# Rail



Opponents of Iowa rail consolidation must act fast to register concerns

Scott Syroka is a former Johnston city council member.

The U.S. Surface Transportation Board announced on February 29 it accepted Canadian National’s request to classify its proposed acquisition of Iowa Northern Railway as a “Minor” transaction. The federal regulator also established a procedural schedule going forward for interested parties to weigh in as the proposed acquisition undergoes review.

Canadian National had been facing opposition to its classification request from entities like Canadian Pacific Kansas City and the National Grain and Feed Association. Both had called for the Surface Transportation Board to classify the deal as a “Significant” transaction when being reviewed for consideration.

While on its face the classification decision may appear as a setback for those who oppose the deal due to increased consolidation of the rail industry and its potential for further abuses of monopoly power, the 9-page decision by the Surface Transportation Board makes clear that no final determination has been made.

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Iowa Northern Railway deal warrants heightened scrutiny

Quaker Oats plant in Cedar Rapids, photographed by David Harmantas (Shutterstock).

Scott Syroka is a former Johnston city council member.

Attorneys for Canadian Pacific Kansas City submitted a 59-page filing to the U.S. Surface Transportation Board on February 26 regarding the proposed acquisition of Iowa Northern Railway by Canadian National.

The Canadian Pacific Kansas City filing highlights the proposed deal’s “national importance” and cites “competitive concerns of significant magnitude” in calling for the Surface Transportation Board to classify Canadian National’s takeover attempt of Iowa Northern as a “Significant” transaction rather than the “Minor” transaction status that Canadian National has sought.

The distinction matters because “Minor” transactions aren’t subject to the same regulatory requirements as “Significant” transactions—meaning the public would have less access to information and less time to review the deal.

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Regulators should derail Canadian bid for Iowa Northern Railway

Large wheels for agricultural equipment on a freight train; photo by Maksim Safaniuk, available via Shutterstock.

Scott Syroka is a former Johnston city council member.

North American rail giant Canadian National announced on December 6 it would attempt to acquire the Waterloo-based short line railroad Iowa Northern Railway. Before that can happen though, the deal must undergo review by the U.S. Surface Transportation Board. The board should block this acquisition, and it’s not even a close call.

Short line railroads are the small and medium businesses of rail. Short lines like Iowa Northern Railway operate nearly half of all freight rail track in Iowa, according to the railroad interest group GoRail. These short lines run shorter distances and connect rural areas with larger, national rail networks.

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Iowa Republicans vote against Amtrak funding

The U.S. House approved $8 billion in funding for Amtrak passenger rail on Wednesday. Keith Lang and Cristina Marcos reported for The Hill,

Since its inception in 1971, Amtrak has historically received about $1 billion per year from the government for operations and construction projects.

The measure would authorize about $982 million per year for the company’s national network and another $470 million annually for its popular Northeast U.S. routes.

The bill, which would expire in 2019, sets another $300 million per year for construction on Amtrak routes in the rest of country and about $24 million per year for the company’s inspector general.

All 184 Democrats present voted yes, including Iowa’s Dave Loebsack (IA-02). But as the 316 to 101 roll call shows, more than 100 House conservatives voted against the Amtrak bill, including Iowa’s Rod Blum (IA-01), David Young (IA-03), and Steve King (IA-04).

Young should know better. Currently, the only Amtrak routes across Iowa travel through the southern part of the state, calling at stations in the third and second Congressional districts. (King used to represent some of those southwest Iowa counties, but he hasn’t since the last redistricting.) Anyway, Young has lived on the east coast long enough to understand how important passenger rail is for the U.S. transportation system.  

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Iowa Senate district 45: Joe Seng has a primary challenger, Mark Riley

If any Iowa Democrat deserves a primary challenge, it’s three-term State Senator Joe Seng. Although the Davenport-based veterinarian represents one of the Democrats’ safest urban districts, Seng is anti-choice and supported Republican calls for a vote against marriage equality in 2010. As chair of the Senate Agriculture Committee, he has helped pass several bills that are good for industrial agriculture but bad for the environment, especially clean water. In addition, Seng himself challenged three-term U.S. Representative Dave Loebsack in the IA-02 Democratic primary two years ago, so he couldn’t claim the moral high ground against a primary challenger for his state Senate seat.

I was excited to see yesterday that another Democratic candidate, Mark Riley, had filed papers to run in Senate district 45. When I realized Riley was Seng’s Republican opponent in 2010 and ran an independent campaign against Iowa House Democrat Cindy Winckler in 2012, I became disappointed. Was he just a fake like the “Democrat” who ran against State Representative Ako Abdul-Samad in 2010?

I sought comment from Riley about why he was running as a Democrat in Iowa Senate district 45, having campaigned as a Republican in the same district a few years ago. I’ve posted his response after the jump. You be the judge. Riley would have my serious consideration if I lived on the west side of Davenport.  

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New passenger rail off the table for Iowa?

Hopes to bring passenger rail service from Chicago to Iowa City and eventually to Des Moines and Council Bluffs appear to be dead. For the last three years, State Senator Matt McCoy tried to secure state matching funds for a federal passenger rail grant, citing many possible economic benefits to Iowa. Both Governor Terry Branstad and Iowa House Republicans have opposed allocating funds toward new passenger rail. Speaking to the Sunday Des Moines Register’s William Petroski, McCoy blamed Iowa House Republicans, not the governor, for killing the project. House Speaker Kraig Paulsen told the Register that his caucus did not see the project as a “wise investment.”

I’ve posted excerpts from yesterday’s story after the jump. Neither McCoy nor Paulsen mentioned that the Iowa House speaker works for a trucking company. The trucking industry generally opposes improvements to rail infrastructure. Paulsen’s closed mind on passenger rail is one reason I was disappointed when he decided against running for Congress.

UPDATE: Added new comments from Branstad after the jump.

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Iowa passenger rail follow-up and discussion thread

In the final days of the 2011 Iowa legislative session, funding for passenger rail was one of the last disputes House Republican and Senate Democratic negotiators resolved. The final deal called for no passenger rail money in the state budget for fiscal year 2012, but left “intent” language describing future state funding to match federal grants for a train route between Iowa City and Chicago. At that time, news reports indicated that legislators would need to allocate $6.5 million toward passenger rail in fiscal year 2013 to keep this project alive, plus $10 million total in subsequent years.

Before the Iowa House and Senate adjourned last week, I saw no mention of passenger rail funding in any reports about the infrastructure budget for fiscal year 2013, which begins on July 1. Wondering whether no news was bad news, I started asking around. What I learned is after the jump, along with new links on the potential for passenger rail across Iowa.

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Iowa legislature trying to wrap up on last day of fiscal year (updated)

The last day of fiscal year 2011 has arrived, and Iowa lawmakers still have not completed work on next year’s budget. Several pieces have cleared the Iowa House and Senate after backroom deals were reached on some contention issues. Notably, House Republicans and Senate Democrats reached a compromise on preschool and K-12 school funding. However, abortion language is still holding up the health and human services budget bill, covering a huge chunk of Iowa government spending.

More details about this week’s budget deal-making are after the jump. I will update this post throughout the day as news emerges from the Iowa House and Senate. Legislators plan to pass a one-month stopgap budget to keep state government funded while Governor Terry Branstad reviews the budget bills that reach his desk. (The governor has the power to item-veto certain appropriations.) As of this morning, the same abortion dispute blocking the health and human services bill is holding up passage of the stopgap budget.

Democratic and Republican negotiators gave up trying to find a compromise on property tax reform earlier this week. Both the Iowa House and Senate have passed property tax reform legislation, but the approaches differ vastly from one another and from Branstad’s preferred approach. If the governor calls a special legislative later this year, property taxes may come back on the agenda.

UPDATE: The last budget bills passed during the afternoon on June 30. The House approved the 30-day stopgap budget, 87 to 7. State representatives who voted no were Democrats Vicki Lensing, Mary Mascher, Mary Wolfe, Cindy Winckler and Beth Wessel-Kroeschell, and Republicans Tom Shaw and Kim Pearson.

