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Thumb-Print-for-