Thursday, March 31, 2005

"Eminent domain is one of the most extreme forms of government coercion, and today, among the most common."

"They're Coming for Your Land! ”

Big Business wants your house, and the government is going to take it from you and give it to them

By Timothy Sandefur

Liberty
March 2005
Volume 19, Number 3
Copyright 2005

"With no power, of which they are possessed, do [legislatures] seem to be less familiar, or to handle less awkwardly, than that of eminent domain. . . . At times they fail, or seem to fail, to distinguish accurately between public and private ends, and if their terms and language be alone consulted, to pervert the power to uses to which it cannot lawfully be applied."

Sherman v. Buick (California Supreme Court, 1867)

Frank Bugryn and his three elderly siblings owned two houses and a Christmas tree farm in Bristol, Conn. The 32-acre family homestead had been in the family for over 60 years when city officials decided the land would produce more tax revenue if it were transferred to industrial use.

Specifically, the city wanted to give the land to the Yarde Metals Corporation, which hoped the state highway frontage area would allow them to construct a large sign and entranceway.

When the Bugryn family turned down the city's offers to buy the property, the city began eminent domain proceedings.

In May 1998, Bugryn and his family asked a state court to bar the condemnation of his property. "I don't want to go anywhere," he told the court. "My parents built the family house in 1939, and I built my own house on the property 42 years ago. I'm almost 78. Where am I going to go now?"

But Mayor Frank Nicastro testified that the industrial park was "in the best interest of the future growth of the city," because it would "build up the tax base." The court denied the injunction, holding that the condemnations of the Bugryns' homes "do not . . . constitute serious or material injuries."

In the face of unremitting pressure from the community, and particularly from the Hartford Courant, which editorialized repeatedly against them, the Bugryns appealed. But the Court of Appeals also refused to stop the taking, and the city continued its plans even when Yarde Metals chose to relocate due to the legal delays.

Finally, in 2004, when the family refused to leave their homes, the city initiated proceedings to evict them. Once again, the Courant decried them in an editorial, calling their resistance a "public farce," and a "melodrama," and denouncing the family for "stall[ing] and draw[ing] upon the public's sympathy."

Meanwhile, 76-year-old Michael Dudko, husband of one of the Bugryn sisters, and a Polish immigrant who at the age of 15 had been taken from his home by the Nazis and forced into farm labor, suffered a relapse of cancer and died.

After a nearby radio station ran a story about the Bugryns' plight, an anonymous, irate telephone call forced the police to post a guard in the mayor's office.

Relations within the Bugryn family itself became strained; when one sister failed to leave her house in time, her nephew took the city's side, telling reporters "people are pointing the finger at the mayor and the council and city officials, but all they're really doing in taking the property is using an eminent domain system that was given to them by the legislature."

The reverberating effects of eminent domain not only disrupted the family and community, it also bred a sense of disillusionment best expressed by Frank Bugryn himself, who told a reporter, "I'm a veteran of World War II, I fought for our freedom, democracy. But it seems 60 years later it doesn't work."

Eminent domain "the government's power to force a person to sell real estate against his will, at a price the government deems 'just compensation'" is one of the most extreme forms of government coercion, and today, among the most common.

Used for centuries for building railroads, highways, and post offices, eminent domain is now a multi-billion dollar industry, and a classic example of rent-seeking run amok. Governments throughout America routinely seize property to transfer it to private companies to "create jobs" and increase the tax base in a community.

In 1999, the city of Merriam, Kan., condemned a Toyota dealership to sell the land to the BMW dealership next door. That same year, Bremerton, Wash., condemned 22 homes to resell the land to private developers. In one especially notorious case, billionaire Donald Trump convinced the government of Atlantic City, N.J., to condemn the home of an elderly widow so that he could build a limousine parking lot.

As attorney Jennifer Kruckeberg puts it, "Whether you know it or not, your house is for sale. Corporations, using cities as their personal real estate agents, are proposing the following assignment: 'Find me your most prominent location, get rid of what is on it, help me pay for it, and maybe you will be lucky enough to have me move to your city.' Such is the state of the current eminent domain power."

With the eminent domain power unmoored, the power to redistribute property fell into the hands, not of the most deserving, but of the most politically adept.

The exploitation of eminent domain by such private interests is a relatively new phenomenon, and is explicitly prohibited by the U.S. Constitution, which holds that "private property" may be taken only "for public use." But a series of court decisions beginning in the first years of the 20th century, and culminating in the 1954 decision Berman v. Parker, eroded the "public use" limitation to such a degree that, as Richard Epstein once noted, some law professors have taken to replacing that clause with an ellipsis when writing out the text of the 5th Amendment.

In Berman, the Supreme Court held that eliminating slums was a public use because once the legislature deems a project worthy of its attention, that project is necessarily a public one: "[W]hen the legislature has spoken, the public interest has been declared in terms well-nigh conclusive," wrote Justice William O. Douglas for a unanimous Court. "In such cases the legislature, not the judiciary, is the main guardian of the public needs to be served by social legislation."

This level of deference from the Court had become standard fare for property rights and economic liberty by 1954. With the coming of the New Deal, the Supreme Court had decided to take a hands-off approach to regulations of economic rights, which it decided "without the slightest constitutional basis" were "lesser" rights, deserving only "rational basis scrutiny." Under "rational basis," a law regulating economic or property rights is presumed to be constitutional unless it is shown to lack a "rational relationship to a legitimate government interest;" a standard so advantageous to the government that laws hardly ever violate it.

But if government's decisions regarding property rights are supposed to be related to a "legitimate government interest," what interests are not legitimate? Are there goals that are off-limits to the state, or beyond the acceptable use of eminent domain?

Berman was followed by the Michigan Supreme Court's 1981 decision of Poletown Neighborhood Council v. Detroit, which held that the state could seize an entire working-class neighborhood and transfer it to the General Motors Corporation to build an automobile factory.

Since the factory would "create jobs," and creating jobs is a legitimate government interest, the public use clause was satisfied. A few years later, the United States Supreme Court came to a similar conclusion in Hawaii Housing v. Midkiff, holding that the Hawaii legislature was within its constitutional limits when it wrote a law allowing renters to buy their landlords' property at a fraction of the actual value.

Decisions like this rendered so little protection to property owners that the Ninth Circuit Court of Appeals once declared that "the whole scheme is for a public agency to take one man's property away from him and sell it to another. The Founding Fathers may have never thought of this, but the process has been upheld uniformly by latter-day judicial decision. . . . Our hands are tied. . . if the book on the procedure is followed."

By failing to define, let alone limit, the scope of "legitimate government interests," the courts sparked an explosion of condemnations in the service of any interest that the legislature decided to pursue. "The 'legitimate state interest' test in vogue today," wrote Epstein shortly after Midkiff, "is a bare conclusion, tantamount to asserting that the action is legitimate because it is lawful. . . . As such, it functions, at best, as a convenient label for serious inquiry, without defining the set of permissible ends of government action."

With the eminent domain power thus unmoored, the result was predictable to public choice theorists: the power to redistribute property fell into the hands, not of the most deserving, but of the most politically adept.

As government became capable of transferring unlimited amounts of land between private parties, the business community began investing an ever-increasing amount in lobbying to persuade it to give the land to them.

These companies portray the redistribution of land as a benefit to the community, in the form of job creation and increased funding for public services, as well as an eradication of "economic blight," a vague term attached to any neighborhood that is less than affluent but not an actual slum. Meanwhile, government officials have come to see their roles, not as defenders of the public's safety and welfare, but as sculptors of neighborhoods, for whom citizens and land are raw materials to be formed into the ideal community.

Boynton Beach, Fla., for example, is gradually implementing the "Heart of Boynton Redevelopment Plan," an immense redesign involving potentially hundreds of condemnations.

After an attorney from the Pacific Legal Foundation attended a community meeting to challenge officials about the plan, City Redevelopment Director Quintus Greene gave a presentation to the city council entitled "Why We Are Doing This."

Greene told the council that although the cities of Boynton Beach and Delray Beach have almost the same population, "when comparing median household incomes, Boynton Beach ranks lower at $39,845 than Delray at $43,371. Boynton Beach ranks higher in median household income than West Palm Beach at $36,774. . . . The purpose of this redevelopment, is to compensate for the loss of one of the City's major taxpayers. Our property tax values are meager compared to other cities and this redevelopment is our attempt to enhance property values within this City. Our choices are to expand our tax base, raise property taxes or reduce services to our citizens. . . . In Boynton Beach, there is a significant amount of property that pays little or no taxes. Given that reality, we must do other things to compensate for that loss of tax dollars."

In plain English: throw poor folks out of their homes, and the city's median income will be higher. Well, that is undeniably true.

But this marriage of government and private industry doesn't just benefit bureaucrats eager to be seen as "creating jobs" and "cleaning up the community." It also yields enormous boons for companies that are adept at political persuasion.

