Addressing Rural Transportation Needs and Issues
Testimony
submitted to:
Senate Committee on Environment and Public Works
Hearing on Rural Transportation
August 20, 2002
Prepared by:
Thomas Adler
Matthew Coogan
Thomas Horan
On behalf of:
New England Transportation Institute and Museum’s
Rural Transportation Learning Center
BACKGROUND
Beginning around 1850,
rail transportation emerged as a dominant mode for both personal and freight
transportation in rural New England. Railroads shaped rural centers such as
White River Junction, Vermont, Lebanon, New Hampshire and many other
communities throughout the region. Just as the railroads affected the
development of rural communities, so too have automobiles and trucks. Trails
and paths were widened and resurfaced to accommodate these new vehicles and a
tremendous investment was made to construct new highways. As a result of that
investment, Vermont and nine other rural states now comprise the top ten in
paved roadway miles per capita. For many residents of these rural states, the
roadways have provided increased mobility and that increased mobility has in
turn caused profound changes in the physical and economic structure of rural
communities.
While this mobility
created new economic opportunities for rural regions, it also resulted in
growth and development spreading away from the compact town centers that had
grown up around rail stations and, instead, along highways into the rural
lands. And, our investment in highways and resulting shifts in development patterns
has indirectly resulted in a significant reduction in the amount of public
transportation service provided within rural regions and between those regions
and the major metropolitan centers. For example, passenger rail service is now
available to only a small fraction of the many train stations that once served
rural communities.
The landmark ISTEA and
TEA-21 transportation authorizations recognized the need to develop and
maintain transportation alternatives to the private automobile and rural
regions have actively pursued these alternatives. Vermont has both maintained
AMTRAK service in the state and has initiated a regional rail service in the
Burlington area. New Hampshire and Maine have successfully restored Boston to
Portland rail service. And, there are numerous rural transit services that
provide both safety-net and general public transportation. ISTEA and TEA-21
both funded the development of Intelligent Transportation Systems and rural
areas have benefited from these technologies.
While ISTEA and TEA-21
have brought benefits to many rural areas, it is fair to say that the majority
of national research and policy-discussion about transportation and community
development has focused on metropolitan areas. At one level, this is
understandable given the high concentration of the nation’s population in urban
areas. At another level, however, it is an unfortunate oversight as rural areas
play an important role in the overall economic, cultural, and environmental value
of regions and our nation. As a nation, we simply have not examined the needs
of our rural citizens as extensively as we have the needs of the citizens of
the major metropolitan areas.
But we do know some basic
facts about transportation problems in the rural areas of this country. In the
13 Northeastern states, we see that our rural citizens have significantly lower
levels of household income than in those in the more urbanized regions. But, at
the same time we observe that the rate of auto ownership is significantly
higher in the rural areas. We know also that our rural citizens have to make
longer trips and in fact travel about 30% more miles than their urban
counterparts. This translates into the fact that our rural citizens spend a far
greater proportion of their total income on basic transportation and it means
that they have less money to spend on other necessities such as housing, food,
or education. On the other hand, we also know that work commuting distances are
shorter than the national average among residents of the small towns within
rural regions and that focusing rural development around these traditional town
centers reduces dependence on automobile travel.
And, there so much we do
not know. We have not properly examined the problems of limited mobility among
important segments of the rural population, particularly as experienced by
older citizens, and those who do not have access to a car. As the population
ages, this will become an even more pressing issue for the rural regions.
Just as railroads and
automobiles have had profound impacts on the shape of rural communities, new
information and communication technologies will also significantly affect the
ways in which these communities develop in the future. We have already seen new
types of economic clusters forming in rural New England around
information-oriented businesses. These businesses in turn have new and very
different transportation needs.
