Cooke, Denton, and Tarrant Counties – Authorize an agreement with the National Railroad Passenger Corporation relating to the provision of passenger rail service on the Amtrak Heartland Flyer route and the department’s financial support for the operation of the service (MO) The Heartland Flyer provides daily passenger rail service over the BNSF Railway line between Fort Worth and Oklahoma City. The route has been in service since 1999. Operating losses are funded by the states of Oklahoma and Texas. This minute order authorizes the department to enter into an agreement with Amtrak for continued operations through September 2010 and fund the Texas share of operating losses up to $1.95 million. Without state subsidies Amtrak could discontinue passenger rail service on the route.
Showing posts with label TTC. Show all posts
Showing posts with label TTC. Show all posts
Saturday, August 29, 2009
Texas Transportation Commission authorizes funding for Amtrak Heartland Flyer route
From Texas Transportation Commission Minutes, August 27, 2009
Saturday, June 9, 2007
Flattened by freight carriers, fleeced by slick operators and dumbfounded by the audacity of the Rail Roads
By Faith Chatham - June 9, 2007
The railroads and regional and Arlington city officials have been meeting, discussing plans and seeking funding to relocate the Union Pacific tracks which run through the heart of Arlington and Grand Praire. Toxic chemicals carried on those tracks pose risk to large populations, but that does not seem to be the major consideration for relocation of the tracks. There is now much community support for commuter rail. Arlington, one of the three cities in this 16 county NCTCOG region, with a population which places it in the top 50 most populous cities in the nation, combined with neighboring Grand Prairie, are the largest cities in Texas not to have mass transit. Failure of the region to meet EPA clean air standards by the year 2010 may lead to Federal funding sanctions.
Increased gas drilling has also skewed previous air pollution forecasts even further into the negative column. Cities of Arlington and Fort Worth rushed to permit gas drilling without accounting for increased carbon dioxide emmissions from generators on gas drilling units. This is cited by the EPA as reasons for rejecting the regions Clean Air Plan.
The dialogue about relocating the Union Pacific tracks irritates me. For decades cries of concerned citizens over shipment of dangerous chemicals on freight trains through major population centers have been ignored. Now, as the freight lines want to improve their bottom lines and reap the profits from shipment of tonnage from China through Texas to Kansas City and Canada, there is a big push to get the taxpayers to underwrite relocation of rail lines. Despite how the rail roads, regional planners and groups like NASCO attempt to sell it, I doubt that protection of civilian population groups or promotion of passenger rail is prompting these inititives. The rail carriers want the tax payers to pay to upgrade rail infrastructure owned and controlled by private rail corporations.
Gee... does this seem familar? Private rail promoters acquire massive segments of American real estate to build railroads and provide passenger and freight services to the American people. Rail road promoters get rich, decided that oil and gas is more lucrative than running rail roads and hauling freight is less bothersome than providing passenger service. Passenger rail is discontinued by most carriers. Eventually public transit authorities develop passenger rail and the US government leases use of the tracks from private rail roads to provide AMTRAK passenger rail service to American citizens. Oil and gas makes land developers rich. Citizens sit for hours while freight trains have priority to the tracks over passenger trains. The energy sector gets richer and richer and citizens pay higher and higher electric, residential gas and automobile gasoline rates.
Somehow it is insulting to think that the public is being expected to pay for upgrading rail road infrastructure for freight shipments! Then comes the push to get the public sector to pay for relocating the UNION PACIFIC tracks which run between UTA and the new Cowboy Stadium in Arlington!
It makes absolutely no sense to me to relocate the Union and Pacific tracks that run through the heart of Arlington. What better location could there be for PASSENGER rail tracks? They run a few blocks north of the University of Texas at Arlington and a few block south of the new Cowboys Stadium.
Why is it that lawmakers and RTC members rush to convert highway transporation project to PRIVATE PUBLIC PARTNERSHIP while ignoring rail which has been a private partnership from its inception?
