Thursday, August 14, 2008
GROUPS DEMAND FRANK ENVIRONMENTAL IMPACT STATEMENT
Saying that the yearlong decline in vehicle miles driven makes widening unnecessary, The American Civil Liberties Union, 1000 Friends of Wisconsin, Midwest Environmental Advocates and the NAACP-Milwaukee have asked Frank Busalacchi to authorize a Supplemental Environmental Impact Statement on the proposed widening of I-94. In a 31 page letter, with supporting documents [See PDF] attorney Dennis Grzezinski calls on WisDOT to use more recent cost and travel estimates, saying the methodology used by the agency was out-of-date and flawed.
Friday, July 25, 2008
DID WISDOT APPROVE ILLEGAL TEST BID?
Applus Technologies Upsets the Cart
Did Governor’s Associate Influence Emissions Inspection Deal?
Proposal and Contract Violate State Law, Firm Alleges
Thursday, July 24th, 2008 – The Wisconsin Department of Transportation is embroiled in another controversy, this time about the state’s decision to award a vehicle emissions inspection contract to Applus + Technologies, a division of the privately held, $81 billion-asset Carlyle Group.
The Milwaukee Journal Sentinel wrote that Foley & Lardner attorney Marc J. Marotta [Harvard ‘87] arranged a special presentation with a 5-member contract review panel and his client, Applus. A similar presentation was not made available to other bidders, the paper reported. During the meeting, transportation secretary Frank J. Busalacchi dropped in to say “hi,” the paper reported. Busalacchi did not meet with other contenders for the contract.
Envirotest Systems Corp., a division of Environmental Systems Products, Inc., which had held the contract since the state began requiring tests in 1984 appealed the contract award to the Wisconsin Department of Administration.
Donald Leo Bach [UW ‘74], of DeWitt Ross & Stevens, attorney for Envirotest, said the Marotta – Busalacchi meeting gave an unfair advantage to Applus. Bach also said the department’s plans to allow emissions to be tested at commercial service stations in addition to 12 dedicated facilities violates state law.
According to Section 110.20 (8) of Wisconsin Statutes, “No officer, director or employee of the [Emissions Inspection] contractor may be … engaged in the business of selling, maintaining or repairing motor vehicles or selling motor vehicle replacement or repair parts.”
The provision was added to prevent possible abuse of the inspection system by repair shops, and seems rather clear.
However, the Department of Transportation attempts to get around the provision by saying a repair shop performing emission inspections would be an Applus contractor, and not an “officer, director or employee.” Envirotest says that is absurd and that the contractor / subcontractor distinction is irrelevant.
The appeal letter says the face-to-face meeting, held on May 19th, 2008 including 9 staffers of Applus “from the CEO down” constituted an “improper and unfair advantage.” It also said both the Request for Proposal #2635861 and Intent to Award “result in a totally flawed bidding process and ensuing invalid award.”
A letter from the Legislative Fiscal Bureau dated June 28th, 2008, calls for a $1,119,200 expenditure for transition costs to the new vehicle testing system, which will now test only non-exempt vehicles built after 1995. All those vehicles are equipped with onboard computers, a technological revolution that makes testing by repair shops feasible – but hardly advisable.
The test in retail shops is part of the system employed in Illinois by Applus under a recently granted contract. Results have been dismal, with reports of long waiting times and other concerns. WisDOT, which conducts its business Chicago-style to begin with, sees no irony in this. Clearly, if the state wanted to create a new paradigm for testing automobiles including overturning legislative intent for consumer protection against conflict of interest in vehicle testing, it should have arranged to get the law changed first, rather than parse the current one out in nuances.
If Envirotest loses the appeal, the firm will sue.
Monday, July 21, 2008
STOP THE HYPOCRICY!
Can you believe this? Frank Busalacchi resists rail building in Wisconsin and says funding is a local issue. He’s happy to use state and federal resources to build highways, though.
But for the out-of-state crowd, he’s quite willing to promote rail transit!
Frank Busalacchi wrote this letter on July 8th, 2008 to the Kansas City Star extolling rail. He says Americans are “flocking to passenger trains,” and that the Milwaukee-Chicago Amtrak route has “standing-room-only problems” even after coaches were added “just a year ago.”
