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Republicans put pro-toll plank in its platform despite massive grassroots uprising

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Are you getting the feeling our politicians simply refuse to get the message the grassroots is sending? After hundreds of precincts and dozens of senate conventions passed anti-toll, anti-privatization, anti-market-based tolls, and anti-Trans Texas Corridor resolutions, thirty three members of the Republican state platform committee erased all their work in about 10 minutes.

The Trans Texas Corridor plank has strong wording in this year's Republican platform, but the call to repeal the TTC legislation was removed from this year's version. The 2006 version was: "Because there are issues of confiscation of private land, State and National sovereignty and other similar concerns, we urge the repeal of the Trans Texas Corridor legislation."

The 2008 plank says:

"We emphatically oppose the Trans Texas Corridor in any form or manner. We call for a full investigation of any public official authorizing any form of eminent domain for the Trans Texas Corridor and foreign funding."

There is also a call asking Congress to withdraw from the Security and Prosperity Partnership (SPP) and the formation of the North American Union.

Republicans officially pro-toll tax

Then, the strong 2006 anti-toll plank ("We oppose tolls charged for traversing previously toll free roadways and disallow continued tolls except for maintenance on existing toll roads already paid for") was replaced with this nebulous, awkwardly worded statement:

"We support the legitimate construction of toll roads in Texas, but we oppose converting existing state and federal roads to American-owned toll roads without voter approval."

OKAY to build foreign-controlled toll roads?

This plank is strangely silent on foreign-controlled toll roads and seems to contradict the Trans Texas Corridor plank. By its silence on foreign-controlled toll roads, it allows such without voter approval. Also, no freeway should be converted to a toll road, period! It's not something the public needs to vote on, it's DOUBLE TAXATION and a money grab. It shouldn't be done, EVER! Then note the pro-toll statement at the outset, "we support...toll roads in Texas." Oh really? The grassroots sure don't, especially when they're paying $4 a gallon at the pump and spending nearly $100 to fill their gas tanks just to get to work!

Waste, fraud, abuse leave taxpayers in no mood for higher transportation taxes

They also don't support them when TxDOT is wasting the taxpayers' money on $20 million dollar earmarks to build a park in downtown Dallas and $18 million dollar rest stops equipped with free wi-fi, not to mention $9 million dollar propaganda campaigns pushing the TTC and toll roads down our throats. The taxpayers don't support new toll taxes when the Legislature sees fit to siphon off nearly 50% of our gas taxes to non-transportation uses like tourism promotion and enhancing employee benefits in the Attorney General's office.

The pro-toll special interest machine won out over the grassroots

So, when yours truly, among others, attempted to amend the platform to revert back to the previous planks. Here's what happened. The Party had scarcely provided a copy of the new revised platform only an hour or so before bringing the platform to a vote. So few if any delegates had the chance to review the changes. None of the changes were notated, making deciphering any differences between this year's and the 2006 platform near impossible. All the while, the delegates were voting on Party leadership with no time to review the platform thoroughly or even in a cursory manner.

Delegates wishing to amend the platform had to write out two copies of the proposed changes and bring them to the mic. By the time I had even one written, a call for a vote came from the floor ending all debate and the platform passed in less than 10 minutes. I wasn't the only one chapped at this railroading. Another said from the mic, "if you were just going to rubber stamp the platform, why should we bother to travel from all over the state at our expense to come here in the first place?" The whole thing was a done deal before the grassroots knew what hit 'em.

The elitist, we-know-best leadership of the Republican Party has not only lost its way, its strong-arm railroading tactics have caused them to completely trample on the grassroots responsible for getting them elected in the first place. Thousands of Texans passed the anti-toll resolutions with unanimous support at their precincts and senate conventions. They sent a clear, unequivocal NO TOLL TAX message to the Party leadership only to be railroaded by 33 members of the platform committee doing the bidding of the Party elites under the spell of the road lobby, ala toller-in-chief Rick Perry. Not only does this not bode well for the November General Election, it gives any smart Democrat an open door to eviscerating Republicans as the pro-toll party wanting to levy the MOST EXPENSIVE TRANSPORTATION TAX upon Texans at a time of record high gas prices.

TxDOT, public agencies officially take-up lobbying for PPPs on taxpayer dime

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For Immediate Release

New Public-Private Coalition Strives to Transform U.S. Transportation System in 2009

WASHINGTON, D.C. (June 5, 2008) – An unprecedented alliance of regional and state government, finance, academic and private industry leaders today announced the formation of a new coalition that will strive to transform the nation’s transportation system in 2009 utilizing a combination of public and private-sector solutions.

The creation of the Transportation Transformation Group – also known as the T2 – was announced by former U.S. House Majority Leader Richard Gephardt; Gen. Barry R. McCaffrey of HNTB Companies, former Commander-In-Chief of the U.S. Southern Forces Command and Cabinet-level director of the White House Drug “Czar” Policy Office; Texas Transportation Commissioner Ned Holmes; Dr. Joseph M. Giglio, Senior Academic Specialist and Executive Professor of General Management at Northeastern University in Boston; and Washington, D.C-based Pollster Thomas Riehle during a news conference at the National Press Club.

“It’s about time we add a fresh set of ideas to the transportation policy debate,” said Gephardt, representing T2 member Goldman Sachs. “If we don’t, communities across America will continue to be plagued by increased traffic congestion, deteriorating roads and bridges, safety issues and air pollution – all of which have an effect on our quality of life and our prosperity.”

The coalition’s goals include educating Americans about the benefits of new transportation delivery options and garnering support for innovative financing techniques as a part of a diverse strategy that will meet America’s transportation needs today and in the future.

Next year the U.S. Highway Trust Fund is expected to go bankrupt. Coalition members agree the way federal transportation funding is allocated needs to change.

“T2 supports the transformation of American transportation policy, not just a reauthorization of current policies,” said McCaffrey, who serves on the board of directors of T2 member HNTB Companies, one of the most prominent engineering, architecture and planning firms in the nation. “We believe that future investment should be closely examined, system planning should be performance-based, and that Congress must establish a long-range vision of surface transportation that considers all modes of moving people and goods around the country.”

Prior to considering any increase in the federal gasoline tax, coalition members urge Congress to enable states to employ business strategies and innovative finance techniques that help meet the nation’s transportation goals. That may include tolling, congestion pricing, HOT lanes, vehicle miles traveled pricing, and the full range of other public private partnership mechanisms that bring additional resources to bear in solving their transportation challenges. The business strategy must also include a focus on customer service that emphasizes reduced door-to-door travel time, greater travel time reliability, and smoother transition between various modes of transportation.

“We should spend better, not simply spend more,” Gephardt said. “We need to move forward from a system that has served our nation well for 50 years but falls short in addressing the challenges of the next 50 years. We need a federal program that sets meaningful goals and frees states, regions and localities to reach them through innovations in design, delivery and finance.”

T2 members represent both urban and rural constituencies, and support the need to provide transportation investment in both urban and rural areas. The coalition believes that local and regional leaders should be responsible for resolving transportation problems that are local and regional in nature. They should have maximum flexibility to make local and regional decisions.

“If states are given latitude to innovate, then it is possible to adequately sustain rural areas that rely heavily on fuel taxes for their needs,” said Holmes. “For instance, if metropolitan areas can raise and capture user-based revenue, it protects fuel tax supported maintenance and connectivity initiatives in rural regions. Innovative procurement reform has the potential to reduce costs and delivery times.”

In addition, the future transportation system should aggressively advance the adoption of new intelligent transportation system technologies, while maintaining the flexibility to adapt to emerging technologies.

A recent nationwide survey shows while the public does not yet perceive a “traffic crisis” in most parts of America, 59 percent express at least some concern about traffic problems in their area (rating traffic problems as a 4 or more on a 0-to-10 scale), and majorities say traffic has gotten worse over the past five years and will get worse in the next five years.

“Transportation is rarely rated as a crisis because most Americans deal with the problem by heaving a sigh, resigning to the inevitable and leaving for work a little earlier. Yet, solving the problem is a silent prerequisite for achieving many of America’s economic and social goals. T2 aspires to advance the dialogue by helping educate the public on the availability of innovative solutions that improve the daily lives of Americans,” said Giglio, senior academic specialist and executive professor of General Management at Northeastern University in Boston, Mass., and author of the book, ““Driving Questions: Developing a National Transportation Vision.”

An overwhelming majority of Americans (73 percent) oppose a $1 per gallon increase in fuel taxes as recommended by the National Surface Transportation Policy and Revenue Study Commission, even if the money were to be used only for transportation projects. Fifty-eight percent would favor allowing governments to partner with private sector companies who have access to investment and technology to help finance, construct and operate transportation projects.

The results of the survey, conducted by the polling firm RT Strategies in Washington, D.C., between April 17 and 20, were unveiled at the coalition kick-off event. A total of 1,000 respondents were interviewed. The margin of error for the data collected was +/- 3.5 percent.

T2 will serve as an umbrella group under which disparate organizations and interests who share a desire for safe and efficient transportation policies can unite. There are 20 founding members of the coalition from across the nation, including Texas and Florida – two of the nation’s most populous states – as well as Indiana and Utah, known innovators in transportation planning strategies.
# # #
About T2
The Transportation Transformation Group (T2) is a coalition of state government, finance, academic and private industry leaders who aspire to transform American transportation policy into a goal-based arrangement that maximizes flexibility to enhance the roles of the state and local public sectors and their private partners to solve the growing problems of congestion and mobility. To learn more about T2, visit the coalition’s Web site at >www.trans2group.com.

*********
Who We Are

The Transportation Transformation Group is an unprecedented alliance of state government, finance, academic and private industry leaders who aspire to transform American transportation policy into a goal-based arrangement that maximizes flexibility to enhance the roles of the state and local public sectors and their private partners to solve the growing problems of congestion and mobility.

Banc of America Securities LLC
Econolite Group, Inc.
Goldman, Sachs & Co.
HNTB Corp.
JP Morgan
MARKIV Industries
Morgan Stanley
Northeastern University
Nossaman Guthner Knox & Elliott LLP
TCB AECOM
Pioneer Institute
Reason Foundation
The Office of Governor Mitch Daniels
The Office of Governor Rick Perry
Port of Houston
Florida Department of Transportation
Indiana Department of Transportation
North Texas Tollway Authority
Texas Department of Transportation
Utah Department of Transportation

Iconoclast story highlights grassroots, freedom movement through TURF

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Link to article here.

The Webster Retort
Tuesday, June 10, 2008
 By Stephen C. Webster, Austin Bureau Chief

Tough TURF
Grassroots Group Tripping Up ‘North American Union’

Interview With Terri Hall,
Founder Of Texans Uniting For Reform And Freedom

AUSTIN, Texas — In the United States today, and particularly in Texas, the average citizen feels powerless. If they vote, there is reasonable questions as to whether the ballots were properly counted. If they protest, nothing changes except their chances of getting skin cancer. If they petition their government, they receive pre-written form letters back from their representatives encouraging them to sit down, shut up and stay in line. Basically.

So, what happens when one average citizen — in this case, a homeschooling wife and mother of (soon to be) seven children from San Antonio — goes off the activist’s deep end? Can one person really make a difference?


Terri Hall is proof positive that the God-given, American rights to free speech, a free press and free assembly are still the most powerful weapons in the world when properly employed. In 2007, Texans Uniting for Reform and Freedom, or TURF for short, officially convened its first meeting and set about planning a taxpayer revolt against the political class in Austin.

