Transportation, Treasury, And Independent Agencies Appropriations Act,
Mr. Chairman, I move to strike the requisite number of words. Mr. Chairman, I rise also in support of this bipartisan initiative and commend the gentleman from Wisconsin (Mr. Petri) for offering it. He came personally, at the invitation of…
Mr. Chairman, I move to strike the requisite number of words.
Mr. Chairman, I rise also in support of this bipartisan initiative and commend the gentleman from Wisconsin (Mr. Petri) for offering it. He came personally, at the invitation of the gentleman from Texas (Mr. Smith), to central Texas last December and saw firsthand a variety of our pressing transportation needs with highways and public transportation, but also had a chance to see the important role that enhancement projects play in our community.
Unfortunately, there are some in this Congress, in the State transportation bureaucracies, and some of the trade associations and lobby groups who think if it is not asphalt or buying something to put asphalt on it is merely a transportation frill. In central Texas, we certainly know that this is not true. Transportation enhancement projects are, as the very name suggests, designed to enhance economic development and to enhance the quality of our lives. In our community, they have done both of those despite significant intransigence and disinterest by the Texas Department of Transportation, which has put one roadblock after another in front of our local enhancement proposals.
In Austin, Texas, for example, we have Plaza Saltillo, which would not exist were it not for enhancement funding.
Many of us will gather there soon for the Diez y Seis celebration. This has been an economic development magnet. It has had a multiplier effect for small Hispanic businesses in the area, and now we are seeing a number of developers, Hispanic and non-Hispanic, develop a wide range of residential housing in this transportation corridor. This enhancement project not only improves the quality of life for all in the neighborhoods who celebrate this important Hispanic holiday, but it has proven to be a key factor in the economic development of the East Austin community.
It is certainly true in terms of the quality of our cycling and pedestrian trails throughout central Texas. These trails enhance the quality of life. They have also become, thanks originally to the work of Lady Bird Johnson and now supplemented around Town Lake, the center of Austin where people are coming to host conferences, conventions, and business meetings. A real factor for many of our tech companies moving downtown is the fact that we have trails people can enjoy jogging and cycling on, and can bring their families to. Some of these trails, frankly, have become on the weekends, and at key times in the early morning and late afternoon, almost as congested as some of our highways.
We do not have enough of these projects to meet the needs of a growing community in terms of enhancing the quality of life or enhancing economic development, and we need more. We have had resistance at the State level already. If we turn it over entirely to the States, there will not be a dime coming to provide this key enhancement factor.
Looking at the data about transportation, there has been a significant amount of work on the revision of TEA-21 focusing on fairness and parity. The data suggests that about 7 percent of the trips made in this country are
not by car or public transportation, but by people on two wheels, on a bicycle, or walking. Yet, less than 1 percent of our transportation dollars are being committed to trail-type projects for cyclists and pedestrians. Now, that 1 percent will not be assured unless this Petri amendment is adopted. We know employers can provide parking spaces, and that many progressive employers are providing public transportation or metro passes. However, for cyclists these days the only incentive is strong legs and maybe a pat on the back. For a clean form of transportation, we need to maintain this bare minimum amount of funding under the enhancement program for cyclists to have a safe lane or trail to travel.
Our colleague from Oregon mentioned my constituent Lance Armstrong, and we were so pleased to honor him yesterday with a resolution. In his book he writes: ``I've spent my life racing my bike, from the back roads of Austin, Texas to the Champs-Elysees, and I always figured if I died an untimely death, it would be because some rancher in his Dodge 4x4 rammed me head first into a ditch . . . Cyclists fight an ongoing war with guys in big trucks, and so many vehicles have hit me so many times, I've lost count . . . One minute you're pedaling along a highway, and the next minute you're face down in the dirt.''
For Lance Armstrong, for the leadership of the Downtown Austin Alliance and many people who have communicated from central Texas, let us adopt the Petri amendment.
Mr. Chairman, will the gentleman yield?
Mr. Chairman, I understand Houston is a very special place, but is there some reason why it is so special that it is apparently the only city in the entire 50 States, in the entire United States, that has been singled out for this special treatment?
Mr. Chairman, there is a group down, I think, in San Antonio but they are just against all public transportation. They have an ideological commitment that they do not believe in public anything, I think; but they certainly do not believe in public transportation or public rail transportation. They are just against it as a matter of principle. If we had one of these extremist groups come in, could they use this as a precedent to apply to Beaumont and to Austin and to other cities across Texas and across the United States?
Mr. Chairman, we have had a referendum in the city of Austin; and by about a percentage point, a 1 percent point, the idea of a light rail system was defeated, and I am actually interested in seeing what the citizens of Austin think if this issue comes up again; but we do not have any Federal law requirement telling us if we do not approve it again that we will never be eligible for Federal funds, and in fact, we have some Federal planning funds that are in the transportation authorization this last time, and I expect there is a good chance they will be in there again. But this would be the kind of precedent that could restrict people who want public transportation who do not agree with these right wing ideologues and extremists that are against all public transportation. This would be a precedent where they could come in and interfere with the people in my district.
Mr. Chairman, if I understand the history of this, this would not be the first time that a Federal-elected official had interfered in the desire of the people of Houston, the support of the business community in Houston to get public transportation; but it would be the first time that instead of just one individual going down and interfering in it, it was written into Federal law where the full force and effect of Federal law would interfere with the will of the people of Houston.