Podcasts about Northeast Corridor

Air quality alerts are in effect today across New York, New Jersey, and Connecticut, with ozone levels expected to reach unhealthy levels for sensitive groups. Meanwhile, Amtrak is pitching its first-ever direct service from the Northeast Corridor to Long Island. The plan includes stops in Jamaica, Hicksville, and Ronkonkoma. Also, the first Democratic mayoral debate airs Wednesday night, ahead of the June 24th primary.

In this episode of Scream Queens Road Trip Podcast, we're trading our wheels for rails! Join us as we head to the historic Amtrak station in Washington, D.C., and hop on a train bound for the Big Apple—New York City, baby!

Is your travel itinerary at the mercy of Mother Nature this weekend? Discover how the unpredictable northwest flow is painting different weather pictures across the United States. Join meteorologist Steve Pelletier as he breaks down the snow-laden forecast for the Great Lakes region, where significant lake-effect snow showers are creating a winter wonderland, while fair weather is blessing the southern states. Could the Pacific Northwest and northern California be on the brink of a soaking? Tune in to hear what the series of approaching storms could mean for those areas.Prepare for a weekend of weather surprises as we explore the potential impacts on travelers nationwide. Whether you're navigating the snowy landscapes of New York State and New England or enjoying the mild conditions in the Southeast, this episode has got your travel plans covered. Experience the calm before the storm as a high-pressure system offers a brief respite before rain sweeps the Northeast Corridor early next week. Stay ahead of the weather curve and get ready for a journey through the latest meteorological insights with Steve Pelletier, your guide to understanding the ever-changing skies.

In this episode of Transit Unplugged, host Paul Comfort sits down with Ben Limmer, Chief of Public Transportation for the Connecticut Department of Transportation. They talk about what it takes to run a massive statewide transit agency with a billion-dollar budget that is a critical part of the Northeast Corridor from Boston to Washington D.C. Paul and Ben talk about Ben's career journey--like many of us, he fell into transit accidentally--and how several important mentors shaped his career. Ben talks about Connecticut's major transportation projects, including investments in infrastructure, electrification programs, and bus network revamps.Ben and Paul wrap the conversation with a discussion about what's going to be important to transit in the next few years. Tune in for this insightful chat about the present and future of transit in Connecticut.Coming up next week on the show we have Matt Booterbaugh, CEO of transit contractor RAPT Dev USA. Talking about the role of contracting in transit and his secret to fill the bench with future transit leaders.00:00 Introduction from host Paul Comfort00:17 Meet Ben Limmer: Chief of Public Transportation02:13 Big Projects and Responsibilities at CTDOT06:38 Career Journey and Mentorship14:56 Referendums and Public Support16:35 Future of Public Transportation18:52 Conclusion and Future Plans19:15 Coming up next week on Transit UnpluggedTransit Unplugged is brought to you by Modaxo https://www.modaxo.comHost: Paul ComfortProducer: Paul ComfortEditor and Writer: Tris HusseyExecutive Producer: Julie GatesSpecial thanks to:Brand design: Tina OlagundoyeSocial Media: Tatyana MechkarovaMarketing content, Transit Unplugged Newsletter, & transit puns: Tris HusseyIf you have a question or comment, email us at info@transitunplugged.com.Follow us on social media: LinkedIn - Twitter - Threads- Instagram - FacebookSign up for the Transit Unplugged NewsletterDisclaimer: The views and opinions expressed in this program are those of the guests, and do not necessarily reflect the views or positions of Modaxo Inc., its affiliates or subsidiaries, or any entities they represent (“Modaxo”). This production belongs to Modaxo, and may contain information that may be subject to trademark, copyright, or other intellectual property rights and restrictions. This production provides general information, and should not be relied on as legal advice or opinion. Modaxo specifically disclaims all warranties, express or implied, and will not be liable for any losses, claims, or damages arising from the use of this presentation, from any material contained in it, or from any action or decision taken in response to it.

Brace yourself for a whirlwind tour of the nation's weather as meteorologist Steve Pelletier joins us on The Weatherman Podcast. You'll discover how showers and thunderstorms might shake up travel plans across the bustling Northeast Corridor, from New York to Washington, DC. Steve unravels the mystery behind the high-pressure system over Texas, offering a sunny outlook for Central and South Florida, while gusty winds bring a chill to the Midwest. The Pacific Northwest isn't left out, as we explore the storms sweeping through and their potential impact on residents and travelers. This episode is your essential guide to navigating the weather from coast to coast during one of the busiest travel times of the year.Looking ahead, Steve shares his forecast for Thanksgiving and beyond, preparing us for a wet Macy's Parade in New York City and setting the stage for a sunny Black Friday. As the holiday season kicks into gear, Steve provides a detailed weekend outlook with dry conditions in the Northeast and persistent storms on the West Coast. Whether you're planning your journey or staying local, this episode equips you with key weather insights to make the most of your week. Tune in for expert advice from Steve Pelletier, ensuring you're ready for the holiday rush with all the weather information you need.

Send us a textRecorded live at the IMAPS Symposium 2024 in Boston MA, where 3D InCites member companies presented their latest technologies and showcased their products. This episode features conversations with nine of our member companies. Brendan Wells, Amkor Technologies, Inc., explains the difference between laminate and strip-based substrates for advanced packaging and when to use each. He also discusses how chiplet integration is impacting the assembly processes.  Evan Griffith and Sze Pe Lim, Indium Corporation, talk about how changing advanced packaging requirements for AI chip sets are changing the game for materials development.  John Lannon, general manager of Micross AIT talks about progress with the company's 300mm capacity expansion and what it means to win the William T. Ashman and John A. Wagnon Technical Achievement Award.  LPKF's Richard Noack talks about the difference between glass interposers and glass core technology, and what's driving development of these materials. Sally Ann Henry, ACM Research, talks about the company's decision to invest in equipment platforms to support panel level packaging. Casey Krawiec, StratEdge Corporation, talks about what it means to receive the IMAPS Society Award for Corporate Sponsorship, and why he thinks it's important to support these activities. Habib Hichri, Ajinomoto Fine Techno, talks about his work with IMAPS Academy, and Ajinomoto's new developments beyond ABF dielectric film to address advanced packaging substrate material needs. Adeia's Guilian Gao talks about what OSATS need to do to support die to wafer hybrid bonding processes. Scott Sikorski, IBM, explains how the Northeast Corridor from New York up into Canada is becoming one of the U.S.'s hot spots in advanced packaging. Peter Cronin, MRSI Micronic, introduces the company's latest die bonders system, and talks about a new application center in LivermoIMAPS InternationalIMAPS is the largest society dedicated to microelectronics and electronics packaging advancement.Disclaimer: This post contains affiliate links. If you make a purchase, I may receive a commission at no extra cost to you.Support the showBecome a sustaining member! Like what you hear? Follow us on LinkedIn and TwitterInterested in reaching a qualified audience of microelectronics industry decision-makers? Invest in host-read advertisements, and promote your company in upcoming episodes. Contact Françoise von Trapp to learn more. Interested in becoming a sponsor of the 3D InCites Podcast? Check out our 2024 Media Kit. Learn more about the 3D InCites Community and how you can become more involved.

Katie Feeney, the lead vocalist and songwriter for the Philly-based Outlaw Americana band Roberta Faceplant, is a honky tonk hurricane with a voice that blends the raw, rock n' roll grit of Janis Joplin with the whimsical, western smoothness of Patsy Cline.Staffed by a gang of mischievous musical veterans, Roberta Faceplant's live show is high-energy roadhouse joy infused with a rebellious spirit that'll keep you on the dance floor all night. The sound has captivated audiences in the Northeast Corridor with elements of southern rock, old school country, rockabilly, and the blues blending perfectly into a melting pot of killer melodies, memorable riffs, and lyrical storytelling unlike anyone else doing it today. The band just released their debut EP, Yee Haw Stuff, on July 26, 2024 and is working on a follow up record slated for early 2025.Katie plays a song so new, half the band hasn't even heard it yet ... and you get to hear it here on this episode of Your Next Favorite Band!!Thank you to guest co-host Mike Egan!Roberta Faceplant LinksWebsiteYoutubeInstagramFacebookRoberta Faceplant MusicBandcampSpotifyApple MusicText us your thoughts on this episode, and who should be OUR #NextFavBand...As always, our hope is to bring you "your next favorite band". If you tuned in today because you already knew this musician - thank you very much! We hope that you enjoyed it and would consider following us and subscribing so we can bring you your #nextfavband in the future. And check out nextfavband.com for our entire catalog of interviews!If you have a recommendation on who you think OUR next favorite band should be, hit us up on social media (@nextfavband everywhere) or send us an email at nextfavband@stereophiliastudio.com.Thank you to Carver Commodore, argonaut&wasp, and Blair Crimmins for allowing us to use their music in the show open and close. It makes everything sound so much better! Let's catch a live show together soon!#nextfavband #livemusic #music #musicinterview #musician #singer #guitar #song #newmusic #explorepage #instamusic #bestmusic #musicismylife #musicindustry #musiclife #songwriter #musiclover #musicfestival

Tom Wheelwright is back by popular demand, our most recurring guest in GRE show history. He's a CPA, an International Authority on Tax, and Best Selling Author of “Tax-Free Wealth” amongst many other titles. We focus on the potential unrealized capital gains tax, which would tax the increase in property value even before sale. Tom explains the implications of this proposal and the broader impact on tax policy.  We cover the Democrats' proposal for capital gains tax at ordinary income rates, capital gains on gifts, and capital gains when you die. The proposal for a billionaires tax, which would tax unrealized gains at $100 million, could potentially extend to lower net worth individuals over time. Real estate income can result in a negative tax rate, increasing cash flow after taxes. Learn about the benefits of working with a knowledgeable tax advisor. Resources: GetRichEducation.com/tax Show Notes: GetRichEducation.com/519 For access to properties or free help with a GRE Investment Coach, start here: GREmarketplace.com Get mortgage loans for investment property: RidgeLendingGroup.com or call 855-74-RIDGE  or e-mail: info@RidgeLendingGroup.com Invest with Freedom Family Investments.  You get paid first: Text FAMILY to 66866 For advertising inquiries, visit: GetRichEducation.com/ad Will you please leave a review for the show? I'd be grateful. Search “how to leave an Apple Podcasts review”  GRE Free Investment Coaching: GREmarketplace.com/Coach Best Financial Education: GetRichEducation.com Get our wealth-building newsletter free— text ‘GRE' to 66866 Our YouTube Channel: www.youtube.com/c/GetRichEducation Follow us on Instagram: @getricheducation Complete episode transcript:   Automatically Transcribed With Otter.ai      Keith Weinhold  00:01 Welcome to GRE. I'm your host. Keith Weinhold, this week we're talking about the value of the raw land that comes along with your property, the importance of an as built survey in real estate. Then it's tax topics with pro Tom wheelwright, the specter of an unrealized capital gains tax, higher capital gains tax rates, how gambling is taxed, and how to permanently reduce your overall tax burden. Today on get rich education,     00:33 since 2014 the powerful get rich education podcast has created more passive income for people than nearly any other show in the world. This show teaches you how to earn strong returns from passive real estate investing in the best markets without losing your time being a flipper or landlord. Show Host Keith Weinhold writes for both Forbes and Rich Dad advisors, and delivers a new show every week since 2014 there's been millions of listener downloads of 188 world nations. He has a list show guests and key top selling personal finance author Robert Kiyosaki, get rich education can be heard on every podcast platform, plus it has its own dedicated Apple and Android listener phone apps build wealth on the go with the get rich education podcast. Sign up now for the get rich education podcast or visit get rich education.com   Corey Coates  01:18 You're listening to the show that has created more financial freedom than nearly any show in the world. This is get rich education.   Keith Weinhold  01:34 Welcome to GRE from Essex County England to Essex, Massachusetts and across 188 nations worldwide. I'm Keith Weinhold. You're listening to get rich education before we talk taxes, let's talk about the land, the raw land, the lot that comes along with your property. Investors don't spend much time thinking about it. Yet the land is sometimes worth more than the home or structure that's on it, per the FHFA, land constitutes 32.2% of the value of the average US single family property in a metro area. Now the inexpensive land prices nationally, they are predominantly in what I'm classifying it as three US areas, the Midwest, the southeast and Appalachia well, where you have inexpensive land. Oh, that also happens to be where the cash flow for long term rentals resides. Land costs more by the water because people want water activities, water proximity and water view. So the lower costs are inland, and land also costs more by the water, because coasts and shorelines constrain development, sprawl that limits supply and a limited supply of buoys up prices. Consequently, the highest land values are mostly in the Northeast Corridor, from Boston to DC, Miami, coastal California and Honolulu. Yes, Manhattan values are flat out extortionate for raw land now, Seattle, Madison, Wisconsin and Boulder, Colorado. They are three places with really high land values as well. Seattle and Madison are on geographic isthmus. And isthmus is a narrow strip of land with water on both sides. It's interesting how Nashville's nascent population influx made its land values surge inside a cheap sea of southeastern US land values now costly land areas like these ones that I've been talking about on the coasts, they could work well for short term vacation rentals like Airbnb and VRBO, your classic waterfront and beachfront weekly rentals, but they do not work for long term rental cash flow. Texas Land values are sort of low to medium. Land near the Mississippi River and its major tributaries have low costs because rivers are efficient transportation networks, prohibitively high land costs. That's one reason, actually, why alternative building methods just really aren't as cost effective as some people think. I'm talking about things like 3d printed homes, prefabbed homes, tiny homes and shipping container homes, well, all of them have got to sit on land, just like conventionally build homes do. And there is a land cost. Talk to a tear down specialist, and they'll tell you that in some older homes, 100% of the total value is in the l and. And in practicality, it's actually even more lopsided than that. The structure can have negative value because demolition is not free. So for you to get an idea yourself, your property tax bill, it's going to show you your split. That's where you'll see the assessed values broken out for both your structure and the land. So the bottom line here is that cash flowing properties have low land values, typically 25% or less of the total property value. That's generally what you want to look for. And I swear the only thing that's more barren than raw land is the creative naming process for new developments. There is such a lack of creativity in these development names. I'm talking about names like Willow Creek Estates, stone bridge crossing, or what else do they name a new housing development? How about VISTA, view heights? They all have these idyllic sounding names that somehow just all sound like each other. Well, we're talking about raw land when you get in contract to buy a property, the seller side is expected to provide you with an as built, it often still comes in the form of an old fashioned piece of paper and as built survey, what it is is a plan view, a bird's eye or aerial view of your property. It's not a photograph, but a drawing, and it shows you the dimensions and the placement of structures on your property, and it includes things like fences and other features like easements. Now, lenders don't always require an as built before granting a loan, but it's a good idea to ask to see one before you wrap up your next deal. If you want to in your offer, you can even require that a recent as built be done by a surveying company. All right. Well, what exactly do you look for on an as built once you have one in hand, first see that the house or apartment building that you're buying is properly set back from the property lines to meet zoning requirements. If the six foot side setback is only five feet 10 inches, then you'll have to address that before you buy even if it's five feet 11 inches. Now it's possible that the jurisdiction that you're buying in will grant a letter of non conforming status, but if not, the structure is going to have to be adjusted. Another item to look for on an as built are encroachments. This is where part of a neighbor structure protrudes over the lot line and onto your property. And encroachment is really only acceptable if you're willing to grant the neighbor an easement in perpetuity for their encroachment onto your land. But why would you want to do that? The third thing that I want to mention that you should look for an as built is the existence of easements. An easement that just means that another party has a legal right to come over onto your land and use it. Yeah, and easements are actually quite common. It's not as threatening as it might sound. A common one is that as your as built would show, say, a five foot wide by 60 foot long easement. Is there that a utility company has access to. Well, that's something that makes sense. It's for the common good, but just be mindful that an easement cannot have a structure with a permanent foundation built on top of it, alright, because an electric company or a water company might have to excavate there. Most people think of easements on the raw land, but there are also aerial easements, for example, an overhead power line where the roof eaves are not allowed to intrude on that airspace. So to review what you learned so far today, the best cash flow properties typically have low land values, often about 25% or less of the tolerable property value. And an as built survey is an aerial view drawing of your property and its dimensions on an as built look to see that it meets zoning requirements like setbacks and look for encroachments and easements. It is resale properties where it's more important to look at as builts than it is for new construction properties.  As we're about to bring in tax pro Tom Wheelwright shortly, business owners and real estate investors really get so many of the best tax breaks in the US Code. But you've got to know. How to find them, or else work then with a CPA that does know how to find them, that really knows how to navigate their way around the tax code, people that make high salaries pay high taxes, as much as 50% you remember I did that episode a few months ago, high salaries don't create wealth. Taxes are one big reason why, say, for example, a chiropractor makes $1.2 million a year in salary. But if that chiropractor becomes an investor by buying and selling other Chiropractic Clinics or investing in real estate, their tax rate will drop by half or more, and that's because capital gains tax rates are about half of ordinary income tax rates. So see, you don't want to be a super earner. You want to earn enough money to invest and become a super owner, but tax policy could change Tom and I will discuss that first. Then we'll talk about reducing the amount of tax that you pay. Today is a new punishing unrealized capital gains tax coming that you will have to pay. What this means is that if you have a $500,000 home, and it rises in value to $550,000 well, you would have to pay tax on your $50,000 of profit, but you haven't sold your home. So this feels so wrong, because you haven't realized any profit at all. This is what unrealized capital gains tax is. And also, where are you going to get the cash to pay the tax on your 50k of profit just because your home rose in value yet you didn't realize it? I mean, might you have to sell your home in order to get the cash to pay the tax. And then what if you though could pay the tax on your unrealized capital gain so you do pay it, but then the following year, the home goes down in value. Well, would you get a refund then? So the unrealized capital gains tax proposal is a mess. Let's learn about it and more. This week's guest is a best selling author, CPA and an international authority on tax. He's brilliant because he actually makes taxes fun, easy and understandable. He's familiar to you because he's the most recurrent guest in show history. Welcome back to GRE Tom Wheelwright.   Tom Wheelwright  12:48 thanks always good to be on your show.   Keith Weinhold  12:50 Tom probably with more than 30 show appearances here now you are 6% of GRE episodes.   Tom Wheelwright  13:00 That's a little scary. But you know, taxes are your single biggest expense, so why not?   Keith Weinhold  13:05 It's appropriate. And yeah, I guess all these appearances are certainly an endorsement of how much you help our audience. It's also a reflection of how tax and legal are not my strong suit. So it really helps to have you here absolutely the all time, assists leader in GRE history then and Tyler. An awful lot of timely tax topics going on that are probably first and foremost in more people's news feeds than they usually are. As we're here during presidential campaign season, the one that it really seems to revolve around the most is this potential tax proposal on unrealized gains. I've been around long enough where I seem to see this proposal come up more often, but it never seems to go anywhere. So first, why don't you tell us what unrealized gains are?   Tom Wheelwright  13:51 it actually goes beyond that. Interestingly enough, what the Democrats are proposing is, first of all, they're proposing capital gains rates at ordinary income rates. So they're proposing doubling the capital gains rate. That's actually as important as anything else. The second thing is, they're proposing capital gains on gifts. So if you give it, if you give your business to your child, you have a capital gains ordinary income rates. They're proposing capital gains when you die. So not only an estate tax, but also a capital gains tax. So then you get taxed twice when you die. So about 80 to 90% of your estate goes to the government when you die. If you're a business owner, as an example, then they're proposing eliminating the 1031 exchange, which would mean that on a trade of real estate, you'd have a capital gains tax at ordinary income rates. Then they're talking about this unrealized capital gains so if you do nothing but build your business or your real estate, the increase in value is subject to capital gains taxes at ordinary income rates. Now you know their proposal is, we have this tax. Tax when you're over $100 million that is not seem to be in the news feeds right now, but that's what it is. They call it the billionaires tax, and they're calling it an alternative minimum tax on billionaires. But clearly, 100 million is not a billion. That's only a 10th of a billion. And the biggest issue, of course, is if you tax unrealized gains at 100 million, soon you're going to tax them at 10 million, then it's going to be 1 million. Because history. That's the history of our tax law. The history of our tax law. Remember, in 1913 when we passed the 16th Amendment, it was passed because it was only a tax on the rich, right? It would never have passed if it was going to be a tax on the average person. And yet it passed. Because great, we're okay taxing somebody else, as long as it's not our tax. We're okay taxing somebody else. That's pretty much what's going on with this unrealized gains tax is, oh, well, it's on somebody else and they have enough money. It's no big deal. Therefore, I'm okay with that, because why shouldn't they pay more tax? That is what this is about. The challenge is, is, as we saw with the income tax, eventually it will reach the average person, or at least the average entrepreneur, real estate investor. Because think also, let's say that you build your wealth in real estate, and then when you retire, you say, Well, look, I don't want to be doing active real estate anymore. I'm going to trade my single family homes or my apartment building. I'm going to trade for a Walgreens a triple net lease, well under their proposal, that would be taxed because, again, no 1031 exchanges over $500,000 so that means that if you accumulate your wealth through business or real estate, you pay a much higher tax rate than if you accumulate your wealth by investing in Wall Street through a 401k because if you invest in Wall Street through a 401K, you only have to pay tax as you pull that out, you're not going to be paying tax on the value. Now that's assuming that they don't tax the increase in value of your 401K, which is also obviously a possibility. Interesting enough people talk a lot about the constitutionality of this. The challenge with that is that we already have taxes unrealized gains. If you're a dealer in stocks, in securities you do mark to market, that is meaning that you're going to pay tax on unrealized gains. And so there is actually precedent for this, and that's the scary thing, is that they could point to that precedent and say, Well, wait a minute, it's just an income tax, it's not a wealth tax, that's what they're going to say. They're going to say it's an income tax, not a wealth tax, because it's on appreciation, and appreciation is income. That's how they're going to go down this road. Will it start at $100 million Absolutely, that's where it will start. Will it then drift down? Who knows? But likely that's the history of our tax system. Yeah. I mean, we've talked before about the phenomenon of the camel getting its nose under the tent. However, in this case, I didn't realize there's already precedent for unrealized gains, in a sense, as potentially, if this is approved for those with $100 million net worth, and in next it's 10 million net worth, $1 million net worth and so on, like you described there, when you talk about capital gains tax rates being stepped up so that they're at ordinary income tax rates. It's actually somewhat of an interesting philosophical discussion, in a way. It sort of makes sense that a person's gains from investment could or should be taxed at the same rate as one's income when they go to their day job. However, why don't we do that by lowering income taxes rather than doubling capital gains? Wait a minute, no, because it's a double tax. Let's say that you're a business owner. Why does your business increase in value? Well, because you're making income, but you're already being taxed on that income. It's called income tax. What we do in this country, which a lot of countries don't do, by the way, is we tax it a second time. We call that a capital gains tax or a dividends tax. We tax it twice now. Now we're going to have that second tax at the same rate of the original tax. So if you think about it, you're being taxed on the same income twice because it's your income that determines your value, so you're being taxed twice. It's really not the same. It's fine if you're invested in the stock market, and that's where your capital gains are. That's a hard one to argue too much, although it does take liquidity out of the market, because the problem with capital gains tax is being taxed over 28% it's about 28% is that you actually lower the contribution to the Treasury because there will be fewer capital gains. There will be so many fewer capital gains that you actually lose money. The Tax Foundation, taxfoundation.org, I'd refer people to, has done lots of studies on this, and it's very clear. Here that high capital gains rates actually reduce the amount of money that comes to the government. So this is purely political. This has nothing to do with let's generate more revenue, one of the challenges so you have to score this, right? So that means that you're scoring what's the revenue that's going to be produced? You have two types of scoring. One is called static scoring. The other is called dynamic scoring. Static scoring means that we're going to look at the capital gains we already have, and we're just going to, if we double the rate, we're going to double the revenue. So that's assuming that we're going to have the same number and amounts of capital gains as we add at the lower rates, right? Dynamic scoring means that we're going to take into account how people behave motivationally when you double the tax rate. Yeah. Well, let me give you an example. So I'm a business owner. My wealth is in my business primarily. Do you think, really, I'm going to sell that business and take the capital gains immediately and be done with it? But if I have a high capital gains rate, I'm going to sell this over 20 years. So I'm actually going to defer my capital gains as long as I can, because I don't want to pay those high capital gains rates. So that means less money to the government. That's what it means. So it actually reduces on a dynamic scoring if you look at truly how people behave and have behaved in the past. So this isn't a new thing, right? We've had high capital gains rates before. It's not like we don't know. It's not like we haven't seen this before. It's that, for whatever reason, politically, they've decided that, wait a minute, the rich are out of favor. We need to tax the rich more. That's a very popular line, and therefore this is a way to do that, even though it by all calculations that are dynamic, it would actually reduce the amount of funds that come to the Treasury.   Keith Weinhold  22:00 That does make sense about the double taxation. Case in point, with an apartment building, if you increase its noi, you have more income than pay tax that if you increase the noi, therefore you've increased the value of the building. Consequently, the capital gains tax that you might have to pay down the road Tom, maybe current capital gains tax are higher than I thought, is the 28% capital gains tax. Number You mentioned, current or proposed. What is that?   Tom Wheelwright  22:24 Well, right now we have a 24% capital gains tax, okay, we have 20% pure capital gains tax, plus we have a 3.8% net investment income tax. Doesn't apply right now if you're a real estate professional, but applies to everybody else under the Harris proposal formally adopted Biden's plan under the Harris proposal, then you would get a actually 39.6% rate, plus 5% net investment income tax, regardless of whether you're your real estate Professional. So that is 44.6% that's the 45% the 28% number I threw out is that's the number the Tax Foundation says is the maximum you can raise it to without losing revenue.   Keith Weinhold  23:11 That puts things into perspective, as real estate investors, for a long time, we've appreciated substantial tax shelters. What are they being the 1031, tax deferred exchange, like you mentioned, that's been around for more than 100 years. Does that have any realistic shot of being shot down? Of course, Trump shot down substantial parts of the 1031 outside of strict real estate investing.   Tom Wheelwright  23:32 He did, and he actually set the precedent for eliminating it. So by doing that, because he eliminated it on everything except real property, right? I mean, actually, and even before that, there was a time, and there's still ways you can do it with paper assets. But it's not a 1031 exchange. So 1031 exchange has it evolved. It's gotten it's shrunk. It keeps shrinking. Even three or four years ago, no realistic possibility of eliminating 1031 exchange. The challenge, of course, is it would have an impact on the liquidity of the market. However, big deals never do 1031 exchange. Ever you don't see big multifamily developments sold in 1031s. The only time you see that happen is when they've used the Delaware statutory trust. And then you've got some of the investors who use it. And some of them who don't, you can do that in the Delaware statutory trust, but the regular developers, I haven't seen a 1031 done by a syndicator in years. So could they eliminate? Yeah, they could.   Keith Weinhold  24:33 yeah, that would be concerning. Are there any other presidential hopeful proposals that have to do with taxes that are germane, and our audience should know about?   Tom Wheelwright  24:41 my heavens. So the Democrats want to raise taxes by $5 trillion they want those taxes to all be on investors. And the reason I say that is because typically, people who make less than $400,000 which is their threshold, are not major investors. Most of their money goes to spending. Money. If you're making under $400,000 you can easily spend $400,000 a year. Oh, yeah, okay, that's not that hard, especially in today's world. It's a transfer from high net worth individuals who invest their money in long term projects like real estate, like energy, like business, and it's going to be a transfer to people who spend the money and they're going to spend it, my prediction is that if the Democrats get their way, we enter into a long term period of stagflation, high unemployment and high inflation. Because if you transfer $5 trillion from people who aren't spending it in the first place to be able who do spend it. You've got $5 trillion of new money going into the marketplace. Now it could depress asset values. So that could be good for investors, okay? Because you don't have as much cash available to the I'll call it the investor class, to go into real estate. If that's the case, then you have $5 trillion less, right? I mean, it's not a huge portion of the market, but it's big enough. If you take $5 trillion out of investment capital, then that would put a downward pressure on asset prices, which would include real estate.   Keith Weinhold  25:29 we're talking about potential changes to the tax code. It's always a germane discussion, because taxes are the biggest expense in your life. We're talking with Tom wheelwright. We come back, we're going to talk about the real estate tax laws as they are now, for example, how your rent income is taxed differently than your job income, and also, what are taxes like on sports, gambling. You're listening to get rich Education. I'm your host. Keith Weinhold.   Keith Weinhold  26:45 hey, you can get your mortgage loans at the same place where I get mine, at Ridge lending group NMLS 42056, they provided our listeners with more loans than any provider in the entire nation because they specialize in income properties. They help you build a long term plan for growing your real estate empire with leverage. You can start your pre qualification and chat with President Caeli Ridge personally. Start Now while it's on your mind at Ridgelendinggroup.com that's Ridgelendinggroup.com   Keith Weinhold  27:16 you your bank is getting rich off of you. The national average bank account pays less than 1% on your savings. If your money isn't making 4% you're losing your hard earned cash to inflation. Let the liquidity fund help you put your money to work with minimum risk, your cash generates up to an 8% return with compound interest, year in and year out. Instead of earning less than 1% sitting in your bank account, the minimum investment is just 25k you keep getting paid until you decide you want your money back. Their decade plus track record proves they've always paid their investors 100% in full and on time. And I would know, because I'm an investor too. Earn 8% hundreds of others are. Text FAMILY  to 66866, learn more about Freedom Family investments Liquidity Fund on your journey to financial freedom through passive income. Text FAMILY to 66866.     Blair Singer  28:29 this is Rich Dad, sales advisor, Blair singer. Listen to get rich education with Keith Weinhold. And above all, Don't Quit Your Daydream.   Keith Weinhold  28:48 welcome back to get rich education. We're talking with tax pro Tom wheelwright. He's been talking to us about some of the proposals that presidential candidates have here in a campaign season, and whether these things become true or not. Sometimes it seems like just the fact that they're proposing. They're proposed, or if they get instituted at a small level years down the road, it can blow up into something bigger. So Tom tell us more about some of the proposals that are on the table.   Tom Wheelwright  29:12 So we talked about the democratic proposals, which also include things like a $6,000 tax credit for babies. It also includes an enhanced Child Tax Credit. Also includes some other there's lots of provisions in there, right? So it's a transfer. It's just a transfer of money from one group of people to another group of people. On the Republican side, we haven't talked about that now they want to extend the 2017 act. They've been very clear, that's what they want to do, which is an estimate $4 trillion so the other direction. So basically, you're talking about a $9 trillion swing between the two parties. We've never seen this before, ever in a presidential election. Now, that big of a difference, one major tax increase, one party proposing major. Tax increases, the other proposing major tax decreases in the same election. It's something that I'm glad people are paying attention to, because it's a little overdue in this election cycle. Because really, when you talk about policy, that's probably the biggest policy difference between the two parties.   Keith Weinhold  30:18 Now one thing we've learned over time from talking with you is these presidential wish lists, if you want to call them that. Well, these tax changes are things that require congressional approval, and we have a divided Congress currently. So what do you think the prospects are of really any of these things becoming new law?   Tom Wheelwright  30:36 First of all, remember, most of the 2017 act expires at the end of 2025 so something will have to be done next year. They don't have a choice, either that or is just expires, and then we're back to what we had. We have smaller standard deductions, we have alternative minimum tax again. We get a deduction for state income taxes, right? That comes back the one. We lose our 20% Small Business deduction, the only thing that stays permanent is the corporate income tax rate that was permanent in the original bill. So there is going to be something, you're right, if there is a divided Congress, and I say that if, because if one party sweeps, then, especially on the Democratic side, the Republicans don't seem to be as cohesive as the Democrats are on these things. And if the Democrats sweep, I would say, remember, we don't have Kyrsten Sinema, we don't have Joe Manchin from happening. And so would the Democrats sweep all these through, not all of them, but you're going to see a major tax increase for sure, on the Republican side, would you see the 2017 act extended? You'll probably see it, but you're right that otherwise, if it's a divided Congress, we're going to have something in between. We thought we would get a divided Congress in 2020 though, remember and we didn't. So I would not count on a divided Congress   Keith Weinhold  31:59 erstwhile 2017 Trump tax cuts in JOBS Act brought the highest marginal income tax bracket from 39.6% under Obama down to 37% as I remember it. Some thought Biden would take it back up to 39.6 but he hasn't and it's just stated 37 All right, so if Republicans stayed in power, presumably that 37% would go ahead and carry on. That's what we think about as our w2 income. Tom, why don't we talk about the taxes that actually exist today? I think a lot of real estate investors just don't understand the difference between how your w2 job income is taxed versus your taxes on real estate rent. Can you talk to us about that?   Tom Wheelwright  32:42 The reason it's confusing is because they're both considered ordinary income, right? The difference is, is that one is business income and one is non business income. Your wages are non business income. You don't get deductions against non business income, but you do get deductions against business income. So your rental income is considered business income for purposes of the Internal Revenue Code. What that means is you get deductions for taxes. You get deductions for interest, you get deductions for maintenance, you get deductions for depreciation. That's why, when you have your income from your rentals. Typically taxed much lower than your income from your salary, because you get no deductions against your salary like you do against the rentals.   Keith Weinhold  33:30 Maybe it would help to introduce an example here. I don't know if this will complicate things too much or not. If a real estate investor has, say, a single family rental property with $2,000 of rent, income, $1,000 mortgage, $800 in operating expenses. How is that tax that leaves them with $200 of cash flow?   Tom Wheelwright  33:50 You have $200 of cash flow, but then you probably have depreciation on top of that, which is a non cash deduction. And so let's say your depreciation is $500 that means you actually have a $300 loss that, in many cases, you can use to offset income from your w2 so you actually have a negative tax rate. In other words, you're making money from taxes. So actually, is that an increase to your cash flow? So it's a way to think of it is, I have $200 of cash flow from my tenant, if I have a $300 loss for tax purposes, let's say I'm in a 33% tax bracket. I have $100 of income from the government. So that means my cash flow is really after tax. Cash flow is $300 not $200 whereas if you have the same $200 of income from your wages. Let's say you have just the net, right? Let's start with the net. You have $200 well, you're going to be taxed. And let's say that again, your 33% tax rate, that means you're after tax, right, is going to be roughly $125,000 okay, under $30 so $130 we're. $300 so it's like twice as much. In fact, all of that difference is because of the tax law.   Keith Weinhold  35:06 Gosh, that was a great breakdown. I'm really glad that I introduced that example, $2,000 in rent, minus $1,000 for the mortgage, at $800 in operating expenses, again, leaving you with $200 in cash flow with that example. There's probably more going on here with taxes. Because, of course, with that $1,000 mortgage amount, some is going to be principal, some is going to be interest. In part of that interest can be tax deductible.   Tom Wheelwright  35:31 I'm assuming it's all interest, because if it were not, we'd have a higher taxable income. Remember, your principal payment is not deductible. So in your example, I was assuming that the $1,000 mortgage payment was all interest. If it was only $800 then you'd have $400 of income before depreciation. You don't have $100 loss, because, remember, your principal's not deductible, so therefore you have to add that back into your taxable income.   Keith Weinhold  35:58 Will you talk to us about how to apply depreciation to this income versus expenses. Example, is there anything else you can speak to when it comes to that $800 of operating expenses in this example, and those expenses include things like property insurance, property tax itself, maintenance repairs and utilities.   Tom Wheelwright  36:19 Right but also, for example, you might run your rental real estate business out of a home office in your home so you could have a home office deduction. You might have your use your car for the rental purposes, and then you get a deduction for your car. So there are additional expenses that aren't even in that $800 that you could pick up that would not otherwise you'd never get a deduction, and you're really not spending any more money. You're just using it for business, and therefore getting a business deduction. So it's really all about what do I get to deduct? Remember that if you own a home for yourself, you don't get to really deduct the taxes. You have a limit on how much you can deduct. So taxes are limited in deduction. Mortgage Interest may or may not be limited. Remember also that if you have a mortgage, you're limited to how much a $750,000 mortgage being deductible, whereas if you it's a rental property, it could be a seven and a half million dollar and mortgage, and you still get the deduction, so you're not limited like you are. On top of that, again, it's a business, so let's say that you put solar panels on your personal home, you'd get a 30% tax credit, but you'd get no depreciation deduction. If you put solar panels on your rental house, you get the same 30% tax credit, but now you also get a depreciation deduction of probably another 30 $40,000 in the first year. So there's always more deductions in a business setting than a personal setting.   Keith Weinhold  37:56 Well, real estate has been around a really long time. Often laugh when people talk about non conventional investments and put real estate investing in their real estate's about the most conventional investment that we can possibly think of. It's been around a long time. We think about a newer thing that people do with their money, but I sure don't call it investing. That's sports gambling, and it's something that you and I haven't talked about before. Here Tom in 2018 the Supreme Court opened the way for states to legalize sports gambling, and at last check, 38 states, plus DC and Puerto Rico have legalized at least some form of sports gambling. So now it's a more germane conversation for you and I to have than it was a few years ago. Can you tell us about sports gambling, taxes and how it's treated.   Tom Wheelwright  38:41 So remember, all income is taxable. So that includes gambling winnings. They are taxable. In fact, you'll get a 1099 just like you would if you rendered services, you'd get a 1099 or you have interest income, you get 1099 you get 1099 from gambling. What you actually have to show is that you actually have gambling losses. So you have to track those gambling losses to show the IRS that you got gambling losses. But your gambling losses can never be more than your gambling winnings. You never get to generate a tax loss on gambling. What that means is, is that if you win $10,000 during the year, and you can prove that you lost $8,000 during the year, you're going to be taxed on $2,000 but if you can't prove the 8000 you're going to be taxed on 10,000   Keith Weinhold  39:33 so you the gambler, have the burden of tracking this, and I guess tracking your losses. I'm not a gambler. How would one track their losses?   Tom Wheelwright  39:42 I would keep detail ledger. Personally, I probably have a separate bank account just for gambling. Gosh, I'm not a gambler either, so that's what I would do. I would have a bank account just for gambling, by the way. It's also a good way to budget your gambling so they, you know, get in trouble, right? So just set up a separate bank account. Don't put whatever money you say, I'm comfortable with this money, I'm going to gamble with this money put in that bank account, and then you have a ledger that shows the money that went in and the money you lost, the money you won, and don't do anything but gambling in that bank account.   Keith Weinhold  40:15 Hey, that separate account's a great way to hide it from your spouse, not that I'm suggesting. Not bad.   Tom Wheelwright  40:22 Interesting. You went there.   Keith Weinhold  40:23 I'm not a gambler at all. Can't even believe I was thinking that far ahead. What are the gambling tax rates like?   Tom Wheelwright  40:31 They're ordinary income tax rate. So gambling winnings are just ordinary income. They're the same as your wages. They don't have social security taxes their income, just like any other kind of income, nothing special. And this all applies to whether it's sports gambling or general gambling, like lotteries and sweepstakes?  Just remember, all incomes taxable unless the government says it isn't all income, okay? And then there's some types of income that are taxed at special rates, like capital gains, but gambling has no special rates. By the way, gold also has special rate for when you sell gold, it has its own tax rate. Gambling has no special tax rate, so it's just your ordinary income rates.   Keith Weinhold  41:11 To me, it seems like it's hard to break even with gambling over time, and then when you take the tax adjusted earnings that you get from it, you know, over the long term. I just don't think Harris and Bally's Casino is really incentivized to inform gamblers on how punitive this can be with ordinary income tax rates applied to gambling winnings.   Tom Wheelwright  41:30 No, but they will send you your 10909g I guarantee that, that's for sure.   Keith Weinhold  41:34 Well, Tom has helped business owners and real estate investors permanently reduce their taxes. He does it like virtually no one else in the world does by keeping it simple, by helping you find deductions that other CPAs can't do. You can learn more about how Tom and his team can actually help you. You can get a free consultation. You can do that at getricheducation.com/tax. And Tom tell us more about the importance of a business owner or a real estate investor or anybody else really being connected with the right kind of tax professional that can permanently reduce your taxes.   Tom Wheelwright  42:12 So remember that if you want to change your tax, you have to change your facts. It's that simple. What you have to do is you need to know what facts you need to change. That's where a good tax advisor comes in. Is what facts do you need to change in order to change your tax now good news is, wrote tax through wealth. So you got an idea of what that is, but the tax law is very detailed. You must dot your i's cross your t's, so to speak, so that you make sure that you meet all of the rules, such as documentation, for example, for your business expenses. When you do that, you're going to get a better tax result, especially if your tax advisor is also preparing your tax return. Because really, your tax return is just part just how you implement your tax strategy, right? That's how you do it. So we launched, just recently, a franchise of tax advisors, and now we actually have much, really good control, quality control with our tax advisors, and they use our software system. It's very important that you have somebody, if not us, find somebody who you know you can actually give tax free wealth too, and say what cares make sure that we're doing it this way. But if the easy button is really the getricheducation.com/tax.   Keith Weinhold  43:27 Tom Wheelwright,  It's been valuable as always. Thanks so much for coming back onto the show.   Tom Wheelwright  43:33 Thanks, Keith.   Keith Weinhold  43:40 Yeah, key insights from Tom as always, taxes are complicated. Tom's Network helps sort it out for you. We've already covered a lot of ground on this week's episode with raw land values as built, proposed tax plans and how to reduce your tax burden within the existing tax system. Tom and I talked, and he will be back yet again with us later this year for more tax wizardry. Now, just recently here, Kamala Harris proposed a smaller capital gains tax hike than Biden. She's starting to put sort of her own policy spin on things, breaking with the President on the size of a proposed increase on the capital gains tax rate that is a 28% top tax rate when investments are sold for those that make a million dollars plus. So that's more than the current 23.8% top rate, but less than the 39.6% rate that Biden had supported all income is taxable. Therefore it is axiomatic that the fastest way to increase your ROI is to work with a tax advisor that can find you all of the biggest deductions right away. You can read Tom's book Tax Free Wealth, get a good system of documentation going and get connected with Tom's team. At the end of an episode at times, I like to leave you with the most actionable resource on the topic that we covered. You can schedule a free call to see how Tom's team can help you out. At getricheducation.com/tax. That's getricheducation.com/tax. Until next week. I'm your host. Keith Weinhold, Don't Quit Your Daydream. 45:33 Nothing on this show should be considered specific, personal or professional advice. Please consult an appropriate tax, legal, real estate, financial or business professional for individualized advice. Opinions of guests are their own. Information is not guaranteed. All investment strategies have the potential for profit or loss. The host is operating on behalf of Get Rich Education LLC, exclusively. Keith Weinhold  46:01 The preceding program was brought to you by your home for wealth, building, getricheducation.com.  