But when it comes to his own state, this visionary has no plans to advance rail. Thanks for nothing, Mr. Chairman of the States for Passenger Rail Coalition. Oh, by the way – although the States for Passenger Rail Coalition includes news that a new Amtrak station is under way in Milwaukee (it’s been open for a year) along with other out-of-date information “new station planned for Sturtevant,” “high speed rail in Wisconsin is ‘funding-ready” Busalacchi thought enough about his letter below that he had it posted to the group’s website.
Friday, Jul 18, 2008
Posted on Tue, Jul. 08, 2008
AS I SEE IT: Passenger train ridership soars along with gas prices
By Frank Busalacchi
Special to The Star
As never before, Americans are frustrated by the soaring cost of filling their cars with gas and they are flocking to passenger trains.
Amtrak, America’s passenger railroad, is on track to carry an all-time record of 27 million passengers this year, 2 million more than in 2007. In May, many routes were reporting double-digit increases in ridership.
On the Kansas City to St. Louis route, ridership was up by an astounding 84.4 percent. Amtrak reports that last May was the busiest month in its 37-year history, with nearly 11 percent more riders nationwide.
Federal data show that intercity passenger rail consumes 21 percent less energy per passenger mile than autos, and 17 percent less than airplanes. If this bump in ridership is sustained, it will help hold down oil consumption.
But the ridership increase forces another important issue: capacity. In many parts of America, trains are sold out.
While more people are traveling by train, the number of rail cars in service has not increased, and many lines have been unable to add frequencies to keep up with demand.
In the Midwest, we again have standing-room-only problems on our Hiawatha service between Milwaukee and Chicago, even after working with Amtrak to add coaches to trains just a year ago.
Rail equipment doesn’t come cheap. The answer lies in purchasing “next-generation train equipment” and, at the same time, refurbishing cars that have been sidelined. It can cost several hundred thousand dollars to refurbish a rail car.
Amtrak’s funding has been unstable since 2002. Congress has continued to appropriate funds for grants to Amtrak each year since 2003, but the uncertainty has made planning difficult.
The federal government supports all forms of transportation in some way. But other modes are not subject to such a limited and unpredictable funding process.
It is time for Congress to pass legislation that reauthorizes Amtrak and also provides a stable 80 percent federal/20 percent state grant program for intercity passenger rail service.
The Passenger Rail Investment and Improvement Act of 2008 is before Congress. The legislation would provide $4.2 billion in 80/20 federal/state grants for needed infrastructure and equipment.
Of these funds, $2.5 billion is for 80/20 grants to states for intercity passenger rail improvement projects, and $1.75 billion is for state high-speed rail projects where speeds are expected to reach 110 miles per hour.
We don’t want gasoline prices to double again before we begin the major upgrades that America’s passenger rail system needs.
Frank Busalacchi is Wisconsin’s secretary of transportation, chair of the States for Passenger Rail Coalition, and a member of The National Surface Transportation Policy and Revenue Study Commission. He lives in Brookville, Wis.
But for the out-of-state crowd, he’s quite willing to promote rail transit!
Frank Busalacchi wrote this letter on July 8th, 2008 to the Kansas City Star extolling rail. He says Americans are “flocking to passenger trains,” and that the Milwaukee-Chicago Amtrak route has “standing-room-only problems” even after coaches were added “just a year ago.”
But when it comes to his own state, this visionary has no plans to advance rail. Thanks for nothing, Mr. Chairman of the States for Passenger Rail Coalition. Oh, by the way – although the States for Passenger Rail Coalition includes news that a new Amtrak station is under way in Milwaukee (it’s been open for a year) along with other out-of-date information “new station planned for Sturtevant,” “high speed rail in Wisconsin is ‘funding-ready” Busalacchi thought enough about his letter below that he had it posted to the group’s website.
Friday, Jul 18, 2008
Posted on Tue, Jul. 08, 2008
AS I SEE IT: Passenger train ridership soars along with gas prices
By Frank Busalacchi
Special to The Star
As never before, Americans are frustrated by the soaring cost of filling their cars with gas and they are flocking to passenger trains.