Why are public dollars tapped for improving privately owned and rail road controlled rail lines? One of the biggest obstacles to effective passenger rail in Texas (AMTRAK) has been the control of privately owned tracks. Freight carriers grant right of way to freight trains while AMTRAK passengers sit for hours, unable to estimate reasonable arrival or departure times.
BSNF, KCS (de Mexico), and Union Pacific want the benefits but do not intend to fork out the cash to maintain and improve their infrastructure. Most train derailments in the US have been attributed to the railroads refusal to properly maintain their tracks. It's time that the rail industry and elected officials (such as County Judge Glen Whitley and the RTC) face some realities. Ownership comes with responsibility. If the railroads refuse to maintain the tracks and pay for desired infrastructure upgrades, they should GIVE the tracks to the government and allow them to be coverted to passenger lines. If they want straighter routes from Mexico to Oklahoma to ship freight at better profit margins for their companies, they should pay for the right of way and construct their own straighter routes. They should not expect the citizens of Texas to underwrite their schemes to improve their bottom lines through prioritization of the TTC over more critical transportation projects designed to solve Texas's most critical transportation bottlenecks. Moving freight is a commercial enterprize. Freight haulers should pay for upgrades to commercial infrastructure.
Moving people is the governments responsiblity. If private public partnerships are called for, there is an excellent opportunity running right straight through the center of Grand Prairie and Arlington. The Union Pacific track passes within walking distance of Grand Prairie's downtown business district, Arlington's downtown business district, the University of Texas at Arlington, the Cowboy's Stadium and Glory Park. There is not enough money left in the sales tax cap (after citizens underwrote the Cowboy Stadium) for Arlington to underwrite rail as a city initiative. However, there is a great opportunity for a private partner to step up to the plate, negotiate a deal for use of existing Union Pacific tracks and provide passenger rail service to citizens of Grand Prairie and Arlington.
The rail roads should devote the effort they've expended on lobbying to change the Texas Transportation Code and changing the eminent domain law to favor exercise of eminent domain for private gain in their push for the construciton of the Trans Texas Corridor into pursuing existing opportunities to provide transportation solutions in passenger rail.
The rail roads (and regional transportation planner) have focused on getting the laws changed so that the public underwrites improvements to privately owned rail infrastructure. It is time Union Pacific, KCS, BSNF and other rail conglomerates step up to the plate and carry more of the civic repsonsiblity. Hey, maybe Mr. Jones might underwrite some of the expense. After all, passenger rail in Arlington located near his stadium would be a definite plus for transporting fams to all games -- not just a one time trip to the Super Bowl.
June 9, 2007 1:46 PM
The railroads and regional and Arlington city officials have been meeting, discussing plans and seeking funding to relocate the Union Pacific tracks which run through the heart of Arlington and Grand Praire. Toxic chemicals carried on those tracks pose risk to large populations, but that does not seem to be the major consideration for relocation of the tracks. There is now much community support for commuter rail. Arlington, one of the three cities in this 16 county NCTCOG region, with a population which places it in the top 50 most populous cities in the nation, combined with neighboring Grand Prairie, are the largest cities in Texas not to have mass transit. Failure of the region to meet EPA clean air standards by the year 2010 may lead to Federal funding sanctions.
Increased gas drilling has also skewed previous air pollution forecasts even further into the negative column. Cities of Arlington and Fort Worth rushed to permit gas drilling without accounting for increased carbon dioxide emmissions from generators on gas drilling units. This is cited by the EPA as reasons for rejecting the regions Clean Air Plan.
The dialogue about relocating the Union Pacific tracks irritates me. For decades cries of concerned citizens over shipment of dangerous chemicals on freight trains through major population centers have been ignored. Now, as the freight lines want to improve their bottom lines and reap the profits from shipment of tonnage from China through Texas to Kansas City and Canada, there is a big push to get the taxpayers to underwrite relocation of rail lines. Despite how the rail roads, regional planners and groups like NASCO attempt to sell it, I doubt that protection of civilian population groups or promotion of passenger rail is prompting these inititives. The rail carriers want the tax payers to pay to upgrade rail infrastructure owned and controlled by private rail corporations.