New Jersey Transit President and CEO and Northeast Corridor (NEC) Commission Co-Chair Kevin Corbett and Railway Age Editor-in-Chief William C. Vantuono discuss key issues involved with the 453-mile Washington D.C.-New York-Boston NEC, the nation's busiest passenger rail system. The NEC—its main line and connecting corridors to Harrisburg, Pa.; Spuyten Duyvil, N.Y.; and Springfield, Mass.—support more than 800,000 daily trips on eight regional/commuter railroads and Amtrak's intercity services. These services, of which NJ Transit is by far the largest provider, connect eight states and the District of Columbia on infrastructure segments with four different owners. The Northeast Corridor Commission convenes the NEC's key stakeholders in state government, commuter agencies, the federal government and Amtrak. Given the huge SOGR (state of good repair) backlog on the NEC, what are the most pressing issues to be addressed? How does the Commission respond to critics who say that new, multi-billion-dollar capital projects like the Gateway Program should have been deferred and the money invested in SOGR projects? How can investment be balanced? The federal government has been investing billions in the NEC in recent years. Should the NEC states, and the public transportation agencies that are the primary users, have a larger cost share? Corbett addresses these questions and more in this edition of Rail Group On Air.

Jon Schleuss, President of The NewsGuild-Communications Workers of America (TNG-CWA), joined the America's Work Force Union Podcast to discuss the National Labor Relations Board filing an injunction on behalf of striking Pittsburgh Post-Gazette workers. He also discussed an organizing campaign with in-house staff at 32BJ Service Employees International Union and a potential unfair labor practice (ULP) strike by Law360 Union. Greg Regan, President of the Transportation Trades Department, AFL-CIO, joined the America's Work Force Union Podcast to discuss his speech during the Democratic National Convention. Regan also spoke about a power outage that stopped trains in the Northeast Corridor and two Canadian rail companies locking out union workers.

Hagley's Ben Spohn interviews David Alff about his recent book: The Northeast Corridor: The Trains, the People, the History, the Region. In this comprehensive history of America's most heavily-traveled rail line, Alff shows ow what began as a series of disconnected nineteenth century rail lines became the spine connecting America's Megalopolis, the dense urban forest connecting Boston with Washington D.C., with New York,Trenton, Philadelphia, Wilmington, and Baltimore in between. As Alff explains, the Northeast Corridor is always arriving as the many small railroads that provided service to the Corridor, after over a century of corporate mergers, and laying new rails and electrifying old ones, came to fall under the stewardship of one railroad, the Penn Central before it fell into bankruptcy. The U.S. government created Amtrak, partly in response to this crisis and it took on passenger service on the Northeast Corridor and nationwide. The Northeast Corridor remains a work in progress with the latest link in the chain, Baltimore's Frederick Douglass tunnel set to arrive in 2032. Dr. Alff is an assistant professor of English at SUNY Buffalo. Dr. Alff will be giving an author talk at Hagley on December 5, 2024 at 7:00 PM, in-person at Hagley's Soda House. You can register for the event here: https://www.eventbrite.com/e/the-northeast-corridor-the-trains-the-people-the-history-the-region-tickets-912699337287 For more Hagley History Hangouts and more information on the Center for the History of Business, Technology, and Society visit us online at hagley.org

Are you prepared to face the unseasonable heat wave sweeping through the Northeast Corridor and beyond? Join meteorologist Steve Pellettiere as he unpacks the persistent warm temperatures that are set to continue into August. With daily highs ranging from the upper 80s to mid-90s, Steve breaks down the expected weather patterns from Boston to DC, highlighting key areas such as New York and Newark, and issues a critical heat advisory. He offers crucial tips for navigating the scorching days ahead, emphasizing the importance of staying safe as temperatures climb to around 95 degrees.But the Northeast isn't the only region feeling the heat. Steve also covers weather conditions across the country, from sunny skies in Dallas-Fort Worth to scattered showers in South Florida and coastal Texas. Expect insights into potential travel delays due to evening thunderstorms, with a more optimistic outlook for morning travel. Whether you're planning a weekend getaway or just trying to get through your daily commute, this episode is your essential guide to weather preparedness. Tune in and stay informed with the latest forecasts and detailed analysis to help you plan your week ahead.

Ever wondered how the weather impacts your travel plans across the United States? Join me, meteorologist Steve Pellettiere, as I break down the latest weather forecasts for major cities from coast to coast. From clear skies in the Northeast Corridor and Midwest to the usual afternoon thundershowers in Florida, I provide an in-depth analysis to help ensure your flights are smooth and on-time. Plus, get a heads-up on potential thunderstorms in Austin, Texas, and an overview of the hazy sunshine and moderate air quality expected in the Northeast.This episode of The Weatherman Podcast doesn't just stop at the daily forecast. I dive into what you can expect through midweek, with evening thunderstorms and air quality reports for several regions, including New York, northern Virginia, and the central Mississippi River Valley. Tune in for details on how drifting thunderstorms in Atlanta and the Carolinas could lead to better weather by week's end, and get the latest on air quality conditions across the Southeast and Western states. Stay one step ahead with your essential weather briefing for the week ahead!

A critical electrical system that powers Amtrak trains on the Northeast Corridor is failing, and passengers are paying the price. Nolan Hicks, who covers city agencies, politics and transit, and now contributes to New York Magazine, explains what's gone wrong and why these problems have persisted.→  Amtrak's Northeast Corridor Power Supply Is Ancient and Failing | Curbed

Will you need an umbrella or sunglasses this weekend? Join me, Steve Pellettiere as we navigate the rollercoaster weather forecast for the Northeast Corridor from DC to Boston. Expect a stormy start on Friday with midday showers and thunderstorms, while temperatures flirt with the mid-80s. Saturday kicks off with rain but promises a clearer and drier afternoon, just in time for evening plans. Sunday is set to be a scorcher, with sunshine and high pressure bringing in a heatwave that will dominate the early part of next week.Planning to fly through major hubs like New York, Philadelphia, or DC? Tune in to understand how weather delays could impact your travel. While the Northeast braces for storms, regions like Atlanta, South Florida, and the West Coast enjoy more stable conditions. From local forecasts to travel tips, I've got you covered to help you make the most of your weekend, rain or shine. Don't miss this episode for a detailed breakdown of what to expect and how to stay ahead of the weather.

Traversed by thousands of trains and millions of riders, the Northeast Corridor might be America's most famous railway, but its influence goes far beyond the right-of-way. Dr. David Alff welcomes readers aboard to see how nineteenth-century train tracks did more than connect Boston to Washington, DC. They transformed hundreds of miles of Atlantic shoreline into a political capital, a global financial hub, and home to fifty million people. The Northeast Corridor: The Trains, the People, the History, the Region (University of Chicago Press, 2024) reveals how freight trains, commuter rail, and Amtrak influenced—and in turn were shaped by—centuries of American industrial expansion, metropolitan growth, downtown decline, and revitalization. Paying as much attention to Aberdeen, Trenton, New Rochelle, and Providence as to New York City, Philadelphia, and Baltimore, Dr. David Alff provides narrative thrills for history buffs, train enthusiasts, and adventurers alike. What's more, he offers a glimpse into the future of the corridor. New infrastructural plans—supported by President Joe Biden, famously Amtrak's biggest fan—envision ever-faster trains zipping along technologically advanced rails. Yet those tracks will literally sit atop a history that links the life of Frederick Douglass, who fled to freedom by boarding a train in Baltimore, to the Frederick Douglass Tunnel, which is expected to be the newest link in the corridor by 2032. This interview was conducted by Dr. Miranda Melcher whose new book focuses on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/new-books-network

Traversed by thousands of trains and millions of riders, the Northeast Corridor might be America's most famous railway, but its influence goes far beyond the right-of-way. Dr. David Alff welcomes readers aboard to see how nineteenth-century train tracks did more than connect Boston to Washington, DC. They transformed hundreds of miles of Atlantic shoreline into a political capital, a global financial hub, and home to fifty million people. The Northeast Corridor: The Trains, the People, the History, the Region (University of Chicago Press, 2024) reveals how freight trains, commuter rail, and Amtrak influenced—and in turn were shaped by—centuries of American industrial expansion, metropolitan growth, downtown decline, and revitalization. Paying as much attention to Aberdeen, Trenton, New Rochelle, and Providence as to New York City, Philadelphia, and Baltimore, Dr. David Alff provides narrative thrills for history buffs, train enthusiasts, and adventurers alike. What's more, he offers a glimpse into the future of the corridor. New infrastructural plans—supported by President Joe Biden, famously Amtrak's biggest fan—envision ever-faster trains zipping along technologically advanced rails. Yet those tracks will literally sit atop a history that links the life of Frederick Douglass, who fled to freedom by boarding a train in Baltimore, to the Frederick Douglass Tunnel, which is expected to be the newest link in the corridor by 2032. This interview was conducted by Dr. Miranda Melcher whose new book focuses on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/history

Traversed by thousands of trains and millions of riders, the Northeast Corridor might be America's most famous railway, but its influence goes far beyond the right-of-way. Dr. David Alff welcomes readers aboard to see how nineteenth-century train tracks did more than connect Boston to Washington, DC. They transformed hundreds of miles of Atlantic shoreline into a political capital, a global financial hub, and home to fifty million people. The Northeast Corridor: The Trains, the People, the History, the Region (University of Chicago Press, 2024) reveals how freight trains, commuter rail, and Amtrak influenced—and in turn were shaped by—centuries of American industrial expansion, metropolitan growth, downtown decline, and revitalization. Paying as much attention to Aberdeen, Trenton, New Rochelle, and Providence as to New York City, Philadelphia, and Baltimore, Dr. David Alff provides narrative thrills for history buffs, train enthusiasts, and adventurers alike. What's more, he offers a glimpse into the future of the corridor. New infrastructural plans—supported by President Joe Biden, famously Amtrak's biggest fan—envision ever-faster trains zipping along technologically advanced rails. Yet those tracks will literally sit atop a history that links the life of Frederick Douglass, who fled to freedom by boarding a train in Baltimore, to the Frederick Douglass Tunnel, which is expected to be the newest link in the corridor by 2032. This interview was conducted by Dr. Miranda Melcher whose new book focuses on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/american-studies

Traversed by thousands of trains and millions of riders, the Northeast Corridor might be America's most famous railway, but its influence goes far beyond the right-of-way. Dr. David Alff welcomes readers aboard to see how nineteenth-century train tracks did more than connect Boston to Washington, DC. They transformed hundreds of miles of Atlantic shoreline into a political capital, a global financial hub, and home to fifty million people. The Northeast Corridor: The Trains, the People, the History, the Region (University of Chicago Press, 2024) reveals how freight trains, commuter rail, and Amtrak influenced—and in turn were shaped by—centuries of American industrial expansion, metropolitan growth, downtown decline, and revitalization. Paying as much attention to Aberdeen, Trenton, New Rochelle, and Providence as to New York City, Philadelphia, and Baltimore, Dr. David Alff provides narrative thrills for history buffs, train enthusiasts, and adventurers alike. What's more, he offers a glimpse into the future of the corridor. New infrastructural plans—supported by President Joe Biden, famously Amtrak's biggest fan—envision ever-faster trains zipping along technologically advanced rails. Yet those tracks will literally sit atop a history that links the life of Frederick Douglass, who fled to freedom by boarding a train in Baltimore, to the Frederick Douglass Tunnel, which is expected to be the newest link in the corridor by 2032. This interview was conducted by Dr. Miranda Melcher whose new book focuses on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/geography

Traversed by thousands of trains and millions of riders, the Northeast Corridor might be America's most famous railway, but its influence goes far beyond the right-of-way. Dr. David Alff welcomes readers aboard to see how nineteenth-century train tracks did more than connect Boston to Washington, DC. They transformed hundreds of miles of Atlantic shoreline into a political capital, a global financial hub, and home to fifty million people. The Northeast Corridor: The Trains, the People, the History, the Region (University of Chicago Press, 2024) reveals how freight trains, commuter rail, and Amtrak influenced—and in turn were shaped by—centuries of American industrial expansion, metropolitan growth, downtown decline, and revitalization. Paying as much attention to Aberdeen, Trenton, New Rochelle, and Providence as to New York City, Philadelphia, and Baltimore, Dr. David Alff provides narrative thrills for history buffs, train enthusiasts, and adventurers alike. What's more, he offers a glimpse into the future of the corridor. New infrastructural plans—supported by President Joe Biden, famously Amtrak's biggest fan—envision ever-faster trains zipping along technologically advanced rails. Yet those tracks will literally sit atop a history that links the life of Frederick Douglass, who fled to freedom by boarding a train in Baltimore, to the Frederick Douglass Tunnel, which is expected to be the newest link in the corridor by 2032. This interview was conducted by Dr. Miranda Melcher whose new book focuses on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/science-technology-and-society

Traversed by thousands of trains and millions of riders, the Northeast Corridor might be America's most famous railway, but its influence goes far beyond the right-of-way. Dr. David Alff welcomes readers aboard to see how nineteenth-century train tracks did more than connect Boston to Washington, DC. They transformed hundreds of miles of Atlantic shoreline into a political capital, a global financial hub, and home to fifty million people. The Northeast Corridor: The Trains, the People, the History, the Region (University of Chicago Press, 2024) reveals how freight trains, commuter rail, and Amtrak influenced—and in turn were shaped by—centuries of American industrial expansion, metropolitan growth, downtown decline, and revitalization. Paying as much attention to Aberdeen, Trenton, New Rochelle, and Providence as to New York City, Philadelphia, and Baltimore, Dr. David Alff provides narrative thrills for history buffs, train enthusiasts, and adventurers alike. What's more, he offers a glimpse into the future of the corridor. New infrastructural plans—supported by President Joe Biden, famously Amtrak's biggest fan—envision ever-faster trains zipping along technologically advanced rails. Yet those tracks will literally sit atop a history that links the life of Frederick Douglass, who fled to freedom by boarding a train in Baltimore, to the Frederick Douglass Tunnel, which is expected to be the newest link in the corridor by 2032. This interview was conducted by Dr. Miranda Melcher whose new book focuses on post-conflict military integration, understanding treaty negotiation and implementation in civil war contexts, with qualitative analysis of the Angolan and Mozambican civil wars. Learn more about your ad choices. Visit megaphone.fm/adchoices

Curious about how Tropical Storm Beryl will influence your week? Tune in to hear meteorologist Steve Pellettiere's detailed breakdown of Beryl's path and its implications for the Northeast Corridor, from heavy downpours in Washington, DC to Boston, to an overall shift in weather patterns nationwide. This episode provides critical insights into storm progression, heat advisories, and what these changes mean for your daily life and travel plans.We'll also cover what to expect if you're flying, with updates on potential delays in major hubs like Atlanta, Charlotte, and Chicago. Find out how the storm's remnants will bring cooler, rainy weather by midweek in the Northeast, and what the weekend forecast looks like as dry conditions prevail. Whether you're planning a trip or just trying to stay informed, don't miss this comprehensive weather update that will ensure you're ready for whatever the skies have in store!Beryl to bring  heavy rain and flooding from the Lower Arkansas RiverValley, northeast into the Middle Mississippi Valley, Lower Ohio Valleyand Lower Great Lakes......Record high temperatures to continue into mid week across largeportions of the west coast, while record high minimum temperatures stretchfrom the Gulf coast, northeast along the East coast...Beryl is expected to move steadily northeastward from eastern Texas Mondayafternoon, across Arkansas on Tuesday, into the Lower Ohio Valley Tuesdaynight and into the Lower Great Lakes on Wednesday. While the wind speedsassociated with Beryl will continue to weaken as it moves farther from theGulf of Mexico, the storm will continue to be a prolific heavy rainproducer as it pushes northeastward. Widespread heavy rains are likelyalong and to the northeast of the path of Beryl over the next two dayswith rainfall totals of 2-5" from far northeast Texas, across largesection of Arkansas, southeast Missouri, central to southern Illinois,Indiana, far northwest Ohio into the southern portions of the L.P. ofMichigan.  These amounts are on top of the 5 to 10+ inches of rains thatfallen along the path of Beryl as it pushed inland earlier Monday alongthe central Texas Gulf Coast.  Flood watches are currently in effect alongthe path of Beryl from eastern Texas, northeastward into southernIllinois, affecting over 15 million people.No let up expected to the string of record high temperatures being setacross large portions of the West coast.  The mid to upper level high thathas been anchoring the record western record heat is not expected tochange much over the next several days, as it remains in place, stretchingfrom Southern California/Desert Southwest, northward through the GreatBasin and across the Pacific Northwest and Northern Rockies.  Excessiveheat warnings, watches, and heat advisories are currently in effect fornearly all of Washington State, Oregon, California, Idaho, Nevada andsouthwest Arizona.  Numerous record high temperatures are expected acrossthese areas over the next few days where high temperatures will beanywhere from 10 to as high as 30 degrees above average.  In addition tothe record high daily temperatures, the early morning lows are alsoexpected to set records across large portions of the West over the nexttwo mornings.  Much above average temperatures also likely to remain inplace along much of the east over the next few days.  While there is notforecast to be many record high temperatures across the East over the nextfew days, numerous record high minimum temperatures are likely from theeastern Gulf coast, through the Southeast, Mid-Atlantic and into southernNew England.  Heat advisories are currently in effect across largeportions of the South, Southeast, Mid-Atlantic and southern New Englandwith this likely to continue o

What if you could always stay one step ahead of the weather? Join us on theweathermanpodcom as meteorologist Steve Pellettiere takes you on a fascinating journey through the weather patterns affecting the Northeast Corridor and beyond. We'll give a special shout-out to listener Helen and wish a happy birthday to our recurring guest, Troy DiLorenzo. Steve will unpack the recent heavy thunderstorms and the expected warm weather for the coming week, alongside the likelihood of afternoon thundershowers due to a stationary frontal system. Plus, get tips on the best times to travel from DC to Boston to avoid delays.But that's not all—we'll also break down the national weather scene, covering everything from potential thunderstorms in Charlotte and Atlanta to the impact of Tropical Storm Burl, which is set to strengthen into a hurricane before hitting the Texas coast. Steve will provide insights into weather conditions across Oklahoma, Kansas, and Missouri, and discuss the dry spell on the West Coast. Whether you're planning a trip or just curious about the weather, this episode has you covered with all the latest updates to help you plan your activities and travel routes efficiently. Tune in to stay informed and prepared!