Our region is fortunate
to have intercity rail, bus and air services that connect our rural areas to
the major metropolitan areas. But, planning a trip by combinations of bus,
rail, and even air simply cannot be accomplished at any one location. One
important strategy to deal with rural mobility is to help travelers understand
just what combinations of services are available. Every major nation in Europe
has a program to help its citizens plan rural trips by modes other than the
private auto; from a technical point of view, it would be easy to apply this
technology to our rural areas. In general, complementary investments in a
multimodal transportation network and in technologies to provide information to
the users of that network will greatly facilitate new economic activities as
well as tourism and the other traditional parts of northern New England’s rural
economy.
The primary goal of the
Rural Transportation Learning Center is heighten the level of policy,
technical, and cultural learning relating to rural transportation and its
impact on communities and regions. Its focus is both regional and national,
aiming to explore our regional, past, present and future as a means to inform
the national understanding on rural transportation and its relationship to
national economic, social and environmental goals.
The Center is achieving
this vision through three spheres of activities that are organized around
programs of the New England Transportation Institute and Museum (NETIM): first,
the Museum, uses historical resources and scholarly study to understand how
transportation has affected rural regions; second, the Institute conducts
research to identify emerging trends and technologies and to explore ways of
using transportation to facilitate the economic, cultural and environmental
quality of rural communities, and, finally, the larger public is brought into
the learning process through the Museum’s many outreach programs and by its
excursion railroad.
Woven throughout these
activities is the philosophy that history and research can inform our future.
We can go “back to the future”, by exploiting the best of our contemporary
knowledge, technologies, and processes to create a rural transportation system
that embodies the best of rural community history and character. As an example,
the Center is especially interested in researching ways of using the new
information infrastructure to enhance the use of our intermodal facilities as
well as help grow local economies. In this research program, it will be working
with several prominent researchers (including Thomas Horan, Lee Munnich and
Mathew Coogan) to develop a national model for how information technologies can
assist in making regional intermodal travel to and from our towns and
recreational areas a seamless and safe experience. Moreover, it will be looking
at extending this use of technology to encourage “rural knowledge clusters” of
workers in rural areas through teleworking and other “smart travel” means. The
Center will complement this research with reviews of how demographic and
economic trends may affect future rural transportation programs.
While the Center’s
research extends into the future, it continues down an aggressive path to
preserve the past through plans to purchase historic transportation facilities
in White River Junction. Our objective is to preserve the historical character
of these facilities and environs, so that visitors can have a grounded
experience on the vital role that transportation plays in communities. We
expect NETIM to be visited by Vermonters, New Englanders, and national and international
research guests. Our program encompasses exhibitions, seminar series and, in
the future, summer institutes. This program is detailed in Attachment A.
The transportation needs
of rural areas are different from those of urban areas and, in general, have
not been studied to the same extent. The coming surface transportation
re-authorization represents a unique opportunity to ensure that rural
transportation needs are analyzed and addressed in ways that enhance the
economic vitality, environmental quality and quality of life in rural
communities.
Matthew A. Coogan, "Rural Mobility Issues:
Dealing with Isolation through Passenger Information," ITS America
Annual Meeting, Long Beach California, April 2002.
Matthew A. Coogan "Rural Mobility Issues,
Understanding the Coalition Region" Keynote Presentation at the Rural
Exchange Forum, sponsored by the University of Massachusetts and the I-95
Corridor Coalition, Amherst, MA, March 2002.
Lee Munnich and Greg
Schrock, "Rural Knowledge Clusters: The Challenge of Rural Economic
Prosperity." SLPP Staff Working Paper (March 2002), forthcoming in Norman
Walzer (editor), Managing Change During Transition: Issues Facing the Rural
Midwest. University of Minnesota Press, 2002.
Matthew A. Coogan, "Statewide Mobility
Issues," Keynote Presentation, Vermont Mobility Summit, Vermont Commission
on Rehabilitation, Montpelier, Vermont, December 2001.
Matthew A. Coogan, "Passenger Travel in the I-95 Corridor Coalition
Region: Where do we travel? How do we travel? and Why?" Published on
the Web by the I-95 Corridor Coalition, Intermodal Program Track Committee,
October 2001.
Thomas Horan, "Rural Telematics:
Opportunities and Challenges", Presentation at 2001 Rural Advanced Technology and Transportation Systems
Conference, Burlington, Vermont, August 25, 2001.
