transportation

Detroit Dumps Light Rail Plan For Streetcar

by Matt Sledge on January 10, 2012

Huffington Post…

Detroit’s proposed light rail system — back from the grave more times than a character on As The World Turns — would be revived as a shorter, 3.4-mile line that doesn’t come close to the city’s suburbs, Michigan Gov. Rick Snyder, Detroit Mayor Dave Bing, and U.S. Transportation Secretary Ray LaHood said on Friday. Instead of a 9.3-mile, $550 million line that would have reached to the Motor City’s 8 Mile Road, the new project is supposed to cost $125 million and terminate in the New Center neighborhood. M1 Rail, a group of private investors and philanthropies that has served as the driving force behind the project, has 90 days to come up with a plan. M1 says it already has $80 million committed. Beyond its shortened length, however, the newest iteration of Detroit light rail comes with a catch: it won’t, technically speaking, be light rail. “I would call it a streetcar system,” M1 executive Matt Cullen told The Huffington Post. Instead of light rail’s dedicated trackbed, streetcars have to vie with traffic to get riders where they’re going. The streetcars will be on a track, but they’ll also be on a roadway. “It’s initially going to be a circulator and a connector to our Amtrak station,” Cullen said. “It won’t be a commuter system for people out in the suburbs.” The streetcar will look much like M1′s original rail proposal , from 2007, that was intended mostly to foster development along Woodward Avenue and not to help suburban commuters get to jobs in the city. That proposal was expanded after pressure from politicians in the city and in the suburbs. Even if a streetcar system is built, commuters in the suburbs will have to rely on a bus rapid transit system , backed by Gov. Snyder as a replacement for the longer light rail corridor, to get into the city. Cullen said he believes it’s possible to extend the streetcar system, “if, over time, density and demand warrants an extension.” In the meantime, he said, the bus rapid transit and streetcar systems “can be designed to operate very synergistically.” But Megan Owens, executive director of transit advocacy group Transportation Riders United , said she was skeptical that a curbside-running train without a dedicated right of way could ever be extended to the suburbs. “We need to make sure that whatever’s built first is built in a way that can be expanded,” Owens said. “And if it’s something that’s going to take 20 minutes just to go three miles, that’s not something that can work as well as regional rapid transit. “The outpouring of support for light rail does give me some hope,” Owens said, pointing to the region’s members of Congress, instrumental in reviving the latest version of light rail. “I just hope we don’t have to start from scratch with both this regional [bus rapid transit] and streetcar.” LaHood told the Detroit News on Monday that M1′s backers would need to apply for federal funding support under the Transportation Investment Generating Economic Recovery grant program, which previously awarded $25 million for the light rail line. LaHood suggested the administration would be receptive to the new applicatiuon. The catch is whether M1 can satisfy critics like Owens who are concerned a streetcar doesn’t provide enough benefits to the region to be worthwhile. “We will be in the room working with them,” LaHood told the News. “We’re just about over the goal line on the light rail — but it has to be part of a regional focus.”

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Detroit Dumps Light Rail Plan For Streetcar

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Huffington Post…

NEW YORK — Authorities say dozens of Occupy Wall Street protesters were arrested as they tore down the barricades surrounding New York City’s Zuccotti Park just before midnight on New Year’s Eve. Police say 68 people were arrested during the scuffle. At least one person was accused of assaulting a police officer, who suffered cuts on one hand. Other charges include trespassing, disorderly conduct and reckless endangerment. Protester Jason Amadi says he was pepper-sprayed when police tried to prevent the crowd of about 500 demonstrators from taking down the barricades. Amadi says the crowd piled the barricade pieces in the center of the park and stood on top of them, chanting and singing. Police are still processing arrests but say some protesters have been released. No other details were available Sunday.

Originally posted here:
New Year’s Eve Revival: Dozens Arrested In NYC

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Will Bankrupt Toll Road Bankrupt The Feds?

December 28, 2011

When federal officials finalized a loan to a consortium building a toll road through open country in San Diego County near the Mexican border in 2003, they had high hopes for the project: the South Bay Expressway. Taking advantage of the Transportation Infrastructure Finance and Innovation Act, the investors behind the four-lane highway sought to prove that the private sector had a role to play in America’s transportation infrastructure. Unlike other so-called “brownfield” acquisitions of existing toll roads like the Chicago Skyway, the South Bay Expressway was supposed to serve as evidence that private industry could build “greenfield” highways with a little help from the feds. The $140 million in federal money loaned to the highway, Bush Transportation Secretary Norman Mineta said at the time, was “a TIFIA success story, demonstrating how innovative federal financing tools can attract private investment to critical transportation projects.” Officially owned by the California Department of Transportation, the road would be leased to a group of private backers until 2042. The toll road’s backers — including an assortment of some of the world’s leading banks and the Macquarie Infrastructure Group, a major player in the burgeoning world of such so-called “public-private partnerships,” (PPPs) — expected that the then-seemingly unstoppable suburban growth near San Diego would repay their investment handsomely. Eight years later, after $635 million in construction costs, disappointing traffic revenue, the housing crash and bankruptcy, the South Bay Expressway is something less than a monument to “innovative” financing methods and private industry. Instead, the the toll road, which emerged from Chapter 11 bankruptcy in April, was officially sold to the San Diego Association of Governments on Dec. 21. Macquarie, the Australian infrastructure investment company, simply wrote the road off as a loss . In the meantime, the bankruptcy tested one of key provisions of the TIFIA program: the so-called “springing lien” that jumps the federal government to the head of the line of creditors looking to recoup their investments. The bank lenders on the project will all lose money, but the federal government, which saw its initial $140 million loan to the company running the toll road chopped down to $94.2 million during the bankruptcy period, says that it will still break even on the South Bay Expressway because of higher interest rates paid on its loan. “I think in the end we were able to construct a deal that was good for both the region and TIFIA,” said Marney Cox, chief economist for the new owners, SANDAG. At the same time, Cox said, negotiations over how to construct the deal in such a way that the federal government wouldn’t lose money were difficult. “To have the first one go bad on you wouldn’t have been a good sign for the program over all,” Cox said. “So I think they were trying to figure out a way to save that program from going under.” Under a new arrangement with SANDAG, the Federal Highway Administration says, it may even have a shot at making more than the original principal and interest it predicted it would when it made the loan in 2003 — as long as traffic exceeds conservative estimates. The road’s tortured history, and especially its journey through bankruptcy court, are enough to convince critics of PPPs that this is one bet the feds never should have made. “Private toll roads are backed by expectations about increased driving volume,” said Phineas Baxandall of the U.S. federation of state Public Interest Research Groups. The decision to build any road is based in part on projections of future traffic volumes, which are notoriously tricky to calculate. In the case of toll roads with private investors, however, when the government gets involved, the government’s ability to break even is dependent on how accurately those private investors have judged the market. Baxandall thinks the Federal Highway Administration should have taken a harder look at the South Bay Expressway’s traffic projections. He also argues that projects like Los Angeles’s “30/10″ expansion of its mass transit program, which promises to build 30-years’-worth of subway and transit expansions in just 10 years, are a better bet for taxpayers. “Local transit projects like LA’s expansion or Denver’s light rail program are backed by local taxes, which are more reliable and can be tweaked to produce more revenue, so they should protect federal taxpayers’ TIFIA dollars better,” Baxandall said. Proposed legislation in the Senate could do away with mass transit’s edge in the TIFIA selection process. In San Diego, critics also raised eyebrows at the $341.5 million that SANDAG, the league of municipal governments, agreed to pay for the roads. That was significantly more than the road’s assessed value of $287 million during the bankruptcy. But Cox said the company in charge of the toll road after its bankruptcy was able to convince SANDAG that its business was worth the larger amount, because of arguments that it might be able to extend its lease on the road, chop executives’ salaries and reduce its property taxes. Carolyn Chase of the San Diego chapter of the Sierra Club said it was a case of misplaced priorities. “They love freeways,” Chase said. “Honestly. When you ask to use money for a better transit system, for instance, they’ll say ‘oh no, we can’t do that.’ But when it comes to a freeway, they find the money.”

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Dan Solin: The Big Flaw in 401(k) Reform

December 21, 2011

Here is the harsh reality: 401(k) plans are a false crutch for employees. They simply don’t work, if you define “work” as providing funds that will permit retirement with dignity — if at all. According to Fidelity Investments , average balances in 401(k) plans as of March 31, 2011 were $74,900. Those 55 and older had saved $233,800 on average. Given increased life expectancy, it is understandable that another study found that 61 percent of those surveyed said they were more scared of outliving their assets than they were of dying. Things are not so grim for those who “service” the burgeoning 401(k) industry. These fees abound. It would take an actuary to figure them out. They include plan administration fees, investment fees and individual service fees. The big kahuna are the investment services fees which can include sales charges (also known as loads and or commissions) and management fees. The U.S. Department of Labor summarized these fees here . There has been a lot of focus on fees. Studies have shown that plans with lower fees typically have higher average account balances. The Department of Labor has issued a new rule to improve the transparency of fees and expenses to employees in 401(k) plans. This rule (Labor Regulation 408(b)2) goes into effect April 12, 2012 and requires plan providers to disclose all fees to employers. Employers will be required to demonstrate they have a process in place to evaluate these fees and disclose them to employees. While this is a good start, it will do little to increase average balances in 401(k) plans. The typical plan offers a mish-mash consisting primarily of actively managed mutual funds (where the fund manager attempts to beat a designated benchmark, like the S& P 500 index) with a few index funds and target date retirement funds tossed into the mix. Employees are left to put together a suitable risk adjusted portfolio. Many have no idea how to do so. Here’s what real reform would look like: Every plan should be required to have a minimum of five risk adjusted, globally diversified portfolios (ranging from conservative to aggressive), consisting solely of low management fee stock and bond index funds. Employees would take a short risk capacity survey and select the portfolio suitable for them; Investment advisers to 401(k) plans should be required to state in writing that they are “3(38) ERISA investment fiduciaries”, which means they can have no conflicts of interest. They would accept 100% of the liability for the selection and monitoring of the investment options in the plan. These advisers would be required to provide investment advice to all participants to be sure they have chosen a portfolio suitable for their investment objectives and capacity for risk. These simple reforms would radically improve the expected returns of plan participants. The underlying fallacy in current efforts at 401(k) plan reform is that employees are capable of making intelligent investment choices when presented with a dizzying array of mostly poor investment options. I recently spent time with a group of nurse anesthetists whose plan we advise. It never occurred to me to ask them to give me ten needles and five choices of anesthesia (some good and some dangerous) and let me handle their next patient. Why do we assume employees can be skilled investment advisers? We need reform that makes the process of making investment selections in 401(k) plans foolproof. Current reform just doesn’t cut it. Dan Solin is a senior vice president of Index Funds Advisors. He is the New York Times bestselling author of The Smartest Investment Book You’ll Ever Read, The Smartest 401(k) Book You’ll Ever Read, The Smartest Retirement Book You’ll Ever Read and The Smartest Portfolio You’ll Ever Own. His new book, The Smartest Money Book You’ll Ever Read, will be available December 27, 2011.The views set forth in this blog are the opinions of the author alone and may not represent the views of any firm or entity with whom he is affiliated. The data, information, and content on this blog are for information, education, and non-commercial purposes only. Returns from index funds do not represent the performance of any investment advisory firm. The information on this blog does not involve the rendering of personalized investment advice and is limited to the dissemination of opinions on investing. No reader should construe these opinions as an offer of advisory services. Readers who require investment advice should retain the services of a competent investment professional. The information on this blog is not an offer to buy or sell, or a solicitation of any offer to buy or sell any securities or class of securities mentioned herein. Furthermore, the information on this blog should not be construed as an offer of advisory services. Please note that the author does not recommend specific securities nor is he responsible for comments made by persons posting on this blog.

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Union Blasts TSA Officials As ‘Arrogant,’ ‘Autocratic’

December 20, 2011

WASHINGTON — The labor union representing workers for the Transportation Security Administration blasted the agency’s top leaders Tuesday, describing their approach to labor relations as “arrogant,” “top-down” and “autocratic” as the two sides try to settle on their first contract. “I think I understand the same frustration the flying public has shown to TSA management,” said John Gage, president of the American Federation of Government Employees, which won an election to represent TSA officers this summer. “We think there should be a house-cleaning.” Speaking at a press conference at the AFL-CIO, Gage accused TSA head and Obama appointee John Pistole of refusing to give workers a fair system for settling disciplinary disputes. Gage said that rather than give workers a grievance process adjudicated by an impartial third party, the agency has instead offered only to institute grievance processes that are overseen by TSA itself, tilting the scales in management’s favor. He went so far as compare the TSA proposals to the anti-worker measures brought forth by Republicans in Ohio and Wisconsin this year. “These folks, it seems, know very little about labor relations,” said Gage, describing a third-party grievance process as fundamental. “[Pistole] has set up a company policy that makes us a company union. We won’t be a company union.” “TSA is committed to ensuring that all employees are given full due process rights and looks forward to continued discussions with AFGE related to these important issues,” a TSA spokesman said in email. Overseen by the Department of Homeland Security, the TSA had been a non-union workforce since its inception after 9-11, until Pistole authorized a union vote earlier this year. Though a government-employee union like the AFGE cannot bargain directly over wages, it can negotiate over certain workplace processes like the pay-raise and grievance systems. The union and the agency have been negotiating unsuccessfully for about six months, and the sides don’t appear close to an agreement. Gage accused the agency of trying to set up a grievance process that would conceal low morale among workers and dysfunction among management. “Don’t think this is about homeland security,” he said. “It’s about hiding a management structure that’s incompetent.” Union advocates have long described a TSA officer’s job as low-paying and thankless. The roughly 45,000 officers tend to start out around $28,000 in salary and max out around $36,000, according to several TSA workers who were at the AFL-CIO on Tuesday. And due to the sometimes invasive searches they’re tasked with carrying out, the agents are often the target of public anger. Many travelers bristled earlier this year when the agency announced that travelers would have the option of undergoing either a full-body scan or physical pat-down from a TSA officer. “It’s very stressful, and we’re on the front lines,” one pro-union security officer previously told HuffPost . “A lot of people think it’s a brand new agency, but it’s not. We need to move on and improve the system.” This article has been updated to include a comment from a TSA spokesman.

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FAA Chief Replaced After Arrest

December 7, 2011

WASHINGTON — The resignation of the nation’s top aviation official places the Federal Aviation Administration under the leadership of Deputy Administrator Michael Huerta, a well-regarded manager who nonetheless lack’s his predecessor’s insider knowledge of the aviation industry. Randy Babbitt, who had been FAA administrator since 2009, resigned Tuesday following his arrest over the weekend on charges of drunken driving. Huerta will serve as acting administrator. Industry officials and lawmakers said they expect him to continue in the post through next year since the White House probably will want to avoid a possible nomination fight before the presidential election. In recent months, Huerta has been leading the FAA’s troubled NextGen effort to transition from an air traffic control system based on World War II-era radar technology to one based on satellite technology. Babbitt had placed Huerta over NextGen after a key technology acquisition program that underpins the effort ran into delays and cost overruns, and airline industry officials began to balk at the cost of adding expensive new equipment that will be necessary to take advantage of the new system. Huerta was managing director of the 2002 Winter Olympics in Salt Lake City and held several senior transportation department posts during former President Bill Clinton’s administration. There was concern that Babbitt’s sudden departure could delay or jeopardize several important safety efforts under way at the FAA that are strongly opposed by the airline industry. “His departure creates a serious setback, leaving FAA in limbo at a critical time for the agency,” said Rep. John Mica, R-Fla., chairman of the House Transportation and Infrastructure Committee. One effort involves crafting the first new regulations in decades governing pilot work schedules in an effort to prevent fatigue. The National Transportation Safety Board has identified pilot fatigue as one of the airline industry’s most pressing safety problems. Industry opponents lobbied White House officials against the proposed regulations, saying they would cost too much or be too burdensome. In a statement announcing his resignation, Babbitt expressed confidence in the ability of FAA officials to continue “the critical safety initiatives under way and the improvements” the agency has planned. Babbitt, 65, was arrested Saturday night in Fairfax City, Va., by a patrolman who said the nation’s top aviation official was driving on the wrong side of the road. “I am unwilling to let anything cast a shadow on the outstanding work done 24 hours a day, seven days a week by my colleagues at the FAA,” Babbitt said. “They run the finest and safest aviation system in the world and I am grateful that I had the opportunity to work alongside them.” LaHood thanked Babbitt for his service, saying that under his stewardship the nation’s aviation system “became safer and stronger.” Earlier Tuesday, LaHood said he told Babbitt he was “very disappointed” that he learned of the administrator’s arrest from a news release issued by the Fairfax City police department. It is the police department’s policy to disclose the arrests of public officials. Babbitt, who lives in nearby Reston, Va., was the only occupant in the vehicle, police said. He cooperated and was released on his own recognizance, they said. They refused to disclose the results of Babbitt’s blood alcohol test. The legal limit is .08. LaHood has aggressively campaigned against drunken driving and is working with police agencies and safety advocates on an annual holiday crackdown on drinking and driving later this month. Safety advocates credit LaHood with doing more to raise the visibility of human factors in highway safety – including drunken driving, drivers distracted by cellphone use and parents who fail to buckle in their children – than any previous transportation secretary. Babbitt’s easy manner, commitment to safety and long experience in the airline industry generated respect in Congress, as well as aviation circles. Babbitt was a former airline captain and internationally recognized expert in aviation and labor relations when Obama tapped him to head the FAA. He was a pilot for now-defunct Eastern Airlines for 25 years and had served as president of the Air Line Pilots Association in the 1990s. As head of the pilots association, he championed the “one level of safety” initiative implemented in 1995 to improve safety standards across the airline industry.

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Traveler Survey Finds TSA on ‘Right Track’ But Airport Screening Still A Roadblock

November 16, 2011

WASHINGTON — The majority of air travelers think the Transportation Security Administration is moving in the right direction with it’s efforts to streamline security screening, according to a new travel industry survey. Still, most passengers say the efforts haven’t translated to reduced time or hassle at the nation’s airport checkpoints. “Travelers are appreciative of some of the steps TSA is taking, but by no means content with the security screening process,” said Geoff Freeman, vice president of the U.S. Travel Association, which provided The Huffington Post with its new survey ahead of a planned Wednesday release. “It’s a sign of how low the bar is set that we celebrate when 5-year-olds can keep their shoes on” at an airport checkpoint, Freeman added. The U.S. Travel Association survey, timed to coincide with the 10-year anniversary of TSA’s creation as well as the start of the busy holiday travel season, found most air travelers believe TSA is on the “right track” with its recent efforts to streamline security. By a wide margin, those polled welcomed TSA policy changes that would largely halt pat-downs for children 12 and under, phase out the requirement to remove shoes, implement a trusted traveler program called PreCheck and install new software in full-body scanning machines to enhance privacy. On Monday, the European Union banned the use of full-body x-ray scanners in European airports over public health and safety concerns . Half said the new initiatives would make them likely to take up to six more trips a year, an indication of how onerous and inefficient security screening may be dampening the demand for air travel. But despite the new initiatives, a majority said they saw no improvements in checkpoint operations compared to a year ago. And of the five most cited frustrations of flying involved TSA passenger screening, four involved airport security. Those complaints included the wait time at checkpoints, the need to take off belts, jackets and shoes, and the attitudes of TSA employees. But one complaint, the sheer number of carry-ons now going through airport security, may be less of an issue with TSA, and more of a frustration with the recently introduced luggage fees implemented by many major airlines. The number of carry-on bags has soared 50 percent since airlines began charging fees for checked luggage in 2008, according to TSA statistics. Eighty-seven million more carry-ons were brought on planes in fiscal year 2011 than in fiscal 2010. Fifty-nine million more carry-ons were brought on planes that year compared to 2009. The increase has led to longer lines at checkpoints and strained TSA resources. U.S. Travel has urged airlines to allow passengers to check one bag at no additional cost in an effort to reduce the bottleneck at checkpoints. But the prospects of that happening are slim given the billions that the fees have added to airlines’ bottom line. “The number of bags brought to the checkpoint may affect passenger wait times,” TSA spokesman Greg Soule told HuffPost. But, he said, it wouldn’t affect “the level of security we provide, which remains our priority.” “We continue to use the resources we have to provide the best security possible, in the most efficient way,” he added. Despite the annoyances, two thirds of air travelers said they were satisfied with the TSA’s overall performance in providing security at the nation’s airports. Just 12.5 percent said they were somewhat or very dissatisfied. There was less satisfaction among frequent air travelers, though. Only 55 percent in that group said they were satisfied with the TSA’s performance, compared to 68 percent of less-frequent travelers. And nearly three times as many frequent flyers were dissatisfied than occasional travelers. The travel group survey was based on responses from 4,397 people and interviews with 604 people who traveled in the last year. It has a margin of error of 4 percent. The U.S. Travel Association plans to release its report on Wednesday, the same day Rep. John Mica (R-Fla.), a leading critic of the TSA, is expected to release a scathing report card called “A Decade Later: A Call for TSA Reform.” Mica, the chairman of the House Transportation and Infrastructure Committee, has no jurisdiction over the TSA, but that hasn’t stopped him from pushing for the dismantling of the agency and transferring its responsibilities to private contractors . He’s expected to use his new report to further pummel TSA, a behemoth agency that has grown to more than 60,000 employees — most of them working as security screeners in airports. For Freeman, the main concern is how to lower the level of frustration among the flying public. “The big take-away here is that this security process is still not up to par in the minds of travelers,” he said. “There still is great room for improvement.”