Three people are dead and at least 11 are injured after a 44-year-old pickup truck driver plowed into a crowd during 4th of July celebrations on the Lower East Side Thursday night. Officials say the driver, who was under the influence, has been arrested. In other news, the National Weather Service warns New York and New Jersey beachgoers to avoid swimming without lifeguards this weekend due to high rip current risks. Meanwhile, city data shows increased particle pollution from fireworks on Thursday. Plus, New Jersey's congressional delegation is asking the federal government to investigate issues on Amtrak's Northeast Corridor tracks over the last 11 weeks. WNYC's Sean Carlson speaks with Representative Mikie Sherrill of New Jersey's 11th district about the efforts. Finally, the drowning of two Brooklyn teens at Riis Park in the Rockaways raises safety concerns. WNYC's Liam Quigley reports that Riis Beach is rapidly eroding, making rip currents stronger.

Send us a Text Message.Meg digs up the true story about the mysterious and maligned Mole People. Jessica joins Andrew McCarthy for his very Gen X Brat Pack catharsis.Please check out our website, follow us on Instagram, on Facebook, and...WRITE US A REVIEW HEREWe'd LOVE to hear from you! Let us know if you have any ideas for stories HEREThank you for listening!Love,Meg and Jessica

In New York, all eyes are on November now that the primaries are behind us. But as WNYC's Jon Campbell reports, Democrats may have a Joe Biden problem. In other news, the heads of Amtrak and NJ Transit say they'll conduct more frequent inspections of trains and equipment on the tracks between New York City and Trenton after a series of train meltdowns along the Northeast Corridor in recent weeks. Plus, WNYC's David Furst speaks with photographer Rob Stephenson, who is documenting his visits to every neighborhood in New York City. Finally, on the first Friday of every month, the Brooklyn Pride Center in Crown Heights hosts a trans and gender nonconforming swim night at the community pool upstairs. WNYC's Ryan Kailath has more.

Protect the seas with Broseidon! This week, Matt, Rich, Sean and Tim rate a dog, classify Uncrustables, give their irrationally-confident boasts, tell everyone what they're most excited for this year, and list hobbies they'd like to get back into. Thank you for your continued support of Brose, available on all major podcasting platforms. Leave us a 5-star rating/review and Sean will get a Gold Star rating on the famed “I-95 Northeast Corridor” course in Mario Kart!

Heavy mountain snow with brief snow squalls across thenorthwestern U.S. through tonight into Tuesday.Moderate to heavy snow from North Dakota into northern Minnesota onTuesday.Severe thunderstorms possible Tuesday evening/night from the Midwest tothe Ohio Valley/Great Lakes.Record warmth engulfing much of the mid-section of the country will bedrastically colder by Wednesday with sub-zero will chills across thenorthern Plains and upper Midwest.The stage is set for a dome of arctic air that has been locked up inCanada to be unleashed into the United States through the next couple ofdays.  An amplifying upper-level trough that is instrumental in unleashingthe arctic air mass in Canada for the past week will first push a coldfront rapidly across the northwestern U.S. through tonight.  The frontwill sweep across the region with rapidly falling temperatures, gustywinds, and brief periods of snow squalls across the interior PacificNorthwest, reaching into the northern Rockies by Tuesday morning. Meanwhile, the arctic air will be surging into the northern Plains inearnest tonight.  A low pressure system that forms along the front willorganize a swath of moderate snow across North Dakota through tonight,becoming heavy snow Tuesday morning across northern Minnesota.  The lowpressure system is forecast to intensify rapidly and move across the GreatLakes Tuesday night into Wednesday morning, bringing a period of snowacross the region behind the storm center.Much of the mid-section of the country has been dominated by a dry andwarm air mass under the influence of an expansive high pressure systemlately.  A large area of record warm temperatures is engulfing much of themid-section of the country this afternoon.  As the arctic air massadvances into the United States through the next couple of days,drastically colder temperatures will be ushered down the Plains onTuesday, and then across the Great Lakes, the Ohio Valley toward the DeepSouth and the East Coast by Wednesday evening, with sub-zero will chillsacross the northern Plains by tonight reaching into the upper MidwestWednesday morning.  In addition, the cold front is forecast to become verypotent, with showers and thunderstorms rapidly forming over the OhioValley into the lower Great Lakes Tuesday evening along with warm andgusty winds.  Some of these thunderstorms are expected to become severe aswell.  The winds behind the front will become very strong and gusty fromthe north and northwest with rapidly falling temperatures surging down thePlains states and up into the Great Lakes through Wednesday.Following the heavy mountain snows and snow squalls tonight, precipitationis expected to gradually become lighter and more scattered throughWednesday.  However, moisture from the next Pacific system is forecast toreach the Pacific Northwest by Tuesday night with coastal rain andincreasingly heavy snow reaching into the Cascades on Wednesday. Meanwhile, some rain could reach southern Arizona and southern New Mexicolater on Wednesday when a lingering Pacific cutoff system finally makesits way into Baja California.

Welcome to the Instant Trivia podcast episode 1112, where we ask the best trivia on the Internet. Round 1. Category: Moving Journalism 1: British Airways' in-flight magazine has this name, like a Miller beer brand. High Life. 2: Different regions get different magazines from this club, AAA for short; Via and Westways are 2 of its publications. the American Automobile Association. 3: Passengers in the Northeast Corridor of this train service can arrive at their stations reading its Arrive magazine. Amtrak. 4: Latitudes is the magazine of this cruise line, NCL for short. Norwegian Cruise Lines. 5: United Airlines has both the Eastern and Western halves of the globe covered with this on-board magazine that has a plural title. Hemispheres. Round 2. Category: SeedS. With Seed in quotes 1: This phrase means funds given to start a business. seed money. 2: This wandering planter of the early U.S. is said to have dressed in a coffee sack, with a cooking-pot hat. Johnny Appleseed. 3: A classic McDonald's jingle ends, "on" this type of bun. a sesame seed bun. 4: Nick Cave's band. The Bad Seeds. 5: To marry Elvis in 1967, Priscilla wore a gown trimmed in these little gems. seed pearls. Round 3. Category: Rubies 1: "The people...who put me in the position I'm in will never let the...facts come...to the world" said this assassin. Jack Ruby. 2: Saying "Her price is far above rubies", the Bible asks, "Who can find a virtuous" one. woman. 3: Avoiding "Let's Spend the Night Together", many radio stations played this flip side which made #1:. "Ruby Tuesday". 4: She was 1st black actress to star in major roles at the American Shakespeare Festival. Ruby Dee. 5: Only variety of this bird found east of the Mississippi and north of Florida is the ruby-throated. hummingbird. Round 4. Category: Remembering The Alamo 1: Before fighting at the Alamo, he served 3 terms as a House representative from Tennessee. Davy Crockett. 2: Like the city where it's located, the mission was originally named in part for this man of Padua. San Antonio. 3: Accounts differ but it's believed this knifesman died on his cot where he had been confined due to illness. (Jim) Bowie. 4: A month after the siege, this commander of the Mexican army was captured at San Jacinto. Santa Anna. 5: A plea for help, this commander's "victory or death" letter was returned to the Alamo in 2013 for the 177th anniv.. William Barret Travis. Round 5. Category: Colombian Connections 1: In area, it's the largest country that borders Colombia. Brazil. 2: One can sail out of the port of Cartagena into this sea. the Caribbean. 3: With the help of the U.S., this country gained its independence from Colombia in 1903. Panama. 4: Its name means "peaceful" and it's home to El Nino. the Pacific Ocean. 5: In 2000 the pres. of this country wanted to replace its sucre with our dollar--he got deposed, but it happened. Ecuador. Thanks for listening! Come back tomorrow for more exciting trivia!Special thanks to https://blog.feedspot.com/trivia_podcasts/ AI Voices used

You'd think if you have Joe Steinhardt from Don Giovanni Records and Marissa Paternoster of Noun and Screaming Females, you might talk a lot about their legendary impact on New Brunswick's basement scene. Or at the very least about their great new graphic novel, Merriment. Nope. This is New Jersey is the World, so we're talking about the Northeast Corridor train line! Get bonus content on Patreon Hosted on Acast. See acast.com/privacy for more information.

New York lawmakers introduced a bill that would allow LIPA to become a public utility. Federal dollars will help improve rail speeds on the Northeast Corridor. Stamford schools face backlash after removing two holidays from their calendar. And Governor Hochul looks to increase New York's temporary disability leave benefit.

Paul Murnane has the morning's top local stories from the WCBS newsroom.

Facts & Spins for November 8, 2023 Top Stories: Researchers report that the personal data of US military personnel is for sale online, the Hunter Biden special counsel denies claims of improper political meddling, Russia and Myanmar begin their first-ever maritime exercises, Israel expects to manage Gaza's security after the war, France plans to send armored vehicles to Lebanon, regional voting begins in two key Indian states, a jailed Iranian Nobel Peace laureate goes on hunger strike, US feds announce a historic bust in Massachusetts, Biden pledges $16B in rail projects along Amtrak's Northeast Corridor, and China announces plans to mass produce humanoid bots. Sources: https://www.verity.news/

Donald Trump testifies in NY civil fraud trial, often clashing with the judge; President Biden announces $16 billion for Amtrak's Northeast Corridor projects; Senate takes up Israel aid bill; VA Secretary McDonough says 2 million benefit claims were processed last year. Learn more about your ad choices. Visit megaphone.fm/adchoices

Abrimos Ruleta Rusa con lo último de los Yawning Man, Neo-Psicodelia a cascoporro con Long Walk of The Navajo, publicado este 2023. Descubriremos juntos el estupendo trabajo del guitarrista y compositor Alex Anthony Faide, del que escucharemos Particles of the Infinite. Receuperaremos el que creo que es el mejor trabajo de Eddie Vedder, fuera de Pearl Jam, la banda sonora para la película Into The Wild, de 2007. Nuestra primera pincelada de rock clásico fueron los James Gang de Joe Walsh a quien en este séptimo trabajo de la banda, acompañaba el gran Tommy Bolin. Cambiaremos de tercio con Steely Dan y este directo de 2021, Northeast Corridor. Steely Dan Live!. Volveremos a escuchar a esa estupenda banda, con un sonido único, como son Elbow, a los que escucharemos en su debut, allá por 2021, Asleep In The Back. Y cerraremos con nuestra segunda pincelada de rock clásico, los británicos Hannibal y su único homónimo álbum de 1970. Que lo disfrutéis y feliz semana!!

On June 11, 2023, a gasoline truck caught fire under I-95 in Philadelphia, essentially melting a major section of the primary roadway through the center of the Northeast Corridor. Facing what looked like a months-long reconstruction process, the Pennsylvania Department of Transportation assembled a quick action team to implement an extraordinary repair effort, built on interagency cooperation and a unique recycled material, restoring I-95 to full use in only 12 days. Telling us about this quick rebuild is Lou Belmonte, District Executive for the Pennsylvania Department of Transportation.

For our last #EJBTalks episode of 2022 Stuart Shapiro talks with urban planning alum Gretchen Minneman Kostura MCRP '07. They discuss her journey from a student focused on community development to her professional work in transportation. After starting her career in the Port Authority Leadership Fellows program, she moved to her current position working for the CEO and President of Amtrak. She talks about the current challenges and opportunities facing Amtrak, from aging equipment to what the recently passed infrastructure bill could mean for the Northeast Corridor and the rest of the country. Gretchen concludes with some great advice for Bloustein students and alums starting out on their professional careers in urban planning. --- Send in a voice message: https://anchor.fm/ejbtalks/message

Jina Sanone, Vice President of the Northeast Corridor (NEC) Service Line at Amtrak is responsible for its performance between Washington, D.C. and Boston.  She … Read More

Northeast Maglev has a vision for bringing fast--really, really fast--rail service to the Northeast Corridor (Boston to Washington D.C.). This week Paul talks with Wayne Rogers, Chairman and CEO of the Baltimore Washington Rapid Rail, LLC, and Northeast Maglev, LLC, about his vision for what maglev trains could do for the region. Faster than steel wheel-based trains, maglev trains use superconducting magnets to propel trains along at up to 311 miles an hour. Already running in Japan, where the service is wildly successful, bringing this level of train service would mean being able to get from New York City to Washington D.C. in an hour. Many of the trips people take today by car or plane could be eliminated if the Northeast Corridor gets maglev up and running. Maglev would reduce congestion, pollution, and pressure on the highway system as the region grows. The U.S. has been looking at maglev rail for decades and Northeast Maglev started working on this project ten years ago. The environmental reviews are almost complete and they are looking to get the project up and running soon.   In the episode, you'll hear about the project, the technology, and what we've learned from the successful maglev train in Japan. Next week on Transit Unplugged News and Views, we'll have Jen Shepard, GM of Uber Transit on the show talking about microtransit and paratransit options. If you have a comment, question, or would like to be a guest on Transit Unplugged, email us at info@transitunplugged.com.