The Health and Human Services budget conference committee report passed the Iowa House by a 61 to 33 vote. Most Republicans present voted yes, and most Democrats present voted no. Eight Democrats voted yes: Dennis Cohoon, Curt Hanson, Dan Muhlbauer, Brian Quirk, Andrew Wenthe, Chris Hall, Helen Miller, and Lisa Heddens. Four Republicans voted no: Kim Pearson, Glen Massie, Tom Shaw, and Jason Schultz. In other words, Republicans had the votes to pass the health and human services budget without any support from House Democrats.

The Iowa Senate approved the health and human services budget by a 27 to 18 vote. I don’t know yet who crossed party lines but will update once the Senate Journal containing roll call votes has been published.

After the jump I’ve added more details on the compromise Medicaid abortion coverage language. According to State Senator Jack Hatch, there will be “no change” to the circumstances in which Iowa women can receive Medicaid coverage for abortion costs.

Scroll to the end of this post for closing statements from House and Senate leaders of both political parties. Everyone sounds relieved to see the end of the third-longest session in Iowa legislature history.

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Branstad against funding AFSCME contract, K-12 increases, passenger rail

UPDATE: Click here for more details on the draft budget the governor presented on January 27.

During his regular weekly press conference, Governor Terry Branstad announced today that state departments would have to take cuts because the state can’t afford the salary increases in the two-year contract Governor Chet Culver approved last year with AFSCME, the largest labor union representing state workers. Branstad added that he’s not worried about facing a lawsuit (like the one AFSCME successfully filed against him in 1991) because the Iowa legislature won’t fund the new AFSCME contract. AFSCME members overwhelmingly voted to approve the contract, which includes salary increases of just under 3 percent in fiscal years 2012 and 2013. Branstad wants the union to reopen negotiations.

Citing budget constraints, Branstad said today “he will not request any increase in ‘allowable growth’ in state aid for K-12 school districts base budgets in either of the next two fiscal years.” I believe the Democratic-controlled Iowa Senate will resist that plan.

UPDATE: Doesn’t sound like a way to provide “world-class education” for Iowa kids. Under Branstad’s “no allowable growth” proposal,

a school would not be legally allowed to expand their budgets unless the district sees a surge in enrollment.

Inflation for such things as employee salaries and fuel costs make a no-growth policy virtually impossible for hundreds of Iowa’s district to handle without massive cuts to programs, services and teachers, educational advocates said.

“The only way they can make it up is to cut programs or services and most of the schools have already been doing that,” said Brad Hudson, a lobbyist for the Iowa State Education Association. “Most of the schools have already looked at reductions to music, art and physical education. Now we’re to the point of looking at the elimination of programs and probably larger class sizes.”

Also during today’s press conference, Branstad said he does not favor state subsidies for passenger rail, although he isn’t against communities or railroads subsidizing that service, the Des Moines Register’s Kathie Obradovich reported. Those comments indicate that like Iowa House Republicans, Branstad wants to eliminate about $10 million in state funding needed to secure an $81 million in federal money to extend passenger rail service from the Quad Cities to Iowa City. The federal government awarded the funds last October.

UPDATE: William Petroski has more detail on Branstad’s passenger rail stance:

He noted that the $310 million state-federal project in cooperation with the state of Illinois would include money to upgrade the tracks of the Iowa Interstate Railroad, and he suggested the railroad could be asked to help contribute towards the costs.

“There are two questions: One is the state’s initial requirement and then there is an ongoing subsidy. I am most troubled by the ongoing subsidy. I don’t think we should be in the business of subsidizing passenger train service,” Branstad told reporters. […]

The governor, who will issue his state budget recommendations on Thursday, added that he still hasn’t made a final decision yet about the proposed Iowa City-to-Chicago train.

Branstad continued to advocate for biennial budgeting today. Legislators from both parties are wary of that proposal, because it would in effect increase the governor’s budget transfer powers. The national trend has been away from biennial budgeting, which tends to result in less accurate budget forecasting and greater need for supplemental appropriations than annual budgeting.

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Branstad keeps DOT head Richardson in place for now

Governor-elect Terry Branstad has asked Nancy Richardson to remain head of the Iowa Department of Transportation “through the 2011 legislative session.” Governor Tom Vilsack appointed Richardson to head the DOT during his second term; she was one of the few department heads Governor Chet Culver kept in place. A Branstad press release with background on Richardson is after the jump. It says she “is a strong leader and we appreciate her willingness to serve in the administration as we continue our nationwide search for a new director.”

Perhaps Branstad will take several months to consider DOT candidates from around the country, but he hasn’t been using that kind of process for other appointments announced so far. Shortly after the election, he offered the Department of Inspections and Appeals director job to Rod Roberts, who hadn’t even applied for the position, let alone competed against other possible appointees in an interview.

My first thought on hearing the news about Richardson was that Branstad has already decided on a new DOT director, but for some reason that person isn’t available to start the job until the spring. (The Iowa legislature’s 2011 session begins in January; most years, legislators wrap up their work in April.) It could be someone outside Iowa who needs a few months to relocate, or someone who needs to finish a major project in her/his current job, or perhaps a sitting state legislator who doesn’t want to step down until after the session.

Alternatively, Branstad may have someone controversial in mind for the DOT position. State department heads must be confirmed by the Iowa Senate. If Branstad appoints Richardson’s replacement after the session ends, that person will be able to serve on an interim basis until the Senate considers the nomination in early 2012.

UPDATE: Branstad’s spokesman Tim Albrecht told the Des Moines Register, “We do not have anyone lined up at this time. We are still in the midst of our search, and that is not confined to the borders of Iowa. This is going to be a thorough search to find the right individual.” I wonder why Branstad wants a much more lengthy search for this position than for various other important state departments.

While she stays on the job, I hope that Richardson will help persuade Branstad not to back out of a passenger rail project that would connect Iowa City to Chicago via the Quad Cities. Richardson isn’t a visionary for alternative modes of transportation, but she supported the Culver administration’s efforts to promote passenger rail in Iowa. Branstad said he is reviewing the costs and benefits of the project. The federal government has approved $230 million in funding for the Iowa portion of the rail connection. Republican Senator Chuck Grassley has spoken favorably about the project, and Des Moines business leaders hope the Chicago-Iowa City connection will one day be extended through Des Moines and on to Council Bluffs and Omaha.

Republican governors-elect in Ohio and Wisconsin have rejected federal funding for passenger rail projects. That decision is already costing Wisconsin jobs and will cost Ohio economic development opportunities.

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Branstad not sold on new passenger rail for Iowa

Governor-elect Terry Branstad expressed concern today about the cost of new passenger rail links between Chicago and cities in Iowa.

“Well, I want to analyze the situation,” Branstad said. “I’m very concerned about the federal debt.” Public transportation advocates say if states like Ohio and Wisconsin reject high speed rail, it could stymie projects all across the Midwest. Branstad says he doesn’t want to rush to judgment.

“I want to carefully review and analyze the circumstances and I understand there are concerns about the huge cost of this and how cost effective it is and how much it would really be utilized,” Branstad said.

In late October, the U.S. Department of Transportation announced $230 million in funding for a new Amtrak route connecting Iowa City to Chicago via the Quad Cities. Senator Chuck Grassley has spoken approvingly about the project. A spokesman for the Federal Railroad Administration told me last week, “The money has been awarded.” One question mark is whether the route could be completed if the Iowa legislature declines to fund our state’s share of the costs in future years:

The project will cost $310 million, and Iowa and Illinois will pay pro-rated shares of costs not covered by the federal government. Iowa lawmakers have already appropriated $10 million and need to come up with another $10 million, said Tamara Nicholson, director of the Iowa DOT’s rail office. The state would also pay an estimated $3 million annually in operating subsidies. […]

Train supporters hope the route will someday be extended to Des Moines and Omaha. Des Moines Mayor Frank Cownie has endorsed the idea and Tom Kane, executive director of the Des Moines Area Metropolitan Planning organization, says passenger trains are important to the future of Des Moines and the national transportation system.

“We know that much of the air traffic out of Chicago is for trips of less than 500 miles, so why are we flying? There will also be future congestion on the interstate highway system, particularly from freight and trucks. This will give our transportation consumers a choice,” Kane said.

Kane’s point is valid, but Republican lawmakers would probably rather widen interstate highways, even if that proved more costly than adding rail capacity.

