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No earmarks?

Texan

Well-known member
Chicago high-speed rail may get stimulus $

February 22, 2009
FROM ASSOCIATED PRESS

WASHINGTON — The Republicans attacking President Barack Obama’s economic stimulus package point to a project they dub the “Sin Express” — a high speed rail link between Anaheim, Calif., site of Disneyland, and Las Vegas.

Not so fast.

In fact, competition for the $8 billion in mass transit construction is just beginning. Backers of numerous other planned high-speed rail corridors around the country are making their case for the money.

They notably include a Midwest initiative long supported by someone with even more clout than Sen. Harry Reid, D-Nev., who strongly supports the Anaheim-Las Vegas line. That would be former Illinois Sen. Obama.

It was Obama’s White House that, in the final hours of negotiations over the $787 billion stimulus bill, sought and won the big sum for high-speed rail projects, far above what either the House or Senate had passed. Reid was happy to agree but there’s no guarantee the Anaheim-Las Vegas line will win dollars, to be determined by the Transportation Department.

Also in the running are proposed high-speed corridors in the Northeast, the Northwest, Florida and the South.

Howard Learner, president of the Chicago-based Environmental Law and Policy Center, a group promoting a Midwest high-speed rail network, said his area is in excellent position to capture a good chunk of that money.

The Federal Railroad Administration, he said, has recognized the Midwest initiative connecting Chicago and 11 metropolitan areas within 400 miles as the system most ready to go.

He and others brushed aside claims that the $8 billion was set aside for Reid’s favorite. Obama, who expressed strong interest in high-speed rail investment during the campaign, and his chief of staff Rahm Emanuel, are both from Chicago. Obama’s transportation secretary, Ray LaHood, also is from Illinois. So is the Senate’s no. 2 Democrat, Richard Durbin.

Quentin Kopp, chairman of the California High-Speed Rail Authority, said he was “delighted to see that the momentum has shifted in favor of high-speed train transportation.” He outlined $2 billion in state projects that could be initiated before the Sept. 30, 2012, deadline for committing the $8 billion. Those include electrification of the line from San Jose to San Francisco, home to House Speaker Nancy Pelosi.

But Reid’s involvement in crafting the bill still made him and the Las Vegas line a target.

“Billions of dollars for a sin express train from Los Angeles to Las Vegas. Necessary? I don’t think so,” said Rep. Mike Simpson, R-Idaho.

“Tell me how spending $8 billion in this bill to have a high-speed rail line between Los Angeles and Las Vegas is going to help the construction worker in my district,” said House Republican leader John Boehner, whose district is just north of Cincinnati.

Actually, some of the money might ride his way. One offshoot of the Midwest network would connect the Ohio cities of Cleveland, Columbus and Cincinnati.

Advocates of the Anaheim-Las Vegas line envision using the futuristic magnetic levitation or maglev technology, where trains zoom on an air cushion created by powerful magnets instead of wheels. Obama recently cited the maglev system in Shanghai, China, as an example next-generation transit.

“Our prospects are certainly good,” said Neil Cummings, president of American Magline Group, a private partnership that is promoting the Maglev train that will carry passengers the 268 miles between the two cities at speeds of up to 310 miles per hour. Last year Congress approved $45 million for environmental and other studies.

Anaheim Mayor Curt Pringle, a member of the California-Nevada Super Speed Train Commission, said that beyond the goals of connecting two tourist destinations, easing congestion and improving the environment, the link is important because of fast population growth in the two areas. “I think this one will compete well.”

Cummings said they could begin the first phase of the project, linking Anaheim and Las Vegas with local airports, within the next 18 months. The estimated completion cost is about $12 billion. The original House and Senate stimulus bills contained $1-3 billion for rail projects. But when the two chambers met to negotiate a compromise, Emanuel proposed a significant boost.

Obama’s chief of staff told reporters that the White House decided to come in at the end of the legislative process as a dramatic way of promoting infrastructure investment that had a national quality.

Copyright 2009 Associated Press.



http://www.suntimes.com/news/metro/1444103,w-stimulus-high-speed-obama-rail-line022209.article
 

Texan

Well-known member
Railroads made Chicago, and now a Chicago-rich White House wants to return the favor...


Last week, Emanuel greatly upped the ante, asking House-Senate negotiators for $10 billion for high-speed rail — far more than either bill provided.

“I put it in there for the president,” Emanuel said in an interview. “The president wanted to have a signature issue in the bill, his commitment for the future.”


Obama plots huge railroad expansion

By DAVID ROGERS | 2/17/09 4:29 AM EST


Railroads made Chicago, and now a Chicago-rich White House wants to return the favor: remaking rail with a huge new federal investment in high-speed passenger trains.