Recent articles in The Wall Street Journal and Mother Jones have detailed the enormous pressure that Home Depot, Bed Bath & Beyond, Wal-Mart, Target, and especially Costco, exert on governments to give them somebody else's real estate.

These efforts can be extremely enticing to government officials pursuing "the vision thing," not to mention local residents desperate for new jobs. The plans are presented with a smooth and authoritative style --with sophisticated PowerPoint presentations including lovely artist's renditions of gleaming new streets and bustling pedestrian malls-- that is hard for bureaucrats to resist.

There's even a website, eminentdomainonline.com, which bills itself as "an internet based business to government (b2g) clearinghouse for professionals in the eminent domain, right of way, and infrastructure development fields."

If the lobbying efforts should include donations to mayoral election campaigns, and promises to fund giant public works projects on the side, so much the better. As one city planner told Mother Jones, "The reality is that you need to rely on developer interest in order to facilitate projects. We're not paying for this party."

(Conveniently enough, the Internal Revenue Code allows money expended by a company seeking to persuade a city official to exert eminent domain to be deducted from the company's gross income when determining income tax liability.)

Industry uses sticks as well as carrots when prodding officials to use eminent domain on its behalf.

The Poletown case is a prime example: GM presented its plan to the city in July of 1980. On Sept. 30, the city's Economic Development Corporation approved it. Eight days later, GM chairman Thomas Murphy wrote the mayor and the chairman of the Detroit Economic Development Corporation, strongly urging them to adopt the plan: "I firmly believe the prospect of retaining some 6,000 jobs, and the attendant revitalization of these communities is a tremendous challenge," he wrote, adding ominously, "it also is an opportunity and a responsibility which none of us can ignore."

This letter and GM's other maneuvers, Michigan Supreme Court Justice James Ryan later said, "suggest the withering economic clout of the country's largest auto firm," and indeed Detroit was more than eager to do GM's bidding.

Preliminary paperwork was finished within days, and the city council and mayor approved the final documents less than a month after Murphy's letter. Action in the courts moved with the same rare speed, culminating in oral arguments before the state Supreme Court on March 3, 1981, and a decision only ten days later.

Meanwhile, wrote Justice Ryan, an "overwhelming psychological pressure . . . was brought to bear upon property owners in the affected area," as a "crescendo of supportive applause sustained the city and General Motors. . . . The promise of new tax revenues, retention of a mighty GM manufacturing facility in the heart of Detroit, new opportunities for satellite businesses, retention of 6,000 or more jobs . . . all fostered a community-wide chorus of support for the project."

Other cases present similar David-and-Goliath scenarios. In 2001, Mississippi redevelopment officials gave the Nissan Corporation 1,300 acres of state-owned land to construct an auto factory. When Nissan hesitated, the state condemned a middle-class black neighborhood to give Nissan another 23 acres.

James Burns, Jr., executive director of the state's development authority, told the New York Times that the property was not actually a part of the project: "It's not that Nissan is going to leave if we don't get that land. What's important is the message it would send to other companies if we are unable to do what we said we would do. If you make a promise to a company like Nissan, you have to be able to follow through." Attorneys from the Institute for Justice, a Washington, D.C.-based libertarian law firm, managed to fight off the state, and the residents kept their homes.

Less fortunate were the residents of the Toledo, Ohio, neighborhood that was taken to build a Jeep factory, which received the blessing of Ohio courts in the fall of 2004, or the property owners in Redwood City, Calif., where the city condemned land to build a movie theater. Knowing that a theater is probably not a "public use," the city declared it was really building a parking lot-- and it just happened to include a theater above the parking lot.

The precise amount of money involved in the eminent domain industry is impossible to assess, but Mother Jones' Gary Greenberg notes that one project in Ohio--an attempt to condemn 13 acres for the benefit of a shopping mall called Rockwood Pavilion-- involves about $125 million in planning and construction costs, and promises the local city some $1.5 million per year in tax revenue once completed. Multiplied by countless cases, as well as the legal expenses and the detriment to property values caused by a city's unpredictable tendency to exert eminent domain, the costs are incalculable.

Eminent domain abuse can have perverse social consequences, too. One of the most commonly voiced justifications for eminent domain is that it is necessary for cleaning up unsightly neighborhoods, which include "adult" businesses or other low-class uses. But in 1997, a consortium of Las Vegas casinos persuaded the city to take the retail property owned by Greek immigrants John and Carol Pappas to build a parking lot for the "Fremont Street Experience," a pedestrian mall including such adult attractions as the "Topless Girls of Glitter Gulch."

Moreover, the concept of "blight" is so elastic that economic interest groups can easily exploit it. A mall in St. Louis was recently determined to be blighted, despite the fact that it was 100% occupied and had $100 million in annual sales. And a prep school in Wisconsin was declared blighted despite its elite $10,000 tuition price (which conveniently enough qualified it for a $5.6 million tax-exempt bond issue).

Costco, the nation's leading corporate abuser of eminent domain, has persuaded cities across the nation to engage in such transfers. Lancaster, Calif., tried to condemn a 99 Cents store to transfer it to Costco, even though Costco already had a store in the same mini-mall with the 99 Cents store. The city did so, not on the grounds that the property was blighted --it wasn't; in fact, it's probably the cleanest 99 Cents store in America-- but on the grounds that the neighborhood might be blighted in the future, if the government did not act now.

A federal court struck down this condemnation (an extremely rare occurrence) after noting that "by Lancaster's own admissions, it was willing to go to any lengths "even so far as condemning commercially viable, unblighted real property " simply to keep Costco within the city's boundaries. In short, the very reason that Lancaster decided to condemn 99 Cents' leasehold interest was to appease Costco. . . . "

It is impossible to tell how many properties Costco has taken through eminent domain because the company hasn't released exact figures and has tried to stifle shareholder attempts to reverse the company's policies. But the cases abound. Institute for Justice lawyer Dana Berliner, who recently published a catalogue of some 10,000 instances of eminent domain abuse, reports that "of the big-box retailers, Costco shows up the most." But the company is unrepentant.

Asked for an explanation, Costco senior vice president Joel Benoliel told investors that if they didn't exploit eminent domain, "our competitors . . . would . . . and our shareholders would be the losers."

It's hard to deny that assertion. So long as the power is available to the highest bidder, Costco executives would violate their duty to investors to withdraw from the scramble for other people's land. Although it is easy to damn powerful companies so insensitive to homeowners unable to afford a legal defense, a Costco attorney once told the city council of Lenexa, Kan., that the property he wanted condemned was "not much of a neighborhood, anyway," the blame rightfully rests on the courts that have gradually erased the public use clause.

But in confronting this problem, the courts suffer from a serious intellectual handicap, which dates back to the Progressive Era at the opening of the 20th century.

During this period, leading intellectuals came to reject the individualistic natural rights premises of the American founding. As Michael McGerr writes, the Progressives "wanted not only to use the state to regulate the economy; strikingly, they intended nothing less than to transform other Americans."

But remaking Americans meant inverting the premise that the state was a tool of the people. John Dewey, philosophical champion of the Progressives, denounced "the notion that there are two different 'spheres' of action and of rightful claims; that of political society and that of the individual, and that in the interest of the latter the former must be as contracted as possible." Such a notion, he said, would be replaced with "that form of social organization, extending to all the areas and ways of living, in which the powers of individuals shall not be merely released from mechanical external constraint but shall be fed, sustained and directed."

The Progressives thought society should mold individuals in a manner best suited for the survival and flourishing of the state. It was during this period that various devices for controlling citizens "everything from the Pledge of Allegiance to eugenics and forced sterilization” were introduced.

In his great book on this era, "The Metaphysical Club," Louis Menand explains just how opposite the Progressive idea was to the views of the Founding Fathers. To the Progressives, "Coercion is natural; freedom is artificial. Freedoms are socially engineered spaces where parties engaged in specified pursuits enjoy protection from parties who would otherwise naturally seek to interfere in those pursuits. . . . We . . . think of rights as privileges retained by individuals against the rest of society, but rights are created not for the good of individuals, but for the good of society. Individual freedoms are manufactured to achieve group ends. This way of thinking about freedoms helps explain why the . . . [Progressives] were indifferent to the notion of individual rights."

The Progressive Era began to dissolve the public-private boundary by holding that the things we think of as rights are really just permissions granted by society and revocable whenever society decides. Understandably, this period brought a corresponding explosion in the use of eminent domain. In 1923, for the first time, the Supreme Court held that government could condemn land not just for necessities, but for mere recreational facilities like scenic highways. A California court held in 1911 that "[g]enerally speaking, anything calculated to promote the education, the recreation or the pleasure of the public is to be included within the legitimate domain of public purposes" served by eminent domain.

In short, the Progressive goal of "remaking Americans" meant breaking down the limits on state power. The difference between "legitimate" and "illegitimate" government interests was accordingly dissolved. Since government would "extend to all the areas and ways of living," it would now be free to do "anything calculated to promote . . . the pleasure of the public."

