[Senate Hearing 111-]
[From the U.S. Government Publishing Office]
TRANSPORTATION AND HOUSING AND URBAN DEVELOPMENT, AND RELATED AGENCIES
APPROPRIATIONS FOR FISCAL YEAR 2011
----------
U.S. Senate,
Subcommittee of the Committee on Appropriations,
Washington, DC.
NONDEPARTMENTAL WITNESSES
[Clerk's note.--At the direction of the subcommittee
chairman, the following statements received by the subcommittee
are made part of the hearing record on the Fiscal Year 2011
Transportation and Housing and Urban Development, and Related
Agencies Appropriations Act.]
Prepared Statement of the Coalition of Northeastern Governors
The Coalition of Northeastern Governors (CONEG) is pleased to share
with the Subcommittee on Transportation, Housing and Urban Development,
and Related Agencies this testimony on fiscal year 2011 appropriations
for transportation and community development programs. The CONEG
Governors deeply appreciate the subcommittee's longstanding support of
funding for the Nation's highway, transit, and rail systems and
critical community development programs, including the incorporation of
transportation and community development funding in last year's
comprehensive American Recovery and Reinvestment Act (ARRA). The
welcomed infusion of those flexible funds allowed States and local
governments to advance many needed projects. The overwhelming response,
particularly to the intercity passenger rail and multi-modal grant
funds, also demonstrated the diverse and enormous needs for investment
in an integrated national transportation system that supports a
competitive economy, livable communities, and sound use of energy and
environmental resources. Those needs continue to confront all of us--
Federal, State and local governments and the private sector.
We recognize that the subcommittee continues to face a very
difficult set of fiscal challenges and interlocking issues in crafting
the fiscal year 2011 appropriations measure. The slowly recovering
economy exacerbates the shortfall in the Highway Trust Fund even as it
generates greater demand for public transportation and intercity
passenger rail services. The ongoing national debate on the surface
transportation authorization and funding framework to guide highway and
transit programs remains unresolved. Interest is growing in new
approaches to funding, restructuring and financing highway and transit
programs, and creating livable communities, yet many of these
approaches are not authorized. In spite of these challenges, we urge
the subcommittee to continue the strong Federal partnership so vital
for a national, integrated, multi-modal transportation system. This
network underpins the competitiveness of the Nation's economy, broadens
employment opportunities, and contributes to the efficient, safe,
environmentally sound, and energy smart movement of people and goods.
TRANSPORTATION
Surface Transportation
The CONEG Governors urge the subcommittee to fund the combined
highway, public transit, and safety programs at levels greater than the
fiscal year 2010 appropriations. This higher level of Federal
investment is necessary to sustain the progress made under the most
recent authorization to improve the condition and safety of the
Nation's highways, bridges, and transit systems. Attention is also
needed to address the recurring shortfall in the Highway Account of the
Highway Trust Fund.
Continued and substantial Federal investment in these
infrastructure improvements--in urban, suburban, exurban, and rural
areas--is necessary to safely and efficiently move people and products
and to support the substantial growth in freight movement projected in
the coming decades. The Federal Government has invested significant
resources in the Nation's transportation system, and has a continuing
responsibility to maintain and expand its transportation infrastructure
to keep America competitive in a global economy.
Specifically, the CONEG Governors urge the Subcommittee to:
--Increase the Federal aid highway obligation over the fiscal year
2010 appropriated level;
--Increase public transit funding over the fiscal year 2010
appropriated levels, including full funding for the current
Formula and Bus Grants, the Capital Investment Grants, and the
Small Starts programs; and
--Ensure that these funds are provided to the States in a timely
manner.
Rail
The Governors deeply appreciate the subcommittee's strong support
for intercity passenger rail, through the commitment of ARRA funds and
the fiscal year 2010 appropriations levels. The overwhelming response
to the initial AARA funds demonstrated the pent-up interest in
investments to expand and improve intercity passenger rail service
across the Nation. Now, new policy, program and funding frameworks for
a vastly improved and expanded national intercity passenger rail system
are taking shape under the guidance of the Passenger Rail Investment
and Improvement Act (PRIIA), the High Speed Intercity Passenger Rail
Vision and Strategic Guidance, the Preliminary National Rail Plan, and
Amtrak's Comprehensive Business Plan.
The administration, States, Amtrak and freight railroads worked
intensely over the past year to respond to the new intercity passenger
rail program and funding requirements. Those efforts are now showing
results as the Federal Railroad Administration (FRA) prepares to
release the first awards under ARRA; the States begin submitting
applications for the fiscal year 2010 corridor planning and capital
funds; and the administration prepares the National Rail Plan.
The ability of States, FRA and Amtrak to realize opportunities for
service expansion and ridership growth in corridors across the country
will depend upon a substantial and on-going Federal capital investment
in infrastructure, equipment, and safety. These investments in ``state
of good repair,'' capacity, and safety improvements are essential for
the accessible, reliable, frequent and on-time service that attracts
and retains ridership. In addition, the Federal Railroad Administration
will need adequate funding and staffing resources to carry out its
expanded responsibilities for intercity passenger rail grant programs
and related studies in a timely manner.
Amtrak.--The CONEG Governors request that the subcommittee provide
at least the authorized level of $1.927 billion in fiscal year 2011
Federal funding for Amtrak, with specific funding levels provided for
operations, capital, debt service, and the Amtrak Office of Inspector
General. Additional capital resources are needed if Amtrak is to
initiate its fleet program in a timely manner. A balanced program of
adequate, sustained capital investment in infrastructure (including
stations) and fleet modernization and expansion is vital for an
efficient intercity passenger rail system that provides reliable, safe,
quality services that attract and retain riders.
A funding level of $1.025 billion in fiscal year 2011 for capital
improvements is critically needed for the ``state of good repair''
improvements to aging infrastructure and safety improvements on Amtrak-
owned infrastructure and equipment. Even at its requested level, Amtrak
expects that the backlog of deferred investments (currently estimated
at approximately $5.5 billion) will continue to increase. For example,
Amtrak estimates that $700 million is needed annually just on the
Northeast corridor (NEC) main line and branch lines for normalized
replacement of assets and progress on reducing the backlog of deferred
investment. This level of capital investment is vital to Amtrak's
ability to deliver efficient, reliable, quality service nationwide. We
particularly encourage the subcommittee to ensure that Amtrak can
continue bridge repair projects underway on the Northeast corridor, as
well as the system-wide security upgrades and the life-safety work in
the New York, Baltimore, and Washington, DC tunnels.
Amtrak has also identified $446 million as the level of investment
needed in fiscal year 2011 to begin executing its multiyear fleet plan.
Timely action on a systematic plan to replace aging equipment used
throughout the intercity passenger rail system can help modernize the
current Amtrak fleet; offer the prospect of more efficient procurement
by Amtrak and by States supporting corridor services; and help
stimulate the growth of the domestic rail manufacturing sector.
Intercity Passenger Rail Corridors.--The CONEG Governors also thank
the subcommittee for its support of the Intercity Passenger Rail
Corridor Capital Assistance Program, particularly the provision of
funds for the planning activities leading to the development of
passenger rail corridors, including multistate corridors. We urge the
subcommittee to continue funding this critical program at least at the
$2.5 billion level in fiscal year 2011. This program is an important
foundation for a vibrant Federal-State partnership that will bring
expanded, enhanced intercity passenger rail service to corridors across
the Nation. Infrastructure and service plans for these intercity
passenger rail corridors take many forms and are at different stages
across the country, reflecting the diverse range of city pairs, market
opportunities, and travel time needs. Therefore, we urge that these
grant funds be available to States to advance plans for reliable,
frequent and travel-time competitive service and corridors, regardless
of maximum speed requirements. In light of the stringent FRA
requirements regarding funding criteria for intercity passenger rail
grants, we also request that the subcommittee waive the current
statutory requirement that projects be part of an approved State rail
plan, since this requirement might curtail thoughtful and well advanced
efforts already underway by the States.
Northeast Corridor Infrastructure and Operations Advisory
Commission.--The Governors thank the subcommittee for providing funding
for the Northeast Corridor Infrastructure and Operations Advisory
Commission (Commission) in fiscal year 2010. The NEC Governors have
named their representatives to the Commission, and are eager to see it
organized and begin its important work. The Commission is uniquely
designed to encourage mutual cooperation and planning among all three
parties for intercity, commuter and freight use of the Corridor--and to
also maximize the economic growth and the energy and environmental
benefits of the larger regional NEC Network.
The Commission has extensive responsibilities to set corridor-wide
policy goals and recommendations that encompass passenger rail
mobility, intermodal connections to highways and airports, energy
consumption, air quality improvements, and local and regional economic
development of the entire northeast region. The Commission is expected
to play a central role in providing guidance to the Vision and service
development plans that are a pre-requisite for the NEC to seek
corridor-level funds under the newly emerging Federal framework for
intercity passenger rail. To conduct the required assessments in a
timely manner, the Commission will need resources, data and expert
analysis that exceed that which is currently available through the
staff of the States, Amtrak and FRA. Continued funding in fiscal year
2011 will ensure the Commission's ability to secure all essential
resources for conducting these assessments.
Other Programs.--A number of other national rail programs are
important components of the evolving Federal-State-private sector
partnerships to enhance passenger and freight rail across the country.
In this time of uncertainty in financial markets, the Railroad
Rehabilitation and Improvement Financing Program (RRIF) can be an
important tool for railroads (particularly regional and small
railroads) and public agencies to access the financing needed for
critical infrastructure and intermodal projects. We encourage the
subcommittee to provide funding in fiscal year 2011 for the Rail Line
Relocation and Improvement Program, the Next Generation Corridor Train
Equipment Pool, and critical rail safety programs including deployment
of positive train control and the related Nationwide Differential
Global Positioning System which benefit both passenger rail and freight
rail systems. In addition, funding for the Advanced Technology
Locomotive Grant Pilot Program, created in section 1111 of the Energy
Independence and Security Act of 2007, would be an important first step
to assist the railroads and State and local governments in a transition
to energy-efficient and environmentally friendly locomotives for
freight and passenger railroad systems.
The CONEG Governors also request funding for the Surface
Transportation Board (STB) at least at the fiscal year 2010 level of
$29 million, including specific funding for its responsibilities under
PRIIA. Adequate funding is needed for the STB to carryout its expanded
responsibilities for intercity passenger rail corridor service, and to
provide critical oversight as the Nation's rail system assumes
increasing importance for the timely, efficient, and environmentally
sound movement of people and goods across the Nation.
COMMUNITY DEVELOPMENT
The CONEG Governors urge the subcommittee to provide funding for
the Community Development Block Grant (CDBG) program at least at the
fiscal year 2010 level of $3.99 billion. The CDBG program enables
States to provide funding for infrastructure improvement, housing
programs, and projects that attract businesses to urban, suburban,
exurban, and rural areas, creating new jobs and spurring economic
development, growth and recovery in the Nation's low income and rural
communities.
CONCLUSION
In conclusion, the CONEG Governors urge the subcommittee to:
--Increase the Federal aid highway obligation over the fiscal year
2010 appropriated level;
--Increase public transit funding over the fiscal year 2010
appropriated levels, including full funding for the current
Formula and Bus Grants, the Capital Investment Grants, and the
Small Starts programs;
--Fund Amtrak at least at the fiscal year 2011 authorized level of
$1.927 billion, including $1.025 billion in capital for
infrastructure and safety-related investments; $592 million for
operations; $288 million for debt service, and $22 million for
the Amtrak Office of Inspector General; and also provide
funding to initiate a sustained fleet modernization program;
--Provide additional funding specifically for the Northeast Corridor
Infrastructure and Operations Advisory Commission;
--Fund the Intercity Passenger Rail Service Corridor Assistance
Program for corridor planning and capital investment at least
at the current level of $2.5 billion;
--Provide funding for national rail programs that are important
components of the evolving Federal-State-private sector
partnerships to enhance passenger and freight rail across the
country, such as the Rail Line Relocation and Improvement
Program, the Next Generation Corridor Train Equipment Pool, and
positive train control deployment and development of the
related Nationwide Differential Global Positioning System;
--Provide funding for the Surface Transportation Board at least at
the fiscal year 2010 appropriated level; and
--Provide at least $3.99 billion for the Community Development Block
Grant Program.
The CONEG Governors thank the entire subcommittee for the
opportunity to share these priorities and appreciate your consideration
of these requests.
______
Prepared Statement of the New York State Department of Transportation
The New York State Department of Transportation (NYSDOT)
appreciates the opportunity to present testimony on the fiscal year
2011 transportation appropriations.
Most people don't realize how vast New York's transportation system
really is. Indeed, our State and local highway system supports more
than 130 billion vehicle miles of travel annually. The total system in
New York encompasses more than 114,000 miles of highway and more than
17,400 bridges. New York also is home to a 3,565-mile intercity rail
network over which more than 1.5 million passengers travel and more
than 74 million tons of equipment, raw materials, manufactured goods
and produce are shipped each year. New York also has 485 public and
private aviation facilities through which more than 80 million people
travel each year, and we have oversight of many of New York State's
ports. Finally, we support more than 130 public transit operators,
serving more than 8 million passengers each day.
We must recognize that New York State and 47 other States in the
Nation continue to face significant economic challenges. New York is
currently facing a deficit of more than $9 billion in State fiscal year
2010-2011 and a long-term structural deficit of $60.8 billion over the
next 5 years.
Since taking office in 2008, Governor Paterson has continually
warned that New York State is in the midst of an unprecedented economic
crisis. The losses in the financial, insurance and real estate sectors,
which have been hit the hardest, have had a devastating impact on our
State revenues. Prior to the current recession, financial services
alone provided more than 20 percent of our State revenues. The
Governor's actions have helped New York make substantial progress
toward putting the State's fiscal house in order. That does not change
the fact that the process of addressing a financial challenge of this
magnitude has been, and remains, a long and difficult one.
Just 1 year ago, Congress passed the American Reinvestment and
Recovery Act (ARRA). The Recovery Act provided a one-time boost in
funding to allow New York to create jobs to spur the economy and make
progress on addressing transportation deficiencies. Here are some early
results:
--Eighty-two ARRA projects, valued at $80 million have been
completed.
--Another 328 ARRA projects, valued at almost $803 million, are under
construction by the private sector throughout New York State.
--Project selections were made collaboratively within the
Metropolitan Planning Organizations (MPOs) for 80 percent of
the projects.
--Fifty-seven percent of the highway and bridge funds have gone to
locally sponsored projects. In fact, every county in New York
State has received Economic Recovery funding for transportation
projects.
--Fifty-five percent of the projects administered under the program
are in economically distressed areas.
--As of March 15, 2010, $146 million, or approximately 15 percent of
New York's Highway Recovery Act funding has been made available
to Disadvantaged and Minority- and Women-Owned Small
Businesses.
The Federal Economic Recovery funding was certainly needed and we
are very grateful to Congress for the opportunity it provided to invest
in our transportation system. This infusion of Federal aid provided a
one-time boost to our highway and transit funding.
But if we are to maintain the benefits from this one-shot of
investment and job creation provided by the Recovery Act, we need
continued and increasing Federal and State investment in our
transportation infrastructure to meet our growing system, mobility,
infrastructure, safety, congestion and service needs.
In developing the fiscal year 2011 transportation appropriations
legislation, we ask that you consider and endorse the following:
PROVIDE MODEST INCREASES TO TRANSPORTATION PROGRAMS AWAITING
REAUTHORIZATION
New York urges Congress to provide modest funding increases for
those transportation programs that are awaiting reauthorization:
highways, transit, highway safety and aviation.
