USA Bid Committee announces cities to be included in United States bid to host FIFA World Cup™ in 2018 or 2022

Posted on January 12, 2010

Eight-month host city selection process closes as 18 cities are chosen for inclusion in USA Bid Committee's official bid book due to FIFA by May 14, 2010

NEW YORK (January 12, 2010) - The USA Bid Committee has concluded its eight-month

host city selection process and today announced the list of cities that will be included in its

official bid book to FIFA to host the FIFA World Cup™ in 2018 or 2022.

Eighteen cities - the maximum allowable by FIFA - have been identified as official host cities

and will be included in the formal bid book that the USA Bid Committee will submit to FIFA on

May 14, 2010. These 18 cities represent the entire country in the national bid and will

continue working with the USA Bid Committee both on the development and promotion of

their local and national campaigns during the next 10 months leading up to FIFA's final

decision, scheduled for December 2, 2010. The cities will also participate in the planning of

the site visits that will be made by a technical delegation from FIFA expected to take place in

September 2010.

The 18 cities that have been selected for inclusion in the official USA Bid Committee bid book

that will be presented to FIFA are, in alphabetical order: Atlanta, Baltimore, Boston, Dallas,

Denver, Houston, Indianapolis, Kansas City, Los Angeles, Miami, Nashville, New York,

Philadelphia, Phoenix, San Diego, Seattle, Tampa and Washington, D.C.

"The United States is equipped and ready to offer FIFA the opportunity to host a passionate

and successful World Cup where fans, teams, partners and media can experience the

beautiful game at its highest level while allowing the world soccer family to focus on the

Newsroom

Page 1 of 6Bid Committee announces official bid cities | Blog | Go USA Bid

1/21/2010http://www.gousabid.com/news/entry/bid-committee-announces-off...

ELECTRONIC ITEM 3.7

utmost mission of the game that benefits the World as a whole," said Sunil Gulati, the

Chairman of the USA Bid Committee and President of U.S. Soccer.

"Today our hopes of becoming a host nation are strengthened many fold by the

announcement of the 18 cities we will submit to FIFA on May 14," continued Gulati. "These

18 cities share outstanding leadership with a vision and understanding of what a FIFA World

Cup™ would mean to the United States, along with how well we can play the role of host to

visitors from throughout the world."

To meet the maximum number of 18 cities that can be included in the official bid book to

FIFA, the USA Bid Committee had to eliminate nine candidate host cities that had remained

under consideration into the final round. In alphabetical order, those cities are Charlotte,

Chicago, Cleveland, Detroit, Jacksonville, Oakland, Orlando, St. Louis and San Francisco.

Among the nine eliminated cities, four were host cities when the United States previously

hosted the FIFA World Cup™ in 1994: Chicago, Detroit, Orlando and San Francisco.

"By virtue of the quality of our cities and stadiums, it was very difficult to reduce the field to

the maximum of 18 established by FIFA," said David Downs, Executive Director of the USA

Bid Committee. "We consider it a meaningful indicator of the significant growth of soccer in

this country that we can put forth such a technically sound bid without four cities that served

as hosts for the first FIFA World Cup™ in the United States in 1994. The emergence of

passionate followings for the sport and state-of-the-art venues throughout the country has

strengthened our ability to put together a truly national bid to host the FIFA World Cup™ in

2018 or 2022."

The USA Bid Committee evaluated each city's bid individually based on 21 key criteria in

order to meet FIFA's bidding requirements. Each city was reviewed on areas ranging from

market size, geographical location, climate, existing hotel space and transportation to the

availability of adequate training sites, distances between facilities, diversity and its ability to

provide a unique fan experience. Also of primary consideration was the history of each city

related to soccer, attraction as a tourist destination and history hosting major sporting or

cultural events. The stadiums affiliated with each city were judged based on its capacity,

premium facilities, pitch size and overlay. The technical bid presented by each local

organizing committee was crucial to the selection process as well, demonstrating the level of

support and coordination between local government, civic authorities and the community.

Also included in the evaluation was the marketing campaign and sustainability plan of each

local organizing committee along with the local support logged by their city's petition counter

on www.goUSAbid.com.

"We want to thank all of the cities that were involved in this process for both their passion

and dedication to the national cause, as well as their endless efforts to present their

respective bids," said John Kristick, Managing Director of the USA Bid Committee. "Since the

Page 2 of 6Bid Committee announces official bid cities | Blog | Go USA Bid

1/21/2010http://www.gousabid.com/news/entry/bid-committee-announces-off...

vast majority of the cities met FIFA's requirements, it was a difficult process to make the final

selection. The final group of cities selected exceed all FIFA requirements in all areas,

including infrastructure, community and government support, as well as commitment to utilize

the FIFA World Cup and the sport of soccer for higher sustainable social and environmental

goals.

"Representatives from all 18 cities and their respective stadiums signed agreements that are

in full compliance with FIFA's hosting requirements," continued Kristick. "These agreements

involved a tremendous amount of coordination between State and local government officials

along with representatives from the various stadiums and Convention and Visitors Bureaus.

The successful execution of this process is a testament to the commitment being shown

throughout the United States to earn the right to host the World Cup."

All 18 cities and their related stadiums have much in common in terms of the venues,

infrastructure and community support, but they also offer unique distinctions for the United

States bid:

All four time zones are represented, thereby making this a full national bid in every

sense of the word.

Well known global destinations like New York, Los Angeles, Miami and Washington,

D.C. highlight the bid along with emerging cities such as Nashville, Seattle and

Phoenix.

Stadiums with rich traditions like the Rose Bowl, site of the 1994 FIFA World Cup™

title match, are included along with new venues with retractable roofs that offer climate

certainty and the newest amenities catering to fan experience and game performance

such as Cowboys Stadium.

