Posts Tagged ‘ Infrastructure ’

Why High-Speed Rail Could Still Get Built in Florida

Wednesday, March 16th, 2011
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

Contrary to reports in the New York Times and elsewhere, high-speed rail in Florida is not yet dead. There’s a grassroots effort by municipal governments to revive the high-speed line between Tampa and Orlando that Gov. Rick Scott has so zealously tried to kill.

The cities of Tampa, Lakeland, Orlando, and Miami want to create an “inter-local” agency that would receive federal grant money and assume the responsibilities vacated by the state last month when Scott shut down Florida Rail Enterprise and dismissed its staff.

The cities have until the first week of April to create the new entity and bid for the $2.4 billion in federal money that Scott rejected. A major sticking point, once again, is the rookie Republican governor, who is threatening to forbid the Florida Department of Transportation from permitting rail construction along I-4 owned by the state.

The same kind of high-handed arrogance got Scott fired as CEO of Columbia/HCA in 1997 after the health-care giant was slammed with a criminal investigation of its billing practices. Scott insisted that nothing was wrong until several board members found out that the company was in deep legal trouble. Scott escaped the consequences of his actions, but HCA wasn’t so lucky. It paid over $2.6 billion to settle civil suits and federal fines.

So far, Scott has managed to roll over timid state lawmakers and beat back a lawsuit charging that he overreached his authority by rejecting rail funds approved by former Gov. Charlie Crist. A quirk in Florida’s government, however, may allow the rail program to go forward if other officeholders take a principled stand.

Florida is the only state to have three elected executives who serve collectively with the governor on the Florida Cabinet, the decision-making body for the state. This means that the Cabinet, not solely the governor, controls the right-of-way needed for the rail project. So a yes vote by Attorney General Pam Bondi of Tampa, Commissioner of Agriculture Adam Putnam of Lakeland and Chief Financial Officer Jeff Atwater of Palm Beach could re-start the project over the governor’s protestations.

New developments are undermining Scott’s case. The governor said that he rejected the rail project because he believed it would not attract enough ridership and that state taxpayers could be “on the hook” for operating losses. But a study released last week by Florida DOT estimated that ridership would actually be one-third higher than an earlier estimate and that the line would be profitable, earning $10.2 million in its first year of operation.

Scott also expressed concern that construction cost overruns could add as much as $3 billion to the project, which he said he could not let taxpayers absorb during the current fiscal crisis. But in his self-righteous claims of prudence he forgot to mention that private enterprise – not government – was stepping in to build the railway.

Eight international firms had expressed interest in bidding on the project. Several were expected to cover all potential construction overruns. But before they had a chance to bid on the project, Scott pulled the plug and rejected the federal funds. That’s when the municipalities decided to take ownership of the project.

U.S. Transportation Secretary Ray LaHood has done Florida a favor by asking for bids next month on the federal funds rejected by Scott rather than handing the money over to California, New York and other states. This gives Florida another chance.

Make no mistake, Scott’s opposition to fast trains is ideological, not fiscal. If he were on a crusade to rein in all transportation spending in tough economic times, that would be one thing. But Scott is proposing to spend billions of dollars to expand highways (including I-4) and dredge the Port of Miami for supercargo ships that are likely never to dock there, while denouncing “Obama rail” as imprudent.

His maneuvering is as transparent as Gov. Scott Walker’s bid to undercut unions and generally turn back the clock in Wisconsin. It should be recalled that Walker rejected federal rail funds last fall. Now Rick Scott wants to make a bigger splash by denying Obama credit for creating thousands of construction jobs in a swing state in time for the 2012 election.

In a recent letter the four mayors (two Republicans and two Democrats) outlined the economic benefits of fast rail linking world-class tourist attractions, top medical and educational centers and other institutions in central Florida. The Tampa-Orlando line would be a starting point for a comprehensive train system, with 170-mph-plus trains eventually linking Orlando with Miami and Jacksonville.

And what would happen if the project does not go forward? “The decision will not contribute one bit to reducing the federal deficit or lowering the federal taxes Floridians pay,” the mayors noted. What it would demonstrate is how devilishly difficult it’s become to build innovative public works in an era of sound-bite politics.

Kerry Builds A New Road To Infrastructure Bank

Tuesday, March 15th, 2011
Scott Thomasson



Scott Thomasson is the economic and domestic policy director for the Progressive Policy Institute. Follow @st_ppi

by Scott Thomasson

Showing the kind of bipartisan leadership that has become all too rare these days, Senators John Kerry and Kay Bailey Hutchison have announced a new proposal to improve the way we fund infrastructure and unlock hundreds of billions in much-needed financing for new projects across the country. Their bill has one of those great acronym-friendly names that congressional staff labor to perfect: The Building and Upgrading Infrastructure for Long-Term Development Act of 2011, or for short: The BUILD Act.