At a minimum, Congress should provide the level of funding proposed
in the President's budget:
--$41.3 billion for highways, which would provide an increase over
fiscal year 2010 levels ($41.1 billion).
--$10.8 billion for Transit, a slight increase over fiscal year 2010
levels.
--$3.5 billion for the Airport Improvement Program, sustaining the
level of funding the program has received since authorizing
legislation expired.
New York is especially pleased that the President proposes a 32
percent increase in the Next Generation Air Traffic Control System,
providing $1.14 billion to upgrade the Nation's air traffic control
system. Implementing state-of-the-art technology is crucial to the
redesign of the severely congested New York City airspace.
FULLY FUND RAIL PROGRAMS
New York urges Congress to provide rail no less than the amount
authorized in Passenger Rail Investment and Improvement Act of 2008
(PRIIA).
The President's budget proposal calls for a $1 billion allocation
for the High-Speed and Intercity Passenger Rail program. Although this
amount is higher than the $350 million authorized in PRIIA, it is a
reduction from last year's $2.5 billion. Amtrak funding would include
$1.052 billion for capital grants, up from $1.002 this year, and $563
million for operating grants, a continuation of the current level.
The passage of PRIIA and ARRA provided the first significant level
of Federal support for intercity passenger rail investment in 100
years. The nationwide response has been overwhelming. Applications
valued at $57 billion were submitted for $8 billion in ARRA funds last
year. The $2.5 billion provided in fiscal year 2010 will help States
continue to improve intercity passenger rail service. New York urges
Congress to support the President's budget request for rail in fiscal
year 2011.
MAINTAIN EXISTING TRANSIT PROGRAM STRUCTURE
New York urges Congress to maintain the existing Fixed Guideway
Modernization program and Bus and Bus Discretionary program as separate
transit programs until a full and productive discussion of the state-
of-good-repair of our transit system occurs in connection with surface
transportation reauthorization.
New York supports the Federal Transit Administration's (FTA)
reinvigorated emphasis on ensuring that the Nation's transportation
infrastructure reaches a state-of-good-repair. However, to achieve this
goal, the administration, in its fiscal year 2011 budget, proposes to
merge the separate formula-based section 5309 Fixed Guideway
Modernization Program and the section 5309 discretionary-based Bus and
Bus Facilities into a single new ``Bus and Rail State of Good Repair
Program.'' While New York welcomes a full and productive conversation
on a needs-based approach to addressing state-of-good-repair, the
administration's proposal is too short on detail and FTA has not worked
with transit stakeholders on a new process for apportioning program
funds. As such, New York respectfully requests that Congress not
address structural proposals through the appropriations process. We
cannot afford any delay in our State's efforts to maintain and
modernize our existing facilities while the details of such a new
program are developed.
NYSDOT thanks you for this opportunity to present testimony. We
appreciate your dedication to and support of the Nation's
transportation systems.
______
Prepared Statement of the Illinois Department of Transportation
Madam Chairman and members of the subcommittee, we appreciate the
opportunity to submit testimony concerning the Federal fiscal year 2011
U.S. Department of Transportation (U.S. DOT) appropriations on behalf
of the Illinois Department of Transportation (IDOT) to the Senate
Appropriations Subcommittee on Transportation and Housing and Urban
Development, and Related Agencies. We thank Senator Murray and the
members of the subcommittee for their past support of a strong Federal
transportation program and for taking into consideration Illinois'
unique needs.
IDOT is responsible for the planning, construction, maintenance and
coordination of highways, public transit, aviation, intercity passenger
rail and freight rail systems in the State of Illinois. IDOT also
administers traffic safety programs. Our recommendations for overall
funding priorities and our requests for transportation funding for
projects of special interest to Illinois are discussed below.
SAFETEA-LU REAUTHORIZATION/EXTENSION
IDOT recognizes that Congress must vault over numerous hurdles
before it can unite around a long-term surface transportation
reauthorization bill that will enhance the quality of the Nation's
infrastructure. While the HIRE Act provided an extension of the
SAFETEA-LU programs through December 31, 2010, allowing Congress the
time it needs to thoroughly craft a bill that will address the pressing
issues of funding, capacity, mobility, safety, preservation,
modernization, environment and other critical issues, we urge Congress
to complete its work on a surface transportation reauthorization bill
before the end of the HIRE Act extension. Much work has been
accomplished by Congress but substantial work remains. We urge Congress
to maintain the momentum it has achieved in developing a multiyear bill
thus far and to continue with alacrity so that a bill can be enacted
before another extension of SAFETEA-LU is required.
We recognize that the Congress has to view issues from many
different angles, many of them competing, and that the end result may
differ from a particular State's perspective from time to time. All
that being said, provided any extension is needed for any duration of
time, IDOT supports ``clean'' extensions of SAFETEA-LU, i.e. without
any re-structuring or re-programmatic distribution of existing formula
or allocated programs. Extensions that modify only selected categories
of SAFETEA-LU, ex post facto, not only unnecessarily set the stage for
a zero-sum game scenario wherein States are thrust into disagreement,
but it also disturbs the finely tuned State equity equilibrium that was
reached upon SAFETEA-LU enactment.
FULL RESTORATION OF END-OF-SAFETEA-LU RESCISSION
The recently enacted HIRE Act restored $8.7 billion in contract
authority to the States that was rescinded at the conclusion of Federal
fiscal year 2009 due to a mandated provision in SAFETEA-LU. While IDOT
commends Congress for this prudent legislative remedy we also urge the
subcommittee to pursue additional suitable monetary off-sets that will
make it possible to completely nullify the impact of the rescission by
restoring, to the States, the $334 million in useable ceiling that was
lost to them in Equity Bonus (EB) funding. The special obligation
limitation associated with the EB special contract authority was not
rescinded but instead made unusable by the rescission of contract
authority. Even after the restoration of the rescinded contract
authority, this special limitation will not become usable since current
law requires that all contract authority made available as a result of
the rescission restoration is subject to the overall obligation
limitation provided by an appropriations act. Perhaps, additional
obligation limitation could be made available, as it was in Federal
fiscal year 2008, when $1 billion in ceiling was provided (to be used
with a State's existing apportionment) for projects under the Bridge
Program.
As you are aware, within the rescission EB funding was withdrawn
from 34 States (including Illinois). EB funds are more valuable to the
States than contract authority (apportionments) because EB funds are
either exempt from the obligation limitation or they come with attached
obligation authority. Unfortunately, EB funds were rescinded at a time
when the States were also being asked by Congress and the President to
quickly spend funds provided to them from the American Recovery and
Reinvestment Act of 2009 (ARRA) to invigorate the economy and preserve
jobs. The need for transportation infrastructure projects to aid in the
recovery of the national economy is no less critical now than it was
February 17, 2009 when ARRA was enacted for that purpose. Full
restoration of EB funds to the States will allow the States the
opportunity to reinstate those funds with the programmed projects from
which they were cut so that the economy can continue to rebound through
transportation infrastructure improvements.
HIGHWAY
Highway Obligation Limitation
IDOT urges the subcommittee to set the obligation limitation for
highway and highway safety programs at the highest level that can be
sustained by the Highway Trust Fund/Highway Account (HTF/HA). If
another SAFETEA-LU extension is needed for Federal fiscal year 2011,
IDOT supports a reasonable, yet healthy, incremental increase above the
obligation limitation level of $41.8 billion enacted in Federal fiscal
year 2010.
IDOT supports preserving the SAFETEA-LU budgetary firewalls and
guaranteed funding provisions of SAFETEA-LU, as do other transportation
advocates such as the American Association of State Highway and
Transportation Officials (AASHTO) and the American Road and
Transportation Builders Association (ARTBA).
IDOT is aware of the implications of supporting increased
transportation funding when the long-term viability of the trust fund
is in question. However, it is the responsibility of IDOT to secure the
Federal funding that is needed to address the immediate highway and
bridge project backlogs in Illinois and to preserve Illinois'
transportation system for succeeding generations. Sufficient Federal
dollars are needed to fund safer transportation systems, to address
environmental concerns, to offset the erosion of the construction
dollar, to address crippling levels of congestion/delay and to meet the
transportation demands of the future. To quote the most recent findings
of the 2008 Status of the Nation's Highways, Bridges, and Transit--
Conditions and Performance Report to Congress, ``Although investment in
system rehabilitation has increased in constant dollar terms since
1997, despite recent sharp increases in construction costs, the
analysis . . . suggest that current highway investment levels are not
sufficient to sustain the physical conditions of all parts of the
highway system.''
Federal Fiscal Year 2011 Funding Requests for Meritorious Projects
If the subcommittee finds the flexibility to fund meritorious
projects in existing discretionary SAFETEA-LU categories or outside
authorized categories, (Surface Transportation Priorities) IDOT
requests funding for the following projects (noted throughout the
testimony) for highway, Intelligent Transportation Systems (ITS),
transit and rail funding:
--Expansion of US 67.--IDOT requests $70 million for the pre-
construction and construction activities for the expansion of
US 67 to a 4-lane divided expressway between Macomb and Alton,
Illinois.
--Expansion of US 51.--IDOT requests $30 million for pre-construction
and construction activities for the expansion of US 51 to a 4-
lane divided expressway between Decatur and Centralia,
Illinois.
--Central to Central Avenue Connection.--IDOT requests $10 million
for a Central Avenue Bypass connecting Central through Bedford
Park in Southwest Chicago.
Other IDOT highway priorities include:
--$50.0 million for additional lanes on I-80 from US 30 to US 45 in
Will County;
--$58.5 million for I-57 at IL 50 Interchange and ICG Railroad in
Bradley;
--$46.8 million for additional lanes on US 30 (IL 31 to US 34) in
Kane/Kendall County;
--$33.0 million for highway/railroad grade separation at IL 38 &
Kautz Road; and
--$16.3 million for reconstruction of US 45 (LaGrange Rd) from
131st Street to 179th Street.
Other IDOT Intelligent Transportation System Priorities:
--$1.5 million for a prototype Automated License Plate Reader for
commercial vehicle enforcement; and
--$9.0 million for IntelliDrive in Illinois (fiber and wireless
technology)--Readying the Rt. 66 Corridor.
TRANSIT
Transit Authorization
IDOT urges the subcommittee to fund transit programs at the highest
level that can be sustained by the Highway Trust Fund/Transit Account
or, at a minimum, a reasonable, yet healthy, incremental increase above
the $10.7 billion obligation limitation level enacted in Federal fiscal
year 2010.
--Bus and Bus Facilities.--IDOT and the Illinois Public
Transportation Association jointly request a Federal earmark of
$48.9 million ($8.7 million for downstate bus, $25.1 million
for downstate facilities and $15 million for Chicago Transit
Authority (CTA)/Suburban Bus Division of RTA (Pace) buses in
northeastern Illinois) in Federal fiscal year 2011 section 5309
bus capital funds.
The request will provide $8.7 million for downstate Illinois
transit systems to purchase up to 46 buses and paratransit vehicles to
replace over-age vehicles and to comply with Federal mandates under the
Americans with Disabilities Act (ADA). All of the vehicles scheduled
for replacement are at or well beyond their design life. The request
will also provide $25.1 million to undertake engineering, land
acquisition or construction for three maintenance facilities and five
transfer facilities that will enhance efficient operation of transit
services.
Illinois transit systems need discretionary bus capital funds. The
funding provided under SAFETEA-LU has been inadequate to meet Illinois'
bus capital needs. IDOT believes that supplemental discretionary
funding is needed, and justified, to support Illinois' extensive
transit system. Under SAFETEA-LU, Illinois has received less than 2
percent of the combined High Priority Project (HPP) category and
discretionary appropriations made available for bus and bus facilities.
Formula Grants
IDOT urges the subcommittee to set appropriations for transit
formula grant programs at levels that will allow full use of the
anticipated Mass Transit Account revenues. IDOT also supports the
continued use of general funds to supplement transit needs. In
Illinois, Northeastern Illinois Urbanized Area formula funds (section
5307) are distributed to the Regional Transportation Authority and its
three service boards which provide approximately 600 million passenger
trips per year. Downstate urbanized formula funds are distributed to 14
urbanized areas which provide nearly 33 million passenger trips per
year.
The Rural and Small Urban formula funds (section 5311) play a vital
role in meeting mobility needs in Illinois' small cities and rural
areas. IDOT urges the subcommittee to continue to fund section 5311 at
a healthy increment above the Federal fiscal year 2010 funding level.
From the section 5311 funding increases already authorized in SAFETEA-
LU, Illinois was able to expand public transportation service into
counties not currently served. Due to the decrease in Federal and local
funding resources for public transportation, existing statewide public
transportation service levels could be jeopardized unless there is an
overall increase in funding above that enacted in SAFETEA-LU.
State of Good Repair--CTA/Metra Commuter Rail (Metra)/Pace
IDOT supports the increased focus on the state of good repair needs
of the Nation's transit systems. State of good repair is a high
priority for all systems in the State of Illinois. In northeast
Illinois there is a $2 billion annual need to keep their assets in a
state of good repair and there is a $91 million annual need for
downstate systems. A recent Federal Transit Administration study of the
seven largest transit agencies in the country estimated that more than
one-third of the study agency assets were in either marginal or poor
condition. Additional resources should be directed toward preserving
our existing assets. This will minimize future impacts on maintenance
costs and improve safety and reliability to the entire system.
Operating Assistance
IDOT supports the continued flexible use of Federal transit capital
funding for day-to-day operations. However, during these extraordinary
economic times when local funding resources for public transportation
have suffered, an increase or emergency Federal funding for public
transportation is needed to supplement existing Federal transit
funding. These emergency funds should be separate and distinct from
continuing needs. This funding would ensure that vital services are
continued at current service levels.
New Systems and Extensions--CTA/Metra
IDOT supports continued planning and engineering funding for
existing CTA/Metra projects. Public transportation in northeastern
Illinois has benefited over the years from bipartisan, and regional
consensus; and, therefore, there is no particular priority for the
ongoing projects. However, since Metra's Union Pacific Northwest Line
and its Union Pacific West Line have completed their alternatives
analysis studies and are ready for preliminary engineering, IDOT is
supportive of Metra's request of $20 million for upgrades for each
line.
RAIL
Amtrak Appropriation
IDOT supports Amtrak's request of $2.196 billion in funding from
general funds for Federal fiscal year 2011 to cover capital costs
($1.018 billion), operating costs ($592 million), debt service costs
($305 million) and ADA costs ($281 million). Amtrak needs the full
amount of their request to maintain existing nationwide operations. In
addition, IDOT supports Amtrak's Federal fiscal year 2011 capital
funding request for fleet planning which will require an investment of
about $446 million. Amtrak needs to replace aging, obsolescent and
increasingly costly rolling stock and has developed a procurement model
to replace the whole of their existing fleet by 2040 at a cost of $23
billion.
In Illinois, Amtrak operates 58 trains serving approximately 4.4
million passengers annually within the Nation's passenger rail system
that served 27 million passengers in Federal fiscal year 2009. It is
noteworthy that Chicago's Union Station, a primary hub for Amtrak
intercity service and the fourth busiest station in the Amtrak system,
had boardings/alightings totaling over 3 million persons. Illinois
subsidizes 28 State-sponsored trains which provide service in four
corridors: Chicago-Milwaukee; Chicago-Springfield-St. Louis; Chicago-
Galesburg-Quincy; and, Chicago-Champaign-Carbondale. Amtrak service in
key travel corridors is an important component of Illinois' multimodal
transportation network and continued Federal capital and operating
support is needed.