The list of 18 cities announced by the USA Bid Committee includes 21 stadiums that are in

compliance with FIFA's requirements to be included in the bid book to FIFA. The venues

average capacities of more than 77,000 spectators and represent a wide spectrum of

facilities, featuring stadiums typically used for professional and college football, including

open-air, retractable and hard-roof venues. Twelve of the stadiums feature capacities

between 75,000 and 94,000 fans. The complete list of cities and stadiums can be found at

the end of this release and www.goUSAbid.com.

FIFA's criterion requires a candidate host nation to provide stadiums capable of seating

40,000 or more spectators. Stadiums with a minimum capacity of 80,000 are required by

FIFA for consideration to play host to the Opening Match or Final Match, a qualification met

by seven of the stadiums set for inclusion in the United States bid. The U.S. used stadiums in

nine cities when it hosted the 1994 FIFA World Cup™ while establishing overall and average

attendance records that still stand today despite the expansion of the tournament from 52 to

64 matches beginning in 1998.

Page 3 of 6Bid Committee announces official bid cities | Blog | Go USA Bid

1/21/2010http://www.gousabid.com/news/entry/bid-committee-announces-off...

With the New Meadowlands Stadium on schedule to open across the river from New York

City later this year, all 21 of the stadiums to be included in the United States bid currently

exist and 14 of those have been built within the last 20 years.

The current list of cities for the USA Bid Committee concludes an intensive host city selection

process that began in April with representatives from 70 stadiums and more than 50 cities

initially expressing interest in being considered for the USA's bid. The USA Bid Committee

then cut the list to 45 stadiums in 38 cities in mid-June following the review of a detailed

questionnaire completed by the candidate venues that incorporated the strict FIFA facility

requirements into the evaluation process.

Officials representing a total of 38 cities received Requests for Proposal (RFP) and were

given from June 16 to July 29 to complete their proposals and return them to the USA Bid

Committee. The RFPs requested information from city officials covering a vast array of

subjects such as tourism, climate, security, transportation, training sites, promotion and

more. The RFP process led to the elimination of 11 more cities in August to identify the 27

cities that were included in the on-site review process.

The United States, Australia, England, Japan and Russia have formally declared their desire

to host the FIFA World Cup™ in 2018 or 2022. Netherlands-Belgium and Portugal-Spain

have each submitted joint bids for the 2018 and 2022 tournaments, while Indonesia, Qatar

and South Korea have applied as candidates to play host only to the tournament in 2022.

Mexico withdrew its bid in September. Following that announcement, CONCACAF issued a

public endorsement for the United States bid in November that pledged the full support of

soccer's governing body for North and Central America and the Caribbean.

All candidates must have their bid applications to FIFA by May 14, 2010. FIFA's 24 member

Executive Committee will study the bids, conduct site visits and name the two hosts for the

2018 and 2022 tournaments on December 2, 2010, completing a 21-month bid and review

process.

The USA Bid Committee's efforts have earned the enthusiastic support of President Barack

Obama, who in April reached out to FIFA - the world's governing body of soccer - to endorse

the goal of bringing the world's largest sporting event back to the United States. In a letter to

FIFA President Joseph "Sepp" Blatter and U.S. Soccer President Sunil Gulati, President

Obama noted the role soccer played in his life as a youth, and its ability to unite people,

communities and nations from every continent.

In July, Obama and Blatter met at the White House to discuss the U.S. bid and other soccer-

related topics. The meeting was marked by Blatter confirming his invitation for President

Obama to be his guest at the 2010 World Cup in South Africa. President Obama has

expressed his interest in attending the event pending availability on his schedule.

Page 4 of 6Bid Committee announces official bid cities | Blog | Go USA Bid

1/21/2010http://www.gousabid.com/news/entry/bid-committee-announces-off...

A delegation from the U.S. Soccer Federation and the USA Bid Committee represented the

United States in South Africa at the 2010 FIFA World Cup™ Final Draw on December 4,

2009. One of just seven nations to participate in all six World Cups since 1990, the United

States Men's National Team was placed in Group C with England, Algeria and Slovenia. The

first match of the 2010 FIFA World Cup™ for the United States will be against England on

June 12 in Rustenburg, South Africa. The United States earned its place among the field of

32 in South Africa by capturing the top spot in the final round standings in CONCACAF.

In October, the USA Bid Committee released a study conducted by an independent

consulting firm that estimates a conservative domestic economic impact of five billion dollars

if the United States is chosen to host the FIFA World Cup™ in 2018 or 2022. The findings of

the study indicate that the total economic impact projected for any one host city ranges from

approximately $400 million to $600 million at today's dollar value. The analysis also

estimates that between 65,000 and 100,000 total new jobs would be created in the various

host cities during the preparation and operation of the tournament in the year of the event.

The study was undertaken by the Economics practice at AECOM, formerly Economics

Research Associates (ERA), the world's leading international sports and entertainment

attraction consulting firm.

ABOUT U.S. SOCCER:

Founded in 1913, U.S. Soccer has helped chart the course for soccer in the USA for more

than 95 years as the governing body of the sport. In this time, the Federation's mission

statement has been clear and simple: to make soccer, in all its forms, a pre-eminent sport in

the United States and to continue the development of soccer at all recreational and

competitive levels. To that end, the sport's growth in the past two decades has been nothing

short of remarkable as U.S. Soccer's National Teams have continually succeeded on the

world stage while also growing the game here in the United States with the support of its

members. For more information, visit ussoccer.com.

ABOUT THE USA BID COMMITTEE INC.:

The USA Bid Committee is a non-profit organization created to prepare a successful

application to host the FIFA World Cup™ in 2018 or 2022 on behalf of the United States

Soccer Federation. The Bid Committee will submit its comprehensive bid to FIFA by May

2010, with FIFA's 24 member Executive Committee making a decision in December 2010.