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Struggling San Francisco Startup Gets Big Boost From Big Auto

October 5, 2011

DETROIT (AP) — General Motors Co. is hoping to stay on the leading edge of transportation trends by investing in a San Francisco company that links people who need temporary wheels with others who want to rent out a vehicle they’re not using. GM said it will make a small investment in RelayRides and provide the fledgling ride-sharing company with its OnStar service to let people who are borrowing GM cars unlock them with their cell phones. GM Vice Chairman Steve Girsky said in an interview on Tuesday that GM isn’t sure the idea will take off, but his company wants to be on the cutting edge if it does, especially with younger people who are more open to the idea of short-term rentals or letting others use their vehicles. “We don’t know if this will work,” Girsky said. “But as Wayne Gretzky said, you miss 100 percent of the shots you don’t take.” GM declined to say how much it is investing in RelayRides. The deal could increase GM vehicles’ exposure with new customers, he said. RelayRides lets car owners defray some of the cost of ownership with rental income, Girsky said. “It’s also equivalent to a hassle-free test drive,” he said. The opportunity to check out GM cars this way could be especially important the Chevrolet Volt, a rechargeable electric car that has an onboard generator that kicks in when the batteries are depleted, Girsky said. RelayRides now operates in San Francisco and Boston and plans to expand to other U.S. markets. The program with General Motors vehicles will begin early next year.

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Ford aims for more vehicle market segments in China

September 3, 2011

BEIJING (Reuters) – Ford Motor plans to more than double its offers across vehicle segments in China, the world’s top market, as it speeds up the launch of new models, a senior executive said on Saturday. “If you think of the market as small cars, medium cars, large cars, SUVs, performance vehicles, all of those different pieces, we compete in about 22 percent of that market today,” Will Periam, strategy director for Ford’s Asia Pacific and Africa operations, told Reuters on the sidelines of an industry forum in Tianjin. “In the future, we expect to compete in about 50 percent of that market. And that will be by new versions of the products we have and all-new products which aren’t here today.” Most of the new models will be made at Ford’s manufacturing plant in China, including the new Focus sedan and Kuga, a small SUV, Periam said. China’s auto market sizzled in 2010 with 18 million units sold. But it has now reverted to a more subdued growth pattern after the government ended tax incentives for small car sales and subsidies for van buyers in rural areas. Dong Yang, secretary general of China Association of Automobile Manufacturers, has cut his forecast for 2011 vehicle sales growth 5 percent from previous estimate of 10-15 percent. Periam expects vehicle sales to reach 32 million units by 2020. Ford currently makes the Focus, Mondeo, X-Max and Fiesta models in a three-party tie-up with Chongqing Changan Automobile Co and Mazda Motor . Its Transit van model is also manufactured at Jiangling Motors in which the U.S. auto maker owns 30 percent. Ford, Mazda and Changan have applied to Chinese regulators to split their three-way tie into two 50-50 ventures and are awaiting approval, Periam said. In the first seven months, Ford sold 306,830 vehicles in China, up 13 percent from a year earlier. Periam attributed Ford’s recent growth to the launch of a new Mondeo, solid demand for the Focus and Fiesta models as well as aggressive dealership expansions — adding two outlets per week on average. (Reporting by Fang Yan, Li Ran and Ken Wills; Editing by Ed Lane)

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Glenn Llopis: 6 Essential Characteristics All Business Leaders Will Need in 2012

September 3, 2011

The United States is undergoing great change — and at an ever-accelerating pace – during these tough post-2008 economic times, with upheavals in the political, social, and economic spheres all at once. The political mood is bitter, the social fabric is ripped in many places, and the economy continues to deliver bad news in terms of foreclosures, business failures, and high unemployment. How to survive in this tough, fast-changing terrain? When my Cuban parents came to the United States in the wake of Castro’s revolution, the most precious possession they brought with them was their perspective. It was that perspective – their immigrant values – that enabled them to adapt, reinvent themselves and ultimately thrive in a new country, a new culture, and a new set of challenges. That’s what we need today. The following represent the six (6) characteristics that define the immigrant perspective on business leadership that will be essential for business leaders to embrace in 2012: 1. Keep Your Immigrant Perspective: Like an immigrant who comes to a new country with nothing but faith, hope and love, all employees must not have myopia where opportunities are concerned. We need to see that opportunities are everywhere, every day, and we must make the most of those that cross our path. We need to see the opportunities that others don’t see. 2. Employ Your Circular Vision: My family – like most immigrant families – experienced crisis and change in our mother country – strengthening in us a sort of essential sixth sense, an ability to anticipate false promises and unexpected outcomes. Because our immigrant perspective allows us to see opportunities others cannot, we have wide angle vision and are proficient at anticipating crisis and managing change before circumstances force our hand. All leaders in 2012 will need to develop this ability to see around the corners up ahead. 3. Unleash Your Passion: Our ability to inject intense passion into everything we do makes us potent pioneers. We not only blaze paths few would go down, we see them through to the end. Our passion opens new doors of possibilities that we aim to share with others. When the terrain is difficult, only passion for the quest will see you through. 4. Live With an Entrepreneurial Spirit: In America, you might be an entrepreneur. In Latin America and other developing countries, you must be one, just to survive. The ability to see and seize opportunities to build relationships, advance commerce, and better humanity is an inborn survival mechanism for immigrants – and must become one for all business leaders in 2012. 5. Work With a Generous Purpose: It is our nature to give. We are raised to consider others’ needs as much as our own. This begins with giving inside our family when we are young, and then, when we are older, we are taught that we are a part of a larger family all around us. Our propensity to give to others from our harvest ensures us a perpetual harvest. Business leaders who adopt this abundant, glass-half-full attitude will find 2012 a year of surprising opportunities. 6. Embrace Your Cultural Promise: Our familial style of relating brings potentially everyone within the circle. The strongest bonds in business, across the entire value chain, occur when employees, partners and distributors alike are treated like family. The treatment is reciprocated and opportunities continue to arise. Our cultural promise is that success comes most to those who are surrounded by people who want their success to continue. Business leaders – and their companies – that embrace this attitude, and practice this skill, will thrive in 2012. 2012 – the year of the immigrant perspective. Because the times demand it, and all business leaders need to embrace the opportunities this perspective provides.

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Green Jobs And Where To Find Them

August 7, 2011

Even though the U.S. unemployment rate remains high and job concerns are on the minds of many Americans, some sectors, including many green jobs, may have an optimistic future. A recent study by the Brookings Institute found that the growth of green jobs may have even accelerated during the recent global recession, and industries “ranging from wind and solar energy to smart grid applications and professional energy services — grew twice as fast as the rest of the economy.” However, according to HuffPost blogger Mark Muro , green jobs are still more of an “appropriate ambition than a large source of near-term employment.” For environmental supporters and proponents of green-collar jobs, some of the expected budget cuts from the recently passed debt limit bill are alarming. The extent of cuts won’t be decided until later this year , but the Environmental Protection Agency and the Interior Department may lose funding to a number of their programs, reports The Week . Many worry what will happen to green industries if lawmakers “gut the EPA.” According to Ben Schreiber, a tax analyst with Friends of the Earth , “the clean-energy revolution” will become “a casualty of these cuts.” Despite this, there are green jobs available and efforts are being taken to connect underprivileged jobseekers with them. California currently leads the nation in green jobs with over 300,000 currently employed in green industries. There is little question that green jobs do exist, but it is still unclear what actually constitutes a green job. According to TIME , this ambiguity means that “advocates on both sides of the issue can run wild.” For workers who hold one of America’s 2.7 million “clean” jobs, their paychecks may be larger than those in other sectors, a Brookings study recent found. For those looking to become a part of the emerging green economy, check out this list of some green jobs and online resources that could help you find them: Want to see more? Check out this Fast Company map to see where many of the nation’s green jobs are located.

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Rent The Runway CEO Shares The Best Advice She’s Received

July 12, 2011

Jennifer Hyman, co-founder and CEO of Rent the Runway , says her company’s mission is “delivering a Cinderella moment.” Forget magic wands and pumpkins — these days, it takes tech to do it. “Technology is the lifeblood of our company,” said Hyman. “Since we don’t have retail locations, the only way we’re delivering this customer experience is online. Technology facilitates that entire experience.” Dubbed the ” Netflix for couture ,” the online mail-order service Rent the Runway rents designer dresses and accessories for a fraction of their original price. Women order the outfits online, paying between $40 and $350 to rent them for up to 8 days at a time. Hyman launched the company in 2009 with Jennifer Fleiss, a classmate from Harvard Business School, which Hyman attended after working at Starwood Hotels, the Wedding Channel and IMG. Hyman credits these varied career experiences with giving her the insight into sales, fashion, e-commerce, and entrepreneurship necessary to launch Rent the Runway. “I think we’re often trained and prepped in our culture to always try to get to the top and advance to the top, but I realized that’s not it,” said Hyman. “I just have to be surrounded by people all day long, be in a social environment, and doing innovative, creative things.” In an exclusive interview for The Huffington Post’s Women in Tech series , Hyman shared what she’s learned as an entrepreneur, how she approaches her career, her favorite apps and more. What attracted you to a career in tech? I never was attracted to a career in tech, just as I wasn’t attracted to a career in fashion, or a career in marketing. I don’t think of careers from a functional perspective, or from a subject matter perspective. I think of careers as, how do you like spending the time in your day? What makes you happiest? What are you most passionate about? I think that I’m doing something with my co-founder that is extremely innovative, and in order to be innovative, you have to have a grounding and a laser focus on technology. What’s been the most important thing you’ve learned from launching Rent the Runway? The technology has been the biggest learning curve. I didn’t have a technology background, nor did my co-founder. What advice do you have for people in similar situations who have an idea for a web company, but don’t have a tech background? How can they bring themselves up-to-speed in the way they need to? Develop a network of mentors, ask a huge number of questions, start building a team at any level and have them teach you — sit with them. Jenny [Fleiss] and I have taken to sitting with our engineers to understand how they spend their day and how they’re motivated. What’s the best advice you’ve received personally? Just do it. There’s no benefit to saying, “I’m just doing this because it will get me to this new place,” or “I’m just going to go into this analyst program because it will prep me for X.” If you’re passionate about something, go for it, because people are great at what they love and when they’re the happiest. We’ve been brought up into a culture which is very much about preparedness: you go to the right middle school to get into the right high school to get into the right college, to get the right job after college. At a certain point, you need to turn around and say to yourself, do I love how I spend my day every single day? Is this the most effective use of my heart and my mind? The downside to starting a company is having it fail, but in the process of potential failure, there’s the fun of doing what you love every single day, which to me means there’s absolutely no downside. I think if more people actually pursued what they loved, we’d have a lot more innovation and creativity. SOUND BYTES: Jennifer Hyman on… Her indispensable gadget: Her iPhone 4 Her favorite app: Instagram, Path and Hotel Tonight Her favorite account to follow on Twitter: Steve Kolb, executive director of Council of Fashion Designers of America (@SteveKolb) Her “required reading” recommendation (which is actually “required listening”): Carole King, “Beautiful” (“I derive all my inspiration from music,” said Hyman. “I also don’t have a long attention span, so a book for me at this point is just way too much of an effort.”) Where do you get your news? I read NYTimes.com every day and I watch Anderson Cooper every night — that’s how I relax and go to sleep. I like news with an opinion, so I also read a huge amount of pop culture every day. I’m obsessed with New York magazine. I think that working in such an open office, the news is just funneled to me. If something happens, someone in the office will scream it out loud. It’s part of the culture at Rent the Runway: we’re never going to have walls and we’re never going to have offices because information is diffused so quickly and so effectively in this type of environment. Why there aren’t more women in tech? First of all, technology is an intimidating industry — and it’s especially intimidating to come into as a woman because it is so heavily oriented toward men. There’s that initial hurdle of being the only woman in the room to get over, which is something that will resonate whether you go into venture capital, or whether you go into technology, or whether you go and play football. The second factor is that technology is presented to the general population [as] the two guys in a garage, sitting in front of a computer all day long with their glasses on, coding. That’s one element of technology, but it certainly doesn’t encompass the gamut of all of the roles within a technology organization. I think we need to be cognizant of broadening the brand of what technology actually means, and highlighting for women that there are many different areas where you can shine in a technology organization. What’s the next big idea in tech? I’d say Rent the Runway is an example of what I think the next big idea in tech is: bringing organic social behaviors online. I think “Social 1.0″ on the web was about massive communities and letting you share. The next phase of “Social 2.0″ is about differentiating the people you trust from those you don’t trust as much and having people you trust help you comb through the massive selection we have on the web. We don’t have a search problem anymore. What we have now is a browsing problem. We think that this is going to be fixed through organic social communities. What development in tech do you think is most concerning? I definitely think the decrease in email open rates from companies, especially in e-commerce, is something to pay attention to. There are more and more members-only, flash-sale, email-once-a-day businesses, and not just in retail anymore. At a certain point, there’s fatigue in your inbox of how are you going to spend your share of mind online.

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Moody’s Cuts Irish Bonds To ‘Junk’ Status

July 12, 2011

Credit ratings agency Moody’s downgraded Ireland’s foreign and local government bond ratings to junk status on Tuesday, increasing the cost of borrowing in the country and putting further pressure on the eurozone. Moody’s said that the country would likely to need another bailout before its situation recovered. Ireland’s bonds were cut by one notch from from Baa3 to Ba1, and Moody’s said the overall outlook remains negative. Investors are likely to read the move by the credit-ratings agency as further evidence that the problems affecting the Greek economy could spread. Last month Moody’s downgraded Portugal’s ratings on similar fears, and there are now growing concerns about the situation in Italy and Spain. In its statement Moody’s recognised Ireland’s economy for its “continued competitiveness and business-friendly tax environment”, but said the government there would have to work hard before the agency would consider raising its rating: Moody’s Investors Service has today downgraded Ireland’s foreign- and local-currency government bond ratings by one notch to Ba1 from Baa3. The outlook on the ratings remains negative. The key driver for today’s rating action is the growing possibility that following the end of the current EU/IMF support programme at year-end 2013 Ireland is likely to need further rounds of official financing before it can return to the private market, and the increasing possibility that private sector creditor participation will be required as a precondition for such additional support, in line with recent EU government proposals.

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Mitchell J. Rabin: Is the Natural Gas Industry Fracking Itself?

July 5, 2011

The number of social, political and economic problems we’re facing today are nothing short of daunting. With the momentum of privatization of otherwise public works, and even subordinating elected officials to the whim of corporate profiteers as in Benton Harbor, MI, gives some indication of how powerful the corporatization of these United States of America is. On last week’s front cover, Time Magazine pictured the Constitution with its ends being frayed with the query “Does it Matter?” One is thrown to ask, what is becoming of the American Psyche? Has this robust nation been subterfuged by the torpedoes of reality TV and the myopia of texting? Are fast food, micro-waved cooking and the fast-paced, cell phone, SUV culture with nary a care in the world grinding to a half, coming home to roost empty-handed? Thoughtful individuals who really care about our country and its values are giving all of this a lot of thought. And so interestingly, is one of the most hyped and fast-paced, money-at-any-expense industries in our nation: the natural gas industry. It wasn’t long ago that natural gas was fairly simple and not costly to extract. It’s not a sustainable technology but wasn’t unreasonably considered a transition fuel while the more intelligent countries starting fueling, that is funding, renewable energy sources, such as wind, solar and geo-thermal. However, over the last number of years, the easier gas layers have been extracted, leaving only deeper layers, much harder to access, and can only be accomplished through the use of exceedingly toxic chemical injected into the shale, toxifying the water table, liberating otherwise dormant methane, said to be the most injurious of all gases to exacerbate climate change, and polluting the air. Reports from academic institutions such as Duke University and many others have proven that the process called “hydro-fracking” is highly injurious to the regions it is employed, so much so that the water can often become lit on fire. This was demonstrated in many a youtube video and in director Josh Fox’s film Gasland, nominated for an academy award for best documentary. The gas industry, through its lobbying organizations, has sought to downplay the toxicity of the process, yet perhaps millions of people at this point — or likely soon — across the 34 states currently suffering from this extreme process of chemical extraction, can no longer drink their own well water. Gas industry experts and executives won’t touch it, let alone drink it, all the while claiming that “it’s fine”. Then why don’t they drink it themselves and serve it up to the members of their families? And why doesn’t this question ever get directly answered? We probably know why. Constituents of many states are completely up in arms about fracking and a major movement in NY, PA and NJ has been mounted to counter what is considered the gas industry’s propaganda and monetary control over the respective legislatures of these states. New York State Senator Tony Avella has reviewed the data and came to the resolute conclusion that fracking could jeopardize the drinking water for NYC residents as well as NYS, and drafted legislation to not just extend a moratorium currently in place, or at least it was until last week, but to actually ban fracking, unless it could be proven to not be harmful and toxic. It doesn’t get fairer than that. Avella has been receiving increasing support for this legislation. What’s interesting however, is that facts and common sense get people close to nowhere when money is being spread among politician’s campaign coffers. It’s like heroin — apparently very hard to resist once addicted. So despite the science that clearly shows the dangers of the process, politicians, with a few exceptions such as Tony Avella, Brian Cavanaugh, Scott Springer, and a handful of others, bend to the whims of the gas industry. But what’s most interesting is that the industry itself is facing increasing criticism internally from those who are coming forward to say that the process of fracking is so expensive that the bottom line is nothing very interesting at all, is highly speculative and other industry experts are actually suggesting that promises made of big returns simply cannot be met, giving the industry the look of a big Ponzi scheme. A series of New York Times articles have been suggesting this and led to this notion that the gas industry is “fracking itself,” fracturing from within , no longer able to withstand the pressure heaped upon it by strong community groups getting stronger, some politicians who cannot be bought and the science that continues to show how potentially deleterious fracking can be to our water supply. Add to this the suggestion that it’s not mildly, but highly speculative and associated with Ponzi scheme-style business activity, it’s a wonder that Governor Andrew Cuomo just voted to lift the moratorium put into place by former Governor Paterson. So while much is yet to be discovered about the full effect of the fracking process relative to air and water contamination, what is known to date scientifically would suggest that the gas industry would want to really take a good look at developing a long-term investment strategy of renewable resources, quickly. As for Governor Cuomo, his constituency who put him into office was surely not expecting him to side with the gas industry — quite the contrary — and the industry’s own internal fracturing should give him plenty of good reason, a good ‘out’ so to speak, to endorse Senator Avella’s ban on the process “unless or until proven safe” immediately. Perhaps we need to help the governor make the right decision. More information on how can be found at the Participatory Democracy link at www.abetterworld.net .

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Manisha Thakor : Are High Gas Prices Leaving You "Gas"-ping for Relief?

