Tag: infrastructure

Rail Cars Carrying Hazardous Material Derail and Catch Fire in North Dakota

Rail cars carrying hazardous material that derailed early Friday were still burning more than 12 hours later in a remote area of North Dakota, but officials said no one was hurt and the threat to those living nearby appeared to be minimal.

Twenty-nine cars of a CPKC train derailed around 3:45 a.m. in a marshy area surrounded by farmland that’s about 140 miles (225 kilometers) northwest of Fargo, said Andrew Kirking, emergency management director for Foster County.

By late afternoon Friday, responders were able to “go on the offensive” in fighting the flames and have had “some success knocking the fire down,” Mr. Kirking said. With water on both sides of the tracks, officials were still working to get equipment close enough.

The cars were carrying anhydrous ammonia, sulfur and methanol, said Bill Suess, spill investigation program manager for the North Dakota Department of Environmental Quality. The ammonia was the biggest risk, but wind was carrying the smoke away from the nearby town of Bordulac, which has about 20 residents.

“Wind has been in our favor on this,” Mr. Suess said. “That risk has greatly subsided. Still there—as long as fires are burning.”

Keep reading

High-Speed Rail in USA: An Expensive Tax Burden and Inefficient Solution for America’s Travel Infrastructure

For some reason, high-speed rail is a hot-button issue for liberals and a frequent point of criticism from Chinese communist propaganda and Europeans when they attack the U.S.

“How can you call yourself a developed country when you don’t have high-speed rail?” they ask. The reality is that high-speed rail would be more expensive and less efficient than our current travel infrastructure.

High-speed rail works in Europe and China because of government subsidies, higher taxes, and because people typically travel shorter distances and have fewer travel options.

The U.S. has more cars per capita, more highways, more airports, and more railroads than China or the EU. Additionally, Americans prefer to drive on trips up to 500 miles so they can have their car when they arrive and take the whole family for one price. For longer trips, Americans prefer flying because even high-speed rail is slower.

The US is extremely developed and has a culture of independence. Car ownership is more prevalent in the US than anywhere else, with 860 cars per thousand people, compared to 627 in Germany, 544 in Sweden, and 223 in China.

Not only does America have more cars per capita, but we also have more highways. The US National Highway System comprises 164,000 miles of highways, equipped with rest stops, gas stations, McDonald’s, hotels, and other amenities.

In contrast, China has 105,073 miles of highways, meaning the US has 56% more, despite China’s population being more than three times that of the US. And, good luck finding bathrooms and rest stops on China’s highways.

Keep reading

THREE YEARS LATER: Biden’s Multi-Billion Dollar Plan to Connect Rural Americans to High Speed Internet Has Connected ZERO People

In 2021, the Biden administration hyped a multi-billion dollar plan to connect rural Americans to high speed internet.

Three years later, ZERO Americans have benefited from this plan.

This could have actually been a popular issue for Biden but his administration completely dropped the ball by miring the program in red tape and regulations.

The FOX Business Network reports:

FCC commissioner hits Biden admin for $42 billion in unspent high speed internet funds

The senior Republican on the Federal Communications Commission (FCC) is blaming the Biden administration for a lack of high-speed internet projects that were approved under the Infrastructure Investment and Jobs Act, comparing the situation to the dearth of electric vehicle charging stations that were also supposed to be built with the funds.

“In 2021, the Biden Administration got $42.45 billion from Congress to deploy high-speed Internet to millions of Americans,” GOP-appointed Commissioner Brendan Carr wrote on X last week. “Years later, it has not connected even 1 person with those funds. In fact, it now says that no construction projects will even start until 2025 at earliest.”

Commenters on social media noted that the funds were allocated to the states, arguing the Biden administration is not responsible for any delays. But Carr says it is the Biden administration that is holding up progress.

“There’s no question that the 2021 law put some process in place, but the Biden administration decided to layer on top of that a Byzantine additional set of hoops that states have to go through before the administration will approve them to actually get these funds and start completing the builds,” Carr told FOX Business in an interview.

What have they been doing this whole time?

Keep reading

Missouri v. Biden Lawsuit Discovery: Biden Regime Designates YOUR THOUGHTS as Part of Government Infrastructure – They Call It “Cognitive Infrastructure” and They Believe It Is Their Right to Control It

The Gateway Pundit previously reported in May that then Missouri Attorney General Eric Schmitt, along with Louisiana Attorney General Jeff Landry,  filed a lawsuit (Missouri v. Biden) against the Biden Administration, including Biden himself, Anthony Fauci, the Department of Homeland Security, and nearly a dozen federal agencies and Secretaries.  Schmitt has moved on to represent Missouri in the US Senate.