Amtrak, America’s passenger railroad, is on track to carry an all-time record of 27 million passengers this year, 2 million more than in 2007. In May, many routes were reporting double-digit increases in ridership.
On the Kansas City to St. Louis route, ridership was up by an astounding 84.4 percent. Amtrak reports that last May was the busiest month in its 37-year history, with nearly 11 percent more riders nationwide.
Federal data show that intercity passenger rail consumes 21 percent less energy per passenger mile than autos, and 17 percent less than airplanes. If this bump in ridership is sustained, it will help hold down oil consumption.
But the ridership increase forces another important issue: capacity. In many parts of America, trains are sold out.
While more people are traveling by train, the number of rail cars in service has not increased, and many lines have been unable to add frequencies to keep up with demand.
In the Midwest, we again have standing-room-only problems on our Hiawatha service between Milwaukee and Chicago, even after working with Amtrak to add coaches to trains just a year ago.
Rail equipment doesn’t come cheap. The answer lies in purchasing “next-generation train equipment” and, at the same time, refurbishing cars that have been sidelined. It can cost several hundred thousand dollars to refurbish a rail car.
Amtrak’s funding has been unstable since 2002. Congress has continued to appropriate funds for grants to Amtrak each year since 2003, but the uncertainty has made planning difficult.
The federal government supports all forms of transportation in some way. But other modes are not subject to such a limited and unpredictable funding process.
It is time for Congress to pass legislation that reauthorizes Amtrak and also provides a stable 80 percent federal/20 percent state grant program for intercity passenger rail service.
The Passenger Rail Investment and Improvement Act of 2008 is before Congress. The legislation would provide $4.2 billion in 80/20 federal/state grants for needed infrastructure and equipment.
Of these funds, $2.5 billion is for 80/20 grants to states for intercity passenger rail improvement projects, and $1.75 billion is for state high-speed rail projects where speeds are expected to reach 110 miles per hour.
We don’t want gasoline prices to double again before we begin the major upgrades that America’s passenger rail system needs.
Frank Busalacchi is Wisconsin’s secretary of transportation, chair of the States for Passenger Rail Coalition, and a member of The National Surface Transportation Policy and Revenue Study Commission. He lives in Brookville, Wis.
SCHULDT WISE TO BUSALACCHI
One of the most perceptive of Milwaukee’s professionally trained journalists is Gretchen Schuldt of Citizens Allied for Sane Highways. She’s written her “Frank” opinions for years.
Here is a link to Gretchen Schuldt’s posts on Busalacchi.
Here is a link to Gretchen Schuldt’s posts on Busalacchi.
Listen to Lake Elmo
Lake Elmo, Minnesota has problems with WisDOT. Minnesota is ready to replace a decrepit bridge over the Mississippi River. But four Wisconsin legislators wonder why Busalacchi never filled an engineering position necessary to get the thing built. So they mailed him a letter, and are waiting to hear back from him. It could take some time…click here to read on.
Saltzman clarifies new bridge funding, urges enforcement on old
By Mark Brouwer Lake Elmo Leader
Published Wednesday, July 16, 2008
While the state’s transportation department deserves credit for making a new St. Croix River crossing a priority, it was the Legislature that approved the funds that could make Minnesota’s part of the bargain a reality.
In a written response to four western-Wisconsin legislators’ recent call for funding a new bridge, Sen. Kathy Saltzman (DFL-Woodbury) clarified that the Minnesota Department of Transportation has long wanted to building the bridge, but that it took a bi-partisan effort by legislators stakeholders last winter to get it funding.
“While your letter states that ‘MnDOT should be commended for recognizing the importance of moving this project forward,’” Saltzman wrote, “you should be aware that when announcing accelerated construction projects an the Bridge Improvement Program, MnDOT officials have consistently noted that these projects would not be possible without passage of the 2008 Omnibus Bill,” which the Legislature passed early in its session.
“It not only took legislative leadership to move this project forward, but the critical support of a broad, bipartisan, stakeholder advocacy group that included our business community,” she said further.