Members of the USA Bid Committee in alphabetical order include Houston Dynamo and Los

Angeles Galaxy owner Philip Anschutz, New York City Mayor Michael Bloomberg, comedian

and Seattle Sounders FC part-owner Drew Carey, former Goldman Sachs Vice Chairman

(Asia) Carlos Cordeiro, U.S. Men's National Team player Landon Donovan, Executive

Director David Downs, U.S. Soccer CEO and General Secretary Dan Flynn, U.S. Soccer

Foundation President Ed Foster-Simeon, Major League Soccer Commissioner Don Garber,

Page 5 of 6Bid Committee announces official bid cities | Blog | Go USA Bid

1/21/2010http://www.gousabid.com/news/entry/bid-committee-announces-off...

U.S. Soccer President and USA Bid Committee Chairman Sunil Gulati, U.S. Women's

National Team former player Mia Hamm, Walt Disney Company President and CEO Robert

Iger, former U.S. Secretary of State Dr. Henry Kissinger, New England Revolution and New

England Patriots owner Robert Kraft, Motion Picture Director Spike Lee, California Gov.

Arnold Schwarzenegger, University of Miami President Donna Shalala, ESPN Executive Vice

President for Content John Skipper, Univision CEO Joe Uva and Washington Post CEO and

Publisher Katharine Weymouth. For more information, visit goUSAbid.com.

FOR MORE INFORMATION:

Neil Buethe, U.S. Soccer, 312/528-1270, nbuethe@ussoccer.org

Jurgen Mainka, USA Bid Committee, 212/450-1403, jmainka@usabidcommittee.org

Jim Woodcock, Fleishman-Hillard, 314/982-7778, jim.woodcock@fleishman.com

USA Bid Final Cities for

inclusion in Bid Book to FIFA for 2018 and 2022

FIFA World Cup and related stadiums (In alphabetical order)

Metro Market/City Stadium

Estimated

capacity for FIFA

World Cup

Atlanta Georgia Dome 70,868

Baltimore M & T Bank Stadium 71,008

Boston Gillette Stadium 73,393

DallasCowboys Stadium

Cotton Bowl

91,600

89,000

Denver INVESCO Field 75,165

Houston Reliant Stadium 76,000

Indianapolis Lucas Oil Stadium 66,500

Kansas City Arrowhead Stadium 75,364

Los AngelesRose Bowl Los Angeles

Memorial Coliseum

89,109

93,607

Miami Land Shark Stadium 80,240

Nashville LP Field 75,000

New York/N.J. New Meadowlands Stadium 84,046

Philadelphia Lincoln Financial Field 69,111

Phoenix/Glendale University of Phoenix Stadium 71,362

San Diego Qualcomm Stadium 67,700

SeattleQwest Field

Husky Stadium

68,056

72,500

Tampa Raymond James Stadium 75,000

Washington, D.C. FedExField 89,690

Page 6 of 6Bid Committee announces official bid cities | Blog | Go USA Bid

1/21/2010http://www.gousabid.com/news/entry/bid-committee-announces-off...

Texas faces a huge funding gap on transportation, agency chief warns 12:00 AM CST on Friday, January 8, 2010

By MICHAEL A. LINDENBERGER / The Dallas Morning News mlindenberger@dallasnews.com

AUSTIN – Texas needs more money – hundreds of billions of dollars more – to maintain its roads and bridges and build the new ones needed to serve the state's growing population, the Texas Department of Transportation's executive director said Thursday.

Amadeo Saenz, opening a conference on transportation, said no amount of technological innovations or other improvements will be enough if Texas can't find more money to spend on roads.

"The financial challenges we're facing in transportation don't mean congestion will get a little worse. Or roads will get a little rougher. Or projects will take a little longer," Saenz told hundreds of engineers, architects, planners and government officials from across Texas and the U.S. at the fifth annual Texas Transportation Forum.

Instead, the gap between needs and expected funding is huge, and so will be the impact on Texas drivers, he said.

How to pay for Texas' sprawling highways and bridges, and keep up with traffic in fast-growing cities like Dallas, has emerged as a key issue in the race for governor.

Gov. Rick Perry has not called for a tax increase, but he has insisted that Texas needs more money for transportation – from tolls, from more federal dollars and by steering more existing state revenue to transportation.

At the same time, he wants to make it harder to raise taxes.

He proposes a constitutional amendment to require a two-thirds majority in the Legislature before any tax increase could become law, a step that could make it more difficult for lawmakers to raise revenue for transportation.

His challenger, Sen. Kay Bailey Hutchison, said last week during a stop in Dallas that she's not convinced the Transportation Department needs more money.

Instead, she said, she would appoint a panel to study the department and its needs before supporting a tax increase, something many road-building advocates are calling for.

Saenz didn't mention the campaign, but he stressed that a panel of experts appointed by the Texas Transportation Commission has determined that Texas will need $332 billion more over the next 20 years than current revenue would provide.

Without it, commutes in Texas' biggest cities will grow longer as an ever-growing share of the department's revenue goes to maintain its roads.

Among the members of the panel was former Transportation Commission Chairman David Laney, who introduced Hutchison in Dallas last week.

"Gas-tax revenues are already down," Saenz said, noting that total fiscal 2009 gas tax receipts were 2 percent less than the year before.

Agency officials said collections have been down about 1.25 percent so far this year from the same point last year.

"If we continue to pay for our roads and bridges using mostly vehicle registration fees and gasoline taxes, we're not even going to come close," he said. "No one has offered to write us a [$332 billion] check, and I noticed there were no collection buckets at the doors when you came in."

Saenz noted that the department is busy for now on projects paid for by $2.8 billion Texas received in highway-related federal stimulus funds last year, and in spending another $2 billion or so in proceeds from bonds approved by Texas voters in 2007. But those funds are running out fast.

DFW Connector construction set to start in February BY LESLIE WIMMER January 11, 2010 Construction on the first phase of the DFW Connector highway expansion project is set to start on Feb. 15.

The project, which will expand lanes on 8.4 miles of state highways 121 and 114 through Southlake, Grapevine and the north entrance to Dallas/Fort Worth International Airport, is expected to cost more than $1 billion, double traffic capacity and be completed by the end of 2014. The Texas Department of Transportation began researching and planning for the Connector in September 1996.