The infrastructure law provides the most significant investment in passenger rail in U.S. history, but substantial hurdles - including a powerful cartel - stand firmly in the way of a real national network. In this episode, learn the ways the infrastructure law paves the way for a better future for passenger rail along with the significant obstacles that it failed to address. Please Support Congressional Dish – Quick Links Contribute monthly or a lump sum via PayPal Support Congressional Dish via Patreon (donations per episode) Send Zelle payments to: Donation@congressionaldish.com Send Venmo payments to: @Jennifer-Briney Send Cash App payments to: $CongressionalDish or Donation@congressionaldish.com Use your bank's online bill pay function to mail contributions to: 5753 Hwy 85 North, Number 4576, Crestview, FL 32536. Please make checks payable to Congressional Dish Thank you for supporting truly independent media! Background Sources Recommended Congressional Dish YouTube Video What is the World Trade System? Contributors to Supply Chain Issues Matthew Jinoo Buck. February 4, 2022. “How America's Supply Chains Got Railroaded.” The American Prospect. “Cartel.” Merriam-Webster.com. 2022. “Energy Group Joins Shippers Alleging Price Fixing in Rail Transport.” January 6, 2020. The Houston Chronicle. Testimony of Dennis R. Pierce. Passenger and Freight Rail: The Current Status of the Rail Network and the Track Ahead. October 21, 2020. 116th Cong. U.S. Internal Revenue Service. December 31, 2019. “IRS issues standard mileage rates for 2020.” Dangers of Monster Trains and Rail Profiteering Aaron Gordon. Mar 22, 2021. “‘It's Going to End Up Like Boeing': How Freight Rail Is Courting Catastrophe.” Vice. U.S. National Transportation Safety Board. Dec 29, 2020. “Accident Report: Collision of Union Pacific Railroad Train MGRCY04 with a Stationary Train, Granite Canyon, Wyoming, October 4, 2018” [NTSB/RAR-20/05 / PB2020-101016.] Marybeth Luczak. Nov 30, 2020. “Transport Canada Updates Rail Employee Fatigue Rules.” Railway Age. U.S. Government Accountability Office. May 30, 2019. “Rail Safety: Freight Trains Are Getting Longer, and Additional Information Is Needed to Assess Their Impact” [GAO-19-443.] Christina M. Rudin-Brown, Sarah Harris, and Ari Rosberg. May 2019. “How shift scheduling practices contribute to fatigue amongst freight rail operating employees: Findings from Canadian accident investigations.” Accident Analysis and Prevention. Jessica Murphy. Jan 19, 2018. “Lac-Megantic: The runaway train that destroyed a town.” BBC. Eric M. Johnson. Dec 6, 2017. “Growing length of U.S. freight trains in federal crosshairs after crashes: GAO.” Reuters. Cumberland Times-News. Aug 12, 2017. “Last of Hyndman's evacuated residents return home.” The Tribune Democrat. Jeffrey Alderton. Aug 5, 2017. “Propane fire out at Hyndman train crash site, residents await news of when they can return.” The Tribune Democrat. Jeffrey Alderton. Aug 3, 2017. “Train derailment destroys Bedford County home, forces evacuation.” The Tribune Democrat. New Jersey Department of Health. Revised June 2011. “Hazardous Substance Fact Sheet: Sodium Chlorate.” Stephen Joiner. Feb 11, 2010 “Is Bigger Better? 'Monster' Trains vs Freight Trains.” Popular Mechanics. Lobbying and Corruption “CSX Corp: Recipients.” 2020. Open Secrets. CSX Corporation Lobbying Report. 2020. Senate.gov. “Union Pacific Corp: Summary.” 2020. Open Secrets. “Union Pacific Corp: Members Invested.” 2018. Open Secrets. Union Pacific Corporation Lobbying Report. 2020. Senate.gov. What you really pay for TV Gavin Bridge. Oct 27, 2020. “The True Cost to Consumers of Pay TV's Top Channels.” Variety. Laws H.R.3684 - Infrastructure Investment and Jobs Act Sponsor: Rep. Peter DeFazio (D-OR) Status: Became Public Law No. 117-58 Law Outline DIVISION A: SURFACE TRANSPORTATION TITLE I - FEDERAL-AID HIGHWAYS Subtitle A - Authorizations and Programs Sec. 11101: Authorization of appropriations Authorizes appropriations for Federal-Aid for highways at between $52 billion and $56 billion per year through fiscal year 2026 (over $273 billion total). Authorizes $300 million for "charging and fueling infrastructure grants" for 2022, which increases by $100 million per year (maxing out at $700 million in 2026) Authorizes between $25 million and $30 million per year for "community resilience and evacuation route grants" on top of equal amounts for "at risk coastal infrastructure grants" Authorizes a total of $6.53 billion (from two funds) for the bridge investment program Sec. 11102: Obligation ceiling Caps the annual total funding from all laws (with many exceptions) that can be spent on Federal highway programs. Total through 2026: $300.3 billion Sec. 11109: Surface transportation block grant program: Allows money from the surface transportation block grant program to be used for "planning and construction" of projects that "facilitate intermodel connections between emerging transportation technologies", specifically naming the hyperloop Sec. 11508: Requirements for Transportation Projects Carried Out Through Public Private Partnerships For projects that cost $100 million or more, before entering into a contract with a private company, the government partner has to conduct a "value for money analysis" of the partnership. Three years after a project is opened to traffic, the government partner has to review the compliance of the private company and either certify their compliance or report to the Secretary of Transportation the details of the violation. The certifications or violation notifications must be publicly available "in a form that does not disclose any proprietary or confidential business information." DIVISION B - SURFACE TRANSPORTATION INVESTMENT ACT OF 2021 TITLE I - MULTIMODAL AND FREIGHT TRANSPORTATION Subtitle A - Multimodal Freight Policy Sec. 21101: Office of Multimodal Freight Infrastructure and Policy Restructures/eliminates offices at the Department of Transportation to create an Office of Multimodal Freight Infrastructure and Policy The person in charge will be appointed by the President and has to be confirmed by the Senate Authorizes "such sums as are necessary" Subtitle B - Multimodal Investment Sec. 21201: National infrastructure project assistance Authorizes $2 billion per year until 2026 ($10 billion total) on projects that cost at least $100 million that include highways, bridges, freight rail, passenger rail, and public transportation projects. The Federal government will pay a maximum of 80% of the project costs. Sec. 21202: Local and regional project assistance Authorizes $1.5 billion per year until 2026 ($7.5 billion) (which will expire after 3 years) for grants for local transportation projects in amounts between $1 million and $25 million for projects that include highway, bridge, public transportation, passenger and freight rail, port infrastructure, surface transportation at airports, and more. Sec. 21203: National culvert removal, replacement, and restoration grant program Authorizes $800 million per year through 2026 ($4 billion) for grants for projects that replace, remove, or repair culverts (water channels) that improve or restore passages for fish. Subtitle C - Railroad Rehabilitation and Improvement Financing Reforms TITLE II - RAIL Subtitle A - Authorization of Appropriations Sec. 22101: Grants to Amtrak Authorizes appropriations for Amtrak in the Northeast Corridor at between $1.1 billion and $1.57 billion per year through 2026 ($6.57 billion total). Authorizes appropriations for Amtrak in the National Network at between $2.2 billion and $3 billion per year through 2026 ($12.65 billion total). Sec. 22103: Consolidated rail infrastructure and safety improvements grants Authorizes $1 billion per year through 2026 ($5 billion total) for rail infrastructure safety improvement grants Sec. 22104: Railroad crossing elimination program Authorizes $500 million per year through 2016 ($2.5 billion total) for the elimination of railroad crossings Sec. 22106: Federal-State partnership for intercity passenger rail grants Authorizes $1.5 billion per year through 2026 ($7.5 billion total) for grants to states to expand intercity passenger rail grants Subtitle B - Amtrak Reforms Sec. 22201: Amtrak findings, mission, and goals Changes the goal of cooperation between Amtrak, governments, & other rail carriers from "to achieve a performance level sufficient to justify expending public money" to "in order to meet the intercity passenger rail needs of the United States" and expands the service areas beyond "urban" locations. Changes the goals of Amtrak to include... "Improving its contracts with rail carriers over whose tracks Amtrak operates." "Offering competitive fares" "Increasing revenue from the transportation of mail and express" "Encourages" Amtrak to make agreement with private companies that will generate additional revenue Sec. 22203: Station agents Requires that at least one Amtrak ticket agent works at each station, unless there is a commuter rail agent who has the authority to sell Amtrak tickets Sec. 22208: Passenger Experience Enhancement Removes the requirement that Amtrak's food and beverage service financially break even in order to be offered on its trains Creates a working group to make recommendations about how to improve the onboard food and beverage service The report must be complete within one year of the working group's formation After the report is complete, Amtrak must create a plan to implementing the working group's recommendations and/or tell Congress in writing why they will not implement the recommendations The plan can not include Amtrak employee layoffs Sec . 22209: Amtrak smoking policy Requires Amtrak to prohibit smoking - including electronic cigarettes - on all Amtrak trains Sec. 22210: Protecting Amtrak routes through rural communities Prohibits Amtrak from cutting or reducing service to a rail route if they receive adequate Federal funding for that route Sec. 22213: Creating Quality Jobs Amtrak will not be allowed to privatize the jobs previously performed by laid off union workers. Sec. 22214: Amtrak Daily Long Distance Study Authorizes $15 million for an Amtrak study on bringing back long distance rail routes that were discontinued. Subtitle C - Intercity Passenger Rail Policy Sec. 22304: Restoration and Enhancement Grants Extends the amount of time the government will pay the operating costs of Amtrak or "any rail carrier" partnered with Amtrak or a government agency that provides passenger rail service from 3 years to 6 years, and pays higher percentages of the the costs. Sec. 22305: Railroad crossing elimination program Creates a program to eliminate highway-rail crossings where vehicles are frequently stopped by trains Authorizes the construction on tunnels and bridges Requires the government agency in charge of the project to "obtain the necessary approvals from any impacted rail carriers or real property owners before proceeding with the construction of a project" Each grant will be for at least $1 million each The Federal government will pay no more than 80% of the project's cost Sec. 22306: Interstate rail compacts Authorizes up to 10 grants per year valued at a maximum of $1 million each to plan and promote new Amtrak routes The grant recipient will have to match the grant by at least 50% of the eligible expenses Sec. 22308: Corridor identification and development program The Secretary of Transportation will create a program for public entities to plan for expanded intercity passenger rail corridors (which are routes that are less than 750 miles), operated by Amtrak or private companies. When developing plans for corridors, the Secretary has to "consult" with "host railroads for the proposed corridor" Subtitle D - Rail Safety Sec. 22404: Blocked Crossing Portal The Administration of the Federal Railroad Administration would establish a "3 year blocked crossing portal" which would collect information about blocked crossing by trains from the public and first responders and provide every person submitting the complaint the contact information of the "relevant railroad" and would "encourage" them to complain to them too. Information collected would NOT be allowed to be used for any regulatory or enforcement purposes Reports to Congress will be created using the information collected Sec. 22406: Emergency Lighting The Secretary of Transportation will have to issue a rule requiring that all carriers that transport human passengers have an emergency lighting system that turns on when there is a power failure. Sec. 22408: Completion of Hours of Service and Fatigue Studies Requires the Administrator of the Federal Railroad Administration to start pilot programs that were supposed to be conducted no later than 2010, which will test railroad employee scheduling rules designed to reduce employee fatigue. They will test... Assigning employees to shifts with 10 hours advance notice For employees subject to being on-call, having some shifts when those employees are not subject to being on-call. If the pilot programs have not begun by around March of 2023, a report will have to be submitted to Congress explaining the challenges, including "efforts to recruit participant railroads" Sec. 22409: Positive Train Control Study The Comptroller General will conduct a study to determine the annual operation and maintenance costs for positive train control. Sec. 22418: Civil Penalty Enforcement Authority Requires the Secretary of Transportation to provide notice and an opportunity for a hearing to "persons" who violate regulations requiring railroads to report information about railroad crossings. Eliminates the minimum $500 fine for violating the regulations Allows the Attorney General to take the railroad to court to collect the penalty but prohibits the amount of the civil penalty from being reviewed by the courts. Sec. 22423: High-Speed Train Noise Emissions Allows, but does not require, the Secretary of Transportation to create regulations governing the noise levels of trains that exceed 160 mph. Sec. 22425: Requirements for railroad freight cars placed into service in the United States Effective 3 years after the regulations are complete (maximum 5 years after this becomes law), freight cars will be prohibited from operating within the United States if it has sensitive technology originating from or if more than 15% of it is manufactured in... "A country of concern" (which is defined as a country identified by the Commerce Department "as a nonmarket economy country"). Countries on the nonmarket economy list include... Armenia Azerbaijan Belarus China Georgia Kyrgyz Republic Moldova Tajikistan Turkmenistan Uzbekistan Vietnam A country identified by the United States Trade Representative on its priority watch list, which in 2020 included... China Indonesia India Algeria Saudi Arabia Russia Ukraine Argentina Chile Venezuela State owned enterprises The Secretary of Transportation can assess fines between $100,000 and $250,000 per freight car. A company that has been found in violation 3 times can be kicked out of the United States transportation system until they are in compliance and have paid all their fines in full. These rules will apply regardless of what was agreed to in the USMCA trade agreement. Sec. 22427: Controlled substances testing for mechanical employees 180 days after this becomes law, all railroad mechanics will be subject to drug testing, which can be conducted at random. Bills H.R.1748 - Safe Freight Act of 2019 Sponsor: Rep. Don Young (R-AK) Status: Referred to Subcommittee on Railroads, Pipelines, and Hazardous Materials 03/14/2019 Hearings Leveraging IIJA: Plans for Expanding Intercity Passenger Rail House Committee on Transportation & Infrastructure, Subcommittee on Railroads, Pipelines, and Hazardous Materials December 9, 2021 During the hearing, witnesses discussed plans for expanding intercity passenger rail in their states, regions, and networks, and how the bipartisan Infrastructure Investment and Jobs Act, which was recently signed into law, will support these efforts. Witnesses: Stephen Gardner, President, Amtrak David Kim, Secretary, California State Transportation Agency Kevin Corbett, President and CEO of New Jersey Transit, Co-Chair, Northeast Corridor Commission, On behalf of Northeast Corridor Commission Julie White, Deputy Secretary for Multimodal Transportation, North Carolina Department of Transportation, Commission Chair, Southeast Corridor Commission, On behalf of the North Carolina Department of Transportation and the Southeast Corridor Commission Ms. Donna DeMartino, Managing Director, Los Angeles – San Diego – San Luis Obispo Rail Corridor Agency Knox Ross, Mississippi Commission and Chair of the Southern Rail Commission Clips 8:52 - 9:12 Rep. Rick Crawford: Finally, any potential expansion of the Amtrak system must include the full input of the freight railroads on capacity and track sharing issues. The ongoing supply chain crisis only further emphasizes the value of freight railroads and efficiently moving goods across the nation. The important work the freight railroads cannot be obstructed. 16:49 - 17:10 Rep. Peter DeFazio The law is pretty clear: preference over freight transportation except in an emergency. Intercity and commuter rail passenger transportation provided for Amtrak has preference over freight transportation and using a rail line junction crossing unless the board orders otherwise under this subsection. Well, obviously that has not been observed. 22:05 - 22:24 Stephen Gardner: With the $66 billion provided to the Federal Railroad Administration and Amtrak we and our partners can finally have the chance to renew, improve or replace antiquated assets like the century old bridges and tunnels in the Northeast, inaccessible stations around the nation, and our vintage trains. 23:44 - 24:11 Stephen Gardner: Additionally, we'll continue to work collaboratively with our partners where they see value in working with other parties to deliver parts of their service and with new railroad entities that aim to develop or deliver their own service. We simply ask that key railroad laws like the Railway Labor Act and railway retirement apply to new entrants, that the federal government gets equity and accountability for investments it makes in private systems, and that any new services create connections with Amtrak's national network 1:25:00 - 1:25:37 Stephen Gardner: We've been working very closely with a variety of host railroads on opportunities to expand, notably Burlington Northern Santa Fe and our work to expand the Heartland Flyer service between Texas and Oklahoma and potentially extend that North to Wichita, Newton, in Colorado along the front range also with BNSF, to look at opportunities there. With Canadian Pacific we've been having really good conversations about launching a new service between the Twin Cities, Milwaukee and Chicago. Similarly, I think there's opportunities for that Baton Rouge to New Orleans service that Mr. Ross mentioned. 1:54:24 - 1:55:10 Rep. Chuy Garcia: You've each had different experiences with freight railroads as the host railroad for your respective services. What can Congress do to help you as you discuss expanding and improving passenger rail service with your freight railroad? You'll have about 15 seconds each. Knox Ross: Congressman, thank you. I think it's enforcing the will of Congress and the law that set up Amtrak in the beginning is, as the Chairman talked about, in the beginning, that people have a preference over freight. Now we understand that we all have to work together to do that. But we think there are many ways that Amtrak and other other hosts can work together with the fright to get this done, but the law has to be enforced. 1:55:14 - 1:55:30 Julie White: I would say that the money in the IIJA is going to be really important as we work, for example, on the S Line it is an FRA grant that enables us to acquire that line from CSX and enables us to grow freight rail on it at the same time as passenger. 1:58:05 - 1:58:23 Rep. Tim Burchett: Also understand that Amtrak is planning to either expand or build new rail corridors in 26 states across the country over the next 15 years and I was wondering: what makes you think Amtrak will turn a profit in any of those communities? 1:58:43 - 1:59:29 Stephen Gardner: But I would be clear here that our expectation is that these corridors do require support from states and the federal government, that they produce real value and support a lot of important transportation needs. But we measure those not necessarily by the profit of the farebox, so to speak, even though Amtrak has the highest farebox recovery of any system in the United States by far in terms of rail systems, we believe that Amtrak mission is to create mobility, mobility that creates value. We do that with as little public funding as we can, but the current services do require support investment and I think that's fair. All transportation modes require investment. 2:00:12 - 2:00:24 Rep. Tim Burchett: Since you mentioned that you needed more funding down the line, don't you think it'd be better to make your current service corridors more profit -- or just profitable before you build new ones in other parts of the country? When Unlimited Potential Meets Limited Resources: The Benefits and Challenges of High-Speed Rail and Emerging Rail Technologies House Committee on Transportation & Infrastructure, Subcommittee on Railroads, Pipelines, and Hazardous Materials May 6, 2021 This hearing featured twelve witnesses from a range of perspectives, exploring the opportunities and limitations associated with high-speed rail and emerging technologies, including regulatory oversight, technology readiness, project costs, and available federal resources. Witnesses: John Porcari, Former Deputy Secretary of the US Department of Transportation Rachel Smith, President and CEO of the Seattle Metropolitan Chamber of Commerce Phillip Washington, CEO of the Los Angeles County Metropolitan Transportation Authority Danielle Eckert, International Representative for the International Brotherhood of Electrical Workers Carbett "Trey" Duhon III, Judge in Waller County, TX Andy Kunz, President and CEO of the US High Speed Rail Association Carlos Aguilar, President and CEO of Texas Central High Speed Rail William Flynn, CEO of Amtrak Josh Giegel, CEO and Co-Founder of Virgin Hyperloop Andres de Leon, CEO of Hyperloop Transportation Technologies Michal Reininger, CEO of Brightline Trains Wayne Rogers, Chairman and CEO of Northeast Maglev Clips 8:37 - 8:48 Rep. Rick Crawford: Rail is also considered one of the most fuel efficient ways to move freight. On average freight rail can move one ton of freight over 470 miles on one gallon of fuel. 18:05 - 18:46 Rep. Peter DeFazio: You know we have put aggregate with the essentially post World War Two, mostly the Eisenhower program, $2 trillion -- trillion -- into highways, invested by the federal government, a lot of money. But post World War Two $777 billion into aviation, airports, runways, air traffic control etc. And, and we have put about $90 billion total into rail. 22:45 - 23:25 John Porcari: As I evaluated ways to increase capacity in the Baltimore-New York City corridor, these were my choices: I could add air capacity between BWI Thurgood Marshall Airport and New York with 90% federal funding for runway and taxiway improvements, I could add highway capacity on I-95 to New York with 80% federal funding, or add passenger rail capacity with zero federal funding for that 215 mile segment. A passenger rail trip makes far more sense than driving or flying, yet passenger rail capacity was the least likely alternative to be selected. So if you wonder why we have the unbalanced transportation system we have today, follow the money. 23:26 - 23:54 John Porcari: It's an extraordinary statement of state priorities that the California High Speed Rail Authority's 2020 Business Plan anticipates 85% of its funding from state sources and only 15% federal funding for this project of national and regional significance. This is a remarkable state financial commitment and a clear declaration of the state's project priorities. Yet there's no ongoing sustained federal financial partner for this multi year program of projects. 23:54 - 24:28 John Porcari: To match the people carrying capacity of phase one of the high speed rail system, California would need to invest $122 to $199 billion towards building almost 4200 highway lane miles, the equivalent of a new six lane highway and the construction of 91 new airport gates and two new runways. The San Francisco-Los Angeles air loop is already the ninth busiest in the world, and the busiest air route in America. Doesn't it make sense to prioritize this finite and expensive airport capacity for trans continental and international flights? 24:28 - 24:40 John Porcari: For California the 120 to 209 billion of required highway and airport capacity as an alternative to high speed rail is double the 69 to 99 billion cost estimate for phase one of the high speed rail system. 25:05 - 25:18 John Porcari: Providing real transportation choices at the local and state level requires the establishment of a Passenger Rail Trust Fund on par with our Highway Trust Fund and Airport and Airway Trust Fund. 48:00 - 48:23 Trey Duhon: Texas Central promised this project was privately financed, and everything they've done today, including the EIS was based on that. So we say let it live or die in the free market and invest our tax dollars in more equitable transportation solutions. We should not have to pay for another train to nowhere while having our communities destroyed by the very tax dollars that we work hard to contribute. 49:48 - 50:42 Andy Kunz: High Speed Rail can unlock numerous ridership opportunities. Essential workers like teachers, police and firemen in the high price Silicon Valley could find affordable housing options with a short train ride to Merced or Fresno in California's Central Valley. Residents of Eugene, Oregon could access jobs in Portland's tech sector or booming recreational industry with a 35 minute commute. A Houston salesperson could prepare for an important client meeting in Dallas with dedicated Wi Fi and ample workspace while gliding past the notorious congestion on I-45. A college student in Atlanta could make it home for Thanksgiving in Charlotte while picking up grandma along the way in Greenville, South Carolina. International tourists visiting Disney World in Orlando could extend their vacation with a day trip to the Gulf beaches of the Greater Tampa Bay area. 51:41 - 54:58 Andy Kunz: High Speed Rail has an unmatched track record of safety. Japan, with the world's first high speed rail network, has carried millions of people over 50 years without a single fatality, in comparison as many as 40,000 Americans are killed every year in auto accidents on our highways. 52:22 - 52:45 Andy Kunz: China has invested over a trillion dollars in high speed rail, allowing them to build a world class 22,000 mile network in 14 years. Not taking a pause, China plans to construct another 21,000 miles of track over the next nine years. Modern infrastructure like this fuels China's explosive economic growth, making it challenging for us to compete with them in the 21st century. 52:46 - 53:10 Andy Kunz: On the other side of the globe, the United Kingdom is currently doubling their rail network with $120 billion investment. France has invested over $160 billion in constructing their system. Spain's 2000 mile High Speed Rail Network is the largest in Europe, costing more than 175 billion. These are considerable investments by nations that are similar in size to Texas. 1:08:00 - 1:09:00 Rep. Peter DeFazio: Are you aware of any high speed rail project in the world that isn't government subsidized? I know, Virgin in, you know, in Great Britain says, well, we make money. Yeah, you make money. You don't have to maintain the rail, the government does that, all you do is put a train set on it and run it. John Porcari: Yeah, that's a really important point, Mr. Chairman, virtually every one that I'm aware of in the world has had a very big public investment in the infrastructure itself, the operation by a private operator can be very profitable. I would point out that that is no different, conceptually from our airways system, for example, where federal taxpayer investments make possible the operations of our airlines, which in turn are profitable and no different than our very profitable trucking industry in the US, which is enabled by the public infrastructure investment of the highway system itself. 1:09:46 - 1:10:37 Philip Washington: The potential is very, very good to make that connection with the private railroad. And actually that is the plan. And we are working with that, that private railroad right now to do that. And that connection with the help of some twin bore tunnel will allow train speeds to be at anywhere from 180 to 200 miles an hour, getting from that high desert corridor to Los Angeles. And so it's a it's a huge, huge effort. It links up with high speed rail from the north as well, with the link up coming into Union Station as well. So I think the potential to link up both of these are very, very great. And we're working with both entities. 1:11:31 - 1:12:13 Philip Washington: Well one of our ideas very quickly is right now we have as you know, Mr. Chairman, assembly plants, assembly plants all over the country what we are proposing is a soup to nuts, all included manufacturing outfit in this country that manufactures trains from the ground up, forging steel, all of those things. So we have proposed an industrial park with suppliers on site as well to actually build again from the ground up, rail car passenger rail car vehicles and locomotives. It is the return of manufacturing to this country as we see it. 1:21:16 - 1:21:50 John Porcari: We have 111 year old tunnel in New York, we have a B&P tunnel in Baltimore, that Civil War era. Those are not the biggest obstacles. It is more a question of will. What we want to do as a country in infrastructure, we do, and we've never made rail, really the priority that that I think it needs to be. And we've never provided meaningful choices for the states to select rail and build a multi year rail program because we don't have the funding part of it. 1:21:55 - 1:22:19 John Porcari: Our passenger rail system in the US is moving from a survival mode to a growth mode. And I think that's a very healthy thing for the country. Whether you're talking about our cross country service, one of the coastal corridors or the Midwest service, all of that is really important. In just the same way we built the interstates, city pairs aggregating into a national system, we can really do that with the passenger rail system if we have the will. 1:27:13 - 1:27:41 Rep. Michelle Steel: My constituents are already taxed enough, with California state and local taxes and skyrocketing gas prices making it unaffordable to live. I just came back from Texas, their gas price was $2 something and we are paying over $4 in California. We must preserve our local economy by lowering taxes not raising them. And we must not continue throwing tax dollars into a high speed money pit. 1:30:53 - 1:31:11 Trey Duhon: The folks in Waller county the folks that I know, a family of four is not going to pay $1,000 To ride a train between Houston and Dallas, when they can get there on a $50 tank of gas an hour and a half later. It's just not going to happen. So it's not a mass transit solution, at least not for this corridor. 1:48:56 - 1:49:25 Andy Kunz: The other big thing that hasn't been mentioned is the the cost of people's time and waste sitting stuck in traffic or stuck in airports. It's estimated to be several 100 billion dollars a year. And then as a business person, time is money. So if all your people are taking all day to get anywhere your entire company is less competitive, especially against nations that actually have these efficient systems, and then they can out compete us 2:03:52 - 2:04:13 Seth Moulton: And I would just add, you know, we build high speed rail, no one's gonna force you to take it. You have that freedom of choice that Americans don't have today and yet travelers all around the world have. I don't understand why travelers in China should have so much more freedom than we do today. In America, high speed railway would rapidly rectify that 3:01:09 - 3:01:27 Josh Giegel: In 2014 I co-founded this company in a garage when Hyperloop was just an idea on a whiteboard. By late 2016 We began construction of our first full system test set, dev loop, north of Las Vegas. To date we've completed over 500 tests of our system. 3:01:38 - 3:01:48 Josh Giegel: Today we have approximately 300 employees and are the leading Hyperloop company in the world and the only company, the only company to have had passengers travel safely in a Hyperloop. 3:01:48 - 3:02:33 Josh Giegel: Hyperloop is a high speed surface transportation system. Travel occurs within a low pressure enclosure equivalent to 200,000 feet above sea level, in a vehicle pressurized to normal atmospheric conditions, much like a commercial aircraft. This, along with our proprietary magnetic levitation engine, allows us to reach and maintain airline speeds with significantly less energy than other modes of transportation. Not only is Hyperloop fast, it's a high capacity mass transit system capable of comfortably moving people and goods at 670 miles per hour with 50,000 passengers per hour per direction, on demand and direct to your destination, meaning no stops along the way. 3:02:54 - 3:02:58 Josh Giegel: We achieve all this on a fully electric system with no direct emissions. 3:11:34 - 3:11:53 Mike Reininger: Since our 2018 launch in Florida, we operate the only private high speed system in the US, showcasing the potential of American high speed passenger rail. We carried more than a million passengers in our first full year and learned a lot that is worth sharing from the investment of over $4 billion over the last 10 years. 3:12:45 - 3:12:57 Mike Reininger: We use existing road alignments and infrastructure corridors to leverage previous investments, reduce environmental impacts, lower costs, and speed execution as a basis for profitability. 3:13:00 - 3:13:28 Mike Reininger: In 2022, we will complete the extension into the Orlando International Airport, making our total route 235 miles, linking four of the largest cities in America's third largest state. 400 million annual trips occur between these cities today, 95% of them by car. By upgrading a freight railway first built in the 1890s and building along an Express Highway, we leveraged 130 years of previous investment to support our 21st century service. 3:13:31 - 3:13:51 Mike Reininger: Brightline West will connect Las Vegas to Los Angeles, where today 50 million annual trips and over 100 daily flights occur. Traveling on trains capable of speeds of 200 miles an hour using the I-15 corridor, but cutting the drive time in half, Brightline West's better option expects to serve 11 million annual riders. 3:14:56 - 3:15:08 Mike Reininger: Consider allowing private entities to become eligible parties for FRA grant programs by partnering with currently eligible applicants as a simple way to stretch direct government investment. 3:29:39 - 3:29:54 Rep. Rick Crawford: Amtrak announced plans to expand its routes including to several small cities where there doesn't appear to be enough demand or population to warrant those new lines. Can you guarantee that those new routes will be self sustaining and turn a profit or will they lose money? 3:38:42 - 3:38:55 Bill Flynn: 125 miles an hour on existing track infrastructure is high speed. The newest Acelas we ordered will have a top speed of 186 miles an hour. 3:36:46 - 3:37:05 Rep. Seth Moulton: What is the top speed of the Acela service? Bill Flynn: The Acela service in the southern network, Washington to New York, top speeds 135 miles an hour, and then in New York to Boston top speed of 150 miles an hour across different segments of the track. 4:11:57 - 4:12:30 Bill Flynn: When we think about NEPA and the other permitting processes that take place, and then ultimately into construction, on many major projects, we're talking a decade or more. So without the visibility and predictability and the certainty of funding, these projects are all affected, they ultimately become more high cost, and they take longer than they should. So if I were to recommend one policy action, creating a trust fund, or trust fund like structure, for intercity passenger rail would be key. Full Steam Ahead for Rail: Why Rail is More Relevant Than Ever for Economic and Environmental Progress House Committee on Transportation & Infrastructure, Subcommittee on Railroads, Pipelines, and Hazardous Materials March 10, 2021 The hearing explored the importance of rail to the U.S. economy and as a tool to mitigate climate change. Witnesses: Shannon Valentine, Secretary of Transportation, The Commonwealth of Virginia Caren Kraska, President/Chairman, Arkansas & Missouri Railroad Greg Regan, President, Transportation Trades Department, AFL-CIO Tom Williams, Group Vice President for Consumer Products, BNSF Railway Clips 18:17 - 18:50 Shannon Valentine: One of the worst rail bottlenecks, mentioned by Chairman DeFazio, along the east coast is at the Potomac River between Virginia and DC and it's called the long bridge which is owned by CSX. The bridge carries on passenger, commuter, and freight rail, nearly 80 trains a day and is at 98% capacity during peak periods. Due to these constraints, Virginia has been unable to expand passenger rail service, even though demand prior to the pandemic was reaching record highs. 18:50 - 19:42 Shannon Valentine: Virginia has been engaged in corridor planning studies, one of which was the I-95 corridor, which as you all know, is heavily congested. Even today as we emerge from this pandemic, traffic has returned to 90% of pre-pandemic levels. Through this study, we learned that adding just one lane in each direction for 50 miles would cost $12.5 billion. While the cost was staggering, the most sobering part of the analysis was that by the time that construction was complete, in 10 years, the corridor would be just as congested as it is today. That finding is what led Virginia to a mode that could provide the capacity at a third of the cost. 20:34 - 20:43 Shannon Valentine: According to APTA rail travel emits up to 83% fewer greenhouse gases than driving and up to 73% fewer than flying. 20:58 - 21:22 Shannon Valentine: Benefits can also be measured by increased access to jobs and improving the quality of life. The new service plan includes late night and weekend service because many essential jobs are not nine to five Monday through Friday. That is why we work to add trains leaving Washington in the late evening and on weekends, matching train schedules to the reality of our economy. 52:23 - 53:06* Rep. Peter DeFazio: I am concerned particularly when we have some railroads running trains as long as three miles. And they want to go to a single crew for a three mile long train. I asked the the former head of the FRA under Trump if the train broke down in Albany, Oregon and it's blocking every crossing through the city means no police, no fire, no ambulance, how long it's going to take the engineer to walk three miles from the front of the train to, say, the second car from the rear which is having a brake problem. And he said, Well, I don't know an hour. So you know there's some real concerns here that we have to pursue. 1:23:25 - 1:24:15 Shannon Valentine: When we first launched the intercity passenger rail, Virginia sponsored passenger rail, back in 2009, it really started with a pilot with $17 million for three years from Lynchburg, Virginia into DC into the new Northeast Corridor. And, and I had to make sure that we had 51,000 riders and we didn't know if we were going to be able to sustain it. And in that first year, we had 125,000 passengers. It always exceeded expectations for ridership and profitability. And today, that rail service which we now extend over to Roanoke, and we're working to get it to Blacksburg Christiansburg is really one of our most profitable rail services. In fact, probably in the country. It doesn't even need a subsidy because they're able to generate that kind of ridership. 2:10:21 - 2:12:11 Shannon Valentine: Our project, in my mind, is really the first step in creating a southeast high speed corridor, we have to build the bridge. In order to expand access, we need to be able to begin separating passenger and freight. And even before that is able to occur, building signings and creating the ability to move. We took a lot of lessons from a study called the DC to RDA again, it's the first part of that high speed southeast corridor. For us, it was recommended that we take an incremental approach rather than having a large 100 billion dollar project we're doing in increments. And so this is a $3.7 billion which is still going to help us over 10 years create hourly service between Richmond and DC. It was recommended that we use existing infrastructure and right of way so in our negotiations with CSX, we are acquiring 386 miles of right of way and 223 miles of track. We are also purchasing as part of this an S line. It's abandoned. It goes down into Ridgeway, North Carolina from Petersburg, Virginia, just south of Richmond. Because it's abandoned, we have a lot of opportunity for development for future phases or even higher speed rail. And we actually included part of Buckingham branch, it's an East West freight corridor that we would like to upgrade and protect for, for East West connection. All of these were incremental steps using existing right of way and tracks and achieving higher speeds where it was achievable. Examining the Surface Transportation Board's Role in Ensuring a Robust Passenger Rail System House Committee on Transportation & Infrastructure, Subcommittee on Railroads, Pipelines, and Hazardous Materials November 18, 2020 Witnesses: Ann D. Begeman, Chairman, Surface Transportation Board Martin J. Oberman, Vice Chairman, Surface Transportation Board Romayne C. Brown, Chair of the Board of Directors, Metra Stephen Gardner, Senior Executive Vice President, Amtrak Ian Jefferies, President and Chief Executive Officer, Association of American Railroads Randal O'Toole, Senior Fellow, Cato Institute Paul Skoutelas, President and Chief Executive Officer, American Public Transportation Association Clips 27:31 - 27:59 Daniel Lipinski: Unlike Amtrak, Metra and other commuter railroads do not have a statutory federal preference prioritizing commuter trains over freight trains. Additionally, commuter railroads generally do not have standing to bring cases before the STB. Therefore, commuter railroads have very limited leverage when it comes to trying to expand their service on freight rail lines and ensuring that freight railroads Do not delay commuter trains. 35:42 - 36:27 Rep. Peter DeFazio: In fact, Congress included provisions to fix Amtrak on time performance in 2008. That is when PRIA added a provisions directing the FRA and Amtrak to work to develop on time performance metric standards to be used as a basis for an STB investigation. Unfortunately, those benefits haven't been realized. It's been 12 years since PRIA was passed. If our eyes metric and standards for on time performance were published this last Monday 12 years later, for the second time, and after this long and unacceptable delay, I look forward to seeing an improvement on Amtrak's performance both in in my state and nationwide. 38:01 - 38:32 Rep. Peter DeFazio: Worldwide, I'm not aware of any railroads, passenger railroads, that make money, although Virgin claims they do in England because they don't have to maintain the tracks. Pretty easy to make money if all you have to do is put a train set on it, run it back and forth. That's not the major expense. So, you know, to say that we shouldn't be subsidizing commuter or we shouldn't be subsidizing Amtrak is, you know, is just saying you don't want to run trains. Because everywhere else in the world they're subsidized. 43:45 - 44:30 Ann Begeman: Most intercity passenger rail service is provided by Amtrak, which is statutorily excluded from many of the board's regulatory requirements applicable to freight carriers. However, with the enactment of the Passenger Rail Investment Improvement Act of 2008 (PRIA) which both Chairman Lipinski and Chairman De Fazio has have mentioned in their opening comments, as well as the Fixing America's Surface Transportation Act of 2015. FAST Act, the board assumed additional Amtrak oversight responsibilities, including the authority to conduct investigations under certain circumstances, and when appropriate, to award relief and identify reasonable measures to improve performance on passenger rail routes. 1:02:24 - 1:03:07 Stephen Gardner: Congress created Amtrak in 1970 to take on a job that today's freight railroads no longer wanted. In exchange for contracts assumption of these private railroads common carrier obligation for passengers and the associated operating losses for passenger service, the freights agreed to allow Amtrak to operate wherever and whenever it wanted over their lines, to provide Amtrak trains with dispatching preference over freight, and to empower what is now the STB to ensure Amtrak's access to the rail network. It's been nearly 50 years since the freight railroads and agreed eagerly to this bargain. And yet today, many of our hosts railroads fall short and fulfilling some of these key obligations 1:03:28 - 1:04:38 Stephen Gardner: Since our founding, Congress has had to clarify and amend the law to try and ensure host compliance. For example, by 1973, the freights had begun delaying Amtrak train so severely that Congress enshrined this promise of Amtrak preference into federal law, and in 2008, delays had gotten so bad that Congress created a new process to set Amtrak on time performance and provided the STB with the authority to investigate poor OTP. But for several reasons, these efforts haven't remedied the problems. For Amtrak and your constituents that has meant millions of delayed passengers and years of impediment as we try to add trains or start new routes to keep up with changing markets and demand. As the AAR are made clear and its litigation opposing the PRIA metrics and standards rule, many hosts see supporting our operation not as their obligation to the public, but as competition for the use of their infrastructure. But Amtrak wasn't created to relieve host railroads of their requirements to support passenger trains. It was created to help them reduce financial losses and ensure that passenger trains could still serve the country 1:04:38 - 1:05:15 Stephen Gardner: We need this committee's help to restore your original deal with the freights. For example you can provide us as you have in the moving forward Act, a way to enforce our existing rights of preference. You can make real Amtrak statutory ability to start new routes and add additional trains without arbitrary barriers. You can create an office of passenger rail within the STB and require them to use their investigative powers to pursue significant instances of for OTP. You can require more efficient STB processes to grant Amtrak access to hosts and fairly set any compensation and capital investment requirements. 1:06:19 - 1:07:57 Stephen Gardner: A rarely heralded fact is that the U.S. has the largest rail network in the world. And yet we use so little of it for intercity passenger rail service. A fundamental reason for this is our inability to gain quick, reasonable access to the network and receive reliable service that we are owed under law. This has effectively blocked our growth and left much of our nation underserved. City pairs like Los Angeles and Phoenix, or Atlanta to Nashville could clearly benefit from Amtrak service. Existing rail lines already connect them. Shouldn't Amtrak be serving these and many other similar corridors nationwide? 1:12:34 - 1:12:57 Randall O'Toole: Last year, the average American traveled more than 15,000 miles by automobile, more than 2000 Miles, road several 100 miles on buses, walked more than 100 Miles, rode 100 miles by urban rail, transit and bicycled 26 miles. Meanwhile, Amtrak carried the average American just 19 Miles. 1:13:35 - 1:13:55 Randall O'Toole: In 1970, the railroads' main problem was not money losing passenger trains, but over regulation by the federal and state governments. Regulation or not, passenger trains are unable to compete against airlines and automobiles. A 1958 Interstate Commerce Commission report concluded that there was no way to make passenger trains profitable. 1:14:52 - 1:15:20 Randall O'Toole: The 1970 collapse of Penn Central shook the industry. Congress should have responded by eliminating the over regulation that was stifling the railroads. Instead, it created Amtrak with the expectation that it would be a for profit corporation and that taking passenger trains off the railroads hands would save them from bankruptcy 50 years and more than $50 billion in operating subsidies later, we know that Amtrak isn't and never will be profitable. 1:15:40 - 1:16:10 Randall O'Toole: When Amtrak was created, average rail fares per passenger mile were two thirds of average airfares. Thanks to airline deregulation since then, inflation adjusted air fares have fallen by 60%. Even as Amtrak fares per passenger mile have doubled. Average Amtrak fares exceeded airfares by 1990 despite huge operating subsidies, or perhaps as has well predicted, because those subsidies encouraged inefficiencies. 1:16:50 - 1:17:15 Randall O'Toole: Today thanks to more efficient operations, rail routes that once saw only a handful of trains per day support 60, 70 or 80 or more freight trains a day. This sometimes leaves little room for Amtrak. Displacing a money making freight train with a money losing passenger train is especially unfair considering that so few people use a passenger trains, while so many rely on freight. 1:17:15 - 1:17:25 Randall O'Toole: Passenger trains are pretty, but they're an obsolete form of transportation. Efforts to give passenger trains preference over freight we'll harm more people than it will help. 2:42:40 - 2:43:50 Stephen Gardner: We think that the poor on time performance that many of our routes have is a significant impediment to ridership and revenue growth. It's quite apparent, many of our passengers, particularly on our long distance network, that serves Dunsmuir, for instance, you know their routes frequently experience significant delays, the number one cause of those delays are freight train interference. This is delays encountered, that Amtrak encounters when freight trains are run in front of us or otherwise dispatching decisions are made that prioritize the freight trains in front of Amtrak. And the reduction in reliability is clearly a problem for passengers with many hour delays. Often our whole long distance network is operating at 50% or less on time performance if you look at over the many past years. Even right now, through this period of COVID, where freight traffic has been down and we're only at 60% over the last 12 months on time performance for the entire long distance network. 2:52:44 - 2:53:23 Stephen Gardner: The difference between the US system and most of the international examples is that the infrastructure is publicly owned, publicly owned and developed in all of these nations, the nations that Mr. O'Toole mentioned, there is a rail infrastructure entity and they're developing it for both passenger and freight in some of those locations are optimized for passenger service primarily, that's for sure the case. China is a great example of a nation that's investing for both as a massive freight system and an incredible amount of investment for passenger rail. And again, they see high speed as a means of dealing with their very significant population and efficient way. Cover Art Design by Only Child Imaginations Music Presented in This Episode Intro & Exit: Tired of Being Lied To by David Ippolito (found on Music Alley by mevio)

