» President Obama barely mentions the need for improvements in the nation’s capital stock in his State of the Union.
The contributions of the Obama Administration to the investment in improved transportation alternatives have been significant, but it was clear from the President’s State of the Union address last night that 2012 will be a year of diminished expectations in the face of a general election and a tough Congressional opposition.
Mr. Obama’s address, whatever its merits from a populist perspective, nonetheless failed to propose dramatic reforms to encourage new spending on transportation projects, in contrast to previous years. While the Administration has in some ways radically reformed the way Washington goes about selecting capital improvements, bringing a new emphasis on livability and underdeveloped modes like high-speed rail, there was little indication in the speech of an effort to expand such policy choices. All that we heard was a rather meek suggestion to transform a part of the money made available from the pullout from the Afghanistan and Iraq conflicts — a sort of war dividend whose size is undefined — to “do some nation-building right here at home.”
If these suggestions fell flat for the pro-investment audience, they were reflective of the reality of working in the context of a deeply divided political system in which such once-universally supported policies as increased roads funding have become practically impossible to pursue. Mr. Obama pushed hard, we shouldn’t forget, for a huge, transformational transportation bill in early 2011, only to be rebuffed by intransigence in the GOP-led House of Representatives and only wavering support in the Democratic Senate. For the first term at least, the Administration’s transportation initiatives appear to have been pushed aside.
Even so, it remains to be seen how the Administration will approach the development of a transportation reauthorization program. Such legislation remains on the Congressional agenda after three years of delays (the law expires on March 31st). There is so far no long-term solution to the continued inability of fuel tax revenues to cover the growing national need for upgraded or expanded mobility infrastructure. But if it were to pass, a new multi-year transportation bill would be the most significant single piece of legislation passed by the Congress in 2012.
The prospect of agreement between the two parties on this issue, however, seems far-fetched. That is, if we are to assume that the goal is to complete a new and improved spending bill, rather than simply further extensions of the existing legislation. The House could consider this month a bill that would fund new highways and transit for several more years by expanding domestic production of heavily carbon-emitting fossil fuels, a terrible plan that would produce few new revenues and encourage more ecological destruction. Members of the Senate, meanwhile, have for months been claiming they were “looking” for the missing $12 or 13 billion to complete its new transportation package but have so far come up with bupkis. The near-term thus likely consists of either continued extensions of the current law or a bipartisan bargain that fails to do much more than replicate the existing law, perhaps with a few bureaucratic reforms.
In the context of the presidential race, Mr. Obama’s decision not to continue his previously strong advocacy of more and more transportation funding suggests that the campaign sees the issue as politically irrelevant. If the Administration made an effort last year to convince Americans of the importance of improving infrastructure, there seems to have been fewer positive results in terms of popular perceptions than hoped for. Perhaps the rebuffs from Republican governors on high-speed rail took their toll; perhaps the few recovery projects that entered construction were not visible enough (or at least their federal funding was not obvious enough); perhaps the truth of the matter is that people truly care more about issues like unemployment and health care than they do for public transit and roads.
This does not mean an end to the beneficial shifts in national policy that have for the first time in decades really made transportation a tool for the improvement of conditions in cities large and small. This, ultimately, is the success of the Department of Transportation under Mr. Obama: Making livability and density primary goals of the mobility system. Even if little gets done in 2012, it is hard to see these ideas disappearing from the popular discourse.