Marine Transportation System

Archive for the ‘Surface Transportation Policy’ Category

, , ,

A Tale for a New Age

In Green Transportation, Surface Transportation Policy on October 8, 2009 at 5:18 pm

“My jolly body shall a story tell
And I will clink for you so merry a bell
That it shall waken all this company;
But it shall not be of philosophy,
Nor yet of physics, nor quaint terms of law;
There is but little latin in my maw.” (from The Sailor’s Prologue by Chaucer)

Give the sailor a new story to tell.

For all of the new thinking that is going in transportation circles the maritime sector would appear to be an industry that lingers in the past.  We know that some companies are plotting real innovation.   The use of renewable energy, more efficient vessel designs, and replicating nationally the Alaska Marine Highway trailer trade.   We know that there are inherent efficiencies to hail and some companies would build on that.

But in the absence of an organized effort to tell how the industry and its skilled labor force is trending into a new age –and have virtues of particular relevance today–the outward appearance amounts to a familiar, 20th-century one.

Not so with the railroad industry.  The once Iron Horse now has the look of a low emission, high performance thoroughbred.  The appearance is a calculated one that to some degree is also deserved.  When new equipment is brought on line with green power plants there is no question about it.

“I have to say, the folks there have really turned out something cutting-edge. The NS 999 cranks out 1500 horsepower relying solely on rechargeable batteries. And, it releases no diesel exhaust emissions. None.”

Those aren’t words from some Norfolk Southern executive.  They’re from the USDOT Secretary’s blog.    The Class Ones have a story to tell and they’ve been telling it.  Good for them if the Transportation Secretary wants to join in.  (And why not?  The President likes to tout the new Detroit from the podium.)

What’s the maritime story?  One that will turn heads in Congress…that will prompt a sustainability-conscious president to urge more use of and investment in marine highways?  One that says our waterways are the nation’s past and future?

A maritime industry lobbying effort is in the works.  A collective “fly-in” (Washington lobbying lingo) by labor, business and ports is being organized for spring 2010.  What will be the message?  That the industry produces many great paying jobs?  That the maritime sector is important to the economy and our national security?  All factually correct and important to say.  But it’s an old–in some ways ho-hum–story.

It isn’t message enough when the government is tackling climate, energy, congestion and freight transportation issues, and will be setting policies and programs to last the next 5 years and more.  And it isn’t relevant enough when businesses, including customers of freight services, are developing strategies to bypass congestion, reduce fuel costs and carbon footprints, and earn EPA SmartWay credentials.

We are approaching fast the convergence of government policy and business imperatives.

It is no wonder that the railroads are projecting themselves–successfully so–as worthy of a hearty handshake from Al Gore.  Will the maritime sector also be ready and relevant?  Will the policy makers know why it makes sense to use marine transportation in this new age?  There’s only one way they will know.

Give the sailor a new and true story to tell.    Pbea

, ,

Say It Again, Solon

In Marine Highway, MTS Policy, Surface Transportation Policy on October 5, 2009 at 5:33 pm

Some things are worth repeating. Especially on the subject of putting our waterways and waterfront to greater productive use.

Here’s a for-instance — excerpts from a recent statement by Rep. John Mica (R-FL), the ranking minority member of the House Transportation & Infrastructure Committee, as submitted to the America’s Marine Highways website.

  • “As construction costs rise, and as the resources to address our growing infrastructure needs become stretched thinner by the day, it is…important that we use all of our transportation assets more wisely and effectively.
  • “I have advocated for the development of a national strategic transportation plan that considers our various modes of transportation as components of one comprehensive system, drawing on the strengths of each mode, rather than as separate unrelated transportation systems.
  • “The nation would clearly benefit from the greater use of coastwise trade on our nation’s marine highways as part of a national transportation strategy” …. “Marine highways are energy efficient and can yield positive environmental benefits.
  • “If waterborne routes are to be fully used, industry must develop new options that are better suited for moving higher value and more time-sensitive goods.
  • “However, there are still roadblocks that may limit the establishment of new waterborne transportation routes. Chief among these is the imposition of the Harbor Maintenance Tax on cargo carried by vessel between U.S. ports.
  • “Of course, all proposals to better use our transportation system faces challenges…. Financing ships without the commitment of cargo is not easy. Obtaining a commitment for cargo without existing ships and an established schedule is not easy. Financing and permitting for the expansion of port facilities is never a simple or easy task….  However, these are challenges we can and must overcome.”