The Department of Transportation will oversee construction and operation of the project. But, through a comprehensive development agreement reached in October 2009, NorthGate Constructors, a joint business venture between Kiewit Texas Construction and Zachry Construction Corp., has been in charge of the development, design and construction of the project.

Selma Stockstill, public information manager for NorthGate, said a priority for NorthGate is to keep traffic flowing as work along the corridor begins.

“During construction, every effort will be made to keep motorists moving,” she said. “This includes building temporary pavement to shift traffic lanes, and keeping all lanes open during peak travel times.”

Lane closures are scheduled during night hours and off-peak travel times, she said.

The project will rebuild portions of state highways 114, 121 and 26, along with Farm to Market road 1709. Construction will include expanding lanes, connecting frontage roads, reconstructing bridges and interchanges, and constructing new toll lanes.

Currently, State Highway 114 through the project area has eight main lanes and four frontage road lanes, but after construction it’s expected to have 13 to 14 main lanes as well as four managed lanes, and six to seven frontage road lanes.

At the widest point in the project’s plans, State Highway 114 between Texan Trail and International Parkway will be more than 20 lanes wide. Two toll lanes will be constructed on Highway 114 from east of the Dallas County line to west of the State Highway 121 split.

Toll revenue will not be used to fund construction, but instead for operation and maintenance and later for future projects in the region. According to the Department of

Transportation, the Connector project has been publicly funded through $667 million in public gas taxes, $250 million in federal stimulus funds and $107 million in bond proceeds for right of way acquisitions.

Andy Bell, vice president of planning for D/FW Airport, said he expects the DFW Connector to make commuting to and from the airport much easier for employees and passengers.

“Once it’s built it’s going to be a godsend in terms of the added capacity its going to have, and the channeling of vehicles, additional ramps and routes,” he said. “If you want to have any kind of schedule, connecting to a flight, to get away from work and get home, you have to try to stay off of the Connector right now. When there’s a little hiccup, either on the south or north side [of the airport], when there’s an accident, the whole system shuts down.”

Bell said when accidents are close to either of D/FW Airport’s entrances, traffic will back so far it clogs traffic inside of the airport’s toll booths.

In total, the DFW Connector project has seven segments. The four largest segments include constructing four to six free, general purpose lanes along State Highway 114 between State Highway 1709 and William D. Tate Avenue. Also, three to five northbound general purpose lanes and three southbound general purpose lanes will be constructed along State Highway 121 near the 114 merge.

Six to eight westbound general purpose lanes and six eastbound general purpose lanes will be constructed along both state highways 114 and 121 from the merge near William D. Tate Avenue to Interlineal Parkway. And, four to seven northbound general purpose lanes and three to six southbound general purpose lanes will be constructed along state highway 121 between the north entrance to D/FW Airport and Interstate 635.

A one-way trip on the project’s tolled lanes is expected to cost about 64 cents when the Connector opens, Stockstill said.

Bell said he expects the managed lanes to be helpful for drivers who want to avoid airport entrance traffic.

“If you want to just get through, say coming from the west to downtown Dallas, you can get in those lanes and just get a nice flow right through, as opposed to today where you’ve got to mix in with everything, everyone trying to get over onto 635,” he said. “It really simplifies the traffic and creates more lanes and ramps for people.”

On the Web: www.dfwconnector.com

Shift by Obama Administration could lift Dallas transit hopes

5:06 AM Thu, Jan 14, 2010 | Permalink | Yahoo! Buzz

Michael Lindenberger/Reporter Bio | E-mail | News tips

The Obama Administration announced Wednesday the federal government will put less emphasis on cost-effectiveness -- roughly, the cost of the project versus how many cars it takes off the road -- when evaluating major funding applications for transit projects.

Instead, in a move that should benefit DART's application for federal funds to build its downtown Dallas rail line, will emphasize other factors, including environmental benefits, 'livability', and economic development. (Click here for an overview of that.)

No longer will a project be rejected solely because it costs too much or attracts too few passengers, so long as it helps attract business or other investment. It could give a leg up to applications for street cars, trolleys and other proposals that have traditionally had a hard time surviving the cost-effectiveness evaluation.

The change was announced by Transportation Secretary Ray LaHood Wednesday, and immediately applauded by Congressional Democrats, pro-transit groups and others.

"Our new policy for selecting major transit projects will work to promote livability rather than hinder it," said Secretary LaHood said. "We want to base our decisions on how much transit helps the environment, how much it improves development opportunities and how it makes our communities better places to live."

Critics of transit have ofter argued that the transportation benefits provided are too small given the high cost of building rail lines. For instance, DART has spent billions of tax dollars building its system, but its impact on daily commuting decisions for all of North Texas is relatively small. About 2 percent of commuters use the trains.

The actual rules for the new criteria for so-called New Starts grants will be published over the next several months, but when they are they could benefit DART's application for federal funding to help build the second rail line in downtown Dallas.

The city has pressed for a more expensive option, one that DART has said would be less likely to qualify for federal funding under the current system. Now that the rules are changing, that prediction could change.

Look to the jump for statements of a variety of pro-transit groups who like the change.

CHANGE IN POLICY SHIFT BY DOT FOR NEW PUBLIC TRANSIT PROJECTS IS A BIG VICTORY FOR THE ENVIRONMENT AND ECONOMIC DEVELOPMENT, SAYS APTA

Statement by American Public Transportation Association President William Millar

"APTA applauds the U.S. Department of Transportation (DOT) Secretary Ray LaHood for his announcement today at the Transportation Research Board's annual meeting that DOT is making important and much needed changes to the New Starts project selection process. This new policy will rescind budget restrictions issued by the previous administration that focused primarily on "cost effectiveness" (i.e. how much a project shortened commute times in comparison to cost) and now recognizes the wide-range of benefits that public transportation provides. We are very pleased that the DOT will now give consideration to the multiple benefits of new transit projects such as economic development, environmental impact, and land use improvements. This is a change that APTA has long championed for, and it will allow for a more efficient approval process, so projects can move forward more quickly.