--CREATE Railroad Grand Crossing Connection.--IDOT requests $25
million in Federal fiscal year 2011 for design and construction
of a railroad connection between the Canadian National and
Norfolk Southern Railroads at 75th Street in Chicago--also
known as Grand Crossing.
High-Speed Rail
IDOT supports the administration's $1 billion request for the High-
Speed and Intercity Passenger Rail program for Federal fiscal year
2011. The $8 billion in ARRA high-speed and intercity passenger grant
awards provided a great first step in the building of a national
system; however, a continued Federal commitment and supplemental
funding is crucial to accelerate the development of a true national
intercity passenger high-speed intercity rail system. IDOT also urges
the subcommittee to devote special attention to the development of the
next generation of intercity passenger rail equipment. Providing
funding for next generation intercity rail equipment creates and
preserves solid employment for skilled American workers--employment
that can be truly seen as ``green jobs.'' IDOT also urges the
subcommittee to fully fund the Passenger Rail Investment and
Improvement Act of 2008 (PRIIA) at its authorized levels. Likewise,
IDOT supports the President's Vision For High-Speed Rail in America
strategic plan released last April which promises to build a world-
class network of high-speed passenger rail corridors. We believe that
the funding provided under ARRA, PRIIA and in conjunction with the
President's strategic plan will serve the Nation in making reasonable
investments in establishing a solid foundation for high-speed rail from
which the system can thrive and expand.
AVIATION
Airport Improvement Program Obligation Limitation
IDOT supports a Federal fiscal year 2011 Airport Improvement
Program (AIP) obligation limitation of $4.1 billion, the same funding
level in the House-passed and Senate-passed reauthorization bill. These
amounts are supported by the American Association of Airport Executives
and the National Association of State Aviation Officials.
IDOT continues to support a multiyear reauthorization bill with AIP
funding levels that will allow full use of the anticipated Airport and
Airway Trust Fund (AATF) revenues. In addition, IDOT supports the
continuation of the budgetary guarantees of AIR-21 and VISION-100
protecting the use of the AATF revenues. Both the House and Senate have
passed long-term authorization bills. However, it is essential that
Congress enact legislation to reauthorize the AIP program.
Reauthorizing the AIP program secures Federal funds for Federal fiscal
year 2010 and beyond so that the States can support the future
development of their State aviation infrastructure programs.
IDOT urges Congress to reauthorize the programs of the Federal
Aviation Administration before, or soon thereafter the recent extension
expires on April 30, 2010. Adequate AIP funding remains especially
important for small, non-hub, non-primary, general aviation and
reliever airports. While most large/medium hub airports have been able
to raise substantial amounts of funding with Passenger Facility
Charges, the smaller airports are very dependent on the Federal AIP.
Airports must continue to make infrastructure improvements to safely
and efficiently serve existing air traffic and the rapidly growing
passenger demand. Lower AIP obligation levels translate into less
Federal funds for airport projects, thereby exacerbating the existing
capital project funding shortfall.
Essential Air Service Program (EAS).--IDOT supports an EAS program
funded at a level that will enable the continuation of service at all
current Illinois EAS points. Several Illinois airports, Decatur,
Marion/Herrin and Quincy, currently receive annual EAS subsidies.
Small Community Air Service Program.--IDOT supports funding for the
Small Community Air Service Development Program in Federal fiscal year
2011, at a level no less than $35 million. Illinois airports have
received funding from this program in the past.
Other Non-modal IDOT Priorities
--Height Modernization.--IDOT requests $1.2 million to continue a
newly established Height Modernization program in Illinois.
This project solicitation will be requested through the
Appropriations Subcommittee on Science, State, Justice,
Commerce and Related Agencies.
This concludes my testimony. I understand the difficulty you face
trying to provide needed increases in transportation funding. However,
an adequate and well-maintained transportation system is critical to
the Nation's economic prosperity and future growth. Your ongoing
recognition of that fact and your support for the Nation's
transportation needs are much appreciated. Again, thank you for the
opportunity to discuss Illinois' Federal transportation funding
concerns.
______
Prepared Statement of the American Indian Higher Education Consortium
This statement focuses on the Department of Housing and Urban
Development (HUD) and the Department of Transportation, Federal Highway
Administration--Office of Civil Rights (FHWA-OCR).
On behalf of this Nation's 36 Tribal Colleges and Universities
(TCUs), which compose the American Indian Higher Education Consortium
(AIHEC), thank you for the opportunity to express our views and
recommendations regarding the Department of Housing and Urban
Development's University Partnership Program for Tribal Colleges and
Universities for fiscal year 2011.
SUMMARY OF REQUESTS
Department of Housing and Urban Development (HUD).--Since fiscal
year 2001, a TCU initiative has been funded and administered under the
HUD-University Partnership Program. This competitive grants program
enables Tribal Colleges and Universities to build, expand, renovate,
and equip their facilities that are available to, and used by, their
respective reservation communities. We strongly urge the subcommittee
to reject the recommendation included in the President's fiscal year
2011 budget request to eliminate four separate HUD university and
community assistance programs, each addressing very different community
needs, and establish a homogenized University Community Fund. If all
funds are competed from a single source, there is no assurance that
TCUs will be served equitably, and the likelihood is that they will not
be. We further request that the subcommittee support funding for the
TCU Program, at a minimum of $5.435 million; the same level of funding
appropriated for this separate program in fiscal year 2010.
Additionally, we request that language be included to permit that a
small portion of the funds appropriated may be used to provide much
needed technical assistance to institutions eligible to participate in
this competitive grants program.
Department of Transportation, Federal Highway Administration--
Office of Civil Rights (FHWA-OCR).--Fort Peck Community College and
Salish Kootenai College, both located in Montana, and members of the
American Indian Higher Education Consortium, conduct Highway
Construction Training Programs funded by On the Job Training/Support
Services provided by FHWA-OCR. We urge the subcommittee to direct the
FHWA-OCR to continue its current rate of investment in the vital
programs offered by these TCUs that is designed to increase the number
of American Indians, including women, that are part of the highway
construction workforce in Indian Country.
BACKGROUND
Tribal Colleges and Universities are accredited by independent,
regional accreditation agencies and like all institutions of higher
education, must undergo stringent performance reviews on a periodic
basis to retain their accreditation status. In addition to college
level programming, TCUs provide essential high school completion (GED),
basic remediation, job training, college preparatory courses, and adult
education programs. TCUs fulfill additional roles within their
respective reservation communities functioning as community centers,
libraries, tribal archives, career and business centers, economic
development centers, public meeting places, and child and elder care
centers. Each TCU is committed to improving the lives of its students
through higher education and to moving American Indians toward self-
sufficiency.
Tribal Colleges and Universities provide access to higher education
for American Indians and others living in some of the Nation's most
rural and economically depressed areas. According to 2000 decennial
census data, the annual per capita income of the U.S. population was
$21,587. In contrast, the annual per capita income of Native Americans
was $12,893 or about 40 percent less. In addition to serving their
student populations, TCUs offer a variety of much needed community
outreach programs.
These institutions, chartered by their respective tribal
governments, were established in response to the recognition by tribal
leaders that local, culturally based institutions are best suited to
help American Indians succeed in higher education. TCUs effectively
blend traditional teachings with conventional postsecondary curricula.
They have developed innovative ways to address the needs of tribal
populations and are overcoming long-standing barriers to success in
higher education for American Indians. Since the first TCU was
established on the Navajo Nation in 1968, these vital institutions have
come to represent the most significant development in the history of
American Indian higher education, providing access to, and promoting
achievement among, students who may otherwise never have known
postsecondary education success.
Despite their remarkable accomplishments, TCUs remain the most
poorly funded institutions of higher education in the country. Chronic
lack of adequate funds remains the most significant barrier to their
expanded success. Funding for the day-to-day operating budgets of 26
reservation-based TCUs is provided under title I of the Tribally
Controlled College or University Assistance Act (Public Law 95-471).
Currently, the institutional operating budgets of these colleges are
funded at $5,764 per Indian student--only enrolled members of a Federal
recognized tribe or the biological child of a tribal member may be
counted as Indian students for the purpose of determining an
institution's operations funding level. Because TCUs are located on
Federal trust land, States have no obligation to fund them--not even
for the non-Indian State-resident students who account for
approximately 20 percent of TCU enrollments. Yet, if these same
students attended any other public institution in the State, the State
would provide basic operating funds to the institution. While
mainstream public institutions have had a foundation of stable State
tax-based support, TCUs must rely on annual Federal appropriations for
their day-to-day institutional operating budgets. In the almost 30
years since the Tribal College Act was initially funded, these
reservation-based colleges have never received the authorized funding
level for their institutional operations. In fact, they have lost
ground. If you factor in inflation, the buying power of the current
appropriation is $965 less per Indian student than it was when it was
initially funded almost 30 years ago, when the appropriation was $2,831
per Indian student. This is not simply a matter of appropriations
falling short of an authorization. It effectively impedes the TCUs from
having the resources necessary to provide educational services afforded
students at State-funded institutions of higher education.
Inadequate funding has left many TCUs with no choice but to
continue to operate under severely distressed conditions. The need
remains urgent for construction, renovation, improvement, and
maintenance of key TCU facilities, such as basic and advanced science
laboratories, computer labs, and increasingly important student
housing, day care centers, and community service facilities. Although
the situation has improved dramatically at many TCUs in the past
several years, some TCUs still operate--at least partially--in donated
and temporary buildings. Few have dormitories, even fewer have student
health centers and only one TCU has a science research laboratory.
As a result of more than 200 years of Federal Indian policy--
including policies of termination, assimilation and relocation--many
reservation residents live in conditions of poverty comparable to that
found in Third World nations. Through the efforts of TCUs, American
Indian communities are availing themselves of resources needed to
foster responsible, productive, and self-reliant citizens.
JUSTIFICATIONS
Department of Housing and Urban Development
The HUD-TCU program, funded and administered under the Department's
University Partnership Program, is a competitive grants program that
enables TCUs to expand their roles and efficacy in addressing
development and revitalization needs in their respective communities.
No academic or student support projects are funded through this
program; rather, funding is available only for community based outreach
and service programs at TCUs. Through this program, some Tribal
Colleges have been able to build or enhance child care centers and
social service offices; help revitalize tribal housing; establish and
expand small business development; and enhance vitally-needed library
services. Unfortunately, not all of the TCUs have yet to benefit from
this program. The program staff at the Department has no budget to
provide technical assistance with regard to this program. If a small
portion of the appropriated funds were to be available for program
staff to conduct workshops and site visits, more of the TCUs and their
respective communities could benefit from this vital opportunity. We
strongly urge the subcommittee to support a TCU specific program funded
at a minimum of $5.435 million, and to include language that will allow
a portion of these funds to be used to provide technical assistance to
TCUs, to help ensure that much needed community services and programs
are expanded and continued in the communities served by the Nation's
Tribal Colleges and Universities.
Department of Transportation, FWHA--Office of Civil Rights
Since 1999, two of the Montana-based tribal colleges: Fort Peck
Community College and Salish Kootenai College have conducted highway
construction training programs with funds from FHWA-OCR's On the Job
Training/Support Services. In 2006, FHWA-OCR recognized the strength of
its investment and success of these programs by presenting Salish
Kootenai College with the ``Minority Institutions Higher Education
Achievement Award''. We urge the subcommittee to include report
language directing the FHWA-OCR to continue its current rate of
investment in the vital programs offered by these TCUs designed to
increase the number of American Indians, including women, that are part
of the highway construction workforce in Indian Country.
PRESIDENT'S FISCAL YEAR 2011 BUDGET
The President's fiscal year 2011 budget request proposes
eliminating four existing separate university and community assistance
programs that serve unique constituencies and melding the funds into a
single $25 million University Community Fund, as part of the larger
Community Development Block Grant (CDBG). We request that the
subcommittee continue to recognize and appropriate separate funding for
the Tribal Colleges and Universities Program, and the other affected
programs, namely: Historically Black Colleges and Universities;
Hispanic Serving Institutions Assisting Communities; and Alaska Native
and Native Hawaiian Serving Institutions Assisting Communities, to be
allocated competitively within the separate programs.
CONCLUSION
We respectfully request that in fiscal year 2011, Congress maintain
the current level of funding for a separate Tribal Colleges and
Universities HUD program and provide for technical assistance, to help
these vital institutions improve and expand their facilities to better
serve their students and communities. Additionally, we ask Congress to
direct the Department of Transportation to maintain the current level
of funding for our two TCUs that conduct highway construction training
programs to increase quality jobs for American Indians living in Indian
Country. Thank you for your continued support of Tribal Colleges and
Universities and for your consideration of our fiscal year 2011 HUD
appropriations requests.
______
Prepared Statement of the City of Maricopa, Arizona
Chairwoman Murray, Ranking Member Bond, and distinguished members
of the subcommittee, thank you for allowing me to testify on behalf of
the city of Maricopa in support of $1.8 million for environmental
studies through the Federal Highway Administration's (FHWA) Public
Lands Highway--Discretionary (PLHD) program for a grade separation
along State Route 347 in Maricopa, Arizona.
History.--Maricopa is a small but thriving community 35 miles south
of Phoenix that is between the Gila River Indian Community and the Ak-
Chin Indian Community. Incorporated in 2003 with a population of
approximately 1,000 people, Maricopa is now a burgeoning community of
more than 40,000 and growing at the rate of approximately 100 people
per month. SR-347 is Maricopa's ``Main Street'' and is the area's
primary north-south corridor and most direct route to the Phoenix area.
Originally paved in the 1950's as a two-lane highway, the roadway was
upgraded to a five-lane facility in the early 1990s, when the
population of Maricopa and surrounding communities was less than 1,000
people. The Union Pacific Rail Road's (UPRR) Sunset Line crosses SR-347
in the center of the Maricopa community. The Sunset Line was a single
track but has just recently been double tracked with plans for a third
track. The Sunset Line is one of UPRR's key transcontinental freight
corridors, and currently over 50 trains per day pass through the UPRR/
SR-347 intersection at speeds in excess of 50 mph.
Traffic Levels.--Traffic counts taken in February 2009 show a daily
traffic count of 33,547 vehicles, including 168 school buses carrying
an estimated 2,856 children across this rail line during morning and
afternoon peak hour periods. Also, on average 30 pedestrians cross the
tracks at peak times, many of them students walking to and from
Maricopa High School. Additionally, a majority of patrons of Harrah's
Ak-Chin Casino, located just a few miles south of Maricopa, cross the
UPRR line on SR-347 in both personal vehicles and on charter buses.
Accident History.--Crash statistics documented in our 2007
feasibility study show that SR-347 at the UPRR Line had 21 accidents
including one fatality in the previous 3 years. Federal Railroad
Administration's (FRA) most recent 10-year accident statistics for all
of Pinal County show an average of 3 fatalities a year out of 30
incidents per year county-wide. In Maricopa, FRA statistics show five
fatalities in the past 20 years at crossing 741343C (SR-347 and UPRR)
including a toddler trapped in a truck stalled on the crossing in June
2000. Life long residents remember this tragedy and never want to see
it repeated.
Congestion.--Each passing train stops traffic on SR-347 for several
minutes resulting in delays and congestion. In addition, six Amtrak
trains per week make scheduled stops at the Maricopa Station, typically
taking 5 to 10 minutes to load and unload passengers and baggage. The
Amtrak loading platform is located approximately 120 feet east of the
SR-347 crossing; since the Amtrak trains normally extend through the
intersection, these also cause long back-ups and congestion.