Kerry and Hutchison announced the BUILD Act today in a packed Senate hearing room, flanked by the heads of the U.S. Chamber of Commerce and the AFL-CIO, who both endorsed the proposal and spoke about the shared need that business and labor have for Washington to move beyond its political dysfunction to address the urgent needs for building and maintaining the backbone of our economy and help create jobs. Senator Mark Warner is as an original co-sponsor of the bill and also joined the press conference. Senator Warner issued a similar warning that he delivered at PPI’s infrastructure conference last fall, explaining that we must reverse the decline in U.S. infrastructure investment to make our country a more competitive place for attracting capital investment and jobs in the global economy.

The BUILD Act represents an entirely new approach to the idea of creating a National Infrastructure Bank, one that goes a long way to reconcile the huge levels of needed investment with the very real spending constraints facing the current Congress. Given the realities of the current political environment, their proposal launches the bank on a fiscally responsible scale, while preserving the best principles of political independence and economics-based decision making that make the bank worth doing in the first place. They do this by structuring their bank as a financing authority under the Federal Credit Reform Act, a model used by the U.S. Export-Import Bank and other existing federal lending entities, that allows the bank to shift enough lending risk to borrowers to keep the burden on the government and taxpayers low, which avoids the large capital requirements of traditional infrastructure bank proposals.

By combining a smart financing structure with a 50% cap on the federal share of any project’s total funding, the BUILD Act avoids the high price tag that other infrastructure financing bills often carry. That makes it an innovative approach that needs to be a part of the upcoming debates on the already underfunded transportation bill. As Chamber President Tom Donohue said today, it’s an invaluable part of the solution to how we pay for maintenance and improvements that we can’t afford to ignore, but it can only work if added to a strong foundation of spending in the transportation bill, which he said will also require increasing our 17 year-old gas tax, to meet our current needs and adjust to lower fuel consumption by more efficient vehicles.

PPI has long supported the idea of a National Infrastructure Bank, including the current House bill sponsored by Rep. Rosa DeLauro, the long-time champion for infrastructure in Congress. DeLauro joined other top political, business, and labor leaders to discuss the bank proposal at our infrastructure conference last fall. Economist and infrastructure heavyweight Ev Ehrlich released an excellent paper at that conference laying out some of the key benefits to the bank approach. The experts who participated in that conference agreed that there were many approaches to structuring a bank that would be acceptable and achieve the benefits Ehrlich described, with the caveat that we could not afford to abandon the principles of independence and project selection based on economics, not political logrolling. Senators Kerry and Hutchison have managed to apply those principles in crafting a workable proposal during this time of fiscal austerity, and we at PPI applaud them for their resourcefulness and leadership.

Gov. Scott Stages a Trainwreck in Florida

Thursday, March 3rd, 2011
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

Why is Florida’s rookie Republican Gov. Rick Scott hell-bent on rejecting $2.4 billion in federal funds for a Tampa-Orlando high-speed railway? Is it because his argument that Florida taxpayers would be “on the hook” for cost overruns was about to be exposed as a bunch of hooey?

Until Scott announced he would veto the rail program on Feb. 16, the new 84-mile rail line was going to be put out to private bid. It was an open secret in business circles that expected bidders, including Japan’s JR Central (builder of the high-speed Shinkansen) and South Korea’s Hyundai Rotem (builder of Korea’s bullet trains), would be willing to pay for Florida’s $280 million share of the project, plus any construction cost overruns and operating losses, in return for a 30-year lease on the Tampa-Orlando railway.

In other words, the private sector, not the Florida taxpayer, would cover any non-federal costs for the project. Since such a revelation would throw a monkey wrench into Scott’s ideological stance that “Obama rail” is “a federal boondoggle,” he tried to veto the program before it got to the bidding stage.

But Scott may have overstepped his state constitutional authority. Two state senators, Republican Thad Altman and Democrat Arthenia Joyner, filed a lawsuit Tuesday before the Florida Supreme Court arguing that Scott exceeded his powers by “retroactively vetoing” the project after the legislature voted to move ahead with the project and prior governor, Charlie Crist, agreed to accept the federal rail funds.

According to the suit, “The legislation implementing high-speed rail and the appropriation of the state and federal monies were fully accomplished prior to the election or inauguration of the Respondent, [but] once elected, Gov. Scott has refused to permit the Grant Amendment to be executed by the Florida Rail Enterprise,” thus halting the process of issuing a so-called “design-build-operate-maintain-and-finance” contract with a private bidder.

Predictably, Scott roared back yesterday by saying the two legislators overstepped their bounds by criticizing him. “Fortunately for the taxpayers of Florida, nothing in Florida law compels the Governor … to pour millions of dollars into a black hole during the historic fiscal crisis with which the state is presently grappling,” wrote Scott’s general counsel.

Scott vowed to veto any future appropriation for high-speed rail by the Florida legislature and added imperiously that he would reserve the right to declare the federal government’s stimulus package, from which the high-speed rail funds were derived, “an unconstitutional infringement on his rights as governor.”

The governor’s intransigence has set off a scramble by federal, state, and local officials to circumvent his office and save the long-planned project. Local governments, including Orlando, Tampa, and Miami, have formed a coalition they said could assume responsibility for putting the project out to bid and ensure that a private company would cover any construction cost overruns. A group of mayors presented the plan to Scott earlier this week, but he did not budge from his anti-train stance.

