It's hard to come from a small town. If transportation needs
continue to be neglected in the next transportation bill, it may be just plain
impossible.

The record-breaking jump from the Intermodal Surface
Transportation and Efficiency Act (ISTEA) and the Transportation Equity Act for
the 21st Century (TEA-21) covered a 40% increase in funding for surface
transportation. However, the financial mouths of the local mayor, town
president and county official remain open.

"If you asked many metro areas they would tell you that
they have not seen a 40% increase in funding," Melissa White, senior
legislative counsel for the National League of Cities, told Roads & Bridges.
"There seems to be a growing disconnect between the state DOTs. They are
the ones receiving the federal money, and they are the ones spending it."

Over the life of ISTEA and the first four years of TEA-21,
Congress has provided states with $33.4 billion under the Interstate
Maintenance program. During that 10-year stretch states have obligated $27.6
billion, or 82.5%, of the available funding. Similarly, states have used $37.8
billion, or 93.6%, of money provided under the National Highway System program
over the last decade.

Yes, the states have raked in billions under ISTEA and
TEA-21, and most have been delegated to various projects within the
borders--but what about the street maintenance crew down at the county garage?

The majority of federal highway funds are spent according to
improvement plans developed by state DOTs, but approximately 6%--6 cents of
every dollar--of total funds are under direct control of some type of local
leadership. And although most transportation funds increased in TEA-21, these
"suballocated funds" to local governments declined as a share of
total federal highway funding.

The need is there

The locals want a louder voice,
and it will all start in the language of the reauthorization of TEA-21.
Whatever six-year package is passed, the federal government needs to give
regions, counties and cities the chance to address their specific needs--and
the list is long.

Power

Perhaps the most important
demand will help the locals clean up their own backyard. The Metropolitan
Planning Organizations (MPO), which represent cities, towns, villages and
counties, need to have more flexibility and authority. The MPOs must have a
direct line to the state DOT, and on an even smaller scale those responsible
for making local zoning and land development decisions need to have a strong
relationship with MPOs. This is accomplished through the Transportation
Community System Preservation Program, which actually thrived under TEA-21.

"Cities are trying to have
those two planning activities linked," said White. "That way you are
looking at your development patterns and you're also looking at where your
transportation system is going. Those two parties have always been on separate
distinct tracks."

Congestion

So far the federal government
has failed in addressing this country's capacity problem. White believes those
at the local level can innovate their way out of this crisis. A new core
program dedicated to congestion relief should be created in the reauthorization
of TEA-21. This would target more money toward the fast-growing problem and
would once again place more decision-making authority on the lap of the MPOs.

Bus rapid transit is one
innovative concept that has been catching support in areas like Pittsburgh and
L.A. The idea is to give buses a dedicated lane, which would allow passengers
to avoid the stiffness of the morning and evening commute.

"If you don't have
dedicated lanes buses are sitting in the same traffic cars are, so you may be
taking people off the road by they're still sitting in congestion," said
White. "Bus rapid transit is a way to make sure the buses run on
time."

Telecommuting is another
fad waiting in the wings. Through the right amount of funding cities could
build centers where people can go and use their computers instead of making the
trip to the office.

Light rail is another solution
to the congestion problem, and there is an increasing demand to introduce these
systems to some of the fastest-growing areas in the country. TEA-21 focused
money on creating new light rail for cities like Phoenix, but according to
White the financial demand in the reauthorization could be tougher to meet.

"Places like Ft.
Lauderdale, Tampa and Orlando will be starting from scratch, and that takes
billions of dollars," she said.

Bob Fogel, senior legislative
director of transportation for the National Association of Counties (NAC),
would like to see the federal government develop some sort of incident
management program to help address congestion problems caused by breakdowns and
accidents.

"At least 50% of congestion
in metro areas are created by breakdowns and accidents," he told Roads
& Bridges. "We're suggesting we develop a program that will help
coordinate efforts to get them off the road more quickly. We need to make the
federal resources available so they can develop some good incident management
plans."

Safety

The number of annual deaths on
rural two-lane roads is hard to ignore, but the federal government has managed
to do it for years. According to Fogel, 24,000 people every year are killed on
these roads. NAC would like to see the formation of a rural road safety
program, one that would feed local counties $1 billion annually. The money
would be used for better markings, lighting, barriers and various road
enhancements, like wider shoulders and duller curves.

Bridges

Over the last 10 years, states
have been apportioned $29.4 billion for the bridge program. However, states
have obligated just $21.5 billion, or 73.2%, of the available funding. The
situation is a little tighter for those structures which are not part of the
federal aid system. Each state must spend 15% of its federal bridge money on
"off-system" bridges, many of which fall under the responsibility of
the county official. The NAC would like to see funding increased to 25%.

Technology

Each state has a Local
Transportation Assistance Program, which in total receives about $9-10 million
a year. The latest recommendation is to double that amount.

Indexing

Currently, there's a funding
section for rural areas (under 5,000 population) under the Surface
Transportation Program which has been stuck at $600 million a year since 1991.
The NAC is recommending that the program be indexed to account for the increase
in federal funding over the same time frame.

There is nothing rural about the
wants of those at the local level. Addressing the large cluster of concerns
calls for another significant increase in total federal spending. However, the
checks must be addressed to the right people.