Podcasts about surface transportation board

The Surface Transportation Board regulates railroad freight markets, maintaining a competitive landscape in the industry and ensuring that shippers have good service. Chairman Fuchs explains to JP Hampstead and Stuart Chirls how the STB is also enabling American reindustrialization. Learn more about your ad choices. Visit megaphone.fm/adchoices

This case concerned the question of whether the National Environmental Policy Act (NEPA) requires an agency to study environmental impacts beyond the proximate effects of the action over which the agency has regulatory authority. When the Surface Transportation Board granted a petition from the Seven County Infrastructure Coalition to construct and operate an 80-mile Utah […]

This case concerned the question of whether the National Environmental Policy Act (NEPA) requires an agency to study environmental impacts beyond the proximate effects of the action over which the agency has regulatory authority. When the Surface Transportation Board granted a petition from the Seven County Infrastructure Coalition to construct and operate an 80-mile Utah railway, they conducted an environmental review in which they considered direct impacts of the highway on nearby land, water, and air. But they did not consider certain environmental “downline impacts” or possible effects on historic sites along the Union Pacific line in Eagle County. The county challenged their review as inadequate, while the Board argues that these effects were either too minimal for serious analysis, or outside the scope of their authority.This case was decided 8-0 on May 29. The Court ruled in favor of the Seven County Infrastructure Coalition, concluding that the federal environmental review process does not have to consider “downline” impacts. Join us in discussing the case and its decision with Mario Loyola and Austin Lipari, who wrote amicus briefs in support of petitioners.Featuring:Prof. Mario Loyola, Senior Fellow for Law, Economics, and Technology, The Heritage Foundation; Professor, Florida International UniversityModerator: Austin Lipari, Counsel, Boyden Gray PLLC--To register, click the link above.

In this case, the court considered this issue: Does the National Environmental Policy Act require an agency to study environmental impacts beyond the proximate effects of the action over which the agency has regulatory authority?The case was decided on May 29, 2025.The Supreme Court held that the National Environmental Policy Act (NEPA) requires federal agencies to consider the environmental effects of federal projects by preparing a detailed environmental impact statement (E-I-S), but it does not impose substantive limits on agencies' decisions. NEPA only applies to the environmental consequences of the proposed project itself, not to impacts from future or geographically separate projects that the proposed project might cause. The Surface Transportation Board complied with NEPA by addressing the environmental effects of constructing and operating an 88-mile freight railroad in Utah. NEPA did not require the Board to evaluate environmental impacts from increased oil drilling in the Uinta Basin or increased oil refining along the Gulf Coast—both of which were separate activities outside the Board's regulatory control. Justice Brett Kavanaugh authored the 5-3 majority opinion of the Court, joined by Chief Justice John Roberts and Justices Clarence Thomas, Samuel Alito, and Amy Coney Barrett.NEPA's role is procedural: it ensures agencies and the public are informed about potential environmental effects but does not direct agencies to reject projects with environmental downsides. Courts reviewing an E-I-S must apply a “rule of reason” and defer to the agency's decisions about the scope and detail of environmental analysis, recognizing that such decisions depend on scientific, technical, and policy judgments that fall within the agency's expertise. Agencies have discretion to omit analysis of speculative or weakly connected effects—particularly when those effects depend on future decisions by other entities or fall under the authority of other regulators. The Board's choice not to analyze upstream drilling or downstream refining effects was reasonable because those were not part of the project under review and because the Board lacks the authority to control such activities.A mere possibility that a project might lead to additional development does not impose an obligation under NEPA to assess all environmental impacts of hypothetical, unrelated projects. Even if a project's effects are foreseeable, NEPA does not make one agency responsible for evaluating the far-reaching environmental costs of others' conduct unless those effects are directly caused by the agency's decision and fall within its regulatory scope. Therefore, the Board's approval of the railway project, based on an E-I-S that focused on the rail line itself, satisfied NEPA's requirements.Justice Sonia Sotomayor authored an opinion concurring in the judgment, joined by Justices Elena Kagan and Ketanji Brown Jackson, agreeing that the Board was not responsible for assessing the environmental effects of oil production because it lacked authority to regulate those downstream and upstream activities.The opinion is presented here in its entirety, but with citations omitted. If you appreciate this episode, please subscribe. Thank you. 

This week, we have several topics to cover. We'll start with weekly rail traffic, then move on to tariffs, and finally wrap up with some recent announcements from the Surface Transportation Board.The Rail Market Update is hosted by FTR's Senior Analyst, Rail, Joseph Tower.  As this information is presented, you are welcome to follow along and look at the graphs and indicators yourself by downloading the PDF of the presentation.Download the PDF: https://www.ftrintel.com/rail-podcastSupport the show

No commitments yet as feasibility study continues Although it's not yet known if Dutchess County will commit to a 13-mile rail trail connecting Beacon and Hopewell Junction, a planning firm it hired told the City Council on Monday (March 3) that it has found no major roadblocks. "This is all buildable," Tom Baird, an engineer from Barton & Loguidice, the Albany firm conducting a feasibility study with the county, told the council. "There aren't big obstacles, there aren't major environmental concerns. We don't have any real hazardous materials to worry about, either." Dutchess County released a report on conditions along the Beacon Line, an abandoned rail spur, in November. A final report, with detailed concepts, cost estimates and phasing recommendations, should be finished by the summer. The Monday presentation to the City Council can be viewed at highlandscurrent.org/rail-trail-deck. The proposed trail would begin at the Beacon Metro-North station, a stone's throw from the Hudson River, then wind for 4 miles around the city's southern perimeter before running parallel with Tioronda Avenue and the east end of Main Street. Major crossings would include Churchill Street and East Main Street (at the dummy light). The trail would run underneath Route 9D (at Tioronda Avenue) and hug northbound Route 52 (Fishkill Avenue) to the city line. The trail would connect with the proposed Hudson Highlands Fjord Trail near the bridge at Madam Brett Park, where the planners said a trailhead could be located. Scenic Hudson, which is building the Fjord Trail between Beacon and Cold Spring, is a member of the Beacon-to-Hopewell Trail Advisory Committee. Once the rail trail leaves the city, it would veer back and forth over Fishkill Creek on its way through the Village of Fishkill and the towns of Fishkill and East Fishkill. At Hopewell, it would connect with the Dutchess Rail Trail, the Maybrook Trailway and, overlaying both, the 750-mile Empire State Trail. The abandoned rail line is owned by the Metropolitan Transportation Authority. A year ago, Metro-North, an agency of the MTA, "railbanked" the line, reserving the right to revive service, although an agency representative told The Current in February 2024 that it had no plans to do so. The important takeaway from the conditions study is that "the majority of the corridor is in really good condition," said Chris Hannett, another Barton & Loguidice engineer, on Monday. There are two options for constructing a trail, although one would be a much heavier lift. A "rail-with-trail" conversion, in which the tracks remain in place, would present many challenges, including a 20- to 25-foot buffer required between the tracks and any trail. Bridges in the corridor, which are no longer safe for trains, would have to be rebuilt, adding significant cost and environmental impacts, and right-of-way acquisitions would be required. The second option, a "rail to trail," would permit the reuse of bridges and ballast stones, the rocks used to stabilize the tracks, but the rails would be removed. A rail to trail would minimize environmental impacts, with little and possibly no rights-of-way needed. When the study began, Metro-North's abandonment of the line had not been approved by the federal Surface Transportation Board, so the engineers studied both options. The final report will include both but won't recommend either, instead letting "the engineering and the cost speak for itself, as well as the environmental impacts," Baird said. The planners anticipate a 12-foot-wide path made with a crushed-stone mix or asphalt, depending on the location. It would likely be compliant with the Americans with Disabilities Act and could be lighted because of its proximity to dense urban areas. Baird said the county is conducting the study because funders often consider projects "and some will scratch their heads [and say], 'Can they really do that?' " With a report analyzing environmental impacts and other factors, "it...

Welcome to the American Railroading Podcast! In this episode our host Don Walsh is joined by guest Patrick Fuchs, Chairman of the Surface Transportation Board (STB). Together they discuss who the STB is, how and why the STB was created, and they do a deep dive into not only all the various functions of the STB, but also all the different ways in which the STB is a valuable resource to the rail industry. Tune in to this episode to gain valuable insights and broaden your understanding of American Railroading! You can find this episode and more on the American Railroading Podcast's official website at www.AmericanRailroading.net , and watch our YouTube Channel at the link below. Welcome aboard!KEY POINTS: The American Railroading Podcast remains in the Top 10% of all podcasts globally!Mr. Fuchs was designated as Chairman of the Surface Transportation Board by President Donald J. Trump, effective January 20, 2025.Among his impressive career accomplishments, Patrick worked on legislation to increase safety by addressing opioid abuse in transportation, with reforms enacted as part of the Support for Patients and Communities Act, enacted during the 115th United States Congress. Founded in 1996, the STB is an independent federal agency that is charged with the economic regulation of surface transportation, primarily freight rail.Their primary functions are regarding rates, services, licensing, complaints and preemption. The STB website at www.STB.gov is a tremendous resource including legal resources, litigation alternatives, an environmental review process, a railroad map depot and general assistance.More valuable resources that the STB offers are the Stakeholder Committees including the Railroad Shipper Transportation Advisor Council, the Rail Energy Transportation Advisory Committee, the National Grain Car Council and the newly created Passenger Rail Advisory Committee.While the STB is made up of Republican and Democrat members, transportation is not political as we all want things to get from A to B, faster, safer and cheaper.The STB's Rail Customer & Public Assistance Program (RCPA) at (202) 245-0238 offers to help solve problems in a confidential manner, in ways ranging from a simple answer to a phone inquiry, to lengthy informal mediation assistance.If you like what we do, please leave us a 5-Star Review!LINKS MENTIONED: https://www.americanrailroading.nethttps://www.therevolutionrailgroup.com https://www.youtube.com/@americanrailroadingpodcast https://www.buymeacoffee.com/dwalshX https://www.aldonco.comhttps://www.enviroserve.com https://www.stb.gov

Our guest on this week's episode is Kristen Purvis, product manager at ePost Global. Retailers have just completed a very successful holiday shopping season. But now those same retailers are dealing with many unwanted gifts in the form of returns. Are there ways they can successfully managing them? Our guest has some insights into ways to cut costs, be more sustainable in reverse logistics operations, and incorporate artificial intelligence into returns processes.Technology is vital to any business operation, but a recent study shows that logistics leaders view it as fundamental to managing growth in an increasingly complex global trade environment. The study, which was released this week by logistics technology vendor Descartes Systems Group, found that 74% of supply chain and logistics leaders view technology as fundamental or highly important to their organization's growth strategy in the face of rising global trade challenges. It's been a busy week in Washington DC as the new administration has officially started the process of appointing directors to top posts, including those that oversee and regulate our supply chains. We talk about the new nomination for Secretary of Transportation, Sean Duffy, as well as important appointments to head the Surface Transportation Board and the Federal Maritime Commission. Supply Chain Xchange  also offers a podcast series called Supply Chain in the Fast Lane.  It is co-produced with the Council of Supply Chain Management Professionals. A series of ten episodes is now available on the "State of Logistics." The episodes provide in-depth looks into the current states of key transportation modes, such as trucking, rail, air, and ocean. It also looks at inventory management, 3PLs and more.  All ten episodes are available to stream now. Go to your favorite podcast platform to subscribe and to listen to past and future episodes. The podcast is also available at www.thescxchange.com.Articles and resources mentioned in this episode:ePost GlobalSupply chain leaders say technology is key to business growth as global trade complexities riseDuffy wins Senate committee approval as Transportation nomineeTrump names new heads of federal transportation panelsVisit Supply Chain XchangeListen to CSCMP and Supply Chain Xchange's Supply Chain in the Fast Lane podcastSend feedback about this podcast to podcast@agilebme.comPodcast is sponsored by: CSCMP EDGE 2025Other linksAbout DC VELOCITYSubscribe to DC VELOCITYSign up for our FREE newslettersAdvertise with DC VELOCITYTop 10 Supply

This case concerns the question of whether the National Environmental Policy Act (NEPA) requires an agency to study environmental impacts beyond the proximate effects of the action over which the agency has regulatory authority. When the Surface Transportation Board granted a petition from the Seven County Infrastructure Coalition to construct and operate an 80-mile Utah […]

This case concerns the question of whether the National Environmental Policy Act (NEPA) requires an agency to study environmental impacts beyond the proximate effects of the action over which the agency has regulatory authority. When the Surface Transportation Board granted a petition from the Seven County Infrastructure Coalition to construct and operate an 80-mile Utah railway, they conducted an environmental review in which they considered direct impacts of the highway on nearby land, water, and air. But they did not consider certain environmental “downline impacts” or possible effects on historic sites along the Union Pacific line in Eagle County. The county challenged their review as inadequate, while the Board argues that these effects were either too minimal for serious analysis, or outside the scope of their authority. Oral Argument is set for December 10, 2024. Join us in discussing this case and its argument with Prof. Andrew Mergen, who assisted respondents in the court of appeals, and Prof. Paul Salamanca, who wrote an amicus brief in support of petitioners. Featuring:Prof. Andrew Mergen, Emmett Visiting Assistant Clinical Professor of Law in Environmental Law & Faculty Director, Emmett Environmental Law and Policy ClinicProf. Paul Salamanca, Acting Dean and Wendell H. Ford Professor of Law, University of Kentucky J. David Rosenberg College of LawModerator: Eric Grant, Partner, Hicks Thomas LLP--To register, click the link above.

rWotD Episode 2658: Pennsylvania Lines LLC Welcome to Random Wiki of the Day, your journey through Wikipedia’s vast and varied content, one random article at a time.The random article for Tuesday, 13 August 2024 is Pennsylvania Lines LLC.Pennsylvania Lines LLC was a limited liability company that owned railroad lines in the United States that are owned and operated by the Norfolk Southern Railway. The company was formed in 1998 to own Conrail lines assigned to Norfolk Southern in the split of Conrail between Norfolk Southern and CSX Transportation; operations were switched over on June 1, 1999. The company is named after the old Pennsylvania Railroad, whose old main line was a line of the new company. In November, 2003, the Surface Transportation Board approved a plan allowing Norfolk Southern to fully absorb Pennsylvania Lines LLC,[1] which was done on August 27, 2004.This recording reflects the Wikipedia text as of 01:13 UTC on Tuesday, 13 August 2024.For the full current version of the article, see Pennsylvania Lines LLC on Wikipedia.This podcast uses content from Wikipedia under the Creative Commons Attribution-ShareAlike License.Visit our archives at wikioftheday.com and subscribe to stay updated on new episodes.Follow us on Mastodon at @wikioftheday@masto.ai.Also check out Curmudgeon's Corner, a current events podcast.Until next time, I'm standard Emma.