It is no coincidence that the Progressive Era was the first time the word "blight" was applied to economic stagnation. The Progressives saw society as an organic whole, with each person a cell. Thus the term "blight," originally a term for a plant disease, was applied to neighborhoods that failed to perform to the standard the society desired. Private businesses were no longer private, they were a tool by which society produced a certain standard of living, and if they failed to do so, society could simply revoke the permission (formerly called property rights) and give that land to someone else.

With the boundaries of "legitimate government interests" erased, New Dealers built on the Progressives' work by establishing the concept of judicial deference. In previous decades, courts had been willing to block the more extreme Progressive social experiments, but in the 1930s they took a more deferential view. Louis Brandeis, a Progressive attorney who had once coined the term "right of privacy," was appointed to the Supreme Court, where he would instead declare that "in the interest of the public and in order to preserve the liberty and the property of the great majority of the citizens of a state, rights of property and the liberty of the individual must be remolded, from time to time, to meet the changing needs of society." President Roosevelt's other appointees (including Justice Douglas, who would later write the Berman decision) agreed not only that government could "remold" the "liberty of the individual," but that courts should not stand in the way. The result was the creation of "rational basis scrutiny."

Today, courts are unable to decide whether an asserted "government interest" is legitimate or illegitimate. Indeed, the Supreme Court has confessed that "our cases have not elaborated on the standards for determining what constitutes a 'legitimate state interest.'" But without such an elaboration, it is impossible to determine whether a law is "rationally related to a legitimate state interest." Since anything at all might qualify as a "legitimate interest," anything subject to this test will receive a pass from the Court. The result is that government's power to manipulate individuals, and their property, is limited only in the rarest possible circumstances.

There is reason for optimism, however. The severest abuses of eminent domain have already forced many people to reexamine their views about the lesser stature of property rights.

When the Michigan Supreme Court indicated its willingness to reconsider its Poletown decision, the ACLU joined forces with the Pacific Legal Foundation urging the court to declare eminent domain abuse unconstitutional. The court agreed, unanimously overruling its decades-old decision.

To permit the condemnation of land "solely on the basis of the fact that the use of that property by a private entity seeking its own profit might contribute to the economy's health" would "render impotent our constitutional limitations on the government's power of eminent domain," said the court. "Poletown's 'economic benefit' rationale would validate practically any exercise of the power of eminent domain on behalf of a private entity. After all, if one's ownership of private property is forever subject to the government's determination that another private party would put one's land to better use, then the ownership of real property is perpetually threatened by the expansion plans of any large discount retailer, 'megastore,' or the like."

Only months later, the United States Supreme Court agreed to hear Kelo v. New London, a case challenging Connecticut's attempt to seize a neighborhood for the benefit of Pfizer.
Although it is impossible to predict what the court will do, there are three main possibilities.

The first is that the court may allow government to redistribute private land of New London residents to a private company on the grounds that any benefit to the public is good enough.

Second, it might hold, on very narrow grounds, that in some cases, the private benefit is just too extreme to be labeled public. This seems the most likely outcome, but it is an unsatisfying one, because it would leave the important question unanswered.

The third and least likely option is that the court could invest serious thought into the difference between what is public and what is private, and could declare that attenuated social effects of private behavior aren't enough to make it into a public concern. Just because a private business affects the public in some way doesn't make it the government's business. If the court embraced this view, the answer to the Kelo case would be obvious: of course a private company is not a public use, even if the public likes to purchase its products.

It is not impossible that this will happen. In Lawrence v. Texas, the Supreme Court declared that alleged harm to society by private, adult, consensual sexual activity is not enough to allow the state to pry into people's private bedrooms.

It would be refreshing indeed if it also said that alleged social effects of private business interests are not enough to make a private business into a public use. But, again, I think it unlikely. Such a decision would require the court to reexamine old and politically volatile assumptions which trace back to the Progressive abandonment of America's founding principles.

To city planners, your neighborhood is theirs to shape as they please. The fact that a business uses condemned land for its own profit is irrelevant to them because private businesses are public uses, in their minds. They are the tools by which society creates jobs and provides people with goods.

President Eisenhower once warned the nation about the military-industrial complex, but today local governments are wrapped up in the Costco-WalMart-Home Depot complex. They believe in what they call "partnerships" between government and private industry in which government and corporations decide the shape and layout of whole neighborhoods, with no regard for the rights of the landowners who stand in their way.

But even a favorable outcome in Kelo might come too late to help Curtis Blanc of Liberty, Mo. Through his company, Mid-America Car, Inc., Blanc owns a well-maintained brick warehouse which he leases for $1 per year to two charities: In As Much Ministries, and Love, Inc. These ministries feed more than 400 families per month — despite one city council member's statement during a council meeting that "there are no poor people in Liberty."

But the council has other plans for Blanc's land: it wants to construct a business district on "Liberty Triangle," which consists of 88 acres of land, including Blanc's warehouse. The first phase of the Triangle project has already begun, and a 160,000-square-foot Lowe's home improvement store recently opened. Steve Hansen, the city's public works director, recently told businesses that those which generate high sales tax income for the city will be allowed to remain in the area, but that "most of the businesses that are there now are not high sales producers" and will be condemned to make way for companies that will raise tax revenue for the city.

Blanc has received a final notice from the city requiring him to sell his property, or face condemnation. Still, Blanc is hopeful. Along with the Bugryn and Pappas families, he agreed to be represented by the Pacific Legal Foundation in a friend of the court brief in the Kelo case which urges the court to breathe new life into the "public use" clause.

It is very sad that we have come this far. For the Supreme Court of the United States to declare that "our cases have not elaborated on the standards for determining what constitutes a 'legitimate state interest'" is a shocking statement.

Two hundred years after the founding, with the Declaration of Independence and the Federalist Papers at hand, and with the experiences of the Revolution, the Civil War, the World Wars, and the civil-rights movement behind us, we ought to know what a legitimate state interest is. As Hadley Arkes has put it, "this late in the seasons of our experience, federal judges should not be in need of this kind of instruction, on the rudiments of constitutional government. . . . [The Founders] did not expect that the main instruction would have to be offered to the lawyers and the judges themselves, and to the resident wits in the schools of law. . . . But that project has become, in our own day, steady work."

Timothy Sandefur is a staff attorney at the Pacific Legal Foundation, where he has written friend-of-the-court briefs in the Michigan and United States Supreme Court eminent domain cases.

Pacific Legal Foundation: www.pacificlegal.org

© 2005 Liberty: www.libertyunbound.com

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Dewhurst and Transportation Commission squabble over mobility bond funds

Dewhurst looks to toll roads for school money

Lawmakers turn their focus on a big Transportation Department budget.

March 31, 2005


Austin American-Statesman Copyright 2005

Lt. Gov. David Dewhurst, in a stinging three-page letter Wednesday, chastised the Department of Transportation for its doomsday reaction to a delayed decision to sell toll road bonds and all but demanded that $300 million in transportation dollars go to public schools instead.

Legislators, even with a slight increase instate revenue, have been scouring state government for money for public education, social services and property tax cuts. The Transportation Department, with its proposed $15.1 billion two-year budget — and its unpopular push for toll roads — has become a fat target.

Dewhurst's letter came in the wake of a ruckus that occurred over the past week after the Texas Bond Review Board , an important but little-known panel made up of proxies for Dewhurst, Gov. Rick Perry and Texas Comptroller Carole Keeton Strayhorn, put off action on $1 billion in mobility fund bonds. The agency had hoped to issue the bonds by April 29 and use them on a variety of road projects statewide that the department said are ready to go.

The Transportation Department struck back the next day, sending a letter from Executive Director Michael Behrens to its field offices asserting that the delay put $1.1 billion in highway construction at risk of cancellation or significant delay.

In Wednesday's letter to Transportation Commission Chairman Ric Williamson, Dewhurst wrote that the decision will remain in limbo pending the Legislature's decision on whether to take $300 million destined over the next two years for the mobility fund, and instead put it in the state's general fund.

That money, Dewhurst wrote, could then be used for "school reform." The Senate has passed a $139 billion budget for 2006-07, but Senate leaders want to add more than $3 billion extra for public schools, money that Dewhurst has said could come from "non-tax" revenue.

Officials familiar with the backstage maneuverings had said that the motivation for delaying the vote was to give lawmakers a chance to redirect some of the fees that under current law would pay back those bonds. Dewhurst's letter Wednesday seemed to confirm that interpretation.

Right now, the mobility fund gets money from two motorist fines that were introduced last year, while three long-time automotive fees go to the state's general coffers. Under current law those funds would be swapped Sept. 1, to the benefit of the mobility fund. Dewhurst suggested that for the next two years, the mobility fund instead get only the $170 million from the motor vehicle inspection fee it is scheduled to receive. Then, in fiscal 2008, the other two fees would go the mobility fund.

