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Higher Park Fees Promote Private Clubs

By David Chapinski

Four billion dollars. That is the amount of money that the state of New Jersey has calculated its state parks and activities related to their use bring into the state’s economy.[i]  The push and pull over state parks however, has only just begun.

With more than 18 million[ii]visitors a year, New Jersey has some of the most heavily used state parks in the country.  Our state

coloradoguy.com

parks are the state’s soft spot for support. But proposed changes to park regulations by the Department of Environmental Protection could restrict public access by increasing more than 30 fees and adding close to a dozen new ones.

For many residents, the use of funding is not really all that clear. Many public organizations believe the funds will not go to our parks, but to the state to balance its budget and to privatize concessioners. Why? Because the regulations do not require that newly generated monies be used for operations, maintenance and capital improvements in the parks where the funds are generated.  Raising the fees may be part of Gov. Chris Christie’s plan to privatize our parks and shut out the public.  Moreover, raising park fees across the board becomes a hidden tax on the people of New Jersey.  At a time when parks and forestry staffing is the lowest in more than 40 years and the need for more facilities and maintenance is increasing, raising fees is wrong.

The need for sustainability in keeping prices from rising too high is obvious.  But the question remains, can we all understand the needs of the state causing a spike as people enjoy the water, the activities, and the demanding to-do lists just as they’ve done before for years? The teams of supervisors and staff working these parks have not increased which leads one to believe that the problem can only right itself if the restricting of the State Park System to reallocate resources to adjust for budget reductions and significant staff attrition occurs.

Since 2000, acreage, structure and attendance have risen, while staffing has fallen dramatically.

When Governor Chris Christie came out with his parks privatization plan, he promised NJ residents that it would not result in increased entrance fees.  Now the DEP is adding new fees and raising existing ones.  For example, the DEP has raised the fees in Liberty Park for renting rooms at the Jersey Central Terminal.  The DEP has taken public money that should be used for parks improvement and built picnic areas that users must rent.  Parks have been the one thing that government does right and that people have enjoyed for years as being above politics and commercialization.

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The DEP proposal is able, willing and ready to charge visitors new fees at parks such as the Delaware and Raritan Canal and Parvin State Park and an entrance fee at Washington Crossing State Park.  Entrance fees for some of our most popular sites would be increased.  Barnegat Lighthouse would charge more even though it has been privatized.

These increases are likely to affect our quality of life, as people who cannot afford the increases would not be able to visit our parks.  Visitors from other states would have to pay twice as much, potentially driving people to other states,’ hurting NJ tourism.

When will we realize that parks are democratic by design and a place for people no matter what their background or economic condition?  By adding all these fees, we are moving away from the concept of public parks to publicly financed country clubs to be used by those who can pay.

The changes to park regulations do not address continuing problems.  Park staffing continues to drop, from 850 employees in the 1990s to about 400 now. Park maintenance and management are deteriorating, with proposals to clear-cut large sections of Bulls Island State Park and proposed legislation to allow logging in our parks.  We should be concerned that fee increases and staffing issues are being used as an excuse to privatize more facilities within our parks.

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The New Lawyer: Free Legal Work Becoming Mandatory for Joining State Bar in New York

What does this mean for new admits to the profession of law?

By David Chapinski

Starting next year, New York will become the first state to require lawyers to perform unpaid work before being licensed to practice.

Photo credit: http://www.jjie.org

The state’s Chief Judge Jonathan Lippman made the announcement recently, describing the rule as a way to help the growing number of people who cannot afford legal services.

Also referred to as ‘Poor 3L Suckers,’ in some crowds, the rule will require the approximately 10,000 lawyers who apply to the New York State Bar each year to prove that they have performed 50 hours of pro bono work before they are admitted.

Judge Lippman has said that the move was intended to provide about a half-million hours of desperately needed legal services to those with urgent problems, like foreclosure and domestic violence. But who is he kidding?  This sounds, to me, more like a ‘big business’ move.

The need for legal services has grown exponentially in recent years as the economic crisis delivered what advocates for the poor call a triple attack. More people are struggling financially and more people need legal services to cope with foreclosures, evictions, credit and employment problems that could push them into long-term poverty. Meanwhile, state and federal funding for legal services has dropped considerably.

