“For decades, federal highway spending was covered completely by federal gas tax revenue. Fuel taxes are not exactly a user fee, but they do at least charge people who drive for the roads they drive on.
An even more market-oriented solution would involve giving private companies a larger role in building and maintaining highways and city streets while shifting the costs of those projects onto motorists, truckers, and other road users through tolls.
Since 2008, however, a gap between gas tax revenue and mounting federal transportation spending has required a $157 billion infusion from the general fund. Even before the 2021 infrastructure bill was passed, the Congressional Budget Office was projecting that the gap would grow.
The infrastructure package did include a few modest reforms. It created a pilot program to study a mileage-based user fee, and it expanded private activity bonds, which help private companies raise capital for infrastructure projects. But the overall trend is toward more freeloading freeways.”
“it’s important to call out the bad U.S. foreign policy moves that helped get us here. And even though no one did this but Putin, the U.S.’s failed approach to Russia for the last 30 years—a bipartisan effort that includes mistakes by Presidents Bill Clinton, George W. Bush, Barack Obama, Donald Trump, and Joe Biden—deserves criticism as well.”
…
“Clinton could have completely revamped NATO now that its purpose—defending member nations against the expansion of the Soviet Union—was no longer applicable. Instead, Clinton, with the Republican Party’s support, oversaw an expansion of NATO. Hungary, the Czech Republic, and Poland all joined. Years later, Putin would cite this enlargement of NATO as one of the West’s “broken promises” that justified his Ukraine policy.”
…
“With the Clinton administration’s backing, NATO also intervened in Yugoslavia in 1999 to ensure an independent Kosovo. That military action never had the backing of the United Nations; it was a violation of international law, just like Putin’s attack on Ukraine.”
…
“At a 2008 NATO summit—one attended by Putin—Bush staunchly supported Ukraine’s eventual admittance to NATO, over the objections of France, the U.K., and Germany.
The Obama administration, of course, inflamed tensions with Russia when the U.S. took sides in the 2014 Ukrainian revolution. And then came Donald Trump. Democrats and their allies in the mainstream media ceaselessly accused Trump of being a Russian stooge, even a pro-Putin plant, installed by Russia as president of the U.S. due to a subtle influence campaign on Facebook. This was of course ridiculous—and as evidence of how ridiculous the claims are, Trump’s actual administration was just as foolishly tough on Russia as his predecessors. In 2017, Vice President Mike Pence even reiterated the 2008 Bucharest declaration.
The Biden administration maintained that same fiction. A clear declaration that the Ukraine would not be joining NATO might have deprived Putin of the intellectual ammo he required to move forward with this invasion. We don’t know for sure. But it was incumbent on the U.S. to try. NATO is a means to an end—a more safe and secure Europe—not an end unto itself. If expansion is creating the very conditions that NATO’s existence is supposed to prevent, it’s not working. Yet every single U.S. president since the end of the Cold War has misunderstood this. And now here we are.”
“it’s not true that Washington is actually “sending the money.” Because of Congress’ longstanding inability to perform one of its most basic functions—pass a budget—significant swathes of transportation spending are stalled at 2020 levels. In November, the infrastructure bill did indeed authorize over a trillion in spending. But before all of that money can actually head out the door, there needs to be an appropriations bill in place”
…
“The U.S. is the sixth-most expensive country in the world to build rapid-rail transit infrastructure like the New York City subway or the Washington, D.C., metro system.
Part of the reason is just plain waste and corruption. The federal infrastructure bill has created massive incentives for rent-seeking while ballooning the municipal lobbying sector. Like contestants on a game show, states and localities are scrambling for dollars, correctly understanding that this might be the only major windfall in this area for a decade or more—again, largely due to Congress’ inability to do its job in a predictable way in concert with a chief executive who can set clear achievable policy priorities.
More than 1,000 municipal entities spent just shy of $50 million on federal lobbyists in the second half of 2021 as the infrastructure bill was finalized and passed, according to data tracked by OpenSecrets. That’s about 7 percent higher than the $46.7 million that municipal entities spent in the same period of 2020, which was hardly a dry spell given the federal pandemic spending that was already underway. That number likely underestimates the real demand, since it doesn’t capture contracts signed right at the end of the year.
In theory, no lobbyist is needed to tap into the new infrastructure money. At the end of January, Mitch Landrieu, a former mayor of New Orleans who is overseeing infrastructure spending for the Biden administration, proudly announced the existence of a 465-page guidebook that explains the different pots of money available to communities, along with a data file that is—get this—searchable!
Despite all this, there’s no reason to think the U.S. is notably worse on these measures than other developed nations. Likewise, while some of the cost is inputs, such as material and labor, they don’t explain the disparity fully. A recent study of the interstate highway system from George Washington University professor Leah Brooks and Yale University professor Zachary Liscow suggests that the X-factor is “citizen voice,” which can take the form of legitimate opposition to eminent domain, or which might be less charitably described as “not in my backyard” obstructionism and environmental regulatory foot dragging.”
“dictators are often victims of the information bubbles they create around themselves. The sorts of errors that are easily avoidable in democratic systems (thanks to various checks) become commonplace in autocracies, and that leads to profound missteps by leaders.”
…
“It’s a mistake that dictators make where they become the victim of their own lies. To be more specific, it’s what happens when authoritarian leaders make catastrophic short-term errors because they start to believe in the fake realities they’ve constructed around themselves.”