Congressman Don Bacon (NE-2) and Congressman Brian Fitzpatrick (PA-1) joined the program for a discussion about the Infrastructure Investment and Jobs Act and their votes that helped pass a generational investment in the built environment.   Transcript: ACEC:  Welcome to the Engineering Influence podcast from the American Council of Engineering Companies. Today, I am very pleased to be bringing you two members of Congress who were instrumental in helping get the Infrastructure Investment and Jobs Act across the finish line. Congressman Don Bacon, representing Nebraska's Second Congressional District, and Congressman Brian Fitzpatrick, representing Pennsylvania's First Congressional District, join us today on the show. As a matter of introduction, Congressman Bacon was elected in 2016 and represents Nebraska's second congressional District. Now prior to serving in the House,, Congressman Bacon served as an officer in the Air Force, specializing in electronic warfare intelligence and reconnaissance. He served 16 assignments with the Air Force, including four deployments in the Middle East, including Operation Iraqi Freedom. He retired with the rank of Brigadier General and currently serves on the House Armed Services Committee and the House Agricultural Committee.  ACEC:  Congressman Brian Fitzpatrick represents Pennsylvania's First Congressional District. Prior to his election, he served as both an FBI special agent and as a federal prosecutor fighting both domestic and international political corruption and supporting global counter-terrorism and counter-intelligence efforts, including being embedded with U.S. Special Forces as part of Operation Iraqi Freedom. In the 117th Congress, Brian was elected co-chair of the bipartisan Problem Solvers Caucus, having previously served as the vice-chair. He is the ranking member on the House Foreign Affairs Subcommittee on Europe, Energy, the Environment, and Cyber, and was appointed by House Leadership to currently serve on the House Permanent Select Committee on Intelligence and as a Commissioner on the Commission on Security and Cooperation in Europe, also known as the U.S. Helsinki Commission. Additionally, Congressman Fitzpatrick serves on the House Transportation and Infrastructure Committee, a committee near and dear to our hearts. Thank you both for joining us today.  ACEC:  I'd like to start off, with Congressman Bacon first, and then Congressman Fitzpatrick. For our audience, who may not be well acquainted with Nebraska or Pennsylvania, can you tell us a little bit about your districts?  Congressman Bacon:  My district is Omaha and the south suburbs, so we have about 700,000 in about a county and a half, but it's really Omaha suburbs. In the next cycle, with redistricting, I gain another county. It's an urban/suburban community. It's one of the most purple districts in the country, officially R plus one. It's a railroad junction and an interstate junction, so it's very infrastructure intensive.  ACEC:  And Congressman Fitzpatrick. I have to admit full transparency. I am from Doylestown, Pennsylvania, so I am Bucks County all the way. Of course I remember it fondly as the Eighth Congressional District, but tell us a little bit about the First.  Congressman Fitzpatrick:  I didn't know you were from Doylestown, but I knew you're familiar with the area. So, the First District is the Philly suburbs. It's all Bucks County, which is the county just to the north of the city line of Philadelphia. The southern part of my district borders the city line of Philadelphia. The entire east side of my district borders, the river, crossing over into New Jersey. And then about 12 percent of my district is the adjacent county to the west Montgomery County. So I have sort of the central part, that's adjacent to Bucks County. Lke Don, we have about 740,000 constituents or so,. We're actually losing a district in Pennsylvania, going to 18 to 17, so my district will grow by about another 40,000 or so.,  ACEC:  Do you think you're going to grow west or north?  Congressman Fitzpatrick:  There are two maps. The House came out with a map that has me expanding my Montgomery county piece, and the State Senate came out with a map that has me picking up Northeast Philadelphia and also the northwestern part of Montgomery county. So two very different districts,  ACEC:  But two districts that were rely heavily on our infrastructure and the built environment. One of the things that I think is important to note here--and we hear it from our members, because I think that the way that this bill came to the floor and the way that House Leadership decided to tie the president's larger agenda together and to tie the infrastructure plan to Build Back Better--is that there's some misinformation out there that this is Build Back Better. It's not. This is a separate bill. This is hard infrastructure funding, that's both reauthorized funding and additional funding above that. There's some misunderstandings about the bill. What are the things you're hearing from your constituents that you really want to clarify, or misconceptions that you'd like to dispel?  Congressman Bacon:  I'll start off. Initially--and I think both Brian and I had this--we heard probably about 90 percent of the criticism was that it was a Build Back Better bill. Folks would say, "Hey, this bill passed amnesty for 11 million adults. You voted to support removing the Hyde Amendment and all the things that are in the Build Back Better bill." And I think we've done a pretty good job of poking that down. Another thing we heard was that only 10 percent of the bill is hard infrastructure, and that is not true. In fact, I've gone through it. I would say 94 percent of that bill is hard infrastructure. The rest of is doing toxic site cleanup on federal lands, which is also needed, by the way. And then we also heard this is a victory for Joe Biden. I think it's a victory for our country, a nd it could have been a victory for Republicans if our leadership would have responded more smartly, just to be blunt about it.  Congressman Bacon:  And I think the other area, which is more legitimate, is just worries about the deficit, and that's a legitimate area that we could go into. I have some perspectives on it, but those are the main areas of criticism, But early on, it was all Build Back Better. They are two totally separate bills, and which Brian and I both opposed. And in fact, Build Back Better has not passed yet out of the Senate, and it's probably going to be greatly changed by the time it does  ACEC:  Congressman, what are you hearing from your constituents in Pennsylvania?  Congressman Fitzpatrick:  Not surprisingly, all of us kind of heard the same thing. Don spelled it up perfectly. People confused and conflating the two different bills, which are two separate distinct bills. How anybody could argue that they're linked is beyond me. First of all, the Senate passed it on August 10th. House Leadership refused to put it on the floor because they weren't linking them, they were holding one hostage for another, and that's very different. But it passed and it's now signed into law, and the Build Back Better programs' fate remains very uncertain, at best. It has not been voted on. It has not been signed into law. A version was voted on in the House, which is dead on arrival in the Senate. That was more or less a messaging bill because reconciliation has to start in the House, so they just sent something over there to start the volley. But these bills are not linked.  Congressman Fitzpatrick:  In fact, I would submit to you, and you don't need to take my word for this, the moderate Democrat senators who are going to be outcome determinative in what, if any, passes the Senate with regard to reconciliation have told us that the passage of this bill actually will, in the worst case, lower the price tag significantly of the reconciliation bill, if not, obliterate it all together. So that's the reality. And yet there were so many people--and Don knows this--so many people who wanted to vote for this. The reason they didn't was because the politics wouldn't let them. And myself and Don and many of our other colleagues refused to allow politics to dictate how we vote. The easy thing to do would be to vote "No," and just go "Rah, rah, go party," right? That's not what we're about. We came here to help our country. And Don is absolutely right. If this would've been played the right way, this could have been a bipartisan victory altogether, but you can't make policy decisions based on who we win or loses politically. It's gotta be about whether America wins or loses. And if that bill came up tomorrow, I'd vote the same way.  Congressman Bacon:  Good policy is good politics. And our guys should have thought about that. I think in August, our team could have said, we want this bill on the floor right now, and we could have turned it to our advantage, but we, sort of ceded that. But in the end, infrastructure is needed for our GDP, exports, national security, public safety. and, as you mentioned, we haven't had a major investment in infrastructure in 40 years. And I'm the party of Lincoln? Also the party of the transcontinental railroad? And the party of Eisenhower, who did the interstate system? We should have embraced this.  ACEC:  That an important point to make. I mean, largely infrastructure investment has been a Republican core issue. It's constitutional, I remember when I was on TNI staff, we had that up there on the right side of the room, where in the Constitution on post roads, the constitutional underpinning for federal investment in infrastructure. And you're right, between the interstate highway system and the like, it's a core issue, and it was unfortunate to see it tied into this.  Congressman Fitzpatrick:  You hear a lot of talk about the big lie. I say the big lie this month was that only 11 percent of the infrastructure bill was real infrastructure. That is a provably false statement. Why anybody would say that, shame on them. Half of the bill, right off the bat, before we even get into the new parts, half of this bill was a standard five year surface transportation reauthorization, which sailed through the last Congress in 2016, when the GOP held the chamber. This has never been controversial. And the $550 billion supplemental, does so by recapturing unused COVID relief money, recapturing unused state unemployment insurance augmentation--that additional $300 a week that a lot of the state governors returned--and it doesn't open the tax code up at all. And just for comparison, we're talking about $550 billion additional over five years. China last year alone spent $3.7 trillion in infrastructure, outside of China. Outside of their country as part of the Belt and Road initiatives. So no matter how you want to slice this, we should all be focused in on the China issue. And look at it that way as well, because this is an investment in the nuts and bolts of our country.  ACEC:  You look at the numbers. Let's take Nebraska, for example. In the state, you have over 1,300 bridges and over 1,100 miles of highway in poor condition. You have commuting times going up across the country, Pennsylvania and Nebraska alike. You have money that's going to go specifically to improve surface infrastructure, that's going to improve people's lives, make it easier for economic development, open corridors for development, job opportunities, and growth. In our sector alone, we're looking at about 82,000 in direct employment, new jobs that will be created. And all the tax base that comes from that. If we don't invest in our surface infrastructure, we're we're pretty much shooting ourselves in the foot from a global competitive standpoint. During your discussions with your members and Congressman Fitzpatrick, I know you're part of the Problem Solvers Caucus, and you look at the issues. Did that resonate? Was there an understanding that this does actually create jobs and opportunity?  Congressman Bacon:  Absolutely. In our district, we have some of the largest trucking companies in the country. We also have the largest railroad company, Union Pacific. In other words, roads, bridges, railroads and very important.And we have the stuff for airports also in there, but I would also suggest that even the things that aren't part of Nebraska are still important for Nebraska. Ports and locks are very important for agriculture exports. We're one of the leading exporters for agriculture. Nebraska is the largest exporter of beef of all 50 states. It's very important to have good ports and locks for the agriculture sector.  Congressman Bacon:  As I look back, every major industry in Omaha supported this bill. The farm bureau were very much in support. The cattlemen. You had the Chamber, all the building trades were there. It's interesting to have unions and chamber together on this bill. The manufacturers were for it, the equipment operators and the equipment distributors. I can go through every major industry there, and they were supportive of this. But all of them, for the most part, maybe there were one or two exceptions, opposed the Build Back Better bill. So the business leaders and the economic folks, and the labor folks knew the importance of this bill for Nebraska and what means, and I mentioned to our leadership, you're asking us to oppose a bill that every major industry supports. I took two polls, in both around 70 percent of the citizens supported it. I said, we're on the wrong side of this issue.  ACEC:  Absolutely. And even the funding that's not directly to build roads or to restore bridges, such as resiliency and resilient infrastructure, those are things that also pay dividends into the future. I know anecdotally, you know, there are high rain events up in New York and that goes down the Delaware River and the eastern portion of Bucks County floods. And you have other issues, Congressman Bacon that you experience in Nebraska as well. If we're able to make our infrastructure, not only our surface infrastructure, but our communications and our electrical distribution systems, more resilient, and of course, resilient not just to weather events, but also for cybersecurity, we're going be more secure as a country.  Congressman Bacon:  Nebraska's rated 48th on rural broadband, so we'll benefit there. We have a lot of lead pipes, so the drinking water infrastructure part was also very important. And so literally these aspects of the bill are very important in Nebraska.  ACEC:  I think Nebraska is going to get an allocation of a hundred million dollars for rural broadband. That's a significant investment, especially now post COVID, it's not a luxury anymore. It's a requirement, not just for education, but for economic development,, and that's critically important, Pennsylvania, along the same lines, gets about one hundred million for broadband coverage across the state. There are about 394,000 Pennsylvanians who lack access to broadband, so connecting those people is going to be critically important. Congressman Fitzpatrick, I'll start with you. Is there a project in the district, or an area that you would really like to see improved, transportation-wise for your constituents?  Congressman Fitzpatrick:  Where do we begin? You know our region. The Northeast Corridor has the most infrastructure, the largest infrastructure and also the oldest infrastructure. We're heavily reliant on rail, on bridges, on tunnels, on ports. So certainly there's all of that. Obviously I-95 runs through our district. State routes, like 611, run through our district. But one that not many people realize, bit both me and my brother before me are very focused on the PFAS issue. There is a big PFAS remediation component to this. That's been a huge issue for the central part of our district, the area in and around, the Willow Grove Naval Air Station, where you had these AFFF firefighting foams that have PFAS and PFOA in it that have just wreaked havoc on the water supplies of so many people in that region. A big part of this bill finally addresses PFAS remediation, which was the big component of that problem. So the central part of our district is going to benefit tremendously from this.  ACEC:  Absolutely. That's been an issue for decades. And finally having that addressed is a significant real-life community improvement. It's going to impact people's lives, without question. Congressman Bacon, for your constituents, what do you see?  Congressman Bacon:  Well, our constituents are going to see benefits primarily in roads and bridges. As you said, we have 1,300 bridges that are in Nebraska, and some of those are right around Omaha. So the roads, the bridges, the rail, the airport funding is all going to have a direct impact. And of course for the rest of Nebraska, the rural broadband will be there. We have a lot of lead pipes in Omaha that we have to switch out. So there's 200 million to replace the lead pipes for drinking water. And that's also going be a big deal for our district.  Congressman Bacon:  But as already mentioned, I think more broadly, the ports and locks. They're not connected to Nebraska, but boy they're certainly connected to our economy. And I've got to give a lot of our folks back home this little tidbit on locks. Our locks are 80 to 90 years old. They're a third of the size of Brazil's that they're putting in right now. And we could grow corn and soybeans, beef and pork, more affordably than anybody else in the world, but if you can't ship it and get it to the right place for exports at a competitive price, you're gonna lose that competitive advantage.So if we want to lead the world in exports in these areas, our logistics have to be updated. And so I think more broadly that it's not just what's being put in our, district; it's our economy as a whole that's impacted.  ACEC:  That's a very good point that you raise. At the beginning of the month, we had a symposium down in Charleston on intermodal and logistics. Essentially dealing with all the supply chain pressures that we're having and experiencing now. The point you raise is a good one. When people of think of ports, you think, okay, you've got Long beach, you've got Charleston, and you have a couple of seaside ports. But you also have your inland ports. You have the importance of having a strong logistics system to actually move goods to market, so farmers in Nebraska can export out from areas on the East Coast. It's critically important. And it helps keep America competitive, and especially competitive in a fairly competitive global agriculture market. Congressman Fitzpatrick, you're a member of the Transportation and Infrastructure Committee. This was, of course, a major accomplishment on that side of the committee's jurisdiction. Coming up, I believe the committee might be considering another Water Resources Development Act bill. What do you see coming up from the committee?  Congressman Fitzpatrick:  Water is something that they wanted to take on separately for a whole host of reasons. I don't know where that's going to stand now that we just passed a major infrastructure rebuild, if this is gonna be what's next for them or not. I know for Congress as a whole, obviously there are some other things that they're focused on right now. I can tell you our Problem Solvers are very focused on issues regarding the Chinese communist party and issues regarding the semiconductor industry, which is incredibly important. If we fall behind in that industry, we've got major problems going forward. Whoever owns the semiconductor industry is going to own the future. And that's not just with regard to jobs. Literally everything we use is now computerized and digitized, including vehicles, including everything, and we used to produce 35 to 40 percent of the world's semiconductor supply. We're now at 12 percent; Europe is at 8 percent. Asia is 70 percent, and of that 70 percent, 30 percent is in Taiwan. So that's obviously one of the many reasons why we have to keep our eye on the situation over there. Our caucus met with Pat Gelsinger, the CEO of Intel, a great domestic semiconductor producer and manufacturer. And he's begging us, to just allow them to be competitive in this country, both through our tax code, our regulatory code and things like the CHIPS Act, where we're going to infuse and invest in that industry, given how important it is to our future. So that's what I see as coming up next.  ACEC:  And again there's always an infrastructure angle. When I was with Congressman Schuster back in the ninth district of Pennsylvania, right in the center of the state, we would say, you don't get economic development unless you flush a toilet. You're not going to attract a manufacturing base, unless there is the infrastructure. and not just the surface infrastructure to get employees to their work, but to get distribution there. That's what attracts it. So, if we're able to build out and make it easier for goods to get the market, we might be able to attract more domestic manufacturing and have that stay in the United States. But you're right, tied to that is a favorable regulatory and tax environment. Congressman Bacon, what do you see coming up coming up next?  Congressman Bacon:  On the infrastructure front, I'll defer to Brian on that, because he's on that committee. For me, I have a lot of infrastructure in the Hass that we have to continue working on. We have five bases that were destroyed through hurricanes or floods or earthquakes. So we're continuing to try to get these five bases back up to speed. So, that's our military infrastructure. But if you look at what we did with this bill, and I've looked at some studies, I think we only bought about half of what we needed to do. It's a good half, and we're gonna work that half and it's going to take four or five years to get this money spent. But we have to realize that we only paid off about half of what it's going to take to get our infrastructure back up to speed.  Congressman Bacon:  One of the studies I was looking at, and we have to be candid here--and Brian touched on this before--right now we're spending 2 percent of GDP on infrastructure. Europe is at 5 percent, and China is at 9 percent. I think we have to reevaluate how we're going to do this over the long haul. It shouldn't just be a four-year bill, and okay, now we've caught up. I think we probably need to readjust our baseline for what we need to be doing for infrastructure. If you look back over 40 years, for the first 20, we were sort of hanging even, but when you look at the last 20, the gas tax has not kept up with the costs. Inflation has eroded the gas tax revenues, but the roads have gotten more costly to fix. And so, over the last 20 years, we've fallen behind pretty quickly. And so I think we have to reevaluate. What do we want to do to keep up with our infrastructure? We shouldn't just say to put duct tape on it and fix it, but let's find a way to sustain it.  ACEC:  Absolutely. And then the growth of electric car market, of course that doesn't directly pay into the user fee. And you have to look at different innovative financing tools to do that.  Congressman Bacon:  Our miles-per-gallon used to be 15 miles per gallon or something. Now a lot of cars, especially with the hybrids it's double or triple that. And so we're bringing in a lot less gas revenue. And you're right, electrical cars are not paying in at all. And our roads and highways, in the meantime, are taking a beating. Amd our bridges. So we've got to figure out how to fix it.  ACEC:  It's a good thing that we have two good members of Congress who are actually going to be working on the problem, doing the problem solving, and moving good policy forward. And for that, we do appreciate both of your leadership,  Congressman Bacon:  Brian is our fearless leader on the Problem Solvers. He's Mr. Chairman.  Congressman Fitzpatrick:  And Don's our fearless leader on Main Street.  ACEC:  It's nice because we hear so much about discord and disagreement in Congress, but there are members who are focused on tackling the problems that we face and creating solutions. I think that what you mentioned at the outset, that good policy like this should carry a lot of other members to support it. So your leadership is a welcome thing these days.  Congressman Bacon:  If you read about Abraham Lincoln, he was a big follower of Henry Clay and Henry Clay wanted the American system, which was focused on waterways and roads. And they took a lot of heat from the other party. If you look at the arguments back then, they're almost the same now. Our country needs to be tied together well, and again, it's all about interstate commerce.  ACEC:  I do appreciate your time today. It's getting close to the Christmas season, and everybody's trying to get their last things done and votes in, so I do appreciate it. Thank you very much for supporting the legislation. Of course, the engineering industry is very interested in getting to work on delivering on the funding that's been passed in the bill. And I do appreciate both of your time today. Thank you. And again, this has been the Engineering Influence podcast from the American Council of Engineering Companies. We'll see you real soon.   

On September 24th, 2021, Donald Fagen and UME released two live albums by the Steely Dan Band recorded in 2019: Northeast Corridor: Steely Dan Live! and The Nightfly Live. Neer Perfect Productions was hired to produce the nationwide radio special supporting these new albums and the current Steely Dan Absolutely Normal tour. This special features a new interview with Donald Fagen, and smoking versions of hits like "Reelin' in the Years," "Kid Charlemagne" and "Peg."

On September 24th, 2021, Donald Fagen and UME released two live albums by the Steely Dan Band recorded in 2019: Northeast Corridor: Steely Dan Live! and The Nightfly Live. Neer Perfect Productions was hired to produce the nationwide radio special supporting these new albums and the current Steely Dan Absolutely Normal tour. This special features a new interview with Donald Fagen, and smoking versions of hits like "Reelin' in the Years," "Kid Charlemagne" and "Peg."

On September 24th, 2021, Donald Fagen and UME released two live albums by the Steely Dan Band recorded in 2019: Northeast Corridor: Steely Dan Live! and The Nightfly Live. Neer Perfect Productions was hired to produce the nationwide radio special supporting these new albums and the current Steely Dan Absolutely Normal tour. This special features a new interview with Donald Fagen, and smoking versions of hits like "Reelin' in the Years," "Kid Charlemagne" and "Peg."

On September 24th, 2021, Donald Fagen and UME released two live albums by the Steely Dan Band recorded in 2019: Northeast Corridor: Steely Dan Live! and The Nightfly Live. Neer Perfect Productions was hired to produce the nationwide radio special supporting these new albums and the current Steely Dan Absolutely Normal tour. This special features a new interview with Donald Fagen, and smoking versions of hits like "Reelin' in the Years," "Kid Charlemagne" and "Peg."

Amtrak is about to get a $66 billion upgrade that could open up new real estate markets. The funding is part of the $1.2 trillion Infrastructure Investment and Jobs Act. It's also the largest amount of government funding for passenger rail in Amtrak's entire 50-year history. Hi, I'm Kathy Fettke and this is Real Estate News for Investors. If you like our podcast, please subscribe and leave us a review.Amtrak's CEO Bill Flynn is overjoyed. He had previously laid out a plan for Amtrak upgrades and expansion during the early months of the Biden administration. He told NBC News: “We have a clear vision for how we want to grow our business and reach more of America.” Amtrak Connects USThe plan is a 15-year strategy called “Amtrak Connects US.” It calls for improvements to existing rail service as well as expansion into new cities and rural areas. Amtrak says the expansion will reach a total of 160 NEW communities with upgraded service on at least 20 existing routes. According to NBC News, the Rail Passengers Association has been lobbying members of Congress for several years to get this measure passed. (1) The association's president, Jim Mathews, says the current funding amount is “a down payment on literally decades of underinvestment.” He says: “It's hard to explain to people how little this country has spent on rail. We as a country don't invest enough and it shows.”Major Upgrade NeededThe Northeast Corridor is an example of that kind of funding neglect. That's where Amtrak owns most of its own infrastructure and the experts say it needs updating. The director of a rail transportation program at Michigan Tech University says: “To increase ridership, you need convenience and reliability.” He says he's not sure the Northeast Corridor has either one of those.Part of the upgrade involves a 450-mile corridor from Washington, D.C. to Boston. According to an Amtrak study, that upgrade alone will generate $195 billion in economic activity and create more than 26,000 jobs.Currently, Amtrak connects more than 600 destinations in 46 states, Washington, D.C., and three Canadian provinces. The only two states within the contiguous U.S. are Wyoming and South Dakota.New Amtrak Stations in 10 StatesAmtrak says that more than 10 states will get new Amtrak stations, including Wyoming. That station is headed for Cheyenne, Wyoming and will go south to Fort Collins, Denver, and Pueblo, Colorado. (2)Another new station is headed for Columbus, Ohio, which is one of the nation's biggest cities currently without an Amtrak station. It'll be connected along a route from Cincinnati-to-Columbus-to-Cleveland.Las Vegas, Nevada will also get a new station as a destination from Los Angeles. And a second Southern California route that runs through through Riverside County, will head to a new station in Phoenix. That station will also have a new direct connection to Tucson.A new route through Tennessee will provide train service from Nashville and Chattanooga to Atlanta, Macon and Savannah, Georgia. That will give passengers access to the Georgia coast.There are plans for a new station in Wilmington, North Carolina which will give passengers direct access to several other cities, and bring them close to the North Carolina coast.Other new stations are planned for Rockford, Illinois; Iowa City, Iowa; Duluth, Minnesota; Allentown and Scranton, Pennsylvania; Rockland, Maine; Louisville, Kentucky; Montgomery, Auburn, and Mobile, Alabama; and Baton Rouge, Louisiana.Amtrak plans to connect Houston and Dallas, along with Detroit and Toledo. And there are plans for more rail service across Florida connecting Miami, Tampa, Orlando, and Jacksonville.The timeline for the entire upgrade plan is from now through 2035. Construction Dive reports that Amtrak carried 32 million passengers in 2019 and expects to have an additional 20 million riders from all these new connections. (3) And when there are new ways to connect, there are new real estate markets to explore. If you'd like to find out more about Amtrak's plans for expansion, check the links in the show notes at newsforinvestors.com.You can also find out more about real estate investing at our website by joining RealWealth for free. As a member, you have access to the Investor Portal where you can view sample property pro-formas and connect with our network of resources. That includes experienced investment counselors, property teams, lenders, 1031 exchange facilitators, attorneys, CPAs and more.And please remember to hit the subscribe button, and leave a review!Thanks for listening. I'm Kathy Fettke.Links:1 -https://www.nbcnews.com/news/us-news/amtrak-ceo-outlines-plans-spending-66-billion-infrastructure-funding-rcna47862 -https://www.amtrakconnectsus.com/wp-content/uploads/2021/06/Amtrak-2021-Corridor-Vision_2021-06-01_web-HR-maps-2.pdf3 -https://www.constructiondive.com/news/amtrak-plans-major-expansion-by-2035-if-federal-infrastructure-bill-passes/608650/

It's been called the most urgent infrastructure program in America -- but for decades, the Gateway Program has been on hold. The $30-billion project would see a dramatic upgrade to transportation infrastructure in the most heavily used section of the Northeast corridor rail system.A new tunnel under the Hudson River is a key element. Hari Sreenivasan reports. PBS NewsHour is supported by - https://www.pbs.org/newshour/about/funders

Turntable Tuesday! This week the podcast features the brand new release from Steely Dan Live! called "Northeast Corridor." Tune in as Andrew talks through the track lists, personnel, and background on this brand new album live album that was recorded in 2018 in Boston, Philadelphia, New York City, and Uncasville, Connecticut. It's all on this weeks podcast. Don't miss this episode! Tune in, subscribe, and listen! This is the companion podcast to the blog and photo gallery at: https://www.andrewtalbert.com/ http://www.worldwidemusicmedia.com Don't miss the related stories, video, and photos over on the companion web site. Series 2021  Episode 64  