Feds permit Metro-North to abandon former railway More than 170 landowners along a dormant rail line that runs from the Beacon waterfront to the Connecticut border have asked a federal court to be compensated after a federal agency designated the corridor to be trail-ready. The plaintiffs, represented by a St. Louis firm that specializes in "rails-to-trails" cases, filed two lawsuits this month against the U.S. government in the Court of Federal Claims. The first was dated Feb. 9, the day after Metro-North, which owns the line, received approval from the government to abandon it. On Feb. 8, the federal Surface Transportation Board (STB) issued a "notice of interim trail use" that allows Metro-North to close the 41-mile segment. The decision also let the agency "rail bank" the line so it can be reactivated if needed. However, David Steckel, a Metro-North representative, said Wednesday (Feb. 21) that the agency has no plans to restore train service and that the STB ruling "provides a wonderful opportunity for a trail group, municipality or other appropriate public entity to construct and operate a trail." The Feb. 8 notice triggered the lawsuits by Stewart, Wald & Smith on behalf of 172 individuals and commercial entities that own property along the line. The plaintiffs argue that the STB, by allowing Metro-North to retain its right-of-way, violated the Fifth Amendment, which prohibits the government from seizing private property for public use "without just compensation." They also argue that granting an easement to a rail-trail "sponsor" would cause the same harm. More than 80 abandoned railroad lines in New York state have been converted to trails, including the 13-mile Dutchess Rail Trail that stretches from Hopewell Junction to the Walkway Over the Hudson and the 12-mile Putnam County Trailway between Baldwin Place and Brewster. Last year, Dutchess County spent nearly $278,000 in federal funds on a study to determine the feasibility of creating a trail on the 13-mile stretch of the line from the Beacon train station to Hopewell Junction, where it would connect with the Dutchess Rail Trail (and the 750-mile Empire State Trail), as well as the 27-mile Maybrook Trailway, which connects Hopewell Junction and Pawling. The study is expected to be completed next year. In Beacon, the line begins near the train station, loops past Dennings Point and Madam Brett Park and runs parallel with the east end of Main Street. The Beacon City Council has encouraged Dutchess County to create a trail on the line, particularly while the city considers rezoning a portion of Fishkill Avenue for increased commercial and residential development. Stewart, Wald & Smith says its clients do not oppose a rail trail. Instead, said attorney Steve Wald, they seek payments "representing the full fair-market value" of the parcels as of Feb. 8, the date of the Surface Transportation Board decision. Ownership claims can be complicated. Wald said last year that landowners adjoining the corridor could legally claim swaths likely lost in the 19th century, when railroads and boats were the primary modes of transportation. Wald said that railroads typically purchased or condemned the land needed for tracks, or acquired easements from property owners. Current landowners whose "predecessors in title" had their land condemned or accessed through easements "have the same rights as the original landowners," he said, and, in the event of a conversion of use, should be given "full possession and control" of the land or be compensated. If the court decides for the plaintiffs, appraisers would determine how much land was lost to the railroad, as well as damages to the remainder of their land, such as a loss of privacy and/or security if a trail is built. The cases typically take two to four years to resolve, said Jackie Tebbe of Stewart, Wald & Smith. The law firm, which has been meeting with people who own land along the corridor since 2021, held informational sessions t...

Friday News Flyover, January 19, 2024Oil train delayed | Abortion rights advocates speak with Senators | Kansas Gov. Laura Kelly and GOP-dominated legislature's priorities | and OH Sen. Sherrod Brown and MO Rep. Jason Smith make big bi-partisan deal on Child Tax CreditIf you're new to our shows make sure you subscribe and leave a 5 star rating wherever you listen. You can also find Heartland POD content on Youtube and on social media @ THE heartland pod, and learn more at thehearltandcollective.com This train is not leaving the stationForest Service withdraws key permit for controversial Utah oil-train project opposed by ColoradansProject would dramatically increase hazardous shipments through Colorado communitiesBY: CHASE WOODRUFF - JANUARY 18, 2024 9:18 AMA controversial Utah oil-train proposal opposed by Colorado communities and environmentalists was dealt another blow this week when the U.S. Forest Service withdrew a key permit for the project.In an announcement published Wednesday, Ashley National Forest Supervisor Susan Eickhoff blocked the issuance of a permit to the Uinta Basin Railway to construct 12 miles of railroad track through a protected area of the national forest in northeast Utah. The stretch of track in question is part of the proposed railway's 88-mile connection between the oil fields of eastern Utah's Uinta Basin and the existing national rail network.The project has drawn fierce opposition from Coloradans. A federal “downline analysis” estimated that 90% of the resulting oil-train traffic — as many as five fully loaded, two-mile-long trains of crude oil tankers per day — would be routed through environmentally sensitive and densely populated areas in Colorado, en route to oil refineries on the Gulf Coast. The oil trains would more than quadruple the amount of hazardous materials being shipped by rail through many Colorado counties.Colorado's Eagle County and five environmental groups sued to overturn the Uinta Basin Railway's approval, and in August 2023 a panel of federal judges ruled that the approval process contained “numerous” and “significant” violations of the National Environmental Policy Act. The ruling vacated portions of the project's environmental impact statement and ordered the federal Surface Transportation Board to redo its analysis of key environmental risks.Because the Forest Service's decision in August 2022 to grant a right-of-way permit to the project was based on that flawed analysis, the agency has withdrawn its decision pending further proceedings at the STB.Ted Zukoski, senior attorney with the Center for Biological Diversity, one of the groups that sued to block the project. “This is wonderful news for the roadless forest in Utah's Indian Canyon and the wildlife who call it home. It's a victory for the Colorado River and nearby communities that would be threatened by oil train accidents and spills. If the oil train's backers attempt to revive this dangerous scheme, we'll be there to fight it again.”In a press release, Democratic U.S. Sen. Michael Bennet of Colorado, who had urged multiple federal agencies to put a stop to the project, applauded the Forest Service's move.“A derailment along the headwaters of the Colorado River could have catastrophic effects for Colorado's communities, water, and environment. I'm glad the Forest Service has taken this important step to protect the Colorado River and the tens of millions of people who depend on it.”U.S. Senators and Abortion Rights Advocates Discuss State Abortion Access LimitationsBY: JENNIFER SHUTT - JANUARY 17, 2024WASHINGTON — During a Capitol Visitors Center briefing, abortion rights advocates and Democratic U.S. Senators called for reinstating legal and safe abortion access nationwide. The nearly three-hour session featured physicians discussing the difficulties faced in states with restrictive abortion laws following the Supreme Court's overturning of Roe v. Wade.Dr. Austin Dennard, a Texas OB-GYN involved in a lawsuit against the state's abortion laws, spoke about the validity and personal nature of each abortion decision. He highlighted patients' fears about family planning in states with restrictive laws, noting the adverse impact on what should be a joyful life chapter.The briefing preceded the annual anti-abortion March for Life, with U.S. House Speaker Mike Johnson and Rep. Chris Smith scheduled to speak. Senate Democrats criticized efforts to limit abortion access and discussed two upcoming Supreme Court cases with significant implications.One case focuses on mifepristone, a key medication in abortion and miscarriage treatments, while the other revolves around the Emergency Medical Treatment and Active Labor Act (EMTALA). The Biden administration argues that EMTALA should protect doctors performing abortions as emergency medical treatment in states with strict anti-abortion laws.Dr. Serina Floyd, a Washington, D.C. OB-GYN and Physicians for Reproductive Health fellow, expressed confusion over Republican efforts to target EMTALA, emphasizing the potential life-saving importance of emergency abortion care. She noted research indicating severe consequences for patients denied abortion access, including health risks, economic hardship, and staying in violent relationships.Dr. Floyd advocated for non-interference from the government in medical decisions, stressing that patients are capable of making informed choices about their health and lives with their healthcare providers.Senator Patty Murray of Washington highlighted her state's influx of abortion patients from restrictive states like Idaho. Murray and other senators at the briefing expressed concern that residents in states with abortion protections might not realize the impact of a potential nationwide abortion ban or Supreme Court decisions.Senator Debbie Stabenow of Michigan pointed out that even states with constitutional reproductive rights, like Michigan, are not fully shielded from the effects of a national abortion ban. After hearing doctors' testimonies, Stabenow expressed astonishment at the challenges facing both physicians and women needing abortion access, questioning the progress made in women's rights, asking, “is it 2024 or are we back in 1984?”Kansas Legislature Fast-Tracks Tax Reform Opposed by Governor KellyBY: TIM CARPENTER - JANUARY 17, 2024TOPEKA — Kansas Republican legislative leaders are expediting a tax reform bill focusing on income and sales tax changes, including a single-rate state income tax of 5.25%, which Democratic Governor Laura Kelly has threatened to veto.The bill, bypassing regular committee processes, is set for early-session debate in the Senate. The proposed tax overhaul would lead to a state revenue reduction exceeding $1.5 billion over three years, surpassing Governor Kelly's proposed $1 billion cut. The plan to implement a flat tax rate of 5.25%, replacing Kansas' three-rate income tax structure, has been met with opposition from Governor Kelly because it disproportionately benefits the wealthy.The bill also proposes eliminating the state income tax on Social Security benefits, aligning with Kelly's proposal. Additionally, it seeks to remove the state sales tax on groceries starting April 1, advancing the timeline from the previously set January 1, 2025. The measure includes an exemption for the first $100,000 in state property taxes from all Kansas homeowners for school finance purposes, adjustable for inflation.Senate President Ty Masterson and House Speaker Dan Hawkins, both Republicans, view the bill as a compromise, claiming it addresses issues faced by retirees and families while tackling inflation.Governor Kelly vetoed two major tax reform bills in 2023, which the Republican-dominated Legislature couldn't override. “We must get that money back into Kansans' pockets — and we will —  in a fiscally responsible and targeted way,” Kelly said. “In a way that doesn't threaten progress on all the other issues Kansans care about.  Unfortunately, that's exactly what one proposal — the flat tax — would do. ”   Kansas' Governor Kelly calls for hearing on Medicaid expansion bill that would cover 150,000 KansansBY: RACHEL MIPRO - JANUARY 17, 2024 2:35 PM     TOPEKA — A Medicaid expansion proposal has been enrolled into state House and Senate committees despite continued opposition from top legislative Republicans. Democratic Gov. Laura Kelly, who has spent the months leading up to the legislative session rallying across the state for Medicaid expansion, called for a hearing on the bill by Jan. 29. “It's easy to sum up the Cutting Healthcare Costs for All Kansans Act: health care coverage for 150,000 Kansans, cost savings for everyone else. We protect our rural hospitals, and Kansas taxpayers pay nothing extra,” Kelly said in a Wednesday announcement of the proposal's enrollment. “The legislature should listen to the over 70% of Kansans who support Medicaid Expansion and give this bill a hearing by Kansas Day.”  Rep. Vic Miller, D-Topeka, introduced the bill in the House Appropriations Committee and on the Senate side, Sen. Pat Pettey, D- Kansas City, introduced the bill into the Senate Ways and Means Committee. “Medicaid expansion is not only popular, but it saves lives, creates jobs and saves our rural hospitals. Hardworking Kansans shouldn't die because of legislative inaction,” Miller said.Medicaid expansion would unlock $700 million in annual federal funding and could potentially save 59 rural hospitals at risk of closing. Kelly unveiled her latest Medicaid expansion package in December, but Senate President Ty Masterson and House Speaker Dan Hawkins remain opposed to expansion, calling the move a way to expand the “welfare state.” Lawmakers last came close to expansion in 2020, when former Senate Majority Leader Jim Denning worked out a bipartisan deal with Kelly. But the deal fell apart as Republicans, outraged by a Kansas Supreme Court ruling that established a constitutional right to terminate a pregnancy, focused on placing a constitutional amendment on abortion before voters instead,Child Tax Credit and Business Incentives Merged in New Tax ProposalBY: ASHLEY MURRAY - JANUARY 16, 2024WASHINGTON — Leading members of Congress released a bipartisan, bicameral tax proposal Tuesday, promising a middle-path deal to help low-income families and provide incentives for businesses as Trump-era tax breaks expire.The framework led by U.S. Democratic Sen. Ron Wyden of Oregon and Republican Rep. Jason Smith of Missouri would raise the child tax credit incrementally through 2025 and restore tax relief for affordable housing projects.The three-year proposal would also make exempt disaster payments to wildfire victims and to those who suffered losses after the massive train derailment in East Palestine, Ohio. Sen. Wyden, chair of the Senate Committee on Finance, said in a statement that “(f)ifteen million kids from low-income families will be better off as a result of this plan, and given today's miserable political climate, it's a big deal to have this opportunity to pass pro-family policy that helps so many kids get ahead.”Democrats have been pushing to permanently raise the tax credit that low-income families receive per child after a temporary increase during the COVID-19 pandemic illustrated significant reductions in child poverty. Wyden also praised the deal's potential to spur affordable housing construction and said that his goal “remains to get this passed in time for families and businesses to benefit in this upcoming tax filing season, and I'm going to pull out all the stops to get that done.”Rep. Jason Smith, chair of the House Committee on Ways and Means, said “American families will benefit from this bipartisan agreement that provides greater tax relief, strengthens Main Street businesses, boosts our competitiveness with China, and creates jobs.”“We even provide disaster relief and cut red tape for small businesses, while ending a COVID-era program that's costing taxpayers billions in fraud. This legislation locks in over $600 billion in proven pro-growth, pro-America tax policies with key provisions that support over 21 million jobs. I look forward to working with my colleagues to pass this legislation,” Smith continued in a statement Tuesday.And for those who file 1099 forms, a provision tucked away in the framework would increase the threshold to file to $1,000 from the current $600.The proposal won praise from across the tax policy spectrum.Business Roundtable, an advocacy organization representing a wide range of U.S. CEOs, described the deal's pitch to revive expired pro-business policies as “critical to strengthening America's global competitiveness.”Sen. Sherrod Brown, an Ohio Democrat and key supporter of the child tax credit, urged his colleagues to pass the deal, calling it a “win-win for Ohio families and Ohio manufacturers.”Sen. Brown said, “The deal's expansion of the Child Tax Credit will help parents keep up with the rising cost of living and ensure that their hard work pays off. The business provisions will support American companies that invest in our nation's research and manufacturing. The deal also ensures that residents of East Palestine won't get hit with a surprise tax bill for payments they received from Norfolk Southern after last year's derailment.”Pretty, pret-ty good. Welp that's it for me, from Denver I'm Sean Diller. Stories in today's show can be found in the Missouri Independent, Ohio Capital Journal, Kansas Reflector and Michigan Advance. Thanks for listening, see you next time. @TheHeartlandPOD on Twitter and ThreadsCo-HostsAdam Sommer @Adam_Sommer85 (Twitter) @adam_sommer85 (Post)Rachel Parker @msraitchetp (Post) Sean Diller (no social)The Heartland Collective - Sign Up Today!JOIN PATREON FOR MORE - AND JOIN OUR SOCIAL NETWORK!“Change The Conversation”Outro Song: “The World Is On Fire” by American Aquarium http://www.americanaquarium.com/

