Schlafly: It's Still the Economy, Stupid

Wonder how free trade, college, and jobs relate to toll roads? Our Nation’s so-called “free trade agreements” are the reason why the Trans Texas Corridor is being built and handed over to a foreign company (Cintra) to reap MEGA profits for the next 50 years. China and multi-national corporations want a new trade corridor to ship cheap Chinese goods into the U.S. at Texas taxpayers’ expense.

The project requires 580,000 acres of private Texas land to benefit Cintra and China, not Texans. It’s the worst eminent domain abuse EVER to befall our country. So in the name of “free trade,” we’re now sending so many high paying jobs overseas, that the expensive college education you just mortgaged your home to pay for was for nothing. U.S. News and World Report is now suggesting those students take blue collar jobs. This election year we can this to the mantra: it’s the jobs, stupid!
It’s Still the Economy, Stupid
By Phyllis Schlafly
Monday, January 21, 2008

Bill Clinton was elected president in 1992 using James Carville’s slogan “It’s the economy, stupid.” The Democrats thus capitalized on a temporary economic recession during the last year of George H.W. Bush’s administration.

Could 2008 be a repeat performance? The falling stock market, rising unemployment, skyrocketing oil prices, subprime mortgage collapse and the Michigan recession have moved to front and center in the primaries.

Will the Republicans get it? Or will they just keep mouthing their tired mantras about free trade, the global economy, the world is flat, we have to be more competitive, send more students to community colleges and teach more math and science?

Will the Democrats get it, or just keep mouthing their Big Government mantras that we need more taxpayer-paid social services? The liberal New York Times calls on us to “embrace globalization,” and to compensate for job losses (which it speaks of with elitist disdain as “dislocations”) by extended unemployment benefits, more progressive taxation, tax-paid lifetime retraining of workers, socialized medicine and more income handouts to low-wage workers through the Earned Income Tax Credit.

The private-enterprise system did not cause the loss of jobs. It’s the result of bad U.S. policies and one-sided trade agreements that allow foreign governments to discriminate against American workers and products.

It’s a very bad U.S. policy to invite millions of illegal aliens to come into the U.S., take low-wage jobs and cash in on the social benefits that U.S. taxpayers generously provide to low-income households (estimated by the Heritage Foundation at a net cost of $20,000 per year).

It’s also a very bad U.S. policy to tolerate the H-1B and L-1 racket that is bringing in hundreds of thousands of skilled foreigners, particularly from Asia, to take jobs away from Americans. Sen. Chuck Grassley, R-Iowa, says that the H-1B program is “now replacing the U.S. labor force.”

The public is falsely led to believe that only 65,000 H-1B visas are permitted per year to take jobs for which no American can be found. The true figure is closer to 400,000 annually, because the number is increased by an additional 20,000 foreigners who get graduate degrees from U.S. universities, by foreigners who are completely exempt from the count because they work for research, educational or non-profits, and by 315,000 L-1 visas for which there is no cap at all.

The specific purpose of L-1 visas is to allow multinational companies to transfer managers and specialists within the company for a limited time. The high number now issued annually indicates that the multinationals are abusing L-1s as a back door to bring in lower-paid workers, not for a legitimate rotation of managers and specialized employees.

Tata Consultancy, for example, obtained 4,887 L-1s in fiscal 2006. Tata refused to answer questions from the tech journal InfoWorld, which called the H-1B/L-1 racket the fifth-most-underreported tech story of 2007.

Neither the H-1B nor the L-1 foreigners are expected to take permanent jobs or to get residency in the United States. But no one keeps track of whether or not they go home when their visas expire.

We can thank YouTube for posting on the Web a portion of a conference at which immigration lawyers train employers on how to sidestep immigration law. The blunt advice dished out by Lawrence Lebowitz of Cohen & Grigsby was: “Our goal is clearly not to find a qualified U.S. worker. … Our objective is to get this person a green card.”

Lebowitz also advised employers to find a place to advertise for U.S. workers where you will be “complying with the law” but hoping “not to find qualified and interested worker applicants.”

Jobs losses are also caused by unfair trade agreements signed by our government that encourage corporations to close U.S. plants and move their production overseas. Chinese laborers, working under slave-labor conditions, can be hired for 30 cents an hour.

In addition to the advantage of cheap labor, our trade agreements permit massive product discrimination against us. Foreign governments are allowed to subsidize the goods they export to us, but are also allowed to impose heavy taxes on goods they import from us.

Free trade was supposed to result in a mutual reduction of tariffs so goods can move freely around the world. It didn’t work out that way because our trade agreements do not require a level playing field.

The United States cut our tariffs, but foreign countries substituted border taxes that are just as high as the tariffs they supposedly eliminated. They hide these border taxes under the moniker “value added tax,” and it adds up to playing us for Uncle Sucker.

Now that millions of Americans have lost the good jobs they thought had put them on the path to living the American dream, the voters are waking up. Presidential candidates beware: We want to know what you will do to protect American jobs.

Opposition to Trans-Texas Corridor growing

Link to story here.

Opposition to Trans-Texas Corridor growing
Wednesday, January 23, 2008
By Rosa Flores and Shern-Min Chow / 11 News

More than 800 people packed a meeting hall in Hempstead for a public meeting on the Trans-Texas Corridor. Seven more public sessions are scheduled.Residents are speaking out about a controversial highway that would cut right through the state.The state plans to build a 4,000-mile network of super-highway toll roads. In Hempstead on Tuesday, many residents said that road could cost them their property.Odis Styers owns hundreds of acres north, east and west of town. But the traffic that now travels through on State Highway 290 could interrupt his peace.

A TxDOT super highway could soon plow through the middle of his property.

“They are talking about going through prime ranch country, prime farm country and that’s limited,” said Styers. “I’m in the cattle business and that would put me out of business.”

The I-69 Trans Texas Corridor would run from Mexico to Texarkana. Exactly how it will get from Point A to Point B is still up in the air. But a proposed map shows the area the state is now studying.

It’s wide swath of Texas land cutting through Waller County.

“We are looking at a new system to provide us for the next generation of jobs and congestion,” said TxDOT spokesman Norm Wigington. “If we do not do anything that means that there will be congestion. We know that people are coming here in great numbers.”

But business owners already here, don’t want to see their town split down the middle.