June 15, 2011

Recently a friend emailed me a photo from a gas station. It showed a $100 price tag for filling up the tank on his 2004 SUV. The message said:  “Holy Cow – I’ve never seen a bill like this before.” Welcome to the new normal in transportation. Millions of consumers who are already reeling from job losses, stagnant wages, and declining home prices now have a new life challenge to add to the list: the specter of $4/gallon gasoline. According to an Associated Press poll, a whopping 4 out of 10 Americans are experiencing financial hardship due to rising gas prices. With the average family spending $110 or more a month on gas than they were just six months ago, it’s no wonder many people are finding themselves “gas”-ping for relief. So what can you do to help ease the financial pain? Check with your employer to see if they offer a Commuter Account. This nifty employee benefit enables you to pay for commuting-related expenses, such as public transportation costs (think: bus, subway, train, ferry, bicycle and vanpool expenses), as well as parking (either near public transportation or at work)…with pre-tax dollars. Those last three words, “with pre-tax dollars,” contain the hidden treasure. In plain English, that phrase means you could save up to 40 percent on these qualified commuter-related costs. The reason is that, when you sign up for a Commuter Account, the money used to pay for those expenses comes right out of your paycheck before Uncle Sam takes his share , so you are not taxed on those dollars. Another neat feature of Commuter Accounts is that they are quite flexible. You can sign-up (or sign-off) on a monthly basis throughout the year. This monthly enrollment feature is in contrast to the other types of pre-tax benefits, like health care flexible spending accounts, which limit your ability to sign-up to just once a year during open enrollment period or when you experience a qualifying life event, such as the birth of a child. As luck would have it, around the corner on June 16th is ” Dump the Pump ” day. This is a nationwide celebration of the myriad of ways in which we can each rethink our transportation strategies. So if you are driving yourself to work each day and getting sick of the prices at the pump, this is a great time to think about switching to public transportation, as well as taking advantage of Commuter Accounts to pay for your qualified commuting expenses. Shockingly, only 1 in 5 workers eligible for Commuter Accounts takes advantage of this money-saving benefit. That’s why I’ve teamed up with WageWorks to help raise awareness around this cost savings opportunity. And given that signing up for this benefit is like getting a coupon for up to 40 percent off qualified expenses, you’ll want to run–not walk–to your benefits office to see if you are eligible. Last but not least–let’s talk bottom line. How much could you realistically expect to save by taking advantage of these types of programs? Well, each month participants can contribute up to $230 for public transportation and $230 for parking costs – if the parking lot is near the workplace or used to get to the workplace. (To get a sense of the cost savings for your specific situation, check out this online calculator ). Assuming full use of these benefits is made by a participant who is in the maximum tax bracket, annual savings can be in the $1,800 to $2,200 range. Now that’s something worth “gas”-ping about…but this time for joy. [This post originally appeared at ManishaThakor.com .] Manisha Thakor on Twitter at @ManishaThakor , sign up to get her email updates delivered right to your inbox here , and enroll in her innovative new online personal finance course called ” Money Rules .”]

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Education Department Officials Accused Of Leaking Info To Short-Sellers

June 13, 2011

• “Did Education Department officials leak market-sensitive info to stock traders?” That’s the provocative headline from Project on Government Oversight reporting on a probe by the agency’s inspector general into controversial claims that may implicate Education Secretary Arne Duncan. IG Kathleen Tighe will “examine whether confidential DoED information and draft documents, including one produced by her own office, were transferred to Wall Street short-sellers seeking informational advantage in their bets on the future of the $35 billion for-profit education industry. Beyond the propriety of the Education Department’s conduct, the phenomenon raises broader questions about the integrity of government decision-making in the face of relentless Wall Street scrutiny,” reports POGO’s Adam Zagorin. One of the more damning revelations hidden in a trove of documents was an email sent by a short-seller banned by U.S. regulators from the banking industry. Manuel Asensio wanted changes to a then-confidential audit on Iowa-based Ashford University which would have negatively impacted the for-profit’s bottom line. (Though the short-seller may have been acting improperly, the for-profit school has had its share of problems. Read Chris Kirkham’s devastating probe of Ashford, “Buying Legitimacy: How a Group of California Executives Built an Online College Empire.”) • The State Department’s environmental review of the controversial Keystone XL pipeline is inadequate and fails to properly address the potential for spills and health impact for communities living near refineries, according to the Environmental Protection Agency. The project, which has attracted plenty of over-the-top headlines, involves Transcanada’s plan to move 830,000 barrels of oil from Canada to Oklahoma and Texas. Since it is a multinational project and has involved years of negotiation, there has been intense pressure on the State Department to approve the project, reports the American Independent . Per a June 6 letter from the EPA to the State Department: As EPA and the State Department have discussed many times, EPA recommends that the State Department improve the analysis of oil spill risks and alternative pipeline routes, provide additional analysis of potential impacts to communities along the pipeline route and adjacent to refineries and the associated environmental justice concerns, together with ways to mitigate those impacts, improve the discussion of lifecycle greenhouse gas emissions (OHOs) associated with oil sands crude, and improve the analysis of potential impacts to wetlands and migratory bird populations. • In the wake of several recent serious bus crashes, a new story by Bloomberg is particularly troubling. Bus safety regulators allowed operators to stay on the road after finding problems serious enough to shut them down, according to Transportation Department records viewed by Jeff Plungis. Those extensions have sometimes led to fatal results. Three days into a 10-day reprieve given to Sky Express, one of its buses crashed on May 31 outside of Richmond, Virginia, killing four passengers. • America’s first whistleblower? If you care about the rights of whistleblowers, read this fascinating history that reflects the “tension between protecting national security secrets and ensuring the public’s ‘right to know’ about abuses of authority,” reports the New York Times . Back in 1777, revolutionary soldier John Grannis informed the Continental Congress about the Continental Navy’s commander, Esek Hopkins, accusing him of treated prisoners “in the most inhuman and barbarous manner” and helping torture captured British sailors. • Who gets blamed if a government official injures herself during the ribbon-cutting ceremony for the Consumer Product Safety Commission’s new testing and evaluation center in Rockville, Maryland? Who makes those giant scissors for such ceremonies anyway? Just asking …

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China Hikes Power Prices In Attempt To Counter Threatening Shortage

May 30, 2011

BEIJING (Jim Bai and Tom Miles) – China has raised power prices for industrial, commercial and agricultural users in some regions by about 3 percent in an attempt to ease what threatens to be the worse power shortage in seven years in the world’s second-largest economy. The power price rise, which excludes residential users, will add to inflationary pressures but revive profit margins at power producers. That should prompt an increase in electricity supplies from loss-making power plants that had failed to keep up with rising demand. Higher prices should also discourage excess power consumption. “This is obviously good for the power shortages and it was very much expected – the only way the problems can be solved is by adjusting prices,” said Lin Boqiang, director of the Center for Chinese Energy Economics Research. “The other problems – like the power grid or the transportation of coal – are long-term and can only be solved after several years. There was just no other way. This is clearly going to have some sort of impact on industry but the impact of actually having no power is much bigger. Most businesses will be more willing to accept higher prices than power cuts.” China looks set for the worst summer power shortages since at least 2004 as demand growth remains strong while coal-fired power plants, which generate 80 percent of national electricity output, have restricted production due to operating losses resulting from high coal costs. At the same time, hydropower has been hit by a drought in central China, including Hubei province, home of the Three Gorges Dam, the world’s biggest hydropower project. The government raised the prices that grid firms charge industrial consumers by 0.0167 yuan per kilowatt hour , Chinese state media said after a briefing by the National Development and Reform Commission, the country’s top economic planning body. Lin said the price rises would add about 0.5 percentage points to inflation, but the impact would be much more if the shortages were allowed to continue unchecked. The increase, ranging from 0.004 yuan/kWh to 0.024 yuan/kwh in 15 Chinese provinces including Shanxi, Qinghai, Gansu, Jiangxi, Hainan, Shaanxi, Shandong, Hunan, Chongqing, Anhui, Hubei, Sichuan, Hebei and Guizhou. The price rise came earlier than some analysts had expected. Several had said China would first raise on-grid power tariffs, the prices at which power generating firms sell to grid operators, and then hike prices for end-users once inflationary pressure had subsided. “The move aims to ease power shortages, this will add to inflationary pressures but the impact will be limited and it will take some time for upstream price rises to trickle down to downstream,” said Wang Jun, an economist at CCIEE, a government think-tank. The increase was the first since November 2009 and follows on-grid tariff hikes in 12 provinces on April 10, with three more provinces following suit on June 1, the NDRC was quoted as saying. The average price rise offered to power producers was 0.02 yuan per kWh, slightly more than the hike for end-users. Jianguang Shen, chief economist at Mizuho in Hong Kong, said he expected the price of coal would jump in response to the price hike, wiping out the margin gain for power producers and adding to Chinese coal imports. To prevent that, the government would order state-owned coal producers to hold down their own prices, he said. The previous on-grid price hike had no significant impact on the power shortages because of a concomitant coal prices rise, said Want Wei, a senior analyst Guotai Junan Securities. “Coal imports could rise after the power rise hike as coal producers and trading companies are likely to raise coal prices, triggering more coal imports,” he said. “Every 0.01 yuan rise in power price could offset an increase of 50 yuan in coal prices.” China has already cut power supplies to some industrial users in eastern, southern and central regions as pent-up demand rebounded after local governments ordered power cuts in late 2010 for the purpose of achieving energy saving goals. In addition, power generating firms curbed their output levels because rising coal prices undermined their operating margin. The National Development and Reform Commission, China Electricity Council and some industry analysts have all warned of the possibility of worse shortfalls in summer when demand peaks. The State Grid of China, the country’s dominant power distributor, said it would cut supplies to more industrial users in summer to shortfalls expand. China’s five state-owned power generating groups lost more than 10 billion yuan ($1.5 billion) on their thermal power operations in the first four months of the year, an official with the council said on Tuesday. The five groups, parents of China Power International Development Ltd (2380.HK), Datang International Power Generation Co Ltd (0991.HK) (601991.SS), Huadian Power International Corp Ltd (1071.HK) (600027.SS) and Huaneng Power International Inc (0902.HK) (600011.SS), had racked up more than 60 billion yuan in losses in past three years, according to the State Electricity Regulatory Commission. (Additional reporting by Judy Hua, Kevin Yao and David Stanway; Editing by Ken Wills and Simon Webb) Copyright 2011 Thomson Reuters. Click for Restrictions .

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The Summer Gas Squeeze

May 28, 2011

NEW YORK — There’s less money this summer for hotel rooms, surfboards and bathing suits. It’s all going into the gas tank. High prices at the pump are putting a squeeze on the family budget as the traditional summer driving season begins. For every $10 the typical household earns before taxes, almost a full dollar now goes toward gas, a 40 percent bigger bite than normal. Households spent an average of $369 on gas last month. In April 2009, they spent just $201. Families now spend more filling up than they spend on cars, clothes or recreation. Last year, they spent less on gasoline than each of those things. Jeffrey Wayman of Cape Charles, Va., spent Friday riding his motorcycle to North Carolina’s Outer Banks, a day trip with his wife. They decided to eat snacks in a gas station parking lot rather than buy lunch because rising fuel prices have eaten so much into their budget over the past year that they can’t ride as frequently as they would like. “We used to do it a lot more, but not as much now,” he said. “You have to cut back when you have a $480 gas bill a month.” Alex Martinez, a senior at Arcadia High School outside Los Angeles, said his family’s trips to San Francisco, which they usually take once or more a year, are on hold. As he stopped at a gas station to put $5 of fuel in his car – not much more than a gallon – he said the high prices are crimping social life for him and his friends. “We’re always worrying, `How are we going to get home. We’ve got less than half a gallon left,’” Martinez said. “We definitely can’t go out as much, and we can’t go as far.” As Memorial Day weekend opens, the nationwide average for a gallon of unleaded is $3.81. Though prices have drifted lower in recent days, analysts expect average price for 2011 to come in higher than the previous record, $3.25 in 2008. A year ago, gas cost $2.76. The squeeze is happening at a time when most people aren’t getting raises, even as the economy recovers. “These increases are not something consumers can shrug off,” says James Hamilton, an economics professor at the University of California, San Diego, who studies gas prices. “It’s a key part of the family budget.” The ramifications are far-reaching for an economy still struggling to gain momentum two years into a recovery. Economists say the gas squeeze makes people feel poorer than they actually are. They’re showing it by limiting spending far beyond the gas station. Wal-Mart recently blamed high gas prices for an eighth straight quarter of lower sales in the U.S. Target said gas prices were hurting sales of clothes. Every 50-cent jump in the cost of gasoline takes $70 billion out of the U.S. economy over the course of a year, Hamilton says. That’s about one half of one percent of gross domestic product. The Commerce Department reported Friday that consumer spending rose just 0.1 percent in April, excluding the extra money spent on more expensive gas and food, while wages stayed flat for the second straight month. Mike Nason, a marketing consultant from Laguna Niguel, Calif., says he’s clipping coupons to save money for gas and cutting back wherever else he can. His daughter Chandler, 17, recently settled for a prom dress that cost $170 instead of asking her parents to spend $400 for another that caught her eye. “In prior years we would have spent more money on the dress, but money has become a big object,” he says. The tourism industry is bracing for an uncertain summer. AAA predicts the typical family will spend $692 on its vacation, down 14 percent from $809 last year. Many of those surveyed said they are planning shorter trips and expect to pinch pennies when they arrive. AAA estimates 34.9 million Americans will travel 50 miles or more from home this weekend, an increase of about 100,000 from last year. But they will have to do more complicated math to make the summer budget work. The median household income in the U.S. before taxes is just below $50,000, or about $4,150 per month. The $369 that families spent last month on gas represented 8.9 percent of monthly household income, according to an analysis by Fred Rozell, retail pricing director at Oil Price Information Service. Since 2000, the average is about 5.7 percent. For the year, the figure is 7.9 percent. Only twice before have Americans spent this much of their income on gas. In 1981, after the last oil crisis, Americans spent 8.8 percent of household income on gas. In July 2008, when oil price spiked, they spent 10.2 percent. Average hourly earnings, meanwhile, have risen just 1.9 percent in the past year. That’s only just enough to keep up with inflation. The good news is that analysts expect gas to fall to $3.50 a gallon in the coming weeks. In order for household gasoline expenses to return to their historical place in the family budget for the year, gas prices would have to fall by about half and stay that way for the rest of the year. Demand for gasoline has fallen for eight straight weeks as drivers try to cut back, but higher prices can’t keep drivers parked for long. Even with high prices this year, the government expects gasoline demand to grow slightly for the year. “Drivers try to do what they can, but they have to go almost all the places they go,” says David Greene, a researcher at the Center of Transportation Analysis at Oak Ridge National Laboratory and manager of the Department of Energy website fueleconomy.gov. “There’s no magic gizmo that will drastically change someone’s gasoline use.” Mike Siroub clutched his heart as he described the experience of filling up lately. He owns a Union Oil gas station in Arcadia, Calif., but one of his cars is also a 1975 Oldsmobile. “Think about it,” he said. “If you’ve got a car with a 30-gallon tank and gas is $4 a gallon and you fill it up, you’re out $120.” He says high gas prices will keep him home this weekend. And he runs a gas station for a living. As he greeted a steady stream of customers at his station, he laughed and said, “I have to pay for gas just like everyone else.” ___ Associated Press writers John Rogers in Los Angeles and Brock Vergakis in Norfolk, Va., contributed to this story. Jonathan Fahey can be reached at . http://www.facebook.com/Fahey.Jonathan

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Randal O’Toole: Transportation: From the Top Down or Bottom Up?

May 25, 2011

Should transportation be funded and planned from the top down or bottom up? Top-down advocates, such as the Brookings Institution’s Robert Puentes (writing in the May 23 , 2011 Wall Street Journal ) argue that only central planners can have a “clear-cut vision for transportation” that will allow them to target spending “to make sure all those billions of dollars help achieve our economic and environmental goals.” Advocates of bottom-up funding, such as the Cato Institute , Reason Foundation and Heritage Foundation , respond that public and private transportation providers better serve our needs when they are responsive to the fees people pay for various forms of transportation. In fact, most of the problems with transportation today, from an antiquated air-traffic control system to deteriorating bridges to empty transit buses, are due to top-down planning. Fifty years ago, America’s transportation system was almost entirely funded from the bottom up. Airlines, railroads and most transit systems were private and funded out of fares and fees. Airports and highways were public but funded out of user fees such as ticket fees and gas taxes; highway managers knew bridges to nowhere would not generate any fees, so they had no incentive to waste money on unnecessary projects. Transportation deregulation in the late 1970s and early 1980s further improved this system by making airlines, freight railroads and, most recently, intercity buses more innovative and responsive to user needs. The bottom-up paradigm began to break down in 1964, when Congress started funding urban transit. In 1973, Congress allowed cities to use federal gas taxes for transit projects for the first time, and in 1982 Congress dedicated a share of those gas taxes — initially 11.1 percent, now 15.5 percent — to transit. By the 1990s, the whole idea of a user-fee-driven system was forgotten as Congress used transportation earmarks, which didn’t exist before 1982, to divert billions of dollars of gas taxes to politically favored projects — which often had nothing to do with transportation — and dedicated increasing shares of the remainder to non-highway programs. The results of this increasingly top-down system have been huge increases in congestion and massive waste as cities and states today focus scarce transportation funds on urban monuments rather than improvements aimed at increasing mobility. According to the Texas Transportation Institute , congestion today costs the average commuter five times as much as it did in 1982, the year Congress first dedicated gas taxes to transit. Motivated by a “we-know-better-than-you” mentality, growing numbers of cities are just letting congestion get worse in the hope that a few people will stop driving their cars. Rather than relieving congestion, the mantra is giving people “transportation choices” in the form of expensive rail transit. Central planners’ fascination with trains is a wonder to behold. A group called Reconnecting America laments that only 14 million American jobs — about 10 percent — are located within a quarter mile of transit, by which they mean rail transit. The group advocates spending a quarter of a trillion dollars to increase this to 17.5 million jobs, or 12.5 percent. Simply putting transit close to jobs, however, doesn’t mean people will ride it. The Brookings Institution recently ranked San Jose as the second-most transit-accessible urban area in America, while Chicago was ranked 46th. Yet the Census Bureau says only 3.4 percent of San Jose commuters use transit, compared with 13.2 percent in Chicago. Since 1970, taxpayers have spent some $500 billion subsidizing transit, including building rail transit lines in more than twenty different urban areas. Yet the number of transit trips taken by the average urban resident has remained virtually unchanged even as per capita urban driving has more than doubled. No matter how well intentioned, top-down transportation planning quickly turns into a combination of social engineering and pork barrel. It is time to return to a bottom-up funding system that rewards transport agencies and companies for reducing costs and increasing mobility. One way would be to have states take over federal gas taxes as proposed by New Jersey Representative Scott Garrett. To the extent that the federal government distributes any transportation funds to states at all, it should use formulas, not grants, because formulas are much harder to politically manipulate. Ideally, the formulas should give heavy weight to the user fees collected by each state to reinforce, rather than distract from, the bottom-up process. Top-down planners waste tens of billions of dollars a year on barely used transportation projects that do little to relieve congestion, save energy or reduce auto emissions. A bottom-up, user-fee-funded transportation system will save taxpayers money and increase mobility, which should be the real goals of any transportation policy. Randal O’Toole ( rot@cato.org ) is a senior fellow with the Cato Institute and author of Gridlock : Why We’re Stuck in Traffic and What to Do About It.