The best hope of bringing Branstad around is a lobbying effort by business interests. Quite a few corporations and business groups support the Quad Cities Passenger Rail Coalition. The Greater Des Moines Partnership and central Iowa Young Professionals Connection back extending passenger rail across Iowa. This year’s chairman of the Greater Des Moines Partnership is Doug Reichardt, who is close to Branstad and was rumored to be on his short list for running mates last year. One of the partnership’s past presidents, Teresa Wahlert, “played a lead role in Branstad’s economic development agenda” during this year’s campaign.

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Record-breaking transit ridership saved Iowans nearly 9,000,000 gallons of gas last year

For Immediate Release – September 23, 2009

Contact: Eric Nost, Environment Iowa, Office: 515-243-5835 Cell: 319-621-0075, enost@environmentiowa.org

Record-breaking transit ridership saved Iowans nearly 9,000,000 gallons of gas last year

Des Moines, IA In 2008, people in Iowa saved nearly nine million gallons of gasoline by riding transit in record numbers – the amount consumed by 15,300 cars. In addition to fuel savings, public transportation reduced global warming pollution here by 80,000 tons. Transportation accounts for more than two-thirds of the nation's dependence on oil, and about one-third of our carbon dioxide pollution Environment Iowa outlined in their new report Getting On Track: Record Transit Ridership Increases Energy Independence.

“People are voting with their feet by driving less and taking more public transportation,” said Eric Nost , state associate with the statewide citizen advocacy organization. “Congress should listen to these voters and invest more in public transportation, which will increase our energy independence and reduce global warming pollution,” Nost added.

Micki Sandquist, executive director of the American Lung Association in Iowa noted, “we support public policies that encourage appropriate mass transit and alternative transportation options. Conservation is always the first and most obtainable goal in any effort to reduce petroleum consumption and the air pollution it causes, and using mass transit is an easy and effective way for anyone to reduce their consumption of petroleum fuels.”

Iowans drove less, with 2.07 million fewer miles driven in 2008 than in the year before – an eight percent drop that was the largest percent decrease in the country. People drove less due in part to volatile fuel prices and decreased economic activity, and many of these car trips were replaced by transit. In fact, ridership increased by five percent above 2007 levels.

“But in spite of the huge potential for transit to reduce oil consumption and pollution, the vast majority of transportation funding is spent on roads,” said Nost. “Instead of spending money to build new highways that only increase our dependence on oil, our leaders here in Iowa and in Congress should drive more money to transit and high-speed rail,” Nost argued.

Andrew Snow, campaign director at the Environmental Law and Policy Center, agreed. “This report demonstrates very clearly that demand for better public transit continues to grow very quickly. While our highways and interstate system are congested with traffic, rail and other transit systems will allow Iowans an efficient option to increase mobility and increase productivity for our people and businesses. I have no doubt that the unprecedented demand for travel within and without the state can and should be met with improved rail and multi-modal transportation options for our citizens. Our economy can't continue to compete without better transportation, and Iowans must be connected to the Midwest transportation network.”

In order to maximize the potential of public transportation to save energy and reduce pollution, Environment Iowa is asking local, state, and federal leaders to:

  •       Issue overarching goals for reducing oil dependence and pollution through transportation, which will guide better policy.
  •       Increase investment in cleaner public transportation, to include transit, high speed rail, and better walking and biking options.
  •       Level the playing field in terms of funding and approving transit projects, relative to road projects. Approval of transit and highway investments should be governed by an equivalent set of rules and matching ratios.
  •       Increase funding for transit maintenance and day-to-day operations, in addition to improving and expanding capacity. Federal, state and local funds should allow for greater flexibility in funding operations – new buses and trains are useless without drivers to drive them and mechanics to maintain them.

In the near term, Environment Iowa is calling on Congress to incorporate the full provisions of CLEAN TEA (the Clean, Low Emissions, Affordable New Transportation Equity Act, S. 575 ), into the climate bill being debated now in the Senate. CLEAN TEA would direct 10 percent of climate bill allowances to clean transportation efforts that will save oil and reduce emissions.

“We hope Senators Grassley and Harkin will support this forward-thinking legislation to lessen dependence on oil and cut pollution,” Nost concluded.

###

Environment Iowa is a state-based, citizen-funded organization working for clean air, clean water, and open space.

The Environmental Law & Policy Center is the Midwest’s leading public interest environmental legal advocacy and eco-business innovation organization.

More promising signs for passenger rail in Iowa

This Sunday Governor Chet Culver is taking a train tour to promote passenger rail in eastern Iowa, similar to the trip he took through western Iowa last month. After the jump I’ve posted a news release from the governor’s office with details on his planned stops in Iowa City, West Liberty, Durant, Walcott and Moline, Illinois, where the Quad Cities’ passenger rail depot will be located. From there Culver will travel to Chicago for the Midwest High Speed Rail Summit on Monday.

The U.S. has ten high-speed rail corridors, and Business Week reported earlier this summer that the Midwestern and California corridors are well-positioned to receive some of the $8 billion in stimulus funds allocated for high-speed rail. A Federal Railroad Administration official spoke favorably of cooperation among eight midwestern governors, including Culver.

Competition for the stimulus rail funding will be stiff. The T4America blog reported last week that 40 states submitted a combined $102 billion in high-speed rail proposals for the $8 billion in stimulus funds. The overwhelming response from states prompted the House Appropriations Committee to allocate $4 billion toward high-speed rail in the coming year. The Obama administration had asked for $1 billion.

The Culver administration deserves praise for recognizing the benefits of passenger rail routes through Iowa to Chicago. The I-JOBS program included $3 million for expanding passenger rail service, and Iowa also has allocated a portion of our transportation funds from the stimulus bill to rail. These investments will help secure future federal funding for the projects. Rail links will benefit many Iowans who cannot drive (including a growing number of senior citizens) as well as those who prefer not to drive or fly.

Iowa Republicans may mock Culver’s commitment to passenger rail, but governors from both parties recognize the economic benefits that strong rail networks can bring. Those who argue that we cannot afford to invest in passenger rail during an economic recession should read this piece by BruceMcF, one of the best transportation bloggers around.

UPDATE: From the Iowa Global Warming Campaign:

Call Tom Latham NOW and tell him to support Passenger Rail in Iowa. He is trying to strip $3billion! 202-225-5476

LATE UPDATE: From Friday’s Des Moines Register:

Plans for a study needed to revive Des Moines-to-Chicago passenger train service have been put on a side track at least until next year, state officials say.

But Amtrak passenger train service to Dubuque and the Quad Cities appears likely in about two years.

Amtrak had been expected to complete a feasibility study sometime this year for twice-daily train service between Des Moines and Chicago. But the railroad has been deluged with requests for studies elsewhere in the wake of a national push to expand passenger train service, Amtrak spokesman Marc Magliari said in Chicago.

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As a result, Amtrak won’t finish the Des Moines study until money issues are resolved to ensure service between Chicago and Iowa City, Magliari said. An Amtrak report in 2008 suggested an Iowa City passenger train could start operating if about $32 million could be obtained to upgrade Iowa tracks and signals. […]

Iowa Department of Transportation Director Nancy Richardson said this week she hopes money issues for the Iowa City train can be resolved by early next year, which would permit work to completed on the Des Moines train study. The state agency is seeking federal economic-stimulus money for the Iowa City project.

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Iowa investing transportation stimulus funds well so far

June 29 was exactly 120 days since the federal government released highway funds to the states as part of the economic stimulus bill (American Recovery and Reinvestment Act). Smart Growth America marked the occasion by releasing a review on how wisely states are spending the transportation money.

The 120-day mark is significant because it is the point by which states and territories are required to have obligated 50 percent of the flexible money granted them for transportation projects by the federal government. The money is meant to stimulate the economy, but also – in the language of the Act – “to invest in transportation, environmental protection, and other infrastructure that will provide long-term economic benefits.”

Iowa received about $358 million in federal highway stimulus funds, and I was pleased to read in Smart Growth America’s report (pdf file) that our state’s allocations compare favorably with those in most other states. Follow me after the jump for more details.  