For example, The Legal Aid Society, the nation’s largest provider of free legal services, turns away eight out of every nine persons

Photo credit: americanprogress.org

that seek help with civil legal matters. Since the economic downturn began in 2008, requests for legal assistance has jumped 40 percent for health care issues, 54 percent for unemployment insurance and work-related problems, 16 percent for domestic violence and a stunning 800 percent for foreclosures. While criminal defendants have a constitutional right to free legal representation, defendants in civil cases, as well as people who need legal help for essential needs like applying for disability benefits do not.

During his three years at the top of the state’s court system, Judge Lippman has made New York a national model and has been praised in the legal profession for addressing what he calls the ‘justice gap.[i]’ He helped to allocate millions of dollars from the courts’ administrative budget for free legal services and made it easier for retired lawyers to take pro bono cases. Judge Lippman and the court administrative board have the power to do so because, unlike in many other states, the New York court system, and not the bar association, set the requirements.  Many worry about poor people with lawyers who don’t want to be there. Lawyers do not like to be told what to do.

But this latest measure may prove more controversial, some of his proponents say, because it enters into a fierce debate among lawyers over whether mandatory pro bono service is the right solution. There are also those who argue that the rule could empty the pockets of young lawyers at a time when they are struggling to find jobs.

If poor people in NY have trouble securing legal services, what better way to assist them than to force similarly situated people to come to their aid?

Instead of relying upon existing attorneys to offer assistance to those that are in need, Judge Lippman has chosen to force the task upon those who have no choice but to obey. I believe that Chief Judge Lippman has a good idea, but it is a bit misplaced.

If we are fair to the law student, we should be discussing what the new pro bono requirement means for them. Opponents argue that this proposal imposes a tax on attorneys and is preferable to proposals taxing a broader tax base for the same thing. Others argue that this is indentured servitude, not pro bono service.

The real issue here, some would say, is that Chief Judge Lippman has done his ‘job’ in improving New York’s “justice gap,”[ii] but his pro bono requirement for new admittees hasn’t exactly followed suit.

Endorsers of the approach say it will ensure that new lawyers have real-world experience while helping hundreds of thousands of people in the civil justice system that do not have a lawyer. To put it in perspective, if every state in the country were to join in, that would mean at least two and a half million hours of additional pro bono work. What a positive impact on persons and communities of limited means and organizations that would gain from this immersion of pro bono work. Only 20 percent[iii] of the need for civil legal services is currently being met. State lawmakers this year approved $25 million for civil legal services, double the funding from last year. But there isn’t enough money in the world to meet the need, according to Judge Lippman. There is still the need for the continued individual efforts of lawyers.

Yet, the requirement for mandatory pro bono will not extend to the approximately 160,000 lawyers the American Bar Association estimates are already admitted to the state bar and living in New York. Admittedly, mandatory pro bono for the entire bar is not workable because there are so many different categories of lawyers, differences in geography, and hundreds of lawyers who can’t make a living on what they are doing now.

Many think Judge Lippman’s initiative is wrong on so many levels that it’s easier to respond to it with ignorance than to even begin to point out its flaws. Like the fact that recent law school graduates have a difficult road ahead. Many of them have six figures of student debt to mine and bankruptcy is not a solution. Why not expect more of people who have already been admitted to the bar? Yes, pro bono is a real “core value” of the profession in New York. And New York would probably be better served by an amendment to the state’s own ethical code than this new requirement.

On its face this seems like a great idea. Let’s help students learn, let’s get services to those in need, lets help people who can’t afford counsel. But, a true win-win-win?

New York has one of the top two hardest bar exams in the country. So let us take a state that is already viewed with fear and apprehension and make it that much harder to get a license to practice in.  Make that license contingent upon 50 hours of work, an additional source of torment for anyone who decides midway through their third year of law school to take the New York bar exam but didn’t go to law school in New York. Those applicants are deeply affected.

Is it possible to place 50 pro bono hours on the summer you are studying for the exam so you are now punishing anyone who did not ‘plan ahead’ even though the decision of where to take the bar exam is dependent upon things out of their hands?

Many argue that if the state of New York really cared about providing legal services to those that can’t afford them they would require that lawyers who have already passed the bar provide the services. Lawyers have to renew their licenses; they have to attend continuing legal education, so why not add a pro bono work requirement?

Maybe let them trade 10 hours of continuing legal education for 10 hours of pro bono work. Then you have ‘real’ lawyers dedicating their time to people who need it and you don’t have already trepid law students trying to help someone in their most desperate hour of need.