Emergency Access.--To many people in Maricopa, the SR-347 crossing
at the UPRR is literally the only way across the railroad tracks. Due
to the location of fire stations and the restriction of only having one
police station in the city, this means emergency vehicles also commonly
have to wait for the passing of a train before they are able to
continue responding to a code response. Maricopa is concerned about the
SR-347/UPRR crossing as a hindrance to providing proper public safety
responses.
Hazardous Materials.--With the volume and type of freight carried
along the UPRR Sunset Line through the middle of downtown Maricopa,
there is an ever-present threat of a hazardous materials incident.
Spills of this nature can take upwards of 12 to 24 hours to resolve.
The shutdown of this vital crossing, leaving residents unsure of
alternate routes and hindering emergency service response as well as
citizens commuting to and from work, would cause serious repercussions
for the community. Traffic congestion could also delay proper response
of hazardous materials teams.
Current Status.--A grade separation Feasibility Report/
Environmental Overview (FR/EO) was completed in March 2007. The purpose
of the investigation was to develop and evaluate various alternatives
for achieving the grade separation. The FR/EO presents five options for
achieving the project goals, and evaluates each based on a range of
criteria including cost, effectiveness, and community impacts.
Since March 2007, no progress has been made on this project. Steps
left to be taken include the completion of a Design Concept Report and
an Environmental Impact Statement and engineering design. Once project
development is completed, bidding and construction can proceed. The
city of Maricopa strongly supports a congressional appropriation of
$1.8 million for environmental studies with regard to the SR-347 grade
separation project in the fiscal year 2011 Transportation and Housing
and Urban Development and Related Agencies Appropriations bill.
To date, the city of Maricopa has invested $500,000 in the project
and is expected to add more to this total. Additionally, the Arizona
Department of Transportation has committed $400,000 to this project
thus far. To keep this project on schedule, Federal funding is
necessary and we strongly support the subcommittee allocating $1.8
million to complete the environmental studies for this project.
Justification for Dedication of Federal Funds.--SR-347 is the
primary access to one of the fastest growing areas in the country,
carries pass-through traffic to San Diego and Mexico and serves as a
key economic corridor for the Arizona region. The UPRR Sunset Route is
one of the busiest transcontinental rail lines in the United States,
transferring freight between the Port of Los Angeles, California and El
Paso, Texas. We have two significant interstate transportation routes
intersecting within a local municipality, burdening the city and
placing residents at a heightened risk. Federal action to remedy this
is warranted given the gravity of the situation, the scale of the
solution required and the scarcity of alternative options.
The speed of regional growth has outpaced the ability of local and
State authorities to provide for the health, safety and welfare of
travelers crossing the UPRR line on SR-347. Once safety concerns are
identified, it is imperative to seek a solution to this problem at all
levels. The transcontinental nature of the UPRR rail line is a national
issue. The housing boom that created Maricopa and brought residents
from all across the country is a national phenomenon. The reality that
a significant and possibly fatal safety issue exists today should drive
away any notion that this is anything less than a national issue. A
safety issue as this, with emergency needs, should be addressed before
conditions worsen and additional accidents or fatalities take place. We
should solve this problem before another tragedy takes place and this
is why we are urgently asking Congress to address this problem now
before another fatal accident takes place.
Conclusion.--The UPRR crossing at SR-347 is one of the most
dangerous rail crossings in Arizona. Because it bisects the fastest
growing area of Arizona, traffic is congested, public safety is
compromised, and children are at risk because of its proximity to a
high school. The only way to resolve this dangerous situation is an
over or under pass at the current grade crossing. Therefore, again, the
city of Maricopa strongly supports $1.8 million in funding through the
PHLD program under the Federal Highway Administration in the fiscal
year 2011 Transportation and Housing and Urban Development and Related
Agencies Appropriations bill for the completion of the environmental
studies for State Route 347 grade separation project thus keeping it on
an optimal schedule for completion.
Finally, it is important to note that our Senators--Kyl and
McCain--do NOT request earmarks and, therefore, we will not receive any
funding in the Senate. However, we are confident that with our support
in the House from Congressmen Grijalva and Pastor that this project
will be a conferenceable line-item and we hope you will support this
important request. Not one more life should be sacrificed at this
dangerous crossing.
Thank you for your time and attention to this important matter.
______
Prepared Statement of the Cook Inlet Housing Authority
My name is Carol Gore, and I currently serve as the president and
CEO of Cook Inlet Housing Authority. On behalf of Cook Inlet Housing
Authority, I appreciate this opportunity to submit testimony to the
Senate Appropriations Subcommittee for Transportation, Housing and
Urban Development regarding the Department of Housing and Urban
Development's proposed fiscal year 2011 funding allocation for the
Indian Housing Block Grant program.
Cook Inlet Housing Authority is headquartered in Anchorage, Alaska.
It is the Tribally Designated Housing Entity for Cook Inlet Region,
Inc. and has a service area of 38,000 square miles, covering much of
south-central Alaska. According to Census 2000 figures, Cook Inlet
Housing Authority's service area contains a Native American population
of approximately 36,000 individuals, roughly 30 percent of Alaska's
Native American population. We estimate that more than one-half of the
Native American families living within Cook Inlet Housing Authority's
service area are living at or below HUD-defined low-income levels.
The Indian Housing Block Grant program, created by the Native
American Housing Assistance and Self-Determination Act, or ``NAHASDA,''
is Cook Inlet Housing Authority's primary source of funding for
affordable housing and housing-related activities for low-income Native
American families. The program enables Cook Inlet Housing Authority to
develop and operate elder and family rental housing, provide affordable
home loans and down payment assistance, deliver housing readiness case
management, issue tenant-based and project-based rental assistance
vouchers, and provide weatherization upgrades. Cook Inlet Housing
Authority also works with a number of local providers to combat
homelessness and provide supportive housing for individuals with
special needs. This leveraging of local capacity provides a non-
duplicative mechanism to use existing expertise and programs to enhance
homelessness and supportive housing opportunities for low-income Native
American families living within our region.
The Indian Housing Block Grant is critical for another, more
technical and fundamental reason. Congress intended for NAHASDA
recipients to use their Indian Housing Block Grants to leverage
additional funding for affordable housing in Indian country. By using
its Indian Housing Block Grant to secure investment from other sources,
Cook Inlet Housing Authority has been able to bring significant
additional resources to serve the affordable housing needs of all
tribal members living within our region without segregation by income
or location. We describe this leveraging model as providing our region
with the benefits of living within a Village where all people and
resources are valued. By leveraging our NAHASDA funds, we are
benefiting our people and community in a way that celebrates and
welcomes our Native American population providing them quality homes in
a variety of neighborhoods. Simultaneously, our leveraging model has
enabled us to serve more AIAN clients than we could otherwise serve if
we developed housing strictly with NAHASDA funds on a house-by-house
basis. NAHASDA encourages leveraging. We thank Congress for the wisdom
and guidance to provide this opportunity to bring private capital and
funding to our Indian housing. Leveraging is part of the reason why
NAHASDA has been a resounding success throughout the United States.
However, despite the successes and innovations NAHASDA has spawned,
housing conditions in Indian country are far inferior to those of the
general U.S. population. According to the 2000 U.S. Census, nearly 12
percent of Native American households lack plumbing, compared to 1.2
percent of the general U.S. population. Indian households are nearly
three times more likely to be severely overcrowded. We are making good
progress, but our success has only just now begun to reach the private
banking industry and other grant funding sources. Absent NAHASDA funds
for leveraging, we have little chance of continuing our progress. With
NAHASDA, we are perceived to have ``skin in the game'' by other
funders. We are investing in our people and our communities--often
bringing $1 to $9 from other sources for every NAHASDA dollar.
It is for precisely these reasons--the success of NAHASDA and the
disparity in housing conditions between Native American communities and
the general U.S. population--that Cook Inlet Housing Authority is so
confused by the administration's 2011 budget request for the Indian
Housing Block Grant. The President's 2011 budget seeks $580 million for
the Indian Housing Block Grant, an amount 17 percent less than the
level enacted for 2010 and the lowest single-year funding amount for
the IHBG since the Native American Housing Assistance and Self-
Determination Act became law in 1996.
Why a successful program that effectively addresses the housing
needs of an extremely underserved population should bear a
disproportionate burden when it comes time to trim the Federal budget
is simply baffling. Cook Inlet Housing Authority has heard
unsubstantiated assertions that there is a lack of capacity in Indian
country that prevents the timely expenditure of Indian Housing Block
Grant funds. To the contrary, it is our understanding that NAHASDA
recipients have clearly demonstrated their capacity to obligate and
expend American Recovery and Reinvestment Act funding in accordance
with Federal requirements.
It is true that some NAHASDA recipients may hold on to their annual
Indian Housing Block Grant funding for limited periods, but they do so
for legitimate reasons. Because of the nature of the housing industry
in cold weather climates, construction seasons may be limited. In
Alaska, we can miss an entire construction season because the water
transportation system is either too low or doesn't thaw in time for
delivery. Moreover, small tribes receiving minimum NAHASDA allocation
sometimes preserve their Indian Housing Block Grant funding over
multiple years until they have pooled enough resources to engage in
meaningful and strategic housing activities. This practice is expressly
permitted by NAHASDA.
It is also confusing that the administration's budget request
proposes such a substantial cut to the Indian Housing Block Grant only
months after Congress implicitly recognized the efficacy of NAHASDA by
providing millions of dollars for the Indian Housing Block Grant
through the American Recovery and Reinvestment Act. Had the Recovery
Act funding been described to tribes and tribally designated housing
entities as an advance rather than a supplement intended to address
critical housing shortages in Indian country while stimulating the
American economy, Cook Inlet Housing Authority would have vigorously
opposed Recovery Act NAHASDA funding. Such an ``advance'' followed by a
funding cut would require tribes and housing organizations to hire a
significant number of new employees in order to spend Recovery Act
funding, only to lay off those very workers and additional staff once
Recovery Act funding is spent. This was clearly not the intent of
Congress.
Because NAHASDA is an effective program enabling tribes and their
designated housing entities to address the severe shortage of safe,
affordable housing in Indian country, Cook Inlet Housing Authority
respectfully requests that Congress fund the Indian Housing Block Grant
at $875 million for 2011. This funding level will restore Indian
Housing Block Grant funding to the fiscal year 2010 funding level and
provide an additional $175 million to address inflationary forces and
cost increases that were not taken into consideration between 1996,
when NAHASDA was passed, and 2010.
On behalf of Cook Inlet Housing Authority, thank you for the
opportunity to provide testimony opposing the administration's proposed
cuts to the Indian Housing Block Grant and supporting an increase in
the amount of $175 million for that program.
______
Prepared Statement of the Ely Shoshone Tribe Housing Department
It has been brought to my attention that the fiscal year 2011
budget proposed by President Obama includes unprecedented cuts to
funding under the Native American Housing and Self-Determination Act
(NAHASDA). As you may be aware, housing conditions and the availability
of housing in Indian Country fall far below those of the general U.S.
population. For example, according to the 2000 U.S. census, nearly 12
percent of Native American households lack plumbing compared to 1.2
percent of the general U.S. population. Further, Indian households are
nearly three times more likely to be severely overcrowded.
Since the inception in 1996 and funding and implementation in 1998,
NAHASDA has been the cornerstone of tribal housing programs. The
President's budget proposes cutting funding for the Indian Housing
Block Grant (IHBG) to $580 million, which is nearly 18 percent lower
that the fiscal year 2010 funding level and would be the lowest single-
year funding ever allocated to IHBG since NAHASDA was enacted. The
proposed budget does not include sufficient resources for the Indian
Community Development Block Grant (ICDBG) and completely eliminate the
much-needed Training and Technical Assistance (T/TA) that tribes need
to plan, implement and manage their housing programs. I urge you to
support increased funding for the IHBG at $875 million, the ICDBG at
$100 million, and to reinstate the allocation for T/TA at $4.8 million.
Thank you in advance and consideration.
______
Prepared Statement of the Fond du Lac Band of Lake Superior Chippewa
Mr. Chairman, members of the subcommittee, I am Karen R. Diver,
chairwoman of the Fond du Lac Band of Lake Superior Chippewa. On behalf
of the band, I would like to thank you for this opportunity to submit
testimony on fiscal year 2011 appropriations relating to the United
States Department of Housing and Urban Development. We submit this
testimony to urge Congress to increase the Federal funding levels for
Indian housing programs that are provided through the Department of
Housing and Urban Development.
Specifically, we ask that Congress appropriate $875 million for the
Native American Housing Block Grant Program (NAHASDA), and increase all
other HUD programs serving Native Americans. Although the NAHASDA
program is the principal source of Federal financial assistance for
housing on Indian reservations, the President's proposed fiscal year
2011 budget would reduce funding for this program to only $580 million.
This is substantially below the fiscal year 2010 enacted level of $700
million, and, in fact, is well below funding that had been provided for
this program in each of fiscal years 2005 through 2009--which had
averaged $630 million annually but which had not been adjusted to
address increases in housing costs caused by inflation. While the band
very much appreciates the additional funds provided for this program
through the American Recovery and Reinvestment Act of 2009, the ARRA
funds should supplement and not reduce program funding levels. Indeed,
because of the severe and persistent deficiencies in housing in Indian
Country, program funds should be increased above the fiscal year 2010
enacted level.
Native Americans suffer the most substandard housing--at a rate of
six times that of the population at large. The Fond du Lac Band, like
tribes nationwide, has longstanding and severe housing needs. Our
reservation, located in northeastern Minnesota, is part of our
aboriginal homeland. The reservation was established for us by treaty
with the United States on September 30, 1854 as our permanent home. We
have 3,900 enrolled tribal members, and provide a wide range of
services not only to our members, but to approximately 6,500 Indian
people who live and work on and near our reservation.
The Fond du Lac Reservation did not receive public housing until
1965, 30 years after public housing was established for all other
Americans. The implementation of the housing program for Fond du Lac
followed many years of failed Federal policy, which served to break up
families by placing children in boarding schools and foster homes, and
which relocated many of the residents of the Fond du Lac Reservation
from the reservation to urban areas. In recent years, especially with
the decline in the Nation's economy, many band members have come back
to the reservation in the interest of obtaining jobs that the band has
been able to provide as a result of the band's recent strides in
economic development.
Although our reservation encompasses 100,000 acres of land, the
Federal allotment policy, which was applied to the Fond du Lac
Reservation in 1889, left us with the poorest lands; our most valuable
lands went to timber companies and homesteaders. In addition, our
reservation is located in a geographic area that contains mostly
marginal lands that require costly drainage projects for the land to be
useable. Our lands are considered a difficult environment for
affordable housing because they require high development costs
associated with substandard soils and expensive sewage systems and a
lack of decent infrastructure. In an effort to meet our members'
housing needs, the band has found it necessary to invest significant
funds to remediate the band's current lands, purchase other lands, and
construct the infrastructure (septic systems, water and sewer lines,
roads, and utility services) that is essential to serve those lands.
The band cannot do this alone. The band has long depended on the
funds made available to Indian tribes through HUD to assist us in
meeting the housing needs of our members. But the deficits in housing
for Indian people are so entrenched and so severe that they will not be
remedied without continued Federal financial assistance.
