TOPICS:
		Freight Rail
		Transportation Reauthorization
		High Speed Passenger Rail

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Freight Rail

I believe that the expanded use of our rail infrastructure is a critical component to the continued economic well-being of the United States and the conservation of our energy and natural resources. Railroads provide more than 40 percent of intercity freight transportation, more than any other mode of transportation, and employ over 164,000 people. Freight rail is now and should continue to be the preferable option to shipping via our nation's highways.

However, the current lack of competition resulting from the railroad antitrust exemption has resulted in dramatic consolidation in the railroad industry. Only four major Class 1 railroads carry 90 percent of our nation’s freight, often providing unreliable service at exorbitant fees, while railroads reap record profits. Utilities, paper mills and the agricultural sector, among others, have been subject to the rail carriers' rising service costs, yet these groups have not seen a corresponding increase in the service and reliability of their shipments. Moreover, the increased costs are passed along to consumers through the costs of products, electricity, and services.

I am the lead sponsor of the Railroad Antitrust Enforcement Act, which would repeal the railroad antitrust exemptions. It would permit the Justice Department and Federal Trade Commission to review railroad mergers under antitrust law and it would eliminate antitrust exemptions for mergers, acquisitions, collective ratemaking and coordination among railroads. The bill also would allow state Attorneys General and other private parties to sue for treble damages and to sue to halt anticompetitive conduct, both of which are not currently allowed under federal law.

This bill will not fix all of the problems with the railroad industry. But, it will be a starting point for good faith negotiations between the railroads and shippers. And, it will restore some of the public interest responsibilities to our nation’s rail system.

Transportation Reauthorization

Every five years, Congress reviews and reauthorizes transportation programs throughout the nation. The current transportation law (SAFTEA-LU) expires in 2009 and will be replaced by a new authorization. Congress is now considering legislation that would either reauthorize these programs or extend the existing program into at least part of the next fiscal year.

Our nation’s transportation system faces urgent challenges that must be addressed. Our roads and highways are in severe disrepair, and congestion problems are prevalent throughout our country. These problems have caused American businesses to lose productivity due to trucks needing repairs more often and time lost sitting in congestion. The transportation bill, when enacted, will provide much needed jobs to thousands of Americans as they rebuild our nation's transportation infrastructure.

Numerous controversial issues will be addressed in the upcoming reauthorization. Among them are addressing funding and increasing truck weights. With regard to funding, since the early 1980s, the debate leading to reauthorization has focused on finding money to pay for essential transportation programs. In each of the five reauthorizations that took place since this time, the fuel taxes and other sources of revenue dedicated to the highway trust fund were reliably providing the various transportation programs with enough money to spend on an annual basis. However, this will not be the case in 2009 and additional options will likely be considered.

Federal restrictions on the size and weight of trucks also are likely to be some of the more controversial issues debated in the transportation reauthorization bill. Current federal truck weight regulations restrict the maximum gross vehicle weight to 80,000 pounds. An empty “18-wheeler” (tractor and trailer) typically weighs about 35,000 pounds, limiting the maximum cargo load to about 45,000 pounds. Federal truck weight regulations apply only to the Interstate Highway System and to the roads that provide reasonable access to and from the Interstate System. Truck weight limits on all other highways and roads are regulated by the states.

Opponents of bigger trucks on the roads argue that increasing truck sizes and weights is both dangerous and damaging to motorists and our infrastructure. They claim that bigger trucks take longer to stop and are less safe. Further, bigger trucks inflict more damage to roads and bridges; and they may actually consume more fuel and produce higher greenhouse gas emissions. In contrast, many industries contend that increasing truck weights provides them with a potential means of increasing truck productivity and fuel efficiency—on a per unit of cargo basis. They too cite reductions in congestion, pavement wear; and accident costs resulting from fewer trucks on the road. I will be following these issues as the reauthorization bill is considered.

Lastly, I believe that as we work to reauthorize our nation’s transportation policies, we also must take this opportunity to ensure that the bill gives the Department of Transportation the tools that it needs to decrease our nation’s greenhouse gas emissions by reducing congestion and providing better access to alternative transportation. Transportation sources account for approximately one-third of total U.S. greenhouse gas emissions. Further, transportation is the fastest-growing source of U.S. greenhouse gas emissions. This bill presents us with an opportunity to move our nation’s transportation policy into the 21st century.

High Speed Passenger Rail

I believe that passenger rail service is one of the most vital components of a multi-faceted transportation system. Efficient, high-speed, inexpensive, interstate passenger rail travel will positively benefit our society, our environment, and our economy.

The benefits of high speed rail to our region are significant. Construction of a modern, efficient transportation system will bring much needed jobs to the Midwest, which has been devastated by the loss of manufacturing jobs in recent years. Further, it will enhance transportation options for citizens, reduce travel times, lessen highway congestion, and increase mobility. It also will provide significant economic development opportunities for communities. By promoting our regional and national economic development goals, high speed rail will allow us to link large and small metropolitan areas, airports, bus stations and highways. Moreover, high speed rail brings enormous environmental benefits, by reducing greenhouse gas emissions and lessening the nation’s dependence on foreign oil.

President Obama recently signed the American Recovery and Reinvestment Act (ARRA) into law. This measure takes our first steps toward transforming our transportation infrastructure by dedicating $8 billion to the high speed rail initiative. Further, in July 2009, the Governors from Illinois, Indiana, Iowa, Michigan, Minnesota, Missouri, Ohio, and Wisconsin, along with the Mayor of the City of Chicago, entered into a Memorandum of Understanding for the purpose of ensuring cooperation in the pursuit of funding for the Midwest high speed rail corridor.

As a member of the Congressional Rail Caucus and the Midwest High Speed Rail Caucus, I am committed to advocating for policies that will ensure the sustainability of the nation's rail system and I will continue working with federal, state and local officials to bring high speed passenger rail investment to our region.

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