Gee... does this seem familar? Private rail promoters acquire massive segments of American real estate to build railroads and provide passenger and freight services to the American people. Rail road promoters get rich, decided that oil and gas is more lucrative than running rail roads and hauling freight is less bothersome than providing passenger service. Passenger rail is discontinued by most carriers. Eventually public transit authorities develop passenger rail and the US government leases use of the tracks from private rail roads to provide AMTRAK passenger rail service to American citizens. Oil and gas makes land developers rich. Citizens sit for hours while freight trains have priority to the tracks over passenger trains. The energy sector gets richer and richer and citizens pay higher and higher electric, residential gas and automobile gasoline rates.
Somehow it is insulting to think that the public is being expected to pay for upgrading rail road infrastructure for freight shipments! Then comes the push to get the public sector to pay for relocating the UNION PACIFIC tracks which run between UTA and the new Cowboy Stadium in Arlington!
It makes absolutely no sense to me to relocate the Union and Pacific tracks that run through the heart of Arlington. What better location could there be for PASSENGER rail tracks? They run a few blocks north of the University of Texas at Arlington and a few block south of the new Cowboys Stadium.
Why is it that lawmakers and RTC members rush to convert highway transporation project to PRIVATE PUBLIC PARTNERSHIP while ignoring rail which has been a private partnership from its inception?
Why are public dollars tapped for improving privately owned and rail road controlled rail lines? One of the biggest obstacles to effective passenger rail in Texas (AMTRAK) has been the control of privately owned tracks. Freight carriers grant right of way to freight trains while AMTRAK passengers sit for hours, unable to estimate reasonable arrival or departure times.
BSNF, KCS (de Mexico), and Union Pacific want the benefits but do not intend to fork out the cash to maintain and improve their infrastructure. Most train derailments in the US have been attributed to the railroads refusal to properly maintain their tracks. It's time that the rail industry and elected officials (such as County Judge Glen Whitley and the RTC) face some realities. Ownership comes with responsibility. If the railroads refuse to maintain the tracks and pay for desired infrastructure upgrades, they should GIVE the tracks to the government and allow them to be coverted to passenger lines. If they want straighter routes from Mexico to Oklahoma to ship freight at better profit margins for their companies, they should pay for the right of way and construct their own straighter routes. They should not expect the citizens of Texas to underwrite their schemes to improve their bottom lines through prioritization of the TTC over more critical transportation projects designed to solve Texas's most critical transportation bottlenecks. Moving freight is a commercial enterprize. Freight haulers should pay for upgrades to commercial infrastructure.
Moving people is the governments responsiblity. If private public partnerships are called for, there is an excellent opportunity running right straight through the center of Grand Prairie and Arlington. The Union Pacific track passes within walking distance of Grand Prairie's downtown business district, Arlington's downtown business district, the University of Texas at Arlington, the Cowboy's Stadium and Glory Park. There is not enough money left in the sales tax cap (after citizens underwrote the Cowboy Stadium) for Arlington to underwrite rail as a city initiative. However, there is a great opportunity for a private partner to step up to the plate, negotiate a deal for use of existing Union Pacific tracks and provide passenger rail service to citizens of Grand Prairie and Arlington.
The rail roads should devote the effort they've expended on lobbying to change the Texas Transportation Code and changing the eminent domain law to favor exercise of eminent domain for private gain in their push for the construciton of the Trans Texas Corridor into pursuing existing opportunities to provide transportation solutions in passenger rail.
The rail roads (and regional transportation planner) have focused on getting the laws changed so that the public underwrites improvements to privately owned rail infrastructure. It is time Union Pacific, KCS, BSNF and other rail conglomerates step up to the plate and carry more of the civic repsonsiblity. Hey, maybe Mr. Jones might underwrite some of the expense. After all, passenger rail in Arlington located near his stadium would be a definite plus for transporting fams to all games -- not just a one time trip to the Super Bowl.
June 9, 2007 1:46 PM
Wednesday, May 23, 2007
Railroads behind push for Trans Texas Corridor
At every TTC TxDOT hearing I attended all the people (who weren't elected officials and or members of the RTC) spoke out against the TTC except for Rail Road reps.