We currently have 73 units of home ownership housing and 231 units
of low rent housing. Many of our housing units are over 15 years old,
with the oldest units built more than 30 years ago, in 1970. Because of
the age of our housing stock, the units are constantly in need of
maintenance and repairs. Approximately 30 percent of our housing units
require major renovation, such as the replacement of roofs and siding,
as well as upgrades in plumbing and other utility systems, and the
replacement of windows and doors. Other units require routine repairs
and maintenance, the average cost of which is $5,000 per year.
The Fond du Lac Housing Division currently has a waiting list of
approximately 300 applicants seeking low income and home ownership
housing. We have many other tribal members who are also in need of
housing, but who have moderate incomes and therefore are not even shown
on our waiting list. To meet the needs of our members we need to build
at least 300 new housing units. Our greatest need is for low income
rental units and funds to cover the cost of repairs and maintenance. We
also have ongoing needs to build new and upgrade existing septic
systems to serve that housing, the cost of which is estimated to be
approximately $1-$2 million.
The disparity between housing conditions among our members and that
of the general population is shown by the 2000 Census. In Minnesota,
0.5 percent of the population lives in homes lacking complete plumbing.
In contrast, among Fond du Lac members that figure is 10 times higher--
5.1 percent. In Minnesota, 0.48 percent of the population lives in
homes that lack complete kitchens. In contrast, among Fond du Lac
members, 4.2 percent live in homes without complete kitchens. In
addition the poverty rate in Minnesota is 7.9 percent, while the
poverty rate among Fond du Lac members is 14 percent.
Because of the severity of our housing shortage, approximately 20
percent of our people currently live in overcrowded homes. It is not
uncommon on our reservation and among our people to find 10 or more
individuals living together in a 2-bedroom home. Overcrowding, in turn,
taxes the house itself by accelerating the wear and tear on those
homes.
Overcrowding and dilapidated housing creates other risks. As
discussed by the U.S. Commission on Civil Rights, in its report, A
Quiet Crisis: Federal Funding and Unmet Needs In Indian Country, at 62-
63 (July 2003), the high rate of overcrowded housing among Native
Americans increases the risk of fire and accidents, and creates
unsanitary conditions, with increased spreading of communicable but
normally preventable illnesses. Overcrowded housing is especially
harmful to children, who, as the Commission found, are likely to
``suffer sleep deprivation and inability to concentrate in school.'' In
addition, overcrowded housing ``often results in stress, which can
magnify family dysfunction and eventually lead to alcohol and child
abuse.'' A Quiet Crisis at 63. We see these problems at Fond du Lac.
Our members who are compelled to live in overcrowded homes are also
often only a step away from being homeless. As set out in a recent
study of homeless and near-homeless persons on northern Minnesota
Indian Reservations, including the Fond du Lac Reservation,
``[d]oubling up with family or friends is often the last housing
arrangement a person has before becoming literally homeless, and it is
common for people to go back and forth between doubling up and
homelessness.'' Wilder Research, Homeless and Near-Homeless People on
Northern Minnesota Indian Reservations (Nov 2007), http://
www.wilder.org/download.0.html?report=2018. The Report further found a
substantial number of Indians on the six reservations studied to be in
this near-homeless status.
Homelessness is an equally severe problem among Fond du Lac
members. In 1994, the Minnesota Housing Finance Agency reported that
while the homeless rate for all Minnesota residents was 0.92 percent,
the homeless rate among Fond du Lac members was 6.54 percent. See
Minnesota Housing Finance Agency, Comprehensive Housing Affordability
Strategy 1996-2000 at 28, 43, 49 (December 29, 1995). The problem of
homelessness continues to exist. A 2006 study shows that a
disproportionately high number of Native Americans in Minnesota are
homeless. See Wilder Research, Overview of Homelessness in Minnesota
2006: Key Facts from the Statewide Survey (April 2007), http://
www.mnhousing.gov/initiatives/housing-assistance/Resources/index.aspx.
The study reports that although Native American adults are only 1
percent of the population of the State, they are 11 percent of the
adults identified as homeless. And while Native American youth (age 11
to 17) are only 2 percent of the youth population in the State, they
are 22 percent of the homeless youth that are unaccompanied by an
adult. Id. at p 9.
We see the problem of homelessness among our members every day. The
band regularly receives requests from band members who are homeless and
in need of housing. The band currently has no facilities to provide
temporary shelters to house our members when emergencies arise and
there are no homeless shelters in close proximity to the Fond du Lac
Reservation. Instead, in an effort to combat this problem, the band has
found it necessary provide temporary shelter to homeless band members
in the band's Black Bear Hotel and other local hotels and motels.
In addition, several years ago, the band established an emergency
rental assistance program. Under this program, the band provides
emergency shelter to band members in need of housing by paying the
security deposit and first month's rent on a rental unit anywhere
within a 60 mile radius of our reservation. The band has provided
rental assistance to many band members since the program was created.
But although this program does address the immediate housing crisis
faced by a family that becomes homeless, it is not a long term solution
for many of our members who do not have sufficient financial resources
to continue to pay the higher rents that are generally charged for
housing outside the reservation. Those members risk becoming homeless
again a few months after emergency rental assistance is provided. The
band needs more units of affordable low-income rental housing to meet
the needs of these individuals. However, because of budget limitations,
we do not have enough funds to cover the cost of building and
maintaining a sufficient number of low income rental housing units.
The Fond du Lac Band also needs to address the housing needs of our
elderly population by providing assisted living accommodations for them
if they so choose. Our elders are our teachers and mentors and we need
to honor and respect them by giving them comfort and security, and
allow them to live in a secure, healthy and worry-free environment.
While the band has two housing complexes for our elders, there are not
a sufficient number of units within those complexes to meet the need.
Further, the units in those complexes do not have the medical and
related facilities if the elders require greater assisted care. In such
circumstances, our elders must find a nursing home outside the
reservation.
The band relies on its annual grant from the Department under the
NAHASDA program to meet some of these housing needs. The band has also
relied on Indian Community Development Block Grants, which the band has
been able to use for infrastructure. However, the funding for these
programs has not materially increased over the years. At the same time,
the costs of the supplies, materials and labor necessary to remodel and
modernize our aging housing stock have increased every year with
inflation. Each year we are forced to do more with less. Current
funding levels simply do not meet the housing needs. The lack of any
real increases in the NAHASDA program before fiscal year 2010 and in
the other HUD programs that are intended to serve Indians will only
make this housing crisis worse. The Federal Government's trust
responsibility demands that this Indian housing crisis be addressed.
Housing represents the single largest expenditure for most Indian
families. The development of housing has a major impact on the national
economy and the economic growth and health of regions and communities.
Housing is inextricably linked to access to jobs and healthy
communities and the social behavior of the families who occupy it. The
failure to achieve adequate housing leads to significant societal
costs.
Decent, affordable, and accessible housing fosters self-
sufficiency, brings stability to families and new vitality to
distressed communities, and supports overall economic growth. Very
particularly, it improves life outcomes for children. In the process,
it reduces a host of costly social and economic problems that place
enormous strains on the education, public health, social service, law
enforcement, criminal justice, and welfare systems. For these reasons
the Fond du Lac Band strongly urges Congress to increase funding for
our housing needs so we can meaningfully address the needs of the core
of our communities.
Miigwech. Thank you.
______
Prepared Statement of the Railway Supply Institute, Inc.
Thank you for the opportunity to submit this statement.
The Railway Supply Institute (RSI) appreciates the opportunity to
provide this subcommittee with our views on important transportation
funding policy.
Established in 1908, RSI is the international association of
suppliers to the Nation's freight, passenger rail systems, and rail
transit authorities. The domestic railway supply industry is a $20
billion a year business with some 500 companies employing 150,000
people. Approximately 25 percent of sales involve Amtrak, commuter
railroads and transit authorities. A strong national freight and
passenger rail system will not only continue to sustain good paying
domestic jobs but will lead to future job creation as well.
RSI supports both our Nation's freight and passenger rail
operations. We need a strong, national railroad passenger system that
contributes to reducing dependence on foreign oil; reducing carbon
emissions into the atmosphere; reducing congestion on our highways;
improving transportation safety; reducing airport congestion; and that
will enhance our ability to move vast numbers of people in emergency
evacuation situations (i.e. 9/11, Katrina, etc).
As representatives of those who supply our Nation's railroad
industry, we submit that a more balanced national transportation policy
that places more emphasis on rail will significantly contribute to
meeting our Nation's stated policy objectives that are designed to make
this Nation stronger.
Our key requests for intercity passenger trains for fiscal year
2011 are:
--Amtrak's budget request: $592 million for operations; $1,299
million for capital (including $281 million for Americans with
Disabilities Act compliance work); $305 million for debt
service; $7 million for FRA oversight.
--Amtrak's fleet strategy requirement: $446 million.
--Capital grants for States: $4 billion, with an appropriate portion
designated for rolling stock acquisition.
In addition, we urge the subcommittee to consider fully funding the
FRA Railroad Safety Technology Grant Program in the amount of $50
million. The grant program is intended to accelerate the installation
of Positive Train Control (PTC) on key portions of the Nation's rail
system. As you know, the Rail Safety Improvement Act of 2008 (RSIA)
mandates the deployment of interoperable PTC systems by December 31,
2015 on mainline tracks that carry passenger trains or Poison
Inhalation Hazard/Toxic Inhalation Hazard materials. The new grant
program was authorized under RSIA and has an 80/20 cost-sharing
requirement. Funding assistance would help the railroads continue to
expand needed capacity to meet both freight and passenger demands while
still complying with the PTC mandate.
Finally, RSI requests that the subcommittee provide full funding
for the Federal Railroad Administration's rail research and development
program, ideally to the administration's requested level of $40
million. FRA's R&D program provides vital safety support including
research on track issues, equipment crashworthiness, hazardous
materials transport, human factor issues such as fatigue and many other
areas supporting the Nation's rail safety program and saving lives.
Your continued support for a healthy and vital rail network is good
public policy and good for the Nation.
Thank you for considering our views.
______
Prepared Statement of the Hoopa Valley Tribe
This written testimony is submitted in support of appropriations
for the Hoopa Valley Tribe's Senior Nutrition (Elder) Center in the
amount of $1,150,000. The agency involved is Housing and Urban
Development and the programs involved include Economic Development
Initiatives.
The Hoopa Valley Tribe is a federally recognized Indian tribe
governed by a chairman and a seven member tribal council. Our
responsibilities include governing our tribal members and land;
administering, managing and protecting our tribal property;
safeguarding and promoting the peace and general welfare of the Hoopa
Valley Indians; and negotiating with Federal, State and local
governments.
Located in the rural and remote areas of Northern California, the
Hoopa Valley Indian Reservation is 55 miles from the larger populated
areas of Eureka and Arcata. The Hoopa Valley Tribe is the largest land
based tribe in California. Our reservation is referred to as the ``12
mile square;'' it encompasses approximately 144 square miles (98,355
acres) including the Valley floor.
According to the U.S. Census Bureau (Census 2000), there are
approximately 2,633 people living on the Hoopa Valley Reservation.
About 84.7 percent of the residents are American Indian. Poverty,
inadequate education, high rates of unemployment and limited access to
health services are creating significant and alarming health
disparities among our people. Around 32 percent of Hoopa residents are
currently living in poverty, which is 2.3 times the statewide figure of
14.2 percent and 2.6 times the nationwide figure of 12.4 percent. These
statistics include our elders who are disproportionately affected by
chronic conditions and are principally low income individuals living on
fixed incomes.
The K'ima:w Medical Center is an entity of the Hoopa Valley Tribe.
It is an ambulatory clinic which offers a comprehensive set of services
that include medical, dental, community health, nutrition, social
services, senior nutrition, full laboratory and radiology services as
well as specialty clinics for vision, podiatry and telemedicine. The
service area of K'ima:w Medical Center includes the reservation as well
as the surrounding areas of Willow Creek, Salyer and Johnson.
The tribe and its K'ima:w Medical Center are seeking appropriations
to construct a new Senior Nutrition (Elder) Center. Our current center
is located in a very old building. We have safety concerns as well as
simply not enough space for the services and activities we wish to
offer our seniors, and which our seniors need. The Center we envision
would become a focal point for the community and a place where seniors
in the community could go for nutritious meals, community programs,
medical screenings, physical therapy, and general health education. The
Center would enable us to promote a more fit and healthy senior
population through these screenings, exercise, activity and nutrition.
Importantly, the Center would serve tribal members and non-tribal
members in the community.
Caring for our elders is of utmost importance to the Hoopa Valley
Tribe. The Senior Nutrition (Elder) Center would greatly aid in
improving the lives of senior citizens on the reservation. Because of
the vast area and remote nature of our reservation, seniors can easily
experience isolation from time to time. This Center would help
alleviate this problem. It would provide a gathering place for elders
to create and maintain social relationships and preserve their
connection to the community. It would also provide opportunities for
tribal members to learn from the tribe's elders as they administer care
or simply visit with them at the Center.
The Center's services would not only enhance the quality of life
for our elders but would also help prevent and detect unnoticed
healthcare problems. Poor nutrition and delayed detection of illnesses
can lead to serious consequences. It is expected that the Center would
help prevent healthcare problems and the substantial medical costs
associated with same. Our elders face high rates of diabetes,
dyslipidemia and high blood pressure. The Center would help seniors
take control of their health before more serious problems arise.
The tribe's current senior nutrition program serves meals to tribal
and non-tribal elders in the community. Last year, we served 6,582
meals on-site and 7,953 meals via home delivery. This was an increase
of 332 meals over 2008. We expect these needs to continue to rise and
an upgraded Center is vital to meeting expected increased demands. Our
services in this regard are critical as the meal we serve is likely the
only opportunity for a nutritious meal for a senior, and may very well
be the only opportunity for a meal, period.
Finally, a new Senior Nutrition Center would provide jobs in our
remote area which is in need of economic development. The project is
expected to create at least 15 construction positions. Further,
permanent staff would be hired once the new Senior Nutrition Center is
operational. Having more people employed on the reservation will
stimulate the local economy, something which is seriously needed given
our poverty rate and remote area.
The Total Project Cost and Total Appropriations Request are:
--Senior Nutrition (Elder) Center--Total $1,550,000
--Construction of the building: $1,150,000
--Kitchen equipment, furniture, additional building expenses--
$400,000
Of the Senior Nutrition Center's total costs, $1,550,000, the tribe
plans to contribute $400,000 (26 percent) through the use of tribal
funds and more community fund raising.
Funding in the amount of $1,150,000 is requested for the
construction of a new Senior Nutrition Center on the Hoopa Valley
Reservation.
______
Prepared Statement of the National Association of Railroad Passengers
Thank you for the opportunity to submit this statement. Thank you
also for the positive role that you and your subcommittee have played
over the years in providing funding for intercity passenger trains.
Our key requests for intercity passenger trains for fiscal year
2011 are:
--Amtrak's budget request: $592 million for operations; $1,745
million for capital (including $281 million for Americans with
Disabilities Act and $446 million for the fleet strategy); $305
million for debt service; $7 million for FRA oversight.
--Capital grants for States: $4 billion, with an appropriate portion
designated for rolling stock acquisition.
--Any funding needed to restore service to Las Vegas. Amtrak, as part
of its statutorily mandated California Zephyr performance
improvement plan is considering restoring Salt Lake City-Los
Angeles service. This would put Las Vegas back on the Amtrak
map and restore direct Denver-Los Angeles service. Around 1996,
when Amtrak was considering route reductions, the head of what
was then Amtrak's Chicago-based ``strategic business unit''
told our chairman, ``If I had known Congress was going to put
back routes, based on the economics, I would have recommended
the Desert Wind (Salt Lake City-Los Angeles) first.''