"As a part of our recommendations to Congress and the Administration, APTA advocated that the Federal Transit Administration must consider transit supportive land use and economic development in a way that simplifies the New Starts rating process.

"This policy change is a tremendous step forward as we look to create more livable communities in the United States. We are very pleased the Administration recognizes local public transit systems, which provide over 10 billion trips per year, as an integral part of the solution in reducing our carbon emissions while encouraging local economic development. We look forward to working with the Administration on this new policy direction."

Obama Administration Proposes Major Public Transportation Policy Shift to Highlight Livability Changes Include Economic Development and Environmental Benefits

In a dramatic change from existing policy, U.S. Transportation Secretary Ray LaHood today proposed that new funding guidelines for major transit projects be based on livability issues such as economic development opportunities and environmental benefits, in addition to cost and time saved, which are currently the primary criteria.

In remarks at the Transportation Research Board annual meeting, the Secretary announced the Obama Administration's plans to change how projects are selected to receive federal financial assistance in the Federal Transit Administration's (FTA) New Starts and Small Starts programs. As part of this initiative, the FTA will immediately rescind budget restrictions issued by the Bush Administration in March of 2005 that focused primarily on how much a project shortened commute times in comparison to its cost.

"Our new policy for selecting major transit projects will work to promote livability rather than hinder it," said Secretary LaHood. "We want to base our decisions on how much transit helps the environment, how much it improves development opportunities and how it makes our communities better places to live."

The change will apply to how the Federal Transit Administration evaluates major transit projects going forward. In making funding decisions, the FTA will now evaluate the environmental, community and economic development benefits provided by transit projects, as well as the congestion relief benefits from such projects.

"This new approach will help us do a much better job of aligning our priorities and values with our transit investments" said FTA Administrator Peter Rogoff. "No longer will we ignore the many benefits that accrue to our environment and our communities when we build or expand rail and bus rapid transit systems."

FTA will soon initiate a separate rulemaking process, inviting public comment on ways to appropriately measure all the benefits that result from such investments.

Oberstar, DeFazio Applaud Transit Move DOT drops Cost-Effectiveness Index rule for New Starts

WASHINGTON--The Department of Transportation announced today that it is dropping a Bush-era practice that emphasizes cost-effectiveness over all other criteria when evaluating a proposal for a new transit project. Under the law, projects under the New Starts program should be judged on a broad range of factors, including the economic development benefits of the project, the environmental benefits, land use factors, and the strength of local funding support, as well as cost-effectiveness. However, the Bush Administration chose to weigh cost-effectiveness as 50 percent of the project's overall score, making it, in effect, the sole criterion for approving a New Starts project.

"This is great news. It will free up energy and enthusiasm for transit all across the country. It will also speed the delivery of transit projects," said Rep. James L. Oberstar (Minn.), Chairman of the House Committee on Transportation and Infrastructure. "Americans have been voting for transit with their feet, increasing transit ridership by the millions every year. Last year, Americans took 10.7 billion trips on public transportation, the highest level in 52 years. Transit agencies are strained to the limits increasing capacity for these new riders and responding to the demand."

"This is tremendous news. After the Bush Administration ignored the law for years, the Obama Administration is going to evaluate transit projects according to the law," said Rep. Peter A. DeFazio (Ore.),

Chairman of the Subcommittee on Highways and Transit. "This means streetcar projects will finally be given a fair shake when it comes to securing federal funds. This will create well paying, American jobs building streetcars and will give people in urban areas more transportation options. I thank Transportation Secretary Ray LaHood and Federal Transit Administrator Peter Rogoff for the work they did to make this happen. Today is a great day for streetcars."

Today's announcement does not mean that costs will no longer be evaluated in the New Starts approval process. It means that there will be more balance among the benefits of transit projects as compared to the costs.

"Now we need increased investment dollars to follow this reform, so that we can move forward with transit projects that relieve congestion, reduce emissions, increase our energy independence, and promote more livable communities across the country," Oberstar said. "We must all continue to work together toward a long-term authorization bill that makes transit options available to more people and increases transit's role in our surface transportation network."

The Federal Transit Administration's discretionary New Starts program is the federal government's primary financial resource for supporting major transit capital investments.

The New Starts program funds new and extensions to existing fixed guideway transit systems in every area of the country. These projects include commuter rail, light rail, subways, bus rapid transit, streetcars, and ferries.

New Starts projects must undergo evaluation by the FTA in order to be recommended in the President's Budget and to receive funding. Local sources must provide at least 20 percent of the project's funds, but it is common for projects to carry a 40 or 50 percent local share.

Editorial: Keeping local-option simple 05:34 PM CST on Friday, January 15, 2010

The last time North Texas leaders went to the Legislature looking for ways to improve transportation, the pitch turned out to be a smorgasbord of voter-approved possibilities to pay for it.

The concept was complex, and some mayors and other members of the policy-setting Regional Transportation Council doubted they could go back and explain the array of fees and taxes to their communities.

It was even harder to explain and sell the plan to distracted lawmakers in Austin, and the proposal hit a brick wall in the Texas House.

Next year must be different if local transportation officials want to expand the region's rail transit network and make big inroads in the fight against traffic congestion.

The current RTC chairman, Tarrant County Judge Glen Whitley, favors a streamlined approach that focuses on letting local voters decide on a gas tax, or perhaps a registration fee, to raise more money for rail and roads.

That focus is the right starting point to get a proposal groomed for the lawmaking session that starts in less than a year.

In an interview for this newspaper's Dallas Transportation blog, Whitley pointed to other steps that regional leaders are taking so they won't fall short on the local-option goal in the third consecutive lawmaking session.

A key one is engaging leaders from other urban areas early on. Their problems are the same: choking traffic congestion and too little money from Austin to fight it. Their solutions are the same: raising money locally, with voter approval.