TURF’s unity cause: Gov. Rick Perry’s controversial plans for a privatized, tolled highway infrastructure best known as the Trans-Texas Corridor. But it has gradually expanded since then, as Hall and her associates uncovered more and more about the North American SuperCorridor Coalition and what she says are plans to control Americans’ right to travel and enhance the North American transportation infrastructure to such a degree that the United States, Canada and Mexico are indistinguishable from one another; in essence, one country and one economy, the North American Union

So far, the group has been wildly successful at bringing together activists of all stripes under one umbrella. With the help of Hank Gilbert, a Democrat who unsuccessfully ran for Texas agriculture commissioner in 2006, Hall’s group has aligned 9/11 Truth’ers with Bush Republicans, immigration reform advocates with old-school peace’nics, farmers with city folk, radical leftists with fringe right extremists, and so many others. But her mission will not be complete until the Trans-Texas Corridor, and plans for a North American Union, is no longer on the books.

Recently, The Lone Star Iconoclast had an opportunity to speak at length with Mrs. Hall about her crusade. That interview follows.

.........

ICONOCLAST: TURF is, by many accounts, a very quickly growing, extremely effective protest group, with its core focus on stopping the construction of the Trans-Texas Corridor. What lit your fuse? How did you first get involved in this issue?

TERRI HALL: It all started when I attended a TxDOT hearing around the corner from my house. That’s when I first heard they were going to convert an existing freeway — U.S. 281 — into a toll road. It made no sense to me. I saw it as a tax grab, because that’s precisely what it is. It made no sense to start tolling a road when it is already bought and paid for.

Of course, their excuse was that they were making improvements to it and that sort of thing. But there were some things said at that hearing that really put up some red flags for me. There was a gentleman who was trying to question TxDOT as to the format of the meeting. And they’re usually scripted. They don’t answer questions, they just take public comments at the mic, and they have to answer those questions, usually in some kind of public paper.

So, they run their responses as public announcements in a newspaper well after the hearing, and there’s no Q&A. There is no public dialog between TxDOT and the people. They do a scripted thing because they have to hold the same and identical meeting at every stop.

Anyway, this gentleman got up and was questioning this woman with TxDOT and saying, "Hey, these roads are already paid for. We passed laws on the ballot back in 2001, and we were told this thing was paid for, either by foreign money or gas taxes." Of course, they wouldn’t answer his questions.

So, I ended up holding a meeting with the district engineer for the San Antonio region and started asking those questions. But, they were mum on those details. So through a supporter, I got a hold of the original documents from TxDOT. That’s when we found out, for sure, that shows yes, in fact, the money has been funded and has been there to fix 281 where needed; to make improvements to that road with gas tax money. But they put the whole thing on hold in 2003, simply because they want the money.

Once we found out how egregious this was, I knew it would take organizing people. All I had to do was tap into that anger that was in the room that night, at that meeting. I knew there were hoards of other citizens that felt the way I did, and my family did. The more I talked to my state senator, state rep, legislators and everybody, I knew they were going to blow off any kind of public opposition, especially if its just one person. But, if we organized, we would have a better shot at getting them to listen.

That’s when we started forming this group. We’ve been at it since March of 2005. Our first real, official meeting was in June of 2005, and it started as an offshoot of the Texas Toll Party in Austin. We were the San Antonio Toll Party, and we kinda ran our own local thing, trying to kill the projects here. Then I realized what TURF was supposed to be from the beginning: Texans Uniting for Reform and Freedom.

The idea behind it was to have some kind of large, umbrella group that would help bring in some of these other groups from around the state so that we could really be a force to be reckoned with in the legislature so that we could get something passed that would put a stop to this stuff. And that means, not just the urban tolls, but the Trans-Texas Corridor as well.

San Antonio is unique in that we are not just getting the urban toll road assault, at the eastern edge of Bexar County is also the Trans-Texas Corridor 35 project. We’re one region that will be affected by both, and Houston has joined that because around the west side of Houston, the grand parkway is going to connect up to TTC-69, and of course through the Victoria area, and Waller and Wharton. TTC-69 is going to come through there. And while it doesn’t touch Harris County, it is becoming a hot issue in those urban areas, as well as rural.

ICONOCLAST: TURF’s most recent action in Austin, which the Iconoclast covered in its April 9, 2008 edition, exhibited this umbrella nature of your group. There were 9/11 Truth activists standing shoulder-to-shoulder with Bush Republicans, and Ron Paul revolutionaries holding casual conversation with Obama-maniacs. You might call it a rainbow coalition, but these groups would otherwise never be caught associating with each other.

HALL: [laughs] Isn’t that interesting? But that’s right! We’ve got people from the left, right, and everywhere in-between. We’ve got groups like the Eagle Forum working with unions! And environmental groups working with anti-tax advocates. There’s a whole host of people interested in this issue. I think what it really comes down to is our government trying to take away our freedom to travel. And certainly trying to exert a massive amount of control over our freedom to travel, whether it’s urban or rural, we’re all uniting under the same umbrella for the same reason.

Eminent domain abuse in one part of the state is eminent domain abuse everywhere else. We all know that when we open the can of worms in one place, it will be opened elsewhere, and it will spread like a canker, like every bad idea in government tends to do. It has really brought people together of all political stripes and walks of life; people who would never work together, or even speak to each other, are fighting for a single cause: to preserve our freedom to travel and hopefully put a stop to this abusive, overbearing government that we’re seeing.

I’m a wife and homeschooling mother of six kids, and expecting a seventh. So, I have lots on my plate at home, and I certainly have better things to be doing with my time than be a watchdog on government, but this has really become a personal struggle for me, because we can see the expansive impact these policies have, not just on us, but future generations. They are literally taking out a second mortgage on our transportation system and putting our infrastructure under the control of foreign companies. Then they’re asking our kids and grandkids to pay this back, just to pave over Texas with an unneeded road. It is unbelievable.

Now, I wouldn’t argue that there isn’t congestion in some of our urban areas that needs to be addressed. But taking 580,000 acres of private Texas farm land and turning it over to a foreign company to toll us for the rest of our lifetimes. That is not the solution.

ICONOCLAST: Since starting TURF and moving beyond the Texas Toll Party, you have discovered a number of startling things about TxDOT. TURF also has a number of ongoing lawsuits against TxDOT. What have you discovered, and what is the status of those suits?

HALL: We have three lawsuits pending right now; two in federal court and one in state court. The first one was to stop TxDOT from spending any more of our taxpayer money on a propaganda campaign to promote toll roads. They called it the "Keep Texas Moving" campaign. Coupled with that, there are also other allegations in the lawsuit related to the illegal lobbying they’ve been doing. And we called them on it before, hiring outside lobbyists to talk to the legislature. Well, they stopped doing that, but now they are hiring inside lobbyists. The law on this is very clear: they are absolutely not supposed to lobby with taxpayer money, but they’re doing it anyway, in spite of our lawsuits.

Both the House and Senate have called for interim investigations into TxDOT’s use of our money in this way, but they seem tone-deaf, even with these investigations and our lawsuits. We’ve even found evidence of criminal wrongdoing, and we filed complaints with the district attorney’s office and handed over all our documents, everything included in the suit, and yet there is still no grand jury. There are still no full investigation of TxDOT.

Short of our lawsuits, I’m not sure anyone in government would even care what is happening at TxDOT, but with the help of the media, we are shining a light on something that is very wrong. It is a horrible misuse of taxpayer money, and we will continue to shine light on it until the taxpayers get justice and relief. What all this boils down to is a global political elite that wants to stuff their coffers with more and more tax money every year.

ICONOCLAST: Now that you mention it, at the TURF event in Austin there was a lot of talk about the alleged plans for a North American Union and NAFTA superhighway network, with the Trans-Texas Corridor being the southern leg of that project. Is that something you believe to be an impending reality?

HALL: Absolutely. Our mission statement on the Internet ties the Trans-Texas Corridor to the NAFTA superhighway. There is a group called the North American SuperCorridor Coalition, NASCO. They published a map on the Internet many years ago showing a highway network spanning from Canada to Mexico. Since our group and others have formed to oppose this, they’ve taken it down. It shows this massive network of trade corridors they’re forming into a system of superhighways across North America.

[Author’s note: At the NASCO Web site, a document entitled "NASCO – MYTH vs. FACT" goes to great length to distance NASCO from the Trans-Texas Corridor, claiming: "The Trans-Texas Corridor is an initiative launched by Texas Governor Rick Perry and developed by the Texas Department of Transportation to attempt to solve the critical, long-range transportation problems projected for the State of Texas over the next 20 to 30 years. NASCO supports the TTC-35 section (parallel to Interstate 35) of the proposed TTC System because it is directly related to, and will benefit, the existing I-35, NASCO Corridor. We have no authority over this initiative and know of no plans to extend it to other states. Any decision to expand the TTC beyond the State of Texas would be made by that state’s Department of Transportation."

NASCO also takes pains to disavow any conspiracy as to the placement and removal of its trade corridors map, stating the image was originally intended for marketing purposes only. The group also disavows any support for or discussions of a North American Union.]

ICONOCLAST: So, when the television political pundits accuse activists and others in the world of politics of being conspiracy theorists for believing these free trade corridors and superhighways is the foundation for a union between Canada, the United States and Mexico, they are being disingenuous in your eyes?

HALL: Absolutely. I point to the documentation from Congress. Additionally, the Federal Highway Administration and the U.S. Department of Transportation have labeled them different things. We call it the NAFTA superhighway because we know it is about NAFTA-enabled trade. But, for instance, I-59 is known as corridor 18 and 20 by Congress. The USDoT put out a press release last fall that actually designated not just I-69 but other corridors — I-5 throughout California and Interstate 70 and some other roads — to become privatized, tolled trade corridors. So, the DoT and the Federal Highway administration and groups like NASCO are all over this.

They want these corridor routes. They’ve already designated them, some of them decades ago, and one way or another, they don’t care what the people want. They’re going to get their policies rammed through. One of they ways they can do it is to discredit the opposition by saying we’re a bunch of conspiracy nuts.

Even they call them things like "Corridors of the Future" and "Priority Corridors." This is about international trade. In fact we had TxDOT panelists admitting at the I-69 public hearing that we have a huge influx of foreign trade coming in through Texas into the rest of the country, and we have to make way for all these goods. I mean, they admitted the Trans-Texas Corridor and these other corridors are all about trade, freight, and shipping goods internationally.

But we can stop this tide if we kill the toll roads here in Texas. I absolutely believe that.

ICONOCLAST: What can the average person do to help your cause?

HALL: Go to our Web site, sign up for our e-mail list, and when we put out the call to organize for an event, do so! Get your friends, family, neighbors, or whoever. This will affect everyone, including those who aren’t even born yet. We need people to join our taxpayer revolt and do whatever they can to grow our movement.

ICONOCLAST: Thank you for taking the time to speak with us.

Gas price reaches $4 a gallon

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Link to article here.

We are now in uncharted territory with the price of gas hitting historic highs, even higher than the 1980 oil embargo. There is no rational argument to be made in favor of toll roads in these economic conditions, much less taking out a second mortgage on our existing freeway system by converting it to network of toll roads simply as a tax-grabbing cash cow for government and road builders.

Gas price record reaches $4 a gallon
AAA's daily survey tops the milestone for the first time after a 1.7-cent rise. Lundberg survey nears $4 as well.
By Mark M. Meinero and Ben Rooney, CNNMoney.com staff writers
June 8, 2008
NEW YORK (CNNMoney.com) -- Gasoline rose to a milestone mark Sunday as the national average compiled by motorist group AAA reached $4 a gallon for the first time.

In a second survey, the average price came within 0.2 cent of $4 a gallon in the Lundberg Survey, which showed a 20-cent rise in the past three weeks to a new record.


The national average for regular unleaded rose 1.7 cents to $4.005, according the daily measure on the AAA's Web site. That surpassed the previous record of $3.989 set Thursday.

The milestone was expected after a surge in crude oil prices added more than $16 to a barrel of oil over the last 2 trading days. Crude settled at a record $138.54 a barrel Friday, up by $10.75, after setting an all-time intraday high of $139.12.

The $10.75 gain was the biggest one-day advance in dollar value ever, nearly doubling the previous mark of $5.49 set Thursday. Weakness in the dollar, geopolitical concerns and an analyst's prediction of $150-a-barrel oil by July 4 helped spur Friday's advance.