As an outside student of public administration looking in, I believe the role of the judiciary as well as national and state bar associations should be to provide a de minimus framework. Govern what we can’t do in order to avoid individuals risking licenses. Outside of that, professional associations should be a source of professional support and information. It is not the job of associations to legislate or mandate how an individual should aspire to be a better person or lawyer. Nor should they tell people that he/she must give away their services. But that is where they are heading.

Many still believe in freedom of professionalism. This ‘solution’ has been approached before in many different ways by many different groups. It seemed inevitable that someone would find a politically pleasing solution that would remove the option from the hands of the American Bar Association and put it in the hands of the judiciary.

I believe that a struggling economy has given the perfect opportunity to implement this mandate and it has now found its supporters – myself not one of them.

Photo Caption: jjie.org


[i] Cardozo Law. Jonathan Lippman, Chief Judge of the Sate f New York, to Deliver Cardozo School of Law’s 2012 Commencement Address.  April 4, 2012.

[ii] Law Day Ceremony. Law in the 21st Century: Enduring Traditions, Emerging Challenges. Court of Appeals. Albany, New York.

[iii] Thomas Reuters – Lippman announces pro bono requirement for prospective attorneys. May 2, 2012.

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Oil Prices & Natural Gas

By David Chapinski

PhD student, Rutgers University

How does the New Jersey natural gas proposal help in public management?

In many states, a local utility company within a protected service area controls electricity and natural gas supply and delivery.  Pricing guidelines and other controls are set and monitored by the state in which they operate but for the most part, customers do not have a choice in supplier or price.

Today, 28 states have deregulated the supply of energy, encouraging competition and offering customers a choice of supplier, price and contract term. Electricity and natural gas are traded on the open market as a commodity so prices fluctuate with the supply and demand just like stocks.  Depending upon your risk threshold, you may elect to lock into a guaranteed price for a specific length of time or you may choose another pricing plan and term that may fluctuate with the market in hopes of increasing your savings.

As a local natural gas distribution company, New Jersey Natural Gas (NJNG) provides regulated retail natural gas service to nearly 500,00 customers.  I believe what makes the NJ Gas Proposal unique is that the interest in natural gas vehicles has been growing from both the private and public sectors.  This is especially the case for organizations with large fleets, portions of public and private bus companies and trash haulers like New Jersey Junk Removal.

Fleets are replacing older, more highly polluted diesel and gasoline vehicles.  Sure, there are underlying and intertwined goals of ensuring economic and employment growth while encouraging energy efficiency but we must remember what tradition means for New Jersey.  The traditional reliance on petroleum-based fuels for transportation has accelerated security, economic, air quality, health and environmental challenges in our country on a whole. But in New Jersey we are seeing the need for addressing a proposal like NJNG in 2012.  I believe there is a need because NJNG committed to upgrading the Clean Natural Gas (CNG) refueling equipment of two company locations (Lakewood and the Maude Service Center). That work was completed by January 2012.

But why is it so terribly important for supporters to try and gain traction?

Recently, the New Jersey Board of Public Utilities (BPU) approved a proposal by New Jersey Natural Gas (NJNG) to implement a pilot program that would help stimulate the state’s natural gas vehicle (NGV) market.  Investing up to $10 million over the next 12 months, NJNG will build between five and seven compressed natural gas (CNG) refueling stations at host facilities throughout its service territory.

I have often wondered at the phenomena along the eastern seaboard, which seems to get hit harder than the rest of the country when it comes to rising petroleum prices.  Last year gasoline prices in New Jersey peaked in May when the average per-gallon cost reached $3.88.

I find it  interesting that prices actually jump annually in the spring or summer in New Jersey, as companies change the blend of fuels to meet federal requirements. This often signals that good news is sure to follow.

I also believe that New Jersey has potential to lead the way to price stability. I do not believe New Jersey residents, like myself, believe that gasoline prices will be as high as they were in Connecticut in 2011 at $4.20 a gallon in 2012. Even if they are, we can adapt because we made it through a very tough recession and are still standing together as a whole.

When we look at alternative scenarios for the future of energy in New Jersey, we must not lose sight of the U.S. Energy Information Administration (EIA) June release of our nation’s Annual Energy Outlook, 2012 (AEO2012).