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Iowa DOT seeking input on passenger transportation funding

I received an action alert from 1000 Friends of Iowa about six important public meetings next week:

The Iowa DOT is presenting Iowans with a golden opportunity to encourage sustainable transportation and land-use before April ends. Whether you feel we need more bike-to-work lanes, passenger rail options, or goals to address climate change – this is your chance to be heard. Six meetings are being held across the state to seek the public’s input on transportation needs.  […] The Statewide Passenger Transportation Funding Study is seeking your input to identify gaps between current public transit, carpool/vanpool programs, intercity bus and rail services, and what you and your neighbors believe are transportation needs.  Using the information from these meetings and through other sources, plans will be made to address Iowa’s future transportation plans.

Event details for the meetings in Ames, Atlantic, Ottumwa, Mason City, Cedar Rapids and Cherokee are after the jump.

Please spread the word among Iowans who would like to see more investment in public transportation and alternatives to driving. You don’t have to be an expert to speak or submit written comments at one of these meetings. Just say a few words about where Iowa’s passenger transportation is lacking and why you’d like to see it improved.

Remember, public transit is not just for big city residents. An express bus or vanpool that takes people from a smaller town to work in a nearby larger city saves riders money while reducing oil usage and greenhouse gas emissions. Last year the weekly Cityview profiled Winterset resident Ann Pashek, who uses the Des Moines Area Transit Authority’s Rideshare program. Taking the van to and from Pashek job in Des Moines saves her thousands of dollars a year, and she can use the commute to “complete work or pay bills that would normally detract from valuable family time.”

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Obama announces plans for high-speed rail funding

LATE UPDATE: This piece by BruceMcF is a must-read: How to build a national high-speed rail system.

President Barack Obama and Transportation Secretary Ray LaHood released a

blueprint for a new national network of high-speed passenger rail lines Thursday, saying such an investment is necessary to reduce traffic congestion, cut dependence on foreign oil and improve the environment.

The president’s plan identifies 10 potential high-speed intercity corridors for federal funding, including California, the Pacific Northwest, the Midwest, the Southeast, the Gulf Coast, Pennsylvania, Florida, New York and New England.

It also highlights potential improvements in the heavily traveled Northeast Corridor running from Washington to Boston, Massachusetts.

The economic stimulus package included about $8 billion for high-speed rail projects, and Obama is seeking an additional $1 billion each year for high-speed rail in the next five federal budgets.

After the jump I’ve got more details on how this funding could benefit Iowa.

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Tell legislators to fund passenger rail in Iowa

Following up on my post from Wednesday, here’s another issue to bring up when you contact your state representatives and senators. (Hat tip to noneed4thneed.)

Iowa Global Warming is calling on supporters to advocate for at least $25 million in passenger rail funding as part of the huge infrastructure bonding package that is likely to pass. $25 million is less than 5 percent of the cost of the bonding bill.

I’m a fan of calling your elected officials rather than e-mailing this late in the session, because I am not convinced they get through all the messages in their in-boxes.

Iowa Senate switchboard: 515-281-3371

Iowa House switchboard: 515-281-3221

If you prefer to e-mail, Iowa Global Warming has made it really easy for you on this page. They also provide some talking points, such as

– The future of our state economy will be determined by the decisions we make now about infrastructure

– Reliable, efficient and economical rail service connecting Iowa to Chicago and other Midwest cities will ensure that Iowa can fully benefit from the regional economy

Iowa Global Warming has a sample letter ready for you to send, although it’s better to put these things in your own words if you have time.

This thread is for discussing anything Iowa progressives should bring up with their representatives and senators before the end of session. Don’t let anyone tell you elected officials don’t pay attention to how many voters they hear from on an issue.  

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Boswell Pushing for Expanding Amtrak in Iowa

Rep. Leonard Boswell is pushing for a feasibility study of Amtrak service from Chicago through Iowa to Omaha.

Iowa's Third District Congressman Leonard Boswell has asked that AMTRAK study the feasibility of extending a proposed Chicago to the Quad Cities passenger train not only to Iowa City and Des Moines, but also on west to Council Bluffs and Omaha. This is the first time that AMTRAK has been asked by a government official to consider extending service beyond Des Moines. AMTRAK, at the request of the Iowa Department of Transportation, is looking at the feasibility of a Des Moines to the Quad Cities and Chicago train. […]

If passenger train services returns in Iowa between the Quad Cities and Council Bluffs-Omaha, it would use the former Rock Island line. Cities along the route from the Mississippi River to the Missouri River include Davenport, Iowa City, Grinnell, Newton, Des Moines, and Atlantic.

I am definitely on board with this idea.

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No Silver Bullet, But Bullet Trains Are a Start

(See also the post from IowaGlobalWarming in the recent diary section. - promoted by desmoinesdem)

In remarkable parallel to the climate crisis, there is no single solution to reviving our economy – it will take a combination of innovative thinking and bold actions to face both challenges. The American Recovery and Investment Act (of which Jesse provides a great summary of energy-related features) illustrates that.

I want to take a moment to talk about one feature in the stimulus bill that occupied one sentence in his summary: high-speed passenger rail.

The American Recovery and Investment Act included a total of $9.3 billion for passenger rail: $8 billion for construction of high speed passenger rail and intercity passenger rail service and $1.3 billion for Amtrak (the National Railroad Passenger Corporation) rail investments. As I was talking about this today, the number of atrocious puns that came up was amazing:

  • “High speed passenger rail can get the economy back on track”
  • “Everyone’s getting on board with passenger rail”
  • “Trains can be a model for environomics*”
  • “The little stimulus package that could”

*environomics refers to developing a sustainable global economy

I could continue with the jokes, but you get the picture. However, I think it is worth noting that not only is there substantial support for high speed passenger rail in Congress (the original amount was $3 billion in the House and $2.25 billion in the Senate – apparently somebody in the conference committee likes us), but there is broad support among the public. Out here in the Midwest, we have been working to gain support and funding for a high speed passenger rail network, with its hub in Chicago. This system would provide high speed service to St. Louis, Cleveland, Detroit, Milwaukee, Madison, the Twin Cities and Omaha. For a little context, the trip from Omaha to Detroit is approximately a quarter of the width of the continental 48 states.

Map from www.midwesthsr.org

What is even more impressive to me is how rail can really be a model for how to actually engage diverse players in building a sustainable economy. Here in Iowa, we are building a coalition of labor, business and youth organizations (in addition to the traditional environmental groups) to work together on getting high speed passenger rail approved this year. And we’re not just talking liberal groups either. For example Jan Michaelson, a local conservative talk show host, had nothing but good things to say about rail when Andrew Snow from Iowa Global Warming joined his show this week. Talk about finally moving past partisanship – rail is one of the clearest vehicles to make this a reality (no apologies for the pun).

There are plenty of issues that can build a diverse base of support, but the thing is, high speed rail visibly makes lots of people’s lives easier. Upgrading building efficiency largely goes unnoticed except for electricity bills; people don’t see the wind energy powering their homes. But talk about saving yourself the hassle of driving several hours, not having to drive through traffic, and oh, did I mention that rail is about 3 times as efficient as driving and 6 times as efficient as flying. Oh, and hundreds to thousands of jobs will be created through construction and operation.

Rail has broad support, has a significant improvement in the ease of travel and will save countless vehicle miles traveled (well, you probably could count them, but it would keep you very busy). We can use rail as a way to build successful and diverse coalitions which we can then continue to work with to advance the less visible, less sexy aspects of sustainability. These relationships will be crucial to mobilizing society-wide action.

All aboard!

Originally posted on It’s Getting Hot In Here

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Recovery Act Invests $9.3 Billion to Expand High-Speed Rail

Recovery Act Invests $9.3 Billion to Expand High-Speed Rail

FOR IMMEDIATE RELEASE
February 13, 2009

Recovery Act Invests $9.3 Billion to Expand High-Speed Rail in America

The final version of the Economic Recovery and Reinvestment Act now before Congress includes an unprecedented $8 billion investment in high-speed rail. In addition, Amtrak will receive $1.3 billion to
rebuild trains and improve its capacity.

“We commend President Obama and Congress for helping to get America moving again with modern trains,” said Howard Learner, Executive Director of the Environmental Law & Policy Center. “Investing
in high-speed rail projects will put people to work quickly, create new economic opportunities, increase mobility and reduce traffic congestion and pollution.”

