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United States Surface Transportation Board (STB) has announced plans to enact punishing regulations — and is considering other like-minded proposals — that will undermine the ability of U.S. freight railroads to operate efficiently and effectively.
If enacted, railroads will not be able to earn enough revenue to invest sufficient funds back into the nation's rail network and expand capacity while meeting the needs of a growing economy.
The result of the regulations will be service problems across the rail network. But just as important, a myriad of U.S. government policies that rely on a healthy and viable rail network will be put at risk, from energy transportation to passenger rail service
— all will be undermined by the government's quest to reregulate the freight railroad industry.
Ensuring that the regulations proposed by the STB are scuttled should be a priority for Congress. The goal of federal policy should be to ensure a smarter, pro-growth regulatory framework for an economy that sorely needs it.
ON THIS PAGE
Commodity Reregulation: Reregulates certain
commodities (crushed and broken stone; coke produced from coal; primary iron and steel products; hydraulic cement; and iron and steel scrap, wastes and tailings) that the agency has previously determined are subject to pervasive competition. The STB is requiring this major reversal without any evidence that market conditions have changed adversely and despite the fact that none of these commodity groups petitioned for reregulation.
Revenue Adequacy: Turns on its head the concept known as "revenue adequacy" — in which Congress directed the agency to assist the carriers in achieving long-term financial health and stability. The proposal would cap rates that railroads charge shippers, a step that would amount to nothing less than government price control.
If the STB makes good on this threat of returning to anti-market measures, railroads will not be able to continually modernize the 140,000-mile rail network and meet shipper demands as effectively as they do today. That will endanger many national policies and goals advocated by the U.S. government that are tied directly to an efficient freight rail system. These include:
- Improving the capacity, efficiency and productivity of freight railroads overall to aid a growing economy- Increasing U.S. exports — and their shipment over rail — and supporting jobs tied to exports- Achieving U.S. energy independence through the rail transportation of domestic energy products- Increasing freight railroads' share of freight traffic to get environmentally damaging trucks off the road- Ensuring reliable service for Amtrak passengers and commuters, because passenger trains run on freight rail infrastructure
- Improving the capacity, efficiency and productivity of freight railroads overall to aid a growing economy
- Increasing U.S. exports — and their shipment over rail — and supporting jobs tied to exports
- Achieving U.S. energy independence through the rail transportation of domestic energy products
- Increasing freight railroads' share of freight traffic to get environmentally damaging trucks off the road
- Ensuring reliable service for Amtrak passengers and commuters, because passenger trains run on freight rail infrastructure
Taken together, the proposed regulations represent a sweeping change to the market-based approach favored by regulators over the last three-plus decades. That approach has allowed the industry to greatly enhance efficiency and attract the revenue necessary to make railroads the "comeback kid" of the U.S. transportation network.
Up to this point, today's balanced regulatory framework has allowed railroads to make reasonable revenues, which they invest back into the rail network at a staggering clip — some $26 billion annually for the last five years alone. Railroads are capital intensive, and they must spend massive amounts of money on rail infrastructure and equipment to keep them safe and efficient. But taxpayers don't foot the bill to maintain the nation's 140,000 miles of rail that carry freight, passenger and commuter trains; freight railroads pay for most all of it.
Anthony HatchAnalyst & Financial Transportation Consultant"Simply put, forced access is a bad idea...Rail industry leaders say that forced competition could mean an annual revenue loss of $7.9 billion. Rail companies would have less money to maintain and expand the nation's 140,000-mile rail network." (The Washington Post)
Clifford WinstonApplied Microeconomist and Senior Fellow at The Brookings Institution"With technological advances, such as automated vehicles, not only with railroads but also with trucks, now would be a terrible time to introduce new regulations that may affect competition in the industry. I would urge any lawmaker considering additional regulations to take a long-term view. Realize that this industry is still evolving from an inefficient past, and while there may be some bumps along the way, overall, the path the industry is on today has been much better for railroads and American society compared with the industry's evolution when it was stifled by excessive regulations before regulatory reform began in the 1970s." (State of the Industry Report)
Drew JohnsonTaxpayers Protection Alliance Senior Fellow"These regulations will be disastrous to the economy and threaten individual industries…The fact that the rail industry is even around at all is a bit of a miracle given the mountain of red tape and burdensome regulations the industry was forced to plow through just to operate. Rail's history provides a cautionary tale for how not to regulate in Washington." (The Washington Times)
Eli LehrerPresident and Co-Founder of R Street Institute "Everything from food to my kids' toys will probably have been shipped by freight at some point. The efficiency of the U.S. freight rail industry and the historically high private investment in it is a major reason why we have the highest GDP per capita of any country." (State of the Industry Report)
Marc ScribnerCompetitive Enterprise Institute Fellow"(The system) should not be 'fixed' because it isn't broken." (State of the Industry Report)
Peter GoelzFormer Managing Director of the NTSB "While no one is alleging that any one single policy proposal will cripple the industry, the aggregate of regulations could have a real dampening effect. In these less-than-ideal economic times, why should we ignore the safety record of railroads and unnecessarily disrupt an economic engine like freight rail?" (The Hill)
Philip RomeroUniversity of Oregon Professor of Business"Trade is only possible with an efficient transportation system. For the majority of the world's population that does not live near a seacoast, this means rail. Being exposed to competition from distant competitors forces firms to 'up their game' even in isolated, landlocked rural areas. So even rural customers get greater choice and lower prices. And workers earn more, because competition forces them to be more productive." (State of the Industry Report)
Robert GallamoreRail Economics Expert"(Partial deregulation) not only saved U.S. freight railroads from further bankruptcies and liquidation, it became, almost miraculously, the catalyst that transformed them into what they are today, the envy of the world's transportation systems." (The Washington Post)
Steve ForbesForbes Media Chairman & Editor-In-Chief "Railroads were failing under government control. When that control was lifted they flourished, creating jobs, making the U.S. more competitive in global markets, and improving the natural environment as a result. A healthy rail system spurs growth in all economic sectors," former presidential candidate Steve Forbes recently wrote. "It is frightening to think what the U.S. trade imbalance would be without railroads. In addition to moving 40 percent of domestic intercity freight volume, trains carry one-third of all American export goods as well." (Fox News)
William RennickePartner at Oliver Wyman's Manufacturing, Transportation & Energy Group"Forced access not only affects the local point of switching. It affects the downstream service and the downstream handling of the shipments, because you've added huge amounts of uncertainty to the equation and you've introduced complexity, where simplicity and efficiency have been involved before." (The Hill)
Our Deregulated Railroads are Economic Miracles - Let's Learn From Them
The YouTube playlist below includes five different videos that explain the Staggers Act, how regulation has changed over time and insight from Clifford Winston, an Applied Microeconomist and Senior Fellow at The Brookings Institute.
Maintain Railroad Antitrust Laws