John Mica is an influential Member of Congress who is playing a key role in the crafting of the replacement for SAFETEA-LU, along with his counterpart Chairman Jim Oberstar, another supporter of the marine highway.   Mica is one of a small number of legislators who has spoken in terms of national strategic transportation planning, modal components being of a single transportation system, and the importance of developing the marine highway…all in the context of surface transportation policy.

That’s worth repeating…and reading in full.  With any luck his colleagues of the House and Senate will listen.   Pbea

, , , , ,

Rendell Bets on a Delay

In Infrastructure, Surface Transportation Policy on September 25, 2009 at 7:44 am

Governor Ed Rendell, a leading figure in the call for infrastructure reform and investment in the U.S., said that any surface transportation bill that Congress could pass this year would be a “very mediocre bill in terms of the needs of the country.”

In a story yesterday by Bob Edmonson of the Journal of Commerce the governor acknowledged, “In one sense a delay is hurtful, but in another sense the delay would give us a chance to look at new ideas, and build new concepts, and try to get a bill that will really revolutionize.”  Rendell spoke at a American Road and Transportation Builders Association conference.

The governor apparently assumes that the Senate and Administration will succeed in getting an 18 month extension of  the expiring SAFETEA-LU.  Chairman Jim Oberstar (D-MN) on the House side doesn’t want to put off major revenue and policy decisions that long.

On September 23rd when the House debated, and passed, a three month extension, through December, Steven LaTourette (R-OH) agreed that action is needed now.  His House Republican leadership opted to object to a prospective gas tax hike, which was not even on the table, rather than identify themselves with the need to maintain highway and transit programs.  LaTourette stood in the well–exasperated, looking at his own party members–and said, “I am constantly amazed at how both parties are able to snatch defeat from the jaws of victory.”  He foresees his party in the months ahead fighting a major transportation bill in the cause for low taxes.

In a recession the desire to improve the economic environment for employment is genuine and politically vital.  It’s easy to understand the impatience.  Oberstar and others want to move as quickly as possible to produce a 5-year, $450 Bn transportation bill.   Then again, there is that knotty problem of how to pay for it, as noted in this prior posting.

Whatever other thinking may be behind Governor Rendell’s frank remarks to the “road builders” he makes an important point.  On the surface is this one:  Jim Oberstar may be ready to move a bill but the Senate and administration are not.  But Rendell seems to go deeper than that.  Crafting a major bill, with its inherently difficult revenue issues and bearing the weight of expectations that this one must break new policy ground, will take more time.

Rendell is right.  After reaching the pinnacle that is SAFETEA-LU we don’t need another “mediocre” bill.   The hearing record of recent years is loaded with testimony calling on Congress to not repeat past mistakes and, as the governor put it, to produce “a bill that will really revolutionize.”  Freight policy, high-speed rail, transportation policy in a new energy/environment policy framework, performance measures, marine highways, livable communities, and the broader question raised by the Secretary as to how to integrate the MTS more fully into surface transportation policy.  These are just some of the policy challenges.

The Oberstar bill is a clear step in that direction.  And while the Senate committees have been plotting their TEA contributions the administration can’t say the same.  The White House and the Department of Transportation, which remains immersed in implementing the economic stimulus package with its multi-billion dollar new programs,  are nowhere near ready to be a full participant in the crucial dialogue on next generation surface transportation program and policy.  It will take more time.   Pbea

, , , , ,

A Million Reasons

In Leadership, Surface Transportation Policy on September 21, 2009 at 12:26 pm

TollBanana

“Funding is the key,” said former DOT Secretary Norman Mineta.  He should know.

Mineta spoke to an estimable eighty invited to UVA’s Miller Center of Public Affairs to discuss how significant reform in surface transportation policy might be achieved.  He told them that funding is the prerequisite for the kind of major investment measure that all agreed is needed.

Noting the particular challenge, Mineta recalled how he  brought to the Bush (43) White House a proposal to add two cents to the Federal fuel tax.  The intent was to elevate road and transit program funding to level closer to actual system need.  The Commander-in-Chief said no.

