By Chris Woodward, The Center Square

Wyoming and Montana are among the states that are most dependent on the federal government, according to a new ranking.

The ranking, from the personal finance website WalletHub, compared the 50 states across metrics such as return on taxes paid to the federal government, federal funding as a share of state revenue, and share of federal jobs. 

Jill Gonzalez, policy analyst at WalletHub, said both Wyoming and Montana receive a large amount of federal funding as a share of state revenue.

“In Wyoming federal funding represents more than 56% of the state’s revenue, the highest share nationwide,” she said. “In terms of residents’ dependency, both states have a large percentage of federal jobs, over 2.8% of total employment.”

Wyoming ranks sixth out of 10 when it comes to most federally dependent states. Montana ranks ninth. 

Other states finishing in the top-10 are Alaska (No. 1), West Virginia, Mississippi, Kentucky, New Mexico, South Carolina, Arizona, and Louisiana (No. 10). 

The least federally dependent states are Nevada (No. 41), Delaware, Iowa, Massachusetts, California, Illinois, Kansas, Utah, Washington, and New Jersey (No. 50). 

Wyoming and Montana did rank among states with the lowest amount of federal contracts received per money in federal taxes paid.

Wyoming has the lowest amount of grants received per money in federal taxes paid. Wyoming also has the lowest amount of other financial assistance received per money in federal taxes paid. 

Patrol agents in Minnesota and North Dakota continue to apprehend foreign nationals brought in by human smugglers in the dead of winter and illegally crossing the northern border from Canada, reports The Center Square.  

Instead of flying from Mexico and other countries to Canada to enter legally through ports of entry, border agents say foreign nationals are flying to Canada to enter the U.S. illegally between ports of entry while intentionally seeking to evade capture by law enforcement. But they do so at their own peril as temperatures reach double digits below zero and heavy snow is prohibitive for travel on foot and by car. 

Minnesota and North Dakota are located in the U.S. Customs and Border Protection Grand Forks Sector, which has 7 Border Patrol stations responsible for covering 8 midwestern states and 861 miles of shared international border with Canada. In 2022, Border Patrol agents in the Grand Forks Sector apprehended 171 illegal foreign nationals and reported 10 who turned back to Canada. Grand Forks Sector agents also reported 293 gotaways.

Why is Yellowstone County not participating in the plan to develop passenger rail service through southern Montana? The question was posed to Yellowstone County Commissioners by Keith Lavacheck during a recent discussion meeting.

A group has organized and several counties have joined an effort to “resurrect the Hiawatha Passenger Line”. The Big Sky Passenger Rail Authority is urging a federal study of the feasibility of re-establishing the defunct Amtrak line that once carried passengers between Chicago and Seattle via Billings, Butte and Missoula. It was abandoned in 1979.

Lavachek asked the commissioners to be “forward looking,” and at least support the study to explore the feasibility and cost-benefit possibilities. “I think it is a good deal,” he said, “Shouldn’t we learn more about it“? The Big Sky Passenger Rail Authority is hopeful that federal funding for a study will come from Congress’ infrastructure funding bill passed over a year ago. Democratic Montana Sen. Jon Tester worked to include language in the infrastructure bill that set aside $15 million for a nationwide study.

Actually, re-establishing passenger rail service is not just a focus in Montana. Federal government websites states that “over the next 15 years, Amtrak’s vision for expansion will connect up to 160 communities throughout the United States by building new or improved rail corridors in over 25 states.”

Besides nostalgia for a by-gone era, there is hope that a southern rail passenger service would be a boon to the economy by encouraging greater tourism. It is also pointed out that in Montana’s far-flung open spaces there is a need for public transportation services that a passenger rail service would meet.

Although asked several times over the years, Yellowstone County has refused to join other Montana counties in support of the vision. Commissioner John Ostlund told Lavachek that their refusal has to do with being fiscally responsible with tax dollars. When they first considered the idea 13 years ago, said Ostlund, the estimated cost was a billion dollars. Since then, he suspects the cost would be at least $2 billion. “Passenger rail service doesn’t make money,” said Ostlund.

Lavachek said that signing on as a supporter of investigating the possibilities wouldn’t mean Yellowstone County would be committed beyond the feasibility study. Ostlund seemed to think it might.

Ostlund also pointed out that there would be other negative impacts of adding a passenger line such as slowing down freight lines.