Right now the focus is on toll roads, highways, eminent domain, CDAs and private public partnerships. The vested interest of the rail industry is not in the spotlight yet. Neither is the fuel and energy players who are interested in pipeline concessions. However, they are there, behind the scenes, funneling money and influence into the political process.
The railroads are interested in shortening their rail routes through Texas. The railroads own the infrastructure but want the taxpayers to foot the bill for upgrading their system. Kansas City Southern has the shortest route from the Mexican border to Kanasas City but they want it straightened to give them an even stronger competitive advantage. They want the advantage, the upgraded infrastructure (which they own) yet intend for the taxpayers to fund it! They are playing the TTC cards close to their chests but in Transportation Seminars they show some of their hand.
Last year I posted a comment on a Texas Kaos journal on the TTC TxDOT hearings:
It appears that TTI has a role
in selling the concept of multi modal transportation to members of the THSRTC. That organization has at least two officers who are County Judges in major urban centers. TTI was a major player in that organization. THSRTC is also closely linked to TDoT and NDOT. So it is interesting to see how this organization has influenced support for the TTC initiative.
In reengineering we are trained to identify the barriers, to identify the sponsors, to identify change agents, to identify stockholders. It appears that TTI and other organizations which promote rail within the governmental and cogs functions in part as a reengineering lobby organization using education and symposiums to bring major players who can "buy into the intiative" and endorse and support it.
THSRTC also has strong ties to legislative leaders who can influence funding and change necessary parts of the transportation code. So influence with TDoT is not the only way that TTI and the Bush School of Public Affairs can influence change to the advantage of A&M's generous corporate endower.
You can go on line to Texas Transportation Institute and Texas A&M. Looks like much of their research is on road safety. I don't know that they have been driving TDoT toward Zachry. The problem is that the negotiations and vetting is sealed -- can't even be unlocked by subpoena until the final contracts are signed! And since the meetings are not being run by the open meetings rule, we don't know what the conversation is.
I truly hope the outcry is loud enough that TDoT and others realize that what they think they have pulled won't hold. Too many people are outraged.
Texan's are a bit like those mean old bulls out in the field. Leave us alone and don't mess with our grazing fields, and we're mild. Get us riled up and few can run fast enough to avoid the consequences.
Texas High Speed Rail Transportation Corporation:
The website describes members as "representing some of Texas' most densely-populated and economically vibrant areas." THSRTC website states: "Our growing membership and their designated representatives include the Cities of
College Station
Hillsboro
Houston
Irving
Killeen
Temple
Also members are:
Brazos County
Dallas County
Harris County
Tarrant County
the Port of Houston Authority
American Airlines
Continental Airlines,
Scott & White Hospital
Texas Southern University and the Texas Transportation Institute (TTI located at Texas A&M) serve as significant resource agencies to THSRTC.
The Bush School of Public Affairs at Texas A & M University recently completed a major Capstone Project for the Corporation.
These players along with Kansas City Southern Railroad de Mexico (owning 100% interest in TFM -Mexico Rail), H.B. Zachry Construction Corporation and Citras (a Spanish Corporation which operates toll roads in Canada) are the major players backing the TTC. There are probably (not proven) strong ties between some of KCS RR's Mexican partners and Cintras.
Since 1992 Kansas Southern has acquired transportation corridor rights, and or rail lines, and or major contracts which gives it major control tracks spanning from both coasts of Southern Mexico through the USA to the Pacific Rim of Canada.
In January 2006 a conference (The Second Annual Southern Central High Speed Rail Symposium) was held at the Hyatt Regency DFW in Dallas. The VP of Kansas City Southern Railroad was the dinner speaker and opened the seminar with a presentation showing the milestones the KCS RR has achieved in reaching their goal: To Concentrate and coordinate investments in capacity, facilities, locomotives to capture long-haul business grown between US, Mexico & Pacific-rim markets. They labeled their slides as "KCS The NAFTA RAILROAD".
This powerpoint presentation is available on line at: http://tinyurl.com/....