Friday News Flyover, January 19, 2024Oil train delayed | Abortion rights advocates speak with Senators | Kansas Gov. Laura Kelly and GOP-dominated legislature's priorities | and OH Sen. Sherrod Brown and MO Rep. Jason Smith make big bi-partisan deal on Child Tax CreditIf you're new to our shows make sure you subscribe and leave a 5 star rating wherever you listen. You can also find Heartland POD content on Youtube and on social media @ THE heartland pod, and learn more at thehearltandcollective.com This train is not leaving the stationForest Service withdraws key permit for controversial Utah oil-train project opposed by ColoradansProject would dramatically increase hazardous shipments through Colorado communitiesBY: CHASE WOODRUFF - JANUARY 18, 2024 9:18 AMA controversial Utah oil-train proposal opposed by Colorado communities and environmentalists was dealt another blow this week when the U.S. Forest Service withdrew a key permit for the project.In an announcement published Wednesday, Ashley National Forest Supervisor Susan Eickhoff blocked the issuance of a permit to the Uinta Basin Railway to construct 12 miles of railroad track through a protected area of the national forest in northeast Utah. The stretch of track in question is part of the proposed railway's 88-mile connection between the oil fields of eastern Utah's Uinta Basin and the existing national rail network.The project has drawn fierce opposition from Coloradans. A federal “downline analysis” estimated that 90% of the resulting oil-train traffic — as many as five fully loaded, two-mile-long trains of crude oil tankers per day — would be routed through environmentally sensitive and densely populated areas in Colorado, en route to oil refineries on the Gulf Coast. The oil trains would more than quadruple the amount of hazardous materials being shipped by rail through many Colorado counties.Colorado's Eagle County and five environmental groups sued to overturn the Uinta Basin Railway's approval, and in August 2023 a panel of federal judges ruled that the approval process contained “numerous” and “significant” violations of the National Environmental Policy Act. The ruling vacated portions of the project's environmental impact statement and ordered the federal Surface Transportation Board to redo its analysis of key environmental risks.Because the Forest Service's decision in August 2022 to grant a right-of-way permit to the project was based on that flawed analysis, the agency has withdrawn its decision pending further proceedings at the STB.Ted Zukoski, senior attorney with the Center for Biological Diversity, one of the groups that sued to block the project. “This is wonderful news for the roadless forest in Utah's Indian Canyon and the wildlife who call it home. It's a victory for the Colorado River and nearby communities that would be threatened by oil train accidents and spills. If the oil train's backers attempt to revive this dangerous scheme, we'll be there to fight it again.”In a press release, Democratic U.S. Sen. Michael Bennet of Colorado, who had urged multiple federal agencies to put a stop to the project, applauded the Forest Service's move.“A derailment along the headwaters of the Colorado River could have catastrophic effects for Colorado's communities, water, and environment. I'm glad the Forest Service has taken this important step to protect the Colorado River and the tens of millions of people who depend on it.”U.S. Senators and Abortion Rights Advocates Discuss State Abortion Access LimitationsBY: JENNIFER SHUTT - JANUARY 17, 2024WASHINGTON — During a Capitol Visitors Center briefing, abortion rights advocates and Democratic U.S. Senators called for reinstating legal and safe abortion access nationwide. The nearly three-hour session featured physicians discussing the difficulties faced in states with restrictive abortion laws following the Supreme Court's overturning of Roe v. Wade.Dr. Austin Dennard, a Texas OB-GYN involved in a lawsuit against the state's abortion laws, spoke about the validity and personal nature of each abortion decision. He highlighted patients' fears about family planning in states with restrictive laws, noting the adverse impact on what should be a joyful life chapter.The briefing preceded the annual anti-abortion March for Life, with U.S. House Speaker Mike Johnson and Rep. Chris Smith scheduled to speak. Senate Democrats criticized efforts to limit abortion access and discussed two upcoming Supreme Court cases with significant implications.One case focuses on mifepristone, a key medication in abortion and miscarriage treatments, while the other revolves around the Emergency Medical Treatment and Active Labor Act (EMTALA). The Biden administration argues that EMTALA should protect doctors performing abortions as emergency medical treatment in states with strict anti-abortion laws.Dr. Serina Floyd, a Washington, D.C. OB-GYN and Physicians for Reproductive Health fellow, expressed confusion over Republican efforts to target EMTALA, emphasizing the potential life-saving importance of emergency abortion care. She noted research indicating severe consequences for patients denied abortion access, including health risks, economic hardship, and staying in violent relationships.Dr. Floyd advocated for non-interference from the government in medical decisions, stressing that patients are capable of making informed choices about their health and lives with their healthcare providers.Senator Patty Murray of Washington highlighted her state's influx of abortion patients from restrictive states like Idaho. Murray and other senators at the briefing expressed concern that residents in states with abortion protections might not realize the impact of a potential nationwide abortion ban or Supreme Court decisions.Senator Debbie Stabenow of Michigan pointed out that even states with constitutional reproductive rights, like Michigan, are not fully shielded from the effects of a national abortion ban. After hearing doctors' testimonies, Stabenow expressed astonishment at the challenges facing both physicians and women needing abortion access, questioning the progress made in women's rights, asking, “is it 2024 or are we back in 1984?”Kansas Legislature Fast-Tracks Tax Reform Opposed by Governor KellyBY: TIM CARPENTER - JANUARY 17, 2024TOPEKA — Kansas Republican legislative leaders are expediting a tax reform bill focusing on income and sales tax changes, including a single-rate state income tax of 5.25%, which Democratic Governor Laura Kelly has threatened to veto.The bill, bypassing regular committee processes, is set for early-session debate in the Senate. The proposed tax overhaul would lead to a state revenue reduction exceeding $1.5 billion over three years, surpassing Governor Kelly's proposed $1 billion cut. The plan to implement a flat tax rate of 5.25%, replacing Kansas' three-rate income tax structure, has been met with opposition from Governor Kelly because it disproportionately benefits the wealthy.The bill also proposes eliminating the state income tax on Social Security benefits, aligning with Kelly's proposal. Additionally, it seeks to remove the state sales tax on groceries starting April 1, advancing the timeline from the previously set January 1, 2025. The measure includes an exemption for the first $100,000 in state property taxes from all Kansas homeowners for school finance purposes, adjustable for inflation.Senate President Ty Masterson and House Speaker Dan Hawkins, both Republicans, view the bill as a compromise, claiming it addresses issues faced by retirees and families while tackling inflation.Governor Kelly vetoed two major tax reform bills in 2023, which the Republican-dominated Legislature couldn't override. “We must get that money back into Kansans' pockets — and we will —  in a fiscally responsible and targeted way,” Kelly said. “In a way that doesn't threaten progress on all the other issues Kansans care about.  Unfortunately, that's exactly what one proposal — the flat tax — would do. ”   Kansas' Governor Kelly calls for hearing on Medicaid expansion bill that would cover 150,000 KansansBY: RACHEL MIPRO - JANUARY 17, 2024 2:35 PM     TOPEKA — A Medicaid expansion proposal has been enrolled into state House and Senate committees despite continued opposition from top legislative Republicans. Democratic Gov. Laura Kelly, who has spent the months leading up to the legislative session rallying across the state for Medicaid expansion, called for a hearing on the bill by Jan. 29. “It's easy to sum up the Cutting Healthcare Costs for All Kansans Act: health care coverage for 150,000 Kansans, cost savings for everyone else. We protect our rural hospitals, and Kansas taxpayers pay nothing extra,” Kelly said in a Wednesday announcement of the proposal's enrollment. “The legislature should listen to the over 70% of Kansans who support Medicaid Expansion and give this bill a hearing by Kansas Day.”  Rep. Vic Miller, D-Topeka, introduced the bill in the House Appropriations Committee and on the Senate side, Sen. Pat Pettey, D- Kansas City, introduced the bill into the Senate Ways and Means Committee. “Medicaid expansion is not only popular, but it saves lives, creates jobs and saves our rural hospitals. Hardworking Kansans shouldn't die because of legislative inaction,” Miller said.Medicaid expansion would unlock $700 million in annual federal funding and could potentially save 59 rural hospitals at risk of closing. Kelly unveiled her latest Medicaid expansion package in December, but Senate President Ty Masterson and House Speaker Dan Hawkins remain opposed to expansion, calling the move a way to expand the “welfare state.” Lawmakers last came close to expansion in 2020, when former Senate Majority Leader Jim Denning worked out a bipartisan deal with Kelly. But the deal fell apart as Republicans, outraged by a Kansas Supreme Court ruling that established a constitutional right to terminate a pregnancy, focused on placing a constitutional amendment on abortion before voters instead,Child Tax Credit and Business Incentives Merged in New Tax ProposalBY: ASHLEY MURRAY - JANUARY 16, 2024WASHINGTON — Leading members of Congress released a bipartisan, bicameral tax proposal Tuesday, promising a middle-path deal to help low-income families and provide incentives for businesses as Trump-era tax breaks expire.The framework led by U.S. Democratic Sen. Ron Wyden of Oregon and Republican Rep. Jason Smith of Missouri would raise the child tax credit incrementally through 2025 and restore tax relief for affordable housing projects.The three-year proposal would also make exempt disaster payments to wildfire victims and to those who suffered losses after the massive train derailment in East Palestine, Ohio. Sen. Wyden, chair of the Senate Committee on Finance, said in a statement that “(f)ifteen million kids from low-income families will be better off as a result of this plan, and given today's miserable political climate, it's a big deal to have this opportunity to pass pro-family policy that helps so many kids get ahead.”Democrats have been pushing to permanently raise the tax credit that low-income families receive per child after a temporary increase during the COVID-19 pandemic illustrated significant reductions in child poverty. Wyden also praised the deal's potential to spur affordable housing construction and said that his goal “remains to get this passed in time for families and businesses to benefit in this upcoming tax filing season, and I'm going to pull out all the stops to get that done.”Rep. Jason Smith, chair of the House Committee on Ways and Means, said “American families will benefit from this bipartisan agreement that provides greater tax relief, strengthens Main Street businesses, boosts our competitiveness with China, and creates jobs.”“We even provide disaster relief and cut red tape for small businesses, while ending a COVID-era program that's costing taxpayers billions in fraud. This legislation locks in over $600 billion in proven pro-growth, pro-America tax policies with key provisions that support over 21 million jobs. I look forward to working with my colleagues to pass this legislation,” Smith continued in a statement Tuesday.And for those who file 1099 forms, a provision tucked away in the framework would increase the threshold to file to $1,000 from the current $600.The proposal won praise from across the tax policy spectrum.Business Roundtable, an advocacy organization representing a wide range of U.S. CEOs, described the deal's pitch to revive expired pro-business policies as “critical to strengthening America's global competitiveness.”Sen. Sherrod Brown, an Ohio Democrat and key supporter of the child tax credit, urged his colleagues to pass the deal, calling it a “win-win for Ohio families and Ohio manufacturers.”Sen. Brown said, “The deal's expansion of the Child Tax Credit will help parents keep up with the rising cost of living and ensure that their hard work pays off. The business provisions will support American companies that invest in our nation's research and manufacturing. The deal also ensures that residents of East Palestine won't get hit with a surprise tax bill for payments they received from Norfolk Southern after last year's derailment.”Pretty, pret-ty good. Welp that's it for me, from Denver I'm Sean Diller. Stories in today's show can be found in the Missouri Independent, Ohio Capital Journal, Kansas Reflector and Michigan Advance. Thanks for listening, see you next time. @TheHeartlandPOD on Twitter and ThreadsCo-HostsAdam Sommer @Adam_Sommer85 (Twitter) @adam_sommer85 (Post)Rachel Parker @msraitchetp (Post) Sean Diller (no social)The Heartland Collective - Sign Up Today!JOIN PATREON FOR MORE - AND JOIN OUR SOCIAL NETWORK!“Change The Conversation”Outro Song: “The World Is On Fire” by American Aquarium http://www.americanaquarium.com/

Update: Since the original episode audio was recorded, new information was released about the Wednesday's crash involving a motorcyclist and bus. The podcast was updated to include the new information.Stories referenced– Cedar Rapids motorcyclist who crashed into bus has died– Canadian National buys Iowa Northern Railway– ‘Mary Poppins' ready to work magic in Coralville centerEpisode TranscriptsYou are listening to The Gazette's Daily News Podcast on Friday, December 8. I'm Bailey Cichon filling in for Stephen Schmidt.A Cedar Rapids man has died from his injuries after a Wednesday crash in Cedar Rapids. 29-year-old Lewis McColley crashed his motorcycle into a bus that was turning into a Casey's gas station on the corner of Ellis Boulevard and O Avenue Northwest Wednesday afternoon. A Cedar Rapids police officer had attempted to pull him over for not having a license plate. He had been fleeing police for about a minute before the crash. McColley was taken to Saint Luke's hospital in Cedar Rapids with serious injurie, then transferred to University of Iowa hospitals and clinics where he died Thursday. The bus driver, 63-year-old Mark Campbell of Cedar Rapids, was the only person in the bus at the time and was not injured.Linn County Sheriff's Office is handling the investigation. The case remains under investigation.Canadian National is adding 275 miles of track with its purchase of Iowa Northern Railway. Montreal-based Canadian National made the announcement Thursday. The sale is pending regulatory review by the U.S. Surface Transportation Board. Canadian National is one of North America's six biggest railroads and operates more than 18 thousand miles of track across Canada and the United States. Meanwhile, Iowa Nothern Railroad serves agricultural and industrial markets. The line runs diagonally through Iowa from Manly to Cedar Rapids with branch lines from Waterloo to Oelwein and Forest City to Belmond. Iowa Nothern Railway chairman Daniel Sabin said the Iowa carrier believes Canadian National shares the railroad's commitment to local stakeholders and that the sale will benefit customers, employees and the local Iowa economy.The magical musical ‘Mary Poppins' is coming to Coralville Center for the Performing Arts. City Circle Theatre Company will bring the show to life onstage and in the air December 8 through 17. Allison Dixon of Iowa City plays Mary Poppins, a magical nanny joined by her chimney sweep Bert, played by Cedar Rapids' Calvin Boman. Boman will defy gravity as Bert in an upside down tap dancing number. Read more backstage details in The Gazette's story by Diana Nollen, available online. Use the link in this episode description to get there.Finally, let's take a look at today's weather in Cedar Rapids, Iowa. Today will be partly cloudy with temperatures reaching a high of 54 and a low of 38. Looking ahead to the weekend, Saturday will be cloudy and colder than the past few days. Expect a high of 39 and low of 23. Sunday, temperatures will continue their downward slide. Expect a high of 32, a low of 20 and mostly sunny skies.Thank you for listening to The Gazette's Daily News Podcast. I'm Bailey Cichon.

Mike Baudendistel and Joanna Marsh discuss the CSX train derailment, potential rail safety legislation, the Surface Transportation Board and the rail intermodal market. Follow the People Speaking Rail Podcast Other FreightWaves Shows Learn more about your ad choices. Visit megaphone.fm/adchoices

Mike Baudendistel and Joanna Marsh discuss the Surface Transportation Board's Notice of Proposed Rulemaking on reciprocal switching and run through SONAR charts. Follow the People Speaking Rail Podcast Other FreightWaves Shows Learn more about your ad choices. Visit megaphone.fm/adchoices

Rice is moved by road, rail, & water. Each mode of transport has advantages and drawbacks, but poor service is making rail a costly and frustrating option. Keith Glover, president & CEO of Producers Rice Mill, has been running point for the industry on holding Class 1 railroads accountable. He comes by to offer history and an update. Also, Michael sat down with Robert Primus, a member of the U.S. Surface Transportation Board to talk about problems, accountability, and where shippers can go from here. With special guests: Keith Glover, President & CEO, Producers Rice Mill and Robert Primus, Member, U.S. Surface Transportation Board Hosted by: Michael Klein and Lesley Dixon

Senior transportation policymakers are calling for passage of several big-picture supply chain-centric bills with the congressional August recess approaching. A bill recently introduced in the Senate meant to improve freight rail connectivity is the latest in this series of measures awaiting consideration in Congress. The Reliable Rail Service Act, sponsored by Tammy Baldwin, a Wisconsin Democrat, and Roger Marshall, a Kansas Republican, would pursue certain updates to operations at the Surface Transportation Board. Doing so, the sponsors insisted, would promote reliability across the freight rail network.