In addition to the reference projections, consumption, technology, and market trends and the direction they may take in the future, the report also shows how New Jersey will be taking one ‘on the chin’ for a very long time if we do not prove to the rest of the country that installing company-owned refueling sites offer many advantages.  I feel that there has been much less major highway experimentation taking place on natural gas in New Jersey in the last decade.

If we take a look at Table 4-10 below, the numbers are still showing the disillusion there can be any quick turnaround through natural gas proposals. The number of total alternative fuels has basically increased less than 4 percent the year prior in 2007.

Table 4-10: Estimated Consumption of Alternative and Replacement Fuels for Highway Vehicles

 

2003

2004 2005 2006

2007

2005

2006

2007

2008

2009

 

2008

 

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

TOTAL fuel consumptiona

177,697,941

180,698.532

182,185,778

184,810,803

185,593,715

176,509,233 (R)

50

161,210,087

163,032,407

165,201,691

169,983,219

177,697,941

180,698,532

182,185,778

184,810,803

185,593,715

(R) 176,509,233

172,518,178

Alternative fuels, total

402,941

428,532

420,778

417,803

414,803

430,329

23,790

302,287

322,037

348,421

378,589

402,941

428,532

420,778

417,803

414,715

430,329

431,107

Liquefied petroleum gases

223,697

211,883

188,171

173,130

152,360

147,784

209,817

212,576

215,876

223,143

224,697

211,883

188,171

173,130

152,360

147,784

129,631

Compressed natural gas

133,222

158,903

166,878

172,011

178,565

189,358

72,412

79,620

86,475

104,496

120,670

133,222

158,903

166,878

172,011

178,565

189,358

199,513

Liquefied natural gas

13,503

20,888

22,409

23,474

24,594

25,554

5,343

5,828

7,259

8,921

9,382

13,503

20,888

22,409

23,474

24,594

25,554

25,652

Methanol, 85%b

N

N

N

N

N

N

1,212

1,073

585

439

337

N

N

N

N

N

N

N

Methanol, neat

0

N

N

N

N

N

449

447

0

0

0

0

N

N

N

N

N

N

Ethanol, 85%b

26,376

31,581

38,074

44,041

54,091

62,464

1,727

3,916

12,071

14,623

17,783

26,376

31,581

38,074

44,041

54,091

62,464

71,213

Ethanol, 95%b

0

N

N

N

N

N

59

62

13

0

0

0

N

N

N

N

N

N

Electricityc

5,141

5,269

5,219

5,104

5,037

5,050

1,202

1,524

3,058

4,066

7,274

5,141

5,269

5,219

5,104

5,037

5,050

4,956

Hydrogen

2

8

25

41

66

117

N

N

N

N

N

2

8

25

41

66

117

140

Other Fuels

0

0

2

2

2

2

N

N

N

N

N

0

0

2

2

2

2

2

Biodiesel

18,220

27,616

93,281

267,623

367,764

324,329

N

N

6,816

7,076

16,917

18,220

27,616

93,281

267,623

367,764

324,329

325,102

Oxygenates
Methyl-tertiary-butyl-etherd

2,368,400

1,877,300

1,654,500

435,000

0

0

,400

3,402,600

3,296,100

3,352,200

2,383,000

2,368,400

1,877,300

1,654,500

435,000

0

0

0

Ethanol in gasohol

1,919,572

2,414,167

2,765,663 (R)

3,729,168

3,729,168

4,694,304

500

950,300

1,085,800

1,143,300

1,413,600

1,919,572

2,414,167

(R) 2,765,663

3,729,168

4,694,304

6,442,781

7,343,133

Traditional fuels, total

177,295,000

180,270,000

181,765,000

184,393,000

185,179,000

176,078,904 (R)

4,360

160,907,800

162,710,370

164,853,270

169,604,630

177,295,000

180,270,000

181,765,000

184,393,000

185,179,000

(R) 176,078,904

172,087,071

Gasolinee

135,330,000

138,283,000

138,723,000

140,146,000

140,646,000

134,644,492

9,000

125,111,000

125,720,000

127,768,000

131,299,000

135,330,000

138,283,000

138,723,000

140,146,000

140,646,000

134,644,492

134,385,175

Dieself

41,965,000

41,987,630

43,042,000

44,247,040

44,533,000

41,434,412 (R)

,360

35,796,800

36,990,370

37,085,270

38,305,630

41,965,000

41,987,000

43,042,000

44,247,000

44,533,000

(R) 41,434,412

37,701,896

Expect NJNG’s natural gas proposal to make the necessary investments in CNG re-fueling infrastructure at locations where a company has or plans to use Natural Gas Vehicles, thus accelerating their development in the state of New Jersey for years to come and removing much older, more polluted diesel or gasoline vehicles from service. NJNG’s proposal will provide the necessary capital for constructing the re-fueling stations on the host company’s site, recovering those costs through the Clean Natural Gas Vehicle Infrastructure Program.