It clearly shows that the REASON FOR THE TTC is to ship goods from Mexico straight though Texas to a terminal/hub in Kansas City Mo to Canada. They include slides showing that "Kansas City Southern has now earned its new name: Kansas City Southern de Mexico."
It shows the importance of the STRAIGHT THROUGH TEXAS line. They are currently shipping through Texas but route up to Bloomington IL and the TTC route would give them a straight shot north instead of winding around. Construction of the TTC rail/toll corridor would allow KCS de Mexico to ship directly from ports in Mexico straight through Texas non-stop to a depot in Kansas City, Missouri.
The first person who alerted me that the plan was to ship through Texas to a hub in Kansas City was Hank Gilbert. He's been up to speed on the TTC for some time. He's been traveling and alerting folks that the purpose of taking all this acreage to build this corridor is not to meet the transportation needs of Texans. It's to cut back on the expenses of entities seeking to ship goods from Mexican ports through Texas to Kansas City, Mo where it will be channeled to to points along Kansas City Southern's distribution network. KCS's goal is to dominate transportation in the US, Mexico and Canada.
In Harris County, Judge Robert Eckles who presides over the Harris County Commissioner's Court is chair of the Texas High Speed Rail Transportation Corporation.
http://www.judgeecke...
In Tarrant, County Commissioner (now County Judge) Glen Whitley, serves as Secretary of the Texas High Speed Rail Transportation Corporation.
In Dallas, Texas Senator John Carona serves as Chairman of the Senate Committee on Transportation and Homeland Security.
Another Dallas County Leader is Commissioner Maurine Dickey:
From the same issue of Fast Forward:
THSRTC MILESTONES
The March Issue of Fast Forward lists:
CONGRESSIONAL SUPPORTERS: Senators Hutchinson and Cornyn
House Members: Brady, Burgess, Carter, Cueller, Edwards, Gonzalez, Green, Hall, Jackson Lee, Johnson, Marchant, McCaul, Neugebauer, Ortiz, Poe, Sessions
In the January 2006 Issue of Fast Forward:
Right now the focus is on toll roads, highways, eminent domain, CDAs and private public partnerships. The vested interest of the rail industry is not in the spotlight yet. Neither is the fuel and energy players who are interested in pipeline concessions. However, they are there, behind the scenes, funneling money and influence into the political process.
The railroads are interested in shortening their rail routes through Texas. The railroads own the infrastructure but want the taxpayers to foot the bill for upgrading their system. Kansas City Southern has the shortest route from the Mexican border to Kanasas City but they want it straightened to give them an even stronger competitive advantage. They want the advantage, the upgraded infrastructure (which they own) yet intend for the taxpayers to fund it! They are playing the TTC cards close to their chests but in Transportation Seminars they show some of their hand.
Last year I posted a comment on a Texas Kaos journal on the TTC TxDOT hearings:
It appears that TTI has a role
in selling the concept of multi modal transportation to members of the THSRTC. That organization has at least two officers who are County Judges in major urban centers. TTI was a major player in that organization. THSRTC is also closely linked to TDoT and NDOT. So it is interesting to see how this organization has influenced support for the TTC initiative.
In reengineering we are trained to identify the barriers, to identify the sponsors, to identify change agents, to identify stockholders. It appears that TTI and other organizations which promote rail within the governmental and cogs functions in part as a reengineering lobby organization using education and symposiums to bring major players who can "buy into the intiative" and endorse and support it.
THSRTC also has strong ties to legislative leaders who can influence funding and change necessary parts of the transportation code. So influence with TDoT is not the only way that TTI and the Bush School of Public Affairs can influence change to the advantage of A&M's generous corporate endower.
You can go on line to Texas Transportation Institute and Texas A&M. Looks like much of their research is on road safety. I don't know that they have been driving TDoT toward Zachry. The problem is that the negotiations and vetting is sealed -- can't even be unlocked by subpoena until the final contracts are signed! And since the meetings are not being run by the open meetings rule, we don't know what the conversation is.
I truly hope the outcry is loud enough that TDoT and others realize that what they think they have pulled won't hold. Too many people are outraged.