The suit alleges a massive coordinated effort by the Deep State (permanent administrative state) to work with Big Tech to censor and manipulate Americans – from average citizens to news outlets – on issues including the Hunter Biden Laptop from Hell, 2020 Election Integrity, COVID-19 origin and extent skepticism, COVID-19 vaccine skepticism, among other issues.

The Gateway Pundit reported back in August 2022, that TGP’s Jim Hoft himself became the lead non-governmental plaintiff in the lawsuit against the government.

Tracy Beanz at UncoverDC has been closely following the Missouri versus Biden case for several months now.

On Wednesday Tracy posted on recent findings in the case.  The most shocking item discovered is that the Biden regime designates YOUR THOUGHTS as part of the government infrastructure.  They call it the “cognitive infrastructure” and they believe that they have the right to control it.

Talk about Orwellian!

These lawless beasts believe they have the right to control your thoughts.  And that is exactly what they have been doing.

Keep reading

Minnesota Republicans Warn Of ‘Blackouts And Brownouts’ From Marijuana Cultivation’s Energy Use

Two Minnesota Republican state lawmakers are claiming that home cultivation of cannabis as the result of the legalization law enacted by the Democratic legislature and governor last year could lead to a power failure as grow lights put an overwhelming strain on the state’s electrical grid.

“Now, I hope most of you are not familiar with the marijuana grow operation,” Rep. Paul Novotny (R) said at an event last weekend, “but I will tell you that it takes a ton of electricity.”

“Get ready for blackouts and brownouts. That’s what’s going to happen,” added Sen. Eric Lucero (R), who called cultivation under the law “unsustainable.”

As noted by Heartland Signal, which reported on the event, some states that have legalized marijuana, such as Massachusetts and Illinois, have taken steps to regulate energy use. Many, however, have done little to curb power consumption, according to a New Frontier Data report in 2018 that found that cannabis cultivation in the U.S. consumed about as much energy as the country’s Starbucks stores.

In addition to grow lights, indoor cultivation can also require various temperature and humidity controls, which also consume electricity.

Keep reading

Feds To Spend Hundreds of Millions of Dollars on E.V. Chargers in ‘Disadvantaged Communities’

Last week, the White House announced that the Federal Highway Administration (FHWA) would issue $623 million in grants for states to build chargers for electric vehicles (E.V.s). The money comes from the Charging and Fuel Infrastructure Discretionary Grant Program, a $2.5 billion fund established as part of the 2021 Infrastructure Investment and Jobs Act. According to the announcement, the project “will fund 47 EV charging and alternative-fueling infrastructure projects in 22 states and Puerto Rico, including construction of approximately 7,500 EV charging ports.”

Unfortunately, that money is unlikely to go as far as it would have in private hands. “The CFI Program advances President Biden’s Justice40 Initiative, which set a goal that 40% of the overall benefits of federal investments flow to disadvantaged communities that are marginalized by underinvestment and overburdened by pollution,” bragged the FHWA press release. “More than 70% of the CFI funding announced today will support project sites in disadvantaged communities.”

As an example, it notes “$1.4 million to the Chilkoot Indian Association, an Alaska Native Tribe, to build an EV charging station in Haines, a rural and disadvantaged community where there are no publicly available EV charging stations.”

Haines is in Haines Borough, Alaska, which has a population of just over 2,000 people.

It’s hard to imagine that “disadvantaged” communities would buy E.V.s if only there were public charging stations available. A November survey from S&P Global Mobility showed that potential buyers cite high E.V. prices as their primary concern, higher than concerns about range or charging infrastructure. And while E.V. prices have declined in recent years, the average new electric vehicle still costs around $50,000.

Not that this is the first instance of poorly planned government spending on E.V. infrastructure. Last month, Reason reported that even though the federal government had dispensed $2 billion out of the $7.5 billion apportioned by the Infrastructure Investment and Jobs Act to build public charging stations, no chargers funded by the cash had come online. Speaking to Politico‘s James Bikales, state and E.V. industry officials blamed “the difficulties state agencies and charging companies face in meeting a complex set of contracting requirements and minimum operating standards for the federally-funded chargers.”

“The barrier isn’t technological,” The Wall Street Journal‘s editorial board noted this week. “It took Tesla less time to install 80 chargers at its Harris Ranch station in northern California.” Rather, “the bureaucrats are getting in their own way.”