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The Center for Public Integrity: Excluded groups want in on health information technology funding

May 24, 2011

By Kimberly Leonard Providers frozen out of a $27 billion federal fund for conversion of medical records to electronic form are now fighting back in an effort to qualify for the money and possibly increase the size of the pot. The results of these multi-front battles are uncertain — but they are representative of a larger war. All over Washington, special interests are scrambling to improve their position by attempting to renegotiate portions of President Barack Obama’s health care reform — in new regulations, interpretations and proposed legislation. The new money for health information technology, or health IT, is the result of the Health Information Technology for Economic and Clinical Health (HITECH) Act, which was part of Obama’s massive economic stimulus legislation in 2009. The idea was to allot stimulus funds to Medicare and Medicaid, which would then distribute the money to providers who demonstrated they were using electronic records to improve patient care. But like a lot of spending decisions in Washington, this one ended up choosing winners and losers. In the weeks leading up to the stimulus bill’s passage it became clear that the $50 billion Obama had promised during his campaign wouldn’t fly. In the end, some health care providers were shocked to discover they would not be eligible to participate in the program because Congress had narrowed the criteria and limited HITECH’s pricetag to $27 billion. But they’re not giving up. Among those lobbying anew with lawmakers and rule-writers are groups representing behavioral health providers, rural health centers and home-care practitioners. Causes of exclusion The conversion of medical records to digital form has been a long-sought goal of health care reformers, and the idea of funding federal investment to make it happen has been around for a while. Representatives of various health sectors were lobbying Congress and helping to craft legislation in 2007, said Tina Olson Grande, senior vice president for policy at the Healthcare Leadership Council. In the fall of 2008, Rep. Pete Stark, D-Calif., chairman of the House Ways and Means health subcommittee, sponsored a bill in which incentives were specifically promised to physicians and hospitals. That measure never got out of committee, but it provided a template for the HITECH bill that emerged as part of the $787 billion stimulus package, the American Recovery and Reinvestment Act, which Obama signed on Feb. 17, 2009. Like most legislation, the economic stimulus was altered by fast-moving negotiations. Exactly how the HITECH winners and losers were decided remains a bit murky. Though it had been widely reported months ahead of time that the health IT effort would receive $50 billion, the Congressional Budget Office ultimately scored the initiative at about $20 billion. Physicians, chiropractors, dentists, optometrists, podiatrists, psychiatrists and most hospitals were made eligible to receive the incentive payments. But nurses, physician’s assistants, behavioral health providers, home-care practitioners, emergency medical services, long-term care providers, post-acute providers, federally qualified health centers, rural health centers, rehabilitation hospitals and cancer centers were excluded from participation in parts or all of the program. “Those providers who were included had an inside track,” said Al Guida , a lobbyist for the behavioral health community. “By the time it came out and you realized you were left out, there was little time to lobby the process to get yourself back in.” Guida said behavioral health providers also “tactically … shot ourselves in the foot” by focusing their lobbying efforts on addressing protections regarding the security and privacy of personal health information, only to discover that even though those demands were met no behavioral health providers would qualify for the cash rewards. The groups that were excluded, said Dylan Roby , assistant professor of health policy at UCLA’s School of Public Health, have historically been less successful in getting Congress to support their agendas than those who were included. House Energy and Commerce and Ways and Means committee staffers met with non-eligible providers after the bill was drafted and explained that they wanted to maximize effects with limited funds, rather than try to spread the money over a greater number of providers and possibly have less impact, said Rich Brennan, executive director of the Home Care Technology Association of America. The final bill did specify that the Department of Health and Human Services (HHS) was to file a report to Congress in June 2010 regarding the progress made by providers who were left out, but that effort hasn’t yet amounted to much. An interim report issued in July 2010 says only that the department awarded $561,632 to the National Opinion Research Center at the University of Chicago to conduct the study. That document said a final report would be issued in December 2010, but no final report has yet appeared; HHS officials told iWatch News the document would be delivered by the end of 2011. Influencing Efforts Backers of expanding eligibility and funding for health IT improvements say allowing all providers access to funds would improve health for patients and cut back on costs in the long run. One medicine or disorder can often impact another, they say, and patients cannot be provided coordinated care unless the technology spans across all health fields. Ever since the stimulus passed, excluded health care providers have drafted legislation, spent thousands on lobbying, posted their arguments on public-comment boards, sent letters and met with members of Congress and HHS officials to push the government to include more groups in the program. The effort is but the latest example of health interests seeking to revisit portions of Obama’s health care reform plan. An April iWatch News piece focused on efforts by medical device makers to exclude themselves from a 2.3 percent excise tax slated to pay for expanded health coverage. Another iWatch News piece the same month detailed insurance brokers’ attempts to seek a rule recalculating how much insurers could spend on administrative costs. The effort to expand health IT funding has been led by the behavioral health community, representing providers such as clinical psychologists, clinical social workers, psychiatric hospitals, substance abuse treatment centers and mental health treatment centers. These providers have been lobbying together since May 2010, and in March formed the Behavioral Health IT Coalition. The group is pushing the Behavioral Health Information Technology Act , a measure introduced in March by Democratic Sen. Sheldon Whitehouse from Rhode Island that is designed to expand funding for health IT. Republican Sen. Susan Collins from Maine and several Democratic senators signed on to cosponsor the legislation in May. If the bill does not pass on its own, Guida says, the behavioral health coalition will try to attach it as an amendment to another piece of health care legislation at the end of the year. The group’s lobbying firm, Guide Consulting Services, received $90,000 for lobbying in Congress during the first quarter of this year on health IT and other health reform-related bills. A separate bill would assist federally qualified health centers, which receive government grants to provide health care to underserved communities, and rural health clinics. The Fix HIT Act, introduced in March by Michigan Democrat Debbie Stabenow on the Senate side and Illinois Republican Adam Kinzinger on the House side, would amend HITECH to qualify health centers for incentive payments paid through Medicaid. The Congressional Budget Office has not scored the bills, nor has the Obama administration issued a statement of administration policy about them. The Senate bills have been referred to the Committee on Finance and the House bill has been referred to the Energy and Commerce Subcommittee on Health. Other providers excluded to date from the health IT funding are taking a more moderate approach. The American Academy of Physician Assistants has expressed its concerns to HHS, and sent a letter to targeted members of Congress recommending that HITECH be amended to extend Medicaid incentives to physician assistants if at least 30 percent of their patients are on Medicaid. “The current HITECH limitation on Medicaid [electronic health records] limits the development of EHR systems for Medicaid beneficiaries who are served by PAs,” they wrote. “PAs are often the sole health care professional in medically underserved communities.” Rescue squads and other emergency medical services providers are also not qualified to receive reimbursement under the law because they fall primarily under the jurisdiction of the Department of Transportation, not HHS. Because the role of emergency services is often misunderstood, “we get left out of virtually everything Congress does,” said Gary Wingrove, a volunteer leader of the National Rural Health Association who has EMS experience. The group has focused its efforts on raising awareness of its role to make sure future health care policies can apply to them. Other groups are concluding they would rather not take part in the program — because it not only provides incentive payments now, but also holds out the prospect of penalties several years from now for not implementing technology that adheres to government standards. The Home Care Technology Association of America has made the office of the National Coordinator for Health IT (ONC) at HHS aware of its feelings on the funding issue by submitting a public comment via the department’s website. “Our industry envisions a future where the integration of EHRs, remote monitoring and community based services will be the backbone of the national health care delivery system,” they wrote. “Therefore, information sharing amongst physicians and hospitals with home care and hospice providers will be critical to advancing care coordination efforts and reducing re-hospitalizations.” However, Rich Brennan, the group’s spokesman, said the association was mostly focusing current efforts on a separate measure, the Fostering Independence Through Technology (FITT) Act , which would encourage Medicare reimbursements for audio and video home monitoring. Looking Ahead Dr. Farzad Mostashari , who was appointed as the new national coordinator for health information technology in April, told iWatch News he does not think ONC can meets its goal of improving care through health IT unless all providers are able to help track patient records throughout their lifetime and across different medical conditions. But he also said that the prospect of passing pending legislation to expand the stimulus to other providers would be an “uphill battle.” Other experts agree, especially in light of the government’s current fiscal challenges. Even the existing funding could be threatened. A pot of billions of dollars such as that set aside for HITECH, particularly as it has sat unspent for two years, is potentially an attractive target for budget cutters at a time of escalating debt. The HITECH language specifically required that the money be appropriated ahead of time, allowing for a timeline that would give health practitioners the opportunity to begin implementing the required technology, demonstrate results and then apply for government reimbursements. Even now, two bills are pending in Congress to rescind HITECH funds for the purpose of beginning to pay down the country’s $14 trillion debt. In January, Republican House member Jim Jordan of Ohio introduced the Spending Reduction Act, which proposes — among other cuts — eliminating $45 billion in unspent stimulus dollars, including the funds for HITECH. In February, Republican Thaddeus McCotter of Michigan introduced the Preserving Patients’ Choices Act, which specifically proposes repealing health care-related stimulus appropriations. The two bills have been referred to committee. The fact that little cash has been awarded could also encourage a rescinding of funds, experts say. Starting in January, 13 states have now launched the program in which incentive payments through Medicaid are disbursed. Though the Centers for Medicare and Medicaid Services says it is pleased with the participation so far, only eight states have actually made Medicaid payouts — totaling just $83 million. Payments through Medicare began just this month, as had been scheduled in HITECH. Stephen Zuckerman , health economist for the Health Policy Center at the Urban Institute, doubts either bill will make it past the Democratic-controlled Senate or gain the president’s signature. But he also doubts HITECH will gain any additional funds for excluded providers. That leaves one other possibility: that more providers find a way to qualify, but without the pot of funds increasing. That scenario presents its own challenges. “If the goal is to give every provider who qualified in the original bill some fixed or minimum amount of funding, then adding new categories of providers without adding new dollars would not make sense,” said Zuckerman. “Unless new money is made available, and this seems unlikely, the only way to add new providers would be to reduce the funding available to each provider in the original group.” The fate of excluded providers remains unclear, but so far all other attempts to include additional providers in the stimulus program have failed. Some of the groups appear to be making small strides in at least getting their voices heard by having ONC assess their progress in adopting digital records. In March, the national coordinator’s office hired a new policy analyst — Liz Palena-Hall — to help providers who haven’t qualified for funds move forward in acquiring electronic health records. In its strategic plan published this March, the national coordinator’s office said it would look into “the creation of an incentive program to support the adoption of certified EHR technology within the behavioral health community.” Some providers will no doubt also find a way to bypass the laws, making individuals or clinics apply for the funds as each qualifies. For instance, though rural health clinics do not qualify, their physicians do. With or without the impetus of government funds, experts agreed that the country’s health care system is eventually heading toward widespread use of electronic records. “Some will be brought along because they are associated with another provider or it may just lower their costs,” said Neal Neuberger , executive director at the Institute for e-Health Policy. “Some of these technologies are beginning to take off because it makes good business sense.”

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Amtrak, 15 States Get $2 Billion That Florida Lost

May 9, 2011

WASHINGTON — Amtrak and rail projects in 15 states are being awarded the $2 billion that Florida lost after the governor canceled plans for high-speed train service, the Department of Transportation said Monday. The largest share of the money – nearly $800 million – will be used to upgrade train speeds from 135 mph to 160 mph on critical segments of the heavily traveled Northeast corridor, the department said in a statement.. Another $404 million will go to expand high-speed rail service in the Midwest, including newly constructed segments of 110-mph track between Detroit and Chicago that are expected to save passengers 30 minutes in travel time. Nearly $340 million will go toward state-of-the-art locomotives and rail cars for California and the Midwest. California will also get another $300 million toward trains that will travel up to 220 mph between San Francisco and Los Angeles. “These projects will put thousands of Americans to work, save hundreds of thousands of hours for American travelers every year, and boost U.S. manufacturing by investing hundreds of millions of dollars in next-generation, American-made locomotives and rail cars,” Vice President Joseph Biden said in a statement. President Barack Obama has sought to make creation a national network of high-speed trains a signature project of his administration. He has said he wants to make fast trains accessible to 80 percent of Americans within 25 years. The money – initially $2.4 billion – had been awarded to Florida for high-speed trains between Tampa and Orlando. After Gov. Rick Scott canceled the project, the Transportation Department invited other states to bid for the funds. It received 90 applications seeking a total of $10 billion. Scott said he was concerned that the state government would be locked into years of operating subsidies. However, a report by the state’s transportation department forecast the rail line would be profitable. The project initially had been approved by Scott’s predecessor, Republican-turned-Independent Charlie Crist. Two other Republican governors elected in November have canceled high-speed train projects in their states. Wisconsin Gov. Scott Walker turned down $810 million to build a Madison-to-Milwaukee high-speed line. Ohio Gov. John Kasich rejected $400 million for a project to connect Cincinnati, Cleveland and Columbus with slower-moving trains. Both the Ohio and Wisconsin projects had been approved by the governors’ Democratic predecessors. Republican members of Congress have also opposed funds for high-speed trains, rescinding $400 million of the money previously awarded Florida as well as other unspent money designated for trains in budget deliberations with the administration.

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Mayors To Washington: ‘We Need Money’

April 30, 2011

CHICAGO — Near the end of a two-day summit here that brought together mayors and federal officials to talk about city design, the mood turned confrontational. It started when Philadelphia Mayor Michael Nutter , in the middle of a Friday discussion on the federal government’s role in city development, turned toward the Washington officials who were sitting with him on stage and expressed his disappointment. “Mayors could never get away with the kind of nonsense that goes on in Washington,” he said. “In our world, you either picked up the trash or you didn’t. You either moved an abandoned car or you didn’t. You either filled a pothole or you didn’t. That’s what we do every day. And we know how to get this stuff done.” That evidently hit a nerve, as cheers erupted through the Grand Ballroom of the Hilton hotel, where many in the audience were mayors. Manny Diaz, former mayor of Miami, who sat on stage with Nutter, gave an impromptu speech criticizing Washington lawmakers. Other mayors stood up and took the microphone during the question and answer session — not to ask questions, but to get things off their chests. The event, co-sponsored by the National Endowment for the Arts, the American Architectural Foundation and the U.S. Conference of Mayors, became, for a few minutes, a forum for mayors to express a difficult truth: Two-and-a-half years after the worst financial crisis since the Great Depression, the nation’s cities still struggle with chronic budget gaps that can’t easily be filled. Tax revenue has plunged as property values have fallen and payrolls have shrunk. Local governments, many of which are legally required to balance their budgets, have made cuts that a few years ago would have been unthinkable. Municipal budget woes stem partially from crises on the state level, which in turn aren’t helped by a lack of federal assistance. Federal dollars from the American Recovery and Reinvestment Act covered less than half of states’ combined budget shortfall during this fiscal year, according to a recent report from the nonpartisan Center for Budget and Policy Priorities . Come next fiscal year, which for many states begins this July, states’ combined shortfall will exceed $110 billion, with only $6 billion in federal aid available, according to the report. That leaves cities out in the cold, as states focus on solving their own problems. In Newark , aid from the state of New Jersey fell by 40 percent between 2008 and 2010, contributing to a budget crisis that eventually prompted the city, one of the country’s most dangerous according to FBI data, to lay off 13 percent of its police force late last year. In Milwaukee County , a community that has contended with a decade-long erosion of bus service, a transit cut in the coming state budget could deal a critical blow to the region’s public transportation. “We get the brunt of what the recession really entails. We’re also the last to come out of that,” Ed Pawlowski, the mayor of Allentown, Pennsylvania, said in an interview after the panel discussion. “While the economy is getting slowly better, cities are still struggling in a significant way.” Mayors want federal money. They say they can put it to quick and efficient use, creating jobs and helping improve the economy from the bottom up. Nutter gave an example: He closed Philadelphia’s crumbling South Street Bridge in 2008, initiating a two-year repair project that was completed on budget and a month early last fall, he said. But federal funds are running dry, as Washington lawmakers have become seemingly obsessed with a desire to cut the federal deficit. In April, lawmakers almost shut down the federal government as they argued over a few billion dollars in spending cuts. Now, some are saying they will not vote to increase the debt ceiling, and risk leading the nation into default, just to enforce budget austerity. The four federal officials who sat on stage during the discussion — Derek Douglas, special assistant to the president on the White House Domestic Policy Council; Roy Kienitz, under secretary for policy at the Department of Transportation; Salin Geevarghese, senior advisor at the Department of Housing and Urban Development; and Rocco Landesman, chairman of the National Endowment for the Arts — became punching bags. “You guys need to keep your day jobs. You’d make lousy mayors,” said Jennifer Hosterman, mayor of Pleasanton, California, addressing the federal officials as she stood on the ballroom floor. “To hear from the four of you all of your gyrations and concerns and discussion about how we communicate with local government — we at local government just have to make it happen.” The moderator, Carol Coletta, the former executive director of the NEA initiative the Mayors’ Institute on City Design, tried to ease the tension. “What are you asking them to do?” she said. “I mean, what is it that they’re keeping you from doing?” Hosterman talked about her efforts to come into compliance with California’s Global Warming Solutions Act. She described months of intense, focused efforts to make her city more efficient. She has specific goals in mind, she said, but she needs more resources. “Love the dialogue — thank you very much for that,” she said. “But we need money.” The audience laughed in assent, clapping loudly. The federal officials on stage were speaking in broad, theoretical terms. But the mayors wouldn’t stand for that. They knew what needed to get done, they said. What they wanted from Washington was the dollars to do it. “We should not be expecting or depending on top-down permission from the White House or Washington to have us advocate for this stuff,” said R. T. Rybak, mayor of Minneapolis, who stood up and addressed the other mayors. Earlier, Mayor Nutter had complained about the seeming hypocrisy of federal lawmakers who go to ribbon-cuttings and ground-breakings, even if they never supported the legislation for those projects. Rybak heartily commiserated. “I’ve seen those guys at the ribbon cuttings. And it pisses me off,” he said. “But I go out and organize at election time and tell people exactly who delivered and who did not.” Douglas, of the White House Domestic Policy Council, said federal officials are doing what they can to help. But political gridlock can muck up the process. “We do hear you,” he said. “If you look at the president’s budget proposal for FY12 and you go look at the transportation section that he proposed — this is what he’s asking for — the stuff you’re talking about is in there. That’s what he requested. Is he going to get what he requested?” “We can ask for everything under the sun,” Douglas added. “But just because we ask for it doesn’t necessarily make it so.” But the mayors were not satisfied. Diaz, the former mayor of Miami, said that the conversation in Washington is the opposite of what it should be. Instead of cutting spending, he said, lawmakers should be finding ways to support job-creation and help the economy grow. It’s the mayors, he said, who create jobs. But the mayors aren’t getting the federal support they need. “We’ve got to figure it out. All of us have very, very difficult budget times right now. But notwithstanding that, we have to figure out how to do it,” he said. “As a matter of fact, there’s a greater argument to move the country forward now, because we’re in the dumps, than when things were hopping five, 10 years ago.” Kienitz, of the Department of Transportation, suggested that Diaz run for U.S. Congress. “You could provide that leadership that we need,” Kienitz said. “Thanks,” Diaz replied, “but I don’t want a job in Washington.”

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More Money Slashed From High-Speed Rail

April 11, 2011

WASHINGTON — As part of the final budget deal formally agreed to on Friday night, the Obama administration signed off on a big cut to a closely held transportation policy priority. Multiple Hill sources from both parties confirm that the final continuing resolution (CR) to fund the government through the end of September will include a $1.5 billion cut in funds for the planned national high-speed rail system. Jennifer Hing, communications director for the House Appropriations Committee, said that the reduction could actually grow larger as lawmakers negotiate the final language. “The final agreement will reflect” the $1.5 billion of high-speed rail funds slashed from the temporary CR, Hing wrote in an email to HuffPost, “but that is not to say that it couldn’t be more.” In signing off on cuts, the Obama administration is taking a major hit to one of the president’s favorite transportation priorities. In the process, he is also giving fodder to critics who have accused the White House’s push for high-speed rail as pie-in-the-sky policy that would fall far short of transforming the nation’s antiquated infrastructure. Already there have been several Republican governors who have refused to accept federal money to build high-speed rail projects in their states. Florida Gov. Rick Scott turned down $2 billion alone, citing concerns that the state’s portion of the funds would go well beyond projections. That money was, in turn, sent to the Department of Transportation to be awarded to other interested states. Now it appears a good chunk of it will go towards deficit reduction. The White House was able to secure $8 billion in high-speed rail money in the 2009 stimulus package. The current level of funding was $2.5 billion-a-year. The cuts secured under the budget deal reached on Friday night brings the annual rail dollars down to $1 billion, though administration officials stressed that none of the lost funds would come from existing projects that have received grants. The president had budgeted $1 billion himself in his 2012 budget proposal but as recently as mid-February 2011, Transportation Sec. Ray LaHood was encouraging Congress to authorize $53 billion over the next six years.