--Funding needed to restore service between New Orleans and Florida,
consistent with the PRIIA requirement that Amtrak by July 16,
2009, submit a plan to restart service.
--Funding needed to restore service between Salt Lake City and the
Pacific Northwest and between Chicago and the Pacific Northwest
via southern North Dakota and southern Montana, as Amtrak
studied in response to the mandates in PRIIA.
Equipping Trains for Growth.--A major factor hurting customer
satisfaction and inflating operating costs is the 37-year average age
of its locomotives and cars, including 92 long-distance ``Heritage''
cars that are between 53 and 61 years old.
Amtrak's fleet strategy assumes ridership growth of only 2 percent.
That is too conservative, given the need to increase capacity on
existing routes and to add routes. We appreciate Amtrak's emphasis on
their plan's ``scalability,'' that is, the fact that car acquisitions
can be increased if the market calls for it and funding is provided.
Indeed, some trains are already outpacing similarly conservative
ridership projections.
Nonetheless, this illustrates the financial challenge: failure to
meet the funding targets Amtrak identified puts us close to a no-growth
scenario regarding both additional capacity on existing routes and
expanding the network to parts of the country that are not adequately
served, a category that includes some of the fastest-growing regions in
the United States.
In addition to funding fleet needs directly, consideration should
be given to the use of tax credits and/or asset depreciation benefits
to encourage private leasing companies to buy equipment and lease it to
States and perhaps Amtrak. Part of the goal is to reduce the high up-
front costs that taxpayer-supported agencies face when procuring new
equipment.
Also of critical importance is the $281 million Amtrak request to
fulfill its obligation to bring stations into compliance with the
Americans with Disabilities Act--money that is left out of the
administration's budget. The Association supports Amtrak's current ADA
policy as set forth in ``Amtrak Guidelines on Platform Design'' (April
2008). Previously, we joined with Amtrak, the Class I railroads and
commuter railroad agencies in strongly opposing a rule that had been
under consideration by U.S. DOT that would have required full length
platforms for level boarding. In fiscal 2010, Amtrak was instructed to
spend the $144 million for ADA which in effect reduced other vital
capital expenditures.
The Importance of Trains.--More and better passenger trains and
intermodal connections are crucial to maintaining mobility for our
citizens, enhancing the quality of life in our communities, bolstering
our Nation's economic competitiveness and energy efficiency, providing
good jobs for Americans and reducing our transportation system's
negative environmental impact.
Mobility and quality of life issues become more relevant as the
proportion of older citizens dramatically increases, and as young
people become more receptive to non-auto transport.
The national interest is well served by enabling as many people--
especially older people--as possible to lead a satisfying life with
little or no driving. This can improve both safety and mental health,
as people in auto-dependent environments who cannot drive suffer from
the resulting sense of isolation.
Fewer Teenaged Drivers.--At the same time, the Millennial
Generation--people in their teens and twenties--is greatly attracted to
a less car-dependent lifestyle. They increasingly do not view acquiring
a driver's license as a ``rite of passage to maturity'' for 16-year-
olds. Indeed, my two sons of driving age, now 21 and 19, both got their
drivers' licenses a year or two after turning 16, becoming serious
about getting their licenses only after realizing that mass transit
served their transportation needs poorly. Media reports confirm that my
sons are not unique, including WRAL.com in Raleigh (January 25),
Tampa's News Channel 8 (February 11), and New York Times (February 25,
2008).
Ridership and Polls.--Americans' desire for improved train service
is demonstrated through increasing ridership on Amtrak and rail transit
systems nationwide. Amtrak gained riders for 6 straight years--from
2002 to 2008. The 2008 run-up in gasoline prices was a big factor in
ridership growth of 11 percent from 2007 to 2008. While Amtrak and
transit ridership fell in 2009, due in part to the recession and lower
gasoline prices, Amtrak ridership still was 5 percent above the 2007
level. Amtrak ridership through the first half of fiscal year 2010
(October-March) was 4.3 percent above the year-earlier level (long-
distance trains were up 5.2 percent).
For years, polls have consistently shown strong support for
increased investment in passenger trains. A recent one, by Kelton
Research--taken February 1-7, 2010 for HNTB Corporation--showed 88
percent ``open to high-speed rail for long-distance travel within the
U.S.,'' according to a February 18 report in Metro Magazine, which also
cited 83 percent support for increasing the share of Federal funding
that goes to public transit and high-speed rail infrastructure. HNTB's
Peter Gertler said, ``The pain we felt when gasoline was hovering near
$4 a gallon has receded, yet we can't stand by for the next crisis to
hit to address the underlying issues of congestion and our dependence
on limited fossil fuels.''
Amtrak's Funding Request.--We are concerned that reducing Amtrak's
other capital items to make way for the ``full ADA funding,'' which in
effect happened this year, damages the overall system, with detrimental
impact on all passengers including those with disabilities. Shorting
the capital request creates a problem for the effort to let passenger
trains assume their rightful place as a primary mode of transportation
providing a desirable travel choice for all Americans--as envisioned by
President Obama.
Grants to States.--We strongly support the general approach that
U.S. DOT took in awarding the $8 billion in capital grants announced
January 28. I commented on NBC Nightly News on January 30 that I was
impressed both with ``the amount of funds involved and the intelligence
with which it was distributed.''
Operating Grant.--This is critical, in part because the big
increase in the capital budget (including Recovery Act funds) drives up
operating costs, as not all personnel costs associated with capital
projects can be capitalized. Moreover, the mandates of PRIIA also
create upward pressure on operating costs. The organization is handling
more than twice the amount of work of 5 years ago. This underscores the
urgency of maintaining Amtrak's operating grant at the full requested
amount of $592 million.
The Transportation for America Coalition's ``United States of
Transit Cutbacks'' map vividly portrays the irony of transit agencies
from Philadelphia to Phoenix receiving new Federal capital funds while
withering operating support is forcing consideration of unacceptable
service cuts--including the elimination of all service on certain days
of the week, bus route terminations, station closures, and dramatic
frequency reductions. As Secretary LaHood put it, it doesn't make sense
to buy so many new trains and buses when we can't afford to pay
operators to run them. On the intercity side, consideration should be
given, at least in emergency situations, to allowing operation of
State-supported intercity trains on a 50/50 matching basis, without
making Amtrak swallow the difference.
Oak Ridge National Laboratory Statistics.--The following table,
showing 2007 data, comes from the annual Transportation Energy Data
Book (Edition 28, released in 2009), published by Oak Ridge National
Laboratory under contract to the U.S. Department of Energy:
------------------------------------------------------------------------
BTUs per
Mode passenger-mile \1\
------------------------------------------------------------------------
Amtrak.............................................. 2,516
Commuter trains..................................... 2,638
Certificated air carriers........................... 3,103
Cars................................................ 3,514
Light trucks (2-axle, 4-tire)....................... 3,946
------------------------------------------------------------------------
\1\ BTU = British Thermal Unit; passenger-mile = one passenger traveling
one mile.
Overnight Trains.--We support Amtrak's initiative, discussed in the
release, to combine the Texas Eagle and Sunset Limited into a daily,
full-service Chicago-Los Angeles train via St. Louis, Dallas/Fort
Worth, San Antonio, El Paso and Tucson. A connecting daily train
between San Antonio and New Orleans via Houston is also planned, and we
understand that some through New Orleans-Los Angeles cars will be
restored if demand is strong. Currently, New Orleans-San Antonio-Los
Angeles service runs tri-weekly.
Hudson River Tunnels; North Station-South Station Rail Link.--We
continue to be concerned about the construction of Hudson River rail
tunnels that will not connect to Penn Station but only to a dead-end,
deep cavern station under 34th Street. We continue to discuss this with
New Jersey Transit. We support the $6 million that Massachusetts
requested to complete environmental work on a potential rail link that
would unify Boston's commuter rail networks and connect Amtrak's
Northeast corridor to northern New England.
Northeast Corridor Fares.--At an April 10 NARP membership meeting
in Philadelphia, Dr. Vukan Vuchic of the University of Pennsylvania
said trains ``should play a maximum role in society, and not just serve
businessmen. Students, tourists, young and old, should be able to
ride.'' Amtrak's current fares don't support that. This may be partly
due to faulty judgments by Amtrak, but relentless pressure to reduce
the operating grant is probably the bigger cause.
Thank you for considering our views.
______
Prepared Statement of the National American Indian Housing Council
INTRODUCTION
Good afternoon Chairwoman Murray, Ranking Member Bond, and
distinguished members of the Senate Subcommittee on Transportation and
Housing and Urban Development, and Related Agencies. My name is Marty
Shuravloff. I am the chairman of the National American Indian Housing
Council (NAIHC), the only national tribal non-profit organization
dedicated to advancing housing, physical infrastructure, and economic
development in tribal communities in the United States. I am also an
enrolled member of the Leisnoi Village, Kodiak Island, Alaska. I want
to thank the subcommittee for the opportunity to submit testimony for
its consideration as it prepares its fiscal year 2011 appropriations
bill.
BACKGROUND ON THE NATIONAL AMERICAN INDIAN HOUSING COUNCIL (NAIHC)
The NAIHC was founded in 1974 and has, for 36 years, served its
members by providing valuable training and technical assistance (T/TA)
to all tribes and tribal housing entities; providing information to
Congress regarding the issues and challenges that tribes face in terms
of housing, infrastructure, and community and economic development; and
working with key Federal agencies in an attempt to address such issues
and meet such challenges. The membership of NAIHC is expansive,
comprised of 271 members representing 463 \1\ tribes and tribal housing
organizations. The primary goal of NAIHC is to support Native housing
entities in their efforts to provide safe, quality, affordable,
culturally relevant housing to Native people.
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\1\ There are approximately 562 federal-recognized Indian tribes
and Alaska Native villages in the United States, all of whom are
eligible for membership in NAIHC. Other NAIHC members include State-
recognized tribes that were deemed eligible for housing assistance
under the 1937 Act and grandfathered in to the Native American Housing
Assistance and Self-Determination Act.
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BRIEF SUMMARY OF THE PROBLEMS REGARDING HOUSING IN INDIAN COUNTRY
While the country has been experiencing an economic downturn in
general, this trend is greatly magnified in Indian communities. The
national unemployment rate has risen and has hopefully passed its peak
at an alarming rate of nearly 10 percent; \2\ however, that rate does
not compare to the unemployment rates in Indian Country, which average
49 percent.\3\ The highest unemployment rates are on the Plains
reservations, where the average rate is 77 percent.\4\ Because of the
remote locations of many reservations, there is a lack of basic
infrastructure and economic development opportunities are difficult to
identify and pursue. As a result, the poverty rate in Indian Country is
exceedingly high at 25.3 percent, nearly three times the national
average.\5\ These employment and economic development challenges
exacerbate the housing situation in Indian country. Our first Americans
face some of the worst housing and living conditions in the country and
the availability of affordable, adequate, safe housing in Indian
Country falls far below that of the general U.S. population.
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\2\ See http://www.bls.gov/news.release/empsit.nr0.htm.
\3\ Bureau of Indian Affairs Labor Force Report (2005).
\4\ Many of these reservations are in the State of South Dakota,
which has one of the lowest unemployment rates in the Nation. However,
on some South Dakota reservations, the unemployment rate exceeds 80
percent.
\5\ U.S. Census Bureau, American Indian and Alaska Native Heritage
Month: November 2008. See http://www.census.gov.
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--According to the 2000 U.S. Census, nearly 12 percent of Native
American households lack plumbing compared to 1.2 percent of
the general U.S. population.
--According to 2002 statistics, 90,000 Indian families were homeless
or under-housed.
--On tribal lands, 28 percent of Indian households were found to be
over-crowded or to lack adequate plumbing and kitchen
facilities. The national average is 5.4 percent.
--When structures that lack heating and electrical equipment are
included, roughly 40 percent of reservation housing is
considered inadequate, compared to 5.9 percent of national
households.
--Seventy percent of the existing housing stock in Indian Country is
in need of upgrades and repairs, many of them extensive.
--Less than one-half of all reservation homes are connected to a
sewer system.
There is already a consensus among many members of Congress, HUD,
tribal leaders, and tribal organizations that there is a severe housing
shortage in tribal communities; that many homes are, as a result,
overcrowded; that many of the existing homes are in need of repairs,
some of them substantial; that many homes lack basic amenities that
many of us take for granted, such as full kitchens and plumbing; and
that at least 200,000 new housing units are needed in Indian Country.
These issues are further complicated by Indian land title status.
Most Indian lands are held in trust or restricted-fee status;
therefore, private financial institutions will not recognize tribal
homes as collateral to make improvements or for individuals to finance
new homes. Private investment in the real estate market in Indian
Country is virtually non-existent. Tribes are wholly dependent on the
Federal Government for financial assistance to meet their growing
housing needs, and the provision of such assistance is consistent with
the Federal Government's centuries-old trust responsibility to American
Indian tribes and Alaska Native villages.
THE NATIVE AMERICAN HOUSING ASSISTANCE AND SELF-DETERMINATION ACT
In 1996, Congress passed the Native American Housing Assistance and
Self-Determination Act (``NAHASDA'') to provide Federal statutory
authority to address the above-mentioned housing disparities in Indian
Country. NAHASDA is the cornerstone for providing housing assistance to
low-income Native American families on Indian reservations, in Alaska
Native villages, and on Native Hawaiian Home Lands. The Indian Housing
Block Grant (``IHBG'') is the funding component of NAHASDA. Since the
passage of NAHASDA in 1996 and its funding and implementation in 1998,
NAHASDA has been the single largest source of funding for Native
housing. Administered by the Department of Housing and Urban
Development (``HUD''), NAHASDA specifies which activities are eligible
for funding.\6\ Not only do IHBG funds support new housing development,
acquisition, rehabilitation, and other housing services that are
critical for tribal communities; they cover essential planning and
operating expenses for tribal housing programs. Between 2006 and 2009,
a significant portion of IHBG funds, approximately 24 percent, were
used for planning, administration, housing management, and services.
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\6\ Eligible activities include but are not limited to downpayment
assistance, property acquisition, new construction, safety programs,
planning and administration, and housing rehabilitation. As HUD's
funding justification acknowledges (see http://hud.gov/offices/cfo/
reports/2011/cjs/nahb-grants2011.pdf, Page N-8), a large portion of
tribal funds are spent on planning, administration, and operating
expenses.
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AMERICAN RECOVERY AND REINVESTMENT ACT (ARRA) AND FISCAL YEAR 2010
INDIAN HOUSING FUNDS
NAIHC would like to thank Congress, particularly this subcommittee,
for its increased investment in Indian housing in fiscal year 2010.
AARA provided over $500 million for the IHBG program. This additional
investment in Indian Country supports hundreds of jobs, has allowed
some tribes to start on new construction projects, and has assisted
other tribes in completing essential infrastructure for housing
projects that they could not have otherwise afforded with their IHBG
allocations. Tribes have complied with the mandate to obligate the
funds in an expedient manner, thus helping stimulate tribal and the
national economies. In addition to ARRA funding, Congress appropriated
$700 million for the IHBG in fiscal year 2010, the first significant
increase for the program since its inception. This positive step
reversed a decade of stagnate funding levels that neither kept pace
with inflation nor addressed the acute housing needs in Native
communities.
