Illinois lawmakers will return to Springfield next week for their annual fall session with an agenda that, though still being worked out behind the scenes, likely will be lighter than previous years.
The session, held across two different weeks in October and November every fall, allows for the General Assembly to reconsider bills that were vetoed or revised by the governor and, at times, to take up topics that could not be resolved during the regular session that ends in May.
In 2021, for example, lawmakers used the veto session to repeal a state law requiring that doctors notify the parents of a minor seeking an abortion as well as to pass new congressional district maps. And last year, changes were made to the SAFE-T Act ahead of Illinois’ first-in-the-nation abolition of cash bail.
This year is shaping up to be less active. Legislative leaders have already ruled out new legislation that would have provided additional state funds to Chicago to deal with the influx of asylum-seeking migrants from Venezuela. And the leaders of the Chicago Bears, who have been seeking state help with their expected stadium project in Arlington Heights, have said they will not be pursuing legislation this fall.
Everything else is a bit uncertain as backers of vetoed bills — including one that would lift the moratorium on the construction of new nuclear power plants and another that would grant downstate utilities Ameren and MidAmerican the right of first refusal to build new electrical transmission lines in their service areas — continue working behind the scenes to drum up support to override the governor’s veto. Doing so would require three-fifths support in each chamber.
Similarly, advocates for Invest in Kids, an income tax credit program that provides scholarships to low-income students attending private schools, are seeking the program’s renewal ahead of its Jan. 1 sunset date.
There is also a push from gun safety advocates for legislation that would require law enforcement to immediately take away guns from people who are subject to an emergency order of protection.
Whether none, some or all these measures get considered remains an open question just days before lawmakers return to the Capitol.
“For whatever reason, it seems like it’s a little bit too early to figure out what exactly we’re going to be doing because there’s a lot of things on the table that I think it just depends if we have numbers,” said state Rep. Barbara Hernandez, D-Aurora.
Or, even more succinctly, Illinois Environental Council executive director said there’s “lots of mystery about next week right now.”
Here’s a look at some of the issues that could be considered by state lawmakers in the weeks ahead:
Ameren right-of-first refusal
At the 11th hour of the spring session, an amendment was filed to a larger energy bill that would give Ameren and MidAmerican Energy first dibs on building new transmission lines, thus allowing them to forgo competitive bidding. The provision would sunset at the end of 2024.
The measure is a major initiative of labor unions, most notably the International Brotherhood of Electrical Workers, along with the utilities. Proponents say the measure is needed to expedite the buildout of new transmission lines and will allow the work to be done by union workers familiar with the grid.
Gov. J.B. Pritzker signs the state’s Climate and Equitable Jobs Act at Shedd Aquarium in Chicago on Wednesday, Sept. 15, 2021.
But it was met with significant opposition from consumer advocates and environmental groups. They charge that the measure essentially gives utility companies, namely Ameren, a monopoly that will drive up construction costs and, ultimately, rates for consumers.
Some have suggested that the boxing out of competition is intentional as some companies interested in the work, specifically in the clean energy space, may be better suited to build out transmission lines that will largely be charged with connecting more renewable sources to the grid.
“We support proposals that would require labor standards and prevailing wages and all of those sorts of things that protect workers and support our labor unions,” Walling said. “But we don’t support Ameren having a monopoly over these projects.”
Walling’s group and other opponents were backed up by Pritzker, who vetoed the measure in August.
It passed 41-9 in the Senate, but only 63-32 in the House, which is less than the 71 votes needed to override a veto in that chamber.
However, organized labor is making a hard push for an override. It is still a heavy lift, but labor is one of the most powerful collective forces in the Capitol. If the unions want something, they often get it.
In an interview with Lee Enterprises, officials with Ameren and IBEW said the rush to pass the legislation this spring was due to an upcoming tranche of transmission projects to be bid out by the Midcontinent Independent System Operator (MISO), the regional transmission organization for the 14 states in the Midwest and South.
Eight states in MISO have right-of-first-refusal laws on the books. Many of these were enacted after the Federal Energy Regulatory Commission in 2011 eliminated the federal right-of-first refusal for regionally-planned transmission lines in hopes of spurring more competition and lower costs.
“We’re seeing some projects coming through from MISO that represent hundreds of millions of dollars in economic activity for our area,” said Matt Tomc, vice president of regulatory policy for Ameren Illinois. “And what we’re looking at is a federal process that may have been well intended, but just because you call something competitive doesn’t make it so.”
Nuclear moratorium
State Sen. Sue Rezin, R-Morris, said that Senate Bill 76, which would lift the state’s nuclear moratorium, was “a perfect example of how democracy should work in Springfield.”