Last year, Dallas-Fort Worth leaders had a head start in working the Legislature, but then other cities joined in, added their own ideas in mid-session and further complicated the proposal.

We're pleased to see that things are different now. Leaders from metro areas statewide are already working to form a joint effort to present to lawmakers.

The Legislature's transportation chairmen – Dallas' John Carona in the Senate and El Paso's Joe Pickett in the House – want to raise Texas' 20-cent gas tax to keep up the state-wide road network. The need for extra money is indisputable if the state wants first-class highways.

Both Carona and Pickett also want to give metro areas the flexibility to raise even more to pay for local priorities – such as expanding rail transit or major highway projects – that the state couldn't afford.

In another positive sign, the two chairmen are planning joint committee meetings to come together on a strategy.

If only other leaders were so engaged.

Last session we heard complaints from some legislators that they hadn't been consulted on North Texas' local-option plan, that they heard details only at the last minute. This squawking came even though the 39-member RTC – mostly locally elected officials – had spent a year in a very public planning process on funding rail and roads.

The lawmakers who complained last year should take more initiative in advance of the 2011 session, not just wait for someone to come calling. Better transportation is a regional imperative, and state lawmakers should act accordingly.

If anyone wants details about ideas local officials have on regional transportation, Whitley has them. In Dallas, City Council member Ron Natinsky, vice chairman of the RTC, could help.

Here are their numbers:

• Whitley: 817-884-1441

• Natinsky: 214-670-4067 • Keep the local option simple and focused.

• The gas tax is a good starting point.

• Work with other metro areas.

• Get engagement from local lawmakers.

Economist says Texas will be 1st state to recover

Posted Sunday, Jan. 17, 2010

BY SCHUYLER DIXON

The Associated Press

DALLAS — Texas will be "last in, first out" among states battling the recession, although a recovery that has already started will require patience, a leading economist says.

The Lone Star State proved resilient because of advantages such as weather, stable home prices and a political climate favorable for companies seeking new places to do business, said Ray Perryman, head of the Perryman Group and a longtime Texas economist.

Still, Perryman said Texas has seen its share of difficulty since the state got caught up in the national economic downturn in the summer of 2008. Job losses mounted last year, and the outlook remains bleak for commercial real estate.

"The long-term story when people look back at it will be one of last in, first out. It’s also a story of us doing a little better than the rest of the country," Perryman said. "Nonetheless, there’s going to be a legacy of pain. Three-hundred thousand people did lose their job, and no one really escaped this."

As a measure of Texas faring better than most states, Perryman pointed to the 300,000 job losses. Although a large number, it represented about 4 percent of the losses nationally in a state that accounts for about 8 percent of the U.S. economy, he said. Using that formula, Texas had about half the job losses that might be expected.

One of the strongest signs of a recovery, Perryman said, is Texas enjoying job gains the past two months and three of the past six. He and other economists say that trend will continue, but at a modest rate.

Analysts say the same thing about other sectors of the Texas economy.

"We don’t expect a huge rebound back," said Laila Assanie, an associate economist with the Federal Reserve Bank of Dallas. "We expect a slow and steady recovery."

Jim Kee, chief economist with South Texas Money Management, said Texas will remain "a magnet for capital and people," giving it an advantage over other states. He said the unemployment rate might remain steady at 8 percent, perhaps even go up slightly, because surveys show the number of people migrating to Texas and looking for work outpaces the number of jobs added.

Kee says that’s a good thing, particularly as long as Texas continues to track about 2 percentage points behind the national jobless rate, which Kee expects.

"The reason it’s good is ultimately you want Texas to attract people and capital, but hiring doesn’t take place as quickly as new job entrants can come in," Kee said.

The Dallas Beige Book, an overview of the Texas economy produced eight times per year by the Dallas Fed, pointed to commercial real estate as the weakest link. The report, released Wednesday, said commercial leasing activity was "feeble," and Assanie said that isn’t likely to change soon.

"It’s definitely a head wind for any economic growth," Assanie said. "It might not be very significant, but it is still a head wind for us."

Perryman and Assanie said the retail sector had a better-than-expected holiday season, another small sign of improvement in the broader economy. The Texas comptroller has reported double-digit percentage drops in sales tax revenue for cities in recent months, but Perryman said it’s more a reflection of slower business activity than consumer spending.

"And that’s the case in most economic downturns in Texas," Perryman said.

Kee agreed that the Texas economy has bottomed out, saying an index of stock prices he keeps on smaller Texas companies is tracking ahead of national numbers in their category.

Perryman said Texas doesn’t have the momentum of a recovery yet, but he said the state will be among the first to gain steam through its ties to the technology sector, which is showing signs of strength.

He said a recent bump in oil prices from below $70 to nearly $80 will help as well.

While Perryman said he thinks the Texas recovery will track ahead of the nation, Assanie said the improvements are likely to coincide with each other. She said recovery should be well under way before year’s end. "We feel like we are sort of in the infant stages of that bottoming out and the recovery," Assanie said.

Some Tarrant transportation bond projects delayed by down economy

Posted Sunday, Jan. 17, 2010

BY ANTHONY SPANGLER

aspangler@star-telegram.com

FORT WORTH — Tight city budgets and revenue shortfalls have forced construction delays in some of the local road projects slated to receive millions of dollars from the 2006 Tarrant County bond program.

But county officials remain upbeat about the progress of the 74 projects selected for $200 million in bond funding. Even though some cities have pushed back start dates, many projects are moving forward. So far, nine projects are complete and open to the public.

"It is not uncommon for projects to be delayed," said Randy Skinner, a transportation planner for Tarrant County. "Early on, we did experience some delays because of lack of funding from the cities. But I’m not sure what the reasons have been since."

Skinner said that despite delays in about half the projects, they are all on schedule to be completed within the 10 years of the bond program.

Economic downturn

While the economy has reduced tax revenue in some cities that were approved for funding through the 2006 bonds, the recession has led to lower construction costs for cities that either already had matching funds for their projects or were not hit as hard by declining tax revenue.