“It’s going to be like a huge river that’s only going to have a bridge every now and then,” said property owner Matthew Menke. “And it’s going to isolate certain areas. And where they decide to lay it. We are going to be at their mercy.”

TxDOT officials said the highway won’t be different from any other roadway that would be built through a community.

“State law requires TxDOT to build crossings for all state and federal highways and to maintain as many local road crossings as possible,” said spokesman Chris Lippincott. “We are required to work with local officials to identify all roads of significance and create crossings for them.”

Property owners have been asking questions, but, “It doesn’t seem like you can find answers from the state reps or the senate,” said Styers.

And so a lot of people who live in this quiet country and starting to make some noise.

Tuesday night, they packed in for a public hearing on the Trans-Texas Corridor. Most gave state officials more than just an earful.

Property owners worry the state will shortchange them on any land it buys, even as TxDOT insists fair market value will be observed.

The Trans-Texas Corridor would eventually include rail lines, toll ways for vehicles, utility lines for water, power and even data transfer.

Opponents, including the Waller County Commissioners Court, say that is a mistake.

Opponents have spent years protesting the proposed network of roads between Mexico and Texas.

They argue the total cost of $125 billion is really to help big business and not the small towns where they live.

“The citizens here are not going to bear the burden so Wal-Mart can get their cargo into the U.S. cheaper and faster,” said Trey Duhon, one of the estimated 800 who packed into the meeting Tuesday night in Hempstead.

Hiatt repudiates Bush-Peters toll only mantra

Link to article here.

She Brakes for Ideology
By Fred Hiatt Washington Post
Monday, January 21, 2008

The next time you are stuck in traffic (and when are you not?), you might take a moment to ponder Mary Peters’s contribution to the fix you are in.

Peters is the Bush administration’s transportation secretary, and her main objective seems to be blocking any increase of public contributions to the public infrastructure. The main reason you are sitting in traffic, she believes, is not that the purchasing power of Highway Trust Fund revenue has been dwindling for the past decade, not that population and freight traffic have been soaring with no government response — but that you are not being asked to pay enough to use the road you are on.

The rigidity of the administration’s ideology became clear last week with the culmination of a two-year study of the nation’s transportation woes. A bipartisan federal commission came up with a comprehensive, balanced plan for the next 50 years, calling for maintenance and construction, road and rail, public and private funds.

Nine of the commission’s 12 members endorsed the report. A majority of the nine were GOP appointees, including commissioners chosen by then-Senate Majority Leader Bill Frist (R) and then-House Speaker Denny Hastert (R). But three members representing the administration, including Peters, dissented.

Peters acknowledged in her dissent that traffic congestion already is costing the U.S. economy as much as $200 billion a year. She acknowledged that growth in population and commerce is “straining our transportation system as never before,” harming productivity, mobility and the environment.

“We believe, however, that a failure to properly align supply and demand, not a failure to generate sufficient tax revenues, is the essential policy failure,” the Bush dissenters wrote. “When consumer demand determines supply, it will engender funding sufficient to meet the demand.”

This is an astonishingly radical view of government’s role in transportation. Cast backward, it would suggest that President Dwight D. Eisenhower never should have built the interstate highway system; it should have been left to private companies to build roads wherever tolling could generate a profit, and nowhere else. The result — an incomplete, disconnected patchwork of highways — might indeed have suited Peters, given that another of her goals is a reduced federal role in transportation policy. But the country would have been poorer for it.

Peters is right to stress the importance of private-public partnerships, such as this area will soon see in added lane construction on the Beltway. It also makes sense to have users pay their way, and pay more at peak hours, through congestion pricing, London-style fees to drive downtown and similar mechanisms.

In fact, the bipartisan majority endorses all of these. The commission stresses the need to shift from the current pork-barrel, earmark-driven spending to a more rational alignment of money and mission, and it suggests how that might be accomplished. No tax increases will or should be adopted until then, it says.

But the rational majority of the commission also understands that the current underinvestment, if continued, will cost lives (see: the collapsed bridge in Minnesota in August), time and economic growth, and that the government has to play a role along with the private sector.

“We’re living off investments made 40, 50 — in New York City, 100 — years ago,” said commission member Frank McArdle, an adviser to the New York state contractors association. Added Steve Heminger, executive director of San Francisco‘s Metropolitan Transportation Commission: “Now we have aging pains and growing pains.”

You can see the effect of the Bush ideology in recent reports, as recounted by The Post’s Amy Gardner last week, that the administration is yet again looking for excuses to kill rapid transit rail to Dulles Airport. Having jumped through every hoop demanded — giving up on a tunnel through Tysons Corner, cutting $300 million in costs — the region finds itself facing another, unexplained roadblock. But if you understand the Bush philosophy, the roadblock isn’t so hard to explain: If profit alone — and not clean air, or joining the rest of the civilized world in connecting airports to cities, or any other consideration — matters, then Dulles rail no doubt slides down the priority list.

The Peters model might work if the only national interest were maximum efficiency. But if the nation cares about the environment, about staying connected, about balancing roads and rail and transit, then it will have to invest, as a nation, and plan, as a nation. The bipartisan nature of the commission report gives hope that the next administration, whoever leads it, will understand that.

TxDOT admits to breaking the law, hired lobbyists!

IMMEDIATE RELEASE

SMOKING GUN…
TxDOT confronted with docs showing they hired lobbyists
Houghton admits TxDOT hired lobbyists, defended it, and admitted to doing it personally, too!

Hempstead, TX, January 22, 2008 – TxDOT hired 4 federal lobbyists and paid $5,000 and $10,000 monthly retainers to Chad Bradley, Drew Maloney, Garry Mauro, Billy Moore and one state lobbyist with Alliance for I-69, Gary Bushell, to lobby elected officials and solicit them in selling the public on the controversial Trans Texas Corridor TTC-69 privatized toll project. On March 23, 2007, Bushell met directly with 4 Waller County Commissioners Glenn Beckendorff, Bill Eplen, Terry Harrison, and Milton Whiting.

It apparently didn’t do TxDOT any good since the Waller County Commissioners passed a resolution against the Trans Texas Corridor TTC-69 project coming through Waller County. But that’s not the case in other meetings where elected officials raced to the microphone to sing the praises of the TTC-69 to their constituents like they did in Texarkana, January 15.