What might spring bring in terms of the export and shipping situations? What about Canadian Pacific Railway's acquisition of Kansas City Southern Railway? What's the latest on the Mississippi River situation? Mike Steenhoek, Executive Director of the Soy Transportation Coalition, joins today us with an update.This episode is sponsored by United Animal Health, a leader in animal health and nutrition. You can learn more about United Animal Health and how they are working to advance animal science worldwide by visiting the website at UnitedANH.comFor more information, on this and other topics, including additional coverage from the AASV meeting, we invite you to visit our websites - www.Feedstuffs.com and www.NationalHogFarmer.com. While you are there be sure to check out our digital editions and our new Feedstuffs 365 platform. 

Our guest on this week's episode is Steve Smith. He is the president and CEO of Airlink, a non-profit organization that provides logistics coordination for relief organizations reaching the world's trouble spots. Airlink is offering ongoing assistance to war-torn Ukraine as well as recently coordinated transportation of people and supplies to aid victims of the last month's earthquake along the Turkey-Syria border.It has been a long time in coming, but the U.S. Surface Transportation Board has finally given the green light for the merger of Canadian Pacific and Kansas City Southern Railroads. But there are a few conditions that the STB demands for its blessings. We discuss those conditions and how the newly combined rail network will benefit shippers.Designing a warehouse can be very complex, with so many technology options available today. There is beauty, however, in seeing a design where these different systems can work together to be even more productive than they could be on their own.DC Velocity's sister publication CSCMP's Supply Chain Quarterly  offers a podcast series called Supply Chain in the Fast Lane.  It is co-produced with the Council of Supply Chain Management Professionals. The third season of eight episodes has fully launched  and focuses on attracting and retaining labor in our supply chains.  Go to your favorite podcast platform to subscribe.Articles and resources mentioned in this episode:AirlinkU.S. regulators approve merger of Canadian Pacific and Kansas City SouthernFast DCs require layers of automationVisit DCVelocity.com for the latest news. Visit Supply Chain QuarterlyListen to CSCMP and Supply Chain Quarterly's Supply Chain in the Fast Lane podcastListen to Supply Chain Quarterly's Top 10 Supply Chain Threats podcastSend feedback about this podcast to podcast@dcvelocity.com.Podcast is sponsored by:  YaleOther linksAbout DC VELOCITYSubscribe to DC VELOCITYSign up for our FREE newslettersAdvertise with DC VELOCITYTop 10 Supply Chain Management Podcasts

Surface Transportation Board Approves CP and KCS Rail Merger

By a 4-1 vote, the U.S. Surface Transportation Board on March 15 approved the more than $31 billion merger of Canadian Pacific Railway and the smaller but strategically significant Kansas City Southern Railroad. The deal is the nation's first major rail merger in 25 years. The 212-page decision paves the way to creating the first single-line railroad linking Canada, the United States and Mexico.

This is Stephen Schmidt from the Gazette Digital News Desk, and I'm here with your update for Thursday, March 16.Don't forget your umbrella Thursday, although you might want to hang onto it tight. According to the National Weather Service there will be a 90 percent chance of rain in the Cedar Rapids area, with the highest probability of rainfall being between noon and 10pm It will also be windy, with gusts as high as 30 mph during the day, and up to 45 mph during the evening. The high temperature will be 45 degrees, with a low around 20 degrees. The main good news is more snow is being deemed unlikely this go aroundBirth control pills, contraceptive patches and vaginal rings would be available to Iowans from a pharmacist without a prescription under legislation approved Wednesday by the Iowa Senate — including by Republican lawmakers who previously rejected the proposal.If it becomes law, Iowa would join 17 other states and the District of Columbia in legalizing the dispensing of birth control without a prescription, according to the Guttmacher Institute, a nonprofit organization that researches and advocates on women's reproductive health care policies.The proposal covers only birth control, not drugs designed to induce an abortion.Iowa Sen. Jeff Edler, a Republican from State Center who has been overseeing the bill, said during debate that the entire bill “continues to expand the access of health care to Iowans.” After debate, he declined a request to comment on the amendment that added birth control.Senate Democrats were pleased to see and support the amendment.House Republicans are scheduled Monday morning to hold a legislative hearing on their version of Gov Kim Reynolds' maternal health care bill, House File 427, which still includes the birth control provision that the senate initially removed.According to reporting from the Quad-City Times, federal approval has been secured for a train merger that is expected to deliver considerably more train traffic to several cities in Eastern Iowa.The Surface Transportation Board, a federal regulatory authority, announced its decision Wednesday, clearing the way for the merger of Canadian Pacific and Kansas City Southern to create the first single-line freight rail network connecting Mexico, the United States and Canada.This is the first major rail merger in 25 years, Chairman Martin Oberman said in a news conference Wednesday. The board determined combined rail lines would bring economic and environmental benefits to the country, which outweighed what he billed as minor local concerns.The merger is expected to divert more than 64,000 truckloads from the roads to rail each year because of increased efficiencies of the single-line railway, which means train traffic is expected to gradually increase over several years along the route.

The Surface Transportation Board has approved a major rail merger, much to the chagrin of ag groups. Hear the latest on that and a House Ag listening session in today's DriveTime.

The Surface Transportation Board has approved a major rail merger, much to the chagrin of ag groups. Hear the latest on that and a House Ag listening session in today's DriveTime.

Rep. Raja Krishnamoorthi (IL 8th-Schaumburg) joins Lisa Dent to talk about an upcoming vote by the U.S. Surface Transportation Board that would allow a merger between Canadian Pacific and Kansas City Southern railroads, and whether federal lawmakers can delay that vote in order to conduct an analysis on the strain it would put on local […]

FreightWaves' Mike Baudendistel and Joanna Marsh discuss the regulatory outlook for the freight railroad industry in 2023. 

December 20, 2022 — The Great Redwood Trail has had a string of successes this year. The Surface Transportation Board, the federal entity that regulates railroads, has rebuffed efforts by local and out of state rail interests that wanted to use the line for its original purpose. Two months ago, the Board ruled that the Great Redwood Trail Agency will be allowed to railbank the track from Willits to Eureka, or build the trail directly on top of if by filling it in with dirt and aggregate. Senator Mike McGuire announced that the state is awash in funds for trail projects. He hopes neighboring landowners will benefit from the increased economic activity he expects from outdoor recreation, but lawsuits are proliferating. Almost three hundred landowners with property adjacent to the future trail in Mendocino, Humboldt, and Trinity counties are suing the federal government to compensate them for land they say was taken from them by the Surface Transportation Board's order. They believe the trail will reduce the value of their property by using it for a purpose that has nothing to do with the original railroad easement — which they claim was terminated when the line was abandoned. Thor Hearne is a lawyer representing sixteen landowners in Mendocino and Humboldt counties. He's taken rails to trails cases all over the country, in what has become a specialized area of jurisprudence.

December 30, 2022 — Lawsuits about rails to trails projects have become an industry, according to an expert in the history of public lands in the U.S. In northern California, close to 300 private landowners are suing the federal Department of Justice over the Great Redwood Trail. Planning efforts for the future recreational trail are the responsibility of a state agency after the Surface Transportation Board, a national body that regulates railroads, ruled that the span of line between Willits and Eureka can be abandoned and railbanked. But portions of the trail run through or alongside private property, and some of those landowners are demanding compensation for land they say was taken from them by the Surface Transportation Board's decision. They maintain that the value of their property has been degraded. John Leshy, Emeritus Professor at UC Hastings College of the law, is author of the book, “Our Common Ground: A History of American's Public Lands.” From their beginning, railroads have played a central role in the interplay of public and private property...

October 26, 2022 — The Surface Transportation Board, the federal entity that regulates railroads, issued another ruling on the Great Redwood Trail this week, deciding that the agency can convert 176 miles of line to a trail. The Great Redwood Trail Agency will be allowed to railbank the track, which means filling it in with aggregate or dirt so that the railroad ties serve as a frame for the trail. The track runs from Commercial Street in Willits, where the Skunk Train depot is, to just outside Eureka. Robert Pinoli, the President and CEO of Mendocino Railway, the Skunk Train's parent company, did not know what the Agency's plans regarding the depot are. Representatives for the Agency and the State Coastal Conservancy, which is now in charge of the trail, have not addressed our question about the depot. Last week, the Surface Transportation Board rejected Mendocino Railway's bid to purchase thirteen miles of track from the depot to Longvale. A few hours after the Surface Transportation Board's Monday- afternoon approval to railbank the line, Senator Mike McGuire held a virtual Town Hall to unveil the first step of the trail's “master plan,” a process he expects will take two to three years before building the trail can begin. Karyn Gear, of the State Coastal Conservancy, is the Executive Director of the Great Redwood Trail Agency. The Conservancy has been involved in conservation projects on the shoreline as well as inland rivers bearing anadromous fish. Gear spoke about her organization's role in the planning process. “The Conservancy was asked by Senator McGuire and the Legislature to take a leadership role in doing the master planning for this project, and also to help be the interim staff for the Great Redwood Trail Agency,” she began. “The Legislature appropriated ten million dollars to the Conservancy to do just that, to help move this project forward. So the first thing we did, after we started looking for additional staff with expertise to work on this, was to start to develop a request for proposals to look for consulting firms to help with the master planning process.” The Conservancy settled on Alta Planning and Design, which has offices all over the state. McGuire insisted that there is plenty of money for the project, announcing that, “We have the funding sources for all of the trail master plan, and we have money in the bank for construction. We were able to secure ten and a half million dollars in state funds to pay for the staffing and master plan of the Great Redwood Trail. This is going to take us through the next several years of hard work and planning the trail. And a half billion dollars, five hundred million dollars, has been secured for the State Coastal Conservancy for projects that will help us fight our climate crisis and build trails of statewide significance. That includes the Great Redwood Trail.” McGuire and members of the Trail Agency hope that private landowners alongside the trail will take advantage of opportunities to offer hospitality services and amenities to trail users. Wild camping will not be allowed, but the senator enthused about one site that he said has already committed to providing a campground. “Eventually, what you're going to see are authorized camping spots throughout the trail,” he said. “In fact, just last year…the state, along with the Wildland Conservation Board, just purchased the old Lone Pine Ranch,” a remote forested property on the eastern bank of the Eel River, on the border of Mendocino and Trinity counties. It was formerly owned by Dean Witter, who bought it in the 1940's. It stayed in his family until his heirs decided to sell it to conservation groups. The Conservation Fund's website says that, “For many years, our partners at The Wildlands Conservancy owned a 3,000-acre portion of the Lone Pine Ranch. But in 2019, they sought our help to protect the remaining 26,000 acres…The support for this project has been tremendous with the help of Governor Newsom, Secretary of Natural Resources Crowfoot, the Center for Biological Diversity, California Wildlife Conservation Board, and the California State Coastal Conservancy.” McGuire described the property as “some of the most spectacular land that you've ever seen. It's 30,000 acres. It will have 12 miles of riverfront trail. That's going to be our first authorized campground. You're going to have restrooms there, be able to stock up on provisions and water. This is a game changer for the trail.” Deven Young, with Alta Planning and Design, which is preparing the master plan, said that the design could include enhanced access for CalFire vehicles, though McGuire pointed out that trail users are not among the main culprits, when it comes to human-caused fires. And McGuire referred to a ranger service that he hopes to deploy along the trail to pick up trash and assist travelers. Young spoke about ideas to create solar-powered hotspots that would enable hikers to call in emergency responders if someone gets hurt. “A lot of it comes down to wayfinding in and around the corridor itself,” he said. “It's remote. So demarcating and outlining and creating points along the corridor is really critical. As part of that wayfinding, we've actually found remote, really rugged trails have a lot of success using things like bluetooth beacons” with tiny solar panels along the trail, which allow hikers to have cell phone access and call for help. Timelines and exact figures are not available yet. And it will take a separate ruling from the Surface Transportation Board to allow railbanking south of Willits to Ukiah, and on to Cloverdale. Carol Hart, Chairwoman of the Great Redwood Trail Agency, is pushing to make it happen within a lifetime. “And I really hope, for our eighty-year-old plus people who have tuned in, that they are going to get out on this trail,” she enthused. “They are going to get to see the phenomenal Eel River Canyon, and the Founders Trail, and enjoy what this trail will have to offer.”

October 21, 2022 — The Great Redwood Trail overcame a major hurdle late yesterday afternoon, when a federal regulator turned down the Skunk Train's offer to buy 13 miles of track north of Willits. The Great Redwood Trail Agency, which owns the track, had asked the Surface Transportation Board, which regulates railroads, to allow it to abandon the track so it could start the process of converting it into a trail. The Board approved the abandonment, effective on June 19, unless it received a formal notice from an entity intending to buy part or all of the line. The Skunk Train, also known as Mendocino Railway, did so. Last Saturday,it filed its bid, known as an Offer of Financial Assistance, which the Board rejected within the five-day legal timeframe. The Board also lifted the hold on its authorization to abandon the line, which means that as of Tuesday, October 25, the entire 176 miles of track from Willits to just outside Eureka is officially an abandoned railway. There is no appeals process, and the Board will take up further issues around converting the railway into a trail in the next few days. The Great Redwood Trail Agency is working closely with Senator Mike McGuire, the California Coastal Commission, and environmental groups including Friends of the Eel River, to build a 320-mile trail alongside or on top of the railroad line from Marin to the Humboldt Bay. The Agency also holds the deed to the Willits yard, or depot on Commercial Street, which is a critical part of the Skunk Train's infrastructure. Last month, Robert Pinoli, the President and CEO of Mendocino Railway, told a judge he feared that if the line were abandoned, his company would no longer be able to use the yard. Pinoli was the only witness in a three-and-a-half day eminent domain trial, where Mendocino Railway is suing a landowner just outside of Willits, claiming that short lines like the Skunk Train are a vital element of the nation's infrastructure. As such, Pinoli argued, the Skunk should be authorized to take the property because its use of it would serve the most public benefit. The eminent domain trial seemed to conclude about a week before the Great Redwood Trail Agency signed the deed to the Willits yard, but it's since been reopened. It will start up again on November third. The process of converting the railway into a trail appeared to be threatened over the summer, when an anonymous “Coal Train” interest based in Wyoming declared its intent to purchase all 176 miles of the track and use it to carry coal from the midwest and ship it overseas from the port in Humboldt Bay. That plan was scuttled when badly redacted bank statements showed that the company was flat broke. The Skunk Train's challenge remained, though. On Saturday, it made good on its stated intent to buy the track from Willits to Longvale. In a 271-page Offer of Financial Assistance, the company argued that the Great Redwood Trail Agency had grossly overestimated the maintenance and rehabilitation costs of the line; that the Skunk Train had a potential client for its freight shipping services; and that it has the financial wherewithal to purchase the track for about five and a half million dollars. The company estimated that rebuilding the track would cost an additional seven to nine million dollars. The Great Redwood Trail Agency's attorney, Charles Montange, argued that “In order to show financial responsibility, MR (Mendocino Railway) must show available assets sufficient to cover purchase price and rehabilitation and other costs of sustaining the initial two years of operation.” The Agency calculated that the purchase price, rehabilitation costs, and the two years operation and maintenance would come out to a little over $39 million. The entire northern portion of the line is so unsafe that in 1998, the Federal Railroad Administration embargoed it, meaning that it is illegal to use the line. And a tunnel on the Mendocino Railway line between Willits and Fort Bragg has collapsed multiple times. There is no connection between the Mendocino Railway short line and the national rail network. Pinoli testified last month that to his knowledge, the last time Mendocino Railway interchanged a freight train with another train was the day before Thanksgiving of 1998. He did not know the last time a freight train left Mendocino County. Mendocino Railway did not include its assets or the name of its potential shipping client in the public filing of its Offer of Financial Assistance. The Surface Transportation Board did have access to that information, and it found that the Railway “failed to demonstrate…that it has, or within a reasonable amount of time will have, the funds necessary to not only acquire the 13-mile rail segment, but to rehabilitate, maintain, and operate it as well.” The Great Redwood Trail Agency hired Marie Jones, a Fort Bragg consultant, to conduct a market analysis of Mendocino Railway from Longvale to Willits. She wrote that, “As an abandoned community, (Longvale) will not provide a market for the rail-based transport of any finished goods, manufactured goods, or commuting traffic, and on its face, is not a tourist destination for excursion train use. Aggregates, gravel and sand are the only realistic potential freight from this area.” She calculated that permitted operations in the area allow for a maximum of 79,100 tons of gravel extraction per year. With competitive transportation costs in the Willits market, she concluded, “There is no space within the market for non-competitive transportation pricing.” Jones is dubious that any potential shipper would pay the higher rates she believes Mendocino Railway would have to charge to be profitable, especially since trucking is so much cheaper. According to Jones, for the train to compete with trucks, it should charge $211 per railcar. But Jones concluded that “the total capitalized cost for acquisition, construction, and operating costs for the Longvale to Willits rail line would be $3,767/railcar, which is an order of magnitude higher than the average trucking cost of $211 for 80 tons of aggregate delivery.” Montange summed up Jones' findings: “The only shipper that could possibly be served on the Longvale to Willits segment is Wylatti dba Geo Aggregates, which has previously been identified by MR (Mendocino Railway) as the only shipper in the Longvale vicinity, and which is also present in Fort Bragg. GRTA (the Great Redwood Trail Agency) retained Marie Jones to examine rail need and feasibility for all the shippers identified by MR, and the transportation market generally from Longvale to Fort Bragg. Suffice it to say that Ms. Jones shows in her resulting report (attached to Jones Verified Statement, exhibit 4) not only that Wylatti is being served by trucks but also that that trucks are cheaper than rail to satisfy all current or expected transportation needs. If trucks are cheaper, then freight rail is not feasible or needed.” The Board agreed that Mendocino Railway “has not demonstrated financial responsibility.” Meanwhile, the Great Redwood Trail Agency has released its “Feasibility, Governance, and Railbanking Report,” which McGuire refers to as the “Master Plan.” He anticipates it will take two to three years to get through the details of construction, fire safety, and community engagement before trail building begins. There will be a virtual town hall about the master plan on Monday night at 6:30 p.m.