Williamson, in a meeting with reporters minutes after Dewhurst released his letter, acknowledged that perhaps commissioners "were being a little too aggressive. . . . We play by the rules that the governor and Legislature give us. We will adjust our plan accordingly."

Just what adjustments will be necessary — and how they will affect road projects — were far from clear Wednesday.

Under Dewhurst's fee proposal, he said in the letter, the mobility fund would still have enough revenue coming in to issue the $1 billion this year and another $1 billion in 2006. However, the Transportation Department would be out that $300 million, money that could have been used on a cash basis for current road projects.

One possible saving grace, from the Transportation Department's point of view: state Rep. Dennis Bonnen, R-Angleton, has a bill pending that would direct $209 million into the mobility fund in 2006 and 2007, money that would come primarily from the agency's gas tax revenues, which now go to build and maintain non-toll roads. There are other bills pending that would take an additional $200 million over the next two years from the highway fund for general state needs.

"In a legislative session, there are a lot of moving parts," said Williamson, who served in the House from 1985 to 1998.

Too many, according to state Rep. Mike Krusee, R- Williamson County, chairman of the House Transportation Committee. Krusee said that if the change is made, the Legislature would be double-crossing local elected officials who put their careers on the line to endorse toll road plans that would be fed by the mobility fund.

"All the cities depended on our word," he said. "So it's just another raid on transportation dollars. There's no way to sugarcoat that."


Austin American-Statesman: www.statesman.com
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Partners in Mobility to meet with Texas Transportation Commission

Group to seek road, rail funds

GORDON DICKSON, Staff writer
Fort Worth Star-Telegram
Copyright 2005

Metroplex leaders today will make a pitch to the state for a regionwide rail system and request more money for freeways, toll roads and other weapons to battle gridlock.

The North Texas delegation, known as Partners in Mobility, will meet with the Texas Transportation Commission in Austin. The group of mayors, lawmakers and others visits the Capitol annually.

"We have a great relationship with our elected leaders," said Michael Morris, transportation director for the North Central Texas Council of Governments, "and we're asking them to weigh in on these issues."

Their requests include:

* A high-speed rail line connecting Dallas/Fort Worth Airport to Austin and San Antonio by building the Trans -Texas Corridor through the Metroplex.

* Permission to hold an election in Tarrant, Johnson, Dallas, Collin and Ellis counties asking voters to create -- but not fund -- a regional commuter rail authority. A subsequent election would determine funding.

* Approval of $4 billion in strategic highway projects, including the expansion of Interstate 30 in Arlington and Airport Freeway in Northeast Tarrant County.

ONLINE: Texas Transportation Commission: www.dot.state.tx.us Gordon Dickson, (817) 685-3816 gdickson@star-telegram.com -eoptag-

Copyright 2005 Star-Telegram, Inc.: www.dfw.com

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Saturday, March 26, 2005

Citizens Advisory Committee: "People willing to sit around and compose recommendations that may or may not be heeded."

Corridor committee a hot draw

Ben Wear
Austin American-Statesman
Copyright 2005

Here's the first bit of advice that the Trans -Texas Corridor Citizens Advisory Committee will probably give: We need a bigger conference room.

That board, according to the preliminary rules adopted by the Texas Transportation Commission, can have up to 24 members. Big, in other words. No way they'll come up with that many people willing to sit around and compose recommendations that may or may not be heeded, or even heard, right?

Wrong. Exactly 251 Texans put their names forward by the March 14 deadline. Guess people care when politicians start talking about building 4,000 miles of toll roads and railroads across the state. The commission has an item on its agenda Thursday to name the lucky two dozen (or perhaps fewer), but it reportedly has not made its selections and will defer a vote.

Those interested include about 50 Central Texans, including two dozen from Austin, and a surprising number of elected officials, such as county commissioners and city council members from Georgetown, Dallas, Lufkin and Plano.

No Austin or Travis County officeholders though. Guess they're waiting for something really important to come up.

Copyright (c) 2005 Austin American-Statesman: www.statesman.com

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Wednesday, March 23, 2005

How the TTC is Different

What makes the development of the Trans-Texas Corridor different from the National Interstate Highway System?

3/23/05

David K. Stall, ICMA-CM
CorridorWatch.org
Copyright 2005

(1) There is no clearly defined transportation need (e.g. site specific traffic study, etc.) for the Trans-Texas Corridor. In fact there are no specific routes or capacity specifications identified. The need for the Interstate Highway system was well defined and thoroughly understood. Elimination of grade crossings (intersections) was among the chief safety advantage of the Interstate Highway.

(2) There was no public discussion/debate prior to adoption of the Trans-Texas Corridor plan. The Trans-Texas Corridor was proposed by the Governor who tasked TxDOT with quickly drafting a plan. A plan which was approved and adopted by the Transportation Commission with a single meeting and without public input. In contrast the Interstate System was debated for years before the project was approved. During that time the Interstate System turn from toll roads to freeways and the routes evolved from avoiding large cities to running through them.

(3) In the past highway projects were driven by transportation needs; today the Trans-Texas Corridor & toll roads are driven by a need for revenue. That's a significant shift of public policy that has occurred without any substantive public input, discussion or debate.

(4) Secrecy. A stunning lack of governmental transparency in the bidding and contracting process. Another drastic shift of public policy that has occurred without any substantive public input, discussion or debate. Rationalized by the promise of innovation and other theoretical and unproven benefits, we have sacrificed open government and created a new and horrific potential opportunity for abuse.

(5) Profiteering. The Trans-Texas Corridor introduces state-sponsored monopolies for public infrastructure that includes transportation, utilities and economic development. The state’s private partners are motivated by profit above public service. The state will extend protections to ensure their private partner’s profits, and to ensure state revenues, sacrificing the just regard for adverse impact to the citizens of the state.

(6) Attack on the free enterprise system. Unlike our Interstate Highways, the Trans-Texas Corridor is a closed access facility that will not present the adjacent land owners with the same commercial development opportunities. Those opportunities are reserved for the state and their private partners. The state state-sponsored monopoly of economic development, and the redirection of traffic induced revenues, will directly compete with existing and future free enterprise. The state’s private partner will use the power of the state to gain an unfair competitive advantage.

These are but a few of the significant differences between today’s Trans-Texas Corridor and the national Interstate Highway System.

© 2006 CorridorWatch.org www.ap.org

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Saturday, March 19, 2005

Perry promotes safety pact in San Antonio as train derails

Train derails as gov touts safety pact

UP agrees to look at putting tracks outside cities.

March 19, 2005

Patrick Driscoll and Mary Moreno
San Antonio Express-News
Copyright 2005

As Gov. Rick Perry announced a historic agreement Friday to spark efforts to get freight trains out of urban areas, emergency workers were rushing to San Antonio's latest train derailment just 15 miles away.

The wreck turned out to be minor, but the irony wasn't lost on local officials.

"It just goes to show, the long-term answer is to move the freight out of these areas," said County Judge Nelson Wolff, who joined Perry and Union Pacific Chairman Richard Davidson to announce such a plan.

A memorandum of understanding, signed by Perry and Davidson at the company's rail yard near KellyUSA, does not immediately commit any funds to track relocation or set deadlines.

It says public and private funds should be used to build tracks around the state's major cities, and that such costs should match, respectively, public and private benefits.

"That concept is key to making this happen," Davidson said.

Relocating through freight out of city centers would reduce hazardous cargo being transported through populated areas, make rail-street crossings safer, enable railroads to ship products faster, and open up old lines for commuter rail service or redevelopment as roads.

"It'll provide greater peace of mind for families worried about hazardous materials passing through their neighborhoods," Perry said.

Local fears shot to new levels last year after several major train wrecks that claimed five lives and, in two instances, released poisons.

A collision of two trains last June in rural Bexar County spewed a cloud of chorine that killed four people, injured about 50, and left officials wondering what the results would have been had it happened in the middle of San Antonio.

After Friday's train derailment near the Quarry Market, some witnesses called 911 and said they saw a plume of smoke. Emergency responders carefully approached the wreck from downwind but soon discovered no toxic chemicals were involved.

A set of wheels on a UP car had come off the tracks after a load of aluminum tubes shifted and some rolled off. The tubes apparently raised a lot of dust.

Also, one tube hit a railcar carrying coal, puncturing it, said District Fire Chief Randy Jenkins. None of the 107 cars in the train carried hazardous materials. And nobody was hurt.

The railcar went off the track under a bridge near the Quarry Golf Course. The derailment caused the train to stop, blocking off Basse, Jones Maltsberger and Sunset roads just east of U.S. 281 for about two hours.

Although the area where the derailment occurred is unusual in San Antonio in that the tracks are so close to a major shopping center and a busy freeway, Jenkins said the approach to train derailments is standard, regardless of where they occur.

"I'm not aware of a plan for that particular area," he said. "The area is unique, but the response is not unique. It's pretty standard what we would do."

Jenkins said the recent spate of train derailments also has given emergency workers valuable experience on how to react to one.