There is no dispute that the project would create about 30,000 construction jobs in the economically depressed central part of Florida and aid tourism by providing a fast ride from Orlando International Airport to Disney World.

Scott campaigned for office promising to create thousands of new jobs for Florida. But those jobs are to be created “his way” by building new roads, expanding local ports and cutting taxes, not by accepting a program whose job creation might rub off favorably on Barack Obama during the 2012 presidential election.

Scott may be speeding toward his own political fall – his poll numbers are slipping – but at the moment he seems to have the momentum to bring down the Obama administration’s most “do-able” passenger rail project. So far, it’s unclear whether the White House wants to stand up and fight Scott or redirect the federal funds to places like California and New York where the governors are openly campaigning for the money.

U.S. Transportation Secretary Ray LaHood has given Scott until the end of Friday to accept or reject the federal rail funds. Doubtless we know what Scott will do. The Florida story, however, won’t be over until the local entities give up on their plan to take over the project and the state Supreme Court weighs in on the constitutional issues raised by the Altman-Joyner suit.

Evening Fix

Tuesday, March 1st, 2011
Lee Drutman



Lee Drutman is a senior fellow and the managing editor for the Progressive Policy Institute.

by Lee Drutman

Our top five reads of the day:

  • David Brooks is against mindless budget cutting: “This period of austerity will be a blessing if it spurs an effectiveness revolution. It will be a disaster if the cutting is done politically or mindlessly. Unfortunately, that’s often how it is being done now.”
  • Derek Thompson looks at the decline of productivity-enhancing domestic investing: “In the last 40 years, we’ve pumped the breaks on productivity-enhancing investments in infrastructure, education and technology, while health care and income security costs have accelerated dramatically. Like an aging couple shifting its spending away from the kids’ clothes and tuition toward pills and doctor visits, the U.S. government has transformed itself from a defense-technology-infrastructure investor to a national insurance conglomerate for its aging population.”
  • Eric Jaffe rebuts George Will’s attack on rail funding: “When did transportation become a zero-sum game in which Americans must choose, trains or cars, from now to eternity? So much for a rational conversation about balanced transportation. That appears to have been a delusion of reason.”
  • Ten Northeast Senators want the rail money that Florida Gov. Rick Scott rejected: “In light of the State of Florida’s decision to reject $2.4 billion in High-Speed Intercity Passenger Rail Program funds, we urge you to reprogram these funds to projects on the Northeast Corridor. Our states are ready to put these funds to good use to improve our existing high speed rail service, reduce congestion, and create jobs.”
  • Aaron David Miller lays out the challenges Obama faces in keeping up with the unfolding Arab revolutions: “Memo to the president: Don’t look for a grand strategy toward Arab reform and revolution. There isn’t any. Ad hoc will have to do. But if done smartly (remaining true to a set of general principles supporting peaceful change, tailoring those to specific countries where the United States may be able to have some influence on ruling elites, acting more boldly if necessary in crisis situations like Libya, and maintaining a consistent public line), it may see you through.”

Evening Fix

Thursday, February 24th, 2011
Lee Drutman



Lee Drutman is a senior fellow and the managing editor for the Progressive Policy Institute.

by Lee Drutman

Our top five reads of the day:

  • Ruy Teixera finds strong public support for infrastructure spending: “It’s no secret that our country’s infrastructure is in urgent need of repair and serious modernization. Conservatives, in their mania for cutting government spending, have lost whatever little interest they once had in addressing this problem. But the public hasn’t.”
  • Thomas Carothers thinks Republicans should see foreign aid as a great value for their buck: “As House Republicans press for deeper budget cuts, one of their top targets is foreign aid. It is a tempting candidate for draconian cuts—a soft priority in today’s hard fiscal times and a budget line with no strong domestic constituency. Before Republican budget hawks wield their knife, however, they should take a lesson from their conservative cousins in the United Kingdom: When belt-tightening gets serious, foreign aid should be improved, not gutted.”
  • Tucker Willsie ponders how government can promote innovation: “A significantly more nuanced debate than ‘cut or invest’ is necessary to arrive at the best policies for stimulating innovation. Certain government interventions have been more successful than others. Government determination and funding was essential in creating the Internet, and there are clear instances of government intervention overcoming market failures such as when AT&T refused to build the initial infrastructure to demonstrate the internet technology – the task was instead taken on by the state-run British Post Office.”
  • Andrew Rotherham offers a five-point education reform plan: “So forget the theatrics in Wisconsin, reform doesn’t have to mean abolishing collective bargaining. But, if we’re serious about having school systems that put student learning first and creating a genuine profession for teachers here are five common practices that must change.”
  • John Avlon chronicles the apocalyptic politics in Wisconsin. “The Wisconsin protests are proving that the era of unhinged politics is not over. If anything, the hyperpartisan hysteria seems to be catching, with Democratic lawmakers in Indiana running for the hills while a new round of union protests swamps the statehouse in Ohio.”

