Looking at the current state of NRC: RT & S interviewed NRC Chairman Rick Ebersold and President Ray Chambers about events in 2004-05 and what they see in the future for the association

Railway Track and Structures, May, 2005

RT & S: You are in second year as chairman of the NRC. How do you feel the organization is doing?

Ebersold: I can proudly report that The National Railroad Construction and Maintenance Association is currently as strong as it has ever been. Former Chairmen Larry Laurello, Jr., and Scott Brace left the organization in good shape, and I've been trying to keep the wheels straight. Our core events, such as the annual conference, get better each and every year. We continue to roll out attractive new services, such as our recent NRC Railroad Contracting Equipment Auction, which I'll talk more about later. Also, the NRC continues to be active on Capitol Hill. The six-year highway-transit bill has been going through the reauthorization process, and we have been working for the greater inclusion of rail. We're also beginning to plan carefully for what's next on the transportation legislation front, after the TEA-21 reauthorization. Ray can speak to that in greater depth.

RT & S: What are your goals for the NRC?

Ebersold: I'm glad you asked, as I have a few very-important goals for the NRC. First off, I intend to continue to improve our services to our members. One of our most-important member services is the Roadway Worker Protection training that we offer. We have spent a lot of time and money getting this program off the ground and we are continuing to work hard on it. For the RWP program, the training and test is now available at no charge to our members via CD-ROM, in addition to being available over the Web, as it has traditionally been offered. My goal is to make sure this valuable service is used fully by our members, as it will make our industry both safer and more efficient.

A second critical service is our legislative program in Washington. Our most-recent victory was the $500-million shortline rehabilitation tax credit, which we worked on hand-in-hand with the ASLRRA. Our legislative goals are to make sure this tax credit is used effectively, and to start looking at what is next. Railroad contractors are "eligible taxpayers" and can cash in on the 50-percent tax credit for expenditures we make on shortline and regional railroad property. This creates an opportunity for publicly-owned and non-taxpaying railroads to take advantage of the credit. This was an NRC initiative from the beginning, and we were delighted when the idea survived in the law.

This creates an opportunity for our members to be partners with our shortline railroad customers. We are working with the IRS and tax attorneys to see how this can be implemented as a practical matter.

A third objective is to continue the NRC's support of and participation in organizing an industry-wide coalition for the purpose of presenting a united lobbying effort to our government leaders with the goal being increased railroad funding. This industry is one of three major transportation modes (air and highway being the other two) in this country and should be funded accordingly.

I am also focused on maintaining our wonderful tradition of educational, timely, important and well-organized annual conferences and exhibits. The next one is January 4-7, 2006, at the Westin Mission Hills in Palm Springs, Calif., but we can talk more about that later, too.

RT & S: Ray, what can you tell us about your recent legislative activities?

Chambers: Transportation legislation was very successful last year, with the shortline tax credit and the 4.3-cent diesel fuel tax repeal. This year, the situation is a bit trickier. While there is continuing uncertainty around the timing, I believe that the new Transportation Efficiency Act reauthorization will be funded between the $284-billion and $300-billion level for the next six years. I am very hopeful there will be a new commitment to railroad infrastructure in that bill. However, money is tight and expanded eligibility to any sector is controversial.

RT & S: What will come out of the TEA-21 reauthorization that will drive rail spending?

Chambers: It is hard to tell since it will be worked out in a House-Senate Conference Committee. Clearly, rail transit will do well. There is strong opposition by the current beneficiaries of the trust fund to any additional flexibility for intercity passenger and freight rail projects. However, we are very optimistic that a Projects of National Significance program will be adopted and funded at about $4-$6 billion, with rail eligibility. I believe railroad grade-crossing funding will be increased. I am hopeful some kind of freight 'Borders & Corridors' program will be worked out and that there will be additional flexibility in the traditional surface transportation programs, such as CMAQ.

RT & S: How about future plans for your legislative program?

Chambers: It is my personal goal to make NRC a leading voice in Washington on all issues relating to federal funding for rail infrastructure through a new generation of public-private partnerships. We are making progress. I will be very disappointed if we don't get something in the TEA-21 reauthorization, but I can guarantee that whatever we do get won't be nearly enough.