Pop Quiz:

  1. On what bill did George W. Bush first exercise his power of the veto?  (Softball.)
  2. Aside from a $8 Bn game-changing plan to jump-start high-speed passenger rail, which president ruled out any immediate action on a major transportation infrastructure program because he (that’s a hint) was not inclined toward a tax hike or other revenue measure? (But why just pick on presidents?)
  3. Is there a snowball’s chance in Haiti that Congress will pass the next full-fledged TEA bill anytime soon?

(Answers: SAFETEA-LU, Obama, Not likely.)

It’s not a stretch to suggest that it may take years for official Washington to approve a costly multi-year surface transportation bill.  Certainly one that includes substantial reform  (such as sustainable transportation and livable communities), new attention to freight gateways and corridors, and overall higher levels of capital investment in our declining public works.  Hundreds of billions are needed over and above what is required to maintain what we already have.  And a declining highway trust fund makes even maintaining the status quo a pressing challenge.

Josh Vorhees of Energy & Environment News wrote a good story carried by the NYT.  The conferees at UVA know the timidity of the Electeds when it comes to approving new revenue increments to support this or that.  When it comes to the partisan battlefield there is no distinguishing a user fee from a tax.

Some time ago, when a toll increase was being contemplated by staff of  a public authority, the subject was referred to as “The Banana. ”  The T-word was not uttered in internal discussions–lest others outside the agency get wind of it before the numbers were fully crunched and the rationale fully developed.  “The Banana” was a calculated, albeit humorous, way to manage in the hyper-sensitive political world.

A some point–much sooner than later–the million reasons why a tax payer or system user should not be charged must be faced by our Electeds.  At some point the fact will sink in that America’s competitiveness is declining as other nations  are  using this lousy global recession as reason to engage in major infrastructure improvements.

Mort Downey recounted last week at a freight-related event how over the years Washington has managed to extend or raise the vehicle fuel tax even when the economy was in distress.  Somehow we survived.   Pbea

, , , , , , ,

Our Turn to Pay the Freight

In Infrastructure, Surface Transportation Policy on September 9, 2009 at 5:21 pm
PBS "Blueprint America" Documentary: "Keep on Trucking?"

PBS "Blueprint America" Documentary: "Keep on Trucking?"

Blueprint America is the PBS infrastructure series.  The series is one of the best I have seen on the subject, not that there is much competition on TV in this category.  Keep on Trucking? has the virtue of being taped in my Garden State, where men are men and women are truck drivers who train the men.

The segment reported by Miles O’Brien covers our reliance on trucking and the 50+ year old interstate highway model.  He reports on the benefits and limitations of the rail freight system.  He covers how trucking and rail compete and cooperate (“the term of art is intermodal”).  He introduces community concerns via New Jersey’s Ironbound, which is adjacent to the Newark container terminals.  And O’Brien overlays the  fact that Congress will have to replace SAFETEA-LU and face the political conundrum of taxes, with Jim Oberstar’s (D-MN) foot on the House accelerator.

Part of the value of this particular “…Trucking?” segment, as one individual awkwardly said, is the need “to look at the network of this nation as a whole” and “how these two modes can be interfaced in the most efficient way”.   “A freight relay if you will,” Miles O’Brien added, “… trains and trucks each doing the part of the job they do most economically, then passing the baton.”

Of course that topic deserves a 24-minute segment of its own…but not one limited only to two surface modes.

Predictably marine transportation was not mentioned.  Considering the key points made in the piece the marine highway should have been included in the “network of this nation.”  The water mode applies to the ideas of intermodal operation, efficiency, congestion mitigation, and the need to think outside the 1950s highway model.  As one voice noted, “it’s about retooling the freight infrastructure so American business can compete in the global marketplace.”  Not about maintaining the primacy of road and rail, one might add.

Miles O’Brien alluded to the fact that arriving at a new policy will not be easy.  “There is no love lost in the fight over infrastructure dollars.”  Bill Graves of the American Trucking Association asserted that the public shouldn’t be “deluded” that rail is “the answer”…the Association of American Railroads‘ ad campaign notwithstanding.

O’Brien expressed no particular confidence that Congress will adopt a new model.  He spoke of an American consumer trait, taking things for granted–“plentiful, high quality goods, delivered fast and cheap”–and made possible seemingly “like magic.”  Not willing to make it easy on voter or legislator, he said “it is actually about planning ahead and making big investments.”  The generation that built the interstate system did it.  “Now it may be our turn to pay the freight.”   Pbea