The $8 billion made available through the Economic Recovery and Reinvestment Act will be awarded competitively to states to improve passenger rail service, primarily on those corridors where 110 mph
service is proposed. Funds can also be used on conventional rail projects that relieve congestion. The Midwest is very well positioned, with federally designated high-speed rail corridors radiating out in a
hub-and-spoke network from Chicago to St. Louis, Cleveland, Detroit, Milwaukee, Madison and the Twin Cities.

“The Environmental Law & Policy Center has long called for the development of a Midwest high-speed rail network. Governors and state Departments of Transportation have embraced high-speed rail as
modern, fast, comfortable and convenient. We have done the homework and prep work. These projects are now ready to build,” said Learner. “We look forward to working with the states to meet Congress’s challenge to rebuild America with cleaner transportation.”

“Congress has moved on the right track toward economic recovery,” said Learner. “Investing in modern, high-speed rail is an important down payment on America’s transportation future.”

###

NOTE: Due to very high web traffic, the bill itself is difficult to download from Congress’s website. ELPC has made the documents available on its website at:
http://elpc.org/american-recovery-and-reinvestment-information

The Environmental Law and Policy Center is the Midwest’s leading public interest environmental legal advocacy and eco-business innovation organization.

www.elpc.org

www.iowaglobalwarming.org

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Open thread on good news and bad news in the stimulus bill

It didn’t take long for representatives and senators to reach a compromise on a $790 billion stimulus bill. Chris Bowers posted a good summary of the bill at Open Left. Senate Majority Leader Harry Reid’s selling point is that the bill that came out of conference creates more jobs than the original Senate bill while spending less money than the original House bill.

I don’t believe the bill is large enough to do the job it’s supposed to do, especially since it still contains costly measures that won’t stimulate the economy much (such as fixing the alternative minimum tax, which hits high-income Americans).

I hope President Barack Obama will take a tougher line in future negotiations with Congress. He did too much pre-compromising with Republicans, to the detriment of the final bill. His original suggestion of an $800 billion price tag for the stimulus, seen by some as a “floor” that would increase when Congress got to work, became a “ceiling” above which any bill was viewed as too expensive.

He also included too many non-stimulative tax cuts in his original proposal to Congress. Predictably, Republicans demanded (and got) even more concessions, even though none of them voted for the bill in the House and only three voted for it in the Senate.

Bowers noticed one Q and A from Obama’s prime-time press conference the other night, which hints that the president learned a lesson about negotiating from this experience.

Bowers believes that “The deal isn’t perfect, but it is still probably the best piece of legislation to pass Congress in, oh, 15 or 16 years.”

David Sirota is also mostly pleased:

I’m not happy that the stimulus bill was made less stimulative by reactionary Republicans and embarrassingly incoherent Democrats. I’m also not happy that direct spending on infrastructure/social programs comprises a miniscule 4.6% of all the government funds spent to deal with this economic crisis. However, considering how far progressives have pushed the debate, I’d say the deal on the economic stimulus package is a huge victory.

Remember, only months ago, the incoming administration and the Congress were talking about passing a stimulus bill at around $350 billion. Remember, too, that Obama started out pushing a stimulus package chock full of odious tax cuts. Now, we’ve got a bill that’s $790 billion (including a sizable downpayment for major progressive priorities) and stripped of the worst tax cuts.

Your opinion of the stimulus may depend on which issues you care about most. Open Left user WI Dem noticed that the compromise bill included more funding for high-speed rail but less for urban public transit, which “has a far greater effect on CO2 [emissions] and on people’s daily lives.”

Via the twitter feed of Daily Iowan opinion writers, I found this piece by Climate Progress on “what’s green” in the stimulus compromise.

The Republican Party is already planning to run ads against 30 Democrats who will vote for the stimulus. It makes sense for the GOP to bet against the stimulus, because they won’t get credit if it succeeds, and their best hope for a comeback in the next election cycle is for Democrats to fail. The main risk for them is that if the stimulus package succeeds, the upcoming advertising campaign people could make more people remember that Republicans tried to stand in its way.

Speaking of Republican propaganda, contrary to what your wingnut friends may tell you, the stimulus bill does not earmark $30 million to save “Nancy Pelosi’s mouse.” It does include some funding for federal wetlands restoration, however.

UPDATE: TPM’s Elana Schor provides surprising proof that no politician is wrong 100 percent of the time. Apparently Senator Tom Coburn of Oklahoma got a $2 billion “clean coal” earmark out of the stimulus bill.

Greg Sargent explains how “Pelosi’s mouse” went from fabrication to talking point for right-wing television pundits.

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Government spending is better economic stimulus than tax cuts

Paul Rosenberg has an outstanding post up at Open Left on a report by Mark Zandi, the chief economist and co-founder of Moody’s Economy.com. Zandi analyzed different types of tax cuts and government spending in terms of “fiscal stimulus bang for the buck.”

Click here to view the chart showing his conclusions. Various types of government spending all delivered much more stimulus to the economy than even the most effective tax cuts.

Temporary increases in food stamps carried the most “bang for the buck,” $1.73 for every federal dollar spent. That’s because food stamp money goes into the hands of people who will spend it right away. Not far behind was extending unemployment benefits (which also helps people likely to spend money quickly) and government spending on infrastructure (which creates jobs).

Zandi found that even the government spending that delivered the least bang for the buck, general aid to state governments, still generated $1.38 for every federal dollar spent.

On the other hand, most tax cuts generated far below $1 for the economy for every dollar they cost the federal government. That’s particularly true for the tax cuts Republicans tend to favor, which mainly benefit high-income Americans or businesses. These generate between 25 and 50 cents for the economy for every dollar they cost the federal government.

By far the best tax cut for stimulating the  economy, according to Zandi, was a payroll tax holiday, which generates $1.28 for every dollar it costs. However, a payroll tax holiday still ranked significantly below various types of spending in terms of “bang for the buck.”

Rosenberg created a second chart combining Zandi’s figures with job creation numbers from the Center for Economic Policy and Research. It shows that millions more jobs would be created by $850 billion in spending compared to $850 billion in tax cuts.

Not only does government spending create more jobs and stimulate more consumer spending, it can also accomplish tasks that benefit the community as a whole. For instance, everyone who uses a bridge benefits from maintenance that prevents that bridge from collapsing. Thousands of travelers could take advantage of improved passenger rail service, which would also reduce greenhouse-gas emissions compared to driving or flying. For those reasons, I agree with the Iowa legislators who have advocated more rail funding in the stimulus bill.

Yesterday the Iowa Environmental Council provided another excellent example of how stimulus spending could produce both jobs and cleaner water in many Iowa communities:

IOWA ENVIRONMENTAL COUNCIL

For Immediate Release

February 2, 2009

More money needed in stimulus for clean water infrastructure

The Iowa Environmental Council is encouraging U.S. lawmakers to increase clean water infrastructure funding in the economic stimulus plan, now under consideration in Congress. The House version of the stimulus package currently includes $8 billion and the Senate bill $4 billion for clean water infrastructure. The EPA estimated the cost of meeting our clean water infrastructure needs at $580 billion during the last assessment in 2004, according to a GAO report.

In Iowa alone, the Department of Natural Resources estimates water infrastructure needs to be over $618 million over the next two to three years.

According to Susan Heathcote, water program director for the Iowa Environmental Council, 87 of these projects, with a total cost of $306 million, could be underway in three to four months if the necessary funding were made available.

Sixty-six communities in Iowa do not have a public sewer system and 21 communities need help to upgrade their drinking water systems says Heathcote.

“These needs combined with the fact that we could have shovels in the ground as soon as funding becomes available make them perfect candidates for funding under the nation’s economic stimulus package,” said Heathcote.

In letters to Iowa Representative Boswell and Senators Harkin and Grassley, Heathcote outlined Iowa projects that could proceed immediately with available funding:

·         25 communities with sewage treatment plant projects, with estimated needed loan amounts of $165 million.

·         41 small unsewered communities, with estimated total cost of $72 million.

·         21 communities with need for upgrades to their drinking water systems, with an estimated total cost of $69 million.

Heathcote says, in addition to the new water projects outlined above, Iowa communities also need help to address ongoing efforts to separate outdated combined sewer systems and to repair or replace aging sanitary sewer system pipes. Until this work is completed, Iowa communities must continue to deal with the public health threat from frequent failure of sanitary sewer systems that result in discharges of untreated sewage into Iowa rivers.