Rep. Raja Krishnamoorthi (IL 8th-Schaumburg) joins Lisa Dent on Chicago’s Afternoon News to explain why he’s calling on the Surface Transportation Board to carefully consider the details of the proposed merger between Canadian Pacific Railway and Kansas City Southern. Rep. Krishnamoorthi explains his understanding that the merger will result in serious delays for first responders […]

In this Rail Market Update:  Volumes steady as we head into the late summer. All eyes on port and rail labor as negotiations continue. Reciprocal switching decision expected this week from the Surface Transportation Board.The Rail Market Update is hosted by FTR's Vice President of Rail & Intermodal, Todd Tranausky.  As this information is presented, you are welcome to follow along and look at the graphs and indicators yourself by downloading the PDF of the presentation. Download the PDF: https://freight.ftrintel.com/podcast/ru159Support the show

Thursday's AOA began with a discussion about the current status of AB5, the California law eliminating independent owner operators in that state with Colin Campbell, reporter for Supply Chain Dive and Transport Dive. Then Meagan Kaiser, Vice Chair of the United Soybean Board, provided an update on the investments USB will be making in 2023 to drive bean usage. Arlan Suderman joined the show in segment three to discuss recession risk, weather outlook, and what's ahead for the grain markets. The show ended with Mike Steenhoek, Executive Director of the Soy Transportation Coalition addressed the potential reauthorization of the Surface Transportation Board

Thursday's AOA began with a discussion about the current status of AB5, the California law eliminating independent owner operators in that state with Colin Campbell, reporter for Supply Chain Dive and Transport Dive. Then Meagan Kaiser, Vice Chair of the United Soybean Board, provided an update on the investments USB will be making in 2023 to drive bean usage. Arlan Suderman joined the show in segment three to discuss recession risk, weather outlook, and what's ahead for the grain markets. The show ended with Mike Steenhoek, Executive Director of the Soy Transportation Coalition addressed the potential reauthorization of the Surface Transportation Board

Railway Age's 2011 Railroader of the Year Charles W. “Wick” Moorman IV retired as chairman, president and CEO of Norfolk Southern in 2015, then spent a year as president of Amtrak. Since then, he's been active in historic preservation, among other ventures, taking the lead, with colleagues Bennett Levin and Henry Posner, in the second restoration of Pennsylvania Railroad K4 Pacific steam locomotive 1361 and work with reorganizing the Railroaders Memorial Museum of Altoona. He's also involved in resurrecting Pennsylvania's East Broad Top as a tourist attraction and driver of regional economic activity. In this wide-ranging interview with Railway Age Editor-in-Chief William C. Vantuono, Wick talks about his historic preservation initiatives and tenure as Amtrak president—and offers his very candid, eye-opening observations on the current state of the U.S. rail industry: Precision Scheduled Railroading, customer service, capital investment, the Surface Transportation Board and regulation, and Amtrak's relationship with its host freight railroads. This is one podcast well-worth a listen!

In this Rail Market Update, Todd reviews some pending cases at the Surface Transportation Board.The Rail Market Update is hosted by FTR's Vice President of Rail & Intermodal, Todd Tranausky.  Support the show

June 3, 2022 — Senator Mike McGuire may have taken his victory lap a little too soon at a town hall about the Great Redwood Trail on Wednesday night. “Tonight we are able to announce — and this is late breaking,” he declared; “We have finally put a nail in the coffin of Big Coal. We have beat back Big Coal and the toxic coal train.” The nail may be in the coffin, but there's no train in it yet. McGuire was exulting about what he thought was the extinguished threat of an anonymous coal interest, registered in Wyoming, that was planning to buy the railroad from Willits to Eureka and use it to ship coal to Asia out of the Humboldt Bay. That would put an end to years of effort to turn the railroad into a recreational trail all the way from one Bay Area to the next, from Marin, through the Eel River canyon to Eureka. Sections of the trail have already been built in some communities alongside the tracks. But McGuire and trail advocates were looking forward to railbanking, or filling up the tracks with dirt and gravel, so the trail could be on top of the ready-made line. In order to do that, the federal Surface Board of Transportation would have to declare the tracks abandoned, and grant McGuire and his allies permission to railbank. Anyone who wanted to prevent that from happening was supposed to file their intent to buy the tracks with the Surface Transportation Board by May 31. But the next day, possibly while McGuire was thanking supporters for beating back Big Coal, the North Coast Railroad Company announced its intention to buy the entire 176 miles of track from Willits to Eureka, including appurtenant branch lines. Congressman Jared Huffman issued a statement Thursday, saying “their late application should disqualify them for further consideration. If not, the coalition of community opposition and their lack of transparency certainly will.” The only name associated with the Wyoming-based LLC is Robert A. Wimbish, the attorney, who apologized for his tardiness by explaining that it was “due to unforeseen vacation travel delays.” At a hearing last month, Huffman asked the Surface Board of Transportation Chair, Martin Oberman, where he stood on demanding transparency. “Would the Board require that entity to engage with the community and the public in an open and transparent way,” he began; “in other words, if they're secretive about who they are, about where their funding comes from, is that a factor that you would consider?” Oberman replied, “that's not a factor that's come before us. But I generally believe in full disclosure, and when we get those kinds of applications, we have the ability to insist on a more fulsome application of the facts, which would include revealing the basic financial structure of the entity and so forth. So the general answer to your question is yes, but it's very much case-specific.” But North Coast Railroad isn't the only company trying to buy part of the track. McGuire is also worried about another application, by Mendocino Railway, the parent company to the Skunk Train. Mendocino Railway wants to take over 13 miles of track from mile marker 139.5 to 152.5, from Willits to just past Highway 162, in order to ship gravel from Outlet Creek to Willits or Fort Bragg. However, there is a tunnel on that stretch of the track that long been out of operation due to a landslide. “So right now, if there was a rail company operating on this line, they couldn't even get to the coast because of this massive landslide that's blocking the track,” McGuire said. He added that he does “have some concerns with this application…number one, it's going to create a huge hole right in the heart of the Great Redwood Trail.” In addition, he estimated that, while the cost of railbanking could be $12,000 to $15,000 a mile, repairing the damaged track and the tunnel would cost tens of millions of dollars. Oberman told Huffman the Surface Board of Transportation doesn't concern itself too much with financial details. “You know, we generally are mandated by statute to make it easy for rail lines to come into existence,” he said. “That's one of our jobs. “There's a spectrum on how much we look at financial viability. Generally speaking, we take the view that the market will determine whether a rail line is viable.” Two other train-track oriented interests filed their intent to buy sections of the track, as well. The Timber Heritage Association, a non-profit organization dedicated to preserving the timber history of Humboldt County, wants to buy 18.5 miles from Eureka to Samoa, to offer excursion rides on restored timber crew cars. Pete Johnston, the Association's president, assured the Surface Board of Transportation that “Designation of this portion of the right of way is not in conflict with the larger Great Redwood Trail Agency's trail mission;” and he is willing to negotiate with the Agency “on any dual access or potential conflicts emerging to preserve corridor usage for both parties.” And Rail Runners Humboldt Bay in Arcata operates what it calls “a recreation concession for passengers to experience a pedal-powered rail vehicle for an excursion along Humboldt Bay.” In 2019, the Humboldt County Board of Supervisors, the mayor of Eureka, and the Humboldt Bay Harbor Recreation and Conservation District, all wrote letters in support of the concession. The owners demonstrated their financial viability by taking out a line of credit on their home and putting up part of a retirement account to buy 5.5 miles of line in Eureka and Samoa. In his remarks to Surface Transportation Board Chair Oberman, Huffman characterized the coal train as, “very unlikely to happen, certainly is at odds with the climate policies expressed by the Administration and Secretary Buttigieg. So I just hope these factors will be on your mind as you discharge your responsibility.”

Two weeks ago, the federal Surface Transportation Board made some important decisions about the future of trails in our region. Tune in to hear about the latest developments including what's in store for the Annie and Mary Trail and what comes next in determining the future for the Great Redwood Trail. Will it be a spectacular 300-mile trail connecting communities from San Francisco to Humboldt Bay, or will rail entities succeed in taking the right-of-way from the public and using it to poison our future?Learn more at nocoalhumboldt.orgSupport the show

How does the American Fuel & Petrochemical Manufacturers advocate for the chemical industry? Victoria Meyer talks with Rob Benedict, the Senior Director of Petrochemicals, Transportation, and Infrastructure for American Fuel & Petrochemical Manufacturers (AFPM). Rob shares the key initiatives and focus for AFPM. Rob discusses its position on creating greater competition in railroads and transportation, to be more competitive and effective for the chemical industry, including its recent engagement with the Surface Transportation Board. The role of AFPM in supporting industry sustainability, including advanced recycling. And, its engagement with other industry groups to provide an effective platform and advocacy for the chemical industry. If you want to learn what's next, join in the conversation.Love the show? Subscribe, rate, review, and share! http://www.thechemicalshow.com/

Michael Paul Lindsey recently penned a letter to the Surface Transportation Board about his views on the state of the railroad industry.  The letter was made a matter of record in the recent STB Hearing and was published by Railway Age.  The post has been shared repeatedly on social media. Michael was kind enough to sit down with us and discuss the letter and his view of the state of the industry.  Read the letter here:https://www.railwayage.com/regulatory/the-game-has-changed/Connect with Moving America:InstagramFacebookWebsiteMerchandise:Moving America StoreSubscribe:Get the latest video podcast on YouTube

Rail service failures in recent months have led to widespread delays of train delivery at major grain export destinations. Failures and delays that have cost the grain industry more than $100 million through the first quarter of 2022, according to the National Grain and Feed Association.NGFA testified this week before the Surface Transportation Board about those failures and costs to the industry, calling on the Board to implement financial incentives for the railroads to perform more efficiently – similar to what the railroads do to keep shippers loading and unloading rail cars as efficiently as possible. The Association also testified on a wide set of policy issues, from reciprocity on switching rules, requiring additional data reporting, and developing additional guidance to railroads on their statutory obligations on service.In this episode we talk with NGFA Chief Economist Max Fisher about the current situation with the railroads, and what NGFA asked the Board to do to alleviate the burden on grain shippers and other agricultural customers.RELATED: If you want to learn more about the problems facing U.S. transportation and logistics, including rail, truck and ocean freight shipments, visit Feedstuffs 365 and watch our recent interview with Ken Eriksen of S&P Global.

National Grain and Feed Association President and CEO Mike Seyfert testifies at Surface Transportation Board rail disruptions hearing

Growth Energy Senior Vice President of Regulatory Affairs Chris Bliley testified before the U.S. Surface Transportation Board

Secretary Pete Buttigieg became the first transportation secretary in more than two decades to testify in front of the Surface Transportation Board, as he made an appearance to discuss supply chain delays, particularly as they pertain to rail. Buttigieg testified April 26 during the first of two days of the inquiry. Issues on the table included a shortage of qualified workers, impacts of the rail delays on the agriculture industry and how rail issues are contributing to supply chain challenges at the nation's ports.

Secretary Pete Buttigieg became the first transportation secretary in more than two decades to testify in front of the Surface Transportation Board, as he made an appearance to discuss supply chain delays, particularly as they pertain to rail. Buttigieg testified April 26 during the first of two days of the inquiry. Issues on the table included a shortage of qualified workers, impacts of the rail delays on the agriculture industry and how rail issues are contributing to supply chain challenges at the nation's ports.

NGFA Chief Economist Max Fisher provides an overview of rail service issues and outlines the NGFA's requests to the Surface Transportation Board.

The Senate Ag Committee convened a hearing on cattle industry marketing practices and the Surface Transportation Board had rail shippers under the microscope on Tuesday. Hear more in today's DriveTime. 

Chip Flory and Jim Wiesemeyer discuss the issues and policy initiatives affecting U.S. agriculture including the Senate hearing on the Cattle Price Discovery and Transparency Act scheduled for April 26th. Other topics are student loan debt forgiveness, the evolving situation in Ukraine, lockdowns in China, food price forecasts by USDA, Surface Transportation Board reviewing railroad bottlenecks, and more. See omnystudio.com/listener for privacy information.

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)

A college student sues two universities in Utah, alleging they offered no assistance after she was raped by a football player. Staffing shortages delay the opening of winter overflow shelter space meant to keep people off the frigid streets. And the federal Surface Transportation Board grants final approval for a Uinta Basin oil railway. At […]

A college student sues two universities in Utah, alleging they offered no assistance after she was raped by a football player. Staffing shortages delay the opening of winter overflow shelter space meant to keep people off the frigid streets. And the federal Surface Transportation Board grants final approval for a Uinta Basin oil railway. At […]

On the first episode of The Big Picture Edwin talks with Saru Jarayman President of One Fair Wage. Alderman of Chicago's 36th ward Gilbert Villegas. Marty Oberman, Chairman of The Surface Transportation Board. and Alderman of Chicago's 32nd ward Scott Waguespack.