In a statement Friday, AAA urged gasoline station owners not to overreact to the single-day oil spike.

"Consumers should not be overcharged for gasoline simply because the oil markets reacted so strongly to today's news," AAA said.

Big jump felt across the nation

So far this year, crude prices have increased more than 40%.

The average price is $4 a gallon or more in 14 states and the District of Columbia, according to the survey. California pays the most for gasoline, averaging $4.436, with Alaska and Connecticut both at $4.296. Other states above $4 are Hawaii, Illinois, Massachusetts, Maine, Michigan, Nevada, New York, Oregon, Rhode Island, Washington and West Virginia.

Missouri has the lowest average price at $3.802, followed by South Carolina at $3.809.

Gas prices have risen more than 10% from $3.671 a month ago and are nearly 29% higher than the $3.105 average a year ago, according to the AAA figures.

Gasoline prices in the survey have risen for 31 of the past 33 days, setting records on 29 of those days.

The price of diesel fuel, used by truckers hauling goods across the country, rose 0.8 cent to $4.762 a gallon. That's 3 cents below the all-time high set May 30.

On its Web site, AAA says the information is gathered by Oil Price Information Service based on credit card swipes at 85,000 gasoline stations across the nation.

'Essentially $4 a gallon'

In the Lundberg Survey, the average price of gasoline jumped up another 20 cents a gallon in the past three weeks to a record-breaking $3.99 a gallon for self-serve regular.

The survey showed that the average price at gas stations around the nation was just a fraction of a cent under $4 a gallon, said survey publisher Trilby Lundberg.

"We got an average price of $3.9985," said Lundberg. "This is essentially $4 a gallon. And unfortunately all indications are showing that this number is going to grow."

The Lundberg survey tallies prices at thousands of gas stations across the country. The latest survey was conducted from May 16 until June 6.

The main reason for the price hike was record highs in crude oil prices, Lundberg said.

The area with the highest average gas prices was Stockton, Calif., which posted $4.41 per gallon. The area with the cheapest gas was Wichita, Kan., which posted an average price of $3.65 per gallon.

Average prices in other areas included: Denver, $3.85; Houston, $3.82; Baltimore, $3.93; Detroit, $3.95, Atlanta, $3.99; Seattle, $4.22; and Hartford, Conn., $4.23

Prices put a brake on driving

Higher gas prices have prompted a growing number of Americans to modify their driving habits.

A recent study by the Department of Transportation showed that the number of drivers on the road in March fell 4.3% versus the previous year. That was the first time March travel on public roads fell in nearly 30 years.

In addition to driving less, many consumers are shifting away from large, low mileage vehicles toward smaller vehicles that consume less gas.

Falling demand for gas-guzzlers has hit some of the nation's largest automakers hard. General Motors announced plans last week to shut four truck and SUV plants and said it would ramp up producing more fuel-efficient cars. Ford also recently said it would trim production of large trucks and roll out more small cars and crossovers.

But carmakers aren't the only ones hurt by soaring gas prices. The airline industry, which was ailing even before gas prices spiked, has been fraught with near-bankruptcies, drastic cost cutting efforts and mass groundings of aircraft.

Last week, Continental Airlines said it is eliminating about 3,000 jobs and grounding 67 mainline aircraft to cope with the rising cost of fuel. Other airlines have hiked fuel surcharges to fares and added fees to once-free benefits, such as food and checked baggage.

--CNN Wires contributed to this story To top of page

First neighborhood street to be converted to toll road in Dallas

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Link to article here.

If this comes to fruition, Mockingbird lane, a public surface street open as a non-toll, already built and paid for neighborhood street, will be converted to a toll road to keep the "rif-raf" out of a wealthy community. Can you say, economic discrimination and wrong-headed public policy? This says it all: "..charging tolls on a road discourages some drivers from using it, leaving a less-crowded road for those willing to pay."

Highland Park considers plan to make Dallas drivers pay to use stretch of Mockingbird
Thursday, June 5, 2008
By IAN McCANN and MICHAEL A. LINDENBERGER / The Dallas Morning News

Highland Park's solution to unclogging traffic congestion on Mockingbird Lane: Make Dallas drivers pay for it.

Since most of the 18,000 drivers on the road each day cut through the town, officials are exploring a proposal to toll the road. Most local drivers would not be charged.

A plan is far from developed, but if it comes to pass, transportation experts say the stretch of Mockingbird between Hillcrest Avenue and Dallas North Tollway could become the first tolled surface street in the country.

The concept, known as congestion pricing, was among dozens of ideas in an application last year in which Dallas Area Rapid Transit led a team of North Texas officials seeking part of a $1 billion federal grant program. It was aimed at finding innovative fixes for traffic-clogged streets in big cities.


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Tell Us: What would you do if Mockingbird Lane was tolled?

The proposal did not win, but Highland Park town engineer Meran Dadgostar said he believes the Mockingbird idea merits consideration.

"Mockingbird was a thoroughfare that would be a good candidate," he said. "The idea is still a good one."

Mr. Dadgostar plans to brief the Town Council later this year on congestion pricing before the town will move ahead with further study. But first, officials must address a litany of questions: Is there public support? Can Highland Park legally charge tolls? How much would drivers pay, and how would revenues be used? Who would run the program?

Studying those issues was exactly what local officials had in mind when they included the proposal in the grant application, said Christopher Poe, an assistant director of the Texas Transportation Institute.

The grant would have paid for a detailed report that would have also addressed pricing policy, operations and enforcement.

"There was definitely the recognition that any potential project would have to be thoroughly vetted through the public and political process," Mr. Poe said.

History of tension

The tolling idea is not the first time talked-about changes to Mockingbird Lane have stoked tensions between Highland Park residents and the many non-resident drivers who rely on the road.

Highland Park's opposition to widening the road, some have said, was an attempt to keep out non-residents. The current project, a multimillion dollar reconstruction of the road, will leave it generally narrower.

Highland Park Mayor Bill Seay said that while he is unfamiliar with congestion pricing, he would be open to investigating it for Mockingbird. But he acknowledged potential problems.

"I'm sensitive to the fact that the town has been seen as being selfish with the use of that road," he said.

Dallas City Council member Linda Koop, a member of the Regional Transportation Council, said Mockingbird is seen as a key road in the region's fight to handle traffic, not just a residential street. Highland Park planners would have to be careful that their efforts don't lead to heavier traffic on crowded streets nearby.

Mockingbird's value has been clear since late September, as construction work has sent the 18,000-plus drivers a day looking for detours.

Initially, drivers streamed down Beverly Drive, but added stop signs and tough enforcement have spread traffic to Lovers Lane and other nearby thoroughfares. Mockingbird is expected to reopen by the end of the year.

'Neighborhood street'

Despite the traffic it carries, many Highland Park residents see Mockingbird as a residential street. In fact, resident Don Chase said, a congested Mockingbird may discourage people from driving on it.

"I love looking out on a Friday afternoon and seeing those cars stacked up in front of my house," he said. "Drivers will go for the path of least resistance. We're not using their neighborhood street, so why should they use ours?"

Mr. Chase says he doesn't think the plan is viable. But transportation experts say congestion pricing has been tested and proven elsewhere.

"This idea works, and it works anywhere there is a capacity problem and the need to smooth traffic flows," said Tyler Duvall, a top U.S. Department of Transportation official and one of the Bush administration's leading voices on congestion pricing and other new approaches.

Mr. Duvall said all the finalists for the $1 billion in grant money had plans for some form of congestion pricing or similar approaches. The Mockingbird Lane proposal was part of what made the North Texas application stand out, he said.

One of the grant recipients was San Francisco, which proposed, but later stepped back from, tolling a city street leading to the Golden Gate Bridge. While that proposal was designed to produce revenue, the Mockingbird idea would instead use fluctuating pricing to manage traffic, Mr. Duvall said.

Other tolling ideas

Other tolling ideas that were in the North Texas application will probably go forward without the grant money.

DART, for instance, plans to begin converting some of its carpool lanes to managed lanes sometime later this year. Eventually those tolls would fluctuate according to how congested their adjacent roads are.

Mr. Dadgostar, the Highland Park engineer, said he'd like to refine the Mockingbird proposal as much as possible before taking it to the council for discussion. He said the program could:

•Use cameras or other technology on each end of Mockingbird in the town.

•Charge drivers detected by each scanner within a limited amount of time – those using Mockingbird as a through route.

•Discourage drivers from using parallel residential streets through strict traffic enforcement.

Mr. Dadgostar said most traffic on Mockingbird is going through the town but that he didn't have detailed data. While many people would choose another route instead of paying a toll, roads such as Northwest Highway, which is north of the town, are better designed to handle large amounts of traffic, he said.

"This is to get drivers to change their habits," Mr. Dadgostar said. "We're telling people that there are other routes out there. You pay for things that are worth paying for."

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What's congestion pricing?

Congestion pricing is a way to use tolls to regulate traffic on crowded roads. The pricing can take several forms, from a flat fee to a changing rate on a so-called managed lane.

THE PROBLEM – AND SOLUTION: In a growing area, when more roads or lanes are built, it seems that more cars drive there. Congestion pricing uses the principles of supply and demand, applying a charge to drivers at certain times, like peak hours, to prevent traffic jams.

WHY IT WORKS: Fundamentally, charging tolls on a road discourages some drivers from using it, leaving a less-crowded road for those willing to pay. Since road demand varies throughout the day, the tolls needed to influence driver choice can vary as well.

Allard: Texans need to demand more of TxDOT

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Link to article here.

Our good friend Ken Allard comes after TxDOT once again with a perfect blend of fact and candor to conclude we need fundamental change at TxDOT.

Ken Allard: Texans must demand more from TxDOT, politicians and themselves
San Antonio Express-News
06/04/2008

Hotly debated public policy questions are rarely settled so decisively, so cleanly, so unanswerably. But Tuesday's Sunset Commission Report on the Texas Department of Transportation read like an indictment.

Its overall finding: the agency is “out of control” and desperately needs new leadership. TxDOT apologists must have felt as though they had been presented with DNA evidence that Dad had never married Mom: because even the agency's most strident critics turned out to have understated their case.


There was, of course, the small matter of the billion dollars mislaid by TxDOT, as well its nasty habit of spending public monies to advocate pet projects like the Trans-Texas Corridor, justifiably despised by many citizens. But the report also found TxDOT's strategic planning is “disjointed;” its project selection not “understandable or transparent.” Even in the information age, agency planning is so chaotic that there is only limited public access to “objective and reliable information about the state's transportation system.” Bottom line: TxDOT is simply not trusted by Texans or the people we elect to the Legislature.

Gov. Rick Perry must have anticipated the stinging rebuke. On Monday, he suddenly left for Europe, there to boast about Texas business and to participate in the annual D-Day commemoration. (Hint: the Germans lost there because, among other things, we bombed their transportation networks into oblivion.)

Back home, where each day roughly 1,200 new Texans join the hordes already jamming state roads, bad planning is building toward gridlock levels usually produced by war or natural disaster. While we may need something like TxDOT, what would a more effective agency look like? Because the Sunset Commission report marks only the start of that larger debate, there are some basic questions about the future that Texans should begin considering carefully:

•Appointed or elected? Who is in charge and who put them there are basic questions at TxDOT or anywhere else. Leaders naturally owe their first loyalty to whoever they feel is most responsible for selecting them, whether governor, legislature or the electorate. So whose loyalty should govern the decisions TxDOT commissioners typically make? For example, do you think the present incumbent, a thirty-something whose sole qualifications are her ties to the governor, could win statewide election to the office? (I don't either.)

•One or Many? Travel here more than five minutes and you become aware that Texas is a subcontinent in its own right, with every conceivable kind of terrain and transportation challenge. We are rural and urban; coastal marsh and upland desert; piney woods and endless prairie. So why do we think a Soviet-style central planning bureau like TxDOT is the appropriate model for such a diverse and often fractious state? There have been ample precedents here for local planning authorities. Why not empower them with more decentralized planning and execution responsibilities, maybe even electing local transportation leaders as well?

