Stimulus reaction highlights regional failings
Reconfiguring the Chestnut Street interchange off of I-64 is among the projects proposed by the city of St. Louis. (J.B. Forbes | Post-Dispatch)
Federal stimulus funds heading this way for road and bridge projects will create work and inject cash into the local economy. Crumbling infrastructure will receive long-overdue attention. And, before long, projects should start generating visible evidence of improvements, providing an uplifting contrast to dreary economic conditions.
All of this is exciting. But political reaction to the transportation funding also has been a disappointment — mainly in that it reaffirms a lack of cohesive leadership devoted to regional planning and the near complete absence of a coherent, big-picture transportation policy.
Big opportunities could be lost. Serious money has become available to help St. Louis build a bridge to future economic stability and growth. But, for now, that enterprise is mired in the dead-end politics of the past — in particular, the fractious nature of local governance.
The city of St. Louis and surrounding counties each came up with its own wish list, each competing for the biggest pieces of the pie. The political powers reached consensus on some proposals (such as Eads Bridge improvements and MetroLink expansion). But competition, rather than cooperation, was the rule.
St. Louis County, for example, is pushing a costly expansion of Route 141 north of U.S. Highway 40 (Interstate 64) to Page Avenue. The purpose would be to open a large tract of flood plain to development, supposedly creating 9,000 jobs.
Oh, really? From where, exactly, would these jobs come? Who can say that the project won’t amount to just another subsidy for shifting jobs from one part of the region to another? Is flood-plain development a good idea?
The federal legislation requires that “priority” be given to projects within “economically distressed areas,” which ought to be good news for the city and parts of St. Louis, Madison and St. Clair counties. But on theMissouri side of the river, the Missouri Department of Transportation had a different vision for the more than $400 million in transportation funds to be allocated by the state. It earmarked just $1.8 million in new money for city projects.
The agency argued that it already is involved in two huge city projects — the new downtown Mississippi River bridge and rebuilding Highway 40. This, too, is a dodge, as neither project focuses economic stimulus in the city.
St. Louis Mayor Francis Slay was furious with MoDOT’s proposal, especially in light of the $90 million in city street, bridge and transit projects that could meet federal requirements. His point now is supported by written “guidance” from the Federal Highway Administration, which will require states to justify projects and regularly document how each meets federal guidelines.
MoDOT may realign project locations to better provide stimulus and other needed economic benefits. But simply complying with federal regulations is no substitute for leadership or genuine cooperation.
Missouri Gov. Jay Nixon has the tools to encourage and, if need be, enforce both. That’s because the governor has the ultimate responsibility for certifying that stimulus funds are being spent wisely and in keeping with the rules.
If the governor is looking for an example of effective regional cooperation under pressure, he should look at how the East-West Gateway Council of Governments divvied up a considerably smaller federal stimulus pot. Members and staff sensibly distilled hundreds of projects valued at more than $1.2 billion down to a vital few carrying a total price tag of about $68 million — all in a brutally compressed time frame.
The process, while imperfect, was transparent.
Mr. Nixon should withhold his signature on any state allocation until he is satisfied — and can demonstrate to the public — that funds are being applied in ways that meet federal standards and move the entire region forward.
So the “political powers” reached a consensus on Metrolink expansion, did they? That’s one good reason to ignore the political powers. Metro can’t afford to operate the system already in place. Expansion would only created more financial difficulties, and more cutbacks elsewhere in the system.
I’ll agree with you on one thing, though: It is absurd to say that extending 141 to Page would create 9,000 jobs. I’m sure it wasn’t your intention, but this points out the absurdity of a great many proposals in this stimulus package. The procedure seems to be, find a project you can’t afford, invent a job creation figure, and ask for the money.
The county assessor is trying to use the excuse (along with other libs) that the children will suffer if our homes are assessed fairly reflecting declining values. Yet today’s PD had an article about how much money the schools are going to get from Obama’s spendulus TARP bill. So the schools will be fine while homeowners may have a little extra money to pay their rising utlility bills thanks to Obama’s cap and trade legislation in the bill. It’s a shell game folks.
Let’s create those 9000 new jobs after we get done creating all those jobs we were promised on the McDonnell Douglas Highway from St. Charles (370). I wondered what became of that leader who predicted all those new jobs from the $2 billion runway at Lambert. I see he must be still employed making predictions. This process reminds me of the way the City doles out money. Every Alderman gets enough to do almost something, which is why nothing ever gets done.
MODOT??? What a joke. How does the leaders at MODOT keep their job?
High marks to the Post for this one. Funding continued sprawl development, regardless of your political perspective, is simply bad for business moving forward. In ten years, this is going to look like a serious waste of dough.
The stimulus should be directed towards projects that will actually help America compete in a changing economy. REAL highway infrastructure, rail, and yes mass transit spending are investments that will ensure America’s future is a bright one.