Canadian Pacific Railway has edged ahead of rival Canadian National in the back-and-forth battle to acquire Kansas City Southern, as a key vote from KCS shareholders and an earlier ruling from the Surface Transportation Board point toward resolution of a duel that has been brewing for the better part of six months. The KCS board of directors on Sept. 4 stated unanimously that it believes the latest CP offer could reasonably be expected to meet a standard it has set for acceptance of an offer. While the $33.6 billion bid CN made in April also met the standard, the STB on Aug. 31 voted against CN's request to approve an independent voting trust to permit it to operate KCS while regulators reviewed the transaction. That rejection was viewed by observers as a signal that the STB ultimately would not approve the deal.

Kansas City Southern Railroad has rejected the latest bid of $31 billion from Canadian Pacific in an attempt to keep its planned merger with Canadian National on track. Kansas City Southern said Aug. 12 that its board unanimously decided to continue backing CN's higher offer of $33.6 billion. KCS shareholders are scheduled to vote Thursday on whether to accept CN's offer, but the U.S. railroad said it may delay that vote if the U.S. Surface Transportation Board doesn't issue its decision on a key part of CN's acquisition plan before tomorrow. CN proposes to use a voting trust that would acquire KCS and hold the railroad during STB's review of the overall deal.

CN President and CEO JJ Ruest and Kansas City Southern President and CEO Pat Ottensmeyer discuss the two railroads' pending merger in detail with Railway Age Editor-in-Chief William C. Vantuono. How confident are the two chief executives that the Surface Transportation Board will approve their jointly filed voting trust application? What will the capital investment and operating impacts be for KCS while the company is in trust? If the voting trust is not approved, what happens next? Would CN and KCS proceed with a merger application without one? KCS's New Orleans-Baton Rouge line is the only stated overlap, which Ruest says will be divested if the merger is approved, and which was an anticipated condition of merging. Are CN and KCS anticipating any other conditions? And what, and where, are the most significant growth and service improvement opportunities for the combined railroad? Podcast sponsored by The Greenbrier Companies, Virtual Sample Railcar™.

As leaders from Canadian National and Kansas City Southern promote their proposed multibillion-dollar merger, some of their customers are voicing concerns. The American Chemistry Council, a trade association, has expressed concerns to the U.S. Surface Transportation Board that the deal could limit competition in an industry that operates with only a handful of larger carriers. Any regulatory decision on the proposal probably won't come soon. Analysts have said it likely will take at least a year before CN and KCS even present their case for a merger before the Surface Transportation Board.

Canadian National Railway went against its own conservative history when it made a play to over-bid Canadian Pacific Rail’s purchase of Kansas City Southern. Now Canada’s largest rail operator has been told by the U.S. Surface Transportation Board that their deal will be judged under stricter rules than the Board’s guidelines for smaller operator CP’s KCS merger-plan.  See omnystudio.com/listener for privacy information.

MidRail LLC Chairman Gil Lamphere offers his views on the competition between Canadian Pacific and CN to acquire Kansas City Southern, discussing the details of voting trusts and the role of the Surface Transportation Board, and other railroad merger-related issues, with Railway Age Editor-in-Chief William C. Vantuono. Lamphere has nearly 40 years of experience as a principal investor and financier in rail industry and other private equity transactions. He has headed four private equity firms and has extensive operational experience as a chairman and/or board member for a wide range of publicly traded and private companies. Lamphere is the former Chairman of the Illinois Central Railway, Co-Founder of MidSouth Rail Corporation and a former board member of CN, CSX and Florida East Coast Railway. He led teams and boards that bought, managed and changed operations at those railroads, and at Southern Pacific, with alumni leading CP, creating gains for investors in excess of $2 billion.

Canadian National Railway appears to be the front-runner to acquire Kansas City Southern Railroad after the KCS board of directors said CN has presented a “superior proposal” to an earlier offer from Canadian Pacific to purchase the U.S.-based railway. The CN proposal totals $33.6 billion and includes assumption of nearly $3.8 billion in KCS debt. Canadian National also is offering to pay a $700 million breakup fee for which KCS would be liable for terminating its March 24 deal with Canadian Pacific. Canadian Pacific's agreement was worth nearly $29 billion, including debt. Kansas City Southern's board said it will break the deal with CP and enter into a new agreement with CN, but CP still has a few days to respond. Canadian Pacific has long insisted that its offer — even at a lower price — is superior since it stands a better chance of winning approval from regulators in Canada and Mexico, as well as the U.S. Surface Transportation Board.

Canadian National Railway appears to be the front-runner to acquire Kansas City Southern Railroad after the KCS board of directors said CN has presented a “superior proposal” to an earlier offer from Canadian Pacific to purchase the U.S.-based railway. The CN proposal totals $33.6 billion and includes assumption of nearly $3.8 billion in KCS debt. Canadian National also is offering to pay a $700 million breakup fee for which KCS would be liable for terminating its March 24 deal with Canadian Pacific. Canadian Pacific’s agreement was worth nearly $29 billion, including debt. Kansas City Southern’s board said it will break the deal with CP and enter into a new agreement with CN, but CP still has a few days to respond. Canadian Pacific has long insisted that its offer — even at a lower price — is superior since it stands a better chance of winning approval from regulators in Canada and Mexico, as well as the U.S. Surface Transportation Board.

Good Morning, Colorado, and welcome to the Daily Sun-Up from the Colorado Sun. It’s Friday March 26th, and we’re lucky to start the day with you.   Today - The effects of Monday’s tragedy on the mental health of our community.   But before we begin, let’s go back in time with some Colorado history adapted from historian Derek R Everett’s book “Colorado Day by Day”:   Today, we’re going back to March 26th, 1931 when an intense burst of wintry weather proved deadly for residents of Colorado. Two teachers in Kiowa County decided to close school early and a bus driver named Carl Miller set out with 22 students. The weather caused the bus to skid off the road into a ditch. A snowdrift built up behind the bus and by the time rescuers arrived 5 students had died. Bus driver Carl Miller’s body was found less than 4 miles from the bus. He had left to find help.   Now our feature story.   Following the massacre in Boulder on Monday, experts are encouraging people to check in on how they and those around them are processing the tragedy. Reporter Michael Booth shares some tips with Lucy Haggard from a local psychologist about self care in the aftermath of a crisis.   To read more on how to manage stress and trauma, go to coloradosun.com.   Finally, here are a few stories that you should know about today:   The man accused of killing ten people at a King Soopers store in Boulder had his first court appearance on Thursday. He faces at least ten counts of first degree murder, each of which comes with a mandatory life sentence without parole. But the suspect’s lawyers say they will assess his mental health status to determine if he is mentally fit to stand trial. His next court appearance will likely be within three months. https://coloradosun.com/2021/03/25/ahmad-al-aliwi-alissa-first-court-hearing-boulder-shooting/    Colorado’s Surface Transportation Board has rejected a plan to revive traffic on the high mountain Tennessee Pass railroad line. Colorado Midland and Pacific had amended its proposal last week to remove crude, gas and hazardous materials, which left just passengers and commodities as allowed cargo. But board members noted in a meeting Thursday that the company’s request for an expedited approval would be inappropriate because the proposal is so controversial. The railway company can resubmit its proposal to the board for a more comprehensive review. https://coloradosun.com/2021/03/25/surface-transportation-board-kills-colorado-midland-pacific-tennessee-pass/    A mistrial has been called in the criminal case against two snowboarders accused of causing an avalanche above Interstate 70. Of the forty jury summonses sent out to local residents, a fraction showed up for jury selection on Thursday, and not enough remained to seat a six-person panel after some were dismissed for cause. A new trial date has been set for early June, though a lawyer for the snowboarders says he will likely file a motion to dismiss the reckless endangerment charges. https://coloradosun.com/2021/03/25/mistrial-colorado-case-against-backcountry-snowboarders-triggered-avalanche/    For more information on all of these stories, visit our website, www.coloradosun.com. Now, a quick message from our editor. See omnystudio.com/listener for privacy information.

Good Morning, Colorado, and welcome to the Daily Sun-Up. It’s Friday January 22nd, and we’re lucky to start the day with you. Today - Residents of Chaffee, Lake and Eagle counties buried the Surface Transportation Board with opposition to a plan that proposes to revive the Tennessee Pass railroad. But before we begin, let’s go back in time with some Colorado history adapted from historian Derek R Everett’s book “Colorado Day by Day”: Today, we’re going back to January 22nd, 1935  when The US Senate voted unanimously to confirm Josephine Roche as the assistant secretary of the treasury. The skill and drive Roche brough to Washington DC echoed her decades of work in Colorado. This month, Residents of Chaffee, Lake and Eagle counties buried the Surface Transportation Board with opposition to the plan proposed by a Texas-based, short-line operator to begin running freight and possibly passengers on tracks that last saw trains in 1997. Environmental groups, county commissioners and a competitor on Colorado’s Eastern Plains have joined the chorus of opposition. They’re asking the federal transportation board to either reject or further scrutinize the deal.  Colorado Sun reporter Jason Blevins is here today to tell us more.  Jason, thanks so much for your time today, can you start off by giving us an overview here? What's going on with the Tennessee pass line? The estimated cost of rehabilitating the railroad for just freight is $278 million. Renovating the line for passenger traffic, with stations for loading and unloading, would add to that cost.  Residents along the tracks are worried Colorado Midland & Pacific would pursue volume and high-dollar freight to offset the cost of rehabilitating the line. Many remember when long freight trains stopped in towns like Buena Vista in the 1980s and ’90s, blocking all three of the town’s railroad crossings at once.  And environmental groups worry that a high volume would increase the chances for derailments or spills.  But before trains roll over Tennessee Pass, there will be much more review and studies by a host of local, state and regional authorities, including the Forest Service and Colorado Department of Transportation. The transportation board is a first step in what will be a long process. Jeremy Nichols with the WildEarth Guardians environmental group sent a letter to the board arguing that reviving the rail line after 24 years was no different than building a new railroad and would have potentially significant impacts to the region’s communities, economies, environment, health, and quality of life. To learn more about this story, visit us at coloradosun.com Thanks for listening. Finally, here are a few stories that you should know about today: Governor Jared Polis’s proposed stimulus bill, totaling one point three billion dollars, won’t come as fast as he’s wanted. The Colorado General Assembly is opting to save the plan for when the session resumes on February 16. Many of Polis’ special requests are expected to get their own pieces of legislation, instead of being approved as supplemental expenditures.- Congregate living facilities in Colorado, including prisons, nursing homes and shelters, will no longer use coronavirus tests from the company Curative. The state also plans to phase out Curative tests at drive-up testing sites in the coming weeks, following FDA warnings that the tests return too many false negatives. New research suggests Colorado’s public investments could be better directed to help people climb out of poverty and into a true middle-income lifestyle. The latestBell Policy reportindicates that when Colorado invests in education or judicial system programs meant to keep people out of prison, people’s ability to buy a home increases.  For more information on all of these stories, visit our website, www.coloradosun.com. Now, a quick message from our editor. See omnystudio.com/listener for privacy information.

Richard Gupton, Senior Vice President of Public Policy at ARA, shares how the organization is working to resolve rail issues such as demurrage charge complaints with the Surface Transportation Board. Gupton says it’s important these complaints are handled in a streamlined and abbreviated process.

Coral Torres is without a doubt one of the coolest engineers I've ever met. She exudes confidence in herself and her work; all the while remaining truly humble. It was a pleasure to join her for an afternoon at the Surface Transportation Board offices and learn a bit about her niche in the industry. Coral's official title is 'Transportation Industry Analyst', which she explains in this episode. More broadly speaking, she analyzes data to interpret railroad performance in a regulator capacity (if that sounds a little out of your depth, Coral explains it much better than I do!). She also shares how her identity as a Hispanic woman has shaped her experiences in Engineering. The transition from undergraduate studies in Puerto Rico to a master's program in upstate New York was incredible and Coral describes some of the culture shock moments she experienced.Credits for this show's theme music and art work can be found @ stemsandleaves.com

Billy Johnson, the chief lobbyist for the Institute for Scrap Recycling Industries (ISRI), joins Earth911's Mitch Ratcliffe to talk through the major policy issues facing recycling in 2019. From the growth in ferrous metal exports despite China's ban on contaminated scrap imports to the U.S. Surface Transportation Board's impact on domestic recycling prices, we cover the growing sophistication of recycling companies as the United States shifts toward circular economies that preserve materials for reuse instead of sending them to landfills. We also talk about the job and entrepreneurial opportunities in recycling and the national, state, and municipal rules changing with the times.It's also a great introduction to ISRI on the eve of its annual convention in Los Angeles, where Earth911 will be participating in a residential recycling workshop on plastic pollution and collection strategies. Tune in to get on top of recycling politics and policy.Join the conversation and share your thoughts with the community in our Earthling Forum.

Billy Johnson, the chief lobbyist for the Institute for Scrap Recycling Industries (ISRI), joins Earth911's Mitch Ratcliffe to talk through the major policy issues facing recycling in 2019. From the growth in ferrous metal exports despite China's ban on contaminated scrap imports to the U.S. Surface Transportation Board's impact on domestic recycling prices, we cover the growing sophistication of recycling companies as the United States shifts toward circular economies that preserve materials for reuse instead of sending them to landfills. We also talk about the job and entrepreneurial opportunities in recycling and the national, state, and municipal rules changing with the times.It's also a great introduction to ISRI on the eve of its annual convention in Los Angeles, where Earth911 will be participating in a residential recycling workshop on plastic pollution and collection strategies. Tune in to get on top of recycling politics and policy.Join the conversation and share your thoughts with the community in our Earthling Forum.

See the Trains Magazine staff give its take on the week's news. This week, Editor Jim Wrinn and Associate Editor Steve Sweeney discuss railroads' progress on positive train control, a Ann Begeman's nomination to chair the Surface Transportation Board, a flush of new rail traffic, and much more! Be sure to share your news tips with the staff at newswire@trainsmag.com!

A CSX Transportation CEO E. Hunter Harrison presents before the Surface Transportation Board on Oct. 11. More information is available from the STB: https://www.stb.gov/stb/audiomee.nsf/71c35e25bd34f1f68525653300425877/8832013effcfab5e852581b7004ca125?OpenDocument and Trains Magazine: www.trainsmag.com

A CSX Transportation CEO E. Hunter Harrison presents before the Surface Transportation Board on Oct. 11. More information is available from the STB: https://www.stb.gov/stb/audiomee.nsf/71c35e25bd34f1f68525653300425877/8832013effcfab5e852581b7004ca125?OpenDocument and Trains Magazine: www.trainsmag.com

Hear the Trains Magazine staff give its take on the week's news. This week, Editor Jim Wrinn and Associate Editor Steve Sweeney discuss GE Transportation ending finished locomotive assembly in Erie, Pa.; CSX's tangle with the Surface Transportation Board; and much more! Be sure to share your news tips with the staff at newswire@trainsmag.com!

