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January 2006 Issue
Feature 1

STAGGERING
CONSEQUENCES

Feature 2

THIS LAND IS
WHOSE LAND?

Editorial

EDITORIAL

Wisconsin Favorites

Wisconsin Favorites
Lighthearted Learning
in La Crosse

ARCHIVES

 

 

 

 


Staggering Consequences
A well-Intended Law Delivers the Goods—for a Few

When Congress approved the Staggers Rail Act 25 years ago, the intention was to enhance the financial health of America’s railroads and in so doing, ensure the continued presence of multiple rail-transport providers. Competition and available, affordable service for businesses and industries requiring long-distance delivery of bulk materials was the expected result.

It hasn’t worked out that way. Last October, the federal Department of Transportation’s Surface Transportation Board (STB) convened a meeting to celebrate the Staggers Act’s 25th anniversary and review its performance, but CEO Glenn English of the National Rural Electric Cooperative Association (NRECA) brought bad news.

English noted “the dismal experience” of cooperatives and other businesses held “captive” in an uncompetitive marketplace with fewer than one-fifth the number of major railroads that operated in 1980. Though the STB and its predecessor, the Interstate Commerce Commission, were to protect shippers lacking competitive alternatives, English said the agencies have failed to do so. “In addition to exorbitant rates, captive shippers often receive poor service and suffer from a lack of rail capacity,” he said.

The consequences—financially muscular railroads insulated against competition and charging inflated rates that must be passed along to consumers—have now escalated to the point of being economically destructive.

Costs and Constraints

This year, Dairyland Power Cooperative—provider of wholesale electricity to three-quarters of Wisconsin electric cooperatives— will pay about $80 million for the delivery of about $35 million worth of coal. The rail charges that account for most of the expense will be 93 percent higher than for 2005.

That Dairyland’s rail service providers—the Union Pacific and Burlington Northern Santa Fe—feel so little restraint on their ability to raise rates is only part of the problem. While they’re charging more to do it, the railroads have been delivering less coal than utilities require to maintain desired reserves.

Two major derailments occurred in Wyoming last May. They were attributed to soft track conditions, possibly caused by coal dust infiltrating the gravel ballast supporting the ties. The UP and BNSF launched a crash program of maintenance and repair on the 102-mile stretch of Wyoming track they operate jointly, but in November, work was suspended for the winter, won’t resume until spring, and there’s a lot more to do.

If all was as it should be, about 65 trains each day would depart Wyoming’s Powder River basin with low-sulfur coal for Eastern utilities. As things are, the railroads typically fall short by about a half-dozen trains. According to Dennis Rackers, Dairyland’s director of procurement, the immediate consequence in 2005 was the delivery of about 25 million fewer tons shipped than scheduled. That’s the equivalent of 16 plants like Dairyland’s 368-megawatt J.P. Madgett station getting no coal at all.

And though the derailments and subsequent maintenance-imposed constraints occurred less than a year ago, lagging shipments are not so new. According to Rackers, “Utility coal inventories have been declining since 2002 because of transportation deficiencies, and generators all over the U.S. have been curtailing coal-based generation.”

Last November, John Holt, NRECA’s senior manager for generation and fuels, told a gathering of co-op leaders in Minneapolis that many Midwestern utilities had been shutting down coal-fired plants at night and buying spot-market power.

The Ripple Effect

When power producers have to supplement or replace their own generation with electricity purchased on the spot market, they pay a higher price and so, sooner or later, will consumers.

To complicate things, when a power producer buys on today’s spot market, the electricity will likely have been produced in a non-utility-affiliated merchant plant, built during the 1990s’ industry-restructuring boom and fueled with natural gas.

As this edition of Wisconsin Energy Cooperative News went to press, natural gas was trading at about $15 per therm, three times the price of just a couple of years ago. One reason is the temporary loss of a large share of the nation’s natural gas production due to hurricane damage last fall. Another reason is the use of natural gas to fuel more than 90 percent of the electric generating capacity built in this country over the past 15 years.

Utilities being forced to pay twice what they paid a year earlier to ship fuel presents a problem for consumers. The inability to replenish fuel inventories in a timely way presents another potential problem for consumers and utilities alike, especially when the utility is a cooperative, owned by the consumers. And replacing less expensive generation with facilities that burn the most widely used home-heating fuel in the United States is a recipe for sustained high natural gas prices.

Hardly anything happens for just one reason, but non-enforcement of the Staggers Act language intended to protect captive shippers has left the door open for consequences described most concisely by John Holt last fall: “High rates, and a take-it-or-leave-it attitude.”