In other words, the company managing the quality assurance will also be required to make the Clean Natural Gas station available to the public. This is huge because we need accountability on a project of this magnitude in New Jersey.  By establishing the structure as such, I believe the Clean Natural Gas Infrastructure Program serves to accelerate the Natural Gas Vehicle market for both the anchor and company managing host area companies interested in moving away from traditional-based fuels, but unable to justify the infrastructure costs associated with installation.

Lastly, through the NJNG proposal and CNG Infrastructure Program, NJNG proposes to offer the managing company a turnkey Clean Natural Gas refueling station that will be available for their use.

———————————————————————————————————————————————————————

Total fuel consumption is the sum of Alternative fuels, Gasoline, and Diesel. Oxygenate consumption is included in Gasoline consumption.

b The remaining portion of 85% methanol, 85% ethanol, and 95% ethanol fuels is Gasoline. Consumption data include the Gasoline portion of the fuel.

c Excludes gasoline-electric hybrids.

d Includes a very small amount of other ethers, primarily tertiary-amyl-methyl-ether and ethyl-tertiary-butyl-ether.

e Gasoline consumption includes Ethanol in gasohol and Methyl-tertiary-butyl-ether.

f Diesel includes Biodiesel.

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Urban Renewal through Smart Technology

Could we see the end to taxis in this country?  Picking your destination as car sharing programs and other alternatives begin sweetening the pot of transportation. 

By David M Chapinski

Pedestrian safety is an emerging concept in our modern cities. Two years ago, Washington, D.C. attempted to include the pedestrian when city leaders created the Pedestrian Advisory Council. The Council meets regularly to discuss issues of walking and safety and testifies before the D.C. Council. It also engages the community on how to make the District a more walkable place.

As a city, D.C. has hundreds of pedestrian crashes a year that result in deaths. Leaders are still sorting out all the causes and solutions.

In some parts of D.C. about half of all households lack any personal automobiles and instead rely on alternative modes — first and foremost their own two feet.

People often emphasize the importance of “livable, walkable” cities and in recent years, technology has developed to help achieve this.

But how are cities adjusting to this change?

Individuals who don’t own a vehicle can skip the hassles of waiting for a cab or conventional car rental with advanced rent-by-the hour transport technology like car2go or ZipCars.  Pay a one-time membership fee and you are on your merry way with a vehicle for how long you need it.

Reserve a car ahead of time or simply pick one up automatically and spontaneously in your city (if the service is available).  When you are done, simply park the car at the location where you initiated the coverage and the service team takes care of the rest.  Parking, refueling, cleaning, and all other services are all included.

Car sharing programs and the technologies that allow it would have their challenges in a city like New York where taxis are somewhat of a ‘way of life’ and have been for over a century. Dismantling that infrastructure and mentality is an arduous task indeed.  Who would want the burden of that?

Not any mayor I can find.

However, the numbers do not lie.  By the end of the summer, it will cost more to take a taxi in New York than to rent a car from one of these car sharing programs.

If you are following New York’s recent policy conversations, cab rates are going up. The Taxi and Limousine Commission (TLC) is considering a fare hike on cabs. It’s been 8 years since the last overall fare hike. Conversations are ongoing for a 20-25 percent increase that would raise a typical cab ride to $14 from $12. This request is fraught with concerns, but that’s for another blog.

What’s remarkable about most car-sharing programs is the flexibility and concept of urban mobility.

Car2Go is the only car sharing service I’ve encountered that charges by the minute. Their tiny 41-miles-a-gallon blue-and-white cars are intended for casual point-to-point trips within a designated operating area of the city.

The idea of convenience rings throughout their service. This year, the company will launch a new smartphone app, a vehicle finder on the website and an improved customer call center. There’s also always the classic method of just finding a car on the street.

The convenience matches a population and cities that have grown accustomed to using a smartphone for most daily activities.

As a cohesive city, D.C. has built a diverse transportation network and has been smart about putting jobs, shopping, and schools together in walkable neighborhoods.