Keep reading

Philadelphia Relies on Private Sector Chargers To Charge City-Owned E.V.s

Last week, Philadelphia’s NBC10 reported that city-owned electric vehicles frequently queue up at public charging stations along with everyday motorists, causing longer wait times for all. Reporters visited charging stations numerous times during work hours and routinely found city employees either waiting in line for a charger or waiting for their vehicle to finish charging, which can take up to an hour.

Some city employees told NBC10’s Claudia Vargas that they used the downtime to catch up on paperwork, while others sat in their cars apparently watching videos on their phones. Inspectors with Philadelphia’s Department of Licenses and Inspections (L&I) spend their workdays going to buildings and job sites, and any time spent waiting to charge is wasted.

Motorists complained about having to wait in line along with workers drawing a city salary, with one noting that city vehicles should “have a way to charge overnight in like their own facility.”

“It turns out they do,” Vargas reported. Philadelphia has 107 chargers to serve its fleet of 261 electric vehicles, but the chargers are poorly apportioned. NBC10 found that many of the city’s chargers are located at city-owned repair facilities, while others are installed at police departments and prison complexes that have no electric vehicles.

L&I has 115 E.V.s—more than any other department in the city—yet it has no chargers at any of its buildings or facilities. Instead, the city contracts with EVgo, a private company that operates charging stations across the country. The result: city employees spending a portion of each workday sitting in their cars, making other motorists wait longer.

Worse, charging during the workday means the city pays peak charging rates. If the fleet were able to charge overnight at city facilities, rates would be lower as there is less demand for electricity.

Keep reading

How Biden Hobbled His Own Infrastructure Push

With President Joe Biden’s poll numbers continuing to sag and most Americans still dour about the state of the economy, the White House is understandably trying to change both narratives by pointing to the supposedly transformational benefits of Biden’s 2021 infrastructure spending package.

There’s just one little problem with that plan: finding actual evidence.

Biden is frustrated about how long it is taking to turn that $1 trillion into new construction sites that would serve as convenient backdrops for reelection campaign press conferences, according to CNN. “There’s immense frustration” in the fact that it could be years before some communities see real benefits from the tranche of spending that Biden and Congress authorized two years ago, one unnamed White House official tells CNN.

“He wants this stuff now,” says another.

Impatient children have only another few days to wait for Christmas, but Biden will likely be waiting quite a bit longer to see any significant benefits from the infrastructure bill. Too long, perhaps, given that the clock is ticking rapidly toward the 2024 presidential election.

Some of the reasons are beyond the president’s control, of course. The government is simply not very efficient at doing much of anything, and major infrastructure projects take time to plan, organize, and execute. You can’t actually fix anything by simply dumping money on it, no matter how many times that approach is tried.

However, Biden does bear significant culpability for at least some of the delays that are now frustrating his White House and campaign teams. From the tightening of “Buy American” rules for federal procurement to mandates that limit the ability of nonunion construction shops to bid on these projects, the infrastructure bill Biden signed in November 2021 is loaded with provisions that were always going to slow its implementation and limit its effectiveness.

The outcome was predictable from the start. “Making waivers for Buy America provisions harder to obtain reveals the contradictory aims of Biden’s infrastructure policy,” Reason‘s Christian Britschgi wrote in April 2022. “The president wants to make ‘historic’ investments in infrastructure, but he’s also deeply committed to regulations that ensure those investments will buy as little infrastructure as possible.”

Rules requiring contractors to use American-made stuff in federally funded projects have been on the books for decades. That’s one of the reasons why American mass transit projects are much more expensive than similar projects built in other parts of the world. The infrastructure bill doubled down on those problems by expanding those requirements to cover even basic materials like copper wiring, drywall, and lumber.

“The quick implementation of Buy America requirements for such a broad range of materials will cause delays in project delivery while states, contractors, manufacturers, and suppliers continue working to determine how best to track and verify these materials,” Washington state Secretary of Transportation Roger Millar warned federal officials in a letter last year.

Keep reading

Congress Spent $7.5 Billion on E.V. Chargers. After 2 Years, None Are Built.

President Joe Biden has made a transition to electric vehicles (E.V.s) a key part of his presidency, spending billions of dollars both to help companies build them and to help customers afford them.

The 2021 Infrastructure Investment and Jobs Act included $7.5 billion to build 500,000 public charging stations across the country. Under the program, states can qualify for as much as 80 percent of the cost to build chargers and bring them online. But as Politico reported this week, not a single charger funded by the program is yet operational.

It’s the latest setback as Biden attempts to change consumer preference by force rather than allowing the free market to innovate its way there.