UP has averaged two dozen mostly minor wrecks a year in Bexar County over the past four years. The company reported 23 in 2004.

About 60 to 70 trains roll daily through the city, a crossroads for UP traffic in Texas . Some of the common chemicals that pass through are sulfuric acid, sodium hydroxide and chlorine.

Rerouting freight trains will not be easy, a Texas Department of Transportation official said last month.

Efforts in San Antonio likely will stretch into the next decade and could cost more than $1 billion, said Mario Medina, the department's multimodal director. And until new tracks are built, the number of trains is expected to surge.

An answer could come from the Trans Texas Corridor , a 4,000-mile network of toll roads, rail lines and utility lines to be built across the state over 50 years. State officials signed a contract last week with a private consortium to develop plans for the segment east of Interstate 35.

But no funding or specific projects to relocate rail lines have been identified, Perry said. The agreement with UP simply lays out guidelines to move forward.

pdriscoll@express-news.net

© 2005 San Antonio Express-News: www.mysanantonio.com

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Plan being developed to move frieght rails

State, firms to engineer plan to move freight rails

Talks will continue on getting rail traffic out of urban areas

Austin American-Statesman
Copyright 2005

SAN ANTONIO -- The state and Union Pacific Corp. have been talking for months, looking for a way to move freight rails out of densely populated areas to reduce accidents and keep hazardous materials out of Texas ' major cities.

Gov. Rick Perry took a quick spin around the state Friday to say that the state and the rail giant have formally agreed to agree. And he'll be in Fort Worth today to announce a similar accord with the Burlington Northern Santa Fe Railway.

But the estimated $10 billion needed to move most freight runs out to urban areas' rural fringes has not been identified, and specific projects have not been determined, Perry's office said.

Moving most of Union Pacific's two dozen or so freight runs through Round Rock, Austin and San Marcos to lonelier points east has been on the Central Texas agenda for years, actively so in the past two years. But finding the $500,000 to $700,000 to do that, and reaching terms with Union Pacific, has so far been a tricky task.

Texas has more rail crossings than any other state and consistently leads the nation in the number of vehicle-train accidents each year. Since 1984, more than 5,500 people have been killed or injured in vehicle-train collisions in Texas , Perry's office said.

Last month, about 200 San Marcos residents had to be evacuated after seven cars of a Union Pacific train, several of them carrying sulfuric acid, derailed. And late last year, federal regulators added 10 inspectors in San Antonio after six train accidents in the area left four people dead and released toxic chemicals.

Moving the rails also would help businesses move products from the warehouse to the market and open up valuable space for road construction, said Perry, who made the announcement at a Union Pacific rail yard in San Antonio and repeated it in Houston later in the day.

"Because trains will no longer have to slow down to pass through congested cities, shipments will reach their destination faster, saving Texas businesses valuable time and money that can be used to grow and create jobs," said Perry, a Republican.

In addition, if most freight runs move to other tracks, the urban rails -- such as the Union Pacific tracks down the center of MoPac Boulevard -- could be used part time for passenger rail.

"At one time, cities wanted railroads to come to their cities so they could grow," Omaha, Neb.-based Union Pacific spokesman John Bromley said. "And as time has gone on, now they want us out of the cities because of the noise and congestion trains can cause."

Perry has proposed a network of 4,000 miles of tollways and railways that would incorporate oil and gas pipelines and utility and water lines over the next 50 years, a project dubbed the Trans -Texas Corridor .

The corridor project carries an estimated price tag of $184 billion. Last week, the state signed an agreement with private contractor Cintra Zachry LP to begin developing plans for the first phase of the project, a 600-mile tollway from Oklahoma to Mexico that will run parallel to Interstate 35 for most of its length.

That agreement could provide a sizable chunk of the $10 billion for freight rail, as well as a location for alternate rail routes.

Cintra Zachry has said it would pay $1.2 billion in concession fees for the roads, money that Texas Transportation Commission Chairman Ric Williamson has said could be used to relocate freight rail service.


Copyright (c) 2005 Austin American-Statesman : www.statesman.com

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Rail freight to be rerouted from downtown DFW

Officials advance reroute plan

GORDON DICKSON
Fort Worth Star-Telegram
Copyright 2005

Elected leaders and railroad officials say they are a step closer to removing freight trains from downtown Fort Worth and other congested areas.

Gov. Rick Perry and officials from Fort Worth-based BNSF Railway will announce today that they have reached an agreement in principle to relocate rail lines out of large cities over the next several years, officials said.

Regional leaders say they support the plan, which includes rerouting rail lines west of Fort Worth and reconnecting to BNSF's intermodal hub near Alliance Airport.

Union Pacific Railroad, based in Omaha, Neb., has signed a similar agreement with Perry. That company's plans include moving much of its freight traffic, including a corridor through Arlington, to an area south of Dallas.

A goal of rail relocation is to improve traffic by reducing the number of points at which trains and automobiles intersect, officials said.

State officials say they also want to reduce the chances of a hazardous materials disaster caused by a derailment in a populated area.

"The state is starting to take an active role in moving these rail lines, which have been in place for over 100 years, out of our city centers," Perry spokesman Robert Black said Friday. "This is the first step in making that happen."

Another goal is to reduce auto-train fatalities. In the past 20 years, more than 5,500 people have been killed or injured in vehicle-train collisions in Texas .

No price tag or timetable for the projects has been established, but the railroads and Texas Department of Transportation have agreed to permanently assign staff members to study the issue.

"This is really an understanding that gives us guidelines on how we'll work a public-private partnership for possible relocation of tracks. We haven't agreed on projects," Union Pacific spokesman John Bromley said.

In Fort Worth, an area known as Tower 55 is among the most crowded railroad intersections in the United States. It's where BNSF and Union Pacific cross paths.

"Because trains will no longer have to slow down to pass through congested cities, shipments will reach their destination faster, saving Texas businesses valuable time and money that can be used to grow and create jobs," Perry said in a statement.

In the Metroplex, regional leaders hope to convert the freight lines into commuter lines, to provide an alternative to automobile travel, said Michael Morris, transportation director for the North Central Texas Council of Governments.

In areas such as Division Street in Arlington or U.S. 377 in Fort Worth, Haltom City, Keller and Watauga, it's not uncommon for freight trains to block major streets during rush hour.

In December, the private firm Cintra-Zachry pledged to pay the state $1.2 billion in transportation funds in exchange for the right to build a $6 billion toll road from North Texas to San Antonio. Some of that payment could be used to relocate rails out of the Fort Worth area, officials said.

Staff Writer Dan Piller Contributed to This Report.

IN THE KNOW

If you go

Gov. Rick Perry will discuss plans to remove railroad tracks from populated areas, including downtown Fort Worth, at a news conference scheduled for 1:45 p.m. today at BNSF Railway, 2650 Lou Menk Drive. Relieving rail congestion is part of the Trans -Texas Corridor plan.

ONLINE: www.keeptexasmoving.com

Gordon Dickson, (817) 685-3816 gdickson@star-telegram.com


Copyright 2005 Star-Telegram, Inc. www.dfw.com

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Wednesday, March 16, 2005

Legislator files bill to put brakes on the Trans-Texas Corridor

Legislators seek limits on corridor

Local lawmaker urges moratorium on funds until '07

By RAD SALLEE
Copyright 2005 Houston Chronicle

State Rep. Garnet Coleman has filed a bill seeking to bar the state from spending money on the Trans-Texas Corridor until 2007 and calling for a committee to study the corridor plan and its use of toll and bond financing.

The Houston Democrat's bill, HB 3363, would place the same moratorium on tolling currently free roads. It was one of four bills — the others filed by Republicans — that seek to limit the corridor plan proposed by Gov. Rick Perry in 2002.

The Texas Department of Transportation is negotiating a 50-year contract with Cintra-Zachry, a Spanish-led group of companies, to build the first leg of the corridor parallel to I-35 from Oklahoma to Mexico.

The company proposes to start with a $6 billion toll road from Dallas to San Antonio, paying the state $1.2 billion and keeping other profits.

HB 1273, filed by Rep. Lois Kolkhorst, R-Brenham, bars "noncompetition" clauses in contracts between the state and corridor developers that would prevent government from building roads nearby.

The bill would narrow the corridor's maximum width from 1,200 feet to 800 feet and require that state highways and farm-to-market roads intersecting it remain unobstructed and connect to it. A Cintra-Zachry spokesman said the company is not interested in doing that.

HB 1794 by Rep. Glenn Hegar, R-Katy, calls for at least one public hearing in every county through which the corridor passes, with public disclosure of each of its proposed transportation modes, entrances and exits.

TxDOT spokeswoman Gaby Garcia declined to comment on the bills.