Evening Fix

Friday, February 18th, 2011
Lee Drutman



Lee Drutman is a senior fellow and the managing editor for the Progressive Policy Institute.

by Lee Drutman

Our top five reads of the day:

  • Eric Jaffe highlights the importance of declining infrastructure in the McKinsey Global Institute on the U.S. economy:  “Drawing figures from the American Society of Civil Engineers, which recently issued U.S. infrastructure a D grade, the report estimates that the country needs to invest more than $2 trillion over the next five years just to catch up. Considering the partisan fury that followed Obama’s six-year, $556 billion transportation budget plan, such a goal is politically impossible.”
  • Emilia Istrate has some ideas on how to expand our exports: “One of the defining characteristics of the Next Economy is the essential role played by exports. If the United States is to fully benefit from the transformational changes taking place in world markets, we must re-orient our economy and the policies that shape it towards increasing our exports.”
  • Joseph S. Nye Jr. puzzles through what the Twitter/Facebook revolution in Egypt means for the future of power: “Yet, while governments and large states still have larger resources, thanks to the new power diffusion, the stage on which these entities play is more crowded with information-empowered private actors. How will this all play out? Who will win, and who will lose? As recent events in Egypt and elsewhere have shown, we are only just beginning to comprehend the effects of the information revolution on power in this century.”
  • Andrew J. Rotherham debunks myths about school vouchers: “What does the renewed push for vouchers mean for our education system? That is of course a matter of debate. Proponents and opponents make a lot of overblown claims about what vouchers will or won’t do. But with a number of programs already in force, we actually know quite a bit about how they work.
  • Lori Montgomery reports on the bipartisan “Gang of Six” trying to work out a budget deal: “The group hopes to advance the commission’s recommendations, which would reduce deficits by $4 trillion over the next decade. Doing so would require lawmakers to embrace some politically perilous policies, however, including raising the retirement age to 69, charging wealthy seniors more for Medicare and ending some cherished but expensive tax breaks.”

Obama Raises his Bet on High-Speed Rail

Wednesday, February 9th, 2011
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

The White House won’t back down. That was the signal beamed yesterday when Vice President Joe Biden announced the administration’s plan to spend $53 billion on high-speed rail over the next six years. But questions remain: How can the administration convince a spending-skeptical public it’s a worthwhile investment? And how can it bring long-term funding predictability to high-speed rail?

Since winning control of the House, Republicans have been angling to cancel the administration’s high-speed rail program as part of their deficit reduction plan. Their goal is to halt the program before any new train segment is constructed in Florida and California (where plans are most advanced) and to rescind funds appropriated but not yet spent on other passenger rail lines under the stimulus act.

Yesterday, the administration called their bluff by asking for $8 billion for fast trains in the 2012 federal budget, followed by $45 billion over the next five years.

The proposal puts a bold but reasonable dollar sign on President Obama’s State of the Union pledge to bring high-speed rail to 80 percent of Americans within 25 years. The federal government now spends about $35 billion a year to maintain its highway system. Washington will have to spend considerably more to expand roads to accommodate a growing population if new train lines are not in the transportation mix.

Assets Matter

But to make high-speed rail happen, the White House needs to mount a better public education campaign. For starters, the president must hammer home the point that developing modern infrastructure matters just as much as cutting spending.

In other words, while we want to avoid government waste that raises the national debt, productive debt – or debt that creates future opportunities for all citizens – is not a burden, especially when money can be borrowed at record low interest rates.

A presidential trip to General Electric’s locomotive factory in Erie, Pa., could demonstrate that America has an existing manufacturing base for high-speed rail. This base needs to be tapped before more jobs migrate to countries that actually make things.

GE has pledged to develop high-speed trainsets aimed for the California and Florida lines. CEO Jeffrey Immelt could pitch in by tasking his big financial arm, GE Capital, to help finance promising rail projects.

President Obama should also lean on his newfound friends at the Chamber of Commerce. Joe Biden got it right yesterday by warning that “commerce is going to suffer and it’s going to show up on the bottom line” if the U.S. does not improve the flow of people and goods. Building and operating high-speed lines would also create tens of thousands of middle-class jobs.

Reforming Congressional Spending

Public persuasion must be matched by a more clear-eyed view of how to fund this long-term program without the uncertainty of annual congressional appropriations.

The six-year surface transportation bill coming before this session of Congress could be an excellent vehicle for the White House to develop a reliable source for high-speed rail funding. We have outlined in a policy memo how to restructure the transportation bill, now beset by wasteful congressional earmarks, into a productive program that leverages public money with private capital.

While the White House and House Republicans currently appear far apart on high-speed rail policy, there are areas of compromise. House Transportation Committee Chairman John Mica (R-Fla.) has been critical of stimulus money spent on existing rail lines for upgraded passenger service. Mica says he is in favor of “true” high-speed rail that operates above 150 mph and would support federal funds that reduce trip times along Amtrak’s busy Northeast Corridor.

There seems to be room for the White House to accommodate Mica’s concerns, including expediting an environmental impact study that currently hangs up progress in the Northeast Corridor, and ways for Mica to persuade his colleagues that reflexively obstructing rail projects is not the way to bequeath America a better transportation future.