•Strategy or Tactics? Straighten out the structure and you also enable more precise divisions of labor. Elected local authorities are far better able to decide small but urgent issues, like building a ramp to the Dominion versus one connecting Loop 1604 with U.S. Highway 281. A reformed TxDOT could then focus more effectively on the overall system, including vital strategic questions like road versus rail or even the injection of new technologies like high-speed, magnetic-levitation trains. Eventually we might even engineer roadways that didn't look as though they had been designed by Martian bureaucrats.

•Who pays and how? Like it or not, we need more and better roads as well as the means to pay for them. Texans, tolls and taxes have never gone well together, but even less so with gas climbing steadily toward $5 a gallon. So how do we raise the money, especially with fewer prospects for bailouts from Washington? Creative financing is one thing, but public expenditures always mean debt or taxes.

So let's begin by demanding better accountability from our public servants and our political leaders.

But most of all, from ourselves.

Retired Col. Ken Allard is an executive-in-residence at UTSA.

Tolling Authority to charge nearly 10 times more than to keep 281 a FREEway

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DEADLINE TO SUBMIT PUBLIC CO0MENTS ON 281 TOLL CONTRACT JUNE 18 AT 5 PM!

Submit your comments by email to: This email address is being protected from spambots. You need JavaScript enabled to view it. or fax them to (210) 495-5403. Tell them we want the $100 million gas tax funded overpass plan not a $1.3 billion toll road on 281 NOW! Be sure to ask for confirmation that they received your comments!

PUBLIC HEARING ON 281 CONTRACT A FARCE!

Today, per state law, SB 792, the Alamo Regional Mobility Authority (ARMA) held a public hearing for the purpose of disclosing financial details about the toll contract, toll rates and escalation methodology, and how long the tolls will be collected on the highway. TURF and the San Antonio Toll Party were there, despite a public hearing being held in the middle of a workday. Here is our official statement that was limited to a paltry 3 minutes, though we represent thousands of citizens.

TURF Statement at RMA Public Hearing on 281 Toll Contract, June 11, 2008

First, this hardly satisfies the law’s requirement of a public hearing when it’s at 1 PM in the middle of a workday when the public you’re soliciting comments from is at work paying your salaries. The purpose of a public hearing is not like City Council business or other meetings, it’s to inform the public directly and seek their input, neither of which this hearing does.
Second, Mr. Thornton and others at the RMA have repeatedly misled the public saying this toll project accelerates the improvements to US 281 when in fact, the gas tax funded improvement plan promoted in hearings in 2001 which includes overpasses, added freeway lanes, and frontage roads (I have the plans right here to prove Mr. Irwin and Ms. Brechtel who directly lied in numerous public forums saying the original plan is insufficient because it lacked frontage lanes and access to businesses are wrong) has been funded and should have broken ground in 2003.

Third, the cost of this gas tax plan comes to $170 million adjusted for inflation in today’s dollars ($100 million in 2004 dollars). The amount of gas taxes ($100 million) and Texas Mobility Funds being used for this project (anywhere from $112 million to $325 million) would more than cover the cost of keeping 281 a FREEway as the overwhelming public comment at the legal National Environmental Policy Act (NEPA) hearings asked for.

This is a taxpayer rip-off of mammoth proportions considering you’re now taking a $170 million improvement plan and turning it into a $1.3 billion project (as revealed in ARMA Notice of Public Hearing for the 281 project, $475 million construction cost, $864 million in interest) when you factor in the interest on the bonds. Also, your disclosure of the contract details falls woefully short since I have the market value study for 281 that shows you plan to refinance this loan in 15 years, which can significantly affect if not increase toll rates and will extend the life of the bonds from 40 to 50 years. Your disclosure also fails to reveal the source of debt for the remaining $141 million needed, the amount of interest on that debt, whether the public will vote on issuing that debt, and any fees paid to the bond investors for both bonds.

Fourth, you told the Judge in our federal lawsuit to stop this toll road nightmare that you were planning to sell bonds in August, now you’re saying it will be this fall. Once again, which is the truth? The public can hardly make an intelligent assessment of this project and provide comment given the lack of transparency, the lack of truthfulness, and the stubborn refusal to cease the conversion of an existing freeway into a tollway without a public vote as the law requires.

Lastly, today TxDOT announced it will change the project route for TTC-69 in response to the overwhelming public comments opposing the new corridor route. Yet today, the RMA and TxDOT stubbornly refuse to respond to the massive public outcry and public comment against this freeway to tollway conversion by installing the gas tax plan and abandoning the toll plan. One can hardly articulate the level of hypocrisy we’re witnessing today. So I guess you’ve left us no choice. We’ll see you in court.

TxDOT to "consider" using existing highways for TTC-69

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We still have concerns about this announcement by TxDOT for the reasons cited below.

With the 391 commissions, TxDOT has to do what these local governments require of them by invoking the coordination mandate in the National Environmental Policy Act (NEPA) "to the greatest extent practicable." That puts TxDOT in a HUGE legal box they cannot wiggle out of. The wording of this TTC-69 TxDOT statement (and the transportation commission's minute order from a few weeks ago) is very intentionally saying they'll simply "consider" existing right of way, which is NOT a mandate to do so which the 391 commission by contrast can force. So anyway, TxDOT isn't giving up much, they're playing legal games. Needless to say, we're very cautious about this announcement. We think it's to quell the forming of more commissions and to make concessions to the Legislature before the Sunset Commission/Legislature guts the agency if they don't "act" more responsive to the public.

Also at issue: It can still be 1,200 foot wide land grabbing, privatized tolled corridor and it will toll existing right of way already paid for with gas taxes. They claim it won't toll existing lanes, but they've been downgrading the existing lanes to frontage roads all over the state. Why should we believe TxDOT now?

If they change the scope of the project so dramatically, TxDOT should have to, by law per NEPA, redo the environmental study totally, not just submit some letter to the FHWA. They should be required to redo the document reflecting the new project route (see map here) and the new "alternative" selection using existing right of way replacing the new corridor "alternative" as the current document states. Stay tuned for more updates.

_________________________________________

TxDOT PRESS RELEASE
June 11, 2008

TxDOT Recommends Narrowing Study Area for Texas Portion of I-69
Citing Public Recommendation, Project Would Follow Existing Roads

AUSTIN – The Texas Department of Transportation (TxDOT) announced today that it will recommend that the I-69/Trans-Texas Corridor (TTC) Project be developed using existing highway facilities wherever possible. If additional travel lanes are added to existing highways, only the new lanes would have tolls.

"After a dozen town hall meetings, nearly 50 public hearings, and countless one-on-one conversations, it is clear to us that Texans want us to use existing roadways to start building the Texas portion of Interstate 69," said Texas Transportation Commissioner Ted Houghton.

"TxDOT's recommendation would effectively shrink our environmental study down to roads such as U.S. Highways 77 and 281 in South Texas, State Highway 44 and U.S. Highway 59 along the Coastal Bend and U.S. Highways 84 and 59 in East Texas. We are dropping consideration of new corridors that would run west of Houston in addition to other proposals for new highway footprint in other parts of the state."

TxDOT Executive Director Amadeo Saenz, in a letter to the Federal Highway Administration (FHWA), wrote "The preliminary basis for this decision centers on the review of nearly 28,000 public comments made on the Tier One DEIS (Draft Environmental Impact statement). The overwhelming sentiment of these comments focused on the need to improve the existing transportation network" rather than building a new corridor for the project.

TxDOT's stated intention has been to focus on making needed improvements to existing and planned transportation facilities within the I-69/TTC study area. Such upgrades may fully satisfy the project's need to improve the international, interstate, and intrastate movement of people and goods for many decades.

In May, the Texas Transportation Commission adopted guiding principles and policies that will govern the development, construction and operation of toll road projects on the state highway system and the Trans-Texas Corridor. In addition to reaffirming that only new lanes added to an existing highway will be tolled and that there will be no reduction in the number of non-tolled lanes, the Commission stated that wherever possible, existing right-of-way would be considered for the development of new projects.

"The Commission made it clear that they wanted their newly-adopted principles applied to the development of important projects like I-69 and a parallel corridor to I-35," said Saenz. "We are closer than ever to realizing the promise and the potential of I-69, and we will move forward with this important Transportation Commission policy in the front of our minds."

Saenz said that TxDOT would continue to talk to the public about I-69/TTC, and he encouraged Texans to ask questions and share their ideas at the department's "Keep Texas Moving" website (www.keeptexasmoving.com). He noted that the recently-named I-69 Corridor Advisory Committee will help guide TxDOT's work on the project. Saenz said he looked forward to the appointment of Segment Advisory Committees comprised of local leaders who will help further develop I-69/TTC.

"We also want to keep working with our Congressional delegation and the Texas Legislature," added Transportation Commissioner Houghton. "Legislative leadership, public involvement and local commitment will all be essential if we are going build this long-awaited highway."

TxDOT is preparing its report for FHWA following completion of the public involvement process for the environmental review of I-69/TTC. If today's recommendation is approved by FHWA, plans for a separate new corridor would be dropped from future environmental reviews, and the existing infrastructure would serve as the study area for future environmental review. TxDOT is expected to submit its Final Environmental Impact Statement (FEIS) for public review prior to federal approval late in 2008 or early in 2009. FHWA approval of the FEIS does not authorize property acquisition or construction.

In the future, the northern and southern portions of I-69/TTC could be linked in the Houston area. Houston's connection to I-69/TTC, including access to the Port of Houston, will be determined in coordination with elected leaders and transportation planners in the area.

A copy of Saenz's letter to FHWA and a new map reflecting TxDOT's recommendation are available on the internet at www.keeptexasmoving.com

- 30 -
Find out more at www.txdot.gov.
For more Information call TxDOT's Government & Public Affairs Division at (512) 463-8588.

Oil causes stock market dive

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Link to article here.The free fall continues...not the time for new toll taxes!

Stocks tumble 206 points on oil surge
Wall Street slumps as crude prices rally more than $5 a barrel, the dollar falls and Fed's 'Beige Book' shows more weakness.
By Alexandra Twin, CNNMoney.com senior writer
June 11, 2008

NEW YORK (CNNMoney.com) -- Stocks tumbled Wednesday, with the Dow losing over 200 points, amid a $5 spike in oil prices, more problems for the bank sector and a report showing continued economic weakness.

The Dow Jones industrial average (INDU) lost 206 points, or 1.7%. The broader Standard & Poor's 500 (SPX) index lost 1.7% and the Nasdaq composite (COMP) lost 2.2%.

The Dow Jones Transportation average fell 4.7% on the jump in oil prices.

"Oil prices are spiking today and there's also this renewed issue with the financial sector," said Greg Church, president at Church Capital.


Lehman Brothers (LEH, Fortune 500) stock fell as investors continued to react to the company's huge quarterly loss announced earlier this week. Merrill Lynch downgraded the stock to "neutral" from "buy."

And Church said that the financial sector was being plagued by vague market rumors that supposedly bullet-proof Goldman Sachs (GS, Fortune 500) could take a big hit.

Anheuser-Busch (BUD, Fortune 500) stock could be active Thursday after it was announced late Wednesday that Belgian rival InBev has made a nearly $47 billion offer for the company. Reports suggested InBev was interested in the maker of Bud a few weeks ago. Shares gained 7% in after-hours trading.

In other news, it was announced after the close of trade that the House bid to extend jobless benefits beyond the six-month mark has failed. (Full story)

Thursday brings the May retail sales report from the Commerce Department. Sales are expected to have risen 0.5% after falling 0.2% in April. Sales excluding autos are expected to have 0.7% after rising 0.5% in April.

