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Ford Press Releases - Transportation, 1969-1973
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Ford Press Releases - Transportation, 1969-1973
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Gerald R. Ford Congressional Papers
Press Releases Subject Files
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Local transit
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1969-08-01
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The original documents are located in Box D9, folder "Ford Press Releases -
Transportation, 1969-1973" of the Ford Congressional Papers: Press Secretary and Speech
File at the Gerald R. Ford Presidential Library.
Copyright Notice
The copyright law of the United States (Title 17, United States Code) governs the making of
photocopies or other reproductions of copyrighted material. The Council donated to the United
States of America his copyrights in all of his unpublished writings in National Archives collections.
Works prepared by U.S. Government employees as part of their official duties are in the public
domain. The copyrights to materials written by other individuals or organizations are presumed to
remain with them. If you think any of the information displayed in the PDF is subject to a valid
copyright claim, please contact the Gerald R. Ford Presidential Library.
Office Copy
NEWS
CONGRESSMAN
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
--FOR RELEASE AT 12 NOON--
August 7, 1969
Statement by Rep. Gerald R. Ford, R-Mich., to be placed in the Congressional Record
of Thursday, August 7, 1969, immediately following the President's Message on
Public Transportation.
Mr. Speaker:
Today nearly 80 percent of all Americans live in cities. By the year 2000
it will be 90 percent. In the next 30 years our population will increase by more
than 100 million and almost all of it will be in our cities. Imagine, if you will,
an urban population twice what it is today.
Urban dwellers depend almost exclusively on the automobile to meet trans-
portation needs. There are now more than 80 million cars in use in the United
States. An estimated 160 million will be on the roads in 2000.
As automobile use has grown, public transportation has declined in both
quality and availability. This heavy reliance on the automobile for urban transpor-
tation has greatly disadvantaged the poor. While nearly all families with incomes
in excess of $10,000 have a car -- and those who don't, rent one as needed -- less
than half of those with poverty-level incomes own an automobile.
Most new jobs are opening in suburban or rural industrial areas, locations
made feasible in most cases by construction of the Federally-financed Interstate
Highway System. If an unemployed person has no car of his own and cannot work out
a car pool arrangement, he cannot get the good job unless there is public transpor-
tation. If he is lucky enough to have public transportation, it is usually low
quality, increasingly expensive, very often so indirect that a 20-mile ride takes
an hour and a half and several transfers.
If urban residents are to have a real choice in how they move about, and
whether they move at all, an estimated $20 billion is going to have to be spent on
public transportation in the next 12 years.
Our cities, alone, cannot carry this burden. State and local public debt
now exceeds $100 billion. Over the next 10 years it may well exceed $250 billion.
Federal funding for public transportation must be substantial and available on an
assured basis.
Funding must be sufficient to help finance major urban transportation
projects and to provide aid for medium and small cities.
(more)
Digitized from Box D9 of The Ford Congressional Papers: Press Secretary and Speech File at the Gerald R. Ford Presidential Library
-2-
The need is great and time works relentlessly against us. This is ample
reason to back the public transportation legislation proposed by President Nixon.
With his Message on Public Transportation, President Nixon has laid down a
blueprint for action --- action not only by the Federal Government but by the States
and local units of government. For the legislation he proposes would not simply
improve existing facilities and provide for new facilities and more research. It
would also supply urgently needed financial support to the states and local bodies
for the advance acquisition of property rights-of-way.
The President's proposals would start the country moving to solve its
public transportation problems.
This 12-year program proposed by Mr. Nixon would amount to $10 billion in
Federal funds, actually a meager sum when compared with our space effort, our war
effort and our highway effort.
The time has passed for us to study and re-study our public transportation
problems. It is time to act -- now.
I ask that this legislation be given speedy approval. We must back up this
program with our votes.
There is hardly a state in the Nation that does not have a complaint about
transportation. In fact, you now have to go into remote parts of our country to
escape from congestion, smog and the masses of people trying to get from their
homes to work and back home again.
Now is the time to show the great mass of Americans that we know and
recognize their dilemma and that we are determined to do something about it.
# # #
CONGRESSMAN
NEWS
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
--FOR RELEASE AT 12 NOON--
August 7, 1969
Statement by Rep. Gerald R. Ford, R-Mich., to be placed in the Congressional Record
of Thursday, August 7, 1969, immediately following the President's Message on
Public Transportation.
Mr. Speaker:
Today nearly 80 percent of all Americans live in cities. By the year 2000
it will be 90 percent. In the next 30 years our population will increase by more
than 100 million and almost all of it will be in our cities. Imagine, if you will,
an urban population twice what it is today.