The 2006 bond program required that cities match funds and pay for their portions of the road construction projects before Tarrant County would release its share. In some cases, the projects combined local spending, bond proceeds, and matching state or federal funds.

Saginaw raised funds before the economic downturn for an $11 million expansion of East Bailey Boswell Road, which will become a major east-west thoroughfare. The city is getting about $7.1 million from the bond program and state funds.

Assistant City Manager Dolph Johnson said that without the 2006 bond program, the city would not be able to afford the expansion.

"It has been huge in the fact that we’ve been able to get an $11 million project done with only 33 percent of the funding," he said. "For us, the bond money goes a long way toward getting a major piece accomplished in our transportation plan."

Other projects

Another recently completed project is a portion of Green Oaks Boulevard in Arlington from Ballpark Way to Texas 360, which was expanded from four lanes to six. The county’s bond program is to pick up $1.75 million of the $9.6 million project.

Arlington completed this project and planned to start several others this year after voters approved the city’s own bond program in 2008.

"The county’s bonds helped us stretch our dollars further," said Jill House, the city’s assistant director of public works and transportation. "We have only so much debt capacity that we can afford."

Euless completed one of the first projects funded through the 2006 bond program, an extension of Gateway Boulevard from Centurion Way to Glade Road, in 2007. It got a $600,000 match from the bonds.

Another project under the bond program — expanding Ash Lane from two lanes to four between Aransas Drive and North Main Street — is expected to be completed by January 2011, said Ron Young, Euless’ director of public works and engineering.

He said the city had set aside funds in its five-year transportation plan for the Ash Lane expansion.

"We’re seeing bids come in at a good rate," he said. "Whether it is materials or labor costs, I’m not sure. But if you have the funds available, it is a good time to be building."

Selected bond program projects

Completed City Bond portion

Bogart Drive (Pleasant Run Road to Hall-Johnson Road) Colleyville $332,972 Gateway Boulevard extension (Centurion Way to Glade

Road) Euless $637,143

Starnes Road (U.S. 377 to Pebblebrook Drive) Watauga $996,154 Wichita Street extension (Wichita Street to Enon Avenue) Everman $485,000

Baird Farm Road (Interstate 30 to Nolan Ryan Expressway) Arlington $3,000,000 Business 287 intersections (various) Unincorporated $183,000

Green Oaks Boulevard (Ballpark Way to Texas 360) Arlington $1,800,000 Stadium Drive (Chapman cutoff to Division Street) Arlington $1,745,000

Pennsylvania Avenue (800 block) Kennedale $400,000

Starting this year City Bond portion

Green Oaks Boulevard (Lincoln to Ballpark Way) Arlington $1,038,500 Collins Street (Southeast Parkway to Mansfield Webb

Road) Arlington $5,091,500

Mansfield Webb Road at Silo Road (intersection improvement) Arlington $35,200

North Collins Street at Green Oaks Boulevard (intersection improvement) Arlington $60,260

Glade at Pool (intersection improvement) Colleyville $70,000 Golden Triangle Boulevard (I-35W to U.S. 377) Fort Worth $7,300,000

East First Street (Beach Street to Oakland Boulevard) Fort Worth $1,723,500 Lynn Creek Parkway (Lake Ridge Parkway to Texas 360) Grand Prairie $3,610,250 Great Southwest Parkway at Mayfield Road (intersection

improvement) Grand Prairie $283,373

Mayfield Road at Texas 360 (intersection improvement) Grand Prairie $97,500 Pipeline Road (Billie Ruth Lane to Brown Trail) Hurst $5,540,000

Rufe Snow Drive (Bear Creek Parkway to Rapp Road) Keller $3,273,600 Bowman Springs Road (Dick Price Road to Pennsylvania

Avenue) Kennedale $2,182,700

East Broad Street (Holland Road to Day Miar Road) Mansfield $1,737,579

Calender Road (U.S. 287 to Turner Warnell Road) Mansfield $1,029,561 North Tarrant Parkway (Davis Boulevard to Whitley Road) NRH/Keller $14,095,000

Davis Boulevard at Mid-Cities Boulevard (intersection improvement) NRH $250,000

Longhorn Road (Old Decatur Road to Business 287) Saginaw $7,147,600 White Chapel Boulevard (Highland Street to Emerald

Boulevard) Southlake $2,185,000

Farm Road 1187 (I-35W to Oak Grove Road) TxDOT/Fort Worth $2,250,000

Source: Tarrant County

Key dates loom for Texas 121 By Matt Smith - January 18, 2010 – 1:14 pm Five key dates this month could possibly determine the fate of the proposed Texas 121 project, County Commissioner John Matthews said on Jan. 11. “If everything falls in place — that’s a gigantic ‘if’ in bold letters — we should be in good shape by the end of the month to move forward,” Matthews said. “From all indications, it looks like everything is in place to get the necessary actions to get the project moving.” On-again, off-again plans have long been in development to extend Texas 121 from its location in Fort Worth to Cleburne. The toll road will be called the Southwest Parkway in Tarrant County and the Chisholm Trail Parkway in Johnson County. Plans to begin construction appeared to be back on in early 2009. North Texas Tollway Authority reports of a funding gap later that year appeared to once again stall progress on the project. A possible solution arose near the end of 2009 after officials involved proposed, among other initiatives, to reduce the road to two lanes in Johnson County to save on constructions costs. Members of the NTTA board are scheduled to meet Wednesday and should vote one way or another on what action they intend to take on the project. A series of meetings involving NTTA and various other agencies with a stake in the project are scheduled for Jan. 27-29, Matthews said. One of several matters that must be approved is a proposal to wrap funding for the Texas 121 and Texas 161 projects together, Matthews said. “That’s so that any surpluses from one project could be used to help any deficits from another,” Matthews said. The various agencies must agree on that and other matters, Matthews said. “The issue is that all these things have to happen sequentially,” Matthews said. “It’s like a domino effect. If they don’t, we could be back where we started. If they do, we should be looking at moving forward at the end of January. “I’m very hopeful. I think, over the past six to nine months, several regional and state leaders have put a lot of effort into making this project happen.” County Judge Roger Harmon said he also remain optimistic.