Houston Chronicle: www.chron.com

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Texas Legislators try to place limits on Trans-Texas Corridor

Legislators seek to put limits on corridor

Local lawmaker urges moratorium on funding and a study of toll and bond financing

By RAD SALLEE
Houston Chronicle
Copyright 2005

State Rep. Garnet Coleman has filed a bill seeking to bar the state from spending money on the Trans -Texas Corridor until 2007 and calling for a committee to study the corridor plan and its use of toll and bond financing.

The Houston Democrat's bill, HB 3363, would place the same moratorium on tolling currently free roads. It was one of four bills - the others filed by Republicans - that seek to limit the controversial corridor plan proposed by Gov. Rick Perry in 2002.

The Texas Department of Transportation is negotiating a 50-year contract with Cintra-Zachry, a Spanish-led group of companies, to build the first leg of the corridor parallel to Interstate 35 from Oklahoma to Mexico.

The company proposes to start with a $6 billion toll road from Dallas to San Antonio, paying the state $1.2 billion and keeping other profits. Toll road extensions, rail and utility lines could come later.

HB 1273, which was filed by Rep. Lois Kolkhorst, R-Brenham, bars "noncompetition" clauses in contracts between the state and corridor developers that would prevent government from building roads nearby.

The bill would narrow the corridor 's maximum width from 1,200 feet to 800 feet and require that state highways and farm-to-market roads intersecting it remain unobstructed and connect to it. It also would bar developers from being granted exclusive right to operate service stations and restaurants on the corridor . A Cintra-Zachry spokesman said the company is not interested in doing that.

HB 1794 by Rep. Glenn Hegar, R-Katy, calls for at least one public hearing in every county through which the corridor passes, with public disclosure of each of its proposed transportation modes, entrances and exits.

HB 3419 by Rep. Rick Hardcastle, R-Vernon, would prohibit drilling for water in the corridor , compensate landowners for having their properties divided, and provide that land condemned for the corridor and unused for five years could be repurchased by the original owner at the same price.

Kolkhorst's bill was filed Feb. 21 and the others on March 11, the session's filing deadline.

Coleman acknowledged it will be difficult to get his bill out of the Transportation Committee but said he hopes to bring it to a floor vote as a rider.

Kolkhorst said she applauds Perry for "thinking big" about transportation but that she wants to ensure long-term corridor agreements include "safeguards" for future generations.

TxDOT spokeswoman Gaby Garcia declined to comment. She said current corridor plans are based on legislation approved in the previous session and that the department will continue to follow the Legislature's wishes.

Houston Chronicle: www.chron.com

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Sunday, March 13, 2005

Perry brags as he signs Comprehensive Development Agreement with Cintra-Zachry

Amid wreckage, Austin news conference, if you could get there

March 13, 2005

Robert Rivard, Editor
San Antonio Express-News
Copyright 2005

Texas Gov. Rick Perry was in the mood to boast Friday afternoon as he celebrated the first signed contract for the building of the Trans Texas Corridor .

"In Texas we do things bigger, better and first," Perry told transportation reporters covering the contract signing.

Even if the ambitious 50-year plan to remake the state's ground transportation grid is really the work of state transportation professionals, it has taken shape and gained a political foothold on Perry's watch. If it's realized, the undertaking could become an enduring legacy of his time as governor.

As a first step, a partnership formed by San Antonio's Zachry Construction Corp. and Spain's Cintra will design a four-lane tollway to ease congestion along Interstate 35 from San Antonio to Dallas-Fort Worth.

The plan also would reroute Union Pacific trains that now carry toxic chemicals on lines through the heart of San Antonio. One such train derailed last June in rural Bexar County, setting loose a cloud of toxic chlorine gas that killed three and injured 50, a tragedy that would have been far worse had the wreck occurred in the city.

Perry's enthusiasm belied the reality for motorists traveling - and I use the word loosely - along I-35 from San Antonio to Austin that same day.

Less than 15 miles to the south of the media event, emergency response workers labored much of the day and late into the evening, clearing the wreckage of two accidents on I-35. The northbound lanes were sealed shut for hours, causing gridlock that stretched south for miles as police waved motorists off the interstate.

An 18-wheeler struck a concrete embankment and caught fire early Friday morning, a wreck that kept lanes closed until 3: 30 p.m. I heard from a UTSA professor caught in the morass en route to Austin, but a quick check of state and media Web sites here and in Austin yielded no information to explain the stalled highway traffic. Finally, after a couple of hours behind the wheel and little or no chance of arriving before the end of a conference sponsored by the University of Texas , the professor turned back south and headed home.

Later that evening, I set out with my family for Austin to see Cirque du Soleil, which had erected its colorful tents on the site of the old airport. We were on the road before 6 p.m., plenty of time to make the 8 p.m. show - until we hit a line of stopped traffic on I-35 just north of Buda that stretched as far as the eye could see. One radio disc jockey reported the problem, and wondered aloud about the cause.

Almost 45 minutes later we had progressed a mile or two, far enough to reach an exit and the access road. Mile after mile to our left, the interstate traffic remained snarled.

Just inside the city limits, we watched as workers removed the remains of two destroyed vehicles, one of which looked like it had hit a roadside bomb. Later we learned that an infant died in the two-vehicle wreck, several adults were injured, and the northbound interstate remained closed late into the night.

Tens of thousands of travelers on the state's first day of spring break were affected by the unpublicized closures and thus were unable to avert being caught in the chaos, or to find out why they were stuck once it was too late.

All this on a single day on the road between San Antonio and Austin. And for state officials, at least, it wasn't even news or something that warranted telephone calls to all the area media to sound the alert.

I-35 has become a monument to inadequate planning and preparation. Mass transit such as high-speed train lines and light rail in the cities isn't even high on the public agenda. Too many elected officials are afraid to support transportation taxes, and instead spend their term-limited time in office ignoring the looming crisis.

The Trans Texas Corridor might be part of the solution, or it might be a fancy name for another half-century of highway construction that will only breed more traffic. After one day in the life of I-35, it was hard to see exactly how we Texans do things better, bigger and first - even for those of us with all the time in the world to think as we waited in idling vehicles, burning gas and time, wondering who died.

Robert Rivard rrivard@express-news.net

© 2005 San Antonio Express-News: www.mysanantonio.com

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Saturday, March 12, 2005

Trans-Texas Corridor given go ahead

State gets in fast lane to new toll road system

Go-ahead given for planning Trans Texas Corridor segment.


March 12, 2005

Patrick Driscoll
San Antonio Express-News
Copyright 2005

As officials huddled Friday to sign the first contract for the Trans Texas Corridor , Gov. Rick Perry licked his lips, widened his eyes as he looked at the 2-inch-thick document, and then smiled.

The contract formed a public-private partnership to develop a 600-mile corridor of toll roads, rail lines and utility lines east of Interstate 35 - the first leg of a 4,000-mile network to be built across the state over 50 years.

Perry and others, buoyed by taking such a solid step forward, seemingly couldn't find enough adjectives to stress the significance of the concept.

They called it huge. Cutting-edge. Bold. Forward-looking.

"In Texas , we're not willing to wait for others to lead or innovate," Perry said shortly before the signing, held at the Texas Department of Transportation's main office.

"We do things better, faster and first," he said.

The contract, signed by officials with the transportation department, Cintra of Spain and Zachry Construction Corp. of San Antonio, is the first of many to follow for the Trans Texas Corridor segment that will parallel I-35.

This agreement authorizes $3.5 million for the two companies to create a master plan within 15 months to finance and build the segment.

The contract doesn't lock in the route's alignment, allow construction to start, set toll rates or rule out competition to determine who'll actually build and operate various sections.

Critics of the Trans Texas Corridor - including the Texas Farm Bureau, the Sierra Club and some of the towns and cities along I-35 - eagerly await such details.

Their concerns include loss of farmland and wildlife, lack of access to the corridor , bypassing of businesses and communities linked to I-35 and impacts that rising oil prices could have on driving habits and toll revenues.

"We will be monitoring," said David Stall of CorridorWatch.org in an e-mail Friday.

By unleashing the power of the private sector to tackle choking traffic congestion, Texas is leading the way for the rest of the nation, said Federal Highway Administrator Mary Peters, who joined Perry at Friday's ceremony.

She described it as the dawning of a new transportation era, comparing it to the launching of the nation's interstate highway system in the 1950s and the paving of roads in the first half of the century.

"It is not for the faint of heart, let me tell you," she said. "A few people have the courage to move us into the next generation of transportation improvements.

For the first phase of the Trans Texas Corridor , Cintra and Zachry have proposed spending $6 billion to build a four-lane toll road from San Antonio to Dallas and to reroute Union Pacific through trains out of San Antonio and Austin.

Work would start within five years, with an extension of Texas 130 from Lockhart to Seguin opening as soon as 2010. Texas 130 from Austin to Lockhart, already under construction, is expected to open in two years and fold into the Trans Texas Corridor .

Cintra and Zachry would sell needed bonds and shoulder the risk. They also offered to pay the state $1.2 billion for the right to operate the toll system.