Urban dwellers depend almost exclusively on the automobile to meet trans-
portation needs. There are now more than 80 million cars in use in the United
States. An estimated 160 million will be on the roads in 2000.
As automobile use has grown, public transportation has declined in both
quality and availability. This heavy reliance on the automobile for urban transpor-
tation has greatly disadvantaged the poor. While nearly all families with incomes
in excess of $10,000 have a car -- and those who don't, rent one as needed --- less
than half of those with poverty-level incomes own an automobile.
Most new jobs are opening in suburban or rural industrial areas, locations
made feasible in most cases by construction of the Federally-financed Interstate
Highway System. If an unemployed person has no car of his own and cannot work out
a car pool arrangement, he cannot get the good job unless there is public transpor-
tation. If he is lucky enough to have public transportation, it is usually low
quality, increasingly expensive, very often so indirect that a 20-mile ride takes
an hour and a half and several transfers.
If urban residents are to have a real choice in how they move about, and
whether they move at all, an estimated $20 billion is going to have to be spent on
public transportation in the next 12 years.
Our cities, alone, cannot carry this burden. State and local public debt
now exceeds $100 billion. Over the next 10 years it may well exceed $250 billion.
Federal funding for public transportation must be substantial and available on an
assured basis.
Funding must be sufficient to help finance major urban transportation
projects and to provide aid for medium and small cities.
(more)
-2-
The need is great and time works relentlessly against us. This is ample
reason to back the public transportation legislation proposed by President Nixon.
With his Message on Public Transportation, President Nixon has laid down a
blueprint for action action not only by the Federal Government but by the States
and local units of government. For the legislation he proposes would not simply
improve existing facilities and provide for new facilities and more research. It
would also supply urgently needed financial support to the states and local bodies
for the advance acquisition of property rights-of-way.
The President's proposals would start the country moving to solve its
public transportation problems.
This 12-year program proposed by Mr. Nixon would amount to $10 billion in
Federal funds, actually a meager sum when compared with our space effort, our war
effort and our highway effort.
The time has passed for us to study and re-study our public transportation
problems. It is time to act -- now.
I ask that this legislation be given speedy approval. We must back up this
program with our votes.
There is hardly a state in the Nation that does not have a complaint about
transportation. In fact, you now have to go into remote parts of our country to
escape from congestion, smog and the masses of people trying to get from their
homes to work and back home again.
Now is the time to show the great mass of Americans that we know and
recognize their dilemma and that we are determined to do something about it.
# # #
NEWS
CONGRESSMAN
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
--FOR IMMEDIATE RELEASE--
October 23, 1969
For the first time since the Eisenhower years, America has a positive
program to again bring this Nation into the front rank of seafaring countries.
That is the significance of the merchant ship building program which
President Nixon has outlined in the message he sent to the Congress today.
This is a program which gives American shipyards the incentive to modernize
and expand. Unlike the previous Administration, President Nixon is not throwing
our shipbuilding business into foreign shipyards. Instead he is offering American
shipbuilders -- industry and labor -- a challenge and an opportunity.
Under the Nixon maritime program, American shipbuilders have the opportunity
to invest $4 billion in modernizing their yards over the next 10 years so they
can become truly competitive with other shipyards throughout the world
in
techniques, facilities, and production.
If American shipbuilders accept the challenge and avail themselves of the
opportunity, the program outlined by President Nixon will succeed. But it must
be remembered that the Nixon program is predicated on a responsible response from
industry and labor. The Federal Government cannot carry this program forward
alone, because it is not just another subsidy program. It is a program under
which the Federal Government is providing the leadership and incentive for a
great surge forward in America's maritime fortunes.
This is a program of deeds and not words -- a multi-year shipbuilding
program to make longrange planning possible, a trebling of Federal mortgage
insurance from $1 billion to $3 billion, payment of construction differential
subsidies directly to shipbuilders instead of through ship owners, extension of
subsidy payments to bulk carriers.
I think the Nixon maritime program will revitalize the American merchant
marine and revive our shipbuilding industry. If industry and labor respond, we
can once more make our merchant fleet a source of pride for every American.
###
Office Copy
NEWS
CONGRESSMAN
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
FOR IMMEDIATE RELEASE-
October 23, 1969
For the first time since the Eisenhower years, America has a positive
program to again bring this Nation into the front rank of seafaring countries.
That is the significance of the merchant ship building program which
President Nixon has outlined in the message he sent to the Congress today.