If you want a job that lets you make a difference in the world you’ll likely consider a career in public service.   A government job--at the local, state or federal level--can offer you the opportunity to address issues that matter, such as education,  the environment, and homelessness. You can find positions suited to every interest and skill, from art history to zoology. And the work itself can be gratifying. But getting your first government job can be challenging. The application process usually requires patience and persistence. And managing a career in public service requires thoughtful planning. This week on Find Your Dream Job Mac talks with Kirsten Wyatt, assistant city manager of West Linn, Oregon, co-founder of the organization Emerging Local Government Leaders, and host of the GovLove podcast. Kirsten is passionate about helping talented professionals enter the public service sector and shares her tips for anyone looking to get a job in government. In this 38-minute episode you will learn: How you can explore your passion (and help others) with a government career Tips for building a network to help you transition into a government job New tools and protocols for applying for government jobs What the government interview process looks like Creative ways support your government job search This week’s guest: Kirsten Wyatt (@kowyatt & @elgl50)Assistant City Manager, West Linn, Ore.Co-Founder, Emerging Local Government Leaders?West Linn, Ore. Listener question of the week:  What's the best way to start my job search? Do you have a question you’d like us to answer on a future episode? Please send your questions to Cecilia Bianco, Mac’s List Community Manager at cecilia@macslist.org. Resources referenced on this week’s show: Nonprofit Organization of Oregon Hatch Innovation Lab GlassDoor.com BestPlacesToWork.org StrengthsFinder Emerging Local Government Leaders GovLove Podcast Josh’s Job Search Land Your Dream Job in Portland (and Beyond) - 2016 Edition If you have a job-hunting or career development resource resource you’d like to share, please contact Ben Forstag, Mac’s List Managing Director at ben@macslist.org. Thank you for listening to Find Your Dream Job. If you like this show, please help us by rating and reviewing our podcast on iTunes. We appreciate your support!Opening and closing music for Find Your Dream Job provided by Freddy Trujillo, www.freddytrujillo.com. FULL TRANSCRIPT Mac Prichard: This is "Find Your Dream Job", the podcast that helps you get hired, have the career you want, and make a difference in life. I'm Mac Prichard, your host, and publisher of Mac's List. Our show is brought to you by Mac's List and by our book, "Land Your Dream Job in Portland and Beyond". We have a new edition of the book. It's coming out in February and you can learn more about it by visiting macslist.org/ebook. Thanks for joining us today. This week on "Find Your Dream Job", we're talking about government work, how to get it, and how to manage a public service career. If you want a job that lets you make a difference in the world, you're likely to consider a career in public service. A government job can offer you the opportunity to address issues that matter such as education, the environment, and homelessness. You can also find positions suited to every interest and skill from art history to zoology and the work itself can be very gratifying. Getting your first government job, however, can be challenging. The application process usually requires patience and persistence and managing a career in public service requires thoughtful planning. If you're thinking about applying for a federal job, Ben Forstag has a website that you'll want to check out. It uses employee surveys to tell you which agencies are the best places to work for different groups, including veterans and women and others. Not sure how to get started pursuing a career in public service? Cecilia Bianco has a set of steps you can follow to get clear about what you need to do next. Then, we'll turn to this week's expert, Kirsten Wyatt. She's the co-founder of a national association for government professionals. Kirsten will share her advice about how to navigate the government application process and she'll tell you what you need to do to have a successful public sector career. Before we get started, I want to give a big shout out to Cecilia, who last night wowed a crowd here in Portland that was interested in finding work in the nonprofit world. Cecilia, what were some of the ... Did you have a good experience? Cecilia Bianco: I did. Yeah. It was a great experience and it was a good crowd. I think they were really engaged with learning about how Portland is different and how you can get a nonprofit job specifically in Portland, which as you know, is mostly through networking and informational interviews. Mac Prichard: Yeah. Any other key takeaways you want to share? Either from your presentation or your conversations with people afterwards? Cecilia Bianco: Yeah. I think the biggest takeaway for me is that people know they need to network, but they don't know how to get started. I think talking about that with them and giving them practical advice was the most important part of the night. Mac Prichard: Good. Ben, I know you and Cecilia organize these events throughout the course of the year. Can you tell our listeners more about them and how they can learn more about it? Ben Forstag: Sure. Each year, Mac's List organize four different events on our own. They're quarterly based. These tend to be focused around specific topic areas. How to get a job in communications, for example. We also partner with the Nonprofit Association of Oregon and a local incubator group called Hatch Oregon to put on a series of presentations called "Career Pathways to Doing Good in Oregon". That's what Cecilia was speaking at last night and that also happens four times a year. Mac Prichard: Good. Well, visit the website if you'd like to learn more about those events and let's turn to this week's regular segments. Every week, Ben is out there exploring the internet looking for blogs, tools, and podcasts that you can use to help in your job search. Ben, what have you discovered for us this week? Ben Forstag: Mac, I am so excited to share the resource this week. This is a website I found about three months ago, but I've been holding onto it just for today's podcast. I'm super excited to share it. Mac Prichard: I can see you vibrating in the seat. Ben Forstag: Yeah. This combines two of my favorite things. One is public service jobs and the other one is data. As you and Cecilia know, I love data. I love looking at spreadsheets and all that kind of stuff. Mac Prichard: Yeah. You're definitely a number cruncher. Ben Forstag: The resource this week is a website called bestplacestowork.org. This is like a Glassdoor website specifically for federal government agencies. If you are interested in working for the federal government, this is a website you can go to to learn about the internal culture of the government agencies. Mac Prichard: Great. For the benefit of our listeners who might not know about Glassdoor, it's a website that has information from employees of companies who share insights into supervisors' styles ... Good bosses, bad bosses, basically, as well as information about salaries. Ben Forstag: Yeah, and so this is specifically just the federal government. Each year, the Office of Personnel Management, which essentially manages the entire federal workforce, conducts this survey of all federal workers across three hundred and eighty nine different federal organizations. I mean, they ask a series of questions related to employee satisfaction, employee commitment, and other topics that would measure how good of a workplace this is. The questions they ask are things like, "Do you recommend your organization as a good place to work? Are creativity and innovation rewarded in your agency? How satisfied are you with your involvement in decisions that affect your work?" These are really kind of getting at what is the day to day experience for workers in these agencies. From these responses, they assign employee satisfaction scores to each federal agency and then, rank the agencies against each other. Best Places to Work is where the public can go to review all of these scores. Agency rankings are sortable by multiple demographic groups. For example, you can look for the best federal workplaces for women or the best agencies for veterans or the best places for younger workers versus those for more seasoned employees. All these rankings come from the employees themselves saying what their experience there is. Mac Prichard: Were there any surprises when you looked at the data or agencies that stood out, Ben? Ben Forstag: Well, I was actually going to ask you and Cecilia here what you thought of all the federal agencies out there, do you want to take a guess at which agency had the highest employee satisfaction score? Cecilia Bianco: Oh, that's tough. I think I'm going to pivot to Mac on this one. I have no idea. Ben Forstag: Okay, Mr. Government Work. Mac Prichard: I'm guessing it's not the Veterans Administration. Ben Forstag: It is not the Veterans Administration. Mac Prichard: Yeah. Okay. I give up. Ben Forstag: Top ranked for the last three years is NASA, which is awesome. Mac Prichard: Yeah. Ben Forstag: They're loving sending people up into space. That's good. Mac Prichard: Well, I know we may be dating ourselves here because these podcasts will live on for a long time, but if you've seen "The Martian", that is like a love letter to NASA. It's one of the few movies coming out of a Hollywood studio I've seen in recent years that shows government doing a good job, government actually working. Ben Forstag: Hmm. Interesting. I'll have to check that out. Mac Prichard: Yeah. Ben Forstag: Do you want to take a guess at what the worst ranked agency is? Major agency? Cecilia Bianco: Mac, any ideas? Mac Prichard: I don't want to disparage any agency, but- Cecilia Bianco: Yes. Mac Prichard: Guessing and that not being correct. Ben Forstag: Well, I'll go out there. I thought it was going to be the IRS. Mac Prichard: Oh. Ben Forstag: It's not. It's actually the Department of Homeland Security. Cecilia Bianco: Hmm. Ben Forstag: Again, this is all from the employees themselves voting on their own experience. One of the interesting things here is they rank all these different organizations, the large agencies, the mid-size agencies, and the small agencies. One of the things I really liked about this website because I am a dork like that is all of the small little sub-agencies that exist out there.For example, the top ranked small agency, or sub-component, was the Surface Transportation Board, which I've never heard of. The worst rated government agency of all the categories for every demographic group? This one scares me a little bit. The Defense Nuclear Facility Safety Board. Cecilia Bianco: Yikes. Ben Forstag: The folks who are working there are not happy. Cecilia Bianco: That's not good. Ben Forstag: No, it isn't. Mac Prichard: What's scary too is I've actually heard of the Surface Transportation Board. I've worked for three transportation projects in my career, so I'm familiar with that one. Ben Forstag: Okay. If you're interested in working in the federal government, you should definitely check out bestplacestowork.org to get a feel for the culture in each agency. Even if you're not planning on working for Uncle Sam, I think you can find some good value on this site. Check out the methodology section and the questions included in the employee survey.I talked about some of those questions earlier. There's about fifty four of them that they ask. These are the kind of questions you should be thinking about when you're evaluating your own work situation or perhaps, a prospective employer. It really gives you a sense of what the culture might be in those organizations. Mac Prichard: Good. Well, thank you, Ben. Do you have an idea for Ben? You can reach him at his email address ben@macslist.org. He's waiting to hear from you and he may share your idea on the show. Now, it's time to hear from you, our listeners. Cecilia Bianco, our community manager, is here to answer one of your questions. Cecilia, what's your question of the week?Cecilia Bianco: The question today is, "What's the best way to start my job search?" This week, I know we're talking about government jobs, but I'm going to give you some basic and important tips to get your job search started that will be applicable to whatever field you're interested in. Because I speak with so many people who are looking for work, I pick up the most common problems that they're dealing with. What I've been hearing a lot lately is people are starting their job search before they actually know what they really want to focus on and what job they really want to be in. This is making it a much longer and more painful process for them. Mac, I know you talk to a lot of people as well. Have you noticed this? Mac Prichard: I have. I see it not only in conversations I have with people who tell me about their job search, but frankly, I've experienced it myself. Early in my career, I struggled with goal setting and being clear about what I wanted and probably spent far more time than I needed to on different searches as a result. I'm glad you're bringing this up. Cecilia Bianco: Yeah. It can make it really hard. My first suggestion to people having this problem is, before you even start your job search, take some inventory of yourself and what you really want from a career. The easiest way to start thinking about this is to really figure out your main strengths and your main goals for what job you want right now. With your strengths, I don't mean thinking about a mental list of your skills, which we see people do all the time. I mean knowing how to talk about your strengths to a potential employer before you start applying to jobs, so being prepared with examples and past evidence that show your strengths rather than listing them off. As you guys know, almost every job on our list is asking for writing and communication skills, but employers don't want to see a resume or cover letter or hear you in a interview just say, "I'm a strong communicator." They want you to show them rather than tell them. If you're prepared and you know your strengths and you know how you can prove them, that's the best way to nail down what type of job you're going to be good at. For this example specifically, you want to really think about any past awards you've received, successful campaigns you've been a part of, if you've increased an online following or even revenue through communications work that you've done. That's one main way to narrow down what your real strengths are is by being able to prove them. Another reason it's important to know your strengths this well is because you want to find a job that you're going to be good at. Ben, you've touched on this in past episodes. Can you reiterate your thoughts on why people should be in jobs that really fit their strengths? Ben Forstag: Yes, Cecilia. I think no one likes going to work and being unsuccessful day in and day out at their job. Any time you can get a job where you're exercising your strengths, you're always going to end up being more productive and probably happier at the end of the day. I talked about the strengths finder test several weeks ago on the podcast and I think what's so great about that is it helps people reframe some of their personality types around strengths and gives them tips on operationalizing how they could use those strengths in the workplace. Cecilia Bianco: Yeah, definitely. I've found that to be true in my current job. I know my strengths are the skills that I need to excel at it, so it makes me happier throughout the day as I'm getting things done. Mac Prichard: I'd like to add, Cecilia. I so agree with your point about the importance of showing rather than telling because when people do that, they have a terrific advantage, particularly in the interview process. One thing I've seen candidates do when I've been on interview panels that allows them to show rather than tell is they ask questions about the needs of the employer.They say, "What are your biggest problems?" What happens when that the employer responds is that you get an opportunity to think and reflect about how you have approached that problem before and to tell a story. Not to say, "I've got great communication skills", for example, but "I had an experience like that earlier in my career. Let me tell you how we approached it and how we solved that problem." That's a very unique thing to be able to do and helps you distinguish yourself from the other candidates in the process. It's to your point about the importance of showing rather than telling. Cecilia Bianco: Yeah. I think the way to get good at that is by knowing your strengths really well. That's really the starting point. Mac Prichard: Absolutely. Cecilia Bianco: The next thing I want to talk about is really knowing your goals because that is really, really crucial. I don't mean long-term where you want to be in ten years. I mean your goals for your career right now and what type of job you want to be in. You want to think about the company culture that you're going to enjoy the most, the impact you want to be making, and what your day to day responsibilities are going to be that you really want to be in charge of and you're going to enjoy day in and day out. If you think about these things and you have them nailed down, when you go to look at a list of three hundred jobs, it really makes it easier to focus in on the ones that are a right fit for you. When you go into an interview or write your application for a job you know you're the right fit for, we've found that you appear more genuine and you're more likely to get the job because the employers can pick up on that. It's important to be authentic and show you really are the right fit. You're not just saying you're good at this, you're good at that. You really are good at this and you really are good at that and you really want to be at a company that supports a certain type of environment. Those are my main tips for how you can get started. Mac and Ben, anything to add? Ben Forstag: I just want to reiterate your focus on being focused and knowing what you want to be doing for a career. We talk to a lot of job seekers and I completely understand the mentality of "I don't want to close off any options, so I'll do anything" or "I'm open to any opportunity". I understand that. I've been there.At the end of the day, I think employers really want someone who's focused and committed to certain types of work instead of the person who'll do anything or the jack of all trades. It really does shorten the job search process when you do find focus and passion behind that focus. Mac Prichard: Yeah. I think that's a very important point you're making, Cecilia. This idea that you really do need to be clear about what you want because employers will pick up on that. They'll pick up on your energy, as you say. You just make it easier for employers to say yes to you when you focus on your strengths and what you're good at and what your passionate about. Cecilia Bianco: Yeah. That's definitely true. Also to Ben's point, when you're focusing really hard on a specific type of job, it makes your next steps easier, which the next steps when you're starting a job search is to target organizations and people you need to talk to that can help you. Really overall, just get some focus before you start. Mac Prichard: Okay. Well, that's very good advice. Thanks, Cecilia. If you have a question for Cecilia, please email her. Her address is cecilia@macslist.org. The segments by Ben and Cecilia are sponsored by the 2016 edition of "Land Your Dream Job in Portland and Beyond". We're making the complete Mac's List guide even better by adding new content and making the book available on multiple platforms. When we launch the new version in February, you'll be able to access "Land Your Dream Job in Portland and Beyond" on your Kindle, Nook, iPad, and other digital devices. You'll also be able to get a paperback edition for the first time. Whatever the format though, our goal is the same. To give you the tools and tips you need to get meaningful work. To learn more, visit macslist.org/ebook and sign up for our ebook newsletter. You'll get updates, exclusive book content, and we'll provide you with special pre-sale prices. Let's turn to our expert this week, Kirsten Wyatt. She is the co-founder of ELGL, an acronym that stands for Emerging Local Government Leaders. ELGL is a national organization with chapters across the country that connects, communicates, and educates about public service. Now, Kirsten writes frequently about government for the ELGL blog. She also hosts the GovLove podcast and serves as the assistant city manager in West Linn, Oregon. She studied politics at Willamette University and earned a master's in public administration from