Jen has been all over the internet lately telling the world that the Bipartisan Infrastructure Framework is a dumpster fire of a bill. In this episode, she backs that up by comparing the levels of investment for different kinds of infrastructure and examining the society changing effects the bill would have if it were to become law. Please Support Congressional Dish – Quick Links Contribute monthly or a lump sum via PayPal Support Congressional Dish via Patreon (donations per episode) Send Zelle payments to: Donation@congressionaldish.com Send Venmo payments to: @Jennifer-Briney Send Cash App payments to: $CongressionalDish or Donation@congressionaldish.com Use your bank's online bill pay function to mail contributions to: 5753 Hwy 85 North, Number 4576, Crestview, FL 32536. Please make checks payable to Congressional Dish Thank you for supporting truly independent media! Background Sources Recommended Congressional Dish Episodes CD218: Minerals Are the New Oil CD205: Nuclear Waste Storage Oil CD073: Amtrak Recommended Articles and Documents Benjamin J. Hulac and Joseph Morton. October 7, 2021. “With GOP sidelined, Manchin steps up to defend fossil fuels.” Roll Call. Connor Sheets, Robert J. Lopez, Rosanna Xia, and Adam Elmahrek. October 4, 2021. “Before O.C. oil spill, platform owner faced bankruptcy, history of regulatory problems.” The Los Angeles Times. Donald Shaw. October 4, 2021. “Criticizing Joe Manchin's Coal Conflicts is ‘Outrageous,' Says Heitkamp.” Sludge. Michael Gold. October 1, 2021. “Congestion Pricing Is Coming to New York. Everyone Has an Opinion.” The New York Times. Utilities Middle East Staff. September 13, 2021. “World's largest carbon capture and storage plant launched.” Utilities. Adele Peters. September 8, 2021. “The first commercial carbon removal plant just opened in Iceland.” Fast Company. Hiroko Tabuchi. August 16, 2021. “For Many, Hydrogen Is the Fuel of the Future. New Research Raises Doubts.” The New York Times. Robert W. Haworth and Mark Z. Jacobson. August 12, 2021. “How green is blue hydrogen?.” Energy Science & Engineering. Emily Cochrane. August 10, 2021. “Senate Passes $1 Trillion Infrastructure Bill, Handing Biden a Bipartisan Win.” The New York Times. National Highway Traffic Safety Administration. June 3, 2021. “2020 Fatality Data Show Increased Traffic Fatalities During Pandemic.” U.S. Department of Transportation. Nation Renewable Energy Laboratory (NREL). May 19, 2021. “What We Know—and Do Not Know—About Achieving a National-Scale 100% Renewable Electric Grid .” Michael Barnard. May 3, 2021. “Small Modular Nuclear Reactors Are Mostly Bad Policy.” CleanTechnica. Hiroko Tabuchi. April 24, 2021. “Halting the Vast Release of Methane Is Critical for Climate, U.N. Says.” The New York Times. Grist Creative. April 15, 2021. “How direct air capture works (and why it's important)” Grist. American Society of Civil Engineers. 2021. “Bridges.” 2021 Report Card for America's Infrastructure. Open Secrets. “Sen. Joe Manchin - West Virginia - Top Industries Contributing 2015-2020.” Savannah Keaton. December 30, 2020. “Can Fuel Cell Vehicles Explode Like ‘Hydrogen Bombs on Wheels'?” Motor Biscuit. Dale K. DuPont. August 6, 2020. “First all-electric ferry in U.S. reaches milestone.” WorkBoat. Hannah Ritchie and Max Roser. 2020. “CO2 and Greenhouse Gas Emissions.” Our World in Data. Jeff Butler. January 27, 2019. “Norway leads an electric ferry revolution.” plugboats.com Our World in Data. Annual CO2 Emissions, 2019. Hydrogen Council. 2019. Frequently Asked Questions. Mark Z. Jacobson et al. September 6, 2017. “100% Clean and Renewable Wind, Water, and Sunlight All-Sector Energy Roadmaps for 139 Countries of the World.” Joule. Kendra Pierre-Louis. August 25, 2017. “Almost every country in the world can power itself with renewable energy.” Popular Science. Chuck Squatriglia. May 12, 2008. “Hydrogen Cars Won't Make a Difference for 40 Years.” Wired. Renewable Energy World. April 22, 2004. “Schwarzenegger Unveils ‘Hydrogen Highways' Plan.” United States Department of Energy. February 2002. A National Vision of America's Transition to a Hydrogen Economy -- to 2030 and Beyond. The Bill H.R. 3684: Infrastructure Investment and Jobs Act August 10, 2021 Senate Vote Breakdown July 1, 2021 House Vote Breakdown Jen's Highlighted Version Bill Outline DIVISION A: SURFACE TRANSPORTATION TITLE I - FEDERAL-AID HIGHWAYS Subtitle A - Authorizations and Programs Sec. 11101: Authorization of Appropriations Authorizes appropriations for Federal-Aid for highways at between $52 billion and $56 billion per year through fiscal year 2026. Sec. 11117: Toll Roads, Bridges, Tunnels, and Ferries Authorizes the government to pay up to 85% of the costs of replacing or retrofitting a diesel fuel ferry vessel until the end of fiscal year 2025. Sec. 11118: Bridge Investment Program Authorizes between $600 million and $700 million per year through 2026 (from the Highway Trust Fund) for repairs to bridges If a Federal agency wants grant money to repair a Federally owned bridge, it "shall" consider selling off that asset to the State or local government. Sec. 11119: Safe Routes to School Creates a new program to improve the ability of children to walk and ride their bikes to school by funding projects including sidewalk improvements, speed reduction improvements, crosswalk improvements, bike parking, and traffic diversions away from schools. Up to 30% of the money can be used for public awareness campaigns, media relations, education, and staffing. No additional funding is provided. It will be funded with existing funds for "administrative expenses." Sec. 11121: Construction of Ferry Boats and Ferry Terminal Facilities Authorizes between $110 million and $118 million per year through 2026 (from the Highway Trust Fund) to construct ferry boats and ferry terminals. Subtitle D - Climate Change Sec. 11401: Grants for Charging and Fueling Infrastructure Creates a new grant program with $15 million maximum per grant for governments to build public charging infrastructure for vehicles fueled with electricity, hydrogen, propane, and "natural" gas. The construction of the projects can be contracted out to private companies. Sec. 11402: Reduction of Truck Emissions at Port Facilities Establishes a program to study and test projects that would reduce emissions. Sec. 11403: Carbon Reduction Program Allows, but does not require, the Transportation Secretary to use money for projects related to traffic monitoring, public transportation, trails for pedestrians and bicyclists, congestion management technologies, vehicle-to-infrastructure communications technologies, energy efficient street lighting, congestion pricing to shift transportation demand to non-peak hours, electronic toll collection, installing public chargers for electric, hydrogen, propane, and gas powered vehicles. Sec. 11404: Congestion Relief Program Creates a grant program, funded at a minimum of $10 million per grant, for projects aimed at reducing highway congestion. Eligible projects include congestion management systems, fees for entering cities, deployment of toll lanes, parking fees, and congestion pricing, operating commuter buses and vans, and carpool encouragement programs. Buses, transit, and paratransit vehicles "shall" be allowed to use toll lanes "at a discount rate or without charge." Sec. 11405: Promoting Resilient Operations for Transformative, Efficient, and Cost-saving Transportation (PROTECT) Program Establishes the "PROTECT program", which provides grants for projects to protect some current infrastructure from extreme weather events and climate related changes. Types of grants include grants for "at-risk coastal infrastructure" which specifies that only "non-rail infrastructure is eligible" (such as highways, roads, pedestrian walkways, bike lanes, etc.) Sec. 11406: Healthy Streets Program Establishes a grant program to install reflective pavement and to expand tree cover in order to mitigate urban heat islands, improve air quality, and reduce stormwater run-off and flood risks. Caps each grant at $15 million TITLE III: RESEARCH, TECHNOLOGY, AND EDUCATION Sec. 13001: Strategic Innovation for Revenue Collection Provides grants for pilot projects to test our acceptance of user-based fee collections and their effects on different income groups and people from urban and rural areas. They will test the use of private companies to collect the data and fees. Sec. 13002: National Motor Vehicle Per-mile User Fee Pilot Creates a pilot program to test a national motor vehicle per-mile user fee. DIVISION B - SURFACE TRANSPORTATION INVESTMENT ACT OF 2021 TITLE I - MULTIMODAL AND FREIGHT TRANSPORTATION Sec. 21201: National Infrastructure Project Assistance Authorizes $2 billion total per year until 2026 on projects that cost at least $100 million that include highway, bridge, freight rail, passenger rail, and public transportation projects. Authorizes $1.5 billion total per year until 2026 (which will expire after 3 years) for grants in amount between $1 million and $25 million for projects that include highway, bridge, public transportation, passenger and freight rail, port infrastructure, surface transportation at airports, and more. TITLE II - RAIL Subtitle A - Authorization of Appropriations Sec. 22101: Grants to Amtrak Authorizes appropriations for Amtrak in the Northeast Corridor at between $1.1 billion and $1.57 billion per year through 2026. Authorizes appropriations for Amtrak in the National Network at between $2.2 billion and $3 billion per year through 2026. Subtitle B - Amtrak Reforms Sec. 22201: Amtrak Findings, Mission, and Goals Changes the goal of cooperation between Amtrak, governments, & other rail carriers from "to achieve a performance level sufficient to justify expending public money" to "in order to meet the intercity passenger rail needs of the United States" and expands the service areas beyond "urban" locations. Changes the goals of Amtrak to include "improving its contracts with rail carriers over whose tracks Amtrak operates." Sec. 22208: Passenger Experience Enhancement Food and beverage service: Amtrak will establish a working group... Sec. 22212: Enhancing Cross Border Service Amtrak must submit a report... Sec. 22213: Creating Quality Jobs Amtrak will not be allowed to privatize the jobs previously performed by laid off union workers. Sec. 22214: Amtrak Daily Long Distance Study Amtrak would study bringing back long distance rail routes that were discontinued. Subtitle C - Intercity Passenger Rail Policy Sec. 22304: Restoration and Enhancement Grants Extends the amount of time the government will pay the operating costs of Amtrak or "any rail carrier" that provides passenger rail service from 3 years to 6 years, and pays higher percentages of the the costs. Sec. 22305: Railroad Crossing Elimination Program Creates a program to eliminate highway-rail crossings where vehicles are frequently stopped by trains. Authorizes the construction on tunnels and bridges. Sec. 22306: Interstate Rail Compacts Authorizes up to 10 grants per year valued at a maximum of $ million each to plan and promote new Amtrak routes Sec. 22308: Corridor Identification and Development Program The Secretary of Transportation will create a program for public entities to plan for expanded intercity passenger rail corridors, operated by Amtrak or private companies. When developing plans for corridors, the Secretary has to "consult" with "host railroads for the proposed corridor" Subtitle D - Rail Safety Sec. 22404: Blocked Crossing Portal The Administration of the Federal Railroad Administration would establish a "3 year blocked crossing portal" which would collect information about blocked crossing by trains from the public and first responders and provide every person submitting the complaint the contact information of the "relevant railroad" and would "encourage" them to complain to them too. Information collected would NOT be allowed to be used for any regulatory or enforcement purposes. Sec. 22406: Emergency Lighting The Secretary of Transportation will have to issue a rule requiring that all carriers that transport human passengers have an emergency lighting system that turns on when there is a power failure. Sec. 22409: Positive Train Control Study The Comptroller General will conduct a study to determine the annual operation and maintenance costs for positive train control. Sec. 22423: High-Speed Train Noise Emissions Allows, but does not require, the Secretary of Transportation to create regulations governing the noise levels of trains that exceed 160 mph. Sec. 22425: Requirements for Railroad Freight Cars Placed into Service in the United States Effective 3 years after the regulations are complete (maximum 5 years after this becomes law), freight cars will be prohibited from operating within the United States if more than 15% of it is manufactured in "a country of concern" or state-owned facilities. The Secretary of Transportation can assess fines between $100,000 and $250,000 per freight car. A company that has been found in violation 3 times can be kicked out of the United State's transportation system until they are in compliance and have paid all their fines in full. Sec. 22427: Controlled Substances Testing for Mechanical Employees 180 days after this becomes law, all railroad mechanics will be subject to drug testing, which can be conducted at random. DIVISION C - TRANSIT Sec. 30017: Authorizations Authorizes between $13.3 billion and $14.7 billion per year to be appropriated for transit grants. DIVISION D - ENERGY TITLE I - GRID INFRASTRUCTURE AND RESILIENCY Sec. 40101: Preventing Outages and Enhancing The Resilience of the Electric Grid Creates a $5 billion grant distribution program to electric grid operators, electricity storage operations, electricity generators, transmission owners and operators, distribution suppliers, fuels suppliers, and other entities chosen by the Secretary of Energy. The grants need to be used to reduce the risk that power lines will cause wildfires. States have to match 15%. The company receiving the grant has to match it by 100% (small utilities only have to match 1/3 of the grant.) Grant money be used for micro-grids and battery-storage in addition to obvious power line protection measures. Grant money can not be used to construct a new electricity generating facility, a large-scale battery facility that is not used to prevent "disruptive events", or cybersecurity. The companies are allowed to charge customers for parts of their projects that are not paid for with grant money (so they have to match the grant with their customer's money). Sec. 40112: Demonstration of Electric Vehicle Battery Second-Life Applications for Grid Services Creates a demonstration project to show utility companies that electric car batteries can be used to stabilize the grid and reduce peak loads of homes and businesses. The demonstration project must include a facility that "could particularly benefit" such as a multi-family housing building, a senior care facility, or community health center. TITLE II - SUPPLY CHAINS FOR CLEAN ENERGY TECHNOLOGIES Sec. 40201: Earth Mapping Resources Initiative The US Geological Survey will get $320 million and ten years to map "all of the recoverable critical minerals." Sec. 40204: USGS Energy and Minerals Research Facility Authorizes $167 million to construct a new facility for energy and minerals research. The facility can be on land leased to the government for 99 years by "an academic partner." Requires the USGS to retain ownership of the facility. Sec. 40205: Rare Earth Elements Demonstration Facility Authorizes $140 million to build a rare earth element extractions and separation facility and refinery. Does NOT require the government to retain ownership of the facility. TITLE III - FUELS AND TECHNOLOGY INFRASTRUCTURE INVESTMENTS Subtitle A - Carbon Capture, Utilization, Storage, and Transportation Infrastructure Sec. 40304: Carbon Dioxide Transportation Infrastructure Finance and Innovation Authorizes $600 million for 2022 and 2023 and $300 million for each year between 2024 and 2026 for grants and loan guarantees for projects for transporting captured carbon dioxide. Each project has to cost more than $100 million and the government can pay up to 80% of the costs. If the project is financed with a loan, the company will have 35 years to pay it back, with fees and interest. Loans can be issued via private banks with guarantees provided by the government. Sec. 40305: Carbon Storage Validation and Testing Creates a new program for funding new or expanded large-scale carbon sequestration projects. Authorizes $2.5 billion through 2026. Sec. 40308: Carbon Removal Creates a new program for grants or contracts for projects to that will form "4 regional direct air capture hubs" that will each be able to capture 1 million metric tons of carbon dioxide per year. Authorizes $3.5 billion per year through 2026. Subtitle B - Hydrogen Research and Development Sec. 40313: Clean Hydrogen Research and Development Program Changes a goal of an existing research and development plan for hydrogen fuels (created by the Energy Policy Act of 2005) from enhancing sources of renewable fuels and biofuels for hydrogen production to enhancing those sources and fossil fuels with carbon capture and nuclear energy. Expands the activities of this program to include using hydrogen for power generation, industrial processes including steelmaking, cement, chemical feestocks, and heat production. They intend to transition natural gas pipelines to hydrogen pipelines. They intend for hydrogen to be used for all kinds of vehicles, rail transport, aviation, and maritime transportation. Sec. 40314: Additional Clean Hydrogen Programs Creates a new program to create "4 regional clean hydrogen hubs" for production, processing, delivery, storage, and end-use of "clean hydrogen." At least one regional hub is required to demonstrate the production of "clean hydrogen from fossil fuels." At least one regional hub is required to demonstrate the production of "clean hydrogen from renewable energy." At least one regional hub is required to demonstrate the production of "clean hydrogen from nuclear energy." The four hubs will each demonstrate a different use: Electric power generation, industrial sector uses, residential and commercial heating, and transportation. Requires the development of a strategy "to facilitate widespread production, processing, storage, and use of clean hydrogen", which will include a focus on production using coal. The hydrogen hubs should "leverage natural gas to the maximum extent practicable." Creates a new program to commercialize the production of hydrogen by splitting water into hydrogen and oxygen. The overall goal is to identify barriers, pathways, and policy needs to "transition to a clean hydrogen economy." Authorizes $9.5 billion through 2026. Sec. 40315: Clean Hydrogen Production Qualifications Develops a standard for the term "clean hydrogen" which has a carbon intensity equal to or less than 2 kilograms of carbon dioxide-equivalent produced at the site of production per kilogram of hydrogen produced." Subtitle C - Nuclear Energy Infrastructure Sec. 40323: Civil Nuclear Credit Program Creates a program, authorized to be funded with $6 billion per year through 2026, that will provide credit from the government to nuclear reactors that are projected to shut down because they are economically failing. Subtitle D - Hydropower Sec. 40331: Hydroelectric Production Incentives Authorizes a one-time appropriation of $125 million for fiscal year 2022. Sec. 40332: Hydroelectric Efficiency Improvement Incentives Authorizes a one-time appropriation of $75 million for fiscal year 2022. Sec. 40333: Maintaining and Enhancing Hydroelectricity Incentives Authorizes a one-time appropriations of $553 million for repairs and improvements to dams constructed before 1920. The government will pay a maximum of 30% of the project costs, capped at $5 million each. Sec. 40334: Pumped Storage Hydropower Wind and Solar Integration and System Reliability Initiative Authorizes $2 million per year through 2026 to pay 50% or less of the costs of a demonstration project to test the ability of a pumped storage hydropower project to facilitate the long duration storage of at least 1,000 megawatts of intermittent renewable electricity. Subtitle E - Miscellaneous Sec. 40342: Clean Energy Demonstration Program on Current and Former Mine Land Creates a new program, authorized to be funded with $500 million through 2026, to demonstrate the technical and economic viability of putting clean energy projects on former mine land. There will be a maximum of 5 projects and 2 of them have to be solar. Defines a "clean energy project" to include "fossil-fueled electricity generation with carbon capture, utilization, and sequestration." TITLE X - AUTHORIZATION OF APPROPRIATIONS FOR ENERGY ACT OF 2020 Sec. 41001: Energy Storage Demonstration Projects Authorizes $505 million through2025 for energy storage demonstration projects. Sec. 41002: Advanced Reactor Demonstration Program Authorizes between $281 million and $824 million per year through 2027 for advanced nuclear reactor demonstration projects. Sec. 41004: Carbon Capture Demonstration and Pilot Programs Authorizes between $700 million and $1.3 billion through2025 for advanced nuclear reactor demonstration projects. Sec. 41007: Renewable Energy Projects Authorizes $84 million through 2025 for geothermal energy projects. Authorizes $100 million through 2025 for wind energy projects. There is a clarification that this is definitely NOT in addition to amounts wind gets from another fund. Authorizes $80 million through 2025 for solar energy projects. DIVISION E - DRINKING WATER AND WASTEWATER INFRASTRUCTURE DIVISION F - BROADBAND DIVISION G - OTHER AUTHORIZATIONS DIVISION H - REVENUE PROVISIONS DIVISION I - OTHER MATTERS DIVISION J - APPROPRIATIONS DIVISION K - MINORITY BUSINESS DEVELOPMENT Cover Art Design by Only Child Imaginations Music Presented in This Episode Intro & Exit: Tired of Being Lied To by David Ippolito (found on Music Alley by mevio)

STEELY DAN LIVE NORTHEAST CORRIDOR

China has the world's fastest and largest high-speed rail network — more than 19,000 miles, the vast majority of which was built in the past decade. Japan's bullet trains can reach nearly 200 miles per hour and date to the 1960s. They have moved more than 9 billion people without a single passenger causality. casualty France began service of the high-speed TGV train in 1981 and the rest of Europe quickly followed. But the U.S. has no true high-speed trains, aside from sections of Amtrak's Acela line in the Northeast Corridor. The Acela can reach 150 mph for only 34 miles of its 457-mile span. Its average speed between New York and Boston is about 65 mph.

Hard Rock Exploded in the '80s in a way no label executive could have imagined. It was dirty, decadent and completely DIY. We recently spoke with Richard Bienstock and Tom Beaujour, authors of the NY Times Bestseller, Nothin' But A Good Time: The Uncensored History of The 80s Hard Rock Explosion.The book is exceptional and our conversation with Tom and Richard even better. Rock and Roll changed in the '80s because of the Sunset Strip and The Northeast Corridor from North Jersey to Philadelphia and Maryland. We both recommend this book, as it is honest, candid and real. The stories are told from so many perspectives of people that were fundamental to their scene.Listen to this cool episode, and then get caught up here!!!Thanks to our sponsor, Crooked Eye Brewery for their support of the podcast!

Hard Rock Exploded in the '80s in a way no label executive could have imagined. It was dirty, decadent and completely DIY. We recently spoke with Richard Bienstock and Tom Beaujour, authors of the NY Times Bestseller, Nothin' But A Good Time: The Uncensored History of The 80s Hard Rock Explosion.The book is exceptional and our conversation with Tom and Richard even better. Rock and Roll changed in the '80s because of the Sunset Strip and The Northeast Corridor from North Jersey to Philadelphia and Maryland. We both recommend this book, as it is honest, candid and real. The stories are told from so many perspectives of people that were fundamental to their scene.Listen to this cool episode, and then get caught up here!!!Thanks to our sponsor, Crooked Eye Brewery for their support of the podcast!

Hard Rock Exploded in the '80s in a way no label executive could have imagined. It was dirty, decadent and completely DIY. We recently spoke with Richard Bienstock and Tom Beaujour, authors of the NY Times Bestseller, Nothin' But A Good Time: The Uncensored History of The 80s Hard Rock Explosion. The book is exceptional and our conversation with Tom and Richard even better. Rock and Roll changed in the '80s because of the Sunset Strip and The Northeast Corridor from North Jersey to Philadelphia and Maryland. We both recommend this book, as it is honest, candid and real. The stories are told from so many perspectives of people that were fundamental to their scene. Listen to this cool episode, and then get caught up here!!! Thanks to our sponsor, Crooked Eye Brewery for their support of the podcast!

Hard Rock Exploded in the '80s in a way no label executive could have imagined. It was dirty, decadent and completely DIY. We recently spoke with Richard Bienstock and Tom Beaujour, authors of the NY Times Bestseller, Nothin' But A Good Time: The Uncensored History of The 80s Hard Rock Explosion. The book is exceptional and our conversation with Tom and Richard even better. Rock and Roll changed in the '80s because of the Sunset Strip and The Northeast Corridor from North Jersey to Philadelphia and Maryland. We both recommend this book, as it is honest, candid and real. The stories are told from so many perspectives of people that were fundamental to their scene. Listen to this cool episode, and then get caught up here!!! Thanks to our sponsor, Crooked Eye Brewery for their support of the podcast!