Matthew A. Coogan, "Beyond the MPO, Looking
for Models of Collaboration" Keynote Presentation at the Rural Advanced
Technology and Transportation Systems Conference, Burlington, Vermont, August
2001.
Thomas Horan, Hank Dittmar, and
Daniel Jordan, D. “ ISTEA and the New
Era of Transportation Policy ” in D. Mazmanian and M. Kraft (EDS). Toward
Sustainable Communities: Transitions and Transformations in Environmental
Policy. Cambridge: MIT Press, 1999.
Thomas J. Adler and Craig
Leiner, “Traffic Effects of Creating a City Center in a Suburban Community,” in
Proceedings of the Institute of Transportation Engineers Annual Meeting,
ITE, Washington D. C., 1991.
Thomas J. Adler, S. Tahmosh and M.
Burton, ”Low
Density Transit Planning Package,” distributed by U.S. DOT, February 1984.
Thomas J. Adler and Yorgos Stephanedes, “Forecasting Experiments for Rural Transit Policymakers,” Transportation Research Record #718, Transportation Research Board, Washington, D.C., 1979.
Attachment A
The
Rural Transportation Learning Center (RTLC) provides a comprehensive set of
regional and national programs to examine past, current, and future trends in
rural transportation especially as relates to improving community economic
vitality. The demonstration component of the learning center includes
establishment of an interactive and excursion center in White River Junction
and surrounding Vermont and New Hampshire communities. The learning program
includes seminars, summer institutes and outreach activities about rural
transportation and community needs to learners of all ages. The research
program examines demographic, economic and technological dimensions to rural
travel and strategies for community development. RTLC is managed by the New
England Transportation Institute and Museum (NETIM), a non-profit corporation.
The
mission of the Rural Transportation Learning Center (RTLC) is to enhance
regional and national understanding of the role of transportation in creating
economically vibrant rural communities. RTLC aims to fill a critical void in
national transportation policy by identifying major demographic, economic, and
technology influences on transportation and rural communities. The center
informs students, citizens, scholars, and policy makers through a range of
learning programs, seminars, excursions, and research initiatives
The
mission of RTLC’s is pursued through three programmatic themes: Learning From
the Past, Understanding the Present, and Contributing to the Future.
The
mission and themes of RTLC will be accomplished through a series of high
priority programs. These programs encompass new demonstrations, learning
experiences, and research programs.
RTLC
is managed by the New England Transportation Institute and Museum (NETIM).
NETIM is the successor to the Vermont Railroad Museum, which was founded in
White River Junction in 1980 for the purpose of identifying, collecting, and
archiving regional railroading artifacts and memorabilia. The Museum obtained
and has preserved an historic steam engine and organized the annual Glory Days
of the Railroad festival that draws over 12,000 visitors to White River
Junction. Three years ago, several professionals in the Upper Valley region of
Vermont and New Hampshire developed a new vision for the Museum and it was
re-incorporated as the New England Transportation Institute and Museum (NETIM).
NETIM’s vision includes three components: a transportation museum, a
transportation institute and a scenic excursion railroad.
With
support from a Fairchild Foundation grant, the Museum was opened about a year
ago in the historic White River Junction train station, between the new Vermont
Welcome Center and the AMTRAK terminal. Under the leadership of Dr. Norman
Miller, an internationally renowned anthropologist, the museum has rapidly
built its collection, has attracted over several thousand visitors and has
conducted scores of educational programs.
The
Institute sponsors a series of seminars featuring nationally-known
transportation planning professionals. The seminars are attended by many of the
70 transportation consultants in this region as well as other professionals
from throughout New Hampshire and Vermont. One of the first seminars was given
by Prof. Thomas Horan from Claremont, California, a national expert on the
effects of transportation and telecommunications on rural travel and
development. In the roundtable discussion following his seminar, the unique
transportation issues facing rural areas were discussed and the Rural
Transportation Learning Center was launched as a formal program to address some
of those issues.