Traffic levels on I-35 will help determine toll rates and limits on building competing public roads. A certain amount of congestion is needed to create a market for toll roads.

Motorists pay from 10 cents to 20 cents a mile to use toll roads in Houston and Dallas.

Within 15 years, work could start on toll lanes along Interstate 10 east of San Antonio and along Southwest Loop 1604, according to the Cintra and Zachry proposal.

Toll roads to the boarder, high-speed passenger rail between San Antonio and Dallas and new freight tracks from Austin to Dallas could follow after 2025.

pdriscoll@express-news.net

© 2005 San Antonio Express-News: www.mysanantonio.com

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Perry Signs Comprehensive Development Agreement

Texas signs deal for transportation corridor

Cintra-Zachry consortium plans system near 1-35

By TONY HARTZEL
The Dallas Morning News
Copyright 2005

State leaders sealed a $7.2 billion partnership with an international consortium Friday to build the first portions of Gov. Rick Perry's proposed Trans-Texas Corridor road network.

The agreement signed by Cintra-Zachry officials and the Texas Department of Transportation commits the state to pay the consortium $3.5 million to develop a plan to design, finance and build the corridor. The corridor will roughly parallel Interstate 35 from the Red River to the Rio Grande.

A plan is expected to be complete in about a year. It will outline $6 billion in short-term projects that Cintra-Zachry has pledged to pay for and open between 2010 and 2014, including a toll road from North Texas to San Antonio. It also will lay out the vision for longer-term projects, including highway connections to the Mexico border and new passenger and freight rail lines, which could be built after 2025.

"In Texas, we're not waiting on others to lead or innovate, and we're not going to accept a future marred by gridlock and growing pollution problems," Mr. Perry said.

He called the agreement a "significant step towards a better, more reliable transportation system." He added that roads can be built cheaper and faster under the plan, and that the infusion of $7.2 billion into the Texas economy could result in 140,000 jobs.

Federal Highway Administrator Mary Peters attended the press conference and praised the public-private partnership. State officials have hailed the plan as a way to entice private companies to help build increasingly needed public infrastructure in an era of relatively stagnant tax revenue.

In December, the commission chose Madrid-based Cintra Concesiones de Infraestructuras and San Antonio-based Zachry Construction Corp. to develop the project. Cintra has a long history of building or operating transportation projects, including toll roads in Canada, Spain and Chile.

The corridor plan, as first laid out by Mr. Perry several years ago, calls for development of a network of new toll roads, rail lines and utility lines across the state. All parts could be built inside a single 1,200-foot-wide swath or located miles apart from each other.

Staff writer Christy Hoppe in Austin contributed to this report.

E-mail thartzel@dallasnews.com

© 2005 The Dallas Morning News Co www.dallasnews.com

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Ric Williamson on CDA with Cintra Zachry: "We'll get a share of the tolls when they recover their investment."

State, partnership sign deal on I-35 toll bypass


Ben Wear
Austin American-Statesman
Copyright 2005

The State of Texas and Cintra Zachry LP made what could be a 50-year marriage official Friday, signing a 103-page agreement for the Spanish toll road operator and its Texas partner to spend the next year or so creating a detailed plan for a tollway alternative to Interstate 35.

That 300-plus-mile road from San Antonio to Oklahoma north of the Dallas-Fort Worth area would be the first leg of the Trans -Texas Corridor , Gov. Rick Perry's 4,000-mile vision of superhighways, railroad clusters and utility easements. This first road would be called TTC-35.

Perry was on hand Friday, literally looking over their shoulders, as Texas Department of Transportation Executive Director Michael Behrens, Rafael del Pino, executive chairman of Cintra parent Grupo Ferrovial SA, and Zachry Construction Corp. President David Zachry signed three copies of the agreement and its 400 pages of supporting exhibits.

San Antonio-based Zachry will hold about a 15 percent interest in the partnership, officials said in December.

"In Texas , we do things bigger, better and first," Perry said.

The so-called comprehensive development agreement signed Friday contemplates paying Cintra Zachry $3.5 million for its short-term planning tasks.

The partnership would cover the $6 billion investment to build the several segments of the road, assuming it gets the go-ahead later from the state to do the construction, and would pay the state a total of $1.2 billion in concession fees.

The agreement is as notable for what it doesn't contain as for what it does.

The contract, for instance, does not address toll rates on the coming road, or operation of ancillary facilities along the tollway such as gas stations or hotels, or the $1.2 billion in concession payments, or any possible sharing of toll road profits down the road. Those all-important specifics will instead be part of separate agreements in the coming years.

"We'll get a share of the tolls when they recover their investment," said Ric Williamson, chairman of the Texas Transportation Commission, but the terms of such an income split will have to be negotiated.

The contract does guarantee Cintra Zachry the first shot at $400 million of the total cost of TTC-35, granting it first negotiation rights for that much work. All other segments could, in theory at least, go to other contractors.

That includes the likely first segment: the final 40 miles of Texas 130 from Mustang Ridge to Interstate 10 at Seguin.

The state, which expects completion of the northern 49 miles by the end of 2007, has already received environmental clearance for that section, according to Phillip Russell, director of the state Transportation Department's turnpike division. Russell said the state could have an agreement within a year with Cintra Zachry, or Lone Star Infrastructure, which is building the first 49 miles of Texas 130, or some other contractor.

Behrens said that if all goes as expected, that southerly section could be open for vehicles as soon as 2010.

As for the other sections of TTC-35, the planning process over the next 12 to 15 months will clarify when specific parts are built. In December, state officials said that the entire road should be done by 2014 and that tolls initially would be less than 20 cents a mile for passenger cars and pickups.

Under the comprehensive development agreement, the state and Cintra Zachry will spend the next 60 days "finalizing the scope of work" on their development of a master plan for TTC-35.

Russell said that should not be interpreted to mean that major issues remain to be worked out, but rather that there were some issues that legally couldn't be addressed until after a contract was signed. He said that those further talks on the scope of work would likely not result in any amendment to the agreement.

bwear@statesman.com; 445-3698

Copyright (c) 2005 Austin American-Statesman: www.statesman.com

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Stall: "There's far more structure in this agreement than we were led to believe."

Contract signed for toll road

March 12, 2005

GORDON DICKSON
Fort Worth Star-Telegram
Copyright 2005

A firm hired by the state to create a toll road from Dallas-Fort Worth to San Antonio will get first dibs on performing at least $400 million of the $6 billion project itself, rather than putting the work out to bid.

The arrangement was among the details included in a contract signed Friday by executives of the firm, Cintra Zachry L.P., and the Texas Department of Transportation.

The contract formalizes the relationship between the state and Cintra Zachry, which in December agreed to build the 316-mile leg of the Trans -Texas Corridor with private funds in exchange for the right to collect and keep tolls for 50 years.

A clause in the contract gives the state the option of bidding out most of the road work to other companies, but Cintra Zachry gets first refusal on some of them.

"We have an opportunity for competition throughout this process," said Phillip Russell, director of the Transportation Department's turnpike division.

The project will create tens of thousands of jobs during the next six years, said Rafael del Pino, executive chairman of Grupo Ferrovial, Cintra Zachry's Madrid-based parent company. The 97-page contract details the relationship between the firm and the state, and creates a process for both parties to resolve any disputes over design, financing or other issues.

The agreement also identifies the Transportation Department as the lead agency for environmental studies, and provides guidance for both parties in the event part or all of the road can't be built because of environmental or other concerns. The agreement doesn't describe the toll road's route, nor the amount of tolls that motorists will pay. Those decisions will be made in a series of smaller contracts after the environmental study and a master plan are complete.

David Stall of Fayetteville, co-founder of Corridor Watch, a group that opposes the Trans -Texas Corridor , said the state rushed into the agreement, and many of the provisions could have waited until after a master plan was completed, perhaps in 12 to 18 months. The group opposes the corridor on the grounds that it focuses on company profits rather than transportation problems, and requires the state to buy up too much land for toll road right-of-way.

"There's far more structure in this agreement than we were led to believe," he said.

© 2005 Fort Worth Star-Telegram: www.dfw.com

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Thursday, March 10, 2005

"Governor's motives are open to question in light of the large campaign contributions he received from interests boosting the privatized corridors."

Speed bumps

With opponents turning up the heat, Trans -Texas Corridor planners need to fill in many blanks as the colossal project nears liftoff.

Staff
Houston Chronicle
Copyright 2005

When first announced, Gov. Rick Perry's $175 billion, 4,000-mile transitway proposal seemed more visionary than practicable. Now that the project is on the verge of transforming itself from political rhetoric to concrete reality, opposition from a nonpartisan range of interests has taken on a sudden urgency. The opponents are discovering just how much they don't know about the biggest transit project to hit Texas since the creation of the interstate highway system.

The plan to allow a foreign consortium, Spain's Cintra, the right to build and operate massive tollways across the state for a half century has created an unlikely coalition of opponents. They range from Republicans concerned with property rights to small-town officials fearing the loss of highway commerce to environmentalists worried about the toll the concrete rivers will take on the state's ecology.

