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Editorials
The road to irresponsible debt PDF Print E-mail
News
Written by Ozaukee Press   
Wednesday, 14 October 2015 17:15

With highway projects stalled and infrastructure deteriorating, governor seeks to borrow more rather than using gas tax to fund road work

Raise our taxes . . . please!

That plea may not have quite yet reached the status of a rallying cry, but it is safe to say that many Wisconsin residents would prefer to spend a few dollars more per year in gas taxes rather than put up with deteriorating, congested and unsafe highways.

Yet there are no signs the governor or the Legislature will let the simple expedient of raising the gas tax by a few pennies be used to get deferred road maintenance done and delayed highway projects back on schedule.

The best Gov. Scott Walker can come up with is to ask the Legislature to approve borrowing another $150 million to get road projects that are on hold moving again. 

Last spring, lawmakers wisely refused to go along with Walker’s budget proposal for a staggering $1.3 billion in transportation borrowing,  and his latest attempt to fund highway work without raising revenue should be no more attractive.

The highway work—scores of projects to both increase highway capacity and rehabilitate crumbling infrastructure—can’t be done because the state government did not appropriate enough money for it. That failure is impacting every state resident. Putting taxpayers on the hook for the additional debt the governor proposes would be another failure—a failure of fiscal responsibility.

The obvious remedy is to raise the state gas tax, but the governor and some of his allies in the Legislature refuse on ideological grounds to consider it.

With gas prices hovering near their lowest level in many years, the gas tax can be increased without hardship on drivers. The nickel-a-gallon gas tax increase recommended by Transportation Secretary Mark Gottlieb last year would amount to only $27 per car on average per year, but would generate enough additional revenue to restart many highway projects.

Highway work should be paid for by highway users as the bills come due. Additional gas tax revenue can make that possible.

The gas tax isn’t the perfect answer. Owners of electric cars (about one-half of 1% of the cars on the roads), for example, don’t pay it. But it does the job, and until a fair and practical way to assess highway costs on a per-mile-driven basis is developed, it’s the best option available for keeping road infrastructure sound.

The fact that that option is not to be considered in Wisconsin defies understanding. The governor strutted his far-right conservative creds in his presidential campaign, making it clear that he is comfortable in the same political world as the aggressively conservative faction of Congress. Members of that Republican wing so abhor government borrowing that they’ve tried  to shut down the government to limit it.

Yet in Wisconsin, the governor promotes putting the state government deeper in debt rather than raising revenue for highways—debt whose principal and interest would be paid from the general fund, ensuring there would be less money available for education and state aid for local government in the future.

Some legislators have already weighed in on the mistake that would be. Said Sen. Howard Marklein, a Republican from Spring Green, “I don’t want to commit future revenue in the general fund that could be going for schools, UW, technical colleges and a lot of other good programs.”

It is a sad state of affairs when the choices facing the state are to do what the senator fears or live with failing transportation infrastructure.

All for lack of the will to add a nickel a gallon to the gas tax.

 
Anglers and ingrates PDF Print E-mail
News
Written by Ozaukee Press   
Wednesday, 07 October 2015 16:21

A police crackdown is needed on fishermen who are trashing a park that is revered for the austere beauty of its marine surroundings

Fishermen have it made in Wisconsin. This is a state that goes out of its way to support the noble sport of angling.

The Department of Natural Resources devotes an enormous amount of its own resources to making Wisconsin waters, including Lake Michigan, accessible for fishing and ensuring that those waters have plenty of fish, either from naturally reproducing populations or stocked from DNR fish hatcheries.

The DNR spends state taxpayer money to provide these services. It also leverages local tax revenue to support fishing by requiring that facilities on the water built with local funds be open for fishing if state grants helped pay for them. That is the case with popular fishing spots at the Port Washington harbor and Coal Dock Park. 

Some of the fishermen who benefit from this generosity, it turns out, are ingrates of a high order. They are trashing parts of this city’s beautiful lakefront.

A landscaped area is defiled by a pile of decomposing salmon and trout, left to rot after their roe had been removed. Coal Dock Park walkways and docks are painted with fish offal—literally blood and guts. Areas frequented by fishermen are thick with litter, including smears of salmon eggs used as bait and uncountable numbers of cigarette butts (courtesy of the subgroup of smokers who seem to regard littering public areas with the detritus of their habit as an entitlement). 

It goes without saying that most fishermen do not do things like this and anglers in general should not be judged by the behavior of these bad actors. The number of the latter may be small, but they are having an outsized effect on Coal Dock Park.

“They just have no regard for people walking through the park,” said Parks and Recreation Director Charlie Imig. “It doesn’t make the park a friendly place for residents or visitors or anyone. It’s horrible.”

This is a job for the cops, and they are on the case. Police Chief Kevin Hingiss promises tough enforcement of every ordinance that can apply to misbehaving fishermen. The DNR warden assigned to this area vows stringent enforcement of state fishing regulations, which it seems the fishing miscreants also violate frequently. 