The $787.2 billion economic recovery bill — to be signed by President Barack Obama on Tuesday — dedicates $8 billion to high-speed rail, most of which was added in the final closed-door bargaining at the instigation of White House chief of staff Rahm Emanuel.

It’s a sum that far surpasses anything before attempted in the United States — and more is coming. Administration officials told Politico that when Obama outlines his 2010 budget next week, it will ask for $1 billion more for high-speed rail in each of the next five years.

Yet for all the high stakes, the pieces didn’t fall into place until the end of deliberations on the recovery bill. And the way in which they did is revealing of the often late-breaking decisions — and politics — that shaped the final package.

As a candidate for president, Obama spoke of high-speed rail as part of his vision of “rebuilding America.” Campaigning in Indiana, he talked of revitalizing the Midwest by connecting cities with faster rail service to relieve congestion and improve energy conservation.

“The time is right now for us to start thinking about high-speed rail as an alternative to air transportation connecting all these cities,” he said. “And think about what a great project that would be in terms of rebuilding America.”

But the administration never emphasized high-speed rail when the House Appropriations Committee was writing its bill in January, so no money was included. The first real request came only days before the Senate Appropriations panel marked up, and the committee had to scramble to find room for $2 billion — in part by cutting other Obama priorities.

Last week, Emanuel greatly upped the ante, asking House-Senate negotiators for $10 billion for high-speed rail — far more than either bill provided.

“I put it in there for the president,” Emanuel said in an interview. “The president wanted to have a signature issue in the bill, his commitment for the future.”

Emanuel himself was excited by the idea, but the decision to wager so much on high-speed rail reflected the fact that other candidates for a signature Obama issue were fading.

Moderate Senate Republicans, whose votes were needed, were resisting the president’s school construction initiative. Modernizing the nation’s electric grid, another White House favorite, seemed to have lost some of its cachet.

High-speed rail sailed through with surprisingly little attention paid to the president’s role.

The same Maine and Pennsylvania Republican moderates who had criticized Obama’s school construction initiative were more accepting of the rail funds, since the Northeast corridor has a major stake in more improvements. To help pay for the added cost, a business tax break — providing a five-year carry back for net operating losses — was narrowed to keep the focus more on smaller firms with receipts of less than $15 million.

At the same time, conservative Republicans seemed almost blind to Obama’s role. Instead, in their campaign to find pork barrel projects in the stimulus bill, they painted the whole funding as a scheme by Senate Majority Leader Harry Reid on behalf of Las Vegas interests seeking a rail link to Los Angeles. “Sin City to Tomorrow Land” was one description.

Here is Rep. Candice S. Miller (R-Mich.) explaining her vote against the bill Friday despite the benefits to her home state: “Michigan is a state of about 10 million people, and we are the hardest hit, as I said, by this economy. And yet we are expected to get approximately $7 billion from this bill. And apparently the Senate majority leader has earmarked $8 billion for a rail system from Las Vegas to Los Angeles? You have got to be kidding. You have got to be kidding.”

In fact, there’s little evidence that Reid had a decisive role, although he was happy to see his name mentioned for the sake of voters at home.

“It’s amazing. I’m stunned,” he said in an interview Friday, hours before the bill passed Congress. “I’m glad I get the credit in Nevada, but this is Obama’s No. 1 priority. This is his legacy issue out of this bill, because we need these high-speed corridors. ... I’ll take credit but frankly didn’t have much to do with it other than carry forward with what Obama wanted.”

Big hurdles remain. Critics already argue that the money is misplaced in a stimulus bill since it will be hard to spend quickly. Much depends on winning the cooperation of Class 1 freight lines that control many of the rights of way outside the Northeast.

But it is a landmark transportation investment with regional effects in almost every corner of the nation. Just last October, former President George W. Bush signed a bill authorizing up to $1.5 billion for high-speed rail through 2013. Obama’s commitment in the same period will be eight times that.

Transportation Secretary Ray LaHood is given 60 days to come up with a strategic plan for the funds. The combination of large capital upfront — followed by annual appropriations — fits the prototype for the infrastructure bank once considered for, but never included in, the recovery bill.

“High-speed rail is the infrastructure bank,” said Emanuel, and the legislation gives LaHood discretion to assign “priority to projects that support the development of intercity high-speed rail service.”

There is some precedent. At the height of the New Deal, FDR’s Public Works Administration played a role in persuading the Pennsylvania Railroad to complete the electrification of its Washington-New York line and finish Philadelphia’s 30th Street Station. Today, the government could make capital investments that both benefit freight operations and facilitate high-speed passenger service. With the drop in freight traffic, the railroads might be more cooperative, although they are sure to want some liability protection for accidents.



http://www.politico.com/news/stories/0209/18924.html
 
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