Oil prices surge. U.S. light crude oil for July delivery rose $5.07 to settle at $136.38 a barrel on the New York Mercantile Exchange, after the government's weekly supply report showed crude prices shrank more than expected.

Meanwhile the DOE forecast that oil prices will stay well above $100 a barrel and gas prices will stay above $4 a gallon through 2009.

"You're seeing a growing awareness that the rising price of oil is impacting everyone's ability to do business," said Mark Travis, president and CEO Intrepid Capital Funds.

Additionally, he said investors were responding to the ongoing malaise in financial markets.

The Federal Reserve released its periodic 'Beige Book' survey of economic activity in the afternoon. As expected, the survey showed continued economic weakness in late April and early May, due to weaker consumer spending and advancing commodity prices.

Eye on the Fed: Chairman Ben Bernanke hinted earlier this week that the central bank will soon need to raise interest rates, to combat higher pricing pressure - and to prop up the weak U.S. dollar.

Fed Vice Chairman Donald Kohn, speaking at a Fed conference in Massachusetts, said that the rise in oil prices is raising consumer inflation expectations and that it is critical for these expectations to be contained. Fed Governor Randall Kroszner spoke at the same conference on consumer protection and the role of credit in the economy.

Company news: Corporate Express NV, a Dutch distributor of office supplies, accepted an improved $2.7 billion bid from Staples (SPLS, Fortune 500).

Alcoa (AA, Fortune 500) tumbled almost 8% after a JPMorgan (JPM, Fortune 500) analyst said that the aluminum producer is not looking to sell itself or spin off part of its business and that this will be a disappointment for Wall Street.

Including Alcoa, 27 out of 30 Dow components slid. Other big decliners included AIG (AIG, Fortune 500), American Express (AXP, Fortune 500), Citigroup (C, Fortune 500) and General Motors (GM, Fortune 500). The lone Dow advancers were the oil components Exxon Mobil (XOM, Fortune 500) and Chevron (CVX, Fortune 500) and chemical maker DuPont (DD, Fortune 500).

Market breadth was negative. On the New York Stock Exchange, losers topped winners four to one on volume of 1.39 billion shares. On the Nasdaq, decliners topped advancers three to one on volume of 2.17 billion shares.

Gas hits new record: The national average price for a gallon of regular unleaded gas rose to a record $4.052 from the previous day's record of $4.043, AAA reported.

Other markets: The dollar slipped versus the euro and yen.

Treasury prices advanced, lowering the yield on the benchmark 10-year note to 4.07% from 4.10% late Tuesday. Bond prices and yields move in opposite directions.

COMEX gold for August delivery rose $11.70 to settle at $882.90 an ounce. To top of page

Government stops tracking foreign investment in U.S.

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Link to article here. As companies race to dig-up new sources of cash in a tight credit market thanks to the mortgage crash, they're turning to foreign investors, many owned by un-democratic governments. It shouldn't surprise us that in this climate, the government wants to hide how much of our country is being sold off to the highest foreign bidder after 83% of Americans said they opposed our ports falling under the control of an arm of the Dubai government in 2006. They know this is a threat to our sovereignty and economic independence as a Nation and that voters will naturally hold politicians responsible for such a dereliction of duty. We must restore transparency and accountability and stop selling off America to the highest bidder!

U.S. stops following foreign money trail
Expert says nation's assets are being sold for billions
By Jerome R. Corsi
World Net Daily
June 09, 2008

NEW YORK – Foreign investment in the United States is on the rise and key U.S. businesses and infrastructures such as roads and airports are being sold to foreign investors. Now comes word from the U.S. Department of Commerce the Bureau of Economic Affairs will stop publishing a key report tracking those foreign dollars.

WND reported earlier on a decision by the Federal Reserve to quit publishing M3 data, a money-supply measure watched closely by economists.


Last month, econometrician John Williams reported on his subscription website, "Shadow Government Statistics," that the M3 statistic he compiles from available government data shows the growth of M3 at historically high rates last seen in June 1971, two months before President Nixon closed the gold window and instituted wage and price controls.

Charles McMillion, president and chief economist at MBG Information Services in Washington, D.C., also has expressed concern over the recent decision by the Department of Commerce to discontinue publishing foreign investment data and warned that may forecast an unprecedented surge in foreign investment anticipated by the Bush administration.

In the announcement, BEA claimed funding limitations necessitated halting future reports.

The most recent report, released Wednesday, showed direct foreign investment in U.S. businesses reached $276.8 billion in 2007, the second largest amount recorded and the highest since 2000, when new foreign investment outlays peaked at $335.6 billion.

Of the direct foreign investments in the U.S. in 2007, only about 10 percent, approximately $21.9 billion, established new U.S. businesses, while foreign investments to acquire existing U.S. businesses totaled $255.0 billion.

Nearly 37 percent of the foreign investments in 2007 involved European investors, although the BEA noted investments from Asia and the Middle East rose substantially.

McMillion noted in an e-mail that the BEA decision to discontinue publishing foreign investment data comes at a time when public and congressional concerns have increased over the acquisition of U.S. assets by foreign investors

McMillian referenced the recent attempt by "China's mysterious but closely state-aligned Huawei" to acquire 3Com, a key supplier of Internet security technologies to the U.S. Department of State, in conjunction with Boston-based Bain Capital, a private equity firm founded by Republican 2008 presidential candidate Mitt Romney.

In March, Bain pulled out of the deal after learning that the secretive Committee on Foreign Investment in the United States, or CFIUS, organized in the U.S. Treasury Department, planned to block the deal.

In May, during a four-day trip to the Middle East that included Saudi Arabia and Dubai, U.S. Secretary of Treasury Henry Paulson encouraged foreign investment in the United States, arguing the controversy over Dubai Ports in 2006 did not reflect an adverse U.S. attitude toward foreign investment.

"I have met with many leaders from the Middle East who ask if the United States really continues to welcome investment," Paulson said in a speech to the U.S.-United Arab Emirates Business Council, according to Bloomberg.com. "As we seek to open new markets abroad, America will keep our markets open at home to investment from private firms and from sovereign wealth funds."

WND previously reported that since the beginning of the year, Dubai and Abu Dhabi, two of the largest United Arab Emirate states, have been in discussions with the U.S. Treasury, offering reassurances that their investments in U.S. banks and security firms would not impose restrictions usually dictated by Islamic law, commonly known as sharia.

WND also has reported sovereign wealth funds in six Persian Gulf countries, including Kuwait, the United Arab Emirates and Qatar, have now amassed $1.7 trillion, positioning them for attempts to control major banks and securities firms in the United States.

In September 2007, Dubai acquired 19.9 percent of Nasdaq, the second largest stock exchange in the United States.

WND also reported last month the top bid to lease the Pennsylvania Turnpike on a long-term public-private-partnership, or PPP lease, for a bid of $12.8 billion was submitted by Spanish infrastructure management company Abertis Infraestructuras of Barcelona.

TxDOT jet-sets all over state abusing access to State Aircraft

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Link to article here.

Just when you'd think things at TxDOT can't get any worse, a front page story appears telling of their abuse of state airplanes for $130,000 worth of jet-setting across the state on the taxpayers' dime! At least one of those trips was taken by Transportation Commissioner Ted Houghton who used the planes to illegally lobby in favor of the Trans Texas Corridor TTC-69 project at a workshop they initiated with elected officials (which is against the law) and then lied about sponsoring it.

This event is part of TURF's evidence against TxDOT in our lawsuit to stop it's propaganda campaign and illegal lobbying. The other two offenders: Rick Perry and the Attorney General (who is representing TxDOT against the taxpayers in our lawsuit to stop their illegal lobbying and ad campaign) with over $20,000 each in state-funded travel for what can be argued was personal and/or political travel.

Texans for Fiscal Responsibility and Empower Texans, whose Director is quoted in the article, put together this video as a spoof on TxDOT's luxury airline use at taxpayer expense. Watch it!

Cost, uses of state's plane fleet targeted
By Peggy Fikac
Express-News Austin Bureau
06/03/2008

AUSTIN — Five years after Texas leaders tried to disband the state's airplane fleet, officials still call on the service to fly them to meetings, awards ceremonies, funerals and even a neighboring GOP governor's inauguration.

Officeholders and bureaucrats, including Gov. Rick Perry, say they look at cost and efficiency before deciding whether to use the aircraft, which cost $258.75 to $977.50 per flight hour and are allowed for official state business.


But some question the fleet because bills are often footed by taxpayers and because commercial airfare may look cheaper.

“It sure does raise the eyebrows and make the nose crinkle a bit,” said Michael Quinn Sullivan of Texans for Fiscal Responsibility. “Between two really good Texas-based airlines, there's any number of options to get from anywhere to anywhere by air pretty quickly.”

Then-Comptroller Carole Keeton Strayhorn and Perry talked up selling the planes during a 2003 budget crunch.

But the Texas Department of Transportation, which oversees the fleet, expects it to log 1,227 more flight hours — for a total of 3,350 or about $2.3 million worth of flying time — in this two-year budget period than the last.

“State agencies have seen the value of our services as an effective business tool,” said TxDOT spokesman Chris Lippincott, noting commercial air travel's cost “continues to rise, and its reliability continues to deteriorate.”

State taxpayers don't pay for the trips funded by donations or other sources. Among them: University of Texas football recruiting jaunts, paid by the self-sufficient athletics department; the UT president's travel; and a trip by Texas A&M basketball coaches and players to the Big 12 media day in Kansas City.

Louisiana trip questioned

But many other trips are paid by the state and may draw closer scrutiny, such as a $3,962 trip by Perry, a staffer and a member of the governor's security detail to Baton Rouge for the inauguration of Louisiana Gov. Bobby Jindal, a fellow Republican. Perry, who heads the Republican Governors Association, spoke at the prayer breakfast.

“I'd want to know, did he go to (Democratic New Mexico Gov.) Bill Richardson's inauguration?” asked state Rep. Jim Dunnam of Waco, head of the House Democratic Caucus. “If he didn't go to Richardson's, I think it's pretty apparent this is a partisan political trip. If he's going to do that, he ought to do it on his own dime. He's got plenty of money in his campaign. Taxpayers shouldn't pay for it.”

Perry spokesman Robert Black dismissed the idea that the trip was political, asking, “When was Richardson inaugurated? I have no idea if he (Perry) was even invited.”

“Not only was the governor invited ... to participate in Bobby Jindal's inauguration, I think most Texans recognize that the states of Louisiana and Texas have a unique relationship that has grown out of the natural disasters that happened a few years ago,” Black said, noting efforts led by Perry to help after Hurricane Katrina.

Perry's office notes that most of his travel, aside from that on state aircraft, is paid by his campaign.

His Baton Rouge trip was among a slew of state-airplane records covering the six months ending in March examined by the San Antonio Express-News.

Among officials using state money to pay for flights and billed more than $20,000 apiece for the time period were Perry ($24,537); Attorney General Greg Abbott and staff ($21,943); TxDOT administration, government and public affairs, and other divisions ($130,568); the Texas Commission on Environmental Quality ($56,560); and Agriculture Commissioner Todd Staples and staff ($50,302).

Commercial cost compared

Destinations used with the fleet included news conferences, public meetings and awards ceremonies. They also included memorial services for Texas Transportation Commission Chairman Ric Williamson and for Kate Marmion, granddaughter of former Gov. Dolph Briscoe, and meetings on the Trans-Texas Corridor by transportation officials.

In choosing a state plane, officials say they consider factors including productive use of time, avoiding the cost and delay of overnight stays, number of people traveling and availability of commercial flights.

Some trips invite comparison to commercial airfares — including Perry's to Baton Rouge, because an online booking service currently shows roundtrip flights as low as $486 per person ($647 per person for a flight departing in the evening) or totals of $1,458 to $1,941 for three people. Perry spokeswoman Allison Castle noted Perry's schedule and commercial flight schedules play into such decisions.