And don't leave out agricultural interests appalled by the potential paving over of millions of acres of arable Texas land and the splintering of hundreds of farms and ranches that eventually will fall in the corridors' path.


As Texas transportation officials negotiate details of a plan for implementing the first stages of the corridor project, many basic questions remain unanswered. They include details of project financing and decision-making, the public's right to information about construction and operational decisions, and the taxpayers' liability if the deal goes sour.

Gov. Perry touts the creation of the developer-funded system of 1,200-foot-wide corridors running from the Mexican border to Oklahoma as a revolutionary solution to the state's commercial transport needs. The super highways would divert traffic from urban areas along high-speed truck and auto lanes as well as multiple rail lines, alleviating big city gridlock and reducing pollution. The wide rights of way would provide ample space for communications cable and energy pipelines. Land condemned through the exercise of eminent domain by the state would allow the corridor operators to franchise roadside amenities such as hotels, restaurants and other businesses to supplement toll fees charged system users.

Cintra would put up $6 billion to construct the first link of the system running between San Antonio and Dallas paralleling I-35. According to project supporters, that so-called design and build formula would allow the construction of a new generation of tollways without using taxpayer dollars.

The governor's motives are open to question in light of the large campaign contributions he received from interests boosting the privatized corridors. One of Perry's top aides, Dan Shelley, recently worked for Cintra and introduced officials from the consortium to Texas transportation officials before a Perry-appointed highway commission awarded Cintra the project contract in December.

Although the governor's brainchild has enjoyed a high-speed trip down the legislative highway, the road gets rougher from here on out. Supporters must explain how the corridors will turn a profit. The one previous private tollway in Texas , Laredo's Camino Columbia turnpike, went bankrupt several years ago. An attempt to build a privately funded high-speed rail line in Texas in the 1980s foundered when studies revealed it was not economically feasible.

Texas lawmakers are readying a number of legislative amendments to Perry's corridor plan, including narrowing the rights of way, requiring frequent on and off ramps to guarantee easy access to nearby communities, and limiting commercial development along the corridors to private owners rather than the tollway operators.

Former Houston Mayor Bob Lanier, a past Texas Highway Commission chairman, says that the design and build contract awarded Cintra can pose big oversight problems for the state, because agencies will be hard-pressed to play watchdog on plans formulated by the contractors. There's also the question of the deal's lack of transparency. It is not clear whether Texas ' open government statutes would apply to the project.

"They are granting to the contractor without competitive dollar bid the right to make a whole lot of public decisions now and in the future," Lanier said. "The state should proceed very, very cautiously."

It's getting late in the process, but Texas lawmakers should ask the right questions now and get satisfactory answers before they allow the Trans -Texas Corridor to continue on its fast track to construction. If this is to be the premier transit project of an era, let's make certain it's going to be a boon rather than a boondoggle.

Houston Chronicle: www.chron.com

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Tuesday, March 08, 2005

Ric Williamson: "The whole nation is watching Texas to see if we can pull it off."

Perry's massive transportation plan may face a bumpyroad to fruition

As the project unfolds, the nation is watching -its critics, in particular

By RAD SALLEE
Houston Chronicle
Copyright 2005

Texas transportation officials are expected to negotiate a plan this month that would launch the Trans -Texas Corridor , Gov. Rick Perry's grandiose vision of future transportation.

The first planned route would run through Central Texas from Oklahoma to Mexico, and its first segment would be a four-lane toll road from Dallas to San Antonio. But officials in Houston and along the Gulf Coast are paying close attention.

They're not alone.

"The whole nation is watching Texas to see if we can pull it off," said Texas Transportation Commission Chairman Ric Williamson, Perry's appointee and go-to man for getting the corridor built.

The corridor is a new road-funding system that would use private developers to build and operate state-owned facilities under exclusive long-term contracts. It already has opposition, even in Perry's camp.

Critics object to the closed-door negotiations, the dearth of publicly available details, the 50-year exclusive contract granted without legislative approval and - especially - the condemnation of right of way for exclusive use by the developer.

When Perry unveiled his plan in 2002, artist's drawings showed a 4,000-mile, $175 billion network crisscrossing the state - each leg an unlovely but efficient transportation machine 1,200 feet wide, with toll roads for cars and trucks, tracks for freight and passenger trains, power lines overhead and pipelines underground.

On Dec. 16, the commission chose a bid from the Spanish firm Concesiones de Infraestructuras de Transporte SA (Cintra for short) and its partners as the best of three submitted for the corridor, designated TTC-35. The Texas Department of Transportation will likely agree this week or next to negotiate a detailed plan with the company.

Cintra's toll road would run generally east of Interstate 35 past Dallas, Waco, Austin and San Antonio. If talks succeed and federal authorities give environmental clearance, bulldozers could crank up in 2007 and the project could be finished by 2018. If talks break down, TxDOT could negotiate with the next-best bidder.

Taking a look at U.S. 59

The toll road would just be a baby step, but it is big enough to alarm opponents and excite supporters, including Harris County Judge Robert Eckels.

"Taxpayers have not paid one dime for the Harris County toll road system, and we think the same thing can happen with major state routes," Eckels told a Clear Lake-area Republican club recently. A next likely candidate for development, he said, would follow U.S. 59 from Texarkana to the border, with a spur to the Port of Houston.

The Alliance for I-69 Texas has pushed for years to get U.S. 59 upgraded to an interstate highway - the so-called NAFTA Highway - to handle truck traffic expected from increasing trade with Mexico and Canada.

The alliance is "very supportive of the corridor idea" as a way of reaching its goal, said the group's administrator Anne Culver in Houston.

Given funding realities, Culver said, it is unlikely that both an interstate and a corridor would be built on the same route. She expects a tolled corridor , rather than an interstate, would eventually run near the present highway.

Culver said the Greater Houston Partnership hasn't taken a position on the corridor but supports the alliance.

She acknowledged that some smaller cities in the Interstate 69 alliance worry that the proposed corridor , designated I-69/TTC, would bypass them and that local businesses could not compete with the corridor 's exclusive developer.

But she said the eventual route could pass close enough to those towns to benefit them while also skirting far enough outside Houston to avoid contributing to local traffic jams and air pollution.

A concern for Wharton

Mayor Bryce Kocian of Wharton, 60 miles south of Houston on U.S. 59, hopes she's right. His town is a stop for travelers and truckers to and from South Texas beaches, the Rio Grande Valley and Mexico.

"We depend on that traffic to stop at our Wal-Mart and maybe grab a hamburger," Kocian said.

"I've been at meetings where they talk about how the Texas Transportation Commission is going to move the corridor 15 to 30 miles away from Wharton," Kocian said. "We hear different things all the time."

No counterpart to Cintra has made an offer to build an I-69 corridor, but Williamson said several have expressed interest.

Until that happens, it will be impossible to define the corridor route, which will depend on the developer's wishes, environmental studies, engineering requirements and state and local politics.

The state Republican Party platform calls condemning right of way for a profit-making toll road "confiscation of private land." And Mike Lavigne, chief of staff of the Texas Democratic Party, said the corridor gives Perry's rivals a big target, tapping resentment toward toll roads, overseas ownership and the condemnation issue.

Environmental harm cited

The Texas Farm Bureau also objects to the splitting of ranches and loss of local tax base. The state chairman of Texas Libertarians called the corridor "a scar across Texas " that will "divide counties, drain the state highway fund and ultimately fail." Even the conservative Eagle Forum's newsletter headlined an article about the corridor "Tyrannosaurus Tex."

"When it comes to change, there are always going to be some people upset," said Perry spokesman Robert Black.

"But I think you're going to have more and more people appreciate a governor and a state government that look way down the road and not just at what's good for the next two or three years."

On the environment, the Sierra Club says the corridor will destroy wildlife habitat and increase air pollution.

Williamson said the corridor 's state and federal environmental requirements are the same as for other road projects.

Williamson said Cintra would likely build first where traffic can yield profits, such as loops around the major cities, before connecting the dots between them. If a developer goes bankrupt, Williamson said, taxpayers will not be responsible. He said the development plans will be negotiated to cover "any conceivable scenario."

...

50-YEAR DEAL

Cintra proposes spending $6 billion to build a four-lane toll road on the Trans -Texas Corridor . Details include:

The firm would pay the state $1.2 billion in return for the 50-year exclusive right to operate it.

It would operate businesses along the route.

After the 50 years are up, TxDOT could renew the agreement, contract with another company or operate the road itself.

ON THE INTERNET

For more information, go to www.keeptexasmoving.com, www.corridorwatch.com and www.dot.state.tx.us/txdot.htm. The last includes a long discussion of the Cintra project, TTC-35, by the Texas Transportation Commission. See transcript of its Dec. 16 meeting.


Houston Chronicle: www.chron.com

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Monday, March 07, 2005