As part of TURF’s lawsuit against the Texas Department of Transportation (TxDOT) for its ad campaign to advocate toll roads and the Trans Texas Corridor (in violation of Texas Government Code Chapter 556), new evidence uncovered this taxpayer-funded lobbying by TxDOT.

TURF discovered detailed logs showing a concerted campaign to lobby politicians, particularly newly elected officials, which is a BIG no-no for a state agency that must remain apolitical. Bushell personally lobbied more than two-dozen elected officials in the path of TTC-69 prior to the Town Hall meetings.

Houghton admits TxDOT violated the law!
At the packed Town Hall meeting in Hempstead tonight (estimated 800-1,000 people in attendance), Transportation Commissioner Ted Houghton said he also personally met with every county judge in the path of the Trans Texas Corridor TTC-69 as he defended the “necessity” of TxDOT hiring lobbyists to “lobby” elected officials (he used that exact word multiple times).

This action is in DIRECT VIOLATION OF THE LAW!

Texas Government Code:
§ 556.005. Employment of Lobbyist

(a) A state agency may not use appropriated money to employ, as a regular full-time or part-time or contract employee, a person who is required by Chapter 305 to register as a lobbyist. Except for an institution of higher education as defined by Section 61.003, Education Code, a state agency may not use any money under its control to employ or contract with an individual who is required by Chapter 305 to register as a lobbyist.

“Where’s the Travis County District Attorney? TxDOT has now publicly admitted, on camera, that it has violated the LAW!” says an incredulous Terri Hall, Founder of Texans Uniting for Reform and Freedom (or TURF).

Zachry sends observer
Trouble in the private toll paradise?

Another first at tonight’s Town Hall was the presence of a Zachry employee taking meticulous notes on his laptop. Zachry Construction is one of the private consortiums seeking the development rights to the TTC 69 project.

“This is a first,” said Hank Gilbert, a TURF Board member attending the Town Halls. “I’ve never seen a Zachry employee at a single public meeting in my 3 1/2 years fighting this thing.”

This may indicate trouble in Governor’s Perry’s world of private sector control of our public highways. The 80th Legislature passed a private toll moratorium (SB 792) in 2007 and the public-private partnership lobby has been jittery ever since. The public opposition is growing more fierce and more organized.

TURF also discovered in a memo to TxDOT dated November 8, 2007, that Rodman & Co. marketing gurus seem to have drafted quotes on behalf of elected officials in order to place them as positive quotes in press releases about the TTC-69 project.

TxDOT also hired Governor Rick Perry’s political polling outfit, Bacelice & Associates, to conduct a poll that included asking one’s political party affiliation in its questions.

“What does a person’s political party have to do with a supposed ‘public information’ campaign? Nothing, it’s clear this ad campaign is about pushing a political agenda and brainwashing the public with pro-toll talking points like ‘tolls are better than gas taxes to fund roads’. C’mon, this is politics run amok and an agency run amok. Who’s going to rein them in?” criticizes Hall.

“TxDOT has patently and repeatedly denied that they’ve been illegally lobbying elected officials, yet they secretly and knowingly hired registered lobbyists to do the Governor’s dirty work in ramming toll roads and this Trans Texas Corridor down the taxpayers’ throats! It’s an outrage and we intend to put a stop to it since no one else will,” promises Hall.

“The LAW forbids TxDOT from using taxpayer money for a political purpose, only to find they’ve blown millions on PR firms and are currently using OUR MONEY to put up more than 2 dozen TxDOT employees as they galavant all over the state in a series of Town Hall meetings. The Town Halls are for purely political purposes, and they’re more akin to a propaganda-filled dog and pony show than a real dialogue giving the public veto power over this project,” notes Hall.

TxDOT is holding this series of Town Hall Meetings ahead of the official LEGAL public hearings for TTC-69 in order to win over an unsuspecting public and to divert critics AWAY from registering their opposition on the official LEGAL record at the public hearings to follow.

TxDOT’s behavior demonstrates why there are laws prohibiting the government from using its power and OUR money against the taxpayer. The citizens have the deck stacked against them when their own government forcibly takes their money and uses it to clobber them.

What TxDOT calls “outreach” is, in reality, an ad campaign (www.KeepTexasMoving.com) using public relations firms and political strategists to “sell” the public on a privatized, tolled trade corridor from Laredo to Texarkana.

Like TTC-35, TTC-69 plans to convert some existing highways into privately controlled toll roads, making Texas taxpayers pay twice for the same stretch of road as well as to force Texas landowners to give-up their farms and ranches for a massive new stretch of road in order to complete the entire TTC-69 project.

Read the latest in TURF’s lawsuit against TxDOT’s misuse of taxpayer money for an ad campaign advocating tolls and against its lobbying activities here.

Read TURF’s formal complaint against TxDOT’s illegal use of taxpayer money filed with Travis County District Attorney Ronnie Earle here.

-30-

Foreign companies invest aggressively in U.S.

Link to article here.

Overseas Investors Buy Aggressively in U.S.
By PETER S. GOODMAN and LOUISE STORY
New York Times
January 20, 2008

Last May, a Saudi Arabian conglomerate bought a Massachusetts plastics maker. In November, a French company established a new factory in Adrian, Mich., adding 189 automotive jobs to an area accustomed to layoffs. In December, a British company bought a New Jersey maker of cough syrup.
For much of the world, the United States is now on sale at discount prices. With credit tight, unemployment growing and worries mounting about a potential recession, American business and government leaders are courting foreign money to keep the economy growing. Foreign investors are buying aggressively, taking advantage of American duress and a weak dollar to snap up what many see as bargains, while making inroads to the world’s largest market.

Last year, foreign investors poured a record $414 billion into securing stakes in American companies, factories and other properties through private deals and purchases of publicly traded stock, according to Thomson Financial, a research firm. That was up 90 percent from the previous year and more than double the average for the last decade. It amounted to more than one-fourth of all announced deals for the year, Thomson said.

During the first two weeks of this year, foreign businesses agreed to invest another $22.6 billion for stakes in American companies — more than half the value of all announced deals. If a recession now unfolds and the dollar drops further, the pace could accelerate, economists say.

The surge of foreign money has injected fresh tension into a running debate about America’s place in the global economy. It has supplied state governors with a new development strategy — attracting foreign money. And it has reinvigorated sometimes jingoistic worries about foreigners securing control of America’s fortunes, a narrative last heard in the 1980s as Americans bought up Hondas and Rockefeller Center landed in Japanese hands.