“While we are addressing our ailing economy, why not make a real investment in clean water?” said Heathcote.

### End ###

Maybe Senator Chuck Grassley, who derides the stimulus spending as “porkulus,” needs to hear from Iowans living in communities with substandard sewage systems and drinking water that could be a lot cleaner. You can reach his office by calling (202) 224-3121.

President Barack Obama and Democratic leaders in Congress need to do a better job explaining to the public that the spending in the stimulus bill would directly boost the economy much more than tax cuts.  

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Kiernan can't do it alone

Congratulations to Des Moines City Council member Michael Kiernan, who was elected to chair the Iowa Democratic Party on Saturday, along with First Vice-Chair Sue Dvorsky, Second Vice-Chair Chris Peterson, Treasurer Ken Sagar and Secretary Dori Rammelsberg-Dvorak.

I was pleased to read Kiernan’s remarks from his first press conference:

“We have over 100,000 new registered voters in this state who are Democrats, hundreds of new activists. I think our key is to keep these folks in the party, to bring them home permanently. I think they’ve stopped by for a visit, and it’s our job to reach out to those new voters and bring them home permanently.”  

Kiernan said Democrats will use new technology, social platforms and grassroots engagement to bring additional people into the party and bring newly registered Democrats home to roost.

“Now it’s about telling these folks that they’re welcome in our party and making sure that they know they have a seat at our table permanently” […]

Kiernan echoed these points in the press release from the Iowa Democratic Party, which I’ve posted after the jump.

It’s good to know the IDP’s leader understands that we can’t count on first-time Democratic voters to continue to support the party. This is especially true because President Barack Obama will not be on the ballot in 2010. Many newly-registered Iowa Democrats were mobilized by Obama’s presidential campaign.

Kiernan noted his family’s tradition of “Democratic public service” on Saturday. He seems to be no more than two degrees of separation removed from anyone who’s anyone in Iowa Democratic circles. Tom Harkin held one of his first steak fry events at the Kiernans’ family farm.

I expect that this political legacy will greatly shorten Kiernan’s learning curve as the new party chairman. His mother, Joan Kiernan, has been a Democratic activist for decades and served as the IDP’s secretary in the past.

Michael Kiernan has also had a close-up view of election campaigns at all levels. His father ran successfully for the Madison County supervisors. His mother was involved in Dick Gephardt’s presidential campaigns. Michael Kiernan managed Chet Culver’s first bid for secretary of state in 1998 and Preston Daniels’ successful mayoral campaign in Des Moines the same year. He also won a special election for a seat on the Des Moines City Council in 2004. (He has not disclosed whether he plans to seek re-election to that position this fall.)

With this extensive campaign experience, Kiernan has seen what works and what doesn’t work for Iowa Democrats. That’s bound to help the IDP’s “coordinated campaign” going into the 2010 midterms. The national political environment is likely to be less favorable for Democrats than it was in 2006 and 2008, so the IDP will have to be at the top of its game in getting out the vote. (It can’t hurt that Kiernan is on good terms with labor union officials.)

Turnout is always lower in midterm elections. In 2006, about 1.05 million Iowans cast ballots for governor, whereas turnout in the most recent presidential election was about 1.5 million. Clearly not all of the newly-registered Democrats will vote in 2010, but even if only half of them turn out, that could give Democrats a significant advantage.

Kiernan and other party leaders can do plenty to build on the IDP’s success with early voting, but the mechanics of GOTV efforts won’t be enough to keep new voters in the Democratic fold.

Here’s where Governor Chet Culver and the Democratic leadership in the state legislature come in. Coasting on the usual advantages of incumbency is not going to be enough, especially if the economy is still in bad shape in 2010.

The best way to change Iowa from a purple state to a blue state is for Democratic elected officials to deliver real, lasting change. That will involve taking on some big problems despite the political risks. In a time of budget scarcity, state legislators can’t just throw money at a lot of popular programs.

Nothing succeeds like success. If Democrats can show that their governance made a tangible difference in the lives of Iowans, it will be easier to give voters a reason to back Culver and Democratic legislators again in 2010. I’ve got a few suggestions:

-Reduce the influence of money in politics by approving a voluntary “clean elections” system on the model of Maine or Arizona;

-Reject new coal fired power plants (as several of our neighboring states have done) and increase our capacity to generate wind and solar power;

-Allow “local control” of large hog confinements (agricultural zoning at the county level);

-Make progress toward providing light rail in the Ames/Ankeny/Des Moines and Iowa City/Cedar Rapids corridors.

I can’t say I’m optimistic about the Democratic leadership taking on any of those tasks, because powerful corporate interests could line up against them.

But I am convinced that we need to have something big to show for four years of Democratic control at the statehouse and Terrace Hill. Give Kiernan something to sell to the voters he’s trying to keep in the Democratic fold.

The IDP’s press release announcing Kiernan’s election is after the jump.

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What kind of politicians make history?

The Des Moines Register ran a piece on New Year’s Day called Culver resolves to leave as premier Iowa governor:

Gov. Chet Culver, who plans to run for re-election in 2010, gave himself overall high marks for his first two years in office during an exclusive, year-end interview with The Des Moines Register this week.

Some of the accomplishments he touted include improvements to health care coverage for children, expanded preschool, alternative energy incentives and efforts to help Iowa in flood recovery.

Culver has a picture of former Iowa Gov. Horace Boies on the wall of his office at the Capitol, which he uses as inspiration.

“Some people say he’s the best governor we ever had and that’s my goal: To try to be the best governor we ever had, and I’ve got a lot of work to do to achieve that goal,” Culver said.

I don’t know a thing about Horace Boies, but the piece got me thinking about what Culver would have to do to go down in history as the best governor Iowa ever had.

What makes a governor, or any elected official, memorable in a good way for decades after leaving office?

Some politicians make history instantly by being the first something-or-other to reach a particular position. Whether Barack Obama turns out to be a great president or achieves as little as Millard Fillmore, he’ll be remembered for centuries as the first black man elected president.

Culver’s not going to be remembered for being the first of anything.

Some politicians are good at winning elections but don’t leave much of a legacy. Terry Branstad never lost an election and served four terms as governor of Iowa, but he’s not going to make anybody’s “best governors ever” list.

Bob Ray was a good man and had a lot of crossover appeal. He was re-elected by big margins. (He was the only Republican who ever got my mother’s vote, as far as I know.) He was tolerant and even encouraged foreign immigrants to move here, which may be hard to believe if you’ve only ever known Republicans since 1990. I don’t know whether Ray had any big accomplishments historians will be talking about far into the future, though.

If Culver does an adequate job governing Iowa through a difficult economic stretch, he should be able to win re-election. But if he wants to be remembered 50 or 100 years from now, he’s going to have to do something big to change business as usual in this state.

On January 1 former Senator Claiborne Pell of Rhode Island passed away at age 90. He’s been out of the Senate for more than a decade, he represented a small state, and according to his obituary he was a weak chairman of the Senate Foreign Relations Committee.

Nevertheless, people remember him because Pell Grants have helped thousands and thousands of Americans go to college. Millions of Americans have a friend or relative who received a Pell Grant. The grants may not be large enough to meet the need and have not increased at the same rate as college tuition, but they have improved people’s lives in a tangible way.

Lots of people serve in Congress for decades without ever achieving anything as significant as establishing the Pell Grant program. They may be more politically skilled than Claiborne Pell, but they won’t be remembered in the same way. He was passionate about expanding opportunities for children of modest means, and he made lasting change toward that end.

I don’t know what issues are particularly important to Culver. From my perspective, he needs to be ambitious about achieving some goal that benefits large numbers of Iowans. He’s more fortunate than Tom Vilsack, because the Republicans are not in a position to block his agenda in the legislature. He may need to spend political capital to get the Democratic leaders in the statehouse to back him, but he’s got a better chance than Vilsack to make big changes.

I haven’t seen Culver take a lot of political risks during his first two years. He’s done good things, like raising the minimum wage, making health care accessible for more children and allocating more money to the Main Street program. He’s tried to do other good things, like expand the bottle bill to include juice, water and sports drinks (the legislature did not approve that measure).