The bill was introduced in January, amended a few times with stakeholder input and eventually passed the legislature with significant bipartisan majorities.
But it was still vetoed by Pritzker, who said it did not provide enough regulatory protections and that amended language permitting any “advanced nuclear reactor,” could open the door to larger-scale developments.
The goal here is to support the construction of small modular reactors, which are viewed as potentially game-changing, could provide cheap, safe carbon-neutral energy on a small scale. There is no intention to build new large-scale nuclear plants such as those in Braidwood or Clinton.
Rezin said her focus now is securing an override of the governor’s veto. Though confident she can get it called in the Senate, there’s a question of whether it will be called in the House, where Democratic leadership is seeking a supermajority of Democrats pledging to support it before doing so.
She is confident that an override would be successful if it came for a vote.
But she has filed another bill with the original language that makes clear that the moratorium would only be lifted for small modular reactors. And though nuclear plants are heavily regulated at the federal level, it would add an extra layer by requiring certification from the Illinois Commerce Commission.
“We have my original bill that’s teed up and ready to go that we feel addresses the governor’s concerns in his veto,” Rezin said. “So there’s a pathway … if he doesn’t like the Senate Bill 76 with the amendment. We’re happy to just see if we can get common ground on the original bill.”
However, it is uncertain if compromise will be reached during veto session. If not, this issue will be back in the spring.
Invest in Kids
After falling short during the spring session, there will be another push to renew the Invest in Kids tax credit, which has provided private school scholarships to more than 41,000 students since it was passed in 2017.
Advocates warn that 9,500 students could lose their scholarships if the General Assembly fails to renew the program, which sunsets Jan. 1.
St. Francis de Sales High School students at the Chicago school on June 7. Dozens of St. Francis students have received Invest in Kids scholarships.
But an extension of the program has been adamantly opposed by teacher’s unions and progressives, who argue that it siphons money away from public schools.
Most do not expect legislation to move during veto session, with some suggesting that action could be taken when lawmakers return for their regular session in January.
But, new bill language has emerged that reduces the annual amount of credits from $75 million to $50 million, lowers the cap on individual taxpayer’s income tax credit and creates more opportunities for students of color to participate.
“We believe these new ideas contain great potential to improve the program and encourage its extension for another five years,” said Anthony Holter, president of nonprofit Empower Illinois, one of the organizations overseeing the tax credit program.
As with the nuclear moratorium bill, whether the program gets extended could come down to the level of support within the supermajority Democratic caucuses in the House and Senate.
No Bears
The Bears aren’t winning on the field and, at least right now, they are not winning in Springfield.
The team, in a statement released last month, said they will not at this time pursue legislation that would freeze property tax assessments at the proposed stadium site for up to 40 years.
There was not enough support this spring and, clearly, that is still the case this fall. Perhaps next year.
No new funding for migrants
Thus far, the state of Illinois has contributed more than $328 million to communities across the state to support migrants who have been bussed here from Texas and other states.
Despite overtures from the city of Chicago, which has received the vast majority of the busses of asylum seekers, the state will not be approving additional funds during the veto session.
“I think I made it clear that we were not expecting to do a supplemental budget in the veto session,” House Speaker Chris Welch told reporters in Chicago last week.
Legislative staff union
Welch filed legislation last month that would allow his staff to unionize.
The bill would authorize the Illinois Labor Relations Board to oversee an election on the formation of a collective bargaining unit within the legislative branch and create a legislative agency to represent the interests of the General Assembly in the collective bargaining process.
Welch
It comes less than a year after staffers in his office made clear their intention to unionize. But the path forward was unclear as current law exempts legislative employees from the framework that would allow them to organize.
Welch told Lee Enterprises last month that he intends to call his bill during veto session. It will likely pass the House.
But its fate in the the Senate is far less certain. Though led by Democrats who fashion themselves allies of organized labor, there has not been a widespread push among staff in the upper chamber to organize.
Transportation is the largest source of carbon emissions in the US. Here’s how it breaks down by state
Transportation is the largest source of carbon emissions in the US. Here’s how it breaks down by state
The United States is historically, and often proudly, a nation of cars. This perhaps relates to the country’s strong ethos of independence and the symbolic (as well as practical) role automobiles have played in this sense of personal freedom. Whereas extensive public transportation is regarded as a public imperative in nations throughout Europe, America prides itself on being behind the wheel, both literally and metaphorically.