With a growing share of investment coming from so-called sovereign wealth funds — vast pools of money controlled by governments from China to the Middle East — lawmakers and regulators are calling for greater scrutiny to ensure that foreign countries do not gain influence over the financial system or military-related technology. On the presidential campaign trail, the Democratic candidates have begun to focus on these foreign funds, calling for international rules that would make them more transparent.

Debate is swirling in Washington about the best way to stimulate a flagging economy. Despite divided opinion about the merits, foreign investment may be preventing deeper troubles by infusing hard-luck companies with cash and keeping some in business.

The most conspicuous beneficiaries are Wall Street banks like Merrill Lynch, Citigroup and Morgan Stanley, which have sold stakes to government-controlled funds in Asia and the Middle East to compensate for calamitous losses on mortgage markets. Beneath the headlines, a more profound shift is under way: Foreign entities last year captured stakes in American companies in businesses as diverse as real estate, steel-making, energy and baby food.

The influx is the result of a confluence of factors that have made the United States both reliant on the largesse of foreigners and an alluring place for opportunistic investors. With American banks reeling from the housing downturn and loath to lend, businesses are hungry for cash.

The weak dollar has made American companies and properties cheaper in global terms, particularly for European and Canadian buyers. Even as Americans confront the prospect of a recession, economic growth remains strong worldwide, endowing oil producers like Saudi Arabia and Russia and export powers like China and Germany with abundant cash.

As the German company ThyssenKrupp Stainless broke ground in November on what is to be a $3.7 billion stainless steel plant in Calvert, Ala., its executives spoke effusively about the low cost of production in the United States and the chance to reach many millions of customers — particularly because of the North American Free Trade Agreement, which allows goods to flow into Mexico and Canada free of duty.

“The Nafta stainless steel market has great potential, and we’re committed to significantly expanding our business in this growth region,” said the company’s chairman, Jürgen H. Fechter, according to a statement.

Foreign giants like Toyota Motor and Sony have been sinking capital into American plants. Investment in the American subsidiaries of foreign companies grew to $43.3 billion last year from $39.2 billion the previous year, according to the research and consulting firm OCO Monitor.

“This is a vote of confidence in the American economy, the American marketplace and the American worker,” the deputy Treasury secretary, Robert M. Kimmitt, said. “These investments keep Americans employed and keep balance sheets strong.”

Five million Americans now work for foreign companies set up in the United States, Mr. Kimmitt said, and those jobs pay 30 percent more than similar work at domestic companies. Nearly a third of such jobs are in manufacturing, which explains why Rust Belt states have been wooing foreign investment.

“We’ve lost 400,000 manufacturing jobs,” said Michigan’s governor, Jennifer M. Granholm, a Democrat, who has traveled three times to Europe and twice to Japan in pursuit of investment since taking office in 2003. “I’ve got to get jobs for our people.”

Some labor unions see the acceleration of foreign takeovers as the latest indignity wrought by globalization.

“It’s the culmination of a series of fool’s errands,” said Leo W. Gerard, international president of the United Steelworkers. “We’ve hollowed out our industrial base and run up this massive trade deficit, and now the countries that have built the deficits are coming back to buy up our assets. It’s like spitting in your face.”

Other labor groups take a more pragmatic view.

“We need investment and we need to create good jobs,” said Thea Lee, policy director for the A.F.L.-C.I.O. in Washington. “We’re not in the position to be too choosy about where that investment comes from. But it does bring home the consequences of flawed trade policies over many, many years that we’re in this position of being dependent.”

At the center of concern is the growing influence of sovereign wealth funds, which invested $21.5 billion in American companies last year, according to Thomson. Analysts say they could skew markets by investing to improve the fortunes of their national companies or to pursue political goals.

“This is a phenomenon that could be called the growth of state capitalism as opposed to market capitalism,” said Jeffrey E. Garten, a trade expert at the Yale School of Management. “The United States has not ever been on the receiving end of this before.”

Perhaps emblematic of national ambivalence, in an appearance on CNBC last week, the voluble market analyst Jim Cramer spoke in menacing terms about the growing role of state investment funds from the Middle East and China.

“Do we want the communists to own the banks, or the terrorists?” Mr. Cramer asked. “I’ll take any of it, I guess, because we’re so desperate.”

Proponents of investment from overseas note that finance from sovereign wealth funds is a mere trickle of the overall flow from abroad. Indeed, the bulk comes from Europe, Canada and Japan. Just as Americans have scattered investments around the world in pursuit of profit — with holdings of foreign stock and debt exceeding $6 trillion in 2006, according to the Treasury Department — foreigners are looking to the United States, with their capital generating economic activity, proponents say.

If fear of foreign money now inspires Americans to erect new barriers, that would damage the economy, said Todd M. Malan, president of the Organization for International Investment, a Washington lobbying group financed by foreign companies.

“The policy choices on the negative side would have enormous economic implications that would make the current situation look like a bubble bath,” he said.

Tensions spawned by foreign investment hark back to the 1980s, when Japan snapped up prominent American businesses like Columbia Pictures, and some intoned that the American way of life was under assault. The new wave of foreign money is washing in at an even more important time, analysts say.

The United States has lost more than three million manufacturing jobs since 2001, with foreign trade often taking the blame. Foreign-made goods now account for roughly one-third of all wares consumed in the United States, roughly tripling their share over the last quarter-century. The soaring price of oil and a widening trade deficit underscore how the American economy is increasingly vulnerable to decisions made far away.

In 2005, Congressional opposition scuttled a bid by the state-owned Chinese energy company Cnooc to buy the American oil company Unocal. The following year, furor on Capitol Hill prevented DP World, a company based in the United Arab Emirates, from buying several major American ports.

No such outcry has greeted the purchase of stakes in major Wall Street banks by state investment funds in the United Arab Emirates, Kuwait, China, Singapore and South Korea. This is largely because the banks sold passive slices and ceded no formal control, which would have set off a federal review of the national security implications. But the silence also reflects the imperative that these enormous institutions swiftly secure cash.