But Culver is not out there on any controversial issue. He said he was for local control over siting of large hog lots (CAFOs) when he was running for governor, but he hasn’t done anything to get the legislature to pass agricultural zoning. I don’t expect that to change, even though the Iowa Democratic and Republican party platforms ostensibly support “local control.”

When the legislature debated the TIME-21 proposal to increase transportation funding, Culver did not get behind efforts to increase the share of funds devoted to freight and passenger rail, public transit or maintaining existing roads. As a result, it’s possible that new road construction will consume all of the extra money allocated to transportation.

Culver supports renewable energy, but he hasn’t taken a position on the new coal-fired power plants proposed for Waterloo and Marshalltown. Nor has he leaned on the legislature to pass an ambitious renewable electricity standard (for instance, requiring that 20 percent of electricity come from renewable sources by 2020). That kind of mandate would require utilities to ramp up clean energy production more quickly.

Faced with a major revenue shortfall, Culver took the relatively safe path of imposing a hiring freeze, reducing out-of-state travel, and then cutting spending across the board by 1.5 percent.

Perhaps the Popular Progressive blog was right, and Culver should have spared some state agencies from cuts while imposing deeper cuts on the agencies that are not performing as well.

Depending on what Culver cares about most, and what he views as achievable, he could secure his legacy in any number of ways.

He could become the governor who made sure Iowa’s water was cleaner when he left office than when he arrived. But that would require addressing some conventional agricultural practices that cause runoff problems. Obviously, the groups backing the status quo in agriculture are quite powerful.

Culver could become the governor who took the climate change problem seriously and put us on track to reduce our carbon-dioxide emissions. That means getting behind the recommendations of the Iowa Climate Change Advisory Council and making sure budget constraints don’t become an excuse for doing little to promote clean, renewable energy.

Culver could become the leader who helped solve our budget problems by restructuring government to save taxpayers money without reducing essential services. That might require treading on politically dangerous territory. Maybe Iowa needs to take radical steps to save money, like reducing the number of counties.

My list is not exhaustive, so feel free to add your ideas in the comments.

I’ll wager that anything big enough to put Culver on the all-time great governors list would be risky for him to pursue. He might fail to secure the legislature’s backing and come out looking ineffective. Also, some policies with long-term benefits may be unpopular in the short term, either with the public or with well-funded interest groups.

Playing it safe may give Culver a better chance of being re-elected, but at a cost to his potential legacy.

What do you think?

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Will Blue Dog power decline in the next Congress? (updated)

Many a bad bill has passed the U.S. House of Representatives with the votes of Republicans and Democratic “Blue Dogs.” These representatives call themselves “moderates” or “centrists,” and you often find them voting with corporate interests, against the majority of the House Democratic caucus, when the chips are down.

This Washington Post article about the upcoming debate over an economic stimulus bill cites Representative Baron Hill of Indiana as “incoming co-chairman of the Blue Dog Coalition, a caucus of 51 fiscally conservative House Democrats.”

Hill wants the economic stimulus money to go toward road and bridge construction, whereas others would like to see more of the money spent on “green jobs” and infrastructure projects that are more environmentally friendly than building new roads. Progressives would like to spend the transportation money on fixing our existing roads and bridges while expanding public transit and rail.

Friends of the Earth has launched a campaign to “keep the economic stimulus clean”:

Transportation in the U.S. is responsible for 30 percent of our global warming pollution and 70 percent of our oil consumption. We cannot solve the energy and climate challenge without making our transportation system far cleaner and more efficient.

President-elect Obama and the congressional leadership are moving quickly to pass an economic stimulus package that creates green jobs with a new, clean energy infrastructure. Public transportation, smart growth and green transportation alternatives are a crucial part of this effort.

Unfortunately, the road-building lobby is attempting to hijack this bill and divert billions of dollars to the construction of new, unnecessary roads, highways and bridges that would deepen our nation’s dependence on oil and increase greenhouse gas emissions.

Click here for more details about the economic and environmental consequences of letting new road construction dominate the stimulus bill.

Getting back to the title of this diary, Matt Stoller read that Washington Post piece about debates over the stimulus and was intrigued to learn that Hill claims 51 members for the Blue Dog Coalition:

Last session, there were 49 Blue Dogs, and during the election season the caucus continually bragged about how they would add a substantial number of new members in 2009.  Still, their PAC didn’t give to very many Democratic candidates, two Blue Dogs lost reelection, and a bunch of their candidate prospects lost.  If it’s true that the Blue Dogs have only increased their number by 2, and I’m not sure it is, then they really are far weaker in the House than they were from 2006-2008.  There are 257 Democrats in the next Congress and 178 Republicans.  While the Blue Dogs are still a swing bloc, they only have 11 votes to give.  That’s not very many, considering that this number assumes all Republicans always vote with the Blue Dogs.  If Republicans split off from their caucus on certain votes, even small numbers of Republicans, then Blue Dog priorities are far less likely to matter overall.

Leonard Boswell (IA-03) is the only Iowa Democrat in the Blue Dog group. Once the new House convenes, it will be interesting to see how the Blue Dogs compare in number to the Progressive Caucus, which had 71 members in the last Congress, including Dave Loebsack (IA-02). My hunch is that the Progressive Caucus will add a lot more new members than the Blue Dogs.

After the new year I’ll try to find out how many members Bruce Braley (IA-01) was able to recruit to the Populist Caucus he is forming.

Whether or not Blue Dog power declines in the House, it may be on the rise in the Senate. Senator Evan Bayh of Indiana is setting up a Blue Dog caucus in the upper chamber. Although Senate Majority leader Harry Reid’s spokesman claims Reid is “upbeat” about Bayh’s plans, it’s likely that the Senate Blue Dogs will collude with Republicans to obstruct Barack Obama’s agenda.

Matthew Yglesias advanced a very plausible hypothesis about Bayh’s move:

With Republicans out of power, the GOP can’t really block progressive change in exchange for large sums of special interest money. That creates an important market niche for Democrats willing to do the work. It was a good racket for the House Blue Dogs in 2007-2008 and there’s no reason it couldn’t work for Senate analogues over the next couple of years.

Let’s hope the memory of the 1994 Republican landslide will induce conservative Democrats not to block most of Obama’s agenda. The Democrats who ran Congress in 1993 and 1994 wanted to show Bill Clinton who was boss, but the effect was to make Democrats look incompetent, depressing Democratic base turnout in 1994 and turning swing voters toward the Republicans.

On the other hand, I would not underestimate the Blue Dogs’ willingness to do what big money wants, whether or not it’s good for the Democratic Party.

Share any relevant thoughts in the comments.

UPDATE: Kagro X notes that the Progressive Caucus seems to be a more cohesive voting bloc than the Blue Dogs, which is surprising.

Meanwhile, Chris Bowers argues persuasively than the Blue Dogs have achieved little on their alleged signature issue of “fiscal responsibility”:

If the Blue Dogs only exist in order to promote “fiscal responsibility,” isn’t it pretty clear that, rather than getting their way, they have actually failed across the board over the last eight years? From the Bush tax cuts, to soaring deficits, to making exceptions for war, to making exceptions for bailouts, to making exceptions to stimulus packages, the Blue Dogs have completely and utterly failed at their stated primary policy area and done so at every available opportunity.

The only actual successes of the Blue Dogs appear to be the [Foreign Intelligence Surveillance Act] re-write and blank check funding for Iraq. It is notable that 38 of the 47 Blue Dogs voted in favor of both these measures, which jointly render a member a “Bush Dog” in Open Left’s terminology. Given that 70 House members voted in favor of both those measures, the Democratic defectors on those issues were clearly spearheaded by the Blue Dogs.

Mainly, I am impressed that Blue Dogs keep earning press that describes them as fiscally responsible and wildly powerful, when the record shows otherwise. When offered opportunities to actually clamp down on spending over the last two years, the Blue Dogs have balked at every turn, favoring blank check funding for Iraq, blank check funding for the bailout, and massive funding for the economic stimulus. That a group of House members can do all of this and still be described as both “fiscally responsible” and “powerful” is pretty impressive. Maybe what we progressives really need is to hire the Blue Dogs’ PR people.