How to Avoid the Infrastructure Blind Side

Monday, January 31st, 2011
Norman Anderson



Norman Anderson is the president and CEO of CG/LA Infrastructure.

by Norman Anderson

In listening to President Obama talk about infrastructure in his State of the Union Message, I couldn’t stop thinking about last year’s great movie “The Blind Side.” A young, talented, left-handed quarterback fades back to pass, surveys the field, has three receivers open and…bam, once again he’s crushed by a bull-rushing defensive end, who once again rolls over his right guard.

President Obama may have greatness in him, and he may become great, but where infrastructure is concerned every time he steps up to the lectern I have to shut my eyes – it’s that scary.

First, President Obama doesn’t have the personnel in place for a successful – let alone ‘we do big things’ – infrastructure initiative. Think about it: who in the White House is in charge of infrastructure? And when has a signal initiative ever been successful without someone in charge?

Whether this is our Sputnik Moment or not, infrastructure is rocket science. If the U.S. Is to double our spending on infrastructure (moving from $150 billion year to $300 billion), someone in the White House needs to provide clear signals and hefty shoves to the Department of Transportation and the Department of Energy, as well as to the responsible officials (governors and secretaries) in the fifty states. Currently there is no one…bam.

Second, there is no overall infrastructure plan. A sustained increase in U.S. competitiveness does not require magical investments, whether in high-speed rail, the smart grid, electric cars and renewable energy – truly wide-open receivers downfield. It requires a clear consensus vision of the global challenge, and of which projects are strategic to responding to that challenge, and its opportunities.

The President not only needs to build a team, he needs to create a vision for that team – it is what great presidents do. Infrastructure built now provides value for 20-30 years, so where does the U.S. want to be in 20-30 years, and how – specifically – are we going to get there? Otherwise we will continue to spend incredibly scarce political, financial, and managerial resources on projects that are immaterial to our success. Unless the President’s team – and right now we are all on his team – is driven and directed by a vision of national competitiveness and renewal…bam.

Third, from the business point of view, the first two issues – not much of a team, and not much of a plan – are ‘walk away now’ fatal flaws – but there is another issue that needs to be addressed, perhaps the biggest blind side issue of all: how is a sustained infrastructure initiative to be financed in an environment of severe federal and state austerity?

The only serious answer is a National Infrastructure Bank, something that both Democrats and Republicans agree upon – and an idea strongly favored by incoming House Transportation and Infrastructure Committee Chairman John Mica.

All of our competitors –China, India, Russia, Brazil, the European Union – have national infrastructure banks. It is a source of strategic advantage in the globalized economy, and needs to be a fully-functioning part of our infrastructure renewal. Without a significant funding source, in the range of $250 billion-$300 billion over ten years, I simply have to shut my eyes in horror…bam, bam, bam.

In watching President Obama step up to the lectern on infrastructure – now for the third or fourth time in his young presidency – I am both fearful and perplexed. The President needs to step back from the field – up to the balcony, as Harvard’s leadership guru Ronnie Heifetz would say – and reflect on what actually needs to be done. To recognize that he needs to be more coach than quarterback, and take the time to find the players (a Team of Rivals he does not have), build the team around a compelling vision (the real job of a President) and finance the effort (you can ‘dream of things that never were, and ask why’ – but if you want to see those things you will have to find a practical, sustained, politically acceptable way to pay for them).

I have to get the nightmare out of my mind of a young, supremely talented quarterback, dropping back to pass – once again – and then…bam. I want my talented President to step up to the lectern and this time, get the who, what, and how of his infrastructure initiative right.

British Deal Shows Private Investment Demand for High-Speed Rail

Wednesday, December 1st, 2010
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

This week, the British government will formalize an agreement with two Canadian pension funds with enormous implications for passenger train development in the United States. In return for the right to operate a high-speed rail line linking London with the Channel Tunnel for 30 years, the Ontario teachers and municipal employee pension funds have agreed to pay the UK government $3.4 billion.

The sale not only represents a big vote of market confidence in the future of high-speed rail, but points to a route for building and operating new train lines in the U.S.

In the wake of the equities meltdown, U.S. pension funds are seeking “safe havens” to invest, while states and the federal government are looking for ways to build expensive rail infrastructure in the face of record budget deficits.

Here’s a solution: Structure high-speed rail projects to attract pension funds and other institutional investors through operating concessions and other long-term cash-generating instruments.

Making Money While Generating Jobs

Consider the $133 billion Florida State Board of Administration, currently winding down its loss-generating equities portfolio and concentrating on core fixed income.

If the Florida State pension fund invested just 3 percent of its portfolio in the state’s high-speed rail line, that would generate $4 billion. That’s enough to cover both the $500 million shortfall in the high-speed segment between Tampa and Orlando (the Obama administration has already allocated $2.05 billion for this project) and the state’s portion of a Miami-Orlando route with excellent ridership potential.