THE PRESIDENT'S FISCAL YEAR 2011 BUDGET REQUEST FOR THE INDIAN HOUSING
BLOCK GRANT
On February 1, 2010, President Obama submitted to Congress a $3.8
trillion budget request. It proposes $580 million for the IHBG, which
is a decrease of $120 million (-17 percent) from the fiscal year 2010
funding level.\7\ At the same time, HUD's overall budget was reduced by
only 5 percent. Should Congress accept the President's budget request,
it would be the lowest, single-year funding level for the NAHASDA since
it was enacted in 1996. To put this in proper perspective, funding
appropriated by Congress in fiscal year 1998, 12 years ago, was $20
million more than the President's budget request for fiscal year 2011.
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\7\ Part of the rationale for reducing IHBG funding was what may
appear to be a delay in use of available tribal housing funds. However,
such apparent delay is an aberration. Since NAHASDA was initially
funded in fiscal year 1998 through fiscal year 2009, tribal expenditure
rates are 88 percent. Based on a HUD ARRA spending report dated March
20, 2010, tribes are spending HUD and ARRA funds at a rate that at
least equals and, in some cases, exceeds the national average.
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While the NAIHC and its members are aware of and appreciate the
large investments made in Indian housing, we are disappointed that the
current request fails to continue the positive budget trajectory of
recent years. Therefore, the NAIHC strongly urges Congress to not only
appropriate funds above the President's budget request, but to fund the
IHBG at $875 million due to the increasing costs for housing
development, energy efficiency initiatives, and other inflationary
factors. Since the President's budget request was released, many of our
members have expressed their deep concerns. They believe, and we agree,
that this budget impacts not only housing, but also the very hope for
self-sustaining economies in Indian Country.
Reduced funding would result in the loss of jobs for our people,
reversing the positive impact of ARRA; the deterioration of existing
housing units; and the curtailment of many housing projects that are
currently under development. Without sufficient funding and proper
training and technical assistance, progress regarding tribal housing
will not only cease; years of hard work will be reversed, as tribes
will lack the funds to maintain and operate existing housing units,
much less provide new ones. Many tribes are at risk of losing between a
quarter and a third or more of their housing budgets if the President's
budget request were to take effect, the impact of which would be
devastating.
OTHER INDIAN HOUSING AND RELATED PROGRAMS
The Title VI and Section 184 Indian Housing Loan Guarantee Programs
The President's budget request includes $2 million for the title VI
Loan Guarantee program and $8.25 million for the section 184 program.
The title VI program is important because it provides a 95 percent
guarantee on loans made by private lenders, which is an incentive for
lenders to get involved in the development of much-needed housing in
tribal areas. Section 184 is specifically geared toward facilitating
home loans in Indian Country. We request that these programs be funded
at $2 million and $9 million, respectively.
Indian Community Development Block Grant (ICDBG)
While appreciated, proposed funds of $65 million for the ICDBG are
insufficient to meet the current needs for essential infrastructure,
including sewer and running water, in Indian Country. We request that
this program be funded at $100 million.
Native Hawaiian Housing
Low-income Native Hawaiian families continue to face tremendous
challenges, similar to those that tribal members face in the rest of
the United States. The President's budget request of $10 million for
the Native Hawaiian Housing Block Grant is appreciated, but the budget
includes no funding for the section 184A program in Hawaii. While it
has taken some time to get this program started--because lenders are
not familiar with the section 184A program--providing no funding would
be a step backward for Native Hawaiian families working toward home
ownership. We urge Congress to consider this before agreeing to the
administration's proposal to eliminate funding for the program.
TRAINING AND TECHNICAL ASSISTANCE (T/TA) AND THE PROPOSED
TRANSFORMATION INITIATIVE
The President's budget request would eliminate entirely the much-
needed, exceptional T/TA that has been provided by NAIHC since NAHASDA
was implemented. The provision of T/TA is critical for tribes to build
their capacity to effectively plan, implement, and manage tribal
housing programs. Eliminating funding for T/TA would be disastrous for
tribal housing authorities and would be a huge step in the wrong
direction. Tribes need more assistance in building capacity, not less.
Since NAIHC's funding for T/TA was restored in 2007, requests for T/TA
have steadily grown. The funding that NAIHC is currently receiving is
insufficient to meet the continuous, growing demand for T/TA.
Therefore, we are forced to make difficult decisions regarding when,
where, and how to provide the most effective T/TA possible to our
membership.
The President's budget request proposes an agency-wide
Transformation Initiative Fund (``TIF'') with up to 1 percent of HUD's
total budget, which would draw funds away from essential housing
programs, including $5.8 million from the IHBG account, ``to continue
the on-going comprehensive study of housing needs in Indian Country and
native communities in Alaska and Hawaii.'' While the NAIHC membership
believes the TI may have merit, we do not believe that transferring
nearly $6 million from the IHBG account to conduct a study on housing
needs is a wise or even defensible use of Federal taxpayer funds. More
importantly, the $6 million affects funding that has historically been
appropriated to NAIHC for T/TA. Through resolutions, the NAIHC
membership has repeatedly taken the position that a portion of the IHBG
allocation should be provided to NAIHC for T/TA, which is a reflection
of their confidence in NAIHC and the continuing demand for the
essential capacity-building services that we provide. We request that
funding in the amount of $4.8 million for T/TA be included in the
fiscal year 2011 budget.
CONCLUSION
NAHASDA was enacted to provide Indian tribes and Native American
communities with new and creative tools necessary to develop culturally
relevant, safe, decent, affordable housing. NAIHC has very specific
concerns regarding the President's budget request for Indian housing
funding levels and we urge Congress, with the leadership of this
subcommittee, to not permit excessive funding reductions in the NAHASDA
program. To do so would be an enormous step backwards and devastate the
progress that has been made in the past 12 years to improve housing
conditions in Indian Country. Based on the facts outlined above and the
potentially devastating impact a dramatic cut to Indian housing funds
will most certainly have on Indian Country, NAIHC requests funding in
the amounts outlined above in order to meet the immense needs in Indian
country.
Thank you, Chairwoman Murray, Ranking Member Bond, and the members
of this subcommittee for allowing us to express our budgetary
priorities and concerns regarding Native American housing needs. Your
continued support of Native American communities is truly appreciated,
and the NAIHC is eager to work with you and your professional staff on
any and all issues pertaining to Indian housing programs and living
conditions for America's indigenous people.
______
Prepared Statement of Na Tanya Davina Stewart
Subcommittee Members: I am submitting this testimony concerning the
Federal and local transportation agencies charged with the creation and
implementation of transportation projects in Lake County, Indiana and
their non-compliance with Executive order 12898, 1994 and the
provisions of Environmental Justice --``the fair treatment and
meaningful involvement of all people regardless of race, color,
national origin, or income with respect to the development,
implementation, and enforcement of environmental laws, regulations, and
policies.''
On April 16 and 17, 2010, the Northwestern Indiana Regional
Planning Commission (NIRPC), the Federal Highway Administration (FHWA)
and the Federal Transit Administration (FTA) held corrective action
workshops as a result of NIRPC's certification review to address the
ongoing challenges NIRPC has with their technical analysis and lack of
adherence to environmental justice mandates.
During the course of the workshops several issues emerged that are
of grave concern to those of us who were in attendance. We stated our
concerns to NIRPC and feel compelled to address this subcommittee since
NIRPC receives Federal funding from you.
--On the Issue of Fair Treatment.--The Federal funding ratio of 80:20
for projects places an excessive burden upon cities that are
experiencing extreme revenue shortfalls. Gary, Indiana and the
entire Northwest Indiana Region once reigned as an industrial
giant and the steel industry was the backbone of the economy.
In this post-industrial age, cities like Gary have been slow to
transition to the information and technology economies. This is
a regional as well as a national problem. Our economic base
continues to erode along with our property values that
incidentally, are the source of our scant city revenues. Is it
possible for the Federal Government to make special allowances
when it comes to funding basic road maintenance projects by
lowering or eliminating the cost distressed cities have to pay
especially when budget cuts dictate that a city may be unable
to prioritize such basic yet essential projects? Safe and paved
streets are a quality of life issue.
--On the Issue of Meaningful Involvement.--NIRPC receives most of its
funding from Lake County residents. The diverse ethnic and
intergenerational demographic make-up of the county is not
reflective in NIRPC's workforce and governing board. NIRPC's
board is appointed by dictates of State law and consists of
elected officials. We are aware that NIRPC's board appointments
are not an issue for the Federal Government to resolve. In
keeping with the call for meaningful involvement as put forth
by the definition of environmental justice and in our right to
fully engage in our democracy; it is imperative that we also
hold positions of power on the board and/or have a say in whom
we desire to represent our interests on the board in order to
be more involved in the decisionmaking on projects that will
affect our lives. Our calls to have grassroots organizations,
youth, the elderly, and differently able people represented in
these positions of power have fallen upon deaf ears and we feel
are a direct violation of our rights. It is our tax dollars
that fund NIRPC yet we do not play a significant role in the
development, implementation, and enforcement of the policies
and transportation projects that directly impact our lives. If
the Federal Government continues to fund agencies like NIRPC
then it is your responsibility to weigh in on ensuring said
agencies truly involve the community residents in every stage
of the development of projects.
During the meeting, a board member of NIRPC just happened to
mention that NIRPC had recently created a 501c3 on Economic
Development within their organization. NIRPC had already
appointed the 501c3 board that is comprised of elected
officials and members from the business community. If a city
within NIRPC's jurisdiction wants to move forward on an
economic development plan and is in need of additional revenue
from the Federal Government, that city would have to go through
NIRPC to secure Federal dollars. Based upon NIRPC's history of
non-inclusion of marginalized people and their technical
analysis and environmental justice shortcomings as cited by the
certification review process, we are gravely concerned about
the acquisition of NIRPC's new power.
We implore the Federal Government to re-evaluate their funding
allocation policies. When Federal funds for transportation are directed
to State governments and Metropolitan Planning Organizations (MPO) how
are those monies dispersed? Do cities with the greatest need receive
the bulk of the money or cities more adapt with the grant writing
process? Is the national objective to secure and maintain center cities
and make them more energy efficient and accessible or is it to continue
to fund urban sprawl and construct new highways that will decimate
farmland and open spaces we all rely upon for food and oxygen?
Sending monies to the State government and MPO's may be an
efficient mechanism to maintain Federal and State highways and regional
projects like light and speed rail but may not be an efficient
distribution of funds for local projects like street and bridge
maintenance. When cities have to compete for monies from a funding pool
that encompasses projects that include regional and State projects,
cities may lose out on funding opportunities and continue to decline,
especially during economic down turns.
We ask that you take our funding concerns and efforts to hold MPO's
like NIRPC to the high standards of inclusion set forth by Executive
order 12898, 1994 into consideration as you weigh in on the fiscal year
2011 appropriations and general national transportation policies.
______
Prepared Statement of the National AIDS Housing Coalition
The National AIDS Housing Coalition (NAHC) requests $410 million
for the Housing Opportunities for Persons With AIDS Program (HOPWA) for
fiscal year 2011. NAHC is a national non-profit membership housing
organization founded in 1994 that works to end the HIV/AIDS epidemic by
ensuring that persons living with HIV/AIDS have quality, affordable and
appropriate housing. NAHC's members are people living with HIV/AIDS,
service providers, developers, researchers, public health and housing
departments and advocates.
Research presented through NAHC's Research Summit Series
overwhelmingly confirms housing as a strategic point of intervention to
address HIV/AIDS and the impacts of homelessness and the concomitant
effects of race and gender, poverty, mental illness, chronic drug use,
incarceration and exposure to trauma and violence. Housing has been
shown as cost effective by stabilizing people with HIV/AIDS and
reducing reliance on other public systems.
The HOPWA program is relied upon by HIV/AIDS service organizations
nationwide to assure that stable, affordable housing and the critical
supportive services that help people remain housed is available to
those coping with the debilitating and impoverishing effects of HIV/
AIDS. HOPWA's hallmark is its flexibility to provide a continuum of
housing and housing-related case management and supportive services for
low income individuals and their families living with HIV/AIDS. HOPWA
dollars are used for short and longer term rents, facility-based
assistance as well as limited rent, mortgage or utility payments that
play a critical role in homelessness prevention. HOPWA can also be used
for new development and rehabilitation. Finally, in the face of
shrinking resources, HOPWA's importance to community strategic planning
efforts cannot be underestimated--facilitating better coordination of
local and private resources and filling gaps in local systems of care
to meet housing need among people with HIV/AIDS and their families.
AIDS HOUSING IS CENTRAL FOR HIV/AIDS HEALTH
Lack of housing is associated with remaining outside of medical
care and improved housing status has been shown to significantly affect
access to healthcare, including anti-retroviral treatment (ART) and
adherence. In summary:
Housing Impacts Continuity of Care.--Over time, housing status is
among the strongest predictors of entry into HIV care, primary care
visits, continuous care, and care that meets clinical practice
standards.
Housing Improves Health Outcomes.--Improved housing status has a
significant, positive association with better HIV-related health,
including CD4 counts, viral load, and co-infection with HCV or TB.
AIDS Housing is a Powerful Weapon Against Homelessness.--Research
confirms that homelessness is a major risk factor for HIV, and HIV is a
major risk factor for homelessness: for example, at any given time, up
to 16 percent of people living with HIV/AIDS are homeless, while as
many as 70 percent report a lifetime experience of homelessness or
housing instability.
AIDS Housing is Prevention.--Over time, persons who improve their
housing status reduce their risk behaviors by one-half. Access to
housing improves access and adherence to ART, which lowers viral load
and reduces the risk of transmission.
AIDS Housing is Cost-effective.--AIDS housing investments reduce
other public costs by improving the health of people living with HIV/
AIDS and preventing new infections, making housing dollars a wise use
of limited public resources.
HOUSING NEED AMONG PEOPLE WITH HIV/AIDS
Over 56,000 people became infected with HIV in the past year in the
United States. Experts estimate that over one-half of people living
with HIV/AIDS will need some form of housing assistance during the
course of their illness, while national research has shown that housing
is the greatest unmet service need for people living with HIV disease.
Data indicates that approximately 72 percent of PLWHA have incomes
below $30,000; the number in need is likely to increase proportionally
with the weakened economy and sustained high unemployment levels.
In 2010, HOPWA will continue providing housing support for over
58,000 households in 133 formula eligible jurisdictions, providing
assistance in all 50 States, the District of Columbia, Puerto Rico and
the Virgin Islands. Three new jurisdictions became eligible for formula
funding--Little Rock, Arkansas; Albuquerque, New Mexico; and Allentown,
Pennsylvania. In addition, 93 competitive grants are currently
operating. The program is tied to positive client outcomes in the
58,367 households served in the current fiscal year, making it possible
for assisted individuals to better attend to their health needs,
function in their families and society. AIDS housing is a cost-
effective way to end homelessness and achieve positive individual and
community health outcomes. HUD reports that 94 percent of all HOPWA
rental assistance households in a recent program year were able to
achieve maximum stability, reducing risks of homelessness and
participating in healthcare.
NAHC recommends a funding level of $410 million, which would permit
assistance to an additional 14,000 people with HIV/AIDS in need of
housing assistance and reduce unmet need by over 10 percent.
EXAMPLES OF AIDS HOUSING NEED ACROSS THE COUNTRY
AIDS housing need has exploded in virtually every region of the
country. As the affordable housing crisis envelopes higher income
people, persistently vulnerable populations are squeezed out of
assistance. Though waiting lists are no longer maintained in many
jurisdictions, affordable housing need continues to grow.
In Alabama, just 414 people with HIV/AIDS and their families
receive HOPWA assistance, while 2,173 HOPWA-eligible households have
unmet housing needs. The tenant-based rental assistance program has
been closed to new applicants since June 2008. Of the families on the
waiting list, 77 percent are living at or below the poverty level.
