testimony
January 24, 2002 Thursday
SECTION: CAPITOL HILL HEARING TESTIMONY
LENGTH: 1654 words
COMMITTEE:
SENATE ENVIRONMENT AND PUBLIC WORKS
HEADLINE: HIGHWAY FUNDING
REAUTHORIZATION TESTIMONY-BY: BOB
WISE, GOVERNOR
AFFILIATION: WEST VIRGINIA
BODY: STATEMENT OF GOVERNOR BOB WISE WEST VIRGINIA
BEFORE THE COMMITTEE ON ENVIRONMENT AND PUBLIC WORKS UNITED STATES
SENATE
ON PARTNERS FOR AMERICA'S
TRANSPORTATION FUTURE:
REAUTHORIZATION OF THE TRANSPORTATION EQUITY ACT FOR THE 21st
CENTURY
ON BEHALF OF THE NATIONAL GOVERNORS ASSOCIATION
JANUARY
24, 2002
Chairman Jeffords, Senator Smith, and members of the Senate
Environment and Public Works Committee. . .it is my great pleasure to be with
you today to offer my testimony as you begin to debate the
reauthorization of the Transportation Equity Act for the 21st
Century (TEA-21). I am especially pleased to be one of the lead governors on
transportation for the National Governors Association (NGA). I
also appreciate the chance to follow United States Secretary of
Transportation Norm Mineta. As you are aware, I was a member of
the U.S. House of Representatives
Transportation and
Infrastructure Committee when Secretary Mineta was chair. I can assure you that
there is no better person to guide our nation's
transportation
policy. I also wish to commend West Virginia's United States Senators and your
colleagues, Senators Byrd and Rockefeller. Having two senators of their caliber
makes my job as governor much easier. When I was a member of the U.S. House of
Representatives, I was always a supporter of TEA-21. . .because I firmly
believed that investing in our nation's
transportation
infrastructure was a key ingredient to economic prosperity. After a year in
office as the governor of West Virginia, I am even more convinced that TEA-21 is
essential to the future of my state and this nation. West Virginia is a
wonderful state, but we have unique
transportation challenges
because of our beautiful, yet rugged terrain. One of my most important jobs is
to continue to improve our road system so that we can take full advantage of the
opportunities presented by having a modern
transportation
system. West Virginia has committed itself to doing that by maximizing our state
gas tax to leverage as much local investment as possible.
The
state-federal partnership fostered under TEA-21 has been one that has greatly
benefited the surface
transportation system throughout the
nation as a whole. The governors are committed to maintaining a safe and
efficient
transportation infrastructure, and we urge the
reauthorization of TEA-21. To meet that goal, a number of
important issues must be addressed and considered.
As this body debates
the
reauthorization of TEA-21, care should be taken to fortify
and protect the Highway Trust Fund. This fund is the major financial mechanism
that redistributes dedicated highway related revenue. . .such as fuel taxes and
user fees to the states for maintaining and improving the nation's
transportation infrastructure. It is critically important that
Congress and the Administration take measures to ensure that the annual revenues
to the Highway Trust Fund are used for their intended purpose. This has been
achieved during TEA-21 through the workings of the Revenue and Aligned Budget
Authority (RABA) Program. While this concept is commendable, we now see that it
is not working as efficiently as it could. This program will provide a total of
$4.1 billion more for infrastructure investment than was anticipated when TEA-21
was first enacted; however, that figure represents the net effect of the very
substantial increases the states enjoyed in fiscal years 2000, 2001, and 2002.
Between 2002 and 2003, the states may see their apportionments of obligation
authority from the Trust Fund drop by about 30 percent. This translates into a
$9.1 billion drop in federal highway funding from the fiscal year 2002 level.
These figures are projected by the U.S. Department of
Transportation based upon new projections of the Revenue
Aligned Budget Authority (RABA). The potential magnitude of a $9.1 billion
funding decrease has the result of nearly 144,000 jobs being lost over the next
two years.