This is a program which gives American shipyards the incentive to modernize
and expand. Unlike the previous Administration, President Nixon is not throwing
our shipbuilding business into foreign shipyards. Instead he is offering American
shipbuilders -- industry and labor -- a challenge and an opportunity.
Under the Nixon maritime program, American shipbuilders have the opportunity
to invest $4 billion in modernizing their yards over the next 10 years SO they
can become truly competitive with other shipyards throughout the world
in
techniques, facilities, and production.
If American shipbuilders accept the challenge and avail themselves of the
opportunity, the program outlined by President Nixon will succeed. But it must
be remembered that the Nixon program is predicated on a responsible response from
industry and labor. The Federal Government cannot carry this program forward
alone, because it is not just another subsidy program. It is a program under
which the Federal Government is providing the leadership and incentive for a
great surge forward in America's maritime fortunes.
This is a program of deeds and not words -- a multi-year shipbuilding
program to make longrange planning possible, a trebling of Federal mortgage
insurance from $1 billion to $3 billion, payment of construction differential
subsidies directly to shipbuilders instead of through ship owners, extension of
subsidy payments to bulk carriers.
I think the Nixon maritime program will revitalize the American merchant
marine and revive our shipbuilding industry. If industry and labor respond, we
can once more make our merchant fleet a source of pride for every American.
###
Full Distribution
a Office copy
5/19/91
NEWS
CONGRESSMAN
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
--FOR RELEASE AFTER THE SENATE VOTE ON THE SST--
Statement by Rep. Gerald R. Ford, Republican Leader, U.S. House of Representatives.
I continue to believe that calling quits to the United States program for
two experimental prototype SSTs is a mistake. In the long run, it will prove
contrary to the best interests of this country.
But the mistake was not made today by the Senate. The mistake was made last
March when both the House and the Senate, by slim majorities, voted to cancel the
project without tangible results as it neared completion.
Last week the House of Representatives, considering serious unemployment in
the aviation industry, a decline in the dollar's international strength, and
continuing SST development by the French, British and Soviets, tried to correct
its March mistake.
The House acted on the basis of the best information available and, I believe
responsibly. Certainly events have shown this was not any attempt to bail out the
Boeing Company. It was an attempt to serve the long-range interests of the United
States, to retain the world-wide competitive advantage which American-built
commercial aircraft have enjoyed since the dawn of aviation, and to conserve the
heavy investment the taxpayers already had made in this experimental program.
Subsequently, for reasons not yet fully clear, high officials of the companies
concerned have made statements suggesting that they are no longer interested in
carrying out the original terms. One must remember that the Congress abruptly
repudiated these terms last March. Under such circumstances the Senate has acted
understandably, if not wisely. It is unrealistic not to assume the House will
concur.
At some date in the future we will have to face this issue again and the cost
of resolving it will then be far greater, in my judgment. The United States may now
lose its long-standing pre-eminence in commercial aviation forever because of
Congress' mistake last March compounded by the shortsighted refusal of the
contractors to make minimal sacrifices and take minor risks today.
###
CONGRESSMAN
NEWS
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
[5/19/71]
--FOR RELEASE AFTER THE SENATE VOTE ON THE SST--
Statement by Rep. Gerald R. Ford, Republican Leader, U.S. House of Representatives.
I continue to believe that calling quits to the United States program for
two experimental prototype SSTs is a mistake. In the long run, it will prove
contrary to the best interests of this country.
But the mistake was not made today by the Senate. The mistake was made last
March when both the House and the Senate, by slim majorities, voted to cancel the
project without tangible results as it neared completion.
Last week the House of Representatives, considering serious unemployment in
the aviation industry, a decline in the dollar's international strength, and
continuing SST development by the French, British and Soviets, tried to correct
its March mistake.
The House acted on the basis of the best information available and, I believe
responsibly. Certainly events have shown this was not any attempt to bail out the
Boeing Company. It was an attempt to serve the long-range interests of the United
States, to retain the world-wide competitive advantage which American-built
commercial aircraft have enjoyed since the dawn of aviation, and to conserve the
heavy investment the taxpayers already had made in this experimental program.
Subsequently, for reasons not yet fully clear, high officials of the companies
concerned have made statements suggesting that they are no longer interested in
carrying out the original terms. One must remember that the Congress abruptly
repudiated these terms last March. Under such circumstances the Senate has acted
understandably, if not wisely. It is unrealistic not to assume the House will
concur.
At some date in the future we will have to face this issue again and the cost
of resolving it will then be far greater, in my judgment. The United States may now
lose its long-standing pre-eminence in commercial aviation forever because of
Congress' mistake last March compounded by the shortsighted refusal of the
contractors to make minimal sacrifices and take minor risks today.