Another is a March 7 trip to Houston by Staples and two others at a cost of $2,346. Southwest Airlines' flight schedule shows three adults could currently travel roundtrip for $257.50 apiece, or a total of $772.50.

Staples spokesman Bryan Black said Staples got to Houston at 7:45 a.m. for a school award presentation and, after a day of events capped by a speech at the International Brangus Breeders Association Banquet and Awards Dinner, left at 9:30 p.m..

That would have been too late to make the last commercial flight. Compounding the time crunch was that Staples was due in Hereford the next day. (He went by state plane, at a cost of $2,659). Bryan Black noted Staples often visits hard-to-reach rural areas but uses commercial flights when he can and often drives. “He wants to make sure that he visits with Texans and listens to what they have to say.”

Three state senators flew state planes during the six-month period examined: Sens. Carlos Uresti, D-San Antonio; Robert Duncan, R-Lubbock; and Kip Averitt, R-Waco. Uresti racked up the largest bill of the three at $13,009 for trips to Marfa, Del Rio, Eagle Pass and Laredo.

“I have the largest senatorial district, geographically, not only in Texas but in the United States — 55,000 square miles,” Uresti said. He said he is “very selective” in using state aircraft but sometimes must make stops in hard-to-reach places.

“There's no easy way to get to Marfa,” he said. “My constituents in Alpine, in Del Rio, in Fort Stockton — they want their state senator at their town hall meetings. It's there for that use. I don't abuse it.”

How small is $18 million?

The state fleet is in addition to airplanes belonging solely to individual agencies, such as the UT and A&M systems and the Department of Public Safety, which may still use the state fleet when their planes are busy.

Sullivan, of Texans for Fiscal Responsibility, said he isn't suggesting officials are wrong to use a fleet that's at their disposal, but lawmakers should take a hard look at whether it's necessary to maintain it.

“There's certainly the occasional need for someone to be transported in that way,” Sullivan said, citing law enforcement and response to natural disasters. But, he added, “when you find out these various muckety-mucks are jumping on the planes just because it's easier to do that, that's not right.”

The fleet, previously under the State Aircraft Pooling Board, was targeted by Strayhorn and Perry in 2003 when the state faced a $10 billion budget shortfall. At the time, Strayhorn said selling the planes and associated property would yield $18.2 million. Perry vetoed the pooling board from the budget, but the fleet was transferred to TxDOT.

Perry spokeswoman Krista Piferrer said Perry “doesn't really have an opinion one way or another” now about whether the fleet should be maintained.

“His main priority has always been that aircraft are used for state business and are operated on a cost recovery basis.”

Sullivan said $18 million is a small percentage of the state's $152.5 billion two-year budget, but added, “It's not a small amount of money. ... You take the richest person in Texas, and they notice when $18 million is gone.”

Sunset Committee Report proposes major reform, greater accountability at TxDOT

Details
News
Link to article below here.

A scathing Sunset Committee Report on TxDOT was released today (news story below) and it recommends a "legislative conservator" takeover the agency among other reforms.

There are 6 problem areas identified in the report, but here are the key recommendations that pertain to our concerns:

• Abolish the Texas Transportation Commission and replace it with an appointed Commissioner of Transportation.
• Establish a Transportation Legislative Oversight Committee to provide necessary oversight of the Department and the state’s transportation system.
• Require the Transportation Legislative Oversight Committee to review and comment on TxDOT’s research program, including individual research projects and activities.
• The Sunset Commission should recommend that the Legislature directly fund the Texas Transportation Institute to conduct transportation research previously contracted through TxDOT.
• Continue TxDOT for four years (instead of 12).
• Require TxDOT to develop and implement a public involvement policy that guides and encourages more meaningful public involvement efforts agency-wide.
• Require TxDOT to develop standard procedures for documenting complaints and for tracking and analyzing complaint data.
• TxDOT should provide central coordination of the Department’s major marketing campaigns.


The big holes? We asked for the 5 member Transportation Commission APPOINTED by the Governor to be replaced with a single ELECTED commissioner, and while the Sunset Committee staff recommended abolishing the Commission and replacing it with a single commissioner, they still would have that position APPOINTED by the Governor (giving us the same mess we have now)! The difference is the Commissioner would be re-appointed and come before the Senate for confirmation every 2 years instead of every 4.

Hole #2 - "TxDOT should provide central coordination of the Department’s major marketing campaigns." What??! TURF is suing the State to STOP TxDOT's "marketing" propaganda campaign, the last thing we need is to centralize illegal activity! We also don't need "public education" campaigns like "Don't Mess With Texas" anti-litter program or its "Click it or Ticket" campaign when we're supposedly "out of money" for basic highway needs. This is wasteful, useless spending and the Committee staff should have called for an end to it. It's their job to eliminate waste. Well, this is prime fodder for the chopping block. It enriches marketing and PR firms, not provide transportation for taxpayers.

Hole #3 - There are no specific public involvement recommendations that would force TxDOT to do what the public asks them to, particularly in regards to toll projects and the Trans Texas Corridor. Simply taking public testimony and then ignoring it is what has caused a massive taxpayer revolt all over the state! We need some public involvement REQUIREMENTS that FORCE TxDOT to implement the alternative chosen by the public, not the one that makes the State the most tax revenue.

This is why we need YOU to come testify before the full Sunset Advisory Committee on July 15 in Austin to insist the Committee make any new commissioner directly accountable to the taxpayers at the ballot box so we don't end up with the same problems we have now.

TxDOT labeled 'out of control'
By Peggy Fikac
Express-News Austin Bureau
06/03/2008
AUSTIN — Saying big changes are needed to restore trust in the Texas Department of Transportation, the Sunset Advisory Commission staff is recommending a revamp of TxDOT's governing board, project planning and its dealings with lawmakers and the public.

The Sunset staff report to be released today — and shared with the San Antonio Express-News by a source close to the process — comes in the wake of controversy over planned public-private partnerships on toll roads and the Trans-Texas Corridor and questions concerning agency funding figures.

“The Sunset review of the Texas Department of Transportation occurred against a backdrop of distrust and frustration with the Department and the demand for more transparency, accountability, and responsiveness. Many expressed concerns that TxDOT was ‘out of control,' advancing its own agenda against objections of both the Legislature and the public,” according to the report.

It says that “tweaking the status quo is simply not enough” to restore trust.

TxDOT spokesman Chris Lippincott said Monday, “The confidence of the Legislature and the public are very important to us. We still have work to do, but we are confident that our ongoing efforts to improve the transparency and accessibility of TxDOT are making a positive impact.”

Among changes, the staff is recommending replacing the five-member commission with a single commissioner, who would have a two-year term rather than the current six years. The shorter term would mean required Senate confirmation would occur more often, giving lawmakers more oversight.

However, the commissioner still would be appointed by the governor, a concern for opponents of TxDOT's policies.

That's because the policies pushed by the Texas Transportation Commission are in sync with those of GOP Gov. Rick Perry, who named the commissioners. Opponents of those policies would prefer an elected commissioner or commissioners.

“The most important thing is that they're elected positions,” said Sal Costello of TexasTollParty.com. “It gets right down to who's accountable.”

“We wanted a single, elected commissioner who answers directly to the people of Texas ... Having the governor's paws on this department just has got to stop,” said Terri Hall of Texans Uniting for Reform and Freedom. She added, however, that proposed changes constitute “a step in the right direction. I'm glad the committee seems to be hearing what the public outcry is.”

The staff also proposes increasing legislative oversight through a new House-Senate committee; making TxDOT's transportation planning and project development more open and easily understood; enhancing chances for meaningful public involvement; improving TxDOT's contract management; and reviewing the agency again in four years, rather than the usual 12, to ensure needed changes have been made.

Agencies are reviewed periodically by the Sunset commission to see if they should continue to exist and whether changes are needed. Changes proposed by the commission will be considered in 2009 by the Legislature.

Lawmakers on the commission said it's clear that change is needed, although they'll need to weigh input including staff recommendations.

Sen. Juan Hinojosa, D-McAllen, said he wants to give new Texas Transportation Commission Chair Deirdre Delisi a chance to improve agency operations but that he likes the direction of Sunset staff proposals.

Rep. Ruth Jones McClendon, D-San Antonio, said straightforward, public accountability is key.

“There is obviously a great amount of distrust between the Legislature and the agency, as well as the general public. Something obviously needs to be done — major — to change the way this agency is doing business,” she said.

No shift away from current toll policy or Trans Texas Corridor despite spin

Details
News
Link to article here.

TxDOT's new chief vows state will own toll roads
Trans-Texas Corridor plan still has skeptics
By KELLEY SHANNON
Associated Press
May 30, 2008
AUSTIN — Transportation Commission Chair Deirdre Delisi, whose political ties to Gov. Rick Perry drew criticism when he appointed her, led her first meeting Thursday and expressed a desire to build public trust in the transportation agency.

The commissioners adopted an order governing toll projects and the Trans-Texas Corridor and set out to improve citizen and legislative access to Texas Department of Transportation's financial data.

The commission unanimously agreed that all Texas highways will be owned by the state, not private developers; that the state may buy back the interest of a private road developer; that only expansions to existing highways will be tolled and existing free lanes won't be reduced; and that "non-compete clauses" will be banned, meaning no state contract will limit improvements to nearby existing roads.


The order also calls for an attempt to minimize disturbing private property and to consider using existing rights of way.

The clarifying statement came in response to public criticism during the early planning stages of the Trans Texas Corridor, Perry's plan to contract with private companies to build toll roads throughout the state.

Opponents remained skeptical. Terri Hall, director of Texans Uniting for Reform and Freedom said that if TxDOT expands or builds a competing road, the toll contractor could require compensation from taxpayers for any resulting loss in toll revenue.

David Stall, who operates the CorridorWatch.org with his wife, Linda, said the state had always intended to own the toll roads that it leased to private operators.

The new rules also call for only new lanes to be tolled, but Stall said that if TxDOT continues to rely on toll financing for new projects, it means "that they are not intending to expand existing free highways beyond the current expansion plans."

Initial phases of the Trans Texas Corridor are a toll highway that would run roughly parallel to part of Interstate 35, and Interstate 69, a road that would be constructed from Northeast Texas to the Rio Grande Valley.

Delisi takes over a job formerly held by another close Perry ally, the late Ric Williamson.

Chronicle reporter Rad Sallee contributed to this story.

Hutchison calls for increase in refinery capacity

Details
News
Link to the article here.

Sen. Hutchison Urges Refinery Expansion to Help Alleviate Gas Prices
Texas Insider
Published: 05-29-08
Provision, which Passed in 2005, will Help Increase Domestic Refinery Capacity through Tax Deduction


WASHINGTON – U.S. Senator Kay Bailey Hutchison (R-TX), Texas’ senior senator, today sent a letter to Treasury Secretary Henry Paulson urging his department to expedite the regulation process for tax deductions to spur domestic refinery expansions.

Sen. Hutchison included a provision in the Energy Policy Act of 2005 (EPACT), which provides a 50 percent tax deduction for domestic refineries that increase existing capacity by five percent or more. Although EPACT became law in 2005, the Treasury Department has not approved the pending regulation, also known as Section 179 C.

“At this time when Americans are paying record high prices for fuel, the U.S. government is standing in the way of increasing supply,” said Sen. Hutchison. “This regulation, which encourages expansion of domestic refinery capacity, will increase the supply of fuel to alleviate prices at the pump.”

Sen. Hutchison sent a similar letter to Treasury in April 2007 when gasoline was $2.86 a gallon. Today, the national average is $3.94 a gallon.

TEXT OF THE LETTER

May 28, 2008

The Honorable Henry M. Paulson
Secretary
U.S. Department of the Treasury
1500 Pennsylvania Avenue, N.W.
Washington, D.C. 20220

Dear Secretary Paulson:

I write today to express my continued support for expedited approval of a pending regulation which awaits final approval at the U.S. Department of the Treasury. Almost three years have passed since the Energy Policy Act of 2005 mandated that this regulation be finalized. American families need the relief that this regulation will provide now more than ever.