Texan's are a bit like those mean old bulls out in the field. Leave us alone and don't mess with our grazing fields, and we're mild. Get us riled up and few can run fast enough to avoid the consequences.
Texas High Speed Rail Transportation Corporation:
The website describes members as "representing some of Texas' most densely-populated and economically vibrant areas." THSRTC website states: "Our growing membership and their designated representatives include the Cities of
College Station
Hillsboro
Houston
Irving
Killeen
Temple
Also members are:
Brazos County
Dallas County
Harris County
Tarrant County
the Port of Houston Authority
American Airlines
Continental Airlines,
Scott & White Hospital
Texas Southern University and the Texas Transportation Institute (TTI located at Texas A&M) serve as significant resource agencies to THSRTC.
The Bush School of Public Affairs at Texas A & M University recently completed a major Capstone Project for the Corporation.
These players along with Kansas City Southern Railroad de Mexico (owning 100% interest in TFM -Mexico Rail), H.B. Zachry Construction Corporation and Citras (a Spanish Corporation which operates toll roads in Canada) are the major players backing the TTC. There are probably (not proven) strong ties between some of KCS RR's Mexican partners and Cintras.
Since 1992 Kansas Southern has acquired transportation corridor rights, and or rail lines, and or major contracts which gives it major control tracks spanning from both coasts of Southern Mexico through the USA to the Pacific Rim of Canada.
In January 2006 a conference (The Second Annual Southern Central High Speed Rail Symposium) was held at the Hyatt Regency DFW in Dallas. The VP of Kansas City Southern Railroad was the dinner speaker and opened the seminar with a presentation showing the milestones the KCS RR has achieved in reaching their goal: To Concentrate and coordinate investments in capacity, facilities, locomotives to capture long-haul business grown between US, Mexico & Pacific-rim markets. They labeled their slides as "KCS The NAFTA RAILROAD".
This powerpoint presentation is available on line at: http://tinyurl.com/....
It clearly shows that the REASON FOR THE TTC is to ship goods from Mexico straight though Texas to a terminal/hub in Kansas City Mo to Canada. They include slides showing that "Kansas City Southern has now earned its new name: Kansas City Southern de Mexico."
It shows the importance of the STRAIGHT THROUGH TEXAS line. They are currently shipping through Texas but route up to Bloomington IL and the TTC route would give them a straight shot north instead of winding around. Construction of the TTC rail/toll corridor would allow KCS de Mexico to ship directly from ports in Mexico straight through Texas non-stop to a depot in Kansas City, Missouri.
The first person who alerted me that the plan was to ship through Texas to a hub in Kansas City was Hank Gilbert. He's been up to speed on the TTC for some time. He's been traveling and alerting folks that the purpose of taking all this acreage to build this corridor is not to meet the transportation needs of Texans. It's to cut back on the expenses of entities seeking to ship goods from Mexican ports through Texas to Kansas City, Mo where it will be channeled to to points along Kansas City Southern's distribution network. KCS's goal is to dominate transportation in the US, Mexico and Canada.
In Harris County, Judge Robert Eckles who presides over the Harris County Commissioner's Court is chair of the Texas High Speed Rail Transportation Corporation.
http://www.judgeecke...
In Tarrant, County Commissioner (now County Judge) Glen Whitley, serves as Secretary of the Texas High Speed Rail Transportation Corporation.
In Dallas, Texas Senator John Carona serves as Chairman of the Senate Committee on Transportation and Homeland Security.
From FAST FORWARD, The Monthly Newsletter for the Texas High Speed Rail and Transportation Corporation, March 2006 Newletter:
In February of this year, Senator Carona was appointed Joint Chair of the Study on Transportation Financing by the 79th Legislature. "The members I have appointed are all strong leaders representing diverse parts of the state," Lieutenant Governor Dewhurst aid. "I look forward to working with each of them as we pepare for future transportation funding needs."
The committee will reveiw the state motor fuel tax, the current sources for funding rail transportation projects, adn all other financing options for all modes of transportation. The appointment will give Senator Carona the opportuntiy to influence transportation and homeland security policy throughout the state while ensuring the approach is fair, equitable, and capable of taking Texas safely and securely into the future.