…
“it’s the story of 22 years of consolidating authority in a place where crossing the dictator is potentially a death sentence. Putin has been in charge for a very long time, and he’s grown increasingly impatient with people who cross him. The effect of getting increasingly isolated and increasingly repressive is that you get increasingly bad information. If independent media is shut down and you can’t freely discuss things, if people are afraid of telling pollsters what they actually think, if propaganda is so rooted in the regime’s survival that it becomes really what you believe to be true, you’re going to make massive mistakes.
I think what happened with Putin is basically the combination of being surrounded by yes-men and being surrounded by propaganda. When you have both of those things, and you’re trying to invade a country that people around you probably think will go badly but they’re afraid to say so, it’s understandable that eventually you start to think, “Maybe it’ll go really well,” because that’s all you’re hearing.”
“The Jones Act, more formally known as the Merchant Marine Act of 1920, places extremely strict, deliberately protectionist rules in place that can help explain why shipping prices are high.
The Jones Act requires that goods traveling between U.S. ports be carried by ships constructed in the U.S. and owned and operated by U.S. companies and workers. The ostensible purpose of this old law was to give U.S. maritime companies a domestic advantage over foreign competitors. In reality, the law has backfired magnificently. The domestic shipbuilding industry has collapsed because it’s just cheaper to build ships in other countries, giving a handful of companies complete market dominance. This means that most new ships are not compliant with the Jones Act, and attempting to break into the domestic market is oppressively expensive. Only 2 percent of the United States’ own domestic freight is transported by sea due to this law.
It also means it’s incredibly costly to import goods to isolated parts of the U.S. like Hawaii, Alaska, and territories like Puerto Rico. Ships compliant with the Jones Act cost three times more to build and up to five times more to operate than foreign counterparts. These calculations, Cato Institute Policy Analyst Colin Grabow notes, originate from our own federal government’s analyses.
The Jones Act has essentially created the exact same noncompetitive domestic environment that the Biden administration is blaming on foreign companies. In response to the administration’s complaints, Grabow observes that just two domestic carriers are responsible for almost all Jones Act–compliant ocean shipping to Hawaii, Alaska, Puerto Rico, and Guam. And consumers there have to pay through the nose for goods.”
“Buy American provisions ensure we won’t get nearly as much infrastructure for the money as we otherwise could.
That’s because domestically manufactured materials and products often cost more than foreign alternatives. Otherwise, you wouldn’t have to require that project sponsors use them.
Buying American steel for infrastructure projects costs around twice as much as importing it from China, according to a 2019 Congressional Research Report. That requirement cost American roadbuilders an additional $2 billion from 2009 to 2011, back when then-Vice President Biden was overseeing the spending of stimulus dollars on infrastructure projects.
Procuring American-made buses means that we pay twice as much as Japan and Korea do for their rolling stock. Our train cars cost as much 34 percent more because we insist on buying domestically.
Because these requirements can be so onerous, federal departments often grant exemptions to Buy American rules when they make projects economically infeasible. Biden is making sure fewer projects get those cost-saving exemptions.”
https://www.yahoo.com/sports/not-faint-hearted-taliban-embrace-170752486.html
“The electric drones have a 7.5-foot wingspan and can fly for hours at 1,300ft and need only the coordinates of their target so they can carry out their mission automatically, Bulatsev said.
A smaller reconnaissance drone called Spectre flies alongside to identify targets before the Punisher strikes.
After the fighting started in eastern Ukraine in 2014, a group of veterans launched the drone-making company, UA-Dynamics, according to an Haaretz report, last month.
“Three-quarters of the company’s employees are veterans with experience in special operations deep in enemy territory,” Maxim Subbotin, a marketing expert and an unofficial spokesman for UA-Dynamics, told the newspaper.
Bulatsev said that the main targets were stationary, including fuel and ammunition storage, electronic and counter-electronic warfare stations, and anti-air systems.
Different units in the Ukrainian military are using the drones, but the number of how many and the locations where the Punisher drones are being deployed is classified, Bulatsev said.
Bulatsev previously told The Sun that stealthy Punisher drones had been “causing havoc behind pro-Russian lines on Donbas for years because the enemy has no idea what has hit them.”
He told the outlet that the drone is relatively small and light and is undetectable to radars.
“What’s more, it can drop three bombs at a time or hit three separate targets then return to base to be reloaded and sent back into battle within minutes,” Bulatsev told The Sun.”
“If concentration in the marketplace was somehow to blame for rising prices, then it would make sense to attack that problem by expanding competition. Give consumers more choices and they will naturally flock to lower-priced alternatives, putting pressure on other sellers to keep prices down.
The problem, for Biden, is that so much of his economic agenda is pointed in exactly the opposite direction. In one breath, he complains about the lack of consumer choice driving up prices. With the next, he proposes to further restrict consumer choice.
“We will buy American to make sure everything from the deck of an aircraft carrier to the steel on highway guardrails are made in America,” Biden said, before promising that his administration would make some of the “biggest investments in manufacturing in American history” to bring about “the revitalization of American manufacturing.””
…
“”Shifting demand to American producers with ‘Buy America’ polices [sic] that stop firms and consumers from buying at the lowest cost, no matter how politically attractive, are inflationary. This is something all economists should agree on,” Summers tweeted. “Blaming inflation on corporate greed or holding out the prospect that capacity can be expanded rapidly is at best diversionary.””
…
“Tariffs are also contributing to inflation by artificially raising the prices of imported goods, including products like raw steel, aluminum, and lumber that are necessary inputs for American manufacturers and home builders.”
…
“The two researchers found that costs imposed by trade barriers were passing along nearly in full to consumers. For every 1 percentage point increase in the cost of imported construction materials caused by tariffs, for example, they found domestic price increases of 0.9 percent after six months.”