In March 2021, a year after the official beginning of the COVID-19 pandemic, the fully Democratic Party controlled Congress sent President Joe Biden their version of a COVID relief bill to sign, a bill that was rejected by the entire Republican Party. In this episode, examine the new law in detail to learn how it could help you and to judge whether this new law was something you would have liked your representatives in Congress to support. Please Support Congressional Dish – Quick Links Click here to contribute monthly or a lump sum via PayPal Click here to support Congressional Dish via Patreon (donations per episode) Send Zelle payments to: Donation@congressionaldish.com Send Venmo payments to: @Jennifer-Briney Send Cash App payments to: $CongressionalDish or Donation@congressionaldish.com Use your bank’s online bill pay function to mail contributions to: 5753 Hwy 85 North, Number 4576, Crestview, FL 32536 Please make checks payable to Congressional Dish Thank you for supporting truly independent media! Recommended Episodes CD213: CARES Act - The Trillions for COVID-19 Law CD161: Veterans Choice Program American Rescue Plan Outline House vote 1 House vote 2 Senate vote Text The American Rescue Plan Act of 2021 TITLE I - COMMITTEE ON AGRICULTURE, NUTRITION, AND FORESTRY Subtitle A - Agriculture Sec. 1001: Food Supply Chain and Agriculture Pandemic Response Appropriates $4 billion for food purchases and grants for food suppliers to protect their workers from COVID Sec. 1002: Emergency Rural Development Grants For Rural Health Care Appropriates $500 million for "emergency pilot program" grants to impoverished rural communities to help them distribute vaccines with infrastructure and staffing, give them medical supplies, reimburse them for lost revenue. The program has to be in operation by mid-August 2021. Sec. 1005: Farm Loan Assistance for Socially Disadvantaged Farmers and Ranchers Provides "such sums as may be necessary" for the Secretary of Agriculture (Tom Vilsack) to give "socially disadvantaged farmers and ranchers" payments covering "up to 120% of the outstanding indebtedness" as of January 1, 2021, which will pay off loans they received from the Farm Service Agency or Commodity Credit Corporation and loans guaranteed by the Department of Agriculture. "Socially disadvantaged farmers" are farmers or ranchers who "have been subjected to racial or ethnic prejudice because of their identity as members of a group without regard to their individual qualities." Subtitle B - Nutrition Sec. 1101: Supplemental Nutrition Assistance Program Extends food assistance benefits provided by the Coronabus from June 30, 2021 to September 30, 2021 and appropriates an additional $1.15 billion. Sec. 1103: Additional Funding For Nutrition Assistance Programs Provides $1 billion in food assistance benefits to be split among the territories, which they will have until September 30, 2027 to use. Sec. 1105: Improvements to WIC Benefits Allows, but does not require, the Secretary of Agriculture to increase the amount of WIC benefits by $35 until July 11, 2021, if requested by the states. Appropriates $490 million. Sec. 1108: Pandemic EBT Program The Family's First Coronavirus Response Act said that during 2020 and 2021, if a school is closed for more than 5 consecutive days under a public health emergency designation, families of children who are eligible for free or discounted school lunches will be able to get benefits valued at least as much as the school meals, to be distributed via the food stamp program, with money on EBT cards. This changes the dates so that it's valid "in any school year in which there is a public health emergency declaration" or "in a covered summer period following a school session" which will allow the state to continue the benefits for 90 days so that kids can continue to receive the meal credits during the emergency summers. TITLE II - COMMITTEE ON HEALTH, LABOR, AND PENSIONS Subtitle A - Education Matters Part 1 - Department of Education Sec. 2001: Elementary and Secondary School Emergency Relief Fund Appropriates over $122.7 billion, which can be used through September 30, 2023, for grants to the states. 90% of the money has to be given to local education agencies, including charter schools. 20% of the money needs to be used to address learning loss, via summer programs and extended school days and school years. The rest of the money can be spent at the local agencies discretion for activities they're already authorized to use Federal tax money for and to fund measures needed to protect students and staff from COVID. Any money not used must be returned to the Secretary of Education after one year. Sec. 2002: Emergency Assistance to Non-Public Schools Appropriates $2.75 billion, which can be used through September 30, 2023, for private schools that "enroll a significant percentage of low-income students and are most impacted by the qualifying emergency." Sec. 2003: Higher Education Emergency Relief Fund Appropriates $39.5 billion, which can be used through September 30, 2023, for colleges and universities. Part 2 - Miscellaneous Sec. 2021: National Endowment for the Arts Appropriates $135 million for the National Endowment for the Arts Sec. 2022: National Endowment for the Humanities Appropriates $135 million for the National Endowment for the Humanities Sec. 2023: Institute of Museum and Library Services Appropriates $200 million for the Institute of Museum and Library Services Subtitle B - Labor Matters Sec. 2101: Funding for Department of Labor Worker Protection Activities Appropriates $200 million, with half of that going to OSHA. Only $5 million is required to be spent on "enforcement activities related to COVID-19 at high risk workplaces" Subtitle C - Human Services and Community Supports Sec. 2201: Child Care and Development Block Grant Program Appropriates almost $15 billion, which has to be used before September 30, 2021, for the Child Care and Development Block Grant Program, which gives money to states for child care for low income families with children under the age of 13. States are authorized to provide child care funding to health care employees, emergency responders, and "other workers deemed essential" regardless of their income levels during the emergency period. Sec. 2202: Child Care Stabilization Appropriates almost $24 billion for states to give to child care providers, regardless of any other federal money they have received. The grant will be determined by the child care provider's operating expenses and can be used to pay for employee salaries, benefits, and recruitment; rent or mortages; PPE and training; and mental health support for children or employees. Subtitle D - Public Health Sec. 2301: Funding for COVID-19 Vaccine Activities at the Centers for Disease Control and Prevention Appropriates $7.5 billion for the Centers for Disease Control and Prevention to plan, prepare for, promote, distribute, administer, monitor, and track COVID-19 vaccines. Sec. 2302: Funding for Vaccine Confidence Activities Appropriates $1 billion, that does not expire, for the Centers for Disease Control and Prevention for activities "to strengthen vaccine confidence in the United States" in order to "improve rates of vaccination throughout the United States" Sec. 2303: Funding for Supply Chain for COVID-19 Vaccines, Therapeutics, and Medical Supplies Appropriates a little over $6 billion, which does not expire, "for necessary expenses with respect to research, development, manufacturing, production, and the purchase of vaccines, therapeutics, and ancillary medical products" to prevent and respond to COVID and "any disease with potential for creating a pandemic." Sec. 2305: Reduced Cost-Sharing Expands subsidies for health insurance provided by the Affordable Care Act to anyone who has been approved for unemployment insurance in 2021, and their subsidy level will be determined as if they didn't make more than 133% above the poverty level, regardless of actual income. This makes them eligible for the most general subsidy levels, which reduces their out-of-pocket limit by two-thirds and the insurance provider must pay 90% of health care costs. Subtitle E - Testing Sec. 2401: Funding for COVID-19 Testing, Contact Tracing, and Mitigation Activities Appropriates $47.8 billion, which does not expire, to "detect, diagnose, trace, and monitor SARS-CoV-2 and COVID-19 infections". This money must be used to implement a national testing and contract tracing strategy, provide technical assistance to states, "support the development, manufacturing, procurement, distribution, and administration of tests", which includes the supplies needed for those tests, PPE, and "the acquisition, construction, alteration, or renovation of non-federally owned facilities." Sec. 2402: Funding for Sara-COV-2 Genomic Sequencing and Surveillance Appropriates $1.75 billion for genomic sequencing, analytics, and disease surveillance, which will identify mutations and survey their transmission in our communities. This money can be used to "award grants for the construction, alteration, or renovation of facilities to improve genomic sequencing and surveillance capabilities at the State and local level." Sec. 2403: Funding for Global Health Appropriates $750 million to combat COVID "and other emerging infectious disease threats globally" Subtitle F - Public Health Workforce Sec. 2501: Funding for Public Health Workplace Appropriates $7.66 billion, which does not expire, to fund the creation and expansion of local public health workforces. The money will be granted to states who will then fund the wages and benefits for individuals hired to be contract tracers, community health workers, epidemiologists, laboratory personnel, communications and policy experts who are employed by the government or a non-profit, which can be public or private. Subtitle G - Public Health Investments Sec. 2601: Funding for Community Health Centers and Community Care Appropriates $7.6 billion, which does not expire, for grants for community health centers, which can be used for vaccine distribution, testing and contact tracing, to hire health care workers, and for community outreach. This money can be used to reimburse community health centers that they provided for COVID response sine January 31, 2020. Subtitle H - Mental Health and Substance Use Disorder Sec. 2701: Funding for Block Grants For Community Mental Health Services Appropriates $1.5 billion, that must be spent by September 30, 2025, for states to give to mental health service providers. Sec. 2702: Funding For Block Grants For Prevention and Treatment of Substance Abuse Appropriates $1.5 billion, that must be spent by September 30, 2025, for states to give to substance abuse treatment providers. Subtitle K - Ratepayer Protection Sec. 2911: Funding for LIHEAP Appropriates $4.5 billion, that expires on September 30, 2022, for payment for energy expenses of low income families. Subtitle L - Assistance for Older Americans, Grandfamilies, and Kinship Families Sec. 2921: Supporting Older Americans and Their Families Appropriates over $1.4 billion for COVID related expenses of senior citizens. TITLE III - COMMITTEE ON BANKING, HOUSING, AND URBAN AFFAIRS Subtitle A - Defense Production Act of 1950 Sec. 3101: COVID-19 Emergency Medical Supplies Enhancement Appropriates $10 billion, available until September 30, 2025, to use the Defense Production Act for "the purchase, production (including the construction, repair, and retrofitting of government-owned or private facilities as necessary)" for distributing medical supplies and equipment to combat the COVID-19 pandemic. Starting on September 30, 2022, the money left over can be used for any activity "necessary to meet critical public health needs of the United States, as determined by the President. Subtitle B - Housing Provisions Sec. 3201: Emergency Rental Assistance Appropriates over $21.5 billion (on top of the $25 billion provided by the Coronabus), available until September 30, 2027, for grants to states that will be used to pay rent, utilities and "other expenses related to housing incurred due, directly or indirectly," to COVID for up to 18 months. People who qualify for unemployment benefits, had their income reduced, are low income, or can demonstrate that they are at risk of homelessness. The payments will be made directly to the landlord until the landlord does not agree to accept the payment, in which case the household can receive the money. All eligible grantees (states and territories) must be given at least 40% of their payments by May 11 States and territories can use up to 15% of the money for administration Unused money will begin to be returned and redistributed starting on March 31, 2022 Sec. 3202: Emergency Housing Vouchers Appropriates $5 billion, available until September 30, 2030, for emergency housing vouchers (Section 8) to people who are homeless, at risk of homelessness, or escaping a domestic violence or human trafficking situation. Prohibits families from getting another voucher after their voucher expires starting on September 30, 2023. Sec. 3205: Homelessness Assistance and Supportive Services Program Appropriates $5 billion, available until September 30, 2025, for "tenant-based rental assistance", development of affordable housing, housing counseling, and individual shelters than may be converted to permanent housing. Eligible people include people who are homeless, at risk of homelessness, escaping a domestic violence or human trafficking situation, or veterans and their families if the veteran meets one of the other criteria. These services can be contracted out and the government "shall" enter into contracts "that cover the actual total program costs and administrative overhead" Sec. 3206: Homeowner Assistance Fund Appropriates over $9.9 billion, available until September 30, 2025, for a new Homeowner Assistance Fund. The fund will make payments "for the purpose of preventing homeowner mortgage delinquencies, defaults, foreclosures, loss of utilities... of homeowners experiencing financial hardship after January 21, 2020." Assistance will include payments of mortgages, payments to take a loan out of forbearance, principal reduction, facilitating interest rate reductions, payments for utilities and internet service, insurance, and homeowner association fees. 60% of the money given to states has to be used to help homeowners at or below the median income level for their household size or the median income level for the United States, whichever is greater. The rest of the money has to go to "socially disadvantaged individuals". The states must receive their payments by April 25. If a state does not request payments by that date, that state will become ineligible for payments and the money will be divided among the other states. Subtitle C - Small Business (SSBCI) Sec. 3301: State Small Business Credit Initiative Appropriates $10 billion to bring back a program last used after the 2008 global recession to support small businesses recovering from the economic effects of the COVID-19 pandemic. $1.5 billion must be spent on businesses owned and controlled by "socially and economically disadvantaged individuals" This includes privately owned businesses owned 50% or more by "socially and economically disadvantaged individuals" Publicly owned businesses with 51% or more of the stock owned by "socially and economically disadvantaged individuals" Institutions where a majority of the board, account holders and the community are "socially and economically disadvantaged individuals". "Socially and economically disadvantaged individuals" are two different legal categories, but the "economically" disadvantaged group comes from the "socially" disadvantaged group. "Socially disadvantaged individuals" are those who have been subjected to racial or ethnic prejudice or cultural bias because of their identity as a member of a group without regard to their individual qualities. $500 million must be spent on businesses with fewer than 10 employees, which "may" include independent contractors and sole proprietors. Subtitle D - Public Transportation Sec. 3401: Federal Transit Administration Grants Appropriates almost $30.4 billion, available until September 30, 2024, for... Over $26 billion: Urbanized area formula grants For capital projects, planning, job access and reverse commute projects and operating costs for public transportation facilities and equipment in cities with fewer than 200,000 people. Over $1.6 billion: Fixed guideway capital investment grants, For rail, ferry, and bus public transportation systems that increase the capacity of the route by at least 10%. Over $417 million: Formula grants for rural areas. For planning for rural areas, public transportation capital costs, public transportation facilities and equipment, joe access and reverse commute projects, and private providers of public transportation services. The grants cover 80% of the net project cost. $50 million: Grants for enhancing the mobility of seniors, "For public transportation projects designed, and carried out to meet the special needs of seniors and individuals with disabilities when public transportation is insufficient, inappropriate, or unavailable." The money is allowed to be used for operating expenses beginning on January 20, 2020, including payroll, operating costs due to lost revenue, purchase of PPE, and the administrative leave of personnel due to service restrictions. Increases the government's share of the costs from 80% to 100%. Prohibits money paying for route planning to be used to privatize a public transportation service. TITLE IV - COMMITTEE ON HOMELAND SECURITY AND GOVERNMENTAL AFFAIRS Sec. 4001: Emergency Federal Employee Leave Fund Appropriates $570 million, available through September 30, 2022, for up to 600 hours of paid leave for full time employees, capped at $2,800 for each bi-weekly paycheck, for employees that have to quarantine, who have COVID, is caring for a family member with COVID, or is getting vaccinated or is sick from getting the vaccination. Eligible employees include executive branch employees, USPS employees, and working people in the DC court system. Eligibility ends on September 30, 2021. Sec. 4005: Federal Emergency Management Agency Appropriation Appropriates $50 billion, available until September 30, 2025 for FEMA for "major disaster declarations" Sec. 4006: Funeral Assistance For the COVID emergency declared on March 13, 2020 "and for any subsequent major disaster declarations that supercedes such emergency declaration", FEMA funds "shall" be paid for 100% of disaster-related funeral expenses. Sec. 4007: Emergency Food and Shelter Program Funding Appropriates $400 million, available until September 30, 2025 for FEMA's emergency food and sh TITLE V - COMMITTEE ON SMALL BUSINESS AND ENTREPRENEURSHIP Sec. 5001: Modifications to Paycheck Protection Program Adds non-profit organizations with fewer then 500 employees per location to the eligibility list for forgivable PPP loans. They can be eligible if they receive up to 15% of their money from lobbying activities and that amount was less than $1 million during the tax year that ended prior to February 15, 2020. Adds "internet only periodical publishers" who are "assigned a North American Industry Classification System code of 519130" to be eligible for forgivable PPP loans if they have fewer than 500 employees per physical location. Appropriates an additional $7.25 billion to the PPP program Sec. 5002: Targeted EIDL Advance Appropriates $15 billion, which does not expire, for the Small Business Administration to make loans to businesses with fewer than 300 employees in low income communities. Sec. 5003: Support for Restaurants Appropriates $28.6 billion for restaurants, food stands, food trucks, caterers, bars, tasting rooms, including locations inside of airports. Does not include chains that had more than 20 locations on March 13, 2020, or publicly traded companies. $5 billion of that is reserved for businesses that made less than $500,000 in 2019. The maximum amount of each grant is $10 million, and no more than $5 million per physical location. The amount up to those caps of the grants is the amount of the business's pandemic related revenue loss. Valid for expenses from February 15, 2020 through at least December 31, 2021. The Administrator of the Small Business Administration can extend that until no later than March 11, 2023. Sec. 5005: Shuttered Venue Operators Appropriates an additional $1.25 billion, that doesn't expire, to the Coronabus grant program for live performance venues. Reduces the grant amounts by any amount of PPP money that was received on or after December 27, 2020. TITLE VII - COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION Subtitle A - Transportation and Infrastructure Sec. 7101: Grants to the National Railroad Passenger Corporation Appropriates almost $1 billion to Amtrak's Northeast Corridor and $730 million to Amtrak's national network, available until September 30, 2024 for coronavirus related expenses. Sec. 7102: Relief for Airports Appropriates $8 billion, available until September 30, 2024 for airports. No more than $800 million can be used to pay the rent and required minimum payments of airport concessions operators. To qualify for the funding, airports have to retain 90% of the number of employees they had on March 27, 2020 until September 30, 2021, unless granted a waiver due to environmental hardship. Subtitle B - Aviation Manufacturing Jobs Protection Sec. 7202: Payroll Support Program Appropriates $3 billion, available until September 30, 2023 for a new program that pays airplane manufacturers for some payroll expenses if they have "significant operations in, and a majority of its employees" in the United States, if they have laid off at least 10% of their workforce or experienced a 15% or more loss of revenue. Businesses that got money from the CARES Act or PPP program are ineligible. Subtitle C - Airlines Sec. 7301: Air Transportation Payroll Support Program Extension Appropriates $14 billion for airlines and $1 billion for contractors conditioned on their agreement not to furlough anyone or reduce pay for workers before September 30, 2021, not buy back their own stock or pay out dividends before September 30, 2022, and limit executive pay. Subtitle D - Consumer Protection and Commerce Oversight Sec. 7402: Funding for E-Rate Support for Emergency Educational Connections and Devices Appropriates over $7.1 billion, available through September 30, 2030 to reimburse elementary and high schools and libraries for new telecommunications equipment and services including wi-fi hotspots, modems, routers, and connection devices. TITLE VIII - COMMITTEE ON VETERANS' AFFAIRS Sec. 8002: Funding Availability for Medical Care and Health Needs Appropriates $14 billion in additional funding, available until September 30, 2023 for the "Veterans Community Care program" Sec. 8007: Prohibition on Copayments and Cost Sharing for Veterans During Emergency Relation to COVID-19 Prohibits the Secretary of Veterans Affairs from charging any co-pay or cost sharing for health care received by a veteran, and any co-pays and cost sharing already charged must be reimbursed, for the period between April 6, 2020 and September 30, 2021. Appropriates an additional $1 billion, available until spent. TITLE IX - COMMITTEE ON FINANCE Subtitle A - Crisis Support for Unemployed Workers Part 1 - Extension of CARES Act Unemployment Provisions Sec. 9011: Extension of Pandemic Unemployment Assistance Extends unemployment benefits through September 6, 2021 and extends the total number of eligible weeks from 50 to 79. Part 3 - Department of Labor Funding for Timely, Accurate, and Equitable Payment Sec. 9032: Funding for Fraud Prevention, Equitable Access, and Timely Payment to Eligible Workers Appropriates an additional $2 billion, available until fully spent, to the Secretary of Labor to detect and prevent fraud and ensure the timely payment of unemployment benefits. Part 4 - Other Provisions Sec. 9042: Suspension of Tax on Portion of Unemployment Compensation For taxpayers whose gross income for "any taxable year beginning in 2020" is less than $150,000 and whose unemployment payments were less than $10,200, that income will not be taxable. Subtitle F - Preserving Health Benefits for Workers Sec. 9501: Preserving Health Benefits for Workers People who lose their employer paid health insurance due to being laid off or having their hours reduced can elect to have COBRA (a continuation of their health insurance) paid for by the government, which will provide tax credits to the employer who will pay the premiums. This applies between April 1, 2021 through September 30, 2021. Subtitle G - Promoting Economic Security Part 1 - 2021 Recovery Rebates to Individuals Sec. 9601: 2021 Recovery Rebates to Individuals Provides $1,400 per person stimulus checks to people making less than $75,000 per year, with a phase out up to $100,000 per year. No checks are allowed to be issued after December 31, 2021. They check amounts will be determined based on either 2019 or 2020 tax filings, whatever the government has on file. Appropriates over $1.4 billion. Part 2 - Child Tax Credit Sec. 9611: Child Tax Credit Improvements for 2021 For 2021, for taxpayers living in the United States will get a $3,000 payment for each child ages 6-18 and $3,600 for each child under the age of 6. The payments will be reduced for individuals who make more than $75,000 and couples who make more than $150,000. Payments will be made between July 1, 2021 and December 31, 2021. Part 3 - Earned Income Tax Credit Sec. 9621: Strengthening the Earned Income Tax Credit for Individuals with No Qualifying Children Doubles the refundable Earned Income Tax Credit for qualified taxpayers for 2021 who don't have children, increasing the maximum credit from $538 to $1,500. To qualify, you have to live in the United States at least half the year and have investment income below $10,000. People who make more than $21,430 as a single person or $27,830 jointly are not eligible. Part 4 - Dependent Care Assistance Sec. 9631: Refundability and Enhancement of Child and Dependent Care Tax Credit For 2021, eligible taxpayers can get up to 50% of up to $8,000 in childcare costs (capped at $16,000 for multiple children under the age of 12) reimbursed via a refundable tax credit. The credit phases out for families with income higher than $400,000 per year. Part 5 - Credits for Paid Sick and Family Leave Sec. 9641: Payroll Credits Provides a 100% refundable tax credit for employers that provide paid sick leave, capped at $511 and 10 days per quarter. Provides a 100% refundable tax credit for employers who provide family leave, capped at $200 per day and $12,000 total. Sec. 9642: Credit for Sick Leave For Certain Self-Employed Individuals Allows self employed individuals to receive a tax credit for sick day related to COVID-19 from April 1, 2021 through September 30, 2021, including getting tested, quarantining, illness, and getting the vaccine. The number of days is capped at 10 and its capped at $200 per day. Sec. 9643: Credit For Family Leave For Certain Self-Employed Individuals Allows self employed individuals to receive a refundable tax credit for family leave for COVID-19 testing, illness, or vaccines. It's capped at 60 days and $200 per day. Part 6 - Employee Retention Credit Sec. 9651: Extension of Employee Retention Credit Provides employers who had to partially or fully close during 2021 with a refundable tax credit up to 70% of the wages they pay to their employees capped at $10,000 per employee per quarter. Part 7 - Premium Tax Credit Sec. 9661: Improving Affordability by Expanding Premium Assistance for Consumers Increases the amount of money the government will pay towards the health insurance premium of low income individuals. People with incomes at or below 150% of the poverty level ($19,320 for individuals) can get coverage with no monthly premiums. Lifts the cap on the income level of individuals eligible for subsides, so now everyone is eligible and no one will pay more than 8.5% of their income towards health insurance premiums. This is only applicable for 2021 and 2022. Part 8 - Miscellaneous Provisions Sec. 9671: Repeal of Election to Allocate Interest, Etc. on Worldwide Basis Repeals a tax benefit for corporations that would have become effective in 2021. Sec. 9672: Tax Treatment of Targeted EIDL Advances COVID relief money provided via the Small Business Administration's program for restaurants will not count as gross income for tax purposes. Sec. 9673: Tax Treatment of Restaurant Revitalization Grants COVID relief money provided via the Small Business Administration's program for small businesses, nonprofits, and venues will not count as gross income for tax purposes. Sec. 9675: Modification of Treatment of Student Loan Forgiveness Student loan forgiveness amounts will not be included in gross income from 2021 through 2025. Subtitle H - Pensions Subtitle I - Child Care for Workers Sec. 9801: Child Care Assistance Appropriates over $3.5 billion for grants to states and territories for child care assistance. Subtitle J - Medicaid Sec. 9811: Mandatory Coverage of COVID-19 Vaccines and Administration and Treatment Under Medicaid From March 11, 2021 until one year after the COVID emergency is declared over, Medicaid must pay for COVID testing, treatment, and vaccines free of out of pocket charges. Subtitle K - Children's Health Insurance Program Sec. 9821: Mandatory Coverage of COVID-19 Vaccines and Administration and Treatment Under CHIP From March 11, 2021 until the first day of the quarter after the one year anniversary of the COVID emergency being declared over, the Children's Health Insurance Program (CHIP) must cover COVID testing, treatment, and vaccines with no cost sharing requirements. The Federal government will pay 100% of the costs to the states. Subtitle M - Coronavirus State and Local Fiscal Recovery Funds Sec. 9901: Coronavirus State and Local Fiscal Recovery Funds Appropriates $219.8 billion, available through the end of 2024, for states, territories, and tribal governments to "mitigate the fiscal effects stemming from the public health emergency with respect to the Coronavirus Disease (COVID-19)". The money can be spent on "assistance to households, small businesses, and nonprofits, or aid to impacted industries such as tourism, travel, and hospitality" and "premium pay (up to $13/hour, capped at $25,000) to eligible workers... performing such essential work" and "for the provision of government services to the extent of the reduction of revenue... due to the COVID-19 public health emergency" and "to make necessary investments in water, sewer, or broadband infrastructure." The money can NOT be used to offset a reduction in revenue caused by a tax cut or to deposit into pension funds. Appropriates over $130 billion, available through the end of 2024 for metropolitan cities ($45.5 billion), nonentitlement units of local government ($19.5 billin), and counties ($65 billion) to "mitigate the fiscal effects stemming from the public health emergency with respect to the Coronavirus Disease (COVID-19)" for the same purposes with the same conditions placed upon the states (see above). Appropriates $10 billion, available until fully spent, for states, territories, and tribal governments to "carry out critical capital projects directly enabling work, education, and health monitoring, including remote options." Each state will get at least $100 million. Appropriates $2 billion, available until September 30, 2023, for counties and tribal governments for "any governmental purpose other than a lobbying activity." Subtitle N - Other Provisions Sec. 9911: Funding For Providers Relating to COVID-19 Appropriates $8.5 billion, available until fully spent, for health care providers for "health care related expenses and lost revenues that are attributable to COVID-19. Health care providers must apply and can't double dip for the same expenses that have already been reimbursed or are supposed to be reimbursed some other way (for example, via insurance.) The money can be used for expenses derived from new construction of temporary structures, leasing property, purchasing medical supplies, hiring new workers and their training, and others. TITLE X - COMMITTEE ON FOREIGN RELATIONS Sec. 10003: Global Response Appropriates over $8.6 billion, available until September 30, 2022, for international health programs "to prevent, prepare for, and respond to coronavirus". $3.75 billion will go to the State Department for "the prevention, treatment, and control of HIV/AIDS" in order to mitigate the impact on these programs from impacts of the coronavirus and support recovery from them. The vast majority of this money will be for "a United States contribution to the Global Fund to Fight AIDS, Tuberculosis and Malaria" $3.09 billion will go to USAID for COVID-19 relief that "shall include support for international disaster relief, rehabilitation, and reconstruction, for health activities, and to meet emergency food security needs." $930 million will be for "activities to address economic and stabilization requirements resulting from" coronavirus. $905 million will go to USAID and "shall include a contribution to a multilateral vaccine development partnership to support epidemic preparedness." Sec. 10004: Humanitarian Response Appropriates $500 million, available until September 30, 2022, to carry out the Migration and Refugee Assistance Act, but the money can't be used to resettle refugees in the United States. Sec. 10005: Multilateral Assistance Appropriates $580 billion, available until September 30, 2022, which "shall include support for the priorities and objectives of the United Nations Global Humanitarian Response Plan to COVID-19 through voluntary contributions to international organization and programs administered by such organizations." TITLE XI - COMMITTEE ON INDIAN AFFAIRS Sec. 11001: Indian Health Service Appropriates over $6 billion for the Indian Health Service for COVID-19 related expenses. Sec. 11002: Bureau of Indian Affairs Appropriates $900 million for the Bureau of Indian Affairs for tribal housing improvements, welfare services and water deliveries. Sec. 11003: Housing Assistance and Supportive Services Programs for Native Americans Appropriates $750 million for housing assistance for native American communities. Sec. 11005: Bureau of Indian Education Appropriates $850 million for the Bureau of Indian Education, available until fully spent. Articles/Documents Article: Monthly Child Tax Credit Payments Start July 15th. Here's What You Need to Know, By Christine Hernandez, winnie, May 21, 2021 Article: Applying for rental assistance isn't easy. Here's what you need to know, By Annie Nova, CNBC, May 20, 2021 Article: Facing Hurricane and Wildfire Seasons, FEMA Is Already Worn Out, By Christopher Flavelle and Zolan Kanno-Youngs, New York Times, May 20, 2021 Article: As GOP-run states slash jobless aid, the Biden administration finds it has few options, By Tony Romm and Eli Rosenberg, The Washington Post, May 20, 2021 Article: FEMA Launches Program to Compensate Funeral Expenses During Pandemic, By Stephanie Steele, NewsRadio 610 Kona, May 18, 2021 Article: Judge Allows National Eviction Moratorium To Remain In Force While Feds Appeal Ruling Tossing It, By Nicholas Reimann, Forbes, May 18, 2021 Article: How to get $9,000 in federal assistance for COVID-related funeral expenses, By James T. Mulder, AL, May 12, 2021 Article: Struggling Renters Need More Federal Aid, By Alieza Durana and Carl Gershenson, The American Prospect, May 12, 2021 Article: Lockheed-Backed Reps Lobby Against F-35 Spending Cuts, By David Moore, Sludge, Brick House, May 12, 2021 Article: Loans Online – Black farmer loan forgiveness challenged, By Andrew Solender, Forbes, May 11, 2021 Article: Senate Republicans Move To End $300 Unemployment Checks After Bad Jobs Report, By Andrew Solender, Forbes, May 11, 2021 Article: Republicans Are Still Waging War on Workers, By Paul Krugman, The New York Times, May 10, 2021 Article: U.S. Chamber of Commerce blames weak jobs report on enhanced unemployment benefit, kicks off lobbying effort, By Thomas Franck and Brian Schwartz, CNBC, May 7, 2021 Article: National Eviction Moratorium Thrown Out by Federal Judge, By Andrew Ackerman and Brent Kendall, The Wall Street Journal, May 5, 2021 Article: Who is eligible for Earned Income Tax Credit for childless workers?, By Greg Heilman, as, May 3, 2021 Article: Sid Miller sues over farm aid program, saying it discriminates against whites, By Chuck Lindell, Austin American-Statesman, April 27, 2021 Article: Texas Ag Commissioner Sid Miller sues, claims American Rescue Plan discriminates against white farmers, By Drew Knight, KVUE, April 27, 2021 Article: WHAT TO KNOW ABOUT THE PAYCHECK PROTECTION PROGRAM BEFORE YOUR CHANCE TO GET IT RUNS OUT, By Jamie Smith Hopkins, The Center for Public Integrity, April 25, 2021 Article: USDA Details Plan for Debt Payments to Socially Disadvantaged Farmers, By Chris Clayton, Progressive Farmer, DTN, Ag Policy Blog, April 15, 2021 Article: HOMEOWNER ASSISTANCE FUND, U.S. DEPARTMENT OF THE TREASURY, April 14, 2021 Article: New $3,000 child tax credit to start payments in July, IRS says, By Carmen Reinicke, CNBC, April 13, 2021 Document: FAQS ABOUT COBRA PREMIUM ASSISTANCE UNDER THE AMERICAN RESCUE PLAN ACT OF 2021, Department of Labor, April 7, 2021 Article: Exclusive: Nearly 7 million uninsured Americans qualify for free health insurance, By Dylan Scott, Vox, April 1, 2021 Article: This Fast Food Giant Bragged About Killing $15 Minimum Wage, By David Sirota, Andrew Perez and Walker Bragman, Newsweek, March 27, 2021 Document: Pension Provisions in the American Rescue Plan of 2021, U.S. Congressional Research Service, March 18, 2021 Article: Congress Repeals Worldwide Interest Expense Allocation, By Amanda Pedvin Varma, Lauren Azebu, Steptoe, March 17, 2021 Article: House Democrat Jared Golden Defends Voting Against 'Wasteful' $1.9T Relief Bill, By Benjamin Fearnow, Newsweek, February 27, 2021 Article: FEMA Supporting Vaccination Centers Nationwide, FEMA, February 26, 2021 Article: Veterans Community Care Program: Improvements Needed to Help Ensure Timely Access to Care, U.S. Government Accountability Office, September 28, 2020 Article: How a 1960s communist exposed the funeral industry’s greed, By Matt Reimann, Timeline, July 11, 2016 Article: The F-35 Is About to Get A Lot Cheaper. Sort Of., By Kyle Mizokami, Popular Mechanics, July 11, 2016 Additional Resources Poll @JenBriney Twitter Allocation for States Allocation for Metropolitan Cities Socially Disadvantaged Farmers and Ranchers, U.S. Department of Agriculture Child Care & Development Block Grant (CCDBG), First Five Years Fund The American Rescue Plan, The White House Federal Poverty Level (FPL), Healthcare.gov New, lower costs on health insurance! Enroll now, Healthcare.gov US Chamber of Commerce, OpenSecrets.org Lobbyist Profile: Robert L Livingston, OpenSecrets.org Lobbyist Profile: Michael Mukasey, OpenSecrets.org Client Profile: US Chamber of Commerce, OpenSecrets.org Industry Profile: Food & Beverage, OpenSecrets.org Sound Clip Sources McConnell: I hope EVERY REPUBLICAN votes against American Rescue Plan, Forbes, YouTube, March 3, 2021 Rep. Kurt Schrader explains his vote against $1.9T coronavirus relief bill, KGW, March 1, 2021 "A Payoff For Pelosi": Kevin McCarthy Slams Spending Items In $1.9 Trillion American Rescue Plan, Forbes, YouTube, May 1, 2021 Cover Art Design by Only Child Imaginations Music Presented in This Episode Intro & Exit: Tired of Being Lied To by David Ippolito (found on Music Alley by mevio)

Micah brings up a question about trains in the US. Micah likes trains, K Sera dislikes planes, and Phillip is perpetually confused on how fast they go.   Show Notes: Amtrak  Northeast Corridor  And older article, but Trains versus Planes K Sera’s Afterthoughts: - We’re geniuses! Tube trains powered by vacuum? Brilliant! - Here is a neat graphic map of a possible high speed rail system in the USA created by Alfred Twu. I’d want to tweak this a bit, but overall, it’s a great visual concept. I would probably have two or three different train speeds on each major artery. Express, Limited Express, and All Stops, ideally. There would also be designated cars for different ticket prices, like first class and coach, and probably one or two smoking cars. - Fun fact about the origins of the word “gymnasium” - the Latin, “gym” comes from the Greek word “gumnos,” which means “naked” then “gumnazein” (naked exercise) - so gymnasium sorta means to exercise naked. Yep. Weird how our train talk goes off the rails so quickly. - Also. Shut up, me. Ugh. How far was I into my cups this episode? Apologies. Dear listeners and hosts.   Phillip’s Afterthoughts -I still stand by my reasoning that trains, albeit getting faster, are still much slower than commercial airplanes today. Also, commercial airplanes will sometimes ship goods too, depending on their volume and cargo capacity as well. -One thing I wish we talked about more is that trains are super-efficient compared to airplanes, and that the carbon footprint of trains are much less impactful compared to the gas guzzling airplanes today -Also, another thing about this episode: working from a plane is not very fun (especially in the “non-business class” and “non-first-class” experience. For most travelers, working and typing on a laptop in a cramped folding seat is akin to typing up a TPS report while being a human pretzel. -I also will like to state I am still uncomfortable with locker rooms to this day.

Production and Sound Design by Kevin Seaman

800,000 is the approximate number of daily passengers who travel on Northeast Corridor trains. The only rail link that connects New York and New Jersey is through a 110-year-old tunnel under the Hudson River. The Biden administration has pledged to move forward the Gateway Program―the planned, phased expansion and renovation of the Northeast Corridor rail line, including the aging tunnel. John Porcari, the founding interim Executive Director of the Gateway Development Corporation, joined the podcast to update listeners on the status of this critical infrastructure project.

With all eyes on the industry developing and manufacturing the vaccine, five markets across the US Northeast—Boston-Cambridge, Washington D.C., New Jersey, Philadelphia, and New York City—were named in the top ten US life science clusters by CBRE. Join Kaitlyn Blazer, business development manager at Structure Tone Philadelphia, as she discusses the life sciences construction boom with experts in the region: Pat Toner, STO VP and national life sciences sector leader, Stephen Neeson, SVP of operations and life sciences sector leader for Structure Tone New Jersey, and Nick Cassaro, senior life sciences project manager for Structure Tone Boston.

The Northeast Corridor between Boston and Washington is perhaps the single most significant stretch of railroad in the country, connecting dozens of cities like Baltimore, Philadelphia, and New York City. The line carries thousands of passengers daily on a mix of long-distance, regional, and commuter trains. Before it emerged as a vital stretch of railway, some of the earliest railroads in America created a foundation for the future corridor. They constructed a patchwork of lines that laid the groundwork for the Northeast Corridor of today, which later formed integral portions of the Pennsylvania Railroad and the New York, New Haven & Hartford Railroad. The impact of this line is still felt in the many communities that developed along the tracks. While the Northeast Corridor continues to evolve, it remains as relevant as it was when the original developers conceived the rail link nearly two centuries ago.You can purchase The Northeast Corridor by following the link below: https://www.arcadiapublishing.com/Products/9781467105583 

For the pilot, we sat down with Barbara Moore, a recently retired NJ Transit Train Engineer. How did a jewelry designer and artist end up steering trains out of danger on the Northeast Corridor? Tune in to find out!

Good morning. I’m Joseph Delaney and here is your New York Daily News morning briefing for Tuesday, April 14. Governor Cuomo joined the governors of the Northeast Corridor: namely, New Jersey, Connecticut, Pennsylvania, Rhode Island and Delaware yesterday to announce a regional effort to reopen the economy in a “coordinated way” amid the coronavirus crisis.

Today's poem is Northeast Corridor by Cat Richardson. This episode features guest host Jenny Xie.

We chat with Matt Le-Khac and Jimmy Tran of Bolero. Located in the heart of Williamsburg, Brooklyn, Bolero features a hyper-seasonal menu that emphasizes the rare fresh herbs that form the foundation of Vietnamese cuisine — sourced from Matt’s family farm and showcased in the restaurant’s Vietnamese Tea Garden. The Bolero team will use the Northeast Corridor to bring awareness to lost traditions.Feast Meets West is powered by Simplecast.  

“You’re caught between trying to do things for the public good – trying to create economic development – but you’re also trying to be a private business.”  Jeff Knueppel is a structural engineer by trade. He worked at the frontlines of Southeastern Pennsylvania Transportation Authority (SEPTA) tackling aging infrastructure before working his way up the ranks at SEPTA before finally becoming General Manager. In this episode, Knueppel discusses the exciting nature of running a transit system with many different modes – trollies, elevated subway service, commuter rail, and bus, just to name a few – the complexity of the Northeast Corridor, and how he is a “not-so-undercover boss” as he spends time with his employees. The discussion also gets into the five areas of focus for SEPTA: Customer Experience, Employee Development, Reliability/Rebuilding the System, SEPTA as a Business, and Safety and Security. Finally, Paul and Jeff discuss the future of SEPTA, how they are pushing to into all-electric buses, where the benefit of ridesharing is, and how the biggest value of autonomous vehicles is to improve safety – there is likely to be a human element for quite some time.    If you want to know more about SEPTA, you can check out their website. Remember to check out transitunplugged.com to learn from top transit professionals and stay up to date to catch all the latest episodes.