Another Dallas County Leader is Commissioner Maurine Dickey:
From the same issue of Fast Forward:
Dallas County Commissioner Maurine Dickey is a pr-active voice and member of the Texas High Speed Rail Transportation Corporation."
THSRTC MILESTONES
2002: THSRTC was created and officially incorporated by Secretary of State Gwen Shea, with Harris County, College Station, Houston and the Port of Houston as its founding members. By the end of the year the Corporation alerady had one new member, the City of Killeen. IN addition, the Corporation quickly earned the support of the Garrision Commander at Fort Hood, the largest military installation in the United States.
2003: Cities and counties continued joining THSRTC.
..Following the first executive committee meeting, a letter requesting an extension of the South Central Corridor in the reauthorization of TEA-21 was signed. A few months later TxDOT Executive Director Michael Behrens submitted an application for the extension of the South Central Corridor to USDOT Secretary Norman Mineta. A second executive committee meeting took place at the 6th Annual Texas Transportation Summit in Irving. Shortly thereafter a letter was submitted to USDOT Secretary Norman Mineta requesting the selection of the Texas T-Bone as the model for high-speed rail.
2004: 2004 was a great yaer for the Texas High Speed Rial and Transportation Corporation: the Texas T-Bone received key endorsements from the Dallas Morning News and Fort Worth Star Telegram and the U.S. House of Representatives' TEA-LU bill included the extension of the South Central Corridor. By the end of the yar the Corporation passed a resolution allowing universities to join at half the membership cost.
2005: As THSRTC and the Texas T-Bone gained recognition, several educatational institutions offered to conduct research on several high-speed rail related aspects including demographic and environmental impact studies and public policy issues. The list of resource agencies assisting THSRTC includes the George Bush School of Public Policy at A&M University, the Barbara Jordan-Mickey Leland School of Public Affairs at Texas Southern University and the Texas Transportation Institute. 2005 also saw the additon of several new members including Scott & White Hospital and the City of Hillsboro.
2006: 2006 has had an excellent start for THSRTC. The Corporation's Quarterly Meeting on February 17 at Hill College in Hillsboro was a tremendous success with over 50 attendees including 100% of THSRTC membership, representatives from U.S> Congressman Chet Edwards, Texas Senator Kip Averitt and Texas House Representative Jim Pitts. In addition, DFW Airport, Baylor University, HOTCOG, and many others were present. A fact finding mission to France to see the... TGV system is also in the works for Summer 2006.
The March Issue of Fast Forward lists:
CONGRESSIONAL SUPPORTERS: Senators Hutchinson and Cornyn
House Members: Brady, Burgess, Carter, Cueller, Edwards, Gonzalez, Green, Hall, Jackson Lee, Johnson, Marchant, McCaul, Neugebauer, Ortiz, Poe, Sessions
In the January 2006 Issue of Fast Forward:
Profile: United States Congressman Henry Cueller
Representing the people of the 28th Congressional District of Texas since November 2004, Congressman Cuellar is a strong supporter of transportation improvements and high-speed rial in Texas. Durng his short time in the U.S. House of Representatives, Congressman Cuellar has already been able to secure $14 million dollars of transportation projects for his district, which goes from San Marcos all the way down to Laredo.
As a U.S. representative, Congressman Cuellar has been remarkably successful in advancing several amendments to new legislation that will protect individual property rights adn will increase security, technology and manpower at the US-Mexico, among others. He has also created a National Gang Intelligency center at the Federal Bureau of Investigation, and is a leader among Democrats, being the first in his party to support the Central American Free Trade Agreement (CAFTA). This trade agreement will have a big economic impact on the 28th District, as millions of dollars in new trade will come through Laredo and the I-35 Corridor.
Representative Cuellar currently serves on bothe the House Budget Committee and the House Agriculture Committee.
...
Prior to serving in the U.S. House of Representatives, Cuellar served as Secretary of State for the State of Texas and was a member of the Texas Legislature for 14 years.
The 28th Congressional District of Texas serves San Antonio, one of the largest cities.
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