Similarly, the California Public Employees’ Retirement System (CalPERS) has adopted a new investment policy with a targeted 3 percent allocation of assets, or about $7 billion, in infrastructure.

The proposed bullet train between Los Angeles and San Francisco is expected to generate as much as $3 billion in profits by 2030. By allocating some of its funds to the $40 billion rail project, CalPERS could enjoy a stable return while providing the Golden State with an enormous job-generating public work.

Other institutional investors, such as labor unions, could be attracted to rail partnerships and concessions that diversify their pension portfolios while providing direct economic benefits to their members.

Such new-style financing would require a marketplace with transparent trading and timely data, amounting to a new source of opportunity for the investment community. In a sense, Wall Street could come full circle to its origins as the exchange place for European capital seeking profit in American railway construction in the 19th century.

High Level of Investor Interest

Back to the Brits, it is crucial to note that the $3.4 billion interest in High Speed-1, the London-Channel link, exceeded the highest hopes of David Cameron’s coalition government, which inherited the initiative from Gordon Brown’s Labor government.

In the words of one commentator, the asset sale “came as a pleasant surprise” to observers who believed the UK government “would have to settle for knock-down prices” because of the world recession.

The auction also attracted many more bidders than expected. The Ontario Municipal Employees Retirement System and Ontario Teachers’ Pension Plan, allied with Borealis Infrastructure, beat a long list of potential buyers, including insurance giant Allianz and investment bank Morgan Stanley.

Borealis already operates the Detroit River freight rail tunnel between the U.S. and Canada on behalf of the pension funds. The Borealis group will receive a revenue stream from access charges paid by train companies using HS-1. In return, it will be responsible for preserving the line as a high-speed railway and to periodically improve track and structures to state-of-the-art standards.

Eurostar fields trains between London and Paris and London and Brussels. Deutsche Bahn, the German rail carrier, has announced plans to operate from London to Frankfurt and London to Amsterdam.

In addition to these services, the Borealis group has the right to sell access to other passenger carriers and to develop freight traffic.

Setting a Monetary Value on High Speed

The British approach marks a turning point. Prior to now, high-speed lines, such as France’s TGV and Spain’s AVE, were built and operated by government or government-directed entities. The profits or losses from high-speed trains were part of the financial profile of the larger rail systems.

Nearly all experts agree that fast trains earn higher per-mile revenues than conventional-speed trains and substantially more than commuter and branch-line services.

The British concession puts a monetary value on high-speed rail that can serve as a basis for a market in future railway concessions and stock sales in equipment and infrastructure-building companies.

HS-1 was one of the most expensive rail projects in the world due to extensive bridging, tunneling and station construction. Opened in November 2007, the 68-mile line cost $8.3 billion.

The concession sale returns 40 percent of the build cost to the British treasury. When the concession ends in 2040, the railway will revert back to the government, which expects to re-bid the property for an equal or higher price.

By this means, HS-1 will continue to return a dividend to taxpayers and, over the course of its 150-year-plus lifecycle, repay its construction cost, probably several times over.

This prospect differs from the scary scenario presented by U.S. critics (including the Republican governor-elects of Wisconsin and Ohio) who charge that high-speed rail is a money pit requiring long-term government subsidies to operate.

Summing up the rap against rail as “high-speed pork,” Washington Post columnist Robert J. Samuelson recently complained, “If private investors concurred [that fast rail was profitable], they’d be clamoring to commit funds; they aren’t.”

The high-speed chase by investors for High Speed-1 shows just how off track these critics are.

photo credit: Jason Pier

Why Post-Election Soul-Searching Is Overrated

Wednesday, November 3rd, 2010
Elbert Ventura



Elbert Ventura is the managing editor of Democracy: A Journal of Ideas. He formerly served as the managing editor of the Progressive Policy Institute.

by Elbert Ventura

The smoke has cleared; only the maimed and the dead remain on the battlefield. They are, for the most part, Democrats. The job of carting them off will take weeks; the post-mortems will take even longer. And yet progressives — we with our fetish for soul-searching — should reject a new, indulgent round of autocritique, or at least recognize that there is only so much to reflect on. The electorate’s rejection of Democrats is a lot of things, but a referendum on the quality of our ideas it isn’t.

How can that be? Isn’t a rebuke of this magnitude by definition a rejection of a party’s ideas? Well, it is if the ideas were carefully inspected and considered by an informed electorate. But sobriety has been hard to come by this election season. And what we tend to forget is that, before our discourse got sucked into the Fox-powered Tea Party vortex, our ideas were actually popular across the spectrum. Far from dogmatic and divisive, the policies that progressives have pushed in recent years have been sane, sensible fixes that have drawn support from left, right, and center.

Take cap-and-trade. Only the truly delusional still think that climate change and our voracious consumption of fossil-based fuels are nothing to worry about. Cap-and-trade was an innovative solution to the problem, harnessing the market — and eschewing command-and-control regulation — to bring about a reduction in carbon emissions.

Or take health care reform. Despite cries from left and right, the Obama administration got reform generally correct, setting us on a path to cutting costs and increasing access, all while leaving a system that Americans had grown accustomed to intact.