Baltimore Sun reporter Kevin Rector spent some time this past summer taking a deep look at the proposal to build a multibillion-dollar, magnetic levitation train (or Maglev) system along the Northeast Corridor of the United States, starting with a track between Washington and Baltimore. Kevin’s reporting on Maglev took him to Japan, and he spent a lot of time speaking with those in the Baltimore-Washington region who want to replicate Japan’s 311-mph Maglev system here. Dan interviewed Kevin on a busy platform at Penn Station in Baltimore to hear what he learned about high-speed train travel that could get passengers from Baltimore to Washington in 15 minutes.

On today’s episode, Rafael Pondé cooked a Brazilian dish full of flavor and spices, the only way a Brazilian can cook it. We talked about his memories in Bahia when he was a teenager, his years in Europe and what brought him to settle in one of the best cities in the Northeast Corridor, Philadelphia. The setting could not be perfect, we sat in his apartments living room full of art, recording equipment and live streaming this amazing conversation. To learn more about my podcast, you can follow me on Twitter @Music2Flavors and Facebook https://www.facebook.com/Musicin2Flavors/, or at my website at www.musicin2flavors.com If you know a friend or acquaintance that works in the music industry and think that he should be an ideal person to chat and record his conversation, please contact me at Music in 2Flavors@gmail.com Thank you for listening and see you on our next episode. If you would like to be a patreon of my podcast, you can go to my website and click on the Patreon banner or visit https://www.patreon.com/musicin2Flavors where you can choose the amount of money that you want to pledge. Thank you for listening to Music in 2Flavors and thank you for being a loyal listener of my music adventure.

On today’s episode, Rafael Pondé cooked a Brazilian dish full of flavor and spices, the only way a Brazilian can cook it. We talked about his memories in Bahia when he was a teenager, his years in Europe and what brought him to settle in one of the best cities in the Northeast Corridor, Philadelphia. The setting could not be perfect, we sat in his apartments living room full of art, recording equipment and live streaming this amazing conversation. To learn more about my podcast, you can follow me on Twitter @Music2Flavors and Facebook https://www.facebook.com/Musicin2Flavors/, or at my website at www.musicin2flavors.com If you know a friend or acquaintance that works in the music industry and think that he should be an ideal person to chat and record his conversation, please contact me at Music in 2Flavors@gmail.com Thank you for listening and see you on our next episode. If you would like to be a patreon of my podcast, you can go to my website and click on the Patreon banner or visit https://www.patreon.com/musicin2Flavors where you can choose the amount of money that you want to pledge. Thank you for listening to Music in 2Flavors and thank you for being a loyal listener of my music adventure.

Trains Associate Editor S. Sweeney and author Brian Solomon talk about all the rail news that is fit to publish for the week of Aug. 3, 2018. This week's topics include, Durango & Silverton's announced purchase of two diesel locomotives, Amtrak cooperates with a video game maker for a Northeast Corridor simulator, the Brian's Railway Guide to Europe, and more!

Friday 18th May 2018. On tomorrows show something different – one story, arguably one of the biggest EV stories of the week – and one guest from the company behind it. I’ll tell you more at the end of this show. And before we get started, just a note it’s the London Motor Show 2018 this week with everything from the Tesla Shooting Brake you might have seen which comes from my native Norfolk, to the brand new iconic electric Black Cab, to the world’s first production EV kit car the e-rod. You can search for the hashtag #LMS2018 if you’re interested in seeing more. 1000S OF SUPERCHARGERS ARE IN PERMITTING/CONSTRUCTION PHASES First up we'll dive straight into InsideEVs and Elon has been busy on the build again. This time is it Model 3? No! Model S or X? No! SpaceX? No! Tesla Energy, something about the Solar roof? No! The latest in a long line of positive announcements is about the Supercharger network. Already a huge incentive to get into the Tesla walled garden, he now says an updated Supercharger map is coming in the next few days. Responding to a question from new Model S owner Kevin Mitnick on Twitter about any superchargers coming to Woodland Hills, Elon replied: "Yeah, there are thousands of Supercharger locations going through permitting/construction, including that area. Will publish an updated map in the next few days." So what does "thousands" mean? At the basic level, it means 2,000 or more. And I presume he's talking Worldwide because there are many in the planning and permits stage even here in the UK. Oh and another reason this is the top story today, and it's got something to do with that 'walled garden' I mentioned. I wouldn’t be surprised to see another auto maker to cave in and pay Tesla for access, especially a smaller, more boutique brand without the means to build their own network. For now Tesla is burning cash and doing whatever it required to build out the network, whilst the Superchargers are never going to be used as a profit centre of Tesla owners. However, let me remind you of something from the earning call when he took questions from the blogger Galileo, who is a fan of Tesla having an exclusive club of chargers which others can’t access, as that makes them more valuable to investors. Elon said that he can see a time in the future when it's opened up to other manufacturers, indeed Tesla has even offered, but nobody was ready to be their customers just yet. And you can understand why, with huge auto makers wanting to do it their way, on their terms. However I can see a time when at least one major car maker in the medium term calls it quits on their own tech and licences EV technology from Tesla. Given Elon's mission is not to stop until all vehicles are electric, and also looking for new revenue streams, why wouldn't someone like Ford decide the best way to avoid total collapse is to licence the drivetrains from Tesla?   ELECTRIC BUS FLEETS Earlier this week the San Francisco Municipal Transportation Agency (SF Muni) Board of Directors passed a resolution to begin procuring zero emission battery buses to replace electric hybrid vehicles by 2025, with a goal of achieving a 100 percent electric bus fleet by 2035" reports EcoWatch. Meanwhile, in South Korea, the government wants all buses and trucks to run with zero emissions by 2030. Electrive says: "The new plan released by the government also wants to introduce small electric two-wheelers for postal deliveries by 2020. Around the same time Seoul will also start to mass-produce and supply hydrogen and electric buses in earnest." And let me put both of those wonderful targets in perspective with a tweet from Colin McKerracher, Head of Advanced Transport, Bloomberg New Energy Finance (BNEF). In 2018, "Shenzhen: May 1st: all new commercial light duty trucks = EVs. From July 1: Only EVs allowed in ride hailing. By Dec 31: replace all remaining taxis with EVs. Build 5,200 EV chargers for taxis. Retire 20,000 diesel light duty trucks. City policies will reshape auto markets."   RECORD EV SALES FOR SOUTH KOREA Well let's stay in South Korea for a bit longer. "The number of electric vehicles sold in South Korea so far this year is already more than double the sales recorded for the whole of last year. According to the Ministry of Trade, Industry and Energy, electric vehicle sales rose from five-thousand-900 units in 2016 to 13-thousand-800 last year. It says more than 30-thousand EVs have been sold in South Korea since the turn of 2018, including preorders" according to some insight from KBS World.   BMW UNVEIL SHAPE OF iNEXT Yesterday at the annual shareholders meeting for BMW in Germany they presented their vision for the iNext EV. The iNext is designed to be a technology showcase for BMW: electric propulsion, full self-driving, and advanced interfaces, said BMW CEO Harald Krueger. According to Green Car Reports: "It is supposed to be available with three different battery sizes: a 60 kilowatt-hour battery with 280 miles of range, a 90-kwh battery good for about 342 miles, and a range-topping 120-kwh battery with 435 miles of range. That last figure is longer than most gasoline cars." These types are things are never really about the car, but more about what they think they will focus on. So they say it will have Level 3 self-driving, equipped for Level 4, advanced gesture control.   BMW HAS SOME PRODUCTION TIPS FOR TESLA As Tesla struggles to meet the mahoosive demand for Model 3's I'm sure what will really help is BMW chipping in with some advice. And it's this: "embrace human labor, be flexible and focus on the details." At that same annual meeting, Oliver Zipse from BMW said: "“Producing cars in cycles of 60 seconds: That is the deciding factor" BMW makes Tesla’s entire 2017 output once every two weeks. “To fully automate the assembly process is not our goal, because the human being with its unique properties is unbeatably flexible.” “Maybe there’s more leeway in the top-end market segment above 100,000 euros ($118,000), but as soon as you enter market segments with volumes like the 3- or even in the 5-Series, keeping costs under control is paramount,” BMW’s Zipse said. “You can’t allow yourself to have inefficiencies there.”   EAST COAST STATES UNITE TO ADVANCE EV CHARGING States on the East Coast of the US, from Virginia to Maine, have announced support for the release of the ‘Northeast Corridor Regional Strategy for Electric Vehicle Charging Infrastructure’ to advance public and private investments in EV charging" according to Renewable Energy Magazine: "As part of a legal settlement between the federal government and Volkswagen addressing Clean Air Act violation claims, the Northeast Corridor states, from Virginia to Maine, have up to $108 million that may be invested on charging and hydrogen fuelling infrastructure for electric cars. Electrify America, a Volkswagen subsidiary, is investing $2 billion to promote electric vehicles, which will include substantial infrastructure investments in the Northeast Corridor."   I’d love to spread the word about electric cars so, if you can, share this somebody who might be interested. You can listen to every previous episode of this podcast on iTunes, Google Play, Spotify, YouTube, TuneIn, Stitcher, and the blog https://www.evnewsdaily.com/ – remember to subscribe, which means you don’t have to think about downloading the show each day, plus you get it first and free and automatically. It would mean a lot if you could take 2mins to leave a quick review on whichever platform you download the podcast. And if you have an Amazon Echo, download our Alexa Skill, search for EV News Daily and add it as a flash briefing. Come and say hi on Facebook, LinkedIn or Twitter just search EV News Daily, have a wonderful day, and I'll catch you tomorrow. CONNECT WITH ME! evne.ws/itunes evne.ws/tunein evne.ws/googleplay evne.ws/stitcher evne.ws/youtube evne.ws/soundcloud evne.ws/blog

Untreated spinal conditions, rusty medical equipment, and a fly infestation are a few of the complaints alleged by a group of doctors at the VA Medical Center in Manchester, New Hampshire. We speak with a reporter who’s following the story. And a Massachusetts man, in prison for murder, fights to get a new trial after over 30 years in prison. Plus, we bring you the brief and fascinating history of a little-known anti-immigration party that swept the Massachusetts government in 1854, and more. Darrell “Diamond” Jones, a man convicted of murder more than three decades ago, is seeking a new trial. He appeared at a hearing in a Fall River, Massachusetts courtroom Tuesday. Photo by Jesse Costa for WBUR Casting Doubt Darrell “Diamond” Jones was convicted of the 1985 murder of alleged Cuban cocaine dealer Guillermo Rodriguez in Brockton, Massachusetts. Photo by Jesse Costa for WBUR There was dramatic testimony during an unusual hearing in a Fall River, Massachusetts courtroom on Tuesday. Darrell Jones, a man convicted of murder more than three decades ago, is seeking a new trial. Tuesday’s hearing raised questions of racial bias by jurors. And a key juror who alleged the discrimination said that she was never summoned to court to testify. WBUR’s Bruce Gellerman has the story. Last year, Bruce Gellerman and Jenifer McKim of the New England Center for Investigative Reporting collaborated on an investigation of Darrell Jones' case. Carol DiPirro talks with neighbor Andrea Inamorati about a health survey following water contamination in Merrimack, New Hampshire. Photo by Emily Corwin for NHPR Over a year ago, residents near Merrimack, New Hampshire learned their drinking water had been contaminated by emissions from a nearby plastics plant. The chemicals found in area wells, known as PFAs, have been linked to thyroid disease, cancer, immune system changes, and other health problems. Some residents there now say state and federal officials still aren't doing enough to protect them. A few neighbors are taking things into their own hands. New Hampshire Public Radio’s Emily Corwin reports. Every day, nearly a million commuters travel on the Northeast Corridor — the rail network between Washington, D.C. and Boston. Many of those passengers cross over a small river in the coastal city of Norwalk, Connecticut. But the only way for a train to get across that river is via a 120-year-old “swing bridge,” which rotates to let boats pass. And sometimes that bridge gets stuck mid-swing, causing chaos for commuters. State officials want to replace the deteriorating bridge, but locals worry about collateral damage. WNPR's Ryan Caron King reports. Un-Cared For Ed Kois, one of the doctors who went public with allegations of substandard care at the Manchester VA. Photo by Peter Biello for NHPR The Veterans Affairs Medical Center in Manchester, New Hampshire has come under fire for allegedly delaying care to some patients with spine conditions, resulting in their paralysis. Whistleblowers also allege that the purchase of important medical equipment had been delayed because of budgetary concerns. And the medical center has been struggling with an infestation of flies for at least a decade. These were some of the concerns doctors brought to VA investigators, who took no action. But when these same concerns were reported by the Boston Globe Spotlight Team, response from the VA was swift. Our guest Peter Biello covers veterans affairs for New Hampshire Public Radio and has been following the story as it develops. Reggie Moton of Hartford, Connecticut suffers from depression and substance use disorder. Moton was homeless for 20 years before a nonprofit called Journey Home found him this apartment in 2016. Photo by Ryan Caron King for NENC Between a quarter and a third of homeless people have a mental illness, and roughly that same percentage suffers from substance abuse disorder. Columnist Susan Campbell, who writes about housing and homelessness for the New England News Collaborative, told us the story of one man, Reggie Moton, who fits both of these categories. Campbell says Moton illustrates the years of systemic neglect of mentally ill homeless people in New England. Read Susan Campbell’s column and watch a video interview with Reggie Moton below. Know Nothings The flag of the mid 19th Century American Party. The party was commonly known as the Know Nothing Party because when asked about their secretive meetings, members were instructed to reply, “I know nothing.” Back in January, Boston Mayor Marty Walsh spoke in defiance of President Trump’s executive order promising to strip funding from so-called sanctuary cities — cities like Boston, where local police do not detain or question anyone based solely on their immigration status. At a press conference, Walsh said immigrants fearing deportation could live in City Hall if they wished. And as we've reported, leaders of other Massachusetts cities have embraced immigrant-friendly policies. But back in the 1850s, a new political party — formed in opposition to waves of European immigrants — swept to power in Boston and other Massachusetts cities, and captured the state legislature by a landslide. Anna Fisher-Pinkert tells the story of the Massachusetts Know Nothing Party. The piece was originally produced for the Commonwealth Museum in Boston. About NEXT NEXT is produced at WNPR. Host: John Dankosky Producer: Andrea Muraskin Executive Producer: Catie Talarski Digital Content Manager/Editor: Heather Brandon Contributors to this episode: Peter Biello, Susan Campbell, Ryan Caron King, Emily Corwin, Bruce Gellerman, Anna Fisher-Pinkert Music: Todd Merrell, “New England” by Goodnight Blue Moon Get all the NEXT episodes. We appreciate your feedback! Send praise, critique, suggestions, questions, story leads and photos of your favorite New England bridge to next@wnpr.org.See omnystudio.com/listener for privacy information.

This week, we find out what a Reveal/APM Reports investigation tells us about police de-escalation training in New England, and visit police in New Hampshire who are reaching out to children who’ve been traumatized by witnessing crime. We go inside the public input process in two big regional transportation projects, and find out what role citizens can play in shaping highways and railways. We take an electron’s tour of New England’s power grid, and wonder whether we might be ready for Daylight Saving Time, full-time. Officer Jennifer Lazarchic at a police training session in March 2016. Photo by Courtney Perry for MPR News De-Escalation Many of the high-profile police shootings of the last few years across the US have a disturbing common thread: they happen within a few minutes, or even a few seconds after police arrive on the scene. Several states require “de-escalation” training for their police officers. It’s meant to avoid situations where deadly force is viewed as the only resort. In New England three of our six states have such mandates: Maine, Massachusetts and Connecticut. Still, training requirements – and how well they are carried out- vary from state to state. Below: An interactive map from APM Reports. The latest episode of Reveal, from the Center for Investigative Reporting worked with APM Reports to examine de-escalation, state by state. Our guest is APM Reports correspondent Curtis Gilbert, author of the report “Not Trained to Not Kill.” We dig into the details and learn how New England states measure up. Types of police calls the Manchester ACERT team responded to July 2016 through March 2017. Graphic by Sara Plourde for NHPR When police respond to a domestic violence call or a drug overdose, children are often on the scene when officers arrive. Manchester, New Hampshire police found that in 2015, 400 children had been on-scene during such calls. Research shows that children exposed to trauma are more likely to be violent – and victims of violence—later in life. So Manchester police officers are trying something new: returning to the scene of such crises to see if they can help. The first-of-its-kind program is called ACERT: Adverse Childhood Experiences Response Team. New Hampshire Public Radio‘s Emily Corwin reports. A Fork in the Road The I-84 viaduct in Hartford. Photo by Ryan Caron King for WNPR In southern New England, two massive infrastructure projects are being planned. One would replace a section of highway that has divided the city of Hartford since the 1960s. The other would revamp Amtrak’s Northeast Corridor and speed up rail service, cutting through historic areas along the way. WNPR reporters Heather Brandon and Ryan Caron King wondered how important it is for the public to know what’s in the works for big infrastructure projects like these, that will shape cities and towns for years to come. They join John in the studio this week to discuss what they’ve learned. A marsh on the Lieutenant River in Old Lyme Connecticut that a proposed rail bypass could go through. Photo by Ryan Caron King for NENC A 2014 study by Congress for the New Urbanism listed Hartford’s Interstate 84 viaduct as one of the top 10 highways in North America that should be torn down. Here’s an excerpt from that report: Completed in 1965, [the I-84 viaduct] caused significant damage to the historic neighborhoods of Hartford, destroying historic architecture and breaking the walkable connections between adjacent communities and public spaces… It also destroyed the economic vitality of the community. Downtown growth was inhibited for decades. To this day, the imposing viaduct prevents pedestrians from utilizing the space underneath, as most of the area is dedicated to surface parking. State planners are planning to demolish a two-mile stretch of the highway in coming years. As for exactly how to rebuild, the state has made a concerted effort to gather feedback from the public. As  Heather Brandon reports, this is a dramatic change from the way highways were designed in the past. Planners are also consulting the public on redeveloping the interchange of I-84 and I-91, also in Hartford. It’s an interchange that has a place in the history of rock n’ roll, as WSHU‘s David Dunavin discovered. But along New England’s southern coast, residents are pushing back against the development of a new high-speed rail line that would be part of a federal overhaul of passenger rail in the Northeast. As Ryan Caron King reports, many there feel they’ve been left out of the public input process. Evening Glow Our power, in New England, comes from many sources: mostly gas, nuclear and a growing mix of renewables. But how exactly does that energy get from that source to your home? WNPR reporter Patrick Skahill went to find out, learning on the way about the delicate choreography that utilities do to keep the lights on, without shorting the circuit. A visual schematic of hundreds of power plants, substations, and transmission lines across New England, in the control room at ISO New England in Holyoke, Mass. Photo courtesy of ISO New England. Thanks to Daylight Saving Time, we might not need to turn on the lights until close to 8pm this time of year. But in the winter months when the sun sets at 4pm or earlier, it can get depressing around here. Now, several New England states are considering sticking with Daylight Saving Time year ‘round. And as Fred Bever reports, the idea is gaining momentum. About NEXT NEXT is produced at WNPR. Host: John Dankosky Producer: Andrea Muraskin Executive Producer: Catie Talarski Digital Content Manager/Editor: Heather Brandon Contributors to this episode: Curtis Gilbert, Jack Rodolico, Emily Corwin, Heather Brandon, Ryan Caron King, Patrick Skahill, and Fred Bever Music: Todd Merrell, “New England” by Goodnight Blue Moon Get all the NEXT episodes. We appreciate your feedback! Send praise, critique, suggestions, questions, story leads, and your thoughts on Daylight Savings Time to next@wnpr.org.See omnystudio.com/listener for privacy information.

The Rhode Island Department of Transportation may have the smallest territory to cover of any state DOT, but there's quite a few transportation facilities packed into that area. The Main Street of the east coast, I-95, carries millions of travelers, both locally and interstate. Amtrak's busiest line, the Northeast Corridor runs through the state, connecting Connecticut and Massachusetts. In addition there are ports, ferries, a major airport, and commuter buses and trains. Peter Alviti is RIDOT's director, and he spoke with Transportation Radio about his agency as part of our profile of state DOTs.

In the 1950s, the automobile was king. A new federal highway system and dreams of “urban renewal” took hold. But many of those highways are now broken and in need of repair. This hour, we look into what's behind the rebuild of one important New England interstate, and we remember the communities we lost during the urban renewal era, including one city's Little Italy. Later this hour, we discuss the important issues heading into this election for three New England states. And at New England’s biggest flea market, NEXT producer Andrea Muraskin finds that the people are as fascinating as the stuff on display. Getting There We've been closely watching proposals to build new high speed rail through the region. New routes could drastically reduce travel times between Boston and New York and points south. The Federal Railroad Administration has been considering three plans with a variety of old and new pathways for the trains. A decision on a preferred route is expected sometime this fall. A map of a portion of the National Railroad Administration’s plan for the Northeast Corridor shows a proposed line (in purple) that would run through the city center of Old Lyme, Connecticut. (Credit: Federal Railroad Administration) Emails obtained by a group opposing a route through the coastal town of Old Lyme, Connecticut seem to show that the FRA has had a preferred route for a while… and yes, it's the one that goes through that town. We speak with New London Day reporter Kimberly Drelich, who has has been covering the story. In New England, Interstate 84 is well known and, well, hated. One of the reasons for that hatred is a short stretch that cuts right through the heart of Hartford, Connecticut. When I-84 was built, it caused two big problems. First, it meant that all the interstate traffic was bottle-necked onto a twisting, turning, elevated roadway, with a series of complicated on and off ramps infusing new traffic into the mix, commuters, delivery trucks — locals just trying to get across town. The I-84 Viaduct cuts right through downtown Hartford. Credit Ryan Caron King/WNPR The second problem is a common one. When highways were built right through cities in the middle of the 20th Century, they destroyed neighborhoods, and physically separated communities. For an example of what this looks like, read Ryan Caron King’s story about a historic home that was spared the wrecking ball, but not the highway noise. But how to fix the problem? We speak with Norm Garrick, a professor of civil engineering at the University of Connecticut, and author of a recent Citylab article about Rochester, New York's attempt to fix a 1950s planning disaster. We also learn the story of Portland, Maine’s Little Italy. It was one of many neighborhoods across America that was demolished as a result of urban renewal. The federal program introduced after World War II aimed to clear cities of so-called slums and blighted areas, making way for improved infrastructure and commercial development. Producer Georgia Moodie has our story. CT/RI/VT Elections Roundtable Remember those days when we used to talk about issues during a political campaign? Yeah, us neither. That’s why we wanted to sit down with smart political observers from around New England to talk about the big issues facing their states this year. From WNPR in Connecticut, Colin McEnroe from The Colin McEnroe Show and The Wheelhouse joins us. From Rhode Island Public Radio’s Political Roundtable, Maureen Moakley chimes in, and so does Vermont Public Radio capital bureau reporter Peter Hirschfeld. Brimfield A lobster made from horseshoes at the Brimfield Antiques Flea Market (Credit: Ziwei Zhang) In the 1954 film Brigadoon, the protagonists discover a magical village that only appears for one day every hundred years. Brimfield, Massachusetts is kind of like that. The town only has about 3,500 permanent residents. But for a week in each of May, July, and September, the town transforms into a bustling tent city known as the Brimfield Antique Flea Market. The market dates back to the 1950s and today boasts over 250,000 visitors, stretching half a mile down Route 20. At a market like this, the stuff comes with stories, and NEXT producer Andrea Muraskin found plenty on her visit over the weekend. About NEXT NEXT is produced at WNPR. Host: John Dankosky Producer: Andrea Muraskin Executive Producer: Catie Talarski Digital Content Manager/Editor: Heather Brandon Contributors to this episode: Jill Kaufman, Shannon Dooling, and Jennifer Mitchell Music: Todd Merrell, Lightning on a Blue Sky by Twin Musicom, New England by Goodnight Blue Moon Get all the NEXT episodes. We appreciate your feedback! Send praise, critique, suggestions, questions, story leads, and pictures of your own flea market finds to next@wnpr.org.See omnystudio.com/listener for privacy information.

What if commuting between Connecticut and Long Island meant hopping into a car and driving through a tunnel deep below Long Island Sound? Sounds far-fetched, right?Well, if you're New York Governor Andrew Cuomo, you might not think so. And if you're Amtrak, you might think it shouldn't be cars driving under the Sound, but trains connecting the Northeast Corridor. Support the show: http://wnpr.org/donateSee omnystudio.com/listener for privacy information.

In this bonus episode, we look into the state of passenger rail service in the United States by examining the history and current condition of Amtrak, the only choice for passenger rail service in the nation. The United States has a third world passenger rail transportation system. There's no denying it. There is only one company, Amtrak, that operates nationwide. Amtrak train cars are decades old, the employees are over-worked, and it's incredibly unreliable. But why is that the case? How can we do better? Passenger rail service is a worthy investment for the United States government. Trains consume far less energy than our other available modes of transportation: Passenger trains consume 17% less energy than airplanes and 21% less energy than cars. Passenger trains also burn far less carbon dioxide: The average intercity passenger train burns 50% less carbon dioxide per passenger mile than an airplane and 60% less than cars. Rail transportation is also a safe mode of transportation, especially when compared to cars; automobile accidents kill an average of 33,000 Americans every year compared to an average of ten deaths caused by accidents on passenger trains. [caption id="attachment_1443" align="aligncenter" width="598"] Automobiles kill 33,000 in the US every year. Trains kill 10.[/caption] But if passenger trains are such a good investment, why is the United States system so behind other countries? It wasn't always this way. In the 1920’s, more than 1,000 companies operated on a network of 380,000 miles of track in the United States. 1.27 billion passengers traveled on the United States' rail network every year, at a time when our population was much less than it is today. However, in the 1970’s, after the interstate highway system was completed and air travel became affordable for the middle class, the private railroads didn’t find passenger trains to be as profitable as freight and they wanted to eliminate passenger services entirely. The government agreed to take over the passenger service that the private sector didn’t want to provide for their own financial reasons. Amtrak was created in 1971 as a quasi public-private entity to provide public rail transportation service nationwide. Amtrak was a compromise between the members of Congress who wanted to keep a passenger rail system in the United States and the Nixon administration, who wanted passenger rail to disappear. In the deal that created Amtrak, the private railroad companies would no longer have to provide passenger services but they would have to provide Amtrak with start-up cash and equipment. The private railroads would maintain ownership of the infrastructure - the railraod tracks - but they would not be allowed to deny Amtrak the right to use them. The only place in the United States where the private railroad companies do not own the infrastructure is in the Northeast Corridor, between Boston and Washington D.C., which just so happens to be the area of the country with the best and most reliable passenger rail service in the country. However, Amtrak is responsible for maintaining the infrastructure; as a result, about 75% of Amtrak's budget goes towards maintaining the Northeast Corridor. Amtrak was given two mandates. The first was to provide a nationwide passenger rail service. The second was to turn a profit. While turning a profit is a worthy goal, no passenger rail service in the world is currently profitable even in countries where the passenger train company is not responsible for maintaining the rail infrastructure. The situation got worse for Amtrak in the 1980's due to the Staggers Act, which deregulated the railroad industry. As a result, railroad companies gobbled each other up in mergers and ripped out even more tracks. Since the 1960’s, almost half of the countries’ rail infrastructure has been abandoned or removed. Today, the vast majority of the country’s remaining railroad tracks are controlled by only four companies: BNSF, CSX Transportation, Norfolk Southern, and Union Pacific. Bills Discussed in This Episode Amtrak has been starved of funding since it’s creation, a problem that continues today. Amtrak needs about $5 billion just to maintain old bridges, tunnels, and walls in the Northeast Corridor, the only section of the country where Amtrak owns the tracks it runs on. H.R. 4745, the transportation funding bill for fiscal year 2015 which passed the House of Representatives on June 10, would not authorize that money, nor much else for operations in other parts of the country. H.R. 4745: The Transportation, Housing and Urban Development, and Related Agencies Appropriations Act for 2015 Provides over $15 billion in Federal subsidies for the aviation industry. Provides over $40 billion in Federal subsidies for the highway trust fund. Provides $1.2 billion in Federal subsidies for Amtrak. Amtrak is also authorized to borrow $5.6 billion. In addition, H.R. 4745 contains some outright fiscal attacks on Amtrak's ability to function. An amendment submitted by Rep. Phil Gingrey of Georgia defunds food and beverage service on Amtrak trains. An amendment submitted by Rep. Jeff Denham of California defunds California's high speed rail project. An amendment submitted by Rep. Pete Sessions of Texas eliminates the Sunset Limited, the only Amtrak route that runs between Los Angeles and New Orleans. There is hope, however. H.R. 4745 needs to be merged with the Senate version. There is still time to remove the Amtrak attacks. More importantly, the multi-year transportation bill known as MAP-21 is set to expire on September 30, 2014, right before the 2014 midterm elections. If we want passenger rail service investments in the United States, now is the perfect time to demand them. Representatives Quoted in This Episode (In Order of Appearance) Rep. John Mica of Florida Rep. Elijah Cummings of Maryland Rep. Larry Bucshon of Indiana Rep. Laura Richardson of California Rep. Ed Pastor of Arizona Rep. Pete Sessions of Texas Sources of Information for the Episode Music Presented in This Episode Slow Train by Bradley West (found on Music Alley by mevio) Intro and Exit Music: Tired of Being Lied To by David Ippolito (found on Music Alley by mevio) New Podcast You Might Enjoy Critical Thinking is Required, hosted by James Sirois Itunes Stitcher