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At California Nuclear Plant, Emergency Response Plans Don’t Include Earthquakes

March 16, 2011

As the world’s attention remains focused on the nuclear calamity unfolding in Japan, American nuclear regulators and industry lobbyists have been offering assurances that plants in the United States are designed to withstand major earthquakes. But the emergency plan for the Diablo Canyon nuclear plant on the California coast, which sits less than a mile from an offshore fault line, does not include a ready response for an accident triggered by an earthquake. Though experts warned from the beginning that the plant would be vulnerable to an earthquake, asserting 25 years ago that it required an emergency plan as a condition of its license, the Nuclear Regulatory Commission fought against making such a provision mandatory as it allowed the facility to be built. As Americans absorb the spectacle of a potential nuclear meltdown in Japan — one of the world’s most proficient engineering powers — the regulatory review that ultimately enabled Diablo Canyon to be built without an earthquake response plan amplifies a gnawing question: Could the tragedy in Japan happen at home? Experts who recall how the California plant came to be erected offer a disconcerting answer: Yes. And some are calling for more urgent government action to review safety at nuclear plants across the country. “What they’re displaying now is exactly what was wrong in the past with the nuclear establishment, which is that they didn’t have their priorities right,” said Victor Gilinsky, who served on the Nuclear Regulatory Commission during the Diablo Canyon debate and agreed with the call for greater attention to earthquakes in emergency plans. “They’re more concerned about the protection of the plants, and installation of further plants, than they are about public safety. The president should be saying, ‘I want every single plant reviewed.’” Back when the California plant was being finalized in the mid-1980s, local activists and environmental lawyers sued the Nuclear Regulatory Commission in an effort to slow the project, arguing that the clear risks from earthquakes nearby required additional planning. The case made its way to the U.S. Court of Appeals in Washington, D.C., where a 5-4 majority — including current Supreme Court Justice Antonin Scalia and former Clinton independent counsel Kenneth Starr — ruled that earthquakes did not have to be included in the plant’s emergency response plans. The underlying theory was that the plant’s design, which came after years of planning and geological studies, could withstand any foreseeable earthquake in the area — the same assumption that guided thinking in Japan. Emergency response plans at the Diablo Canyon plant still do not take an earthquake-induced nuclear release into account. “What they’re saying is that there could be an earthquake, but in no way could it ever cause a radioactive release at the same time,” said Rochelle Becker, who led the San Luis Obispo, Calif., group that first sued the Nuclear Regulatory Commission over earthquake preparedness in the 1980s. “I’m pretty sure we now have evidence that it does.” A spokeswoman for the Nuclear Regulatory Commission confirmed that the emergency response plans at Diablo Canyon do not have an earthquake contingency plan because the commission is satisfied that the plant’s structure will be able to withstand an earthquake in the area — calculated as a maximum magnitude of 7.5. But officials at Tokyo Electric Co., the operator of Japan’s stricken Fukushima Daiichi plant, said over the weekend that the strongest earthquake they had anticipated was much lower than the magnitude-9.0 quake that struck last Friday. “That’s a lesson that we ignore at our own peril, because we could be wrong, too,” said Joel Reynolds, the attorney who originally brought the case against the Nuclear Regulatory Commission and who is now a senior attorney with the Natural Resources Defense Council in California. “It is a story as old as science that we’re always learning new things. We’re always discovering the unexpected.” Critics have raised particular questions about how a standard emergency response to a nuclear disaster could be complicated if it had been caused by an earthquake, where roads and other surrounding infrastructure would also be impaired. So far, the commission has not specifically recommended any changes to safety regulations or emergency response procedures at nuclear plants in the United States. “All our plants are designed to withstand significant natural phenomena like earthquakes, tornadoes and tsunamis,” the commission’s chairman, Gregory B. Jaczko, said earlier this week. “We believe we have a very solid and strong regulatory infrastructure in place now.” He added that the commission would “continue to take new information and see if there are changes that we need to make with our program.” Michael Mariotte, the executive director of the Nuclear Information and Resource Service, a group critical of the nuclear industry and the regulatory process, said the pushback on response planning reflects an environment where the industry is helped along by regulators. “That’s the logic behind a lot of our nuclear regulation, unfortunately, is that it’s designed to accommodate the operation of a plant, and not necessarily the protection of the public,” Mariotte said. “If they acknowledged that an earthquake occurred that damaged the plant, then they’re also acknowledging that an earthquake has damaged the transportation infrastructure, that you can’t get people out properly, that the plant doesn’t work, and then it can’t be approved.” At the time the Diablo Canyon case was being litigated in the mid-1980s, the Nuclear Regulatory Commission and the electric utility looking to build the plant had been dealing with more than a decade’s worth of federal and state reviews for the facility. Federal regulators were comfortable with their seismic reviews of the remote coastal area between Los Angeles and San Francisco. Comments made during closed meetings, later released to the public, showed that some NRC commissioners were concerned that additional public hearings surrounding the emergency response plan and earthquakes would slow the process further. “One of the things that I think makes me shy away often from hearings is because as soon as we hear the word ‘hearing,’ you see so much time elapse that it maybe over-influences one,” then-NRC Chairman Nunzio J. Palladino, who has since passed away, said at the time. “I do feel that at this late stage, requiring a delay while we wait for a hearing is not in the best national interest.” When the case involving earthquake response was eventually litigated all the way to the federal appeals court in D.C., which ultimately sided with the Nuclear Regulatory Commission, the five-member majority noted that there had already been extensive review of seismic activity around the plant. “We can think of no potential natural or unnatural hazards, regardless of their improbability, that the Commission would not be required to consider,” failed Reagan Supreme Court nominee Robert Bork wrote in an opinion for the appellate court. “That is a prescription for licensing proceedings that never end and plants that never generate electricity.” The four dissenting judges, including current Supreme Court Justice Ruth Bader Ginsburg, noted: “The very purpose of the exercise is to plan for the unthinkable eventuality that the design safeguards will not prevent an accident.” “It defies common sense to exclude evidence about the complicating effects of earthquakes from a proceeding dealing with how to respond to a nuclear accident at a plant located three miles from an active fault, a plant in which seismic concerns dominated the design and construction proceedings for well over a decade,” the justices wrote. In recent years, the utility that operates Diablo Canyon, Pacific Gas and Electric Company, has recently found another fault line less than a mile from the plant after conducting research with the U.S. Geological Survey. The plant’s original design had accounted for a fault that was farther offshore — about three miles from the plant. The spokeswoman for the Nuclear Regulatory Commission, Lara Uselding, said the utility has not found evidence that the newly discovered fault line would pose a risk to the plant. The commission is currently reviewing the company’s geological report.

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Scott Bittle and Jean Johnson: Fiscal Follies: Tackling the National Debt in 500 Words or Less

February 11, 2011

Since we write about public opinion and believe strongly in public engagement , we’ll be the first to admit that much of the public is woefully uninformed about the federal budget and the country’s choices for getting a handle on its mushrooming national debt. Most Americans know it’s a problem, and they want it fixed. After that, things get a lot hazier. Unfortunately, the country’s leadership has now frittered away much of the time we could have used to educate the American people on this issue. President Obama is submitting his proposed budget Monday , and Republicans are already putting out their counter-plans , but neither has really laid the groundwork with the public for the implications of the spending cuts or tax increases that are necessary if we really want to get our finances under control. Now we really need to get a move on, and the electorate is both unrealistic and cranky. So here goes. Here’s what Americans really need to know (in 500 words or less): We have to start now because this could get ugly really fast. In about 10 years, the federal debt will be as big as our entire economy –100 percent of GDP. We’ll be spending more on interest payments than on defense. Just cutting what people normally think of as “big government” won’t do it. In 2010, the deficit was about $1.3 trillion. Eliminating the Departments of Education, Energy, Agriculture, Transportation, HHS, and HUD entirely would save less than $300 billion . We would still have a trillion dollars worth of red ink. Income tax rates are lower now than they have been for most of the last four decades. In the 1970s, top tax rates were twice as high. We’ve extended current rates for two years while the economy improves. After that, they need to be on the table. Yes, Social Security and Medicare are part of it. In as little as 10 years, government auditors say that spending on Social Security, Medicare and Medicaid, plus interest on the debt, could suck up more than 90 cents out of every tax dollar. There would be almost no money for anything else. It’s time to stop the blame game. The federal budget has been in the red for 31 out of the last 35 years , and both President Bush and President Obama added trillions of dollars to the debt. There’s enough blame to go around. It’s finding solutions that matters. Don’t fall for the bogus Beltway debate over “tackling the budget” versus “focusing on the economy.” It’s a false choice. We have to do both, and we can decide on changes now that kick in once the economy improves. There are hundreds of different proposals that would help. The big choice for most of us is whether to go with one that focuses on cutting spending even in popular areas to keep taxes low, or one that preserves popular programs, but raises taxes instead. Nearly all reasonable plans include some of both. Be ready to compromise. To solve this problem, we’ll all have to live with something we don’t like. Refusing to compromise means more delay, and that’s the one thing we can’t afford. If we act quickly and responsibly, we can do this.

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Sramana Mitra: Indian Entrepreneurs Are Maturing

February 6, 2011

For this week’s One Million by One Million round-table, we partnered with the Indian Angel Network (IAN). India, as you all know, is a rising power in the entrepreneurship firmament, and the country’s entrepreneurs are making a long-awaited switch from pure outsourcing and labor arbitrage to now venturing into building Internet companies, cloud businesses, and, as you will see in today’s presenters, some very cool hybrid businesses that leverage India’s cheap labor pool and combined with sophisticated technology, deliver solutions to hairy and hard core problem domains. It is particularly satisfying for me to work with these entrepreneurs, because I have long believed that India needs to diversify out of pure labor arbitrage. I deliberately wrote a highly controversial series of articles in 2008 [ Death Of Indian Outsourcing ] to provoke a debate on the topic. Other discussions on India’s need for product companies have also been equally controversial. But in the end, I believe, we have arrived at a better place as an industry where Indian entrepreneurs are thinking beyond outsourcing. Meanwhile, outsourcing itself is absolutely booming. You can read more on the topic in Top 10 Outsourcing Trends Of The Decade , while I discuss some of the entrepreneur pitches we discussed today. First up today was Ankur Tripathi with IRTEX: Indian Road Transportation Exchange . Ankur has underscored a very real and substantial problem in the transportation industry spanning road, rail, ship – that very often vehicle capacity goes under utilized due to lack of information on cargo and its whereabouts, and lack of communication among shippers and their clients. I like this business very much, and believe it can be a large, and important company. It reminds me somewhat of RedBus, India’s largest online bus-ticketing company , that went into a very low-tech, inefficient industry and completely changed its dynamics. In today’s session, we primarily discussed Ankur’s scaling challenges and prioritization issues. We also discussed how to move this cash transaction oriented business to a more efficient, electronic payment mode. The industry is extremely low-tech, but in today’s India, everyone uses mobile phones. I pointed Ankur to Obopay, a mobile payment solution , by which, conceivably, he can turn the cash-intensive nature of the business to a more efficient and accurate workflow. Then Praful Thachery pitched Delyver Retail Network – a home delivery solution through which Praful is already delivering food, flowers, and a variety of other products and services (like dry cleaning) to over 5,000 customers in Bangalore. The value proposition is sound. The Indian cities are incredibly crowded today and traffic is an absolute nightmare. Upwardly mobile consumers, I am sure, would welcome a service like Delyver. Praful is looking to scale his business, and needs cash to open additional hubs in Bangalore, as well as elsewhere. He also wants to build optimization technology to make the delivery process — today managed largely by hand — better optimized. For an investor, Praful needs to present a thorough financial analysis — based on his first 5,000 customers — on what are the margins and mechanics of the business he is trying to build, and also a clear articulation of the growth levers. Next Kiran Reddy presented Saagam.com . I learned that there are educational institutions in India that cater to non-resident Indians, and out-of-state students on a quota basis, but the information flow is extremely limited. Kiran is trying to bring transparency to the industry that currently has some awkward behavior like admission in exchange for donations! I detected a major flaw in Kiran’s business model assumption. He wants 8% commission off the admission fee for every students that he helps the institutes recruit, yet the institute wants to slap that fee on top of their regular fee, and pass the charge on to the student. This creates a pricing model disparity, whereby, the tuition fee on Kiran’s site is 8% higher than if the student goes directly to the institute. Well, guess what? The students will do all their research on Kiran’s site, and then go buy from the institute directly! Up last was Tuanni Price presenting Zuri Wine Tasting , a wine education service for African American women with a household income of $40,000 a year. Tuanni has come to realize that this segment has a somewhat specific palette – they like sweeter wines. And of course, at a $40k HHI, they cannot afford to buy Opus One or Stag’s Leap. But in their price range, say, $10-$25 a bottle, there are very nice wines from different parts of the world, and of those there are some that are better suited to the African American palette than others. I like the precision of the positioning in Tuanni’s business. I also think this is a perfect e-Commerce / Web 3.0 opportunity with a well-defined context. And she is also interested in doing a somewhat hybrid business with a physical tasting room in Los Angeles. Speaking of which, I like this trend of hybrid online businesses. I like the way Ankur is using physical resources to address the challenge that his clientele is low-tech, non computer-savvy (forget Internet savvy), and hence unable to provide data through electronic means. Over time, Ankur will be in a position to solve this with technology, but for now, human intervention is just fine. Similarly, Praful’s business is very much a hybrid business where, conceivably, consumers would order online (or by phone), and human beings do the actual delivery. I think, hybrid e-commerce will be a trend this decade. A very good case study to refer to is Fresh Diet , in this context. Overall, I’d like to suggest that entrepreneurs look at the trend more carefully, especially since these kinds of businesses also create a lot of jobs. You can listen to the recording of today’s roundtable here . Recordings of previous roundtables are all available here . You can register for the next roundtable here .

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Akito Yoshikane: Airport Security Workers Prepare For Largest Federal Election in U.S. History

January 27, 2011

Transportation Security Administration (TSA) employees — i.e., the people that pat you down at the airport — are about to make history. When they vote to decide which union will represent them in March, it will be the largest federal labor election in U.S. history. Roughly 48,000 workers are set to vote starting March 9 on whether they will be represented by the American Federation of Government Employees (AFGE) or the National Treasury Employees Union (NTEU). While details are still emerging on whether the workers will be able to bargain collectively with the TSA, a successful election could help to bolster the country’s total unionization rate, which has now fallen to just 11.9 percent , as David Moberg reported for In These Times this week. Representatives from the TSA and both unions met with the Federal Labor Relations Authority last Friday to discuss terms of the election. AFGE, an AFL-CIO affiliate, has represented some workers since TSA was formed in 2001; it is the largest union in the federal government, with 600,00 workers. NTEU is the bargaining unit for 150,000 members across 31 agencies and departments. The election date is not yet finalized because the technical measures are still being ironed out by the TSA, according to Cathie McQuiston, AFGE membership and organization deputy director. “The agency is holding up finalizing the election terms because it seeks a bargaining unit description that departs from the norm,” said McQuiston . “There is no dispute over the bargaining unit positions, just the language used to describe the unit.” As it stands, TSA workers are permitted to join unions, but not allowed to bargain collectively. The labor organizing comes nearly a decade after TSA was created. Since then, unions have been trying to undo unfriendly measures that were enacted under the guise of national security. When the agency was created in 2001, Congress passed legislation allowing the Under-Secretary of Transportation to decide employment terms. A 2003 memo by that official prohibited workers from engaging in collective bargaining or using representation (i.e unions) to do so “in light of their critical national security responsibilities.” Most of the momentum has happened recently, due in part, as the Washington Post notes, to the rising productivity of the once stagnant Federal Labor Relations Authority. The agency, which oversees labor issues in the federal sector, decided in November that TSA members will be allowed to vote on union representation, paving the way for the elections. Now that employees are permitted to vote on who will be their exclusive representative, the focus has shifted to allow collective bargaining. Both unions have pressed the TSA to grant rights to do so, and are hoping for a decision before balloting begins. As the voting nears, the record-setting election is an anomaly at a time when unionization rates are continuing to fall. In 2009, unionized public sector workers outnumbered private sector employees for the first time, but the membership rate in 2010 for civil servants fell 1.2 percent to 36.2 percent. But the addition of airport security officials will boost more union members in the public sector, which totaled 7.6 million last year. The previous record for the largest federal union election was in 2006 when the NTEU prevailed over the AFGE for the right to represent 24,000 U.S Customs and Border Protection workers. NTEU won by a two-to-one margin, the union says . The unionization efforts have been opposed in the past, most notably by Senator Jim DeMint (R-S.C.). Today, the backlash has been amplified by opposition to public-sector unions. In Tuesday night’s State of the Union address, the invasive and tedious security precautions by the TSA was even the butt of a joke by President Obama. The stress of dealing with angry passengers has reportedly contributed to low morale among its workforce. The union will be expected to improve workplace standards and provide a voice for a workforce belonging to an agency under constant political scrutiny. (This post originally appeared in Working In These Times .)

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Kaub Joins Parsons as Vice President of Market Development

January 19, 2011

PASADENA, CA–(Marketwire – January 19, 2011) – Parsons is pleased to announce that Brian C. Kaub has joined the firm as Vice President of Market Development for its Transportation Group. In this role, Mr. Kaub will be responsible for supporting marketing, teaming, estimating, and proposals for many of Parsons’ major transportation project pursuits.

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New Trend: Not Paying The Bill, And ‘Free Swiping’

January 12, 2011

Hard times for New Yorkers means inventive ways of cutting back — like stealing meals and subway rides! At least that is the trend we are reading about today, as two reports of civil disobedience (or one, if you don’t count flat-out stealing as something Thoreau would have condoned) are becoming trends in the city. The New York Post says that in 2010, there was a huge increase in reports of those who bailed on a check at a restaurant. Eating in a restaurant and leaving without paying the tab — known in police parlance as “theft of service” — rose almost 20 percent in the city last year, up from 315 arrests in 2009 to 376 in 2010, according to the NYPD. Of course, those numbers don’t include the many scofflaws who successfully “lick and split.” The Post tells the story of a well-dressed man who bought five martinis at Union Square’s posh Coffee Shop. He told his waitress he left his wallet in his car, and never came back. Or the drunk 20-something who racked up a $300 bill at BB Kings, but “it wasn’t until they saw a pedicab passing by that they decided the night’s bill would be on the house.” Explaining, “Sometimes you’re drunk or, I don’t know . . . ” Why the sudden spike in service theft? Russia Today seems to have the answer. With falling wages, cuts in benefits, and alarming public transportation fare hikes, New Yorkers are fighting back with their own brand of economic disobedience. The video below is about the People’s Transportation Program, an organization that is purchasing unlimited Metrocards and giving people free rides as a protest to the recent MTA fare increase ($104 for a monthly unlimited!). Though perhaps a more common loophole in the Unlimited are those who ride the subway in tandem and share a Metrocard, waiting fifteen minutes before swiping the same Metrocard again. [ VIA ] WATCH:

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MTA Raises 750M In Bond Sale

January 3, 2011

New Yorks Metropolitan Transportation Authority MTA has raised 750 million in a sale of taxable Build America bonds

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U.S. Airlines Collected $4.3 Billion In Fees In 2010

December 13, 2010

WASHINGTON — U.S. airlines collect more than $4.3 billion in fees for checking baggage and changing tickets so far this year. New data from the Transportation Department on Monday shows that Delta Air Lines Inc. collected the most, hauling in $1.26 billion in fees so far this year. That’s more than the $922 million collected by United Continental Holdings Inc., which is bigger than Delta by traffic. Travelers paid more than $784 million for baggage and ticket changes to AMR Corp.’s American Airlines. Southwest Airlines Co. does not charge to check the first two bags. But it has still collected $22.5 million in baggage fees this year for additional luggage.

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Video: Pistole Says Faster Screening Shows Trust in Pilots

November 19, 2010

Nov. 19 (Bloomberg) — John Pistole, head of the Transportation Security Administration, talks about the TSA’s decision to exempt U.S. airline pilots from physical checks at airport security checkpoints. Pilots, starting next year, will be able to move through checkpoints with proof of their identity. Pistole speaks with Margaret Brennan on Bloomberg Television’s “InBusiness.” (Source: Bloomberg)

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Joel Epstein: How the Unions Can Help LA Pay for the Wilshire Subway Extension

November 12, 2010

With the Democrats licking their wounds and the Republicans and Tea Partiers licking their chops, it is time to trot out some old ideas for funding the construction of public transportation in LA. There are no new ideas, just recycled old ones. Inspired by the mid century unions which built housing for their members, my latest epiphany concerns the feasibility of using union and public pension fund money to fund LA’s overdue public transportation projects. For starters I passed the idea by LAANE’s executive director, and the chief deputy to María Elena Durazo , Executive Secretary — Treasurer of the Los Angeles County Federation of Labor. Both seemed to think I’m a crackpot. Maybe so, but good ideas come from all over, and several other local civic leaders have encouraged me to keep at it. If you care about LA and mobility around the region you have probably heard something about the 30/10 Initiative and the 12 transit projects the Mayor, Metro , and others have been working to realize for a year or more through some combination of federal transportation grants and loans. Let’s face it, after the midterm election we’re in a new world. Even though the new Congress is sure to include public transportation enthusiasts from both sides of the aisle, advancing 30/10 has just gotten that much harder. In all likelihood, support for the plan will now come at best in piecemeal fashion, leaving many Angelenos gasping for the hoped for mobility solutions that 30/10 promised. What is more, the public remains divided over anything that is going to cost them more at tax time. It is true that County voters passed the half cent transportation sales tax known as Measure R in 2008, but who is to say they will support another tax or surcharge or whatever name we slap on it to accelerate the 30/10 projects. This reality presents no small obstacle to 30/10 and frankly always did. But what if the big unions in LA and elsewhere stepped up and said they are going to invest some of their pension money in Metro’s building project? Every investment needs a quid pro quo and with unemployment in LA still at near record highs, jobs are the quid — or is it quo? — in this deal. Sure, some will say Big Labor is just creating higher priced union jobs for their members with this idea. Yes, that’s one of the outcomes and perhaps the key reason the LA Labor Federation’s Durazo and national labor leaders like AFL-CIO President Richard Trumka should care about and look into it. But that is not the only thing the plan does. With more public transportation projects funded sooner, the plan benefits all of us who long for the day we can ride the Wilshire Subway from downtown to the VA, light rail from the South Bay to Figueroa or some form of fast public transportation from the San Fernando Valley to the Westside. Union and public pension fund investment in public transportation may be the economic shot in the arm LA needs, but President Obama and a divided Washington just can’t, or won’t, deliver. To understand the feasibility of all of this I spoke with an investment management advisor from the Union Labor Life Insurance Company (Ullico) . Founded in 1927, Ullico offers insurance, commercial lines of credit and other investment products and services. As of 2008, Ullico’s J for Jobs Fund, a product of the company’s Real Estate Investment Group had invested $2.3 billion in a variety of union labor real estate construction projects. According to REIG News these investments include LA Live-Phase II, the Red Building in West Hollywood and Horizon at Playa Vista; as well as hotels, casinos and office buildings in New York, Las Vegas and elsewhere. Though I am still struggling to find out what sort of returns investors actually realized on this pooled real estate investment fund, given the slump in the market I’d be surprised if the unions saw the promised and hoped for mid-teen percentage returns. Ullico told me they are just now starting to raise money for a new $750 million to $1 billion infrastructure fund and that in principle this fund might include public transportation infrastructure investment. Ullico says “might” because frankly other sorts of infrastructure investments like power plants may produce better investment returns than public transportation, which tends require a subsidy to operate once built. And this is to say nothing of investors’ well founded concern that large infrastructure projects tend to run over budget as in the case of NY/NJ’s ARC transit tunnel, New York’s Second Avenue Subway and Boston’s Big Dig. One seasoned Wall Street municipal finance expert told me that while he likes my idea, Wall Street or the unions or whoever is investing needs details and a set of real cost projections. In other words, the deal has to pencil out or there is none. Well no one ever said doing 30/10 or a union funded investment in public transportation infrastructure construction would be easy but isn’t it worth a try? On a recent conference call with the Mayor and the Deputy Mayor for Transportation both said my idea wouldn’t work. But when I persisted, asking whether they had actually approached Labor’s Durazo with the idea of using union pension money to help finance part of 30/10 the Mayor responded, “no.” While I can appreciate the unions wanting the largest possible return on investment, if you don’t have a job generating income to invest in your pension then the issue of higher returns is moot. In this idea I see an opportunity to put thousands of union workers back to work building stuff that LA needs, as opposed to another casino on the Las Vegas strip. Even if those Las Vegas construction jobs are union work, no LA union member needs to be investing in them. Industry practice says lower interest paying infrastructure projects like the Wilshire subway can be bundled together with other projects paying better returns, for a decent average return. Who knows? Maybe if done right, the projected returns of my Union Public Transportation Investment Fund (UPTIF) will appeal to non-union investors as well. Durazo and Trumka, I hope you are reading. UPTIF is an idea worth considering.