On July 8, Wisconsin legislators Kitty Rhoades (R-Hudson), Rep. Ann Hraychuck (D-Balsam Lake), Rep. John Murtha (R-Baldwin), and Sen. Sheila Harsdorf (R-River Falls) contacted the Wisconsin Department of Transportation chief Frank Busalacchi asking why a consultant for the St. Croix River Bridge project had not been hired as was authorized in the state’s 2007-09 biennial state budget.
The letter included comments regarding both states’ financial involvement in the project, which Saltman said she was attempting to clarify.
Last month, MnDOT identified the estimated $440 million project among 11 major bridge replacements it would pursue as a result of the legislative funding. Construction is scheduled tentatively for 2013. In all, more than 160 Minnesota bridges are to be replaced or renovated under a 10-year program funded by increased gasoline taxes and other fees.
Although Minnesota is the lead agency for the project, the federal government could pay as much as 80 percent of the overall river crossing project, with the two states splitting the remainder. However, the federal government has yet to dedicate funding needed for the project.
Saltzman noted further that the project could benefit from the inclusion of the Stillwater Lift Bridge — which it would replace — on a list of “Tier One” bridges with fracture-critical ratings, high traffic loads and other deficiencies.
In a reference to last week’s incident in which a truck became ensnared in the lift bridge’s superstructure, Saltzman urged her Wisconsin counterparts to do their part to keep illegal vehicles off the bridge.
“The Minnesota State Patrol and Stillwater Police Department are putting significant time and effort into enforcing truck safety laws,” she wrote. “I hope you will work with the Wisconsin State Patrol to request their participation in this effort, as well.”
“This latest incident resulted when a truck approached the bridge from Wisconsin.”
Published Wednesday, July 16, 2008
While the state’s transportation department deserves credit for making a new St. Croix River crossing a priority, it was the Legislature that approved the funds that could make Minnesota’s part of the bargain a reality.
In a written response to four western-Wisconsin legislators’ recent call for funding a new bridge, Sen. Kathy Saltzman (DFL-Woodbury) clarified that the Minnesota Department of Transportation has long wanted to building the bridge, but that it took a bi-partisan effort by legislators stakeholders last winter to get it funding.
“While your letter states that ‘MnDOT should be commended for recognizing the importance of moving this project forward,’” Saltzman wrote, “you should be aware that when announcing accelerated construction projects an the Bridge Improvement Program, MnDOT officials have consistently noted that these projects would not be possible without passage of the 2008 Omnibus Bill,” which the Legislature passed early in its session.
“It not only took legislative leadership to move this project forward, but the critical support of a broad, bipartisan, stakeholder advocacy group that included our business community,” she said further.
On July 8, Wisconsin legislators Kitty Rhoades (R-Hudson), Rep. Ann Hraychuck (D-Balsam Lake), Rep. John Murtha (R-Baldwin), and Sen. Sheila Harsdorf (R-River Falls) contacted the Wisconsin Department of Transportation chief Frank Busalacchi asking why a consultant for the St. Croix River Bridge project had not been hired as was authorized in the state’s 2007-09 biennial state budget.
The letter included comments regarding both states’ financial involvement in the project, which Saltman said she was attempting to clarify.
Last month, MnDOT identified the estimated $440 million project among 11 major bridge replacements it would pursue as a result of the legislative funding. Construction is scheduled tentatively for 2013. In all, more than 160 Minnesota bridges are to be replaced or renovated under a 10-year program funded by increased gasoline taxes and other fees.
Although Minnesota is the lead agency for the project, the federal government could pay as much as 80 percent of the overall river crossing project, with the two states splitting the remainder. However, the federal government has yet to dedicate funding needed for the project.
Saltzman noted further that the project could benefit from the inclusion of the Stillwater Lift Bridge — which it would replace — on a list of “Tier One” bridges with fracture-critical ratings, high traffic loads and other deficiencies.
In a reference to last week’s incident in which a truck became ensnared in the lift bridge’s superstructure, Saltzman urged her Wisconsin counterparts to do their part to keep illegal vehicles off the bridge.
“The Minnesota State Patrol and Stillwater Police Department are putting significant time and effort into enforcing truck safety laws,” she wrote. “I hope you will work with the Wisconsin State Patrol to request their participation in this effort, as well.”
“This latest incident resulted when a truck approached the bridge from Wisconsin.”
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