The Senate on Wednesday formally appointed the members of 13 of its permanent committees and elected their chairpersons, kicking off legislative work for the next two years. Former President Jair Bolsonaro’s Liberal Party will not lead a single committee in the upper house.
Most bills are debated and voted on in committees before being brought to the floor for a vote. Committees also hold public hearings, some of which are not necessarily on bills.
Formally, party leaders assign members to the committees on a proportional basis: parties with larger benches get more seats. Then the members of each committee vote in secret to elect a lawmaker to chair the committee for two years. In practice, however, committee leaderships are negotiated in advance and chairpersons are elected by acclamation at the beginning of the committee’s first meeting.
Such was the case on Wednesday with Senator Davi Alcolumbre, who was re-elected as chairman of the Constitution and Justice Committee (CCJ), the most powerful committee in the Senate. The CCJ must approve all bills before they can go to the floor for a vote, and it holds confirmation hearings for Supreme Court nominees.
Senator Renan Calheiros, a key ally of President Luiz Inácio Lula da Silva, was elected to head the Foreign Relations Committee, which holds confirmation hearings for people assigned to lead Brazil’s embassies abroad.
Senator Vanderlan Cardoso was elected to head the Economic Affairs Committee, a key body as the Lula administration prepares to present proposals on tax reform and a new fiscal framework this year.
Meanwhile, the House has not yet scheduled similar sessions to set up its own committees. Congressman Kim Kataguiri told The Brazilian Report that this has hindered the legislative process. “Most of the legislative work takes place in committees, which means that the work of Congress is paralyzed,” he said. “Dozens of reports on bills I’ve authored are ready to be voted on, but have been stalled because committees have not yet been formed.”
Congressman Ricardo Barros, who served as the Bolsonaro administration’s chief whip, said that defining the committees is simply a matter of reaching agreements between the parties. “Ideally, everyone should be comfortable [with the assignments], even if it takes time”.
Among the Senate’s 14 official standing committees, the Ethics Committee, which deals with matters related to the conduct of lawmakers, is not included. The committee’s last meeting was held in 2019, despite Senator Chico Rodrigues being the target of a Federal Police investigation in 2020.
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DAS BESTE KARTOFFELREZEPT, das ich je gegessen habe! Fügen Sie einfach Pilze zu Kartoffeln hinzu! Es ist so lecker, dass meine Familie mich immer wieder bittet, dieses Kartoffelgericht zu machen. Ich füge Kartoffeln oft Champignons und Eier hinzu und bekomme die leckersten Kartoffeln! Das Rezept ist einfach und schnell zubereitet! Machen Sie das beste Kartoffelrezept, indem Sie einfach Pilze und Eier hinzufügen. Kartoffeln mit Pilzen sind saftig und duftend!
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The agency that runs Metro Transit, the Metropolitan Council, voted unanimously last Wednesday to advance a contract with a Philadelphia-area security firm, Allied Universal, to provide security services for six of its beleaguered transit stations.
The one-year contract, with an option for the Met Council to extend it by another year if successful, will allow the security firm to deploy unarmed security guards at the Franklin and Lake Street Blue Line stations in Minneapolis, as well as the Brooklyn Center Transit Center, Central Green Line station in downtown St. Paul, and the Uptown Transit Station and the Chicago-Lake Transit Center off of Lake Street in South Minneapolis.
The Met Council anticipates two guards being stationed at each of the six transit stations from 12 to 24 hours a day, seven days a week, with 24/7 patrols at Franklin Station. The entire contract value, if fully executed, is $6 million. Metro Transit anticipates Allied Universal deploying its security guards at its six transit stations in the next two months.
Safety issues mount
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The security contract comes at a time when Metro Transit faces safety and quality-of-life issues dogging its infrastructure. Three of the stations have been the site of violent crimes in the past three months, including one assault each at Uptown Transit Station and Lake Street/Midtown Station in the past month, as well as a shooting that killed one person at the Central Station in December.
To clamp down on safety issues, the agency last year began closing Brooklyn Center Transit Center earlier in the evenings. They also completely closed the Central Station elevator tower last December, the indoor waiting areas at Chicago-Lake Transit Center closest to Chicago Avenue in November, and the Uptown Transit Station last Thursday. At the Lake Street/Midtown and Franklin stations, Bloomington-based BelCom is patrolling them until this May. BelCom did not submit a bid for the contract.