The Dakota, Minnesota and Eastern Railroad is seeking to extend its service from the Powder River Basin to the Mississippi at Winona. That would add a competing provider, but according to Holt, not before 2010. The STB approved the project in 2002, but it’s been stalled by litigation and remains under environmental review.

Meanwhile, antitrust and STB-reform legislation is pending, and the most available remedy is another appeal to Congress.—Dave Hoopman

 

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This land is WHOSE land?
Co-ops host property-rights debate

Given the all-encompassing authority we permit the Supreme Court of the United States to wield over our day-to-day conduct as a society, it’s perhaps surprising that the number of its decisions most of us are able to identify by name can typically be counted on a single hand with fingers to spare. To the very short list of cases widely recognized, the court added one last June.

In Kelo v New London, a 5–4 court ruled that economic development was a sufficient “public purpose” for the City of New London, Connecticut, to hand over the residential property of Susette Kelo and 14 other homeowners to a private developer with plans for a conference hotel, office space, and marina.

In the main dissenting opinion, Justice Sandra Day O’Connor (joined by Chief Justice Rhenquist and Justices Thomas and Scalia,) wrote, “Under the banner of economic development, all private property is now vulnerable to being taken and transferred to another private owner, so long as it might be upgraded.” Later, the justices make clear their concern that “upgraded” will in many if not most cases be taken simply to mean more productive of tax revenues.

The decision and its aftermath still generate headlines. From coast to coast, state and federal lawmakers have introduced bills restricting the condemnation power. Analyzing the implications, the Wisconsin Electric Cooperative Association (WECA) recognized a two-edged sword.

Eminent domain can be a necessary last resort in siting electric transmission corridors, WECA Statewide Manager David Jenkins told a conference of energy producers and consumers last October. But what happens when a utility that benefits from eminent domain then asks for a super-return on rates, he asked.

“The more a transmission line looks like a private investment instead of a public good, the more we undermine the legitimate use of eminent domain,” Jenkins said.

By then, Kelo had been chosen as the “Great Debate” topic for the November 2005 annual meeting of the Wisconsin Federation of Cooperatives, and two exceptional advocates had been recruited.

Pros Weigh Pros and Cons

Lee McGrath, founder of the Minnesota chapter of the Institute for Justice, would argue against the court’s Kelo decision. The Washington, D.C.-based Institute provided legal counsel for Susette Kelo in the Supreme Court proceedings.

Andrew Phillips of Stadler, Centofanti and Phillips S.C., in Mequon, has represented the Wisconsin Counties Association for more than 10 years and has argued numerous cases before the Wisconsin Supreme Court. He would defend the Kelo ruling.

As Federation staff carried in dozens of extra chairs for the good-humored but largely unsympathetic overflow crowd, Phillips gamely acknowledged his predicament in “defending a position that’s polling at about 10 percent.”

But he declined to play the underdog. Phillips said the adverse reaction to Kelo stemmed from several myths, chiefly that the decision broke new ground. Fifty years of precedent say eminent domain is acceptable in promoting economic development, which is “a traditional and long-accepted function of government,” he said.

In New London, Phillips argued, “a proactive municipality is seeking to remedy unemployment” with a plan that’s expected to create more than a thousand jobs.

McGrath countered that a 1795 Supreme Court decision referred to eminent domain as “the despotic power,” saying he was “pleased to argue for less despotism rather than more despotism.”

The Constitution’s Fifth Amendment, McGrath said, permits takings only for a “public use,” meaning the public must own, use, and have access to the taken property. “Only lawyers would call a private use a public use,” he said.

Troubles Ahead?

The debaters anticipated different sets of problems, depending on reactions to Kelo. Legislation that would “hamstring people and local elected officials” could have the perverse effect of sparking more litigation in such cases, Phillips said, asking, “Do you want the Supreme Court making local land-use decisions?”

McGrath cited a more basic concern, warning that behind the fig leaf of economic development, officials could use eminent domain to “rain favors on the politically well-connected,” playing the role of “Robin Hood in reverse.”

Neither pronounced the status quo satisfactory. Phillips suggested procedural and compensation reforms could make the exercise of eminent domain more acceptable but advised, “let’s not overlegislate,” advocating local decision-making and noting the impossibility of foreseeing every circumstance.

McGrath responded that New London followed “marvelous procedures,” however, “City planners start with a clean sheet. They know where they want to go and they won’t let anyone’s private property get in their way.”

In the end, most of the audience clearly would have agreed with Justice Thomas, who added a separate dissent.

Thomas found it ironic that the standards government must meet before searching a home are tougher than those required for seizing it. “Something has gone seriously awry with this Court’s interpretation of the Constitution,” he wrote. “Though citizens are safe from the government in their homes, the homes themselves are not.”—Dave Hoopman

 

 

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EDITORIAL
by Perry Baird

Communicate Captives’ Case

Delegates at the recent Wisconsin Federation of Cooperatives annual meeting sign letters to congressional leaders urging support for the rail-reform bills.