“It would be good if these companies didn’t need all this capital and better if the capital was available in the United States,” said Senator Charles E. Schumer, Democrat of New York, who was a vocal opponent of the DP World deal. “But given the situation that these institutions find themselves in and the fact that there’s a pretty strong credit squeeze, there’s only two choices: Have foreign companies invest in these firms or have massive layoffs.”

In years past, particularly when Japanese money washed in, many foreign purchases proved not to be so prudent in the end. This time, with the dollar weak and troubled American companies in a poor bargaining position, the prices really do seem cheap, some economists say.

“They’re buying financial assets at well under book value,” said Gary C. Hufbauer, a trade expert at the Peterson Institute for International Economics.

Trade experts assume tensions will rise as developing countries — which tend to have more state companies — continue to expand their share of investment in the United States.

Canada still spends the most money buying stakes in American companies — more than $65 billion in 2007, according to Thomson. But other countries’ purchases are growing rapidly. South Korea’s investments swelled to more than $10.4 billion last year from just $5.4 million in 2000. Russia went to $572 million from $60 million in that span; India to $3.3 billion from $364 million.

But even if political tension increases, so will the flow of foreign money, some analysts say, for the simple reason that businesses need it.

“The forces sucking in this capital are much bigger than the political forces,” said Mr. Garten, the Yale trade expert. “If there is a big controversy, it will be between Washington on the one hand and corporate America on the other. In that contest, the financiers and the businessmen are going to win, as they always do.”

Toll roads cited among reasons to move away from the northside

Link to article here.

Toll roads are cited among the reasons to move away from the northside. We’ve been warning of this for years. To all the skeptics who scoffed….any questions? The homes prices are taking a dive in Stone Oak (which is landlocked by the first two toll projects on 281 and 1604) and other northside areas under the imminent threat of toll taxes. Tolls on a select few neighborhoods are a targeted, discriminatory tax and our poor excuses for elected officials like Frank Corte who voted to TAX their own constituents with this, are to blame when you can’t sell your house for what you paid for it!

MLK Day Success Story: East Side Development Boom
Dignowity Hill leads the effort
By Jim Forsyth
Monday, January 21, 2008

The historic Dignowity Hill neighborhood on the city’s east side is emerging to become one of the most desirable older home neighborhoods in the city, 1200 WOAI’s Berit Mason reports.

Named for Czech immigrant and abolitionist Anthony Dignowity, who came to San Antonio to practice medicine in the 1850s, who built a large home in the rolling hills east of downtown, the neighborhood was the grandest in San Antonio until German settlers starting building along the San Antonio River in the 1870s in what became King William, and it remained a grand area of large homes well into the Twentieth Century.

What attracted affluent community leaders like the Friedrichs and the Elmendorfs to Dignowity Hill before the advent or air conditioning were the summer breezes, which blew through the homes’ large windows and kept them cool even in the most stifling of 19th Century summers.

Businessman Bill Ross, tired of northside traffic tie-ups, bought a century old home a few years ago and helped start a gentrification trend in the neighborhood, which for forty years has been plagued by crime and has seen the grand old homes cut up into cheap apartments or abandoned altogether.

“This is a prime area,” Ross says. “Anybody looking to move back into the inner city, this is great. It’s catching on.”

Retired homebuilder Byron Sherous is another Dignowity pioneer.

“The neighbors are all taking an interest in repairing and improving their properties,” he told Berit.

Ross says when he bought his home for $20,000, it was a former crack house which had been abandoned since being shut down by the cops. He says it is now appraised at more than $175,000.

“Prices are beginning to rise, as they generally do, in a situation like this,” he says.

East side Councilwoman and community leader Sheila McNeil says the time is right for east side development.

“The time is right for the east side. We have job opportunities and economic development that we’ve never seen before,” she says.

She points out that $2 billion plus improvements now underway at Ft. Sam Houston, combined with the new jobs coming to Rackspace Managed Hosting at the old Windsor Park Mall, make this prime time for the east side.

Sherous says enough people have now committed to moving into the old homes on Dignowity Hill that some of the ‘fear factor’ is gone.

“Naturally, we were a little fearful at first, but we had the courage to give it a try,” he says.

Ross says his renovated east side home, with it’s ‘million dollar view’ is the just the cure for north siders tired of the sprawl, the overcrowding, and the traffic. He says it also frees him from the looming toll roads on US 281 and Loop 1604.

Sherous says they just may have hit onto something.

“The trend now seems to be that everybody is taking an interest in the east side, and the Dignowity Hill area in particular,” he says.

Other major residential developments in the east side include a high dollar high rise condominium development just north of St. Paul‘s Square.

Perry's Transportation Commission looks to post-Williamson future

Link to article here.

Toll road agency looking to future
01/21/2008
Peggy Fikac
Express-News

AUSTIN — The death of state Transportation Commission Chairman Ric Williamson, the feather-ruffling toll road champion who left the agency with a sweeping vision and fences to mend with politicians and the public, may change the style of debate over Texas’ transportation future.But not its substance.

The five-member commission is appointed, and its new chairman will be named by Republican Gov. Rick Perry, who has made clear that his support for toll roads and state-private partnerships hasn’t changed.

“In the days since his passing, there have been calls from some quarters to abandon the forward-thinking initiatives we championed to meet our state’s current and future transportation needs. That would be a big mistake,” Perry said in response to a national commission’s call for higher gasoline taxes and restrictions on states’ toll contracts with private companies.

Commission member Ted Houghton of El Paso was blunt about Perry’s influence.

“This is the governor’s program. If we go in and try to scrap some piece of his program, I think we’re going to have hell to pay with our boss, and that’s the governor,” Houghton said. “He was elected by the citizens, not us. We are an extension of what he believes.”

Houghton and commissioners Hope Andrade of San Antonio and Ned Holmes of Houston said they support tollways and private investment as a key part of the state’s transportation funding mix.

Despite some lawmakers’ support for raising the gas tax, some commissioners suggested that the needed increase would be so large as to be unduly difficult.

At the same time — and while praising Williamson’s intellect and drive — commissioners said they want to communicate better with lawmakers after tempers flared last year and the Legislature sought to rein in privately funded toll roads with a moratorium.

As officials work to pave over lingering hard feelings, the Texas Department of Transportation faces the scrutiny of a “sunset” review. Some lawmakers want the appointed commission to be replaced with an elected transportation commissioner.

