[Congressional Record (Bound Edition), Volume 149 (2003), Part 7]
[House]
[Page 8804]
[From the U.S. Government Publishing Office, www.gpo.gov]




                              {time}  1800
                  NATIONAL RAIL INFRASTRUCTURE PROGRAM

  The SPEAKER pro tempore (Mr. Burgess). Under a previous order of the 
House, the gentleman from Illinois (Mr. Lipinski) is recognized for 5 
minutes.
  Mr. LIPINSKI. Mr. Speaker, freight transportation is a vital and 
growing industry in the United States. Rail is the most prudent way of 
expanding the capacity to accommodate growth in freight traffic, 
allowing for congestion relief on our roadways, cost benefits to 
shippers, and improving our air quality. However, our Nation's aging 
and congested infrastructure does not adequately support the rail needs 
of today. Across the country from Los Angeles to Chicago to New York 
City, the movement of freight is being stalled and delayed by a variety 
of bottlenecks. For example, every day 37,500 freight cars travel 
through Chicago at a snail's pace of 7 to 12 miles per hour. Added on 
top of that, 700 commuter and Amtrak trains. Today it takes 2 days to 
move rail shipments through Chicago.
  It is clear that capacity constraints and congestion thrive within 
our rail system and the situation is quickly worsening. The Chicago 
Area Transportation Study predicts that freight car traffic through the 
Chicagoland area will increase nearly 79 percent in less than two 
decades. But this is not just the Chicago problem. A recent report from 
the American Association of State Highway and Transportation Officials 
states that growth in domestic and international freight tonnage is 
expected to grow 67 percent by the year 2020. The result will mean a 
shift of 900 million tons of freight onto our interstate system, adding 
a $21 billion need to highway costs in the next 17 years.
  In an economy where just-in-time delivery demands are the norm, slow 
cross-country freight movement results in economic losses that are felt 
throughout the United States of America. Our communities also suffer. 
Traffic tie-ups and idling trains affect the quality of life of many of 
our constituents.
  The status quo must not continue. As Daniel Burnham, the famous 
Chicago-based architect and city planner, encouraged us to ``make no 
small plans,'' we need to make big plans to address these tremendous 
capital needs. In order to sufficiently fund our country's freight rail 
infrastructure needs, the Federal Government should create a new 
significant and dedicated stream of funds for rail projects. Just as we 
have a Highway Trust Fund and an Aviation Trust Fund, the legislation I 
introduced last week, H.R. 1617, would create a National Rail 
Infrastructure Program.
  As in all things here in Washington, the big question on everyone's 
mind is where can we get the funds to support these needs? H.R. 1617 
would fund these improvements through various funding streams including 
a reallocation of the 4.3 cents per gallon diesel-fuel tax that 
railroads currently pay into the general revenue fund. I believe that 
putting these funds into a rail infrastructure program that would 
benefit the public is the only logical thing to do. The total revenue 
stream in my legislation would amount to about $3 billion per year.
  There are some who may disagree with such a proposal; however, it 
would be a serious mistake to ignore our country's growing rail 
infrastructure needs and the gridlock that will result if we fail to 
expand our freight rail capacity. So let us heed Daniel Burnham's 
remarks. Let us think big and make some big plans to address the 
growing national problem facing our rail system. I hope my colleagues 
will join the 25 bipartisan co-sponsors and me and support H.R. 1617, 
the National Rail Infrastructure Program.
  Remember, this Nation is great because we dare to dream great dreams. 
Please support this bill because this bill can do what we need to be 
done for freight movement in this Nation.

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