Electric cooperatives need your help pushing federal legislation that could control one of the greatest expenses impacting monthly energy bills.

If you haven’t yet experienced a dramatic jump in electricity rates, you almost certainly will before too long. As we’ve reported recently, a major share of blame for burgeoning bills can be leveled at railroads, which have used arbitrary and discriminatory pricing to drive up the cost of shipping coal to Midwestern power plants. The resulting hikes in wholesale electricity prices are now finding their way to local distribution cooperatives and to you, their consumers. We’d like you to help by contacting your members of Congress.

Rail Receives Rate Rap

First, some background. Our feature on page 10 references “staggering” economic consequences of legislation that unwittingly set the stage for rate abuse by the very companies it sought to help. Rail-industry deregulation provided for by a 1980 law was designed to bolster then-bankrupt rail companies and ultimately enhance competition.

Instead, competition has been eliminated through the merging of railroads, and a culture of excessively charging shippers that have no other transportation options—captive shippers—has flourished. As the story relates, railroad maintenance and service have also deteriorated as railroad profits have soared. (See www.wecnmagazine.com archives from September and December 2005 for related articles and commentaries.)

Wisconsin Congressman Mark Green has authored a bill (H.R.3318) to eliminate the exemption from federal antitrust law currently enjoyed by the railroads. Congresswoman Tammy Baldwin of Wisconsin is a co-author. Two other bills (S.919 and H.R.2047) directly address the rate-setting procedures of railroads and eliminate barriers to competition that exist between large and smaller rail companies.

A Call to Correspond

To gain some momentum for these three bills, we need to urge other Wisconsin representatives and senators to become sponsors. Personal messages via e-mail, phone, and fax are most timely, since stamped letters are delayed by a security screening process. But even hand-written cards requesting sponsorship of the bills are important to this effort to control spiraling rates. Following is contact information for Wisconsin lawmakers:

Senators: Senate Office Building, Washington, D.C. 20510

  • Herb Kohl (kohl.senate.gov) Ph 202/224-5653,
    Fax 202/224-9787
  • Russ Feingold (feingold.senate.gov) Ph 202/224-5323,
    Fax 202/224-2725

Representatives: House Office Building,
Washington, D.C. 20515

As the co-ops’ cartoon figure, Willie Wiredhand, notes on our cover, reining in the railroads could happen this time, and you all could be part of the solution by lending your voices. Please take the time to help.

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Lighthearted Learning in La Crosse

This is the month when the post-holiday letdown catches most people in its grasp, but if you’re near La Crosse, you’re in luck. Just load up the kids (or grandchildren or neighborhood gang) and head over to the Children’s Museum of La Crosse. The interactive exhibits there provide a family place “where children play to learn and adults learn to play.”

The Gertrude Salzer Gordon Children’s Museum (acknowledging a local philanthropist’s $1 million gift) occupies a 30,000-square-foot building in downtown La Crosse. It offers affordable and educational activities for children ages 12 and under and their adult companions. Three floors of exhibits provide adventures that stimulate exploration and imagination.

Some of the current exhibits—designed to be appropriate and appealing to children and their families—include those where kids can learn all about bridges and can control the flow of real water at the Mighty Mississippi exhibit. The youngest visitors can climb and touch in Wee Wonder World, pretend to be an airplane pilot or a firefighter, or discover an oak tree with lots of surprises.

Children can climb the challenging 28-foot Mt. LeKid climbing wall or “freeze” their shadows on the wall at Me & My Shadow. Whole families can learn together as they explore the inner workings of a giant heart, participate in a virtual reality activity called Xtreme Recycling, or appreciate the importance of dental care as they venture inside Open Wide, a giant mouth.

Each month, there are many special activities that also appeal to kids of all ages. Showings of videos are often available on days when the schools are closed for holidays. For a schedule, visit the museum’s web site. The museum also hosts birthday parties, class field trips, and even business meetings. Facilities include private party rooms and a theater. Visitors can also purchase educational toys and games in the “Ta-Da!” Gift Shop.

Whether you have a child who likes to learn while he or she plays, or whether you’re an adult who should learn how to play, the Children’s Museum of La Crosse has something for you.—Linda Hilton

The Children’s Museum of La Crosse is located at 207 5th Avenue South. Hours are Tuesdays through Saturdays, 10 a.m.–5 p.m., and Sundays from noon–5 p.m. The museum is closed Mondays and major holidays. Visit www.childmuseumlax.org or call 608/784-2652 for more information.

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©2008 Wisconsin Energy Cooperative News