“We are all committed to reaching out and working closely with our legislative leaders and our communities,” Andrade said. “Things haven’t changed, other than Ric’s not there. We still have the huge issues we need to address.”

Holmes said he wants a “working-together kind of atmosphere” with the Sunset Advisory Commission and lawmakers. Still, he said, “We really don’t have many choices in how we fund our system, and if we think we can depend totally on the gas tax and the current format, it is woefully inadequate.”

Holmes offered a long-term idea that could prove as controversial as privately funded toll roads: eventually taxing Texas motorists per mile driven as opposed to per gallon of gasoline. He said that’s likely more than a decade away in Texas but noted that it’s a response to cars’ increasing fuel efficiency.

Houghton said politics must be balanced against the economic reality, “and the reality of economics is … we have hit a wall in the state of Texas” on funding growth.

“We need to hone our communication skills with the Legislature,” he added.

Lawmakers, while giving Williamson respect, agree that transportation officials need to make changes.

“It is difficult, at least for this senator, to imagine TxDOT’s credibility being any lower,” said Sen. Kirk Watson, D-Austin, vice chairman of the Senate Transportation and Homeland Security Committee.

Sen. John Carona, R-Dallas, the committee’s chairman, said TxDOT needs to listen.

“As one approach among many, public-private toll roads may, in fact, have a place in the overall funding scheme,” he said. “The real issue becomes one of listening to the concerns of the citizens and the direction of the Legislature. In that regard, the Transportation Commission has been wrongheaded in the last couple of years.”

Carona supports modestly increasing the gasoline tax, tying it to inflation and ending diversions from the highway fund to other state needs. He called private investment the most expensive option for taxpayers because it adds the element of profit.

Perry spokesman Robert Black disagreed, saying cost depends on how contracts are structured, citing companies’ up-front payments and officials’ approval of toll rates.

Sen. Jeff Wentworth, R-San Antonio, a committee member who has supported a gasoline tax increase, said the moratorium gave lawmakers a “two-year breather” to consider private equity in toll roads. He said the need to smooth TxDOT-legislative relations should be a consideration for Perry in appointing Williamsons’ successor.

Sen. Tommy Williams, R-The Woodlands, a committee member, said, “I think he (Williamson) stepped way over the line on that (private equity financing of toll roads). But having said that, I think he saw a problem. He was trying to find the best way to solve that. He came up with a solution. I give him credit for that. I give the governor credit for that.”

On the House side, Rep. Lois Kolkhorst, R-Brenham, a private-tollway moratorium supporter, agreed that Williamson highlighted the funding problem “in a manner that probably will never be seen again. … I told him: ‘Ric, in the end, you’re going to win. We’re going to fund them. Not necessarily the way you wanted them to be funded, but we’re going to find a way to fund them.'”

Kolkhorst supports the use of tollways, but not having them “given away for a half a century to private companies.”

The search to replace Williamson, who died of an apparent heart attack Dec. 30, “is ongoing,” said Black, the governor’s spokesman.

The Dallas-Fort Worth area is pushing for the representation it lacks with Williamson’s passing. Carona said Erle Nye, a Texas A&M regent and former TXU Energy chief executive and chairman, would be a strong contender.

Critics of TxDOT’s implementation of tollways said Williamson’s absence will be felt in conjunction with the sunset review.

“TxDOT will most likely have to bend just a little more,” said Sal Costello, founder of TexasTollParty.com.

Terri Hall of San Antonio, who leads Texans Uniting for Reform and Freedom, said, “I don’t expect any changes until we get a new governor.”

But she added, “Very few of these commissioners are going to be willing to take the hits for this governor the way Ric Williamson was willing to do. Most people are only willing to go so far for a friend.”

Waco gets hits with proposed tolls on I-35

Link to article here. Now Waco gets hit with proposed toll lanes on EXISTING INTERSTATE I-35! Read the comments we submitted after this article…

Local residents comment on proposed toll lanes
Monday, January 14, 2008
By David Doerr
Tribune-Herald staff writer

Area residents have one more day to get in the last word on a proposal to add two toll lanes to Interstate 35 through Waco.

After receiving 14 submissions, the Waco Metropolitan Planning Organization is accepting written comments on the staff recommendation it made in December to build the toll lanes along the 13-mile stretch between South Loop 340 and Elm Mott. All written comments received by 5 p.m. Tuesday will be submitted verbatim to the MPO’s policy board, which will make the decision on the toll lanes later this month.

Last month, Waco MPO director Chis Evilia announced that cuts in state and federal transportation funding were forcing local road planners to look at toll roads as a possible option to finance highway expansion projects.

Evilia said the MPO was forced to ax 13 of its 23 highway expansion proposals in McLennan County after Texas Department of Transportation officials announced last fall that there would be no money available to add capacity to the state’s road system after this year.

TxDOT officials have blamed the funding crisis on rising construction costs, federal cutbacks, state diversions of gas tax revenues and new restrictions on private investment in toll road projects.

Evilia has said that while state and federal transportation funding is in turmoil, one of the only ways to pay for road construction is through publicly managed toll projects. He expects out-of-towners driving through Waco to be the motorists who most often use the additional lanes and pay the tolls.

The MPO staff estimates that tolls would provide up to 40 percent of the funding to expand the highway to eight lanes. TxDOT officials say state coffers could pay the remaining 60 percent.

Tolls also could generate an additional $5.7 million to $10.9 million that could be used for other projects in McLennan County, according to MPO planning documents.

Evilia said the Waco City Council has requested a briefing on the toll road proposal and the overall highway funding problems during its meeting Jan. 22. He said he hopes the meeting starts a discussion about the local financing of highway projects, such as the expansions of Ritchie Road and Panther Way.

Comments can be hand-delivered to the Waco Metropolitan Planning Organization office at the Dr. Mae Jackson City of Waco Development Center, 401 Franklin Ave. They also can be sent via e-mail to mpo@ci.waco.tx.us.

__________________________________

TURF Comments:

Tolling an existing interstate highway is a DOUBLE TAX. No matter how the pavement gets re-arranged when “new lanes” are paved down the middle, the taxpayers will be paying twice for the same stretch of road. The controversy surrounding the tolling of existing interstates has recently gone all the way to the halls of the U.S. Congress. In a recent appropriations bill, tolling existing interstates was prohibited in a one year moratorium.