While there is still work to do and mistakes to correct, especially in underserved neighborhoods, D.C.’s metropolis remains highly attractive to employers, businesses and new residents.

What makes me a believer in alternative driving methods in cities like D.C. is that pedestrian crashes have gone up in the past two years. Consider these numbers, provided by Metropolitan Police Department (MPD):

On average, around 650 people[i] are hit by a car each year.

In 2010, 753 people were hit by a vehicle.

2011 saw an astonishing 942 people in 2011.

This is too way high. We can do better with technology.

If a safer city is our goal, we have to get these numbers down.  For it to work, it would require prioritization and redirection of resources. There is a difference between pedestrian safety and a pedestrian society and those of us, like me, that are concerned citizens, need to improve upon rather than stretch.  Stretching pedestrian traffic does not benefit a city’s appeal.

The good infrastructure trends in D.C.’s core would need to spread aggressively to the outer neighborhoods.

  • More capital spending would need to be leveraged to fully complete the city’s walking and biking networks.
  • A robust “share the road” media campaign and consistent enforcement of traffic laws would be critical.
  • Other agencies’ roles would need to be defined and the mayor’s office would have to manage the execution of the full plan, holding everyone accountable.

All this requires a visionary leader who will make something like zero traffic fatalities a city wide initiative.

I don’t see the right ingredients right now for D.C. to join the ranks of Chicago and NYC, unfortunately. If proven wrong, that leader is still going to find a lot of support from neighborhood leaders everywhere.  I believe in programs like car2go because they were not created with the intent and purpose to act solely as a cash source.

Car2go offers a practical and affordable alternative to the rising costs and hassles associated with vehicle ownership.


[i] National Safety Council
Photo Credit: notopramen.com, treehugger.com, santacruztrail.org

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Living in Fear of Tomorrow – Harrisburg PA

By David Chapinski, Phd Student/Adjunct Professor

Rutgers University/Felician College – Rutherford Campus

Yes, our system of laws in this country is not perfect. Revenue is pulled in but assets still disappear. Can this really be good for anybody?

Going into bankruptcy is difficult.  It should be a last resort.  However, even facing the final hour of reckoning, there is still not always a proper place for it.

When it comes to steering rather than rowing Harrisburg out of debt, it appears that  you cannot really teach a dog (the legislators) new tricks.

The city of Harrisburg has been slow to adopt new tricks in years past. Instead, legislators have been drinking from the same well for decades.  Similarly, as of 2012, the media and the people of Harrisburg, have been naïve enough to drink from the same well too.

And it’s time for something different – drastically different.

Is there anything that can be done to bridge the rate of urban decay between self interested creditors and insolvent debtors who continue to be unsuccessful in getting together and making a collective decision when it counts?

I believe there could be if it was any other city through a remedy called collective preservation of ones’ soul.  I do not believe a clear soul lies right now in the hearts of the mutually unavailable cowards left in the City of Harrisburg.

On the surface, it seems as though counting on private enterprise or a subsidized corporation, advocating for a state-run public works program would be a good idea.  Let’s recall the reversal of failures to meet expectations from projected steam sales of around 40,000 to 50,000 per month before the 2007 incinerator failure.

I am sure the idea of building a trash incinerator was much more lucid in 1972; however, a lot has changed in Harrisburg Pennsylvania in 40 years – - clearly.

However, for other, more powerful rural counties that are watching Harrisburg’s demise, there is little desire to contribute their tax dollars to any project that principally benefits urban business ventures and manufacturing.

The numbers do not lie. A problem has been brewing.

 According to James Spiotto statistics involving critical issues and recent developments in muni bankruptcy cases are clearly disturbing.

After seeing these hard to dismiss figures, it is more obvious that overcoming the great power of anti-Harrisburg sentiment is going to require considerable political skill, a skill that has been left to develop all by itself.

You cannot simply wake up one morning and choose replicable solutions to problems such as employment access, which leads to limitations beyond municipal default.

If that is the path selected, what is the next systemic shoe to drop?

Is it the rating agencies’ systemically raising ratings or the demarcated muni-market altogether?

I feel investors, unfortunately, are on their own with Harrisburg’s recovery and survival.  Indeed, project finance is a high risk, high rewards approach to cities.  Let us take a look at the persistence of the forgotten half.  By forgotten half I mean the funding chasm which will be the norm moving forward for projects in Harrisburg unless the forgotten half is recognized.

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