Commissioner Mark Morse said, “We have finite resources and a lot of places to spend it.”

Lavachek suggested in an email sent to Yellowstone County Commissioners and the Billings Mayor that “We should not assume that this is going to cost $2, 3 or 10 billions until we see the study.”

Ostlund pointed out the Amtrak route has never made a profit and is hugely subsidized by federal dollars, and Montana’s Northern route is among the worst. Montana’s Amtrak route, called the Empire Builder, passes through Havre and the Flathead between Seattle and Chicago.

Initial research in a feasibility study reports that restoration of the route across Montana and six other states would generate more than $270 million in economic benefits and carry an estimated 420,000 passengers each year.

Nationally, Amtrak carried 22.9 million passengers in 2022, concentrated primarily in Eastern states. Montana’s portion of the route carried 433,000 passengers in 2022.

During COVID, even though Montana’s Amtrak was provided $1 billion in additional federal subsidy, Amtrak rail service through the Hi-line was dropped to three days a week.

Despite much reporting on proposals regarding the resurrection of passenger rail service throughout the country, there is scant mention of how much rail service is subsidize in the US. Prior to COVID, information from the Department of Transportation states that Amtrak received appropriations of about $1.5 billion in 2017 and $1.9 billion in 2018 to subsidize “intercity passenger rail services,” which of course does not include the cost in Montana. Amtrak’s capital spending in 2017 was $1.6 billion and its operating expenses totaled $4.2 billion.

Another report analyzed in 2018 a savings to the federal government of $20 billion should it eliminate funding for Amtrak.

Ostlund’s concerns about shifting the cost to local governments may not be unfounded. The same report about savings, noted that Amtrak subsidies were first authorized in the 1970s, as a temporary measure. Subsidies “were intended to help Amtrak become self-supporting.” It went on to suggest that “…states or localities that highly value the subsidized rail or air services should provide the subsidies.”

The Montana Department of Transportation website reports that in 2008 Amtrak estimated the capital and up-front costs “…to exceed $1 billion, annual operating cost would exceed $74 million, resulting in a $31 million annual operating loss.”

By Glenn Minnis, The Center Square

 Nearly two out of every three primarily low-and middle-income parents – 64% – say being able to afford food is their biggest challenge, a new Parents Together Action survey highlights. And 65 percent say they’ve had to change the foods they buy, including purchasing fewer fruits and vegetables.

All told, the nonprofit family advocacy group that counts upwards of 3 million members finds that many parents now fear things could get worse before they get better as food prices continue to rise across the country. The results come as federal food assistance that was expanded during the COVID-19 is set to sunset in March.

Over the past three years, Supplemental Nutrition Assistance Program (SNAP) recipients have received emergency allotments of at least $95 extra per month for food, though those added benefits are set to end by the end of March.

With 41% of respondents saying that they’ve had to work extra hours to make ends meet and an additional 35% insisting they’ve had to go as far as getting a new job, Parents Together Executive Director Ailen Arreaza say the changes are coming as too much too fast for many Americans.

“At a moment when food distribution centers are seeing increases in demand as American families struggle to feed their children, Republican lawmakers are putting families in their political crossfire by threatening to dramatically decrease spending on essential programs like SNAP. The timing of this could not be worse,” she said on the organization’s website. “Further cuts to essential policies helping families to keep food on the table would be unconscionable – and those politicians responsible will pay a political price.”

In the survey taken between Feb. 1 thru Feb. 9, 52% of respondents say they’ve used food banks or similar services to get by and another 36% added that they’ve skipped meals in order to make sure their children could eat.

When quizzed about what can be done to make their lives easier, 63% of respondents said expanding access to programs to help cover the cost of groceries, 46% said lowering the cost of essential goods like diapers, baby formula and period supplies, and 29% said the enactment of paid sick, parental and family leave so families don’t have to choose between caring for their families and making ends meet.

Why is Yellowstone County not participating in the plan to develop passenger rail service through southern Montana? The question was posed to Yellowstone County Commissioners by Keith Lavacheck during a recent discussion meeting.

A group has organized and several counties have joined an effort to “resurrect the Hiawatha Passenger Line”. The Big Sky Passenger Rail Authority is urging a federal study of the feasibility of re-establishing the defunct Amtrak line that once carried passengers between Chicago and Seattle via Billings, Butte and Missoula. It was abandoned in 1979.