Senator Kay Bailey Hutchison said this:“The purpose of having an interstate system is so that we could have seamless and free transportation into every State of our Union.” She also said: “…we are one step closer to protecting Texas taxpayers from paying twice for a highway. I will continue working with my colleagues to push for a permanent prohibition of tolling existing federal highways.”

Congressman Ciro Rodriguez said this: “Using toll roads to double-tax Texans is just plain wrong…The citizens of Texas have spoken and they do not want the federal highways they have already paid for to be converted into toll roads.”

Inside and outside Pennsylvania, citizens are up in arms that an interstate highway built with funds from ALL 50 states will be tolled, thereby double taxing not only Pennsylvanians, but ALL interstate traffic without voter approval by the taxpayers.

“I hate paying tolls,” said Anthony Foote. “It eats up my profit. If this goes through, you’ll have a lot of truckers avoiding Pennsylvania — including me.”

Pennsylvania officials plan to build up to 10 toll areas along the 311-mile stretch of Interstate 80 in the next three years to help pay for road, bridge and mass transit projects and subsidies.

The move has sparked a political war between the bipartisan coalition of state legislators who approved the plan and two Republican congressmen who say it is a “shell game,” taking revenue from rural Pennsylvania to bail out the state’s urban areas.

— The Bulletin, October 9, 2007
_______________________________
“It seems that Pennsylvania Gov. Ed Rendell is pushing a scheme to impose tolls on the Pennsylvania section of Interstate 80.

I’m pretty steamed, too. If Pennsylvanians want to charge tolls on the roads they built with their own money, such as the Pennsylvania Turnpike, that’s none of my business.

But I-80 was built with my tax dollars under a program begun by the esteemed Republican president Dwight Eisenhower. Now this Democrat wants to use the road as a cash cow.

Like Rendell, Corzine also flirted with the idea of putting tolls on our sec tions of I-80 and I-78, but Jersey drivers made it plain to Corzine that this was political suicide. So Corzine has to content himself for now with making a buck off our existing toll roads.” — Paul Munshine, New Jersey Star-Ledger, August 16, 2007

No one argues that I-35 is the primary north-south artery in the state of Texas and that it needs new capacity. However, let’s examine the the proposed funding. If only 40% of the project is toll viable and the state of Texas needs to subsidize the rest of it with public money, the project is not a self-sustaining toll road thereby making toll lanes on I-35 a TRIPLE TAX (one tax paid for what’s there today, then more public money to subsidize the project, and a third tax, toll tax to drive on it). This is horrific public policy!

Then, TxDOT has made known that NO NEW projects will be let in 2008 and likely 2009. So makes the Waco MPO believe that the money being promised in matching funds will ever come to fruition? The Waco MPO and City Council ought to carefully consider the source of the promises that have been made to them by TxDOT. This is the agency who enticed the Capitol Area MPO (CAMPO in Austin) into casting a politically controversial vote in FAVOR of toll projects only to yank the funding a few months later (Austin American Statesman, Dec. 17, 2007). TxDOT cannot be trusted.

The Texas Transportation Institute study shows we DO NOT Need a single toll road in the State of Texas to meet our future transportation needs. All that’s needed is a simple indexing of the gas tax. TxDOT didn’t like those conclusions, so it tries to dismiss the report as “flawed.” Also, a State Audit report last year showed that nearly HALF of TxDOT’s supposed “funding gap” figures (the amount of money for road project that the gas tax can’t cover) are pure fiction. The Governor even admitted in a news article in September of 2006 that the “funding gap” was based on a wish list, not needs (Austin American Statesman, August 20, 2006).

We have been hearing a steady cry for accountability and sanity to be injected back into transportation policy, not just in Texas, but the country. Taxpayers and voters see the staggering rise in fuel prices with no end in sight and can’t fathom how a new tax on driving can be squeezed out of the family budget. The cost of transportation is going up at a faster rate than people’s ability to pay it. TxDOT’s own studies have shown toll road aren’t even financially viable at $3 a gallon for gas. We are at that price today, so public servants ought to take a step back and ask themselves why are they promoting a financially unsustainable approach to transportation.

When the cost of transportation increases, it HURTS the economy. Even those who don’t take the toll road will still pay for it through the higher cost of goods, not just in Waco but throughout the state since most Texas goods and service providers use I-35. The decision you will make effects motorists and taxpayers far beyond Waco. The vast majority of citizens are not even aware of the proposed toll lanes on I-35. There have been NO TxDOT public hearings or any reliable means for seeking public comment prior to the MPO’s vote.

There has been no small uprising over tolls on existing corridors all over this state. Show courage and do what’s right by the taxpayers and say “NO” to tolls on I-35 and elsewhere. Every project with such sweeping costs and consequences ought not to be approved without a vote of the people.

– Terri Hall
Founder/ Director
Texans Uniting for Reform and Freedom
A non-profit grassroots group defending Texas taxpayers from unaccountable new toll taxation and the Trans Texas Corridor

Study advocates tripling the gas tax; says privatized toll roads NOT the answer

Link to AP article here. This sure seems like more scare tactics or grossly overstated “needs.” There is NO WAY the American taxpayers can afford a tripling of the gas tax when wages haven’t gone up appreciably in 10 years and rising fuel costs are already eating a hole in the family budget. Let’s get some more realistic figures.

We agree that privatized toll roads are the MOST EXPENSIVE OPTION and therefore need to be OUT OF THE MIX. But when the Texas Transportation Institute found merely indexing the gas tax to inflation is all that’s needed to meet our future road needs, it’s tough to believe a tripling of the federal gas tax is anything but BOGUS! When the last highway bill in 2005 had 6,000 earmarks and the recent appropriations bill had over 9,000, we DO NOT LACK FUNDS, we lack politicians with fiscal sense and accountability.

Transit Panel Urges Gas Tax Increase

Jan 15, 3:36 AM (ET)
By HOPE YEN
Associated Press

WASHINGTON (AP) – A special commission is urging the government to raise federal gasoline taxes by as much as 40 cents per gallon over five years as part of a sweeping overhaul designed to ease traffic congestion and repair the nation’s decaying bridges and roads.

The two-year study being released Tuesday by the National Surface Transportation Policy and Revenue Study Commission, the first to recommend broad changes after the devastating bridge collapse in Minneapolis last August, warns that urgent action is needed to avoid future disasters.