The longer term impact on the highway program could extend
for a number of years for two reasons. First, the sharp reduction will affect
the ability of states to use bond financing for construction. Secondly, the
fiscal year 2003 funding numbers would serve as a baseline for the calculations
of the next
reauthorization legislation. These extreme peaks
and valleys make it impossible to conduct a consistent, well-planned investment
program. Going into 2003, commitments to several road projects around the
country will have to be revisited, and contractors will be without work. Since
the redistribution of RABA funds have been based largely on revenue estimates
from year to year, I encourage the committee to pursue changes that ensure that
all Trust Fund revenues continue to be distributed to the states but in a
fashion that smoothes out the extreme peaks and valleys we will experience
during the TEA-21 period. States are in the process of researching solutions to
achieve a more stable and reliable distribution mechanism in light of new
negative RABA projections. We would like to work with you and your committee to
ensure a rapid and bipartisan action.
Our states are responsible for the
vast majority of the maintenance of our nation's roads and finance more than
one-half of all public investments in surface
transportation.
My fellow governors are committed to maintaining a first-class
transportation system and continuing the partnership with the
federal government developed through TEA-21. . .but in order to do that, it is
important that each state be granted the flexibility and authority to make the
key decisions that affect
transportation. The public
transportation system is largely the responsibility of states
and local governments. It is important that the next authorization should not
weaken or preempt state authority. The governors oppose unfunded mandates and
urge Congress not to impose new standards without a federal financial commitment
to the states to offset any financial impact. Furthermore, the governors urge
the use of incentives rather than sanctions to encourage the achievement of
national goals.
The nation's governors strongly support sound
environmental protection efforts. It is important that TEA-21 has a strong
environmental component; however, it is important that states have the necessary
flexibility to meet those environmental guidelines. Reasonable and sound
environmental policy can be achieved without sacrificing improved
transportation and economic development. One area of
frustration for West Virginia that resulted in numerous major delays in
important projects has been Section 4(f) of the Department of
Transportation Act of 1966. This section was originally
intended to protect certain highly valued recreational and natural resources
from significant impacts, which is certainly something I agree with. However,
over time the Section 4(f) requirements have been extended to cover historic
properties which are also protected under Section 106 of the National Historic
Preservation Act. A complicated and rigid "avoid at all costs" mentality has
developed regardless of how insignificant the historical resource or impact.
Eligibility has broadened to include many properties that are in fact
unremarkable. This "broadening" at times includes very large districts
surrounding the property. As you debate
reauthorization of
TEA-21, I think this is an area that also needs some consideration. This
provision has led to many delays to vitally important projects and has hindered
the process of making
transportation more accessible and safe.
The safety of our citizens on the nation's roads is a major concern for
the governors. While modern
transportation systems have greatly
helped reduce injuries and deaths on our nation's highways, safety programs
should be strengthened. States should be allowed to focus safety resources on
their most pressing individual safety needs. Implementing any new national
safety standards without state involvement will only complicate the process.
TEA-21 can be further strengthened through streamlining and eliminating
administrative processes that are duplicative. The recent Notices of Proposed
Rulemaking (NPRM) released by the Federal Highway Administration (FHWA) and the
Federal Transit Administration (FTA) concerning streamlining regulations will
complicate TEA-21 rather than simplify it. I urge you to carefully consider any
new administrative guidelines that will only hinder the process. It is a waste
of time and resources to delay projects for unnecessary and burdensome
administrative processes.
In conclusion, I hope my statements today
offer some insight into the policy positions of the nation's governors. It is
very important for all the states that TEA-21 is reauthorized and the advice of
the nation's governors is heeded in the process.
On behalf of the
citizens of West Virginia, I urge you to take all that I have said into
consideration as this process continues. I believe for West Virginia to prosper,
we must have a modern
transportation system. Many sound
policies were put into place in TEA-21. One of them was the commitment of direct
contract authority from the Trust Fund toward the completion of the
long-promised Appalachian Highway System. The completion of this system was
promised 37 years ago to the people of Appalachia. While the interstate system
is now 100 percent complete, only 82 percent of the Appalachian System is
complete. These incomplete portions represent some of the most dangerous
segments of roads in the country. Only through a predictable stream of direct
contract authority from the Trust Fund can the Appalachian states be able to
make meaningful progress on
transportation. Once again,
thank you for the opportunity to be with you today on behalf of the National
Governors Association and the people of West Virginia. I would be happy to
answer any questions.
LOAD-DATE: January 25,
2002