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Video: Sheffi Says 100% Screening of Air Cargo Is `Unrealistic’

November 4, 2010

Nov. 4 (Bloomberg) — Yossi Sheffi, a professor at the Massachusetts Institute of Technology and director of the school’s Center for Transportation and Logistics, discusses the outlook for air cargo security following last week’s discovery of explosive devices in packages. Greek police detonated a parcel bomb addressed to the French Embassy in Athens today and are investigating at least two more packages, the latest in a spate of mail bombings targeting embassies and European leaders. Sheffi speaks with Mark Crumpton on Bloomberg Television’s “Bottom Line.” (Source: Bloomberg)

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NTSB Probes Safety Of Airline Partnerships

October 27, 2010

WASHINGTON — The regional airline industry says safety is its top priority, in part because accidents are bad for business. But pilot unions and the families of air crash victims say safety has been sacrificed to cost-cutting at some carriers. The Federal Aviation Administration says it holds all airlines, large and small, to the same standards. But a coalition representing corporate travel managers says business travelers don’t believe regional carriers are as safe as larger airlines, and many travelers don’t want to fly them. Those were some of the sometimes contradictory messages presented at a two-day National Transportation Safety Board forum that began Tuesday. The board is examining the safety implications of “code-sharing” agreements that allow major carriers to sell seats to passengers on smaller, regional carriers that operate one leg of a flight. By working together, major and regional carriers benefit from money-saving efficiencies in flight connection times, integrated baggage handling, gate locations and marketing. Major carriers, ticket agents, and online ticketing websites are supposed to tell passengers before they buy a ticket that a portion of the flight will be operated by another carrier. But in practice, passengers are often unaware that the airline they buy a ticket from isn’t the operator of the entire flight, witnesses told the board. The issue is an important one for anyone who flies in different parts of the country. Regional airlines now account for half of domestic departures and a quarter of all passengers on domestic flights. For more than 400 communities, they provide the only scheduled service. The last six fatal domestic airline crashes all involved regional airlines. Pilot performance has been cited as a factor in four of those. “Regional airlines can no longer be considered the minor leagues. They are major players in the airline industry and they are here to stay,” NTSB chairman Deborah Hersman said. Continental chief executive Jeffrey Smisek told a congressional hearing in June that his airline doesn’t have the resources to oversee safety at all of its code-sharing partners. That responsibility, he said, belongs to the Federal Aviation Administration. John Kausner of Clarence, N.Y., told the safety board he was outraged by Smisek’s remarks. He said his daughter, Elly Kausner, a 24-year-old Florida law student, had no idea when she bought a ticket online from Continental Airlines to fly home to western New York that the last leg of the flight would be on an airline she had never heard of – Colgan Air. Her e-mail confirmation ended with a cheery “Thank you for flying Continental.” Elly Kausner, along with 48 other passengers and crew members, and one person on the ground, was killed last year when Continental Connection flight 3407 crashed near Buffalo. NTSB cited errors by the flight’s two pilots. Even if his daughter had known part of her flight was operated by Colgan, she couldn’t be expected to make an informed determination of whether a small airline she was unfamiliar with was safe, Kausner said. Continental should have ensured Colgan was employing pilots that were as competent as the pilots employed at the larger carrier, but that wasn’t the case, he said. Instead, Continental, Colgan and FAA “passed the buck,” he said. After the accident, FAA Administrator Randy Babbitt said he would look at whether the FAA has the authority to review code-sharing agreements with regard to safety oversight by major carriers. However, FAA spokeswoman Laura Brown said Monday the agency doesn’t plan to review the agreements. She said all carriers – large and small – are held to the same safety standards laid out in FAA regulations. But Babbitt has leaned on major carriers to work voluntarily with their regional partners to adopt many of the crew training, aircraft maintenance and other safety programs at larger airlines that exceed FAA standards. Airlines and FAA officials say the effort has been successful. Roger Cohen, president of the Regional Airline Association, told the safety board that the voluntary safety programs have been adopted by 85 percent to 100 percent of regional carriers, depending upon the program. “Every carrier does recognize that it’s bad for business not to be as safe as you can be,” Cohen said. The proof of safety has been a steady decline in airline accidents, said John Meenan, the chief operating officer of the Air Transportation Association, which represents major carriers. But Captain John Prater, head of the Air Line Pilots Association. said major carriers partner with regional carriers in part to cut costs, creating extraordinary pressure to keep staffing to a minimum and salaries low. Some carriers promote pilots to captain with only a few hours of leadership training before putting them in charge of a passenger airline, he said. U.S. carriers are required to conduct a safety audit of their foreign code-share partners, but not their domestic partners. Most international carriers also demand their foreign code-share partners – and sometimes their domestic partners – complete a safety audit by the International Air Transport Association, a trade association for the airline industry. Those audits are voluntary and aren’t overseen by any government agency, but the airline association makes them available to government regulators. ___ Online: http://www.ntsb.gov http://www.faa.gov (This version corrects that airline trade association makes safety audits available to government regulators.)

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Edward R. Hamberger: The Anniversary of Our American Success Story

October 8, 2010

As we head into an election with an almost singular focus on economic recovery and job creation, it bears noting the anniversary of a likely unknown American success story. October marks the 30th anniversary of the Staggers Act, a watershed piece of legislation that ushered in today’s modern freight rail industry. Signed into law in 1980 by President Jimmy Carter, the Staggers Act fundamentally changed our nation’s railroads. By extracting the federal government from the day-to-day running of the railroad business, and allowing the marketplace to determine success or failure, the Act helped put a teetering rail industry on sound financial footing. It is no coincidence that in the last three decades, the nation’s railroads have served as the backbone of America’s economic expansion, generating hundreds of thousands of high paying union jobs while supporting millions more across industries as diverse as manufacturing, agriculture, technology, and chemicals. Despite this success, there are some interests urging Congress to undo the progress borne out by the Staggers Act over the last 30 years. Such efforts would impose new rules on railroads that could curb employment growth at a time when job creation is at a premium, and our nation rallies to avoid a double-dip recession. Sadly, those leading the charge to undo the success of the Staggers Act are operating on flawed facts, asserting the current regulatory system needs to be reformed. In reality, moving goods by rail is highly cost effective and provides immense benefits for the typical cash-strapped American consumer. Any discussion about widespread changes to current policies should at least be based on realities of the marketplace and not the desires of a select group of companies. According to the American Association of State Highway and Transportation Officials, if all freight were moved by trucks instead of trains, costs to American consumers would jump by almost $70 billion a year. Why? Because the average rail shipper can move twice the freight today for the same price it paid almost 30 years ago. That is a bargain that translates into savings passed onto consumers, to businesses competing in the global marketplace – and translates to more money for companies to expand and prosper. U.S. freight railroads are also the most affordable among the world’s major countries. According to data from the World Bank and other sources, U.S. freight rail rates are half those in major European countries and well below China and Japan as well. U.S. rates have risen much more slowly than the cost of consumer goods and services, like cable television and phone services or staples like bread and eggs. So who is complaining about rail rates? Mega-companies with huge profits who want even more profits — such as major chemical, utility and agri-business companies with great market power, and often, major investments around the world. Contrast that with the rail industry, which has used private capital to pour records sums back into building and maintaining the nation’s rail network infrastructure. In fact, railroads have invested $42 billion in just the past two years in network expansion and maintenance — a massive level of investment that will not be possible if the advances triggered by the Staggers Act are rolled back. Freight rail is at the heart of at least three Obama Administration goals: doubling exports in the next five years; shifting more freight from trucks to fuel-efficient trains, and expanding intercity passenger rail service across the country. But undermining the railroads’ ability to make private investments in the nation’s rail network that supports both freight and passenger rail will make those goals all the more difficult to achieve. Freight railroads today are a shining example of the American success story — proving what is possible when the right balance is struck between government regulation and private innovation. With national unemployment levels hovering over 9 percent and poll after poll showing that Americans believe job creation must be the top goal of Congress and the Obama administration, now is not the time to go back to the days when government ran our nation’s railroads and bankruptcy threatened rail commerce.

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Female Crash Dummies To Debut In Government Tests (VIDEO)

October 5, 2010

The government admits it’s taken far too long to incorporate female crash dummies in its tests, and that is finally going to change, ABC News reports (watch the report below) . A new ratings system will also be implemented for 2011 tests. The idea is “more stars, safer cars,” according to Secretary of Transportation Ray LaHood. “We think [the changes are] a step in the right direction,” says Adrian Lund of the Insurance Institute for Highway Safety. Lund’s organization has used female dummies in side test crashes since 2003 and research has shown women can be more vulnerable in some types of accidents. “Smaller people have their seats further forward that tends to put their heads right in the middle of the window,” Lund added. WATCH THE FULL ABC NEWS REPORT:

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Craig K. Comstock: When the Market Fails

October 5, 2010

The market does some crucial jobs so well that we’re tempted to make a quasi-religion of it. But at other jobs it fails: for example, at giving a timely signal to prepare for “peak oil.” In their new book , analyst Robert Hirsch and his colleagues take on the coming decline in global oil production, or as they put it, “the impending world energy mess.” They estimate that a decline will start in 2-5 years, following the present “fluctuating plateau” on a graph of production. The kicker is their conclusion that, once we start a “crash program,” shifting our fleet of vehicles will take “more than a decade”; and building the infrastructure for new fuels, 10-20 years. Starting the transition when? Well, we could have begun when the same authors, in a report to the U.S. Department of Energy, made clear in 2005 that the transition would probably take that long. But apart from enough spread of ecological consciousness to elicit some “greenwashing,” this transition of infrastructure has hardly begun, and according to an interview with Hirsch, probably will not start until after the decline actually begins or, as an economist would say, when we get the market signal. If we say the decline will begin by around 2014 and use a duration of just 15 years for the transition, that would bring us to 2029. After then, life could be less turbulent, at least as far as energy is concerned; we can look forward to celebrating. Until then, trouble. But we can still lessen the trouble. While Hirsh in passing indicates some skepticism about global warming (praise to him for focusing on at least one crisis), people who take warming seriously describe it, in the phrase of Nicholas Stern in a U.K. report, as “the greatest market failure in history.” Ideally, we would explore what each mechanism (such as “the market”) is good for, in order to discover its sweet spot, and avoid making an ideology out of something of great but definitely limited usefulness. If so, we’d honor the market for what it does well, and reject any claims that it will necessarily help us to adjust, in a timely way, to situations such as climate change (Stern) or the peak of global oil production (Hirsch). Governing by quasi-religious beliefs has led humanity down some strange roads. Then mechanisms that do yield huge benefits may get driven into the scrapyard when a grandiose ideological extension gets us into trouble. Meanwhile, Hirsh and his colleagues deserves a Cassandra medal, named after the Greek princess who could foretell the future but was fated not to be believed. To the medal we could, for Hirsh, attach a Sisyphus ribbon in honor of the chap sentenced to push a stone up a mountain, only to watch it roll down again, then start pushing again. In 2005, also with coauthors Roger H. Bezdek and Robert M. Wendling, Hirsch declared that it would take “more than a decade” to “achieve significant overall fuel efficiency” and that “world-scale” efforts to replace conventional liquid fuels for transportation “will require 10-20 years of accelerated effort.” The starting line for a a crash program keeps being pushed forward, but in Hirsh’s present view, the decline will begin no later than 2015, possibly as soon as 2012. In a recent video interview , Hirsh displays the controlled demeanor of a careful, well-informed analyst, though the mask slips when he speaks of critics of the Canadian oil sands project: They look at the environmental effects, he says, “from the point of view of being fat and happy,” and assume that “these wonderful renewables [such as windmills and solar panels] are going to take care of everything. That’s just plain wrong.” What is their basic problem? Growing a bit hyperbolic, Hirsh says “they don’t understand how it is to have nothing.” Hirsch and his team merit our thanks for their basic message is that conventional liquid fuels are soon going to become increasingly scarce and expensive; that mitigation will take a long time; and that the alternatives can’t make up for the oil we are going to start losing. The model T arrived in 1908, and of course oil was a major factor in the Second World War, but the major expansion in petroleum use came within about the last half century. Much of what almost anyone under 60 years old regards as normal depends on an ample supply of cheap oil. This fuels our transportation system for people and goods, allows globalization, facilitates industrial agriculture, serves as feedstock for plastics, pesticides, and many other products. If the supply begins to fall off in just a few years, and especially if demand for fuel increases, we will get a severe shock, in the form of price volatility that will drag down the whole economy, even if the economy has meanwhile returned to what we regard as normal. If the public has absorbed what is likely to happen and begun responding to it, we can still gain 2-5 years of transition time. In any case, Hirsh has some tips for individuals wanting to prepare. What’s the lesson about the market? The market did not prevent the recent economic breakdown. According to Alan Greenspan in recent testimony , his paradigm for what the market could accomplish was mistaken. And the market did not jolt us into preparing, in time, for at least two major crises soon to become obvious. Given that we can’t invest trillions on the basis of mere speculation, and that we are accustomed to responding to market signals, where are we going to get the data on the basis of which to prepare in time? How is this data to be taken seriously when vested economic interests would be upset by the data and have learned techniques for casting doubt on it? And when our only model for shared sacrifice is a war or an economic collapse? Some say that easy oil isn’t running out; the planet isn’t warming up; species aren’t dying; it doesn’t matter that corporations have shipped so much of our industrial base abroad; the economy is recovering or would if only we shrank the government; and we can always count on the market to signal when something needs to be done. I wish any part of this were supported by the weight of the evidence. But thanks to some analysts, there’s still time.

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Keith O’Neale: How Dirty Politics Are Threatening An American Economic Success Story

September 28, 2010

“It’s the economy, stupid!” Nearly two decades after James Carville introduced the axiom, it is more relevant than ever for Democrats and for America. Every company that wants to stay in America and contribute to our economy is important. And every Democratic leader fighting to keep these companies here – and fulfilling the electoral mandate to stabilize and grow the economy – needs support, not attacks from fellow Americans. In the U.S. Virgin Islands, we face the same recession-driven hurdles as the rest of the country. The USVI’s difficulties are compounded by our inherently limited economy, a challenge for more than 50 years. We must be smart, work hard and think creatively, building on our strengths and core industries. One of those is rum making, which dates to the 1760s in the USVI. Rum is serious business for us. It creates direct economic growth in America’s Caribbean islands. It supports indirect jobs, from our transportation companies to our local stores and restaurants. And under the rum excise tax cover-over program, it generates an essential revenue stream for the USVI government. To successfully expand our economy, rum is a vital tool. So you can understand our consternation and bemusement when the USVI is attacked for making economic decisions that are good for our territory and America. Because remember, “it’s the economy, stupid.” The latest barrage – with its hyperbole and misinformation – has come from a strange alliance of Puerto Rican statehood backers and a few conservative bloggers. They simply are not interested in the truth. The USVI has few tools in its arsenal to promote economic development, while both the USVI and Puerto Rico receive fewer federal benefits than the 50 states. The rum excise tax cover-over is among the most important. It rebates the excise tax paid by rum producers when they import rum to the U.S. mainland back to the government where the rum is produced. The Congressional Research Service reported that the cover-over program was created nearly a century ago to generate business activity and spur economic growth. CRS also declared that cover-over revenue is under full local control. The USVI is using it to keep companies in the United States, create new local government revenue, modernize the rum industry and clean up the environment. The USVI’s Governor John deJongh – a Democrat with a business and economic development background – struck two innovative public-private partnerships with Diageo and Fortune Brands to produce Captain Morgan and Cruzan Rum brands in the USVI. The key to these agreements is that we will work together to grow rum production so our investments bring in significantly more cover-over revenue to the USVI. This is found money. By more than doubling this revenue stream, our government can fund economic development and public needs, from upgrading infrastructure, to building schools, to fixing our pension system’s unfunded liability. The partnerships have already prevented layoffs of thousands of government workers. Equally important, the partnerships lock in the companies to stay in the USVI for 30 years. You won’t be reading newspaper headlines about these companies moving to a foreign location for cheaper production, weaker environmental protections or lower labor standards. So what’s the problem? Puerto Rico and its allies don’t like our agreements. After decades controlling America’s rum industry, providing billions of dollars in funding to their rum producers, they say our investments and incentives are too high. They toss around scary statistics and made-up production figures with no basis in reality. And they are pushing federal legislation that would retroactively overturn our partnerships, divert revenue from the USVI to Puerto Rico’s coffers and maintain Puerto Rico’s 80-plus percent market share. Yes, 80-plus percent market share. The reality is another story. Our investments have protected American jobs. They are already benefiting small businesses. They improve the environment with best-in-the-world sustainable facilities. They guarantee our children have a better future. And they make sure companies that want to stay in America do so. Most leaders in Washington have rejected Puerto Rico’s smear campaign against the USVI. So the attacks have become more offensive. Now Puerto Rico is targeting Democratic lawmakers and possibly harming the Democratic party this fall as it fights for every Congressional seat and statehouse. Miguel Lausell, the chairman of one attack group, the National Puerto Rican Coalition (NPRC), claims to be a Democrat but endorsed Senator McCain over then-Senator Obama. He recently wrote of Democratic “failures,” called Democrats “unethical” and claimed we do not deserve to lead. A board member of this group (NPRC) was just appointed by the Obama administration to a senior role at USAID. How does he explain Puerto Rican assaults on the President’s own party that seem to have come from the GOP’s playbook and are undermining the Democratic majority and senior Democrats on Capitol Hill? Instead of attacks, Puerto Rico should look for solutions. Creating economic growth requires commitments from businesses and governments that are fair and guarantee a real return-on-investment for local residents. In the USVI, where Diageo will start producing rum later this year, this ROI is tangible. The contractors and employees at work, the “under construction” signs and the ringing cash registers are proof of which all Virgin Islanders are proud. In a year of “it’s the economy, stupid,” letting politics stop economic progress is a recipe for disaster.

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Cubic Names New Finance Vice President for Transportation Business

September 1, 2010

SAN DIEGO, CA–(Marketwire – September 1, 2010) –  Cubic Transportation Systems, Inc., the transportation unit of Cubic Corporation ( NYSE : CUB ), announced the promotion of Min Wei to vice president of financial operations worldwide.