Under the recommendation, the current tax of 18.4 cents per gallon for unleaded gasoline would be increased annually for five years – by anywhere from 5 cents to 8 cents each year – and then indexed to inflation afterward to help fix the infrastructure, expand public transit and highways as well as broaden railway and rural access, according to persons with direct knowledge of the report, who spoke to The Associated Press on condition of anonymity because the report is not yet public.

The report also calls for rebuilding and expanding the national rail network to meet a growing demand for alternatives to congested highways.

Continuing to apply patches to the nation’s aging infrastructure is “no longer acceptable,” and without dramatic changes, “the nation’s system of transportation will further deteriorate,” according to the report, portions of which were read to the AP.

But the 12-member commission’s proposals, which are expected to cost $225 billion each year for the next 50 years, face internal division. The commission’s chairwoman, Transportation Secretary Mary Peters, and two other members oppose gas tax increases and were issuing a dissenting opinion to the report calling instead for private-sector investment and tolls.

The gas tax has not been increased since 1993, and recent efforts by Congress to raise it have faltered over the objections of the Bush administration. The tax increase being proposed is designed to take effect in 2009, after President Bush leaves office.

The commission was formed by Congress in 2005 to study the future needs of the nation’s surface transportation system, which includes roads, mass-transit systems, ports and rail lines – as well to recommend funding options.

The report comes as state governments and several business groups, including the U.S. Chamber of Commerce and the National Association of Manufacturers, are calling on the federal government to raise gas taxes to pay for substantial transportation improvements. The Minneapolis bridge collapse, which killed 13 people and injured about 100, spotlighted the decaying infrastructure and drew new calls for additional spending.

The Bush administration has said that raising taxes won’t cut congestion and creates additional risks for congressional pork, such as Alaska’s infamous multimillion dollar “Bridge to Nowhere,” which has been scuttled.

In its report, the commission unanimously agreed that measures of accountability were needed to keep watch over state and federal spending.

Besides Peters, the two commissioners opposing a tax increase are Maria Cino, Peters’ former deputy who is organizing the 2008 Republican National Convention, and Rick Geddes, a Cornell University professor who has served as a senior staff economist in the Bush administration on the President’s Council of Economic Advisers.

On the Net:

National Surface Transportation Policy and Revenue Study Commission:

http://www.transportationfortomorrow.org

Transportation Department: http://www.dot.gov/

Trans Texas Corridor TTC 69 hearings make Businessweek

Link to article here.

Meetings begin in Texas toll road plan
By MICHAEL GRACZYK
Associated Press
Businessweek
January 14, 2008

The biggest construction project ever attempted in Texas comes under public debate beginning Tuesday in the first of a series of town hall meetings about a proposed 4,000-mile network of superhighway toll roads.

The Trans-Texas Corridor, or TTC, as it has become known, was initiated six years ago by Gov. Rick Perry. It has rankled opponents who characterize it as the largest government grab of private property in the state’s history and an unneeded and improper expansion of toll roads.

Texas Department of Transportation officials and Perry have defended the project as necessary to address future traffic concerns in one of the nation’s fastest-growing states. They also say the project is vital because of insufficient road revenues from the state gas tax and the federal government.

“This state has to look outside the box and the traditional ways we’ve been doing things the last 50 years,” Perry spokesman Robert Black said.

The TTC would crisscross the state — for the most part roughly paralleling existing interstate highways — with up to quarter-mile-wide ribbons of separate highways for cars and trucks, rail lines, pipelines and utility lines. The cost of the project has been estimated at approaching $200 billion, and it could take as long as 50 years to complete.

In what the agency says is an unprecedented step, department officials were heading to Texarkana on Tuesday in northeast Texas for the first of 11 meetings over the next four weeks to answer questions about the project.

Backers of the TTC already have been accused of backroom political dealing, mounting a propaganda campaign and caving to foreign ownership.

“We really are getting ripped off,” says Terri Hall, of San Antonio, who heads TURF — Texans Uniting for Reform and Freedom. The group is suing the transportation agency, alleging its promotional campaign violates a ban on state officials using their authority for political purposes.

“Once people really understand all that’s going on, and what’s at stake, it really does have massive, massive implications,” she said.

The first phase of the TTC, envisioned as part of a superhighway stretching from Oklahoma to Mexico, was planned by the Cintra Zachry consortium. It’s composed of Cintra Concesiones de Infraestructuras de Transporte SA of Spain, one of the world’s largest developers of toll roads, and Zachry Construction Co. of San Antonio.

Its legal representative is the firm of Bracewell & Giuliani, the home firm of GOP presidential candidate and former New York City Mayor Rudy Giuliani, who counts Perry among his supporters.

The Spain-based company would get to operate the roads and collect tolls. State officials insist the land and road would continue to be owned by the state like any Texas road. They also say they have an obligation to make the best deal possible for financing regardless of the address of the contractor.

Hall argues elected officials in the counties affected by the project have “sold out to the road lobby” and succumbed to courting.

And Sal Costello, whose Austin-based Texas Toll Party has been opposing the TTC, speculated transportation officials should expect a cool reception at the meetings, which he said he won’t attend.

“These meetings will change nothing,” he said.

Some 580,000 acres will be needed for the project, primarily in rural areas that will take “some of the best farmland in the state,” says Texas Farm Bureau spokesman Gene Hall.

“The fact of the matter is, every highway in the state of Texas was once private property somewhere,” Black said. He noted there was opposition in the 1950s to the vast Texas farm and ranch road system and the interstates of the 1960s.

“A thousand new people are coming to the state every day,” he said. “Our population will double in roughly the next 40 years. Our current transportation infrastructure cannot meet that challenge.”

Other meetings this week were planned in East Texas for Carthage and Lufkin, both areas in the path of the long-anticipated Interstate 69, one of the proposed legs of the TTC. It would run from the Mexico border in far South Texas, skirt the Houston area and into East Texas toward northwestern Louisiana.

Besides I-69, the Trans-Texas Corridor as proposed also would include new superhighways that parallel existing Interstates 35 and 37, major north-south routes through the center of the state, and I-10, the 800-mile main east-west artery from Orange to El Paso.

An environmental study for the I-69 project undergoes a separate scrutiny at public hearings starting next month. The series starting this week is designed to focus more on the overall TTC project.