The National Transportation Policy Commission Report released on Jan. 15 caused a flurry of controversy with its recommendation for a 40¢-per-gallon increase in the federal fuel tax over the next five years, with automatic increases tied to inflation every year thereafter.

Unfortunately, but predictably, many critics ignored the program reforms and focused on the commission's funding proposals.

The proposed tax increase undeniably is a hot button, controversial enough to spark a dissent led by U.S. Dept. of Transportation Secretary Mary Peters. But everyone knew it was coming. That debate has long been waged. More importantly, the commission broke new ground by suggesting that all current federal transportation programs be replaced with 10 priority programs free of allegiance to any specific mode and aimed at creating policy for a national network, not just specific regions, corridors and states.

This is a momentous proposal. The federal transportation agency, like other government programs, has been known more for proliferating new offices, bureaucracy and "silos." But if the commission's silo-busting proposal works, it could streamline projects while providing congestion relief, environmental stewardship and innovative financing and project delivery methods. That efficiency will allow the U.S. to gain more in project for every dollar spent.

The commission is noteworthy for its bipartisan and multimodal nature. It included representatives of private industry, public agencies, Republicans and Democrats. All agreed to put aside their partisan interests as best they could in the interests of the bigger picture. As such, the majority agreed that in transitioning to a more sustainable program that includes private funding, vehicle-miles-traveled-based fees, and cutting total project delivery time from an average of 14 years to about five, raising fuel taxes in the interim is a necessary evil.

Freight is one of the proposed 10 national priority programs. It may not be "sexy," but it is vital and becoming more so. Ironically, railroads once were the backbone of developing America and now need to reprise at least part of that role. The key is a seamless interface between ports, rail and road transport.

Future transportation planners, engineers, decision-makers and leaders no longer can afford to say, "I'm a highway person" or "I just do ports." As Jack Schenendorf, one of the report commissioners, said, "We're modally neutral. While solutions vary, we need them all."