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A Republican for Transportation Secretary and more reaction to Obama's cabinet picks

President-elect Barack Obama has apparently decided to appoint retiring Republican Congressman Ray LaHood of Illinois as Secretary of Transportation. LaHood was elected to the U.S. House in the 1994 landslide. He decided not to run for re-election this year because “It’s not any fun being in the minority.” (Are you listening, Tom Latham?)

An Illinois blogger writes that LaHood doesn’t have much of a record on transportation issues, although he has voted for more public transit funding and more passenger rail service on Amtrak.

At Grist, Ryan Avent sees three possibilities:

  1. Obama doesn’t intend the DOT secretary to do the heavy lifting on his transportation policies,

  2. Obama doesn’t really care about transportation, and

  3. It isn’t true.

But I agree with the reader who suggested a fourth possibility:

4) Obama knows this guy personally, finds him to be a trustworthy sort.  

I am going to hope for number 4 and that Obama will have LaHood implement the transportation priorities Obama and Biden believe in. Expanding passenger rail is one of the biggies.

Incidentally, LaHood was one of the leaders of the impeachment proceedings against Bill Clinton. Let’s hope he won’t try to undermine Obama’s presidency as well.

Regarding Obama’s choice of Senator Ken Salazar for Secretary of Interior, some environmental groups are concerned. He’s far from the environmental champion they were hoping for in Congressman Raul Grijalva. Kate Sheppard has more on the environmental community’s mixed feelings on Salazar at Grist.

However, the Sierra Club praised Salazar, as well as Tom Vilsack, in this press release.

In this Daily Kos diary, Kula 2316 provides more reaction to Obama’s choice of Vilsack for Secretary of Agriculture.

Share any relevant thoughts in the comments.

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Open thread on playing it safe or being bold

Over Thanksgiving my family (all Barack Obama voters in the general) were talking about what we’d like to see him do as president. One of my biggest concerns about Obama has always been that he would compromise too much in the name of bipartisanship and not seize the opportunity to get groundbreaking legislation through Congress. I’ve also worried that he would water down good policies that threaten to significantly bring down his approval rating.

From my perspective, Bill Clinton’s presidency was not very successful for a lot of reasons. Some of them were his fault: he put the wrong people in charge of certain jobs, and he picked the wrong battles and listened too much to Wall Street advisers when it came to policy.

Some things were not Clinton’s fault: the Democrats who ran Congress in 1993 and 1994 were not always interested in working with him, and the leaders of the Republican-controlled Congress were more interested in destroying his presidency than anything else.

After getting burned in the 1994 elections, Clinton hired Dick Morris as a political adviser and moved to the right in order to get re-elected. He served a full two terms, but he didn’t leave a mark on this country. His greatest achievement, balancing the budget, was undone quickly by his successor. Many smaller successes on environmental and social policies were also reversed by George Bush’s administration.

Clinton approved a bunch of good presidential directives, especially on the environment, during his last 60 days in office. Doing them years earlier would not only have been good policy, it also would have prevented Ralph Nader from gaining so much traction in 2000.

Clinton left some very big problems unaddressed, like global warming and our reliance on foreign oil, because the obvious solutions to these problems would have been unpopular.

Compare Clinton’s legacy to that of Lyndon Johnson. Although Johnson made terrible mistakes in Vietnam (continuing and compounding mistakes made by John F. Kennedy), he enacted a domestic agenda that changed this country forever. Some of Johnson’s achievements were popular (Medicare), while others cost the Democrats politically in many states (the Civil Rights Act). But Johnson did not shy away from big change on civil rights because of the political cost.

I understand that no president will ever do everything I’d like to see done. I’d be satisfied if Obama enacted a groundbreaking, lasting improvement in one or two big areas, like health care or global warming. The right policies often have powerful enemies. I would rather see Obama get good laws passed to address a couple of big problems, even if doing so costs him the 2012 election.

My fear is that in Obama will end up like Bill Clinton–a two-term president who didn’t achieve anything that will continue to affect Americans’ lives four or five decades down the road.

If Obama only goes to the mat to accomplish one or two big things, what should they be? Keeping his promise to end the war in Iraq? Getting universal health care through Congress? Taking real steps to address climate change? Enacting a huge public-works program to deal with unemployment? Building high-speed rail connecting major American cities?

Would you be satisfied with progress in one or two areas, even if it meant that Obama was not re-elected in 2012?

After the jump I’ve posted a “meme” on being bold in your personal life, which is going around some of the “mommy blogs.” Some of the questions have more to do with luck or having money than with taking risks or being bold, though.

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How bad is this economy?

Worse than you thought:

Skittish employers slashed 533,000 jobs in November, the most in 34 years, catapulting the unemployment rate to 6.7 percent, dramatic proof the country is careening deeper into recession.

[…]

As companies throttled back hiring, the unemployment rate bolted from 6.5 percent in October to 6.7 percent last month, a 15-year high.

“These numbers are shocking,” said economist Joel Naroff, president of Naroff Economics Advisors. “Companies are sharply reacting to the economy’s problems and slashing costs. They are not trying to ride it out.”

The unemployment rate would have moved even higher if not for the exodus of 422,000 people from the work force. Economists thought many of those people probably abandoned their job searches out of sheer frustration. In November 2007, the jobless rate was at 4.7 percent.

I knew things were bad (I have a couple of friends who’ve been laid off this fall), but I am surprised the monthly job-loss total is worse than at any time since 1974. That is terrible.

At Daily Kos, TomP has Barack Obama’s response to the unemployment numbers. Excerpt:

At the same time, this painful crisis also provides us with an opportunity to transform our economy to improve the lives of ordinary people by rebuilding roads and modernizing schools for our children, investing in clean energy solutions to break our dependence on imported oil, and making an early down payment on the long-term reforms that will grow and strengthen our economy for all Americans for years to come.”

It looks like Obama will try to fold a lot of energy and infrastructure programs into a large economic stimulus bill early next year. That’s a smart approach, but I hope he won’t make too many concessions to boondoggles like “clean coal.” Also, I would hope that a large portion of the infrastructure spending goes on fixing and maintaining current roads and bridges, along with expanding rail travel. Too often federal spending on the transportation sector goes largely toward new road construction.

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Obama administration wish list open thread

A Siegel wants aggressive action to green our country’s school buildings, which is a “win-win-win-win strategy” because it would:

# Save money for communities and taxpayers

# Create employment

# Foster capacity for ‘greening’ the nation

# Reduce pollution loads

# Improve health

# Improve student performance / achievement

The whole piece by A Siegel is worth reading.

Picking up on Vice President-elect Joe Biden’s speech to the National Governors Association, in which he advocated greater investment in rail transit, BruceMcF wants a comprehensive rail electrification program. Click the link to read more, because BruceMcF is one of the most knowledgeable transportation bloggers around.

Neil Hamilton, director of the Agricultural Law Center at Drake University, wants Barack Obama to establish

a New Farmer Corps and set a 10-year goal of establishing one-half million new farms in the United States.

The New Farmer Corps would link his advocacy for public service with an initiative to plant the next generation of America’s farm families. The program would assist current owners to transfer land and offer new farmers training, capital and markets to make their farms thrive. It would encourage states and counties to plan for supporting new farmers. […]

The New Farmer Corps would build on existing efforts, such as Iowa’s voluntary land-link program, which matches aging farmers with young families seeking a start. It would harness loans offered by USDA and Farm Credit banks, but supplement them with benefits new farmers could earn by caring for the land, conserving energy and producing healthy food. Congress could authorize education, training and health benefits to families investing their sweat, labor and dreams on rural and urban farms.

America has no shortage of people eager to put their hands in the soil to feed us. Thousands of potential new farmers exist – college students laboring on urban farms, farm kids hoping to continue the family tradition, and immigrants and refugees who brought their agrarian legacy to America. What we lack is a coordinated, creative national effort.

The New Farmer Corps could succeed by supplementing current efforts with new funds and tax incentives, such as Iowa’s tax break for owners who make land available to new farmers rather than holding it until death. The New Farmer Corps could offer special training and credit incentives for veterans returning from Iraq and Afghanistan, so they can join the ranks of America’s farmers and continue serving, but in more pastoral and nurturing ways.

Speaking of agriculture, jgoodman wants better organic standards for livestock production.

TomP wants Obama to keep his promise to make the Employee Free Choice Act the law of the land.

What’s on your wish list for the new administration?

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