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Jared Bernstein: The Republicans’ Increasingly Awkward Dance Around the Truth

August 25, 2010

Ever since the Recovery Act passed last February, Congressional Republicans who opposed this economic rescue plan have had to do an awkward dance around the truth. After all, when you declare from the beginning that the Recovery Act won’t create a single job, you’re going to be forced to do a little two-step around the facts as week after week leading economists, the nation’s governors, and even your own constituents say otherwise. But yesterday, when Representative Boehner declared that “all this ‘stimulus’ spending has gotten us nowhere” on the same day the nonpartisan CBO said the program has created or saved as many as 3.3 million jobs nationwide and his own home state’s Department of Transportation said nearly 9,500 construction workers were on the job in July just on Ohio Recovery Act transportation projects alone… well, let’s just say that dance got a little more… awkward. Now, Representative Boehner was one of the first to declare the Recovery Act dead on arrival — the day it was signed into law, he declared it would “do little to create jobs.” But as soon as June 2009, as funding for Recovery Act transportation projects began to flow into Ohio, he said those dollars would be used for — get this — ” shovel-ready projects that will create much-needed jobs. ” And then when the nonpartisan CBO, Congress’s top watchdog and an institution widely respected on both sides of the aisle, began weighing in on the job impact of the Recovery Act, the dance got a little more complicated. Check out these quotes from Rep Boehner, followed by the facts: August 2009: Maintains that stimulus hasn’t created any jobs: “You know, after the1 trillion dollars stimulus bill that didn’t create any jobs.” [ Hugh Hewitt Show , 8/29/09] November 2009: The nonpartisan CBO announces the Recovery Act created or saved as many as 1.6 million jobs through September 2009. [ CBO Report , 11/30/09] January 2010: Says the stimulus “clearly hasn’t worked”: “Their trillion-dollar stimulus plan from a year ago clearly has not worked.” [ NPR , 1/27/10] February 2010: The nonpartisan CBO announces the Recovery Act has created or saved as many as 2.1 million jobs nationwide through December 2009. [ CBO Report , 2/23/10] May 2010: Still asking where the jobs are: “Where are the jobs?” [ Boehner Statement , 5/7/10] May 2010: The nonpartisan CBO says the Recovery Act created or saved as many as 2.8 million jobs through March 2010. [ CBO Report , 5/25/10] And then, of course, yesterday was the most difficult dance step of all: on the very same day that he declares in a major speech that the Recovery Act has “gotten us nowhere,” first,the nonpartisan CBO announces that the Recovery Act has created as many as 3.3 million jobs nationwide and lowered the unemployment rate by as much as 1.8 percent through March of this year , and then the Ohio Department of Transportation announces that nearly 9,500 construction workers were on the job on Ohio Recovery Act transportation projects in July, the highest monthly total since it began. I suspect those nearly 9,500 Ohio construction workers and 3.3 million Americans at work thanks to the Recovery act would disagree with Rep. Boehner’s statement that the Recovery Act has “gotten us nowhere.” And then to make his dance even more complicated, leading economist Mark Zandi said today that the Congressman from Ohio was “just wrong” that the Recovery Act has “gotten us nowhere:” Asked about Rep. Boehner’s claim that “all of this ‘stimulus’ spending has gotten us nowhere,” Mark Zandi, chief economist of Moody’s Analytics said “that is just wrong, the stimulus has been very helpful.” And let’s keep in mind who we are talking about here. This is the same Republican leader that actually said he wanted all of those people to lose their jobs earlier this month when he called for stopping the Recovery Act – a claim that got him in some hot water with independent fact-checkers who rated his rhetoric flat-out false . The true facts of the case are that this economy has undergone a major turnaround from the very deep recession that greeted President Obama when he took office, and the Recovery Act has been a major factor in that reversal. Yes, we’ve still got a long way to go, but we’re moving in the right direction. While it’s bad enough that Rep Boehner refuses to accept these facts, what’s worse is that he and his Republican colleagues have only one solution: a return to the same Bush economic policies that got us into this mess. As the head of their campaign committee, Rep. Pete Sessions, said, if they take control of Congress, they will go back to “the exact same agenda” they were pushing before President Obama took office. Mr. Boehner and his colleagues may well be the only Americans nostalgic for the economic policies of the Bush era. But we can’t go backwards. We need to recognize the positive impact of the Recovery Act and build on the momentum we’ve established. Jared Bernstein is Deputy Assistant to the President on Economic Policy This post originally appeared at the White House Recovery Act Blog .

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Lori Wallach: Does the U.S. Trade Rep. Secretly Love Higher Tariffs?

August 20, 2010

For a guy who loves “free trade” and is supposed to represent U.S. workers and businesses, U.S. Trade Representative Ron Kirk seems way too comfy with tariffs being slapped on American exports. Instead of renegotiating a North American Free Trade Agreement (NAFTA) requirement that Mexico-domiciled tractor-trailers have full access to U.S. roads, Kirk is allowing a second year of sanctions against $2.5 billion in U.S. exports to Mexico. Mexico was authorized to impose such tariffs, which it renewed this week, after a NAFTA tribunal ruled that the U.S. was violating NAFTA truck access rules. Speculation is that USTR thinks Congress will do a U-turn on this issue if enough economic pain is imposed via sanctions. (The sanctions seem to be having the opposite effect on Congress.) But isn’t that supposed to be Mexico’s line, while U.S. trade officials fight for U.S. interests not NAFTA uber alles ? Anyway, with concerns over the prospect of interlocking highway and political carnage, Congress is not going to prioritize NAFTA compliance over public safety. Congress explicitly blocked attempts by George W. Bush to do so. Yup, Bush tried repeatedly to implement the rules that require truck access without requiring safety or environmental standards be met. And, for years, the Department of Transportation’s Inspector General and highway safety and consumer groups reiterated that Mexico’s truck and commercial driver safety standards and enforcement are well below those of the U.S. Congress set a list of requirements based on domestic standards – basic stuff like monitoring hours of service, access to drivers’ highway safety and drug test records, and certain safety requirements for the trucks. Understandably, until the safety situation improves, Congress must not allow Mexico-domiciled trucks onto American roads. At the same time, Mexico is far from being able to meet key truck and driver safety standards. Yet, NAFTA provides Mexico a right of access and obligates the U.S. – thus the indefinite sanctions. So what’s to be done? Just around the corner from the irony of a trade pact leading to higher tariffs is the answer: negotiations to remove the trucking access obligation and swap it for something else. In trade terms, this is called negotiated compensation. That is how USTR Kirk ended almost a decade and hundreds of millions of dollars in trade sanctions related to a U.S. WTO win against Europe’s ban on artificial beef growth hormones. All those U.S. tariffs and years later, European politicians preferred to live with indefinite sanctions and avoid meeting sharpened forks and knives – and unfavorable election returns – from a European public opposed to what it considered unsafe food additives. So, the U.S. agreed to trade the sanctions against Europe for…more trade with Europe! (Better access for non-hormone beef.) Congress and the American public are not going to budge on NAFTA trucks. So, let the NAFTA fixing begin. Members of Congress have been calling for that approach all year.

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Toyota Acceleration Probe: Initial Investigation Finds No Electronics Problems

August 11, 2010

WASHINGTON (AP, KEN THOMAS) — A government investigation into runaway Toyotas has found no new safety defects beyond problems with accelerator pedals that explain reports of sudden acceleration in the vehicles, according to preliminary findings released Tuesday. Safety experts have said vehicle electronic systems could be to blame for the problems that have led to Toyota’s massive recalls but the review by the government, while still at an early stage, has not found any evidence of those issues. Toyota, the world’s largest automaker, has recalled about 9.5 million cars and trucks since October in a quality crisis that has threatened to undermine the Japanese automaker’s reputation for building safe vehicles. Following congressional hearings, the Transportation Department and NASA have been investigating what may have caused unintended acceleration in Toyotas. The government has received about 3,000 complaints about sudden acceleration and estimated the problem could be involved in the deaths of 93 people over the last decade. The Transportation Department said it had not found any new causes of the problems beyond two previously identified in the recalls — floor mat entrapment and sticking accelerator pedals. Toyota said in a statement that the remedies the company has “developed for sticking accelerator pedal and potential accelerator pedal entrapment by an unsecured or incompatible floor mat are effective.” The automaker said it has inspected more than 4,000 vehicles and “in no case have we found electronic throttle controls to be a cause of unintended acceleration.” Investigators with NASA and the National Highway Traffic Safety Administration have reviewed event data recorders, or vehicle black boxes, on 58 vehicles in which sudden acceleration was reported. In 35 of the 58 cases reviewed, the black boxes showed no brakes were applied. In about half of those 35 cases, the accelerator pedal was depressed right before the crash, suggesting drivers of the speeding cars were stepping on the accelerator rather than hitting the brakes. Fourteen cases showed partial braking. One case showed pedal entrapment and another showed that both the brake and the pedal were depressed. Other cases were inconclusive. The black boxes are devices that track a number of details about a vehicle around the time of an accident, including which pedals were applied and how fast the car was traveling. Olivia Alair, a Transportation Department spokeswoman, said the review of the black boxes was “one small part” of the investigation, which is expected to be completed later in the fall. Alair said they were still at an “early period in the investigation” and experts with NASA and NHTSA were “conducting research at labs across the United States to determine whether there are potential electronic or software defects in Toyotas that can cause unintended acceleration.” Transportation Secretary Ray LaHood and NHTSA Administrator David Strickland briefed members of the House Energy and Commerce Committee on the findings of the government review. LaHood and Strickland declined comment following the meeting. Rep. Bart Stupak, D-Mich., who has led a House investigation into the Toyota recalls, said following the briefing that the findings did not settle the issue of whether electronics could be a culprit. “We’ve got a long ways to go. We are not ready to make a conclusion one way or another,” Stupak told reporters. Toyota has said its own investigation had found a number of explanations for the sudden acceleration, including pedal entrapment by floor mats, sticking gas pedals and the misapplication of the pedals. The company has said it had not found any cases in which the electronic throttle control was the cause. Steve St. Angelo, Toyota’s chief quality officer for North America, said in a live chat on the microblogging site Twitter earlier Tuesday that the automaker had identified two causes — floor mat entrapment and sticking pedals. “We are confident that it’s not the electronics,” St. Angelo said in a tweet. Toyota paid a record $16.4 million fine for its slow response to an accelerator pedal recall and is facing hundreds of state and federal lawsuits. The automaker has sought to address the problems by fixing millions of gas pedals in recalled vehicles. Congress is considering upgrading auto safety laws in the aftermath of the Toyota recalls. In addition, the National Academy of Sciences is conducting a more sweeping review of unintended acceleration in cars and trucks across the auto industry. The panel is expected to report its findings in fall 2011. AP Business Writer Stephen Manning contributed to this report.

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Wendell Potter: Health Insurers Leaning on State Insurance Commissioners to "Reform" Reform

July 27, 2010

The nation’s biggest insurers — not happy with provisions of the four-month-old health care reform law that would force many of them to spend more of the money they collect in premiums for their policyholders’ medical care — are pressuring regulators to disregard what members of Congress intended when they wrote the law, so that they can keep raking in huge profits for their Wall Street owners. If they are successful, many policyholders will soon be shelling out even more than they do today to enrich insurance company shareholders and CEOs. Billions of dollars are at stake, which is why the insurers and their symbiotic allies are pulling out all the stops to gut a key part of the law that would require them to spend at least 80 cents of every premium dollar they take in for medical care. Wall Street financial analysts are pretty confident the insurers will ultimately have their way with the commissioners and, in so doing, stiff consumers. They have good reason to feel confident: As the Center for Public Integrity reported this week, (and the increasingly irresponsible mainstream media ignored), five of the nation’s biggest for-profit insurers — Aetna, CIGNA, Humana, United and WellPoint — are considering using $20 million of their policyholders’ premiums to set up a new group to influence how government agencies regulate them, as well as to help replace Democrats who voted for reform with more industry-friendly candidates. Insurers’ Real Goal: Bigger Profits, Higher Stock Prices The reform law requires that numerous new rules be written to regulate the way health insurers do business, a responsibility that Congress passed on to various federal agencies and the National Association of Insurance Commissioners (NAIC). Among other things, the law mandates that beginning next year, health insurers must spend at least 80% of what they collect in premiums from small businesses — and also from individuals who can’t get coverage through their employers — on medical care. The minimum for health policies sold to large businesses is 85%. Insurers that don’t comply with the law will have to refund to policyholders and their dependents the difference between the minimums and their actual spending on health care. As the Center for Public Integrity noted in its report, insurers are especially upset about that provision of the law because it likely will have an adverse affect on their profits if Congressional intent is carried out: The high financial stakes mean insurers have been pushing hard with state regulators to allow for broader definitions of what constitutes patient welfare expenditures. This issue is ‘probably the most important one right now,’ explains a source. The stakes are indeed high. One Wall Street analyst recently calculated that if the new law had been in effect in 2009, the largest for-profit health insurance companies would have been required to refund almost $2 billion to their customers for that year alone. But analyst Carl McDonald of Oppenheimer and Co. didn’t appear to be too worried that insurers will ever have to issue many refund checks to their policyholders. He even predicted that the stock prices of for-profit insurers — which now dominate the industry — will shoot up as soon as the NAIC bends to their demands. “Managed care stocks are valued as if the law will be implemented as written,” McDonald wrote in a May 21 report for investors. When “reform gets reformed,” he added, managed care stocks should get a big boost. You read that right: “When reform gets reformed.” It’s just a matter of “when,” in McDonald’s opinion, not “if.” Insurers consider the amount of money they pay in claims to doctors, hospitals and pharmacies to be a loss, which is why they refer to the percentage of premium dollars they spend on care, compared to what they collect in premiums, as the “medical loss ratio,” or MLR for short. As recently as 1993, the average MLR was 95%. Fifteen years later, after the insurance industry had come to be dominated by a cartel of large for-profit insurers, the average MLR had dropped to around 80%, largely due to pressure from Wall Street investors and analysts. At many insurers, the MLR frequently dips into the 70s or lower — often much lower. Wall Street loves it when that happens. Prior to enactment of health care reform last March, about the only people who knew anything about the MLR, much less paid any attention to it, were insurance company executives, shareholders and analysts. The MLR is of particular interest to them because the less money an insurer pays out in claims, the more is available for profits and to pay executives and to cover insurers’ overhead. That overhead includes premium dollars spent on efforts to attract healthy policyholders and to exclude or dump sick ones. Insurance Company Lobbyists Launch Into Overdrive Members of Congress wanted to be sure insurers spent considerably more on medical care than on outrageous CEO compensation and overhead. But under the category of “no good deed goes unpunished,” they included language in the reform law that will allow insurers to reclassify some of their overhead expenses as medical expenses, so long as the money is used to “improve quality.” The problem is that the new law doesn’t explain what that means. Congress gave the NAIC the responsibility of deciding which expenses will qualify for reclassification. That’s why the insurers have been conducting a PR and lobbying campaign to influence the commissioners that is every bit as intense, sophisticated, multipronged and deceptive as the one it conducted to influence members of Congress. Unlimited Funds Being Spent to Weaken Health Care Reform To be able to meet the minimum MLRs without breaking a sweat, insurers, as you might expect, are trying to persuade the commissioners to let them reclassify just about all of their administrative costs as medical expenses. And they are not just lobbying the commissioners. They are also trying to get friendly governors and members of Congress to lean on the commissioners. One large insurer, using a tactic the industry often uses, provided one friendly freshman Democratic senator with a set of talking points that they encouraged him to use in drafting a letter to the NAIC leadership supporting the industry’s wish list. The insurer also asked him to persuade several of his colleagues to co-sign the letter. As Senator Jay Rockefeller (D.-West Virginia), chair of the Senate Commerce, Science and Transportation Committee, wrote in a letter of his own last week to his state’s insurance commissioner, Jane L. Cline, the current NAIC president: It is clear that health insurance companies are sparing no expense to weaken the new law and the protections it promises to America’s consumers… Health insurance companies and their allies have been furiously lobbying the NAIC to write the medical loss ratio definitions in a way that will allow them to continue doing business as they did before the passage of health care reform. The resources health insurance companies are throwing into their effort to weaken the medical loss ratio law appears almost limitless. Rockefeller is right. The resources they are spending are, for all practical purposes, limitless: the pot of money they use for such things is replenished every month when policyholders send in their premiums. As Rockefeller pointed out, the administrative expenses insurers are claiming really and truly are quality improvement expenses include money they spend to: — Process and pay claims; — Create and maintain their provider networks; — Update their information technology systems to code medical conditions and process claims payments; — Protect them against fraud and other threats to the integrity of their payments systems; and — Conduct “utilization review” of paid claims to detect payments the insurers deem inappropriate and retroactively deny them. At least one insurer has been so confident that the NAIC would do whatever the industry demanded that it began reclassifying expenses before the ink from President Obama’s signature was even dry. WellPoint told analysts and investors in the spring–before the commissioners had even held their first meeting on the subject — that it already had begun reclassifying $500 million worth of administrative expenses, an action that had the effect of immediately and automatically increasing its MLR by nearly two percentage points. Falling Back on Fear-Mongering As it did during the debate on reform, the insurance industry is resorting to fear-mongering to get its way. Insurers and their allies have been trying to scare the commissioners into thinking that insurers will stop devoting resources to some worthwhile activities like disease management programs and health plan accreditation if they can’t reclassify them as medical expenses. One of the industry’s symbiotic allies, the National Committee for Quality Assurance, which accredits health plans, has joined the insurers in making multiple pleas to the commissioners to permit the reclassification of accreditation expenses. Of course they have: The NCQA charges insurers a boatload of money (money that comes from policyholders, of course) to accredit their health plans. In 2008, the NCQA’s revenues topped $30 million. More than $700,000 of that went to pay the organization’s president, Margaret O’Kane, that year. (If you ever wondered why the U.S. has the most expensive health care system in the world, just listen in to one of the NAIC’s MLR conference calls. Every special interest that owes its existence to our uniquely American profit-oriented system joins the calls every week trying to persuade the commissioners to write the regulations in such a way that its revenue stream and profit margins will not be negatively impacted.) The reality is that the fear-mongering is, as usual, not based on any factual evidence. Insurers will not stop developing and offering disease management programs if their costs are not reclassified. That’s because good disease management programs that actually do benefit individual health plan enrollees with chronic conditions such as asthma, diabetes and heart disease also typically reduce insurers’ expenses. As a former insurance company insider, I know that insurers will not offer a disease management program in the first place unless executives have been persuaded that it will either generate additional revenue or reduce costs — or do both. The NAIC undoubtedly will allow insurers to reclassify expenses associated with disease management programs that have been proven to actually improve the health of enrollees. Most of the 28 consumer representatives to the NAIC, of whom I am one, believe that that would be an appropriate reclassification. In the spirit of compromise, we also are not pushing back against the reclassification of some information technology expenses and part of insurers’ spending on so-called “nurse hotlines” as long as insurers can prove that the money spent in those areas improves the health of their individual health plan enrollees. Insurers Hoodwinking Vendors We consumer representatives strongly oppose the reclassification of most of the other expenses insurers’ are lobbying for, including expenses related to accreditation, because they are by their very nature administrative in nature. This is not to say that accreditation, for example, is not a worthwhile expense. It is or employers wouldn’t demand that insurers obtain accreditation as a condition of doing business with them. That will continue regardless of how accreditation expenses are classified. The NCQA and other industry allies, including vendors that develop and implement disease management programs for them (yes, insurers outsource much of that work) should realize that they are being hoodwinked by insurers in this fight. The truth is that, despite what insurers are saying, it is more likely that expenses related to disease management programs and accreditation and other worthy administrative activities will be reduced or eliminated in the future if they are reclassified. Here’s why and here’s what will happen: Reclassification of these expenses will temporarily boost insurers’ MLRs by a few percentage points, as shareholders know and expect. But over the course of time, shareholders will demand that insurers reduce their MLRs to just barely meet the new law’s minimums. I know this will happen because I spent 10 years handling financial communications for one of the country’s largest insurers. There was relentless pressure on company executives to find ways to reduce the MLR (read: spending on medical care). If they failed to do so, many shareholders would head for the exits. I once saw the stock price of a large competitor lose 20% of its value in a single day when the company reported as part of its quarterly earnings that its MLR had gone up a little more than 1% compared to a previous quarter. Big Insurers Spend Policyholder Money on Big Lobbying It is worth noting, by the way, that the insurers that have been the most vocal on this issue are the five biggest for-profit insurers, the same ones that reportedly are about to divert $20 million of policyholders’ money to pay for a massive new PR, lobbying and political action campaign. With the exception of a few Blue Cross plans not yet owned by WellPoint, the nonprofits have been largely silent. That’s because they don’t have to answer directly to Wall Street. At least not yet. What this means is that the pressure from investors on for-profit insurers to reduce their medical spending after the new MLR regulations go into effect next January 1 will be just as intense as it is today, if not more so. Insurance commissioners and the industry’s unwitting allies need to understand that any administrative expenses that are reclassified as medical costs will be an easy target for cutting by insurance company bean counters in the future. And the more overhead that is reclassified as medical spending, the more capacity is freed up on the administrative expense side of the MLR equation for executive compensation and profits. Both will soar if insurers have their way with the commissioners. So far, the commissioners who have been spending the most time on the MLR issues have rejected many of the items on the insurers’ wish list, but insurers know that every commissioner, including those who haven’t spent a minute on the MLR conference calls, will have a vote before the NAIC’s recommendations go to the U.S. Department of Health and Human Services later this summer for final adoption. So please contact your state insurance commissioner and tell him or her to give top priority to the interests of consumers, not insurers and their allies. This is too important not to get involved. Commissioners will be doing a great disservice to their constituents if they fall for insurers’ disingenuous arguments. If they do, the real winners in this fight will be insurance company executives and their Wall Street masters. If they win this, that cartel of profit-driven corporations will be more firmly in control of our health care system than ever before.