# # #
office
U. S. HOUSE
OF REPRESENTATIVES
REPUBLICAN POLICY COMMITTEE
REP. JOHN J. RHODES, (R.-ARIZ.) CHAIRMAN
1616 LONGWORTH HOUSE OFFICE BUILDING
TELEPHONE 225-6168
10
93rd Congress
April 16, 1973
First Session
Statement No. 6
HOUSE REPUBLICAN POLICY COMMITTEE STATEMENT ON S. 502
THE FEDERAL-AID HIGHWAY ACT OF 1973, AS AMENDED
The House Republican Policy Committee urges the passage of S. 502, the
Federal-aid Highway Act of 1973, as reported by the House Committee on Public
Works, provided the anti-impoundment provision of the bill is removed.
S. 502, as amended, broadens the federal highway program to meet current
local as well as national needs. It authorizes substantially increased funding
for urban areas; it permits local determination whether to use Trust Fund
monies for highway construction or general revenues for mass transit capital
investment. A major highway safety effort is also proposed.
S. 502, as reported, provides comprehensive and problem-solving highway
and mass transportation programs. It conforms the Federal-aid highway effort
with current policies of environmental protection, energy conservation, highway
safety, urban assistance and decentralized decision making during the planning
and development of public works programs.
The House Republican Policy Committee urges the passage of S. 502, as
reported, subject to the deletion of Section 302, which prohibits the
impoundment of mass transit funds. The injection of a controversial pro-
hibition of Presidential authority to limit unnecessary expenditures is
mischievious and unwise.
11111
nonn
U. S. HOUSE
REPUBLICAN POLICY
COMMITTEE
OF REPRESENTATIVES
REP. JOHN J. RHODES, (R.-ARIZ.) CHAIRMAN
1616 LONGWORTH HOUSE OFFICE BUILDING
TELEPHONE 225-6168
10
93rd Congress
April 16, 1973
First Session
Statement No. 6
HOUSE REPUBLICAN POLICY COMMITTEE STATEMENT ON S. 502
THE FEDERAL-AID HIGHWAY ACT OF 1973, AS AMENDED
The House Republican Policy Committee urges the passage of S. 502, the
Federal-aid Highway Act of 1973, as reported by the House Committee on Public
Works, provided the anti-impoundment provision of the bill is removed.
S. 502, as amended, broadens the federal highway program to meet current
local as well as national needs. It authorizes substantially increased funding
for urban areas; it permits local determination whether to use Trust Fund
monies for highway construction or general revenues for mass transit capital
investment. A major highway safety effort is also proposed.
S. 502, as reported, provides comprehensive and problem-solving highway
and mass transportation programs. It conforms the Federal-aid highway effort
with current policies of environmental protection, energy conservation, highway
safety, urban assistance and decentralized decision making during the planning
and development of public works programs.
The House Republican Policy Committee urges the passage of S. 502, as
reported, subject to the deletion of Section 302, which prohibits the
impoundment of mass transit funds. The injection of a controversial pro-
hibition of Presidential authority to limit unnecessary expenditures is
mischievious and unwise.
Fifth District Media
O OFFICE COPY
CONGRESSMAN
NEWS
GERALD R. FORD
HOUSE REPUBLICAN LEADER
RELEASE
FOR RELEASE AT 12 NOON WEDNESDAY, APRIL 25, 1973
Congressman Gerald R. Ford today pointed out he already has a bill pending
in the Congress to require that railroad freight cars be equipped with reflectors
or luminous material so they can be readily seen at night.
"I am informed," Ford said, "that a number of Ionia Area residents are
circulating petitions asking that the sides of trains be marked with reflectors
or fluorescent paint strips. I introduced a bill on April 3, 1973, that would do
exactly that."
In a followup to introduction of his bill, Ford on April 9 asked House
Commerce Committee Chairman Harley Staggers to request reports on the reflector
bill from all interested Federal departments and agencies. This is a necessary
first step in seeking enactment of legislation.
Ford said he has been trying to get railroad freight car reflector
legislation passed since 1957 but has run into strong opposition in every
administration.
"I am pressing hard for this legislation," Ford said. "I have read the
newspaper stories about the two recent fatal night-time accidents at railroad
crossings in Ionia County. As people in the Ionia Area have pointed out,
requiring reflectors or luminous material on freight cars would cost the railroads
money but the absence of this safety feature may be costing drivers their lives."
Ford said a report made on his bill in 1965 by the Interstate Commerce
Commission (ICC) is typical of the reaction of previous administrations to the
legislation.