Specifically, this regulation, Sec. 179C of the Internal Revenue Code, allows a refinery to expense up to 50 percent of the cost of a refinery expansion if the project increases overall capacity by at least five percent. As you may recall, I wrote to you in April 2007 when gasoline was $2.86 a gallon, diesel was $2.79 a gallon, and a barrel of oil was $64. Today, gasoline is $3.94 a gallon, diesel is $4.72 a gallon, and a barrel of oil exceeds $127.

At this time when Americans are paying record high prices for gasoline and diesel, the U.S. Government should do all it can to reduce these prices. This regulation, which encourages expansion of domestic refining capacity, will increase the supply of fuel to alleviate prices at the pump. Moreover, the longer refineries must wait for these regulations, the more uncertainty is added to their investment decisions to expand capacity. These regulations must be finalized as soon as possible to allow companies to plan for future construction.

I appreciate your efforts to date to finalize this regulation and encourage you to expedite its approval.

Sincerely,

Kay Bailey Hutchison

All talk, no teeth as Transportation Commission attempts to quell opposition

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News
Don't believe the hype. Today the Texas Transportation Commission adopted a Minute Order designed to fool people into thinking they've changed their stripes. The reality? It's all posturing. New Chairwoman Deirdre Delisi (who has no transportation experience only running political campaigns for Rick Perry then becoming his Chief of Staff) wants the Senate to confirm her, and the Commission knows the Sunset Review will bring serious legislatively mandated changes they want to avoid. There's nothing about a Minute Order that is even binding. TxDOT can change this at their whim and violate it anytime. Add to that, many of these provisions are already not allowed or required by state law.

Here's a summary of the gaping holes and inadequacies of this Minute Order:

They don't mention that a competing facility could require compensation (taxpayer payments to investors if TxDOT expands or builds a competing road), and there's no mention of stripping non-competes from bond agreements (they only addressed CDAs or PPPs contracts here). Bond companies require non-competes and create the same guaranteed congestion on non-toll routes.

Also, there's no prohibition against taking existing highway lanes and tolling them leaving the only non-toll lanes frontage roads (totally different in function and speed and stop light times can be manipulated to drive traffic to the toll lanes, etc.). That's the crux of much of the angst on urban toll projects. They also failed to address their illegal ad campaign and lobbying. If they seriously wanted to build trust, they would have moved to cease those practices unconditionally.

Until the Legislature takes the power of decision-making of this type AWAY from an un-elected, unaccountable agency run amok and gives it back to the PEOPLE and their representatives, this whole exercise is a non-starter.

______________________________

Associated Press Newswire

May 29, 2008

AUSTIN (AP) - Transportation Commission Chair Deirdre Delisi led
her first meeting today and expressed a desire to build public
trust in the transportation agency.

The commissioners adopted an order governing toll projects and
the Trans-Texas Corridor. They also set out to improve citizen and
legislative access to Texas Department of Transportation's
financial data.

The commission unanimously agreed that:
- all Texas highways will be owned by the state, not private
developers;
- the state may buy back the interest of a private road
developer;
- only expansions to existing highways will be tolled and
existing free lanes won't be reduced;
- and that "non-compete clauses" will be banned, meaning no
state contract will limit improvements to nearby existing roads.

Transportation Chair Delisi's political ties to Gov. Rick Perry
drew criticism when he appointed her.

Steepest decline in driving EVER RECORDED!

Details
News
Link to article here.

"Figures show... the steepest decline in driving ever recorded."

That statement says it all. This is not the time to add toll taxes to our freeways or to proliferate toll roads in general. It's simple economics. People's wallets aren't an endless cash cow for government and road contractors to pilfer at will. There's a limit to the family budget, and there's only so much money consumers can sink into transportation before radical changes in behavior ensue, including changes to where people live, work, and play. And most changes driven by severe economic times aren't for the better.

As gas goes up, driving goes down
CNN.com
May 26, 2008

March figures show steepest decline in driving since 1942
Compared with last year, drivers have logged 11 billion fewer miles, the DOT says
Americans planned to drive less over Memorial Day weekend, AAA reports
Public transportation ridership on rise, in part because of gas prices, group says
(CNN) -- At a time when gas prices are at an all-time high, Americans have curtailed their driving at a historic rate.
art.gas.pump.gi.jpg
Americans are not driving as much as they did a year ago as gas prices skyrocket.

The Department of Transportation said figures from March show the steepest decrease in driving ever recorded.


Compared with March a year earlier, Americans drove an estimated 4.3 percent less -- that's 11 billion fewer miles, the DOT's Federal Highway Administration said Monday, calling it "the sharpest yearly drop for any month in FHWA history." Records have been kept since 1942.

According to AAA, for the first time since 2002, Americans said they were planning to drive less over the Memorial Day weekend than they did the year before.

Tracy and Adam Crews posted on iReport that their annual Memorial Day weekend has traditionally involved camping and fishing.

"Well, due to the continual rise in gas, we felt our only recourse was to nix the idea this year and stay home" in Jacksonville, Florida, they wrote.

Instead, the couple said they "decided to camp out in the backyard. We set the tent up, just finished installing our above ground pool, and cleaned up the grill. ... We have ourselves a campsite! It's been a blast!"

Nakeisha Easterwood of Smyrna, Georgia, said with gas prices on the rise, she sometimes catches rides with friends, and doesn't drive into town more than once a day. "It's crazy," she said.

According to AAA, the national average price for a gallon of regular gas rose to a record $3.936. That compares with an average price per gallon of $3.23 last Memorial Day.

"With it being near $4 a gallon, you definitely have to drive slower and pick and choose when you're going to do it," said Steve Kahn of Roswell, Georgia, at a Memorial Day festival in Atlanta.

Some Americans have turned to public transportation. Ridership increased by 2.1 percent in 2007, in part because of rising gas prices, according to the American Public Transportation Association.

Americans took 10.3 billion trips on public transportation in 2007, the highest level in 50 years, the group said.

The Energy Information Administration says gas consumption for the first three months of 2008 is estimated to be down about 0.6 percent from the same time period in 2007.

For the summer season, gas consumption is expected to be down 0.4 percent from last year.

Abertis & Citigroup to pay $12.8 Billion for Pennsylvania turnpike

Details
Public Private Partnerships
Link to article here.

In the highest pricetag fetched for an American toll road to date, Abertis, a Spanish toll road giant, along with Citigroup will pay the state of Pennsylvania a whopping $12.8 billion for the right to empty the pockets of Pennsylvanians with interest and private profits for the next 75 years! Pennsylvanians can expect BIG, FAT toll hikes to pay back such a stunning sum.

Citi tops bidding for Pa. Turnpike
A Citigroup unit and Barcelona's Abertis Infraestructuras submit a $12.8B bid to lease the Pennsylvania toll road for 75 years.
CNN/Money.com
May 19, 2008
HARRISBURG, Pa. (AP) -- A Spanish company and a unit of Citigroup Inc. teamed up to submit the largest bid for the right to lease the Pennsylvania Turnpike for the next 75 years.

Barcelona-based Abertis Infraestructuras, Abertis investor Criteria CaixaCorp of Spain and Citi Infrastructure Investors offered $12.8 billion, beating their nearest competitor by $700 million, Gov. Ed Rendell said Monday.

Rendell described himself as "strongly in favor of it." But the Legislature must approve any deal, and one leader in the Democratic-controlled House said he was not impressed with the bid.


"To be quite candid, the number is less than overwhelming," said Majority Whip Keith McCall, D-Carbon. "It's certainly not dead on arrival, but it's something we do need to discuss with the entire caucus."

Raising dollars for transportation
The Democratic governor has pursued the plan to have a private entity operate and maintain 500 miles of the turnpike system to raise billions for Pennsylvania's transportation needs.

The lease deal would let the operator increase tolls 25% in January, and then by 2.5% or an amount equal to consumer price inflation after that. The turnpike's operating revenue was $608 million in the fiscal year that ended last May.

Rendell predicted the Abertis and Citi (C, Fortune 500) deal would generate an average of $1.1 billion a year in the first 10 years - income from the investment of the lump-sum lease payment - for roads, bridges and mass transit.

If the deal goes through, the state would almost certainly abandon a plan to introduce tolls to Interstate 80 that would be expected to generate about $500 million a year. The tolls were the primary component of a law passed last summer that is expected to produce about $940 million annually for transportation needs.

Repealing those tolls has become a priority for many people and businesses along the highway, as well as the lawmakers who represent them.

Abertis directly manages more than 2,000 miles of toll roads in other countries; it also manages a toll bridge in Puerto Rico and airport facilities in California, Florida and Georgia.

The Abertis-Citi bid is good through June 20, but the bidders said they intended to be flexible since legislative action in the next month is not likely.

"We'd like to see it done this fall," said Citi Infrastructure Investments partner Michael B.G. Froman.

Rendell said the two losing bidders were teams consisting of Goldman, Sachs & Co. and Transurban Group of Australia; and of the Macquarie Infrastructure Group of Australia and Cintra of Spain. Goldman-Transurban's final bid was $12.1 billion; Macquarie-Cintra's was $8.1 billion.

Can hydrogen help stretch your gas mileage?

Details
News

Link to article here.

Once again, this show people are far more worried about the price of gas than they are about congestion. Simple economics dictates that few can afford to pay tolls on top of escalating gas prices.

I-Team: Hydrogen generator that increases gas mileage being tested in S.A.
05/20/2008
By Barry Davis
KENS 5 Eyewitness News

The national average for unleaded gasoline is more than $3.75 per gallon and is expected to go higher. Unless you're driving a hybrid vehicle, you are likely spending almost twice as much on gas as you were just two years ago.

But what if there was a way to cut gas expenses by as much as 50 percent by doing something as simple as turning on your kitchen faucet?

Scientists in San Antonio are testing a hydrogen generator that could dramatically raise your fuel efficiency. Some scientists, however, say it just doesn't wash.


"You can't get something for nothing. And starting with water is a very difficult way to get energy," said Dr. Charlie Roberts, with the Southwest Research Institute.

The technology to produce hydrogen gas is actually about 100 years old. Through electrolysis, two molecules of hydrogen are separated from the one molecule of oxygen in H20 (water). The relatively new use is burning the elements separately to supplement gasoline.

It seems almost futuristic to take water from your faucet and put it into a generator under your vehicle's hood and drive away.

"We tested several vehicles in New Jersey last month and the numbers were like fiction, you know — 80 miles per gallon with a 4-cylinder Honda, 80 miles per gallon with a 4-cylinder Ford Focus," said professional mechanic Steve Gerhlein. "This system doesn't do anything more than help stretch the gasoline dollar by converting water with a chemical, which is potassium hydroxide mixed up in a special proportion. And then it makes hydrogen and oxygen that the engine then uses as a fuel."

Gerhlein, a professional mechanic for more than 30 years, was so intrigued by what he read about hydrogen generators that he put one on his wife's Lexus.

Without the hydrogen generator, Gerhlein said the Lexus, running on super unleaded, got about 14 miles per gallon. With the hydrogen generator the vehicle gets about 19 miles per gallon. By tweaking the computer to accept the extra fuel, Gerhlein says the truck now gets 26 miles per gallon.

"We know it works on my wife's truck for about a 40 percent increase in gas mileage without the computerization," Gerhlein said. "The work that I do is concentrating on hydrogen used in more traditional engines, like we drive every day," Roberts said.

Roberts has worked on making hydrogen a fuel source for years. He says while hydrogen by itself is too expensive, when used with gasoline it does have promise.

"If you use a small amount of hydrogen there's a chance, and I think this is what many of us are looking for toward the future,” Roberts said.

Gerhlein believes this new technology is literally days away.

"All your liability is you have to clean out this canister probably once every six months, and you may have to clean the actual electrolysis producing cell out maybe once a year," Gerhlein said.