Earlier this year, the Environmental Protection Agency mandated that by 2030, half of all vehicles sold in the U.S. must be electric. This will require an enormous ramp-up in resources, especially around charging infrastructure. As Politico notes, “consumer demand for electric vehicles is rising in the United States, necessitating six times as many chargers on its roads by the end of the decade, according to federal estimates.”

Other estimates are even more dire: In January, Stephanie Brinley at S&P Global Mobility wrote that “even when home-charging is taken into account, to properly match forecasted sales demand, the United States will need to see the number of EV chargers quadruple between 2022 and 2025, and grow more than eight-fold by 2030.” As of this writing, there are just under 158,000 public chargers, meaning there may need to be more than 1 million to support the Biden administration’s timeline.

The federal program is off to a slow start: Politico reports that while more than $2 billion has been given out, only two states—Ohio and Pennsylvania—have actually broken ground on chargers, while just six others have awarded contracts. Fewer than half of U.S. states have even submitted a proposal for funds.

What’s the hold-up? “The slow rollout…primarily boils down to the difficulties state agencies and charging companies face in meeting a complex set of contracting requirements and minimum operating standards for the federally-funded chargers, according to interviews with state and EV industry officials,” the article notes.

Even with federal funds, part of the problem may also be cost, because the chargers are quite expensive to build and maintain. The types of chargers mentioned in the law are either Level 2 or Level 3, also known as Direct Current Fast Charging (DCFC). Level 2 chargers use alternating current electricity and take between four and 10 hours to charge an E.V., while DCFCs use direct current and can charge an E.V. in less than an hour.

Any long-term solution would prioritize DCFCs—no road-tripper will want to wait all day for their car to charge when fueling up a gas burner takes minutes. But DCFCs are considerably more expensive to install: A 2019 study by the Department of Energy found that while Level 2 chargers can cost up to $6,500 to install, DCFCs can cost as much as $40,000. Depending on factors like hardware costs, other estimates have put the price between $50,000 and $100,000.

Maintaining the faster chargers can be quite expensive as well. Mark Mills, a senior fellow at the conservative Manhattan Institute, wrote in August 2022 that a single DCFC “requires electrical infrastructure equivalent to that needed for 10 homes.”

And yet the Biden administration is plowing ahead, apportioning billions of dollars for states to build exorbitantly expensive chargers and requiring half of all cars to be electric by 2030, even as E.V. demand has softened in recent months. In surveys, consumers indicate that higher prices have eclipsed range anxiety as the primary source of their hesitation.

“Implementation is everything,” says Bill Klehm, a former Ford Motor Co. executive who is now the CEO of e-bike manufacturer eBliss. Klehm sees “a lack of true coordination with industry and local government.”

Keep reading

UN & Bill Gates Launch “50in5” Global Digital Infrastructure Plans

Last week the United Nations Development Program officially launched their new initiative promoting “Digital Public Infrastructure” (DPI) around the world.

The “50in5” program – so-called because it aims to introduce DPI in fifty countries in the next five years – began with a live-streamed event on November 8th.

For those of you unsure what “Digital Public Infrastructure” is, the 50in5 website is quite clear:

Digital public infrastructure (DPI) – which refers to a secure and interoperable network of components that include digital payments, ID, and data exchange systems.

There’s nothing new there, for anyone who has been paying even the slightest bit of attention. Digital identity and digital payment systems are self-explanatory (and we’ve covered them before). “Data Exchange Systems” essentially means national governments will share identity and financial records of citizens across borders with other nations, or indeed with global government agencies.

The key word is “interoperable”.

As we have written before, the “global government” won’t be one single health care system, identity database, or digital currency – but dozens of notionally separate systems all carefully designed to be fully “interoperable”.

As well as being a project of the UNDP, UNICEF, and the Inter-American Development Bank, the 50in5 is funded by various globalist NGOs and non-profits including the Bill & Melinda Gates Foundation and (indirectly through an NGO called “Co-Develop”) the Rockefeller Foundation.

The eleven counties taking part in the program so far are Bangladesh, Brazil, Estonia, Ethiopia, Guatemala, Moldova, Norway, Senegal, Sierra Leone, Singapore, Sri Lanka, and Togo. A careful spread from every continent, including first, second, and third-world nations.

It is a list noteworthy for including NATO, EU, and BRICS members. Interesting implications on supposed “multipolarity” there.

In related news, on the exact same day the 50in5 program launched, the European Parliament and Council of Europe agreed on a new framework for a region-wide European Digital Identity (eID) system.

Keep reading