Or infrastructure. Economists of all stripes believe that we need more stimulus to spur economic activity. Every American who uses our roads, bridges, and water supply knows that our infrastructure is crumbling. In light of those needs, President Obama pushed through billions in infrastructure spending and just recently proposed a new $50 billion infrastructure bill.

All of these are good ideas that have achieved a certain degree of consensus, or at least support from moderates. An original version of cap-and-trade was co-sponsored by John McCain and was backed by moderate Republicans in the prelapsarian days before the Tea Party’s rousing. Health-care reform: As Jonathan Cohn noted, “Obama’s plan closely mirrors three proposals that have attracted the support of Republicans who reside within the party’s mainstream” — the most prominent of whom is Mitt Romney, whose health-care legislation in Massachusetts is a fairly close sibling of the national reform passed this year. As for infrastructure, money for more spending on the nation’s backbone was supported by Republican senators like Kit Bond and George Voinovich (both retiring – no coincidence) in an earlier jobs bill vote.

In all these cases, an urgent public problem was identified, and sensible, pragmatic solutions were proposed. But we no longer have politics that can accommodate the sensible and the pragmatic. The same John McCain who co-sponsored cap-and-trade now rails against it. Romney and Republicans who supported previous iterations of the Obama health plan have nothing but calumny for reform. Meanwhile, the only news of conservatives dealing with infrastructure is when they shrink from the challenge, like Gov. Chris Christie of New Jersey backing away from a proposed, and badly needed, tunnel to New York.

Over and over again, progressives have come up with solutions to our problems that can be embraced by the moderate middle. But in these last two years, we’ve seen that no matter how good and moderate the ideas are, it doesn’t seem to matter.

In this dilemma lies the priority for the pragmatic progressive in these next two years. The fact is our ideas are good. They are sound. Progressives of the Obama era have brought an innovative, reformist sensibility to government that prizes empiricism and problem-solving above all. Yet the party across the table has pulled back and shown little interest in engaging. They want us to keep coming to the table with more concessions — while hardly offering any concessions of their own. If we keep whittling down our ideas to meet their whims, our ideas will be hardly worth enacting at all.

We must, of course, never slow our indefatigable search for new ideas – it is what defines progressivism. But the paramount challenge, for these next two years at any rate, is finding a new politics. The calls for a new radical center are all well and good, but we need to remember that that’s where our ideas already are. It’s the right that has abandoned that center. The consensus ideas of yesterday have become the Marxist plots of their 2010 campaign. And sensible ideas have little chance of growing in political soil parched of sense. Will the part of the conservative movement that still cares about fiscal responsibility, fact-based argument, and good-faith dialogue resurface? Will they make their voices heard against the know-nothings and the ideologues who have taken over their party?

No doubt progressives should continue to be on the lookout for all who are sober and serious about solving our nation’s problems. Challenges must be issued and coalitions of the willing must be sought. But we shouldn’t allow the emergent faction of hysteria and irresponsibility to sway us from a core conviction: that when one already occupies the reasonable center, standing one’s ground is the reasonable thing to do.

How to Win Back the “Independents”

Wednesday, November 3rd, 2010
Lee Drutman



Lee Drutman is a senior fellow and the managing editor for the Progressive Policy Institute.

by Lee Drutman

In the next few days, we’re going to be hearing a lot about how the Democrats lost “independents,” who, after breaking for Democrats in both 2006 and 2008, broke hard this time for Republicans, and for the third straight cycle, voted against the party in power.

And while it’s clear that “independents”, who now make up 37 percent of the electorate (as compared to 34 percent for registered Democrats and 29 percent for registered Republicans) hold the balance of power in American politics, understanding how to win them or even who they are and what they want is less clear.

In short, the best way to win back “independents” is this: Obama and the Dems need a little bit of patience, a lot of attention to pragmatic problem-solving, and the ability to resist the temptation to hunker down and move to the left.

But before getting to details of the political prescriptions, any discussion about the mood independents needs to begin with the observation that “independents” is a much more varied category than almost all pundits make it out to be. Many independents are actually shadow partisans, and a good number even see themselves are too far left or right for the two parties.

According to Gallup, only 43 percent of independents indentify themselves as “moderate,” while 35 percent say they are “conservative “and 18 percent say they are “liberal”. By comparison, 39 percent of Democrats and 24 percent of Republicans identify themselves as “moderate.” In other words, independents are hardly more “moderate” than Democrats.

In a recent survey, Pew broke independents down into five categories: “Shadow Republicans” (26 percent of independents); “Disaffected Republicans” (16 percent); “Shadow Democrats” (21 percent); “Doubting Democrats” (20 percent); and “Disengaged” (17 percent).  As the names suggest, the shadow partisans vote somewhat predictably as partisans, while the Disaffected/Doubting class are slightly less reliably partisan, and the “Disengaged”, while most likely to be true independents, are also the least likely to vote – only 21 percent told Pew they were planning to vote this November.