Therefore, it is,unsurprising that transportation is the country’s largest source of CO2 emissions. In 2020, this sector accounted for 27% of total greenhouse gas emissions nationwide, amounting to around 1.6 billion metric tons, more than the agriculture, residential, and commercial sectors combined. This figure accounts for fossil fuels burned by all forms of transportation—cars, trucks, ships, trains, and airplanes. These emissions have long-lasting effects beyond eroding the earth’s atmosphere and contributing to climate change. For instance, transportation emissions are responsible for over 55% of nitrogen oxides released into the air, a major component of smog and air pollution.
However, the good news is that the American transportation industry can steer its long-standing tradition of innovation toward environmentally conscious systems. In the past years, strides have been made in expanding public transportation systems, multimodal infrastructure, and accessibility of electric vehicles—not just electric cars and trucks, but e-bikes and scooters. One school district in Maryland, for example, recently introduced the largest fleet of electric school buses to hit the road, and multiple states are factoring in parking spaces, multiuse roads, and pedestrian navigation support to make cities more inclusive of various modes of transportation.
Citing data from the Energy Information Administration and the Environmental Protection Agency, Velotric visualized transportation emissions in the U.S. and how it varies by state.

How transportation emissions compare to other sectors
Transportation eclipses other sources of CO2 emissions, largely because there are few alternatives for power—over 90% of the fuel for vehicles is petroleum-based. CO2 emissions from the transportation sector increased by an estimated 200 million metric tons from 2020 to 2021.
The second-closest emissions generator—electricity—accounted for approximately one-quarter of greenhouse gas emissions in 2020 and 2021. While CO2 emissions from electricity generation have sharply declined since 1990, 60% of electricity production remains the result of burning coal and other fossil fuels.
Industrial, commercial, and residential sources of carbon emissions encompass everything from heat production to waste elimination. Finally, agriculture and forestry are also high-ranking sources of CO2, largely the result of livestock farming and carbon sinks.
Transportation emissions approached pre-pandemic levels in 2021
The COVID-19 pandemic caused a record-breaking reduction in transportation-sourced carbon emissions in 2020, but unfortunately, this was only temporary. In 2021, Americans began to return to the road and air as lockdowns eased and businesses reopened, and emission levels rose to nearly pre-pandemic rates. After a 15% decrease in 2020, transportation emissions grew by more than 10% the following year. Much of this was the result of truck transport, as the pandemic saw a spike in online shopping and a resulting cross-country delivery of goods.
On a global scale, transportation emissions were 600 megatons lower than 2019 levels, and the global aviation sector saw CO2 release equivalent to just 60% of its pre-pandemic levels.
Alaska has the most transportation emissions per capita
With 15.66 metric tons of CO2 per resident, Alaska tops state-by-state rates for emissions per capita, followed closely by Wyoming (13.34 metric tons per resident) and North Dakota (11.94). Hawaii (8.34) and Louisiana (8.34) round out the top five. At the opposite end, Pennsylvania (4.77), Massachusetts (4.62), Connecticut (4.30), New York (4.10), Rhode Island (3.69), and Washington D.C. (1.57) have the lowest emissions per capita.
In general, population-dense states with more urban areas tend to have more comprehensive public transportation systems, reducing overall transportation emissions. In contrast, sparsely populated states tend to rely on fossil fuels for both individual vehicle use and bigger industrial operations.
In remote and sporadically settled Alaska, transportation is largely car-based, with public transit primarily isolated to the major cities of Juneau, Anchorage, Fairbanks, and Matanuska-Susitna. Infrastructure in Alaska largely encourages an individual, heavily fuel-based culture, with many citizens even relying on small planes to travel from town to town.
Personal vehicles drive transportation emissions
America has constructed itself around the car in both infrastructure and cultural attitudes. According to a global consumer survey cited by the World Economic Forum, 76% of Americans drive themselves to work in personal vehicles, often without carpooling. Even for small errands and trips, Americans often use bulky, fuel-inefficient vehicles unnecessarily. From 2012 to 2021, sales of every category of midsize or large SUVs and trucks grew by more than 20%. Personal cars, SUVs, and trucks account for around 66% of transportation-based emissions in the country.
Conversely, the significant reduction in GHG release associated with public transportation has been a well-known fact for many years. In a 2010 report, the Federal Transit Administration found that public transportation systems produces 76% less greenhouse gas emissions per passenger mile than a single-occupancy vehicle. In both public and private mass transport, the more passengers, the fewer fossil fuels are wasted. For instance, a bus with 28% of its seats occupied emits one-third less per passenger mile than the average single-occupancy vehicle; when the number of seats taken on the bus increases to 100%, it saves 82% of emissions compared to a private car.
This story originally appeared on Velotric and was produced and distributed in partnership with Stacker Studio.
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