Lavachek asked the commissioners to be “forward looking,” and at least support the study to explore the feasibility and cost-benefit possibilities. “I think it is a good deal,” he said, “Shouldn’t we learn more about it“? The Big Sky Passenger Rail Authority is hopeful that federal funding for a study will come from Congress’ infrastructure funding bill passed over a year ago. Democratic Montana Sen. Jon Tester worked to include language in the infrastructure bill that set aside $15 million for a nationwide study.

Actually, re-establishing passenger rail service is not just a focus in Montana. Federal government websites states that “over the next 15 years, Amtrak’s vision for expansion will connect up to 160 communities throughout the United States by building new or improved rail corridors in over 25 states.”

Besides nostalgia for a by-gone era, there is hope that a southern rail passenger service would be a boon to the economy by encouraging greater tourism. It is also pointed out that in Montana’s far-flung open spaces there is a need for public transportation services that a passenger rail service would meet.

Although asked several times over the years, Yellowstone County has refused to join other Montana counties in support of the vision. Commissioner John Ostlund told Lavachek that their refusal has to do with being fiscally responsible with tax dollars. When they first considered the idea 13 years ago, said Ostlund, the estimated cost was a billion dollars. Since then, he suspects the cost would be at least $2 billion. “Passenger rail service doesn’t make money,” said Ostlund.

Lavachek said that signing on as a supporter of investigating the possibilities wouldn’t mean Yellowstone County would be committed beyond the feasibility study. Ostlund seemed to think it might.

Ostlund also pointed out that there would be other negative impacts of adding a passenger line such as slowing down freight lines.

Commissioner Mark Morse said, “We have finite resources and a lot of places to spend it.”

Lavachek suggested in an email sent to Yellowstone County Commissioners and the Billings Mayor that “We should not assume that this is going to cost $2, 3 or 10 billions until we see the study.”

Ostlund pointed out the Amtrak route has never made a profit and is hugely subsidized by federal dollars, and Montana’s Northern route is among the worst. Montana’s Amtrak route, called the Empire Builder, passes through Havre and the Flathead between Seattle and Chicago.

Initial research in a feasibility study reports that restoration of the route across Montana and six other states would generate more than $270 million in economic benefits and carry an estimated 420,000 passengers each year.

Nationally, Amtrak carried 22.9 million passengers in 2022, concentrated primarily in Eastern states. Montana’s portion of the route carried 433,000 passengers in 2022.

During COVID, even though Montana’s Amtrak was provided $1 billion in additional federal subsidy, Amtrak rail service through the Hi-line was dropped to three days a week.

Despite much reporting on proposals regarding the resurrection of passenger rail service throughout the country, there is scant mention of how much rail service is subsidize in the US. Prior to COVID, information from the Department of Transportation states that Amtrak received appropriations of about $1.5 billion in 2017 and $1.9 billion in 2018 to subsidize “intercity passenger rail services,” which of course does not include the cost in Montana. Amtrak’s capital spending in 2017 was $1.6 billion and its operating expenses totaled $4.2 billion.

Another report analyzed in 2018 a savings to the federal government of $20 billion should it eliminate funding for Amtrak.

Ostlund’s concerns about shifting the cost to local governments may not be unfounded. The same report about savings, noted that Amtrak subsidies were first authorized in the 1970s, as a temporary measure. Subsidies “were intended to help Amtrak become self-supporting.” It went on to suggest that “…states or localities that highly value the subsidized rail or air services should provide the subsidies.”

The Montana Department of Transportation website reports that in 2008 Amtrak estimated the capital and up-front costs “…to exceed $1 billion, annual operating cost would exceed $74 million, resulting in a $31 million annual operating loss.”

A study conducted by the Montana Department of Commerce and Carroll College, projects that Missoula County will add 16,500 residents by the year 2035, for a total population of about 138,000. And, Gallatin County will add 42,000 in that same time. Montana’s population is expected to increase from 1,112,000 to 1,200,000 by 2035.

At the same time, a report from a Chapman economics professor shows that over the past two years California has lost 700,000 in population according to U.S. Census data from April 2020 to July 2022. Migration trends in California,  show that the net losses began in 2011 and the migration is gradually increasing.  The reasons given were high taxes, the tough business environment, and hefty environmental regulations.