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Kevin L. Kearns: FedEx’s Campaign of Distortion

July 25, 2010

We are about to find out yet again whether we are a nation of laws or men. The U.S. Senate will be voting perhaps as early as Tuesday on the FAA Reauthorization Act, including whether House-passed Section 806 will remain part of the bill. FedEx and its CEO Fred Smith have railed against Section 806 for several years now, claiming that it will lead to unionization of their Express division and endless labor strife, affecting the entire U.S. economy. These claims are all self-interested bluster, of course. Section 806 is really about equal application of the laws of our country to all similarly situated businesses — which should rise or fall in the marketplace based on their competitive abilities, not favoritism by the Congress. But perhaps we are after all a nation of CEOs: the current recession has exposed the out-of-bounds thinking and actions of many CEOs of large banks and corporations, which is too often aimed at manipulating the legal and political processes for personal and corporate gain. In this case, FedEx and Smith have carried on a shameless campaign of lies and intimidation seeking to exclude Section 806. They have falsely labeled their main rival in the package delivery industry, UPS, as seeking a “brown bailout” for supporting Section 806, thus turning the English language on its head. In fact, it is FedEx Express that has been “bailed out” for the last 15 years by special interest language passed in 1996. FedEx Express truck drivers are the only drivers in the nation’s package delivery industry covered under the Railway Labor Act, instead of being properly governed by the National Labor Relations Act. Section 806 puts an end to this misclassification and places all delivery drivers under the same law, the NLRA. FedEx Express drivers are in the same industry, do the same work, and should be covered by the same law as all other package delivery drivers in the country. In spite of FedEx’s claims that it will be easier for the Teamsters to unionize its drivers if they are placed under the NLRA, the issue here is not about unionization or how easy or difficult that might be, or what the results might be. The question again is whether success in business should come through market-driven competition or whether success should be the result of political influence and legislative favor. Since FedEx is consistently rated one of the very best companies for which to work, there is little likelihood that an organizing drive by the Teamsters will be successful. FedEx employees are overwhelmingly satisfied with their current non-union status. This situation is shown by two important facts: (1) over 120,000 FedEx employees are currently covered by the NLRA and not one is unionized; and (2) the comments of many FedEx employees on Section 806 appear on various web sites covering the issue and only a tiny minority appears to favor unionization. Ironically, the only FedEx employees who are unionized are its pilots, who are covered by the RLA. Thus even if some Senators dislike labor unions, their fears of the potential unionization of FedEx if Section 806 is passed are unfounded. In any case, liking or disliking organized labor is not an appropriate ground to void the basic constitutional principle of equal treatment under law. How does misclassification of its drivers under the RLA give FedEx an unfair competitive advantage? Simple. FedEx uses that status to woo customers on the grounds that it is “strike-proof.” Presumably this strategy/business practice is very profitable because FedEx is spending vast sums of money to defend its current special interest status. Its deceptive “Brown Bailout” campaign ads now blanket the Internet, exploiting that medium’s lack of Truth-in-Advertising standards to disseminate patently false content. Meanwhile, editorial pieces by Smith, other FedEx officials, and friendly journalists and business owners offer misleading and sometimes hysterical reasoning for the special treatment of FedEx Express drivers. Among them: FedEx makes a big deal out of the fact that it was founded as an airline, and UPS as a trucking company. The correct response is, “So what?” Both companies have evolved considerably during their respective existences, and both use a combination of airplanes, trucks, and other vehicles, including boats, to carry out their businesses. What should matter is their entire business structure today, not 40 or 100 years ago. Incidentally, UPS was founded in 1907 as a foot messenger service. Should its drivers therefore be held only to pedestrian traffic regulations and be free to ignore both the RLA and the NRLA, which came a generation later? FedEx Express claims that it carries 85 percent of its packages by air and that UPS carries 85 percent by truck. Again, so what? The classification of FedEx Express delivery drivers is the issue. They have nothing to do with air operations, that is flying, maintaining, or servicing aircraft – jobs that Congress covered when it amended the RLA. FedEx Express drivers pick up and deliver packages in trucks. All FedEx Express packages move by truck. It’s that simple. FedEx claims that Federal courts, specifically the 9th Circuit, have found that FedEx trucks are an integral part of the company. Yet the specific case cited is irrelevant to the labor law classification issue. It is not on point as it examined whether a California state agency had the power to regulate FedEx trucks. (There are also two strong and persuasive dissents FedEx fails to mention.) FedEx also claims that putative NLRA-produced unionization could allow a strike at a single distribution hub to paralyze FedEx Express’s delivery service and much of the U.S. economy. But this oft-repeated claim doesn’t even pass the laugh test. After all, disruptions hit the delivery industry every day – in the form of bad weather and malfunctioning equipment. Yet the industry has learned to be nimble and adjust to disruptions. Isolated labor unrest, if any, would be overcome with equal skill. FedEx CEO Smith says that even the slightly increased odds of unionization under the NLRA will cause him to cancel aircraft orders and gut the FedEx Express business. And, of course, valuable American jobs would be lost in the process. But FedEx Express is the core business and main revenue source of FDX Corporation. Why on earth would Smith even propose this crackpot idea? And why would his Board of Directors and shareholders go along with it? The Senate is duty-bound to see that American law is applied fairly and uniformly. It should eliminate the 1996 special interest provision handing FedEx a carve-out, stop holding up an FAA Reauthorization bill containing many important air travel safety provisions – some the result of the Colgan Air disaster, and get the measure to the President’s desk before the August recess. Neither transportation safety nor fundamental American legal principles should be held hostage to the campaign of distortion being carried on by Fred Smith and FedEx. The Senate should defeat any filibuster effort and pass Section 806 into law. Kevin L. Kearns is president of the U.S. Business and Industry Council, and serves as the director of the Same3 Coalition, a group formed in 2009 to support federal legislative efforts to create fair competition in the trucking industry.

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Northwest Airlines Failed To Follow FAA Safety Orders, Government Watchdog Confirms

July 22, 2010

WASHINGTON — A government watchdog has verified complaints by a federal inspector that Northwest Airlines wasn’t following Federal Aviation Administration safety orders and wasn’t being held accountable by the agency. The report by the Transportation Department’s Office of Inspector General also says the status of the airline’s compliance with more than 1,000 safety order remains unknown. The report was completed in December and released Wednesday by the federal Office of Special Counsel, which handles whistle-blower complaints. Northwest merged with Delta Airlines last year and now flies as Delta. The report says the problem with complying with safety orders continued at least through the budget year ending Sept. 30, 2009.

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Daniel Isenberg: Entrepreneurship in Haiti

July 18, 2010

It is difficult for someone speaking from the comforts of Babson College where the lights and heat and air conditioning function perfectly, we have good food, water and shelter, we have convenient transportation and telecommunication, access to doctors and medicine, it is difficult for us to grasp the depths of tragedy that has befallen the country and people of Haiti. Our hearts go out to Haiti. I listened to President Preval the other night on NPR announcing that the reconstruction of Haiti is starting. The emergency is not over — there are still tens of millions of cubic feet of rubble to remove — but the rebuild is starting to take place. I cannot pretend to be an expert in how to rebuild a devastated nation and people from scratch; I only know about how to build companies from scratch. I am sure Haitians have heard from many well-intentioned people that there is opportunity in crisis, and I am sure in your hearts you felt, “that is an opportunity I would rather do without.” So I do not want to gloss over the unmitigated pain. Nevertheless, as you rebuild your transportation, communications, health, and institutional infrastructures, a long process, I would like you to consider that Haiti will benefit tremendously from understanding that there is an infrastructure for entrepreneurship as well. Try not to forget that. Try to treat the entrepreneurship infrastructure as as important as all the basic ones. What is the entrepreneurship infrastructure? In addition to what we normally refer to as infrastructure, it means building an ecosystem that is conducive to entrepreneurship. It means turning entrepreneurs and their ventures into national heroes. In 2009 a Haitian venture, Alternative Insurance Company, won an international competition, Pioneers of Prosperity. It means encouraging the development of an entrepreneurial culture, tolerant of risk and cognizant that honorable failure is the price of ambition. Perhaps Haiti already has this, I do not know. Usually media have a bias against the entrepreneur because they see entrepreneurship as the realm of the privileged, and not the great equal opportunity employer that it can be. It means creating entrepreneurship education on all levels, especially in high schools and colleges. Financial literacy and empowerment should be a national priority. It means developing the kinds of capital sources that help grow small businesses. Microfinance, although it has its place, is not the solution: it puts food on the table, but to build thousands of small, 5-10 person businesses, you need to build special capital institutions and intermediaries. Forget about venture capitalists. That is a completely different game. Forget about conventional banks. Good models for investing $5,000-50,000 have not been written about, but they exist and can be designed and delivered. This cannot be philanthropy–encourage entrepreneurs to turn it into a business. Give them incentives to do so. It means recruiting the Haitian Diaspora, which should also be a regular part of this infrastructure. Use the millions of Diaspora in the US, DR, France, Canada, and Venezuela. Many of them are successful business people, have capital, expertise, contacts, not to mention many have a warm spot in their hearts for their homeland. Turn the brain drain into an asset to help pull more products and services out of Haiti, not people. It means getting the entrepreneurship stakeholders to work together, to coordinate their activities. Usually entrepreneurship is developed piecemeal. But it should be holistic and systematic. It should encourage, engage, empower and enlist. This is not an imaginary task: some countries, some as geographically small as Haiti, some islands literally or figuratively, have reconstructed themselves as entrepreneurial societies following tragedies of one sort or another: I am referring to Rwanda and Israel in particular, and to some extent Slovenia, which came out from under Soviet rule in the early 1990s. Taiwan came out of poverty to become a powerhouse. Ireland too. Tear a page out of Taiwan’s history book and its use of the Diaspora Taiwanese to completely rebuild Taiwan’s economy. Unleashing the natural entrepreneurship potential that I believe resides among the Haitian population can be one of Haiti’s most important resources. In some ways you are more fortunate than others in this regard: the historical legacy of economic self-sufficiency and self-employment of a large portion of the Haitian population is a hidden asset. Lurking in the ranks of the informal sector are dozens or hundreds or thousands of potential entrepreneurs. The entrepreneurship infrastructure will help them strive for more.

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David Isenberg: The GAO Transcripts, Part 14: When PSCs and Soldiers Throwdown

July 16, 2010

This is the fourteenth installment of the Government Accountability Office interview transcripts that were prepared pursuant to the July 2005 GAO report ” Rebuilding Iraq: Actions Needed To Improve Use of Private Security Providers .” This interview was with someone from the U.S. Army’s 1st Armored Division , which is one of the oldest and most prestigious armored divisions in the United States Army. In the build-up in the months prior the March 2003 invasion of Iraq, two battalions of the 1st Armored Division’s 3d Brigade were deployed in support of Operation Iraqi Freedom. The 2-70 Armor and 1-41 Infantry battalion task forces augmented the 82nd Airborne Division, the 3d Infantry Division, and the 101st Airborne Division throughout the campaign to oust Iraqi dictator Saddam Hussein. In April 2003, the remainder of the division deployed to Iraq and assumed responsibility for Baghdad, under command of Brigadier General Martin E. Dempsey, and the surrounding areas, relieving the 3d Infantry Division. The division was scheduled to return to Germany in April 2004, but was extended three months in order to defeat a Shia militia led by Moqtada Al Sadr. Although the 1st AD official interviewed found few serious private security contractors there were tensions between PSCs and soldiers. There were several incidents between 1 AD [Armored Division] personnel and PSCs when PSCs escorted dignitaries on 1 AD bases. PSCs acted as though they had the right to do whatever they wanted and thought they were exempt from 1 AD rules. Sometimes there were confrontation between 1 AD soldiers and PSCs that came to fist fights and drawing weapons. And, although it is hardly novel to say this, back in 2004 it was not just Iraqi civilians complaining that contractors seeming operated under no rules. It was unclear as to what laws covered contractors. There was no martial law in Iraq before the transition. ___________ had numerous conversations on the applicability of the law of occupation, which she did not believe was developed for the modern battlefield. The law of occupation mostly deals with obligations to the civilian population, not contractors. In many ways they were in unchartered territory in Iraq. Existing laws went back to the 1940s and 1950s. There was even some debate about whether the laws applied. Standard disclaimer: I have put in ( _____ ) to reflect those words of phrases which have been blacked out in the transcript. I have also put in the underlining as it appeared in the original transcript. As in the transcript, I have left out letters from various words, even when it seems obvious what the word is. Prepared by: Steve Sternlieb Index: Type bundle Index here Date Prepared: March 18, 2005 DOD Number: 1281431 Reviewed by: Type reviewer name here DOD Library. H02 Job Code: 350544 _____________ Record of Interview Title _____________ Interaction with Private Security Contractors (PSC) in Iraq Purpose To discuss _____________ Division Interaction with Private Security Contractors in Iraq Contact Method Interview Contact Place _____________ Contact Date December 9, 2004 Participants _____________ Steve Sternlieb, Assistant Director, GAO Comments/Remarks: _____________vided the following information. _____________ _____________ _____________ _____________ _____________ _____________ She said that there were few offenses involving PSCs and contractors overall. She could recall no incident reaching her involving PSCs in Iraq that would rise to the serious level (murder, aggravated assault, rape). There were smaller incidents involving allegations of theft by PSC employees and allegations involving weapons permits involving either a PSC employee or an interpreter (she could not recall which). The result in those instances was that the employee was dismissed. She did say that the more contractors there are, the more there are claims. There were several incidents between 1 AD [Armored Division] personnel and PSCs when PSCs escorted dignitaries on 1 AD bases. PSCs acted as though they had the right to do whatever they wanted and thought they were exempt from 1 AD rules. Sometimes there were confrontation between 1 AD soldiers and PSCs that came to fist fights and drawing weapons. The issue for the SJA was whether soldiers used excessive force. _____________ did not think the problem was fully resolved as of April 2004 when the division moved to a new location and was not as close to the Coalition Provisional Authority and so had fewer such issues The problem did not go away but it get better (Auditor’s note _____________ _____________ _____________ _____________ _____________ _____________ __________________________ _____________ _____________ AD elevated confrontations, which was easier for 1 AD than other divisions since they were collocated with MNF-I HQ. If PSC’s went over the line they had no means to punish the person (they could punish the soldier if he/she was at fault); would send a complaint or result of investigation to higher HQ. IF an incident involved killing an Iraqi the matter would be outside I AD’S jurisdiction but 1 AD would probably investigate it. Contractor legal issues/visibility She did deal with other types of legal issues. The chain of command on 1ega issues was from _____________ _____________ _____________ _____________ _____________ Arming contractors’ was one of the biggest issues the SJA worked. At some point CENTCOM’s position Page 1 Record of Interview was that arming contractors was that arming contractors was a violation of the rule of war as was having contractors provide security, including for convoys. There was, however, a distinction between contractors accompanying the force and other contractors. For example, although soldiers were stationed at The Baghdad International Airport (BIAP) because it was owned by the Iraqi Ministry of Transportation security contractors could guard the outside perimeter of the airport. CPA order 3 and CPA memo 17 had to be enforced by military JAGs. CENTCOM guidance said that contractors could not be given weapons, She also said ___________ that as of July 2004 CENTCOM had to approve arming contractors. However, arming PSCs was outside the SJA world because it did not involve the military. Auditor’s note: ___________ ___________ ___________ ___________ ___________ had a hard time enforcing any contracts that were not let b 1 AD. It was hard to get a copy of contracts let by others and usually 1 AD could not get the contracts. Therefore local commanders did not know what the rules and entitlements were for those contractors although the division could go back to the source for an interpretation of what was required under the contract. One of the SJA legal lessons learned was that all contracts are difficult at the division level and that lesson was forwarded to the JAG corps. There is a need to take someone trained in contract law and with experience on deployment. There is also a need for boilerplate language for all contracts supporting deployed forces and for language to be provided to the divisions for contracts they write. It was also hard to know who contractors were in theater in part due to the mix of military and civilian contractors. People would come in and out of the battlespace. There was no central processing system for contractors. For example, sometimes people would arrive in Kuwait or RN- an, rent a car, and drive into Iraq. ___________ elieved that there was supposed to be a central processing system for contractors in Kuwait. It was unclear as to what laws covered contractors. There was no martial law in Iraq before the transition. ___________ had numerous conversations on the applicability of the law of occupation, which she did not believe was developed for the modern battlefield. The law of occupation mostly deals with obligations to the civilian population, not contractors. In many ways they were in unchartered territory in Iraq. Existing laws went back to the 1940s and 1950s. There was even some debate about whether the laws applied. Contractors did not provide convoy security for contractors accompanying the force. The distinction was if the contractors were accompanying the force. Lack of Higher HQ Guidance ___________ is not involved in writing an order or info paper on how the division was to interact with PSCs in its sector. She does not recall any rules/instructions being provided the division from CJTF-7 and MNF-I that laid out for the division what its relationship should be with PSCs. If there were no such rules there should be The division did get rules on arming, contractors (again see above re distinction between contractors accompanying the force and PSCs.) Page 2 Record of Interview

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Karie Meltzer: What’s Bigger Than a Texas Ego?

July 14, 2010

The Texas economy, apparently. Today, CNBC named The Lone Star State America’s Top State for Business in 2010. We topped Virginia, who won last year. But, a look at where we stand in other areas leaves me feeling underwhelmed about this victory. The categories CNBC used are: * Cost of Doing Business (450 points) * Workforce (350 points) * Quality of Life (350 points) * Economy (314 points) * Transportation & Infrastructure (300 points) * Technology & Innovation (250 points) * Education (175 points) * Business Friendliness (175 points) * Access to Capital (50 points) * Cost of Living (25 points) Texas has a lot going for it economically, including 64 Fortune 500 companies (more than any other state), and a stronger real estate market than the rest of the country… not that that’s saying much these days. Governor Rick Perry often attributes our success to the state’s low tax, low regulation economy — especially compared to California. Texas is going into the 2011 legislative session with a budget deficit of up to $17 billion . Compared to other states that ain’t too bad, but state agencies are hustling to slash their budgets at Perry’s request, and no one is going to be surprised when health care, education and the environment get buried under border security, energy, etc. Wait, did I just say “state agency” and “hustling” in the same sentence? Even the booming capital city of Austin is in the middle of a shortfall between $18 and $28 million. Still, citizens typically applaud the Texas system of doing business. A poll produced by the Texas Politics Project at UT earlier this year shows that 18 percent of Texans strongly believe that the Texas state government serves as a good model for other states, and 39 percent somewhat agree. In addition, 47 percent of people who feel the Texas economy is improving agree that Texas is a good economic roll model for other states and 32 percent of people who think the Texas economy is declining also think we’re a good roll model. The story of Texas and CNBC rankings isn’t all a cowboy fairy tale. Texas didn’t rank so high when it came to education. In fact, not even in the top five. We ranked 30th. I wonder if it has anything to do with the infamous State Board of Education ? All they seem to do for us lately is bring in a lot of national media and cause uproar and embarrassment. (Though when it comes to Texas politicians and the national press, uproar and embarrassment are two words that readily come to mind. Wasn’t it our governor who said the BP oil spill was an act of God?) Texas has historically led the way when it comes to technology and business, and that’s certainly commendable. But, we aren’t setting any positive records in the arenas of education, the environment or health care. In fact, we’re stuck at the bottom of those barrels, bragging about our economy while we hang out there. Aside from our low CNBC education rating, we’re number 39 in America’s Health Ratings, which is sad for a state with such a strong economy. We’re also the 13th most obese state. Although we’re leading the pack with renewable energy, a Forbes list placed Texas as the 34th greenest state. Come on, this is Texas. Texans are resourceful, compassionate, hard-working and arrogant as hell. We should be dominating in education, health care and the environment. But for now, we’ll continue blowing smoke about our economy.

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Christine Negroni: Pinnacle to Colgan: Your Name is Mud

July 12, 2010

An airline’s pilots are its most public representatives, so when a captain makes headlines as a collector of child pornography of record-breaking size, that’s a public relations problem. What I’m hearing is that when it comes to Colgan Airlines it may be insurmountable.

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