The report stated: "The ICC cannot at this time make a finding that the
net benefits to be derived from the use of these reflectors would be commensurate
with the expenditure required for their installation and maintenance."
###
afficilepy
illll
HIIIII.
U. S. HOUSE
REPUBLICAN POLICY
COMMITTEE
REPRESENTATIVES
REP. JOHN J. RHODES, (R.-ARIZ.) CHAIRMAN
1616 LONGWORTH HOUSE OFFICE BUILDING
TELEPHONE 225-6168
10
93rd Congress
May 1, 1973
First Session
Statement No. 8
HOUSE REPUBLICAN POLICY COMMITTEE STATEMENT ON H.R. 6452,
THE URBAN MASS TRANSPORTATION ASSISTANCE ACT OF 1973
The House Republican Policy Committee recognizes the need for Federal
assistance to mass transportation. However, H.R. 6452, the Urban Mass Trans-
portation Assistance Act of 1973, as reported, is unacceptable as a means
toward that end and should be defeated.
H.R. 6452 authorizes expenditures and mandates administrative pro-
cedures which are unnecessary, unrealistic and unwise. The bill proposes
Federal operating subsidies for urban mass transit systems which would
probably become an unending commitment of massive Federal funds. The bill
requires cumbersome local supervision by transportation advisory councils.
It further provides for an inflexible 80 percent Federal share of capital
improvement costs.
Grants for operating expenses would necessarily involve the Federal
Government in the day to day operation of local mass transit systems. The
bill would encourage the perpetuation of inefficient and obsolete systems.
The mandated Federal share of mass transit capital improvement costs
would restrict the ability of the Urban Mass Transit Administration to
encourage better performance of applicants. If either 30 percent Federal
(OVER)
- 2 -
funding or complete rejection of the application is required, equitable
distribution of funds would be impossible.
To require comprehensive review of virtually every policy or
operational decision of a transit authority by a council composed of at
least one or more members representing each political subdivision served,
by councils possibly with hundreds of members, would be unwise.
H.R. 6452, as reported, does increase contract authority for
capital grants by $3 billion. Authorization of an identical amount is,
however, already included in the House-passed Federal-Aid Highway Act of
1973 (S. 502) and is, therefore, unnecessary.
The House Republican Policy Committee opposes the passage of
H.R. 6452, the Urban Mass Transportation Assistance Act of 1973.
U. S. HOUSE
OF REPRESENTATIVES
REPUBLICAN POLICY
COMMITTEE
REP. JOHN J. RHODES, (R.-ARIZ.) CHAIRMAN
1616 LONGWORTH HOUSE OFFICE BUILDING
TELEPHONE 225-6168
10
93rd Congress
May 1, 1973
First Session
Statement No. 8
HOUSE REPUBLICAN POLICY COMMITTEE STATEMENT ON H.R. 6452,
THE URBAN MASS TRANSPORTATION ASSISTANCE ACT OF 1973
The House Republican Policy Committee recognizes the need for Federal
assistance to mass transportation. However, H.R. 6452, the Urban Mass Trans-
portation Assistance Act of 1973, as reported, is unacceptable as a means
toward that end and should be defeated.
H.R. 6452 authorizes expenditures and mandates administrative pro-
cedures which are unnecessary, unrealistic and unwise. The bill proposes
Federal operating subsidies for urban mass transit systems which would
probably become an unending commitment of massive Federal funds. The bill
requires cumbersome local supervision by transportation advisory councils.
It further provides for an inflexible 30 percent Federal share of capital
improvement costs.
Grants for operating expenses would necessarily involve the Federal
Government in the day to day operation of local mass transit systems. The
bill would encourage the perpetuation of inefficient and obsolete systems.
The mandated Federal share of mass transit capital improvement costs
would restrict the ability of the Urban Mass Transit Administration to
encourage better performance of applicants. If either 30 percent Federal
(OVER)
- 2 -
funding or complete rejection of the application is required, equitable
distribution of funds would be impossible.
To require comprehensive review of virtually every policy or
operational decision of a transit authority by a council composed of at
least one or more members representing each political subdivision served,
by councils possibly with hundreds of members, would be unwise.
H.R. 6452, as reported, does increase contract authority for
capital grants by $3 billion. Authorization of an identical amount is,
however, already included in the House-passed Federal-Aid Highway Act of
1973 (s. 502) and is, therefore, unnecessary.
The House Republican Policy Committee opposes the passage of
H.R. 6452, the Urban Mass Transportation Assistance Act of 1973.