the University of North Carolina in Chapel Hill. Kirsten, thanks for coming to the Mac's List studio and joining us today. Kirsten Wyatt: Thanks. It's great to be here. Mac Prichard: Yeah. Let's start with some broad questions. Why should somebody consider a career in government? Kirsten Wyatt: Well, I think the thing that's amazing about a career in government, especially local government, is that no matter your interest or no matter your passion area, you can find a job. As I was getting ready for this podcast, I was poking around on the county website. They're hiring dentists, they're hiring engineers, they're hiring levy experts, they're hiring budget analysts. Really whatever your passion is, government has a place for you. I think that's really exciting because then you get to have a career where you're exploring your passion, but you're also doing something to benefit the greater good. To me, a local government career is tremendously rewarding. You have a lot of abilities to learn new things and grow your career and grow your personal self. To me, that's why I've pursued a career in local government and why I always encourage other people to look to local government. Mac Prichard: Good. If someone is at the start of their career or they're thinking about entering into public service, what are some of the issues they should think about as they lay the foundation for a career in state or local or the federal government? Kirsten Wyatt: Well, I think it's important to remember that sometimes you don't just get to walk into a job. This is true in all industry sectors, but in government, often there are going to be minimum requirements related to getting a job. It's important to make sure as you are finishing your college career or building out your resume that you find some ways to get your foot in the door and get some of that relevant experience that government wants you to have when they're hiring. Mac Prichard: Let's get tactical for a moment. What are some steps that people can take to get that foot in the door? Kirsten Wyatt: One of my favorite stories is of people who decide they want to make that jump into government and so they take time on their own and volunteer at the local level, be it on a city budget committee, on a local planning commission. Using that, their free time, to get that experience that local government wants to see on a resume. You may be coming out of undergrad and you maybe have a lot of really theoretical or philosophical perspectives, but you don't have that kind of boots on the ground perspective. Taking some time, your own time, to get those relevant skills is really important. I love hearing the stories about someone who dedicated a year of Tuesday nights volunteering on a historic resources board because they really wanted to become a historic planner or something like that. I think that those types of things take a little bit of effort, but it really pays off in the end. Mac Prichard: I've seen that happen in the world of politics, too, where people who are active in their neighborhood volunteer for a committee and then, end up working for an elected official at city hall. Kirsten Wyatt: Absolutely. That's a great example, too. Mac Prichard: Yeah. What advice would you have for somebody who wants to get their foot in the door and maybe they want to make a mid-career change? Kirsten Wyatt: That's a tough one. I think one thing we've found from ELGL is finding a way to build a network in local government or in government is a really critical way to make sure you're building out those connections, so people can start to realize that the skills that you have built up over the years in the private sector are transferable to local government. That may mean building a network where the city manager of a certain city knows that you are a top notch communications expert. Maybe you've only worked for a consulting firm or a private company, but you're able to take those skills and make that transfer over to government. That's what we really try to promote through ELGL is making those sincere real connections regardless of what industry you're in. If you have an interest in public service, we want to help you make those relationships. Mac Prichard: Let's talk about the hiring process. When I talk to people who are interested in breaking into government whether they're coming out of college or graduate school or they want to make a mid-career switch, they tell me that they're intimidated. The process seems opaque, hard to understand. Break it down for our listeners. How do government agencies hire and what should people keep in mind when they're starting that application process? Kirsten Wyatt: Government hiring processes are horrible, but they are getting better. It was just as recently as two years ago that my own city, we created our first fillable form for our job application. Now, I'm proud to say that our local government as well as many others in the region are adapting a standardized application aggregator called NEOGOV. You can just fill in all of your information and then, use it to apply for many government level jobs. I was listening to your earlier podcasts and I am also a font snob. What I have found in local government that's hard is that they want you to put your application materials into a standardized format. That doesn't give you a lot of room for creativity or to show your flair. It's also aggravating because you may fill out an application for one city and then, you have to go in and fill out a whole other application for another city, typing in the exact same information. You don't get to go and pass out a resume. There's a different process and approach and that's just because government wants to be standardized across all of our hiring processes. It can seem more tedious, I think, than just uploading or submitting a resume. Mac Prichard: Once people ... If they're fortunate enough to live in a community where you can actually apply online or whether they print out a form and fill it out by hand, what are some strategies and tactics they should keep in mind when they do that? Kirsten Wyatt: Well, my number one advice is to understand the form of government that you're applying to. I have seen so many people contact the mayor about a job that they're interested in in a council manager form of government, which is just entirely inappropriate because the elected officials have no role in hiring. Same thing with really wanting a job, but not looking at the hierarchy or the way the organization is structured. When you're making that call to say, "Hey, I'd love to learn more. I'd love to buy you a cup of coffee and talk about this job", you're calling the entirely wrong person. I think that sometimes just having that really basic self awareness of the job that you're applying for and then, how you go about building that connection or that ... Show your involvement with that organization, you really need to be aware of what you're doing because you can just shoot yourself in the foot right off the bat. Mac Prichard: Okay, so don't call the mayor. Kirsten Wyatt: Don't call the mayor. Mac Prichard: Don't call the city counselor. Kirsten Wyatt: No. Mac Prichard: Who might you call? Who would it be appropriate to reach out to? Say you see a job at the local parks department and you're very excited about it. You're Leslie Knope. You want to be there. Kirsten Wyatt: Well, I think, first and foremost, you reach out to your network. Mac Prichard: Okay. Kirsten Wyatt: You reach out to that network you've already established and maybe there's someone that works in the adjacent city parks department. You reach out to them first and you say, "Give me the scoop on this job." Then, once you've realized that it's a really healthy and stable environment, then you potentially reach out if your person in your network advises you to to the hiring manager and just say, "I'd love to pick your brain. Learn more." You also need to be careful and make sure you don't overstep and seem like you're trying to sidestep the actual process that's going on, which again, gets back to why having that network is so important. A great example. In Tualatin recently ... Which is a really well run organization. They have one of the best city managers in the nation. It's one of those places where you want to work. They recently had two jobs come open in a very short span of time. It became really widely known in the local government community before they even advertised those positions. A lot of that is because Tualatin has put themselves into the center of a network where they're sharing information constantly about the work they're doing and the opportunities they have. Once you're able to insert yourself into that network, you're going to find out about things before they're even posted or advertised. Mac Prichard: Networking matters. We had another guest on the show, Kirsten. Jenny Foss talked about applicant tracking systems that are very common in the private sector. These are automated processes that look at resumes or other application materials identifying keywords. Is that a practice in government as well? Kirsten Wyatt: As we become more sophisticated and we're using tools like NEOGOV, it's becoming more possible or more likely that you're going to see an application screening process that's going to look for those keywords that were in the job description. Kind of echoing what she had mentioned in the podcast, making sure that you're tailoring your resume to that job description that's in that system is key. I mean, but that's kind of common sense. You don't want to just blanket the world with resumes.You want to make sure that if you're applying for a specific job, that you're tailoring your skills and abilities to match. Sometimes with the volume of resumes and applications that are coming in, there needs to be a rational nexus between your application and the job that is being advertised. I think that that's just ... That's not rocket science. I mean, you can go through the job description and find those keywords and make sure that you pull out the talent skills and abilities that you have that match those. Mac Prichard: I think that's very sound advice. When I first started applying for jobs in Oregon government when I came to Portland many years ago, I didn't have much success. Someone coached me about the importance of including keywords in my application materials and it made all the difference. I found I started getting interviews after I did that.When people after they've done the networking, they've gotten the lay of the land, maybe they've gotten their name in front of the right people, they've filled out the application materials. Now, they're walking into an interview. What should they expect when applying for a government job? What's different about this world and how can they prepare for it? Kirsten Wyatt: I'm seeing a rapidly changing way of interviewing in local government. I think a lot of this is because we're seeing more of a community interest, especially in certain level positions, to make sure that it's not just that that person is going to fit well with the existing staff, but how are they going to interact with their citizen advisory groups or citizen groups that they are expected to work with? In West Linn, I've seen interview panels that have been comprised just mainly of the supervisor and maybe one or two key staff people. When we get to that department head position or higher, I'm seeing panels, two or three panels, that take a good portion of the day. We're having citizens come in and sit on a panel, we're having peers that have the same position from other local government agencies sit on another panel, plus the department head team really trying to make sure that that fit is there. I think local governments are becoming more aware that when you make an investment in an employee, you need to make sure you get it right the first time because it's a really expensive mistake when you hire a bad fit. I've seen local governments become stronger at building out a panel or an assessment center-type situation that really helps identify who's going to become a key part of the team. I've also started to see for more technical positions, more testing and assessment, which I personally am a big fan of. When I was originally hired as a budget analyst in Virginia, I had to do a pretty extensive Excel test. At the time, I was a little surprised by that. In retrospect, it really helped them weed out people who didn't have just higher than average Excel skills. I'm a big fan of that, using those types of tests for finance positions and things like that. Mac Prichard: Just to go back to interview panels, Kirsten. When you served on those panels or you've talked to colleagues who have led them, what kind of candidates stand out? What do they do to break out of the pack and stand out as a candidate? Kirsten Wyatt: Well, with local government, it is so intensely unique. Every local government likes to think that they are amazing and the only local government that has the best library in the world or the best parks and rec department. They're proud of their history or their historic district or their urban renewal district. The candidates that stand out have done a healthy amount of research.It doesn't mean that they can sit there and recite every fund balance in every account, but it means that they have a real understanding of the community's values. Then, they weave that into their answers. If a community has a strong belief in their historic area, trying to make sure that your answers relate back to that value or that principle that that community holds dear, I think is important. It shows that you've done some research. It shows that you understand the audience that you're talking to. A really easy way for candidates to do that, especially for those higher level positions, is just go to the budget document or the council goal list. Find out what the priorities are for that year and then, really tailor your responses in your interview to what you're read in those documents. Mac Prichard: What kind of role can an online presence play when someone is applying for a job? How can people use online tools to be successful? Kirsten Wyatt: This is something I find very fascinating because for a long time, I think those of us in government felt like we shouldn't have an online presence. That we needed to kind of be these really kind of stiff and boring bureaucrats. Lately, I'm hearing from more and more recruiters that they want to see people who have an online presence that reflects their passion and their interest in public service. One recruiter even told me that they'll look through a Twitter profile. If you're sitting in an interview and you say, "I am passionate about economic development. Economic development is the most important thing and that's why I want this job." Then, they look at your Twitter feed and they realize that all you tweet about are the Kardashians and funny cat pictures, they start to question are you really talking the talk when you are applying for this job. One thing that I've seen and that I've been very proud of from an ELGL perspective, but just also from seeing how, especially younger people are getting their foot in the door in local government, is using platforms like the Mac's List blog, like ELGL, to write and share information about their job hunt or about their career interests and then, parlay that into opportunities. One of my favorite stories, and I know we've talked about Josh before, but a young man out of the University of Oregon wanted to work in government, but he had no experience. He had a ... I think just a general maybe political science degree. He needed to get his foot in the door and so, he started writing about informational interviews that we set up for him. ELGL would set him up with different people in the region and he would sit down with them and kind of pick their brain about their job. It was his chance to kind of get some background about all of the different roles that local government can play. In the course of doing that and writing about it, he had an informational interview with the City of Portland. The woman at the City of Portland was very impressed with his writing ability, also his poise and his presence. She offered him a temporary job and then, that temporary job led to a full-time job. Now, he's getting his master's in accounting and he has a lifetime of local government accounting in front of him, which may not sound that exciting, but I think it's really exciting for him. It's exciting for me to think about someone with that talent and that drive putting themselves out there and then, parlaying that into a full-time local government job. Mac Prichard: I remember that blog series very well. I think it was two or three years ago now. Kirsten Wyatt: It was. Mac Prichard: Can you remind me? What was the title? Was it "Josh is Looking for a Job"? Kirsten Wyatt: It was "Josh's Job Search". Mac Prichard: Right. What so impressed me about it was, I mean, he did the informational interviews and he wasn't afraid to reach out to some high level people. Local mayors and senior people in state government, but then, he went an extra step. He did something I hadn't seen done before, which was to write about it. By doing so, he just grew his circle of contacts and his network exponentially. Kirsten Wyatt: Well, and I think and as you've discussed in your podcast series "Writing Skills" ... It's something that we all want our employees to have, but sometimes it's really hard to measure because when you submit a writing sample, you submit the very best. When you're doing something where you're actively blogging or sharing information using some of these platforms that we have regionally, you're really showing that you can communicate clearly on the fly. That you're a great communicator. We had another guy who graduated from one of the top MBA schools in the nation. He moved out to Portland with no job, which many people do. He took a job as a seasonal worker with the parks and rec department in Tigard. Then, by building out his network, by making sure people knew that he had skills and abilities beyond cleaning bathrooms and mowing lawns, he was able to find full-time work using his network that he built through ELGL with the City of Beaverton. I think, again, it goes to show that sometimes you have to put yourself out there, maybe take a job that you think is beneath you or not exactly what you want. In the process, you're really showing that you're willing to work hard, get the experience you need and then, step into that role where you can make the difference. Mac Prichard: Okay. Well, I think that's a great spot to stop at. Our listeners can find Kirsten online at elgl.org. Also, at Twitter: @elgl50. Again, you'll be able to find these links in the show notes. Thanks for joining us today, Kirsten. Kirsten Wyatt: Wonderful. Thank you for having me. Mac Prichard: Take care. We're back in the Mac's List studio with Ben and Cecilia. Tell me what do you two think were the most important takeaways that you got from our conversation with Kirsten? Cecilia Bianco: I really liked her story about Josh. I think it was a good story to show an example of how someone can show the writing skills that they have and communication skills while building their professional network, which is clearly key no matter what field you're in. Mac Prichard: I like that story, too. I remember reading those blog posts and Josh's personality really shone through. I found myself looking forward to the next installment in the series as it unfolded. How about you, Ben? Ben Forstag: I was excited to hear that governments are modernizing their application systems through the NEOGOV site and other automated tracking systems because I know that government hiring ... It's a really difficult process to navigate if you're not familiar with it. All that being said, even with the new systems, I know it's a difficult field to get into and so, I think Cecilia's point about networking is really important. Mac Prichard: Yeah. I also appreciated her points not only about networking, but just the picture she drew of the process and the different things you could do in reaching out to people, growing your network, how to manage the technical parts of the application. Again, I think I meet people who are interested in working for government, but getting started and navigating that process can be challenging. I think Kirsten has given our listeners a road map for how to move forward. Well, thank you all for listening. We'll be back next week with more tools and tips you can use to find your dream job. In the meantime, visit us at macslist.org. You can sign up there for our free newsletter with more than a hundred new jobs every week. If you like what you hear on our show, you can help us by leaving a review and rating on iTunes. We have almost seventy ratings now and more than fifty comments. That's helped us stay in the top ten in the iTunes career chart. Thanks for listening.