“I attended a transportation meeting in Austin recently, and Texas 121 was one of the items of discussion,” Harmon said. “So, I still believe it’s on the front burner.” Cleburne officials expressed frustration over lack of progress on the project last year. “I feel more optimistic about it now than I did earlier last year,” Cleburne Mayor Ted Reynolds said. “We expect these measures will be passed, and really think we’ll be on our way. I think we have the right people, and right support, behind the project now. But there are still several steps that have to happen, and we need to remain vigilant. If it doesn’t happen now, we’re going to be hard pressed to get it back on track in the near future.” State Rep. Rob Orr, R-Burleson also said he remains cautiously optimistic that progress may soon be forthcoming. “The time is now to make it happen,” Orr said. “Because the construction bids will probably come in 20 to 25 percent less than if we have to wait another year or two. We have seen more progress in the last two years than we have in the last 30. “I’ve been in touch with and visited with [members of the various agencies involved], everyone is trying their best to get the pieces together and move this forward. I don’t recall ever seeing the Regional Transportation Commission, NTTA and the Texas Department of Transportation all three sitting down to work together, dedicated to making one project happen before. “If we all keep working together, this project can become a reality.” --Burleson-Crowley Connection

NTTA leaders fear Dallas area's push for toll roads is moving too fast 12:00 AM CST on Monday, December 28, 2009

By MICHAEL A. LINDENBERGER / The Dallas Morning News mlindenberger@dallasnews.com

As the Dallas area rushes forward in pursuit of more toll roads, warnings that it may be doing so at its own peril have been emanating from an unexpected corner: the top leaders of the North Texas Tollway Authority.

Even as the NTTA enters the final weeks of negotiations that all sides expect will conclude by Feb. 28 with a multibillion-dollar deal to build two new giant toll projects in Dallas and Tarrant counties, the agency's two top board members have been warning that the region may be moving too fast on toll roads.

"People are going to realize that every new road in the metroplex is going to be a toll road," NTTA vice chairman Victor Vandergriff said at a recent meeting of the NTTA board.

He was only exaggerating a little.

The Regional Transportation Council approves a 25-year plan for area transportation projects every five years – and the current plan has included a map with precious few free roads. Roads paid for with taxes have emerged as something of a luxury, one that the RTC no longer sees as affordable, given the rising needs and insufficient funds from Austin and Washington.

A new plan is in the works now, and officials say it could shift away from tolls.

But for now, tolls are fast becoming the dominant way local officials hope to move Dallas area residents from one place to another.

The NTTA already manages three major toll roads – the Sam Rayburn Tollway, the Bush Turnpike, and its oldest and still most lucrative, the Dallas North Tollway – and is collecting tolls on the first stages of a fourth, State Highway 161 in Dallas County.

Over the next six weeks or so, NTTA is expected to reach an agreement with the state Department of Transportation to complete Highway 161 and build the Southwest Parkway and Chisholm Trail toll roads in Tarrant County. A major expansion of the Bush Turnpike is under way now, and officials in Dallas continue to hope that NTTA will build the Trinity Parkway near downtown. State officials have said they want to add new tolled lanes to Interstate 35 between Dallas to Denton, as a means to pay for the expansion of that highway.

In addition, two major private toll roads, the region's first, are expected to begin construction during the next 18 months. The Spanish toll road developer Cintra has teamed with other

investors to rebuild LBJ Freeway in Dallas and Interstate 820 and State Highway 183 in Tarrant County, and will add what will probably be the costliest toll lanes in Texas on each.

Both toll projects are expected to be completed by 2016 or sooner.

"Even our free roads will soon have a toll component," Vandergriff said.

Both Vandergriff and NTTA chairman Paul Wageman, who has also voiced reservations about the extent of tolling in Dallas, say toll roads are essential as Texas tries to keep traffic moving in the fifth-largest metropolitan area in the U.S.

But they worry that adding too many tolls, too quickly, could erode the one thing that makes them such a valuable tool in the first place: the willingness of drivers to pay their tolls.

"I do have concerns ... that the public will only tolerate a certain amount of tolling," Wageman told reporters at a news briefing in Arlington earlier this month. "We understand that to get the roads built, there is going to be a tolling component [to help pay for them]. But we are concerned because ultimately we must have public receptivity to tolling. We do not want to be in a position where that receptivity goes away, as that ultimately affects the business we are in."

Toll roads remain a daily trade-off for hundreds of thousands of NTTA customers, who pay to save valuable time getting to work or the airport or to a meeting after school.

But will they remain popular, in the face of rising rates and as they spread to every corner of the region?

Vandergriff and Wageman voiced their worries separately this month as negotiations over Southwest Parkway and Highway 161 accelerated and brought into focus the debt required to build those roads, on top of the $7 billion NTTA already owes.

All that debt will be paid for by tolls – and if the tolls don't produce enough revenue to satisfy bondholders, the rates would probably have to jump, just as they did earlier this year when NTTA increased rates by about 23 percent.

But raising rates will only work if enough drivers are willing to pay the higher rates to offset those who abandon the toll roads.

Already, some drivers have begun shunning the turnpikes.

Nathan Maxfield, a 35-year-old Web designer, used the Dallas North Tollway when he lived in Frisco and worked in Addison. But he began cutting back even before he moved to Plano.

In September, he started a Facebook group called People Against the NTTA.

Only about 60 others have joined his group, but Maxfield said frustration with NTTA's rates is a common theme among his friends and colleagues.

"It was just the rising costs, and toll roads were just spreading everywhere you looked," Maxfield said, explaining why he created the group. "It seemed like pretty soon, we wouldn't be able to get anywhere without paying a toll."