Drivers also have to add very inexpensive chemicals with the water to create the hydrogen gas.

There are plans for hydrogen generators all over the Internet. However, Gerhlein says 98 percent of them won't produce enough hydrogen to help much.

None of them come with a computer to help today's car read and understand the additional source of fuel except the one he is researching. Gerhlein's hydrogen generator costs $1,500 to have installed in your vehicle.

"But if you're driving from Pipe Creek to San Antonio every day, and you can make it run at double the gas mileage for $1,500, our research says that after 11,000 miles, the system’s paid for itself. And the system runs an indefinite period of time," Gerhlein said.

There could be a couple of other benefits, too. According to Gerhlein, burning hydrogen also cleans out the engine, has less toxic emissions and would pass Environmental Protection Agency standards.

Roberts says that is possible, but it is also possible that the hydrogen generator could burn worse.

"Today, just putting a device onto the engine, without changing the engine in a more drastic way, about 5 percent fuel economy improvement is the best I would expect," Roberts said.

The Southwest Research Institute is testing the hydrogen generator, and Gerhlein says if researchers tell him it's for real, maybe it won't be long before you can have one under your hood.

"Americans won World War II with people who invented things when they needed them, at that time. We've been to the moon. We've been the space race leaders for years. Our aircraft are the best there is because Americans will find a way around a bad situation, and there's a lot of folks working on this right now. And somebody's going to pop the right unit out into the populace to do exactly what we're talking about today," Gerhlein said.

Even Stone Oak commuters taking the bus to lower transportation costs

Details
News
Link to article here.

Now if this doesn't wake-up the politicians and the pro-toll crowd, they're simply paid to be blind to the economic realities our families face. The median income in the zip code where this Via Express Bus route begins is $90,000 a year. If "those people" who make so much money are clamoring for ways to reduce their gas bill, what makes the tollers think "those people" have the discretionary income to pay tolls on top of their already too expensive commutes? They don't.

When you consider the expensive homes and the property tax and energy bills on those homes, the car payments, and higher grocery bills for growing families in Stone Oak, that $90,000 may sound like a lot but it doesn't go as far as it did when "those people" moved to Stone Oak. No matter what income level, the taxpayers don't have endless amounts of money to spend on transportation, though politicians enact tax policy as though they're a well that never runs dry.

Ken Rodriguez: Stone Oak residents are filling up buses
Express-News
05/20/2008
It's 7:45 a.m. Tuesday, and Connie Casanova is waiting for a ride to work.

She has lots of company.

In the far northern reaches of San Antonio, a crowd is growing around a bench at the lone bus stop in Stone Oak.

Men with briefcases, women in professional attire — all are headed downtown on VIA Express Route No. 6.“These are my friends,” Casanova says from a Wal-Mart parking lot at Loop 1604 and U.S. 281, filled with trucks, SUVs and minivans. “More and more people are riding. It's amazing.”

Casanova and many of her friends live in ZIP code 78258, where the median household income exceeds $90,000.

The Stone Oak community ranks among the city's most affluent, but residents are still trying to combat rising fuel costs.

That's one reason the No. 6 Express set a record last month with 12,515 riders.

From April '07 to April '08, VIA Metropolitan Transit ridership rose 15.6 percent across the city. In Stone Oak, ridership jumped 23 percent.


Casanova is no newcomer. She started taking the No. 6 Express more than two years ago. At the time, the route was carrying 5,513 passengers a month, and Casanova could buy a gallon of regular unleaded gasoline for about $2.10.

Around the corner from her home today, a gallon of regular has soared to $3.69.

Casanova says it costs $55 to fill her Acura Legend with gas. A monthly bus pass costs $25 — but Casanova gets it for $15 through a discount at work.

“I save at least $250 a month in gas and parking,” she says, “plus all the wear and tear on my car.”

There are other benefits. Casanova enjoys a stress-free commute to the office. She can read the newspaper. She can chat with friends.

“I'm a true believer,” she says. “You wouldn't know how beneficial it is unless you ride it.”

Casanova, 55, works in external affairs for AT&T Inc. The way she raves about the No. 6 Express, you'd think she worked in public affairs for VIA.

She says she feels sorry for people who ride to work alone, wasting time and gas.

Then she says, “You should take a ride. Really, you should.”

I rode the No. 6 Express for a column in May 2006. I described the commute as cool, clean and convenient. The bus dropped me off two blocks from the Express-News.

There's much to like about the public transportation. My only problem with the VIA system is mobility after I get to the office.

How am I supposed to get to a breaking story across town?

Or how am I going to meet a source who only wants to share critical information at some out-of-the-way location?

Other riders shared similar problems. Some said they only take the bus on days they have no appointments outside the office.

Connie Casanova doesn't have that issue. But she has a backup plan in case of an emergency: Taxi vouchers. Casanova bought four of them for $5 through a VIA Care Program.

She used one the other day to help a fellow passenger get to his wife after he passed out.

Like other buses, the No. 6 Express gives riders options. The first one pulls out of Wal-Mart at 5:39 a.m.

I showed up at 5:45 a.m. Tuesday and found a number of riders waiting for the next bus beneath a full moon.

Two hours later, Casanova was extolling the virtues of VIA when the No. 6 Express arrived.

By the time she finished, it was almost standing room only.

Delisi tapped for new Chair has ZERO transportation experience

Details
News
Link to article here.

Love the quote about the appointment of Deirdre Delisi as the new Transportation Commission Chair from our friend Sal Costello in Austin, Founder of the Texas Toll Party:

"She has zero transportation experience. Maybe she drives to work, but that's about it...This is an agency that deals with billions of our tax dollars for transportation, and this person has no experience. That's frightening. What she does bring to the table is she's Gov. Perry's highway henchwoman."

It would be funny if it weren't so painfully true.

May 18, 2008
Diplomacy key for transportation chair
Perry appointee already scrutinized by lawmakers
By PEGGY FIKAC
Copyright 2008 Houston Chronicle Austin Bureau

PROFILE: DEIRDRE DELISI

• Age : 35• Education : Duke University, bachelor's degree in political science, 1994; Stanford University, master's degree in international policy studies, 1995.

• Family : Husband, Ted, political consultant; two children, twins Will and David, nearly 1.

Experience

• Chief of staff, Gov. Rick Perry, 2004-07• Deputy chief of staff, Gov. Rick Perry, 2000-01,

2002-04

• Campaign manager, Texans for Rick Perry,

2001-02

• Bush for President,

1999-2000

• Special assistant, Lt. Gov. Rick Perry, 1998-99

• Texans for Rick Perry (lieutenant governor's race), 1997-98

• Legislative assistant, Sen. Bill Ratliff, 1996-97

• Texas Department of Commerce, 1996

• Lamar Alexander for President, 1995-96

AUSTIN — Deirdre Delisi once aspired to be a diplomat, and Gov. Rick Perry may have finally granted her wish.

As head of the Texas Transportation Commission, Perry's former chief of staff will test her diplomatic skills in an emotion-filled arena in which a state senator has already called her a "political hack."

In an early sign of her peacemaking potential, the 35-year-old Delisi scheduled one of her first meetings as chair with that senator, Transportation and Homeland Security Committee Chairman John Carona, R-Dallas.

"I was left with the impression that she genuinely wants a new and fresh start for the commission, and I can tell you the Legislature wants that, too," said Carona, who publicly tangled with the former chairman, the late Ric Williamson, as Williamson pushed Perry's vision of private investment in public tollways as a key to meeting mobility needs.

Department under review

The Texas Department of Transportation is under review by lawmakers who've sought to rein in new privately run toll roads and are distrustful of the agency's funding figures. There's also an outcry from many Texans incensed over toll proposals and the possible route of the Perry-pushed Trans-Texas Corridor."Drinking from the fire hydrant," is how Delisi described her first days on the job, with months to serve before the Senate next year decides on confirming her appointment.

Focused on meeting huge transportation needs, she describes private investment in toll roads as a tool, noting lawmakers are considering others. She's quick to emphasize the need to work with local officials.

Asked what role a gas-tax increase might play in the mobility picture, she gives an answer that may be diplomatic enough to please lawmakers who felt that Williamson pushed Perry's wishes too hard at the expense of their own.

"That's a decision that the Legislature is going to make," she said. "I don't get a vote."

'Whatever it takes'

Delisi was born in Montreal, grew up in Nashville, Tenn., became a U.S. citizen at 17 and wanted a diplomatic career after getting degrees at Duke and Stanford.When a U.S. Foreign Service hiring freeze turned her interest to politics, she joined the GOP presidential campaign of Lamar Alexander and met the man who'd lure her to Texas, now-husband Ted Delisi.

Other jobs included a stint on George W. Bush's first presidential campaign, but since late 1997 she has mostly had political and policy roles with Perry, including managing his notoriously tough 2002 race for governor against Laredo Democrat Tony Sanchez.

Delisi resigned as Perry's chief of staff last summer when she had twins, born 10 weeks early and weighing less than 3 pounds each. They're healthy and nearly 1 now.

"I think it would be great for my children to grow up in that environment of understanding what the value of public service is," she said.

Ted, a political consultant, is juggling other complications in addition to being what he calls Mr. Mom when her schedule takes her away. To avoid the appearance of conflict, he ended a joint venture with Hillco Partners because the lobbying firm handles transportation issues, though he said he hadn't done such work himself.

"Any job that takes 95 percent of your time and pays $15,000 a year always makes for an interesting conversation inside the household," he deadpanned of the appointment. (The job pays her $15,914 per year.) "But it's an honor. She believes strongly in public service, and I think she feels strongly there is some new and needed enthusiasm and ... diplomacy."

The new chairwoman quickly plunged in with visits to transportation officials and lawmakers from Dallas to El Paso.

Delisi also will continue to advise Perry and do consulting with her husband through Delisi Communications. She doesn't know how many hours the commission job will take: "Whatever it takes," she said.

Long days aren't new to Delisi, a veteran of campaigns and legislative sessions, including last year's when, pregnant, she rebuffed her doctor's orders to stop work: "We still had a week of session, plus the whole veto-sign period," she said.

Will and David were born after the session adjourned.

"The governor called me and said, 'How's my girl?' " said Delisi's friend Jennifer Lustina, another 30-something political veteran. "I said, 'Governor, how do you think your girl's doing? She's doing how you know she's doing. She's just steady.' "

That's her hallmark, Lustina added: "Nothing rattles Deirdre. ... You can say she's tough. You can say maybe she's overly driven once she starts really pushing on something. But you can't say she's a hack. She's smart as hell."

'Highway henchwoman'

It's that other hallmark — her long history with Perry — that troubles critics."She has zero transportation experience. Maybe she drives to work, but that's about it," said Sal Costello, who founded TexasTollParty.com to oppose the way tollways were planned under Perry.

"This is an agency that deals with billions of our tax dollars for transportation, and this person has no experience. That's frightening. What she does bring to the table is she's Gov. Perry's highway henchwoman."

Delisi calls her strongest asset her knowledge of the Legislature, though lawmakers' views on her run the gamut.

Some said they don't know her, and Carona (before their meeting) said she was known as difficult to work with. Others offered praise, including Rep. Jim Keffer, R-Eastland, House Ways and Means Committee chair, who said she's focused, capable and "no nonsense."

Politics may be an asset

As Delisi's home senator, Kirk Watson, D-Austin, a TxDOT critic, could have blocked her appointment. He said he didn't know her before, but she impressed him with her intelligence and support for more local decision-making and more TxDOT accountability."Some people have said she's too political. I frankly think that that ought to be one of her assets," Watson said. "She will be smart enough to know it ain't working right now."

Sen. Glenn Hegar, R-Katy, vice chair of the Texas Sunset Advisory Commission reviewing TxDOT, heard from Delisi after dubbing her "a political 'yes man.' " They met, and "wait and see" is his mantra.

"Some people have suggested ... Delisi is the one person that can get the governor to change his mind," he said. "I don't know the answer to that."

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