The rail-highway equation - NRC News - National Railroad Construction and Maintenance Association - Brief Article

Railway Track and Structures, July, 2002 by Larry Laurello

A rail-highway equation is the solution to removing modal barriers and ensuring speedy transport of goods. Implementing a long-term plan is required to make this conceptual solution a reality. Utilizing the entire transportation network will enable better movement of people and freight.

NRC submitted testimony to the House Subcommittee on Highways and Transits' May 21 hearing on relieving highway congestion through capacity enhancements and increased efficiency. Having worked with all segments of the railroad industry, our membership is convinced that changes in the national and global economies dictate a new way of dealing with ever-increasing U.S. commodity flows.

Currently, the passenger side of this issue is being addressed in Congress. The House Railroad Subcommittee and Transportation and Infrastructure full Committee are moving forward with a national program to develop high-speed rail corridors, which will alleviate pressure on highways and airports. H.R. 2950 (RIDE-21) may be the funding vehicle for this initiative. The number of nearly $70 billion for the intercity passenger rail system is on the table.

On the flip side, freight movement is the more important part of the rail-highway equation. Various statistics contribute to this factor. Vehicle congestion and heavy freight volumes are overburdening roads and impeding access to terminals. It is estimated that highway congestion today costs the U.S. economy $78 billion annually. In addition, emissions are a growing cause of air pollution and a host of other environmental problems. Therefore, improvements in the infrastructure would relieve the capacity burdens on the existing network.

How do we gather the required funding to interconnect our nation transportation system? In 2003, the reauthorization of the Transportation Equity Act for the 21st Century (TEA-21) is the primary opportunity to address investment needs. However, with the current structure, it has extremely limited eligibility for freight-related intermodal projects. NRC believes that there must be a "National Freight Mobility Program" instituted in the next round of federal highway and transportation funding. The plan's objective would be to remove modal barriers promoting efficient freight movements of imports and exports that fuel the U.S. economy.

There are numerous examples of specific freight mobility projects around the country that improve the equation. Alameda Corridor stands as the prime example of a rail project that has enormous highway and congestion mitigation benefits. Other local initiatives across the country are also underway in such places as Illinois, Florida and Texas. Combining the local and national efforts into a sole commitment would significantly increase funding objectives for freight transportation infrastructure.

NRC proposes that Congress and the Administration embrace this national freight mobility plan and direct more funding through the National Corridor Planning and Development Program and the Coordinated Border Infrastructure Program created under TEA-21 re-authorization. By dovetailing the existing transportation, clean air and energy goals, as well as removing the historic barriers of investment funding to separate modes, a national freight mobility program is a practical solution for America's future.

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