Hingiss told Ozaukee Press that all of the citations issued by his department so far have been to people from out of the area—Kenosha, Racine, even Illinois addresses.

Port Washington wants visitors to enjoy its parks, but better that those who show their disrespect for these wonderful places with their garbage offerings stay home. 

The mess made by the fishermen stands out because it is so out of character with Coal Dock Park. The place is otherwise neat as a pin. Other people who come to experience this park rarely leave so much as a gum wrapper as evidence of their passing.

The park is new, only recently having been created on filled lakebed that was once home to a mountain of power plant-fueling coal. It is, at this stage of its development, basically just a large, flat green space, devoid of mature trees, with some walkways and boardwalks and the long namesake dock, and yet people have been flocking to it. On many summer days the parking lots were full.

People are drawn to this park that juts into Lake Michigan on a vast manmade peninsula simply to be close to the majesty of the lake—to be near the waves breaking on breakwaters and revetments, to watch the comings and goings of sea birds and boats and to savor the views all around, the endless sea, the lighthouse, the harbor seen from offshore and the pretty, tiered city beyond.

Coal Dock Park is testament to the great value people find in the public spaces Port Washington provides to experience the beauty of the water.

We’re pretty sure the fishermen who are trashing the park couldn’t care less about that. Everyone else seems to care a great deal about it.

 
Truck safety going in reverse PDF Print E-mail
News
Written by Ozaukee Press   
Wednesday, 30 September 2015 18:23

While statistics point to growing highway carnage caused by trucks, Congress talks about weakening truck safety regulations

It happened nine years ago but it still evokes horror.

At midday on a Saturday, northbound vehicles were stopped on I-43 a few miles north of Port Washington waiting to exit at Belgium to begin a detour around freeway lanes closed for construction.

A semi-trailer truck, its driver oblivious to signs warning of lane closures and to clear views of the stationary cars, drove his 80,000-pound rig into the line of stopped vehicles, killing two people in separate cars and seriously injuring two others. 

A photo in Ozaukee Press showed the cars as compressed masses of mangled metal barely recognizable as motor vehicles.

Investigators determined that the 37-year-old driver from Missouri, who had been behind the wheel for many hours, made no effort to slow the truck—it crashed into cars at its maximum governed speed of 70 mph. 

Two years later, in 2011, the driver was sentenced to five years in prison for his negligence.

The accident was horrific, and tragic for several families, but it was not the least bit unusual. Every year, on highways all over the country, people are killed or maimed by semi-trucks crashing into vehicles stopped or slowed on highways. They are among the many victims of the growing number of highway crashes involving large trucks.

Deaths from truck-related crashes increased by 17% from 2009, the year of the Belgium crash, to 2013. During the same period, deaths in car crashes decreased 3%. 

In a single year—2013—deaths in truck crashes in the U.S. totalled 3,964. 

According to the National Traffic Safety Board, one in eight of all fatal road accidents and 25% of fatal crashes in work zones, involve trucks. The numbers become more impressive when measured against the fact that trucks account for less than 10% of the miles traveled on U.S. roads.

So what is being done to give the American public additional protection from the growing menace of trucks operating dangerously on highways? As things stand, less than nothing.

Efforts to weaken federal safety regulations for trucks have been started in both houses of Congress. One bill would increase the number of hours truckers are allowed to drive from 70 hours every eight days to 82 hours in a week. Another provision would allow truck companies to seek exemptions from federal rules governing the amount of rest drivers must get. (In the case of the Belgium crash, prosecutors said the truck driver had falsified his log to hide the number of hours he had gone without sleep.)

Another measure in Congress would forbid the U.S. Department of Transportation to publish safety ratings of trucking companies. And then there’s the one that proposes to lower the minimum age for interstate truck drivers from 21 to 18. 

There is also a move afoot to allow longer, heavier trucks.

It is no surprise that these attempts to weaken federal safety rules for truckers come at the behest of lobbyists doing the bidding of the trucking industry. They are finding a fertile environment for their solicitations in a Congress in which so many members have demonstrated contempt for federal regulations as needless inhibitions on the market.

It would be comforting to think the anti-regulation crowd learned something last week about the need for regulation and the folly of corporations being allowed to make their own rules concerning safety and the environment from the Volkswagen scandal in which the world’s largest automaker installed software to disguise the polluting emissions of its diesel vehicles. 

A sign of a waking-up Congress would be passage of a comprehensive highway funding bill that includes more stringent truck safety regulations instead of the watered down measures currently proposed 

Huge trucks in large numbers are a reality on our highways. They are an economic necessity—they transport more than two-thirds of all domestic freight—and they are inherently dangerous. The federal government owes its citizens effective regulations to counter the increasing highway carnage for which trucks are responsible.

 
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