Across Massachusetts, 1,699 families are on waiting lists for AIDS
housing assistance--355 in greater Boston alone.
In San Francisco, the city's centralized housing waiting list has
over 1,000 people and has been closed to new applicants since November
2001.
There are 4,637 people living with HIV/AIDS on the waiting list for
housing assistance in Dallas--almost one-third of all HIV-positive
people in the city. In needs assessments, housing assistance was
consistently ranked second in overall unmet need, surpassed only by
dental care.
The overall number of unmet AIDS housing need in Central Ohio from
2004-2009 is 770 households, based on the current Consolidated Plan for
the city of Columbus.
OTHER LOW INCOME HOUSING PROGRAMS REMAIN CRUCIAL
Of course, HOPWA will never fully meet the housing need for all
those living with HIV/AIDS and their families. AIDS housing providers
urge full and adequate funding for the range of low-income housing
programs relied upon in the continuum of housing and services for
people with HIV/AIDS, including Homeless Assistance Grants, Tenant-
Based Rental Assistance, Public Housing, and section 811 Housing for
People with Disabilities, among others.
In conclusion, NAHC urges the subcommittee to fund the Housing
Opportunities for Persons With AIDS program at the highest level
possible for fiscal year 2011 to accommodate new formula jurisdictions
expected to become eligible and to assist existing programs in moving
closer to meeting the actual housing needs in their jurisdictions.
NAHC respectfully asks the subcommittee to approve funding of $410
million for the Housing Opportunities With AIDS program for fiscal year
2011.
______
Prepared Statement of the University Corporation for Atmospheric
Research (UCAR)
On behalf of the University Corporation for Atmospheric Research
(UCAR) and the larger university community involved in weather and
climate research, I submit this written testimony for the record of the
Senate Committee on Appropriations, Subcommittee on Transportation and
Housing and Urban Development, and Related Agencies.
UCAR is a consortium of 75 universities that manages and operates
the National Center for Atmospheric Research and additional programs
that support and extend the country's scientific research and
educational capabilities. UCAR is supported by the National Science
Foundation and other Federal agencies, including the U.S. Department of
Transportation (USDOT)'s Federal Highway Administration (FHWA) and
Federal Aviation Administration (FAA).
I want to thank the subcommittee for its leadership in supporting
research and development programs at the FAA and FHWA. I urge you to
support the President's commitment to ensuring safer, more efficient
air and road travel. One essential piece of this commitment to
modernizing air and surface travel is providing drivers, pilots, and
other vehicle operators with access to real-time weather information. I
urge you to support these relatively small but critically important R&D
programs within the FAA and FHWA budgets.
FEDERAL HIGHWAY ADMINISTRATION (FHWA)
The highest priority for the USDOT and the FHWA is transportation
safety. Last month, the National Highway Traffic Safety Administration
released a report projecting that traffic fatalities have declined for
the 15th consecutive quarter, the lowest annual level since 1954.
Still, 24 percent of weather-related vehicle crashes occur on snowy,
slushy or icy pavement, causing 1,300 deaths and more than 116,800
injuries annually. There are also economic costs: snow and ice
significantly increase road maintenance costs, and State and local
agencies spend more than $2.3 billion on snow and ice control
operations annually.
Since the late 1990s, researchers and engineers from several
national labs and universities have played a pivotal role bringing the
surface transportation and weather communities together to increase
traffic safety, efficiency, and mobility. Applications of successful
research and development supported by the Road Weather Research and
Development Program (SAFETEA-LU sec. 5308) have significantly reduced
the cost of State DOT winter snow and ice control activities and are
likely to have significantly reduced weather-related accidents. This
program, authorized at $5 million per year, has proven quite
successful. For example, the Winter Maintenance Decision Support
System, which supports pavement snow and ice control operations, was
successfully developed, tested, and implemented by the private sector
in more than 13 States. The Road Weather Research Program is also
developing advanced weather and road condition safety applications as
part of the USDOT's IntelliDrive Initiative.
In the absence of a new surface transportation reauthorization
bill, the President's fiscal year 2011 request keeps funding for the
Road Weather Research Program frozen at $4 million. It is imperative
that this be increased to the authorized level of $5 million per year.
A fully-funded Program would support the development of technologies
that integrate weather and road condition information into traffic
management centers, improve understanding of driver behavior in poor
weather, develop in-vehicle information systems and wireless
technologies that provide warnings to drivers when poor weather and
road conditions exist, improve the understanding of the impact of
weather on pavement condition, and develop new active control
strategies optimized for poor weather and road conditions. I urge the
subcommittee to fund the Road Weather Research and Development Program
at its full authorized level of $5.0 million in fiscal year 2011.
THE FEDERAL AVIATION ADMINISTRATION (FAA)
Projections indicate that the demand for aviation will increase by
a factor of two or three over the next two decades. Expansion of
aviation is likely to continue and, as in the past, could outpace
economic growth. To meet future aviation capacity needs, the United
States is developing and implementing a dynamic, flexible and scalable
Next Generation Air Transportation System (NextGen) that is safe,
secure, efficient and environmentally sound.
I urge you to support the President's overall fiscal year 2011
request of $16.5 billion for the FAA, an increase of $476 million above
fiscal year 2010 enacted levels. This increase reflects the
administration's recognition of future passenger growth and its
commitment to safety and performance.
INTEGRATING WEATHER INTO THE FUTURE AIR TRANSPORTATION SYSTEM
The primary goal of NextGen is to address and meet the rapidly
changing needs of the National Airspace System (NAS). Providing
accurate, timely weather information required by aviation
decisionmakers is fundamental to NextGen's success in achieving
capacity, efficiency, and safety goals. Improved weather forecasts,
plus a shared source of decision support information for NAS
decisionmakers, are crucial elements of achieving the goal of reducing
the weather impact. The first step, though, is establishing a clear
understanding of the impacts that have the most effect on NAS
efficiency and capacity. The most visible impact to us all is
``delays,'' both airborne and ground, affecting both airplanes and
people. Delay translates to operational cost for the airlines, and lost
productivity for the users of the system--people and cargo.
RESEARCH, ENGINEERING, AND DEVELOPMENT
The fiscal year 2011 request of $190 million for the Research,
Engineering, and Development (RE&D) line office at the FAA continues
important work in current research areas, including aviation weather
research. This 7.6 percent increase over fiscal year 2010 supports
enhanced NextGen research and development efforts in the areas of air-
ground integration, weather information for pilots, and environmental
research for aircraft technologies and alternative fuels to improve
aviation's environmental and energy performance. The following programs
can be found within the RE&D line office of the President's fiscal year
2011 FAA budget request.
WEATHER PROGRAM
Aviation weather research and applications are critical to the
FAA's safety, operations and efficiency record. A number of research
projects are underway, through the Weather Program and in collaboration
with industry representatives, which focus on in-flight icing,
turbulence, winter weather and deicing protocols, thunderstorms,
ceiling, and visibility.
One example system that translates a large amount of weather data
into a significant safety and delay impact is the Weather Decision
Support for Deicing Decision Making System (WSDDM). The accumulation of
ice on aircraft prior to take off has long been recognized as one of
the most significant safety hazards affecting the aviation industry
today. Using WSDDM, airport snowfall rate in terms of liquid water
content is translated into deicing fluid application procedures and
aircraft holdover times.
While the goal of the Weather Program is to increase safety,
capacity, and support NextGen, I am very concerned that the request of
$16.5 million simply will not support the R&D needs of the program
which is down almost 2 percent from last year's level and operating
with one-half the funding level of 10 years ago. To address the
challenges and meet the research needs of NextGen, the Weather Program
must receive, at a minimum, $18 million for fiscal year 2011.
WEATHER TECHNOLOGY IN THE COCKPIT
The crash of an Air France jet last year over the Atlantic Ocean,
killing all 216 passengers and 12 crew members, is an example of the
limits of pilots' ability to cope with severe weather. Pilots currently
have little weather information as they fly over remote stretches of
the ocean, which is where some of the worst turbulence occurs.
Providing pilots with at least an approximate picture of developing
storms could help guide them safely around areas of potentially severe
weather.
The Weather Technology in the Cockpit Program leverages research
activities with other agencies, academia and the private sector by
enabling the adoption of cockpit technologies that provide pilots with
hazardous weather information and improve situational awareness. It
seeks to ensure the adoption of cockpit, ground, and communication
technologies, practices, and procedures that will provide pilots with
shared and consistent weather information to enhance common situational
awareness, plus engage the aircraft as a ``node'' that autonomously
exchanges weather information with surrounding aircraft and ground
systems. One system being developed combines satellite data and
computer weather models with cutting-edge artificial intelligence
techniques to identify and predict rapidly evolving storms and other
potential areas of turbulence, and alert pilots and air traffic
controllers to storms and turbulence over the continental United
States.
I am very disappointed that the fiscal year 2011 request for this
small but life-saving program was reduced almost 3 percent from fiscal
year 2010 to $9.3 million. I urge you to fund the Weather Technology in
the Cockpit program at $10 million, at a minimum.
FACILITIES AND EQUIPMENT
In the FAA's Facilities and Equipment line office, I would like to
call your attention to two very important programs, NextGen Network
Enabled Weather (NNEW) and Reduce Weather Impact, and ask you to
support the fiscal year 2011 request for both.
NEXTGEN NETWORK ENABLED WEATHER (NNEW)
Exploring, identifying, and employing methods and techniques that
will help facilitate the flow of operation-specific weather-related
data and information to end users is critical. The NextGen Network
Enabled Weather project is dedicated to using and developing
technologies and standards for NextGen that will support effective
dissemination of weather data. The concept of a 4-D Weather Data Cube
is a foundational element of NextGen. It is envisioned that this
virtual data cube will comprise weather data and information from
disparate data contributors and locations. From this Cube, end users
(e.g., air traffic managers, pilots, etc.) will be able to obtain a
common weather picture of the NAS. The fiscal year 2011 request for
NNEW is $28.25 million, an $8 million increase over fiscal year 2010.
To develop the NextGen weather dissemination system smoothly and
efficiently, I urge you to support this request.
NEXTGEN REDUCE WEATHER IMPACT
The goal of the NextGen Reduce Weather Impact Program is to provide
increased capacity in U.S. airspace to reduce congestion and meet
projected demand in an environmentally sound manner. The Program
addresses implementation of improved forecasts and provides weather
forecast information tailored for integration into traffic management
decision support systems. Some of this work starts with identification
of the air traffic management impact of interest, and then translating
weather into metrics associated with that impact.
The current weather observing network is inadequate to the needs of
NextGen. Improvements will be central to the Reduce Weather Impact
Program. Working with appropriate scientific, modeling and user
communities, current sensor information and dissemination shortfalls
will be identified and evaluated. Investigating technologies for
optimizing and improving automated aircraft weather reporting will also
be conducted. To continue this work, I urge you to support the
President's fiscal year 2011 request of $43.2 million for the NextGen
Reduce Weather Impact Program, an increase of $7.6 million above fiscal
year 2010.
On behalf of UCAR, as well as all U.S. citizens who use the surface
and air transportation systems, I want to thank you for the important
work you do in supporting the country's scientific research, training,
and technology transfer. We appreciate your attention to the
recommendations of our community concerning the fiscal year 2011 FHWA
and FAA budgets and your concern for the safety of the Nation's
transportation systems.
______
Prepared Statement of the National Recreation and Park Association
Thank you Chairwoman Murray, Ranking Member Bond, and other members
of the subcommittee for this opportunity to submit written testimony on
the fiscal year 2011 appropriations bill.
NRPA is a 501(c)3 national non-profit organization with more than
21,000 members. We represent both citizens and park and recreation
professionals. Our mission is to advance parks, recreation and
environmental conservation for the benefit of all people. Because we
represent the public park and recreation agencies in the United States,
we touch the lives of over 300 million people in virtually every
community.
As your subcommittee works to craft the fiscal year 2011
appropriations bill, we request that you include $4.2 billion for the
Community Development Block Grant (CDBG) Program.
The CDBG program equips communities with the resources they need to
address serious community development challenges. The program has been
an invaluable tool to help cities replace decaying infrastructure and
provide safe places to live, work, learn and become physically active.
Unfortunately, despite proven success, the CDBG formula grant program
has seen a decrease in funding over the past few years going from $4.9
billion in fiscal year 2004 to $3.9 billion in fiscal year 2010. This
is a decrease of more than 20 percent in only 6 short years.
According to the Department of Housing and Urban Development,
approximately $100 million of CDBG funds are utilized annually for
parks and recreation projects. This is not surprising since studies
have shown that parks and recreational resources are often key
components to the revitalization of communities and blighted areas as
they increase property values, reduce storm water runoff, mitigate
urban heat islands and improve health and wellness. The flexibility
afforded through the CDBG program allows communities to implement funds
in ways that best meet their specific needs such as including park and
recreation projects as part of a comprehensive redevelopment
initiative.
The 2005-2010 5 year community development plan for Olympia,
Washington cited an unmet need of $2.7 million for parks and recreation
projects relative to community development. Throughout the State
hundreds of projects are seeking funding for the acquisition of, and
improvements to, parks and recreation facilities in order to improve
the livability of moderate to low income neighborhoods and promote
healthier, sustainable communities. Such projects are well positioned
to be funded through the CDBG program.
Missouri has utilized CDBG funds to address a host of community
development needs throughout the State. In 2009 St. Louis leveraged
over $5 million in CDBG money to improve accessibility of playgrounds
for children with disabilities, for environmental remediation to reduce
stormwater runoff, for sidewalk, and streetlight enhancements to make
parks safer for families, and parks and recreation infrastructure
improvements to support recovery efforts for neighborhoods suffering
from high foreclosure and diminishing property values.
The city of Tuscaloosa, Alabama leverages an average of nearly $1.5
million in CDBG money on an annual basis to fund projects that address
community development needs. Among these were projects bringing park
and recreation facilities into ADA compliance to make them more
accessible for persons with disabilities, improving playground
equipment to make them safer for children, building walking trails to
help the city become healthier and more livable, as well as enhancing
park and recreation infrastructure to provide economic stimulus in
economically depressed areas.
The importance of CDBG, however, goes beyond providing safe
infrastructure. Funding provided through the CDBG program often serves
as the catalyst for private investment. In fact, the National League of
Cities concluded that over the more than 30-year life of the program,
CDBG has leveraged nearly $324 billion in new private investment in our
Nation's communities. This equates to a three to one return on
investment.
CDBG funds also help to reduce crime and build a skilled workforce.
Various parks and recreation departments throughout the country use
CDBG funding in coordination with other community organizations, to
provide educational services, employment training and youth development
initiatives to low-income youth and their families. For example, in
Phoenix, Arizona, the city parks and recreation department partners
with a local non-profit called Kids Cafe to provide a safe and secure
after school environment for children. This program provides low-income
children with healthy, nutritious meals, as well as tutors and mentors,
and engages them in recreational sports.
For more than 30 years the CDBG program has played a critical role
in revitalizing neighborhoods and improving the quality of life in
communities throughout this country. CDBG funding provides valuable
resources that allow communities to tailor projects to address their
unique community needs. From ensuring the energy efficiency of public
buildings to reducing crime and providing safe recreational
infrastructure, CDBG funding is building healthy, livable and
economically viable communities. The National Recreation and Park
Association strongly supports increased funding for the CDBG program
and calls on Congress to fund the program at $4.2 billion in fiscal
year 2011.
Thank you for this opportunity to present testimony.