They need security
The agency decided to move forward with expanding its security presence beyond Lake and Franklin stations, after Metro Transit Police Officer Jason Lindner reported at the Met Council’s Transportation Committee meeting on March 13 that having BelCom patrol its Franklin Station beginning in September led to a 20 percent decrease in police being called, as well as “positive customer and employee feedback, and a reduction in service-related issues.” Metro Transit did not say how much impact security presence had on ridership at both stations, as well as on calls for police service at Lake Street/Midtown Station.
The I-35W and Lake Street Station, which became overrun with loiterers in recent months, some of whom do drugs, are not among the stations designated to be patrolled under the Allied Universal contract. However, the agency says the contract allows for flexibility for security officers to be deployed to other transit stations.
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Although the Met Council and its transportation committee unanimously decided to award the contract to Allied Universal last week, some council members expressed concerns about how the firm would be held accountable, considering the agency could not negotiate a contract with Allied Universal without the council and committee’s blessing.
There were also concerns about how much the officers would be paid by the contractor, if they would compete with the agency as it seeks to fill its own police ranks, and whether or not the officers are unionized. In addition, there were concerns about what uniforms they would wear, how they would communicate with one another, and how their conduct would mesh with the agency’s culture. “I don’t want to be setting up forts,” said Met Councilmember John Pacheco, who represents Southwest Minneapolis, St. Louis Park, Golden Valley, Crystal and New Hope.
What is Allied Universal?
Allied Universal is the largest security firm in the world and was formed through the merger of Allied Security and Universal Services of America in 2016. In recent years, they have acquired local security providers in San Francisco, Hawaii, South Carolina and New York, as well as larger providers such as London-based G4S, which was formerly the largest security firm in the world. The company has contracts to patrol transit agencies in Portland, Ore., San Diego, Calif., Denver, Co., Miami-Dade County, Fla., and Philadelphia.
A glance at Allied Universal’s metro-area job postings found their entry-level positions start between $14 to $18 per hour. Some of their positions elsewhere are unionized. Although Allied has a dedicated curriculum for their transit security officers, the Met Council doesn’t have specifics because they can’t ask until the contract is approved.
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While Allied security guards patrolling other transit agencies wear customized uniforms, Officer Lindner says the Allied guards will wear a uniform that identifies them as being associated with Allied Universal. At last Wednesday’s meeting, Lindner also said that security guards would be provided cell phones that they can use to dial Metro Transit Police’s dispatch, should they need assistance, including social workers.
Allied Universal security guards patrolling a university dorm in Baltimore raised concerns over a similar arrangement in light of a shooting that killed one of their own last September.
At other security sites, Allied Universal has also had a reputation for using excessive force in some of the areas it patrols. Its guards have seriously assaulted–and in some cases, shot–transit riders in Denver, San Diego, Miami and two incidents in Philadelphia, over minor issues such as not paying the fare or loitering.
Allied Universal did not respond to these allegations. Met Council’s procurement director, Jody Jacoby, said at last Wednesday’s meeting that the references Allied Universal provided, which included Metro State University, were “very positive,” because they intervened as Metro State dismissed an underperforming contractor. They also pointed out that Allied Universal will have liability insurance, something the Met Council requires.
Dezaray Kido welcomes the prospect of security guards at Central Station. “It’s a good effort to try to make it safe,” said Kido as she waited for the light rail at Central on her way home from her sister’s place. “I feel like [having security guards will] stop a lot of the nonsense that goes on [the light rail].”
Nur geschmolzene Schokolade und Kekse! Sie werden staunen! 5-Minuten-Rezept
Sie müssen nur die geschmolzene Schokolade auf die Kekse gießen, und Sie erhalten in nur 5 Minuten ein sehr leckeres Dessert! Dieses einfache und schnelle Rezept kann von absolut jedem zu Hause nachgemacht werden! Sie brauchen keine kulinarischen Fähigkeiten, um dieses Schokoladen-Keks-Dessert zuzubereiten! Wir sind sicher, dass Ihre ganze Familie und Ihre Freunde begeistert sein werden, wenn sie dieses Dessert probieren! Also schau dir dieses Video von Anfang bis Ende an, um das Rezept herauszufinden!
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Challenging Convention: High Speed Rail and How It Can Transform California
Everything in our daily lives was once a new concept that challenged the status quo. One such concept was internal combustion, which replaced eons of using animal power and later steam to get around. The coming of the automobile and better roads brought a new kind of speed and mobility that had never been experienced before. In America, the building of the Interstate highways expanded this mobility even further and helped cement car culture as an American institution.
Much was the case for most of the world following the Second World War, as older methods made way for cars and highways. One such victim was train travel, which through years of neglect and increasingly stiff competition simply couldn’t keep up. That is until 1964 when Japan introduced the Shinkansen, a train unlike any ever seen before. Running at 130 miles per hour, it slashed travel times and ushered in a high speed rail revolution. Today over twenty countries have high speed trains running at speeds of up to 200 miles per hour, carrying tens of millions of people annually. Just as the car did for the 20th century, high speed rail is doing for the 21st with a new, fast and comfortable way to travel.
America has continued to fall woefully behind much of the world in intercity travel. Freeways, once touted as the future of mobility, are now oversaturated with cars while our airports become increasingly crowded. Travel between California’s two largest population centers, the Los Angeles Basin and San Francisco Bay Area, is currently limited to a six-hour drive without traffic, an 80-minute flight not including navigating the airports, and a nine-and-a-half-hour train and bus ride. In 2008, California voters were presented with a better alternative.
When voters approved Proposition 1A, it greenlit the construction of a high speed rail line to connect San Francisco and Los Angeles in under three hours at speeds of up to 220 miles per hour. The initial goal was to begin service in 2020 for a total cost of around $40 billion. Fast forward to today, three years past that date and a budget now nearly three times that. Construction began in 2015 on 119 miles in the Central Valley, with miles of guideway and multiple structures completed and many more to go. This initial segment will be extended to existing transit in the cities of Merced and Bakersfield to provide an interim statewide service while construction continues to San Francisco and later Los Angeles. The California High Speed Rail Authority anticipates interim service to begin at the end of 2030 with no determined date beyond that for reaching SF or LA, as any further construction is dependent on funding.
Prop 1A allocated just $9 billion to get the high speed rail project started, while the remaining funds would come from state, federal, and private sources. As of now the project has up to $25.2 billion available, of which $10 billion has been spent, despite certain news outlets spouting otherwise. CAHSR’s recent 2023 Progress Report shows $35.3 billion total will be needed to complete the Central Valley segment, which includes tracks, stations and trains. They hope to receive additional funding from the 2021 Bipartisan Infrastructure Bill totaling $8 billion, with an additional $2 billion needed to get a high speed train service operational. According to CAHSR, the cost increases have to do with several factors including inflation, increased risk contingency, and refining all necessary project components, as well as lasting supply chain issues from the COVID-19 pandemic.
Naysayers argue what’s happening now no longer meets what was first promised, but I would argue that it still is. Construction of an SF to LA high speed rail line had to start somewhere, and the Central Valley was chosen for a number of reasons. If HSR had started in the Bay Area or Southern California, it would have left out the other half of the state. Having the initial segment link transit in both halves enables more people to experience high speed rail sooner.
Shutting down the project now would do much more harm than good. All the construction and disruptions that have occurred so far would be for nothing, as would the billions of dollars already spent. All the finished HSR structures would sit unused, monuments to what could have been. Our dependence on cars and air travel would only increase, and continuing to expand our freeways and airports is a finite solution. The world has proved high speed rail works, and we are building a high speed rail line now. Let’s finish what’s been started so far, get it to transit in Merced and Bakersfield to create a viable travel option, and go from there. Completing the Central Valley segment gives high speed rail a foothold and gets high speed trains running as early as possible, allowing Americans to start experiencing what they’ve been missing.
The highest impact parts of the entire project will be getting across the Pacheco and Tehachapi Passes, and the miles of tunneling that’ll require. It can only happen with tens of billions of dollars more in funding, but once that’s done high speed rail will be able to reach SF via the shared Caltrain corridor and connect with Metrolink in Palmdale, and be set up to complete its final leg into LA and Anaheim. Ideally that’ll happen before the end of the 2030s, but there’s no guarantee of that unless we keep pushing to make it happen. High speed rail has the potential to transform California, just as it can for America and has across the world, if only we have the courage to challenge convention and see it through. Otherwise, we’ll continue to get left further behind.
About the Author
Chris Jones is an advocate for high speed rail and better public transportation. He resides in Irvine, California and has been a railfan since he can remember, namely from exploring the various rail lines around Southern California. While his passions may lie more in the history and preservation of the trains of yesteryear, he does have a fascination with the fast-paced modern freight and passenger trains of today, and especially the concept of high speed rail.