So one way to think of independents is in terms of various degrees of independence. At the core are the true, true independents, who political scientists estimate to be about 10 percent of the electorate. These tend to be the most disaffected, disengaged voters, and lacking the ideological litmus tests of partisans, they also tend to be the most subject to the atmospherics and moods of how the country is doing and how even their own life is going rather than caring whether so-and-so voted the “right way” on some particular issue.

This probably goes a long way in explaining why they abandoned Democrats. Given the struggling economy, there is a desire to do something different, regardless of whether or not it makes sense  – what Shankar Vedantam recently described as “action bias.” But it also means that they could turn just as quickly against Republicans, as they have in the past.

The lack of ideological attachment also suggests that while vague sloganeering against “big government” may make a good rallying cry, in all likelihood, few of these performance-based voters care all that passionately about the size of government.  Rather, they are latching onto the most available explanation for the current sorry state of affairs. In their gut, they sense something is not working, but don’t have well-formed theories about what, exactly, it is that is not working. And, of course, they’d be hard-pressed to lay out exactly what they’d cut. They are not ideological crusaders. They are just generally cranky.

Expanding to the weak partisans – the so-called “Disaffected Republicans” and “Doubting Dems” – widens the category to bring in both the Republicans who probably dropped from the GOP column in 2006 and 2008 and either voted Dem or stayed home, and the Dems who are presumably crossing over or staying home this time  (only 23 percent of the so-called “Doubting Democrats” told Pew that Obama’s policies have made economic conditions better, as compared to 50 percent for partisan or shadow Democrats).  The weak partisans are more cynical and more anti-politician than their shadow partisan counterparts, and are accordingly probably more susceptible to the “throw the bums out” mood than their shadow partisans, who maintain a more interest in candidate positions and ideology.

Obviously, there is a mood of unusual restlessness in this country. This election marks the first time in almost 60 years that THREE consecutive elections resulted in House pick-ups of 20 or more seats for one party or the other (Dems picked up 31 seats in 2006, and 21 in 2008). One has to go back to 1952, when Republicans picked up 22 seats, marking the then-fifth consecutive House election of 20+ seat swings.

It’s also worth noting that 74 percent of independents now support the idea of a third party, up from 56 percent in 2003, and almost two-thirds (64 percent) of independents think that, “both parties care more about special interests than average Americans.” (Of course, it’s not just independents who want a third party – it’s also 47 percent of registered Republicans and 45 percent of registered Democrats, and overall, 58 percent of Americans who feel the two-party system is not providing adequate representation.)

So how can Democrats win back and re-mobilize these perpetually disaffected and disengaged types who broke for the Democrats in 2006 and 2008, and then either turned Republican in 2010 or just stayed home?

Partially, they just have to be patient and mature, since two big things are likely to happen in the next two years that will benefit them:

  1. The economy is likely to improve, and Obama and the Dems should be able to take credit for this if they manage their communications strategy correctly, which will help with the performance-based calculus of these voters.
  2. Republicans are likely to over-reach politically and spend too much time blocking administration initiatives, and holding investigations that lead nowhere. This may play well with the base, but it is unlikely to impress the non-ideological independents who are more interested in whether something is being done to help them pay their mortgage or get a job. If Obama and the Dems can offer a problem-solving oriented contrast to the ideological rampage of angry Republicans, they will benefit from looking like the adults in the room, just as they did in the 2008 election.

Will this be enough by itself to win back the sliver of disaffected independents who hold the keys to the balance of power? Maybe so, but maybe not.

To the extent that Obama and the Democrats want to win back the lost independents, they need to do their best to show them that they are reasonable, interested in making government work, and capable of making government work.

There will be great pressure, no doubt, from those who want Obama to draw a clear distinction with Republicans by pushing a more clearly left agenda. While this may excite the 20 percent or so of the electorate who are true liberals, it will all but ensure the kind of partisan gridlock that makes disaffected independents disaffected in the first place, further turning them off from politics (and making base voters even more important, which would be stupid, since the Republican base is bigger).

These swing independents don’t care much about ideology. They don’t pay attention to it, and they don’t vote on it. They care whether things are getting better and whether the folks in Washington look like they are trying to make things work.

There are plenty of sensible, centrist initiatives on important issues like energy, education, taxes, and infrastructure that we at PPI will be exploring over the next several months. We believe these solutions are both good policies and good politics for the same reason – because they are moderate approaches that can work, and in the process show some enough of the disaffected, non-ideological independents that Democrats are the party who is actually serious about governing.

The Politics of Compromise

Wednesday, November 3rd, 2010
Lee Drutman



Lee Drutman is a senior fellow and the managing editor for the Progressive Policy Institute.

by Lee Drutman

President Barack Obama, and Democrats in general, remain dogged by the question of whether they compromised too much and got too little in return.

The critique is familiar: There was no point in reaching out to Republicans; Obama should have come out swinging and browbeat moderates into more sweeping health care reform and a bigger stimulus — exciting the base. Now, the base is depressed, and the resulting enthusiasm gap is likely to spell defeat for Democrats. But this is shortsighted.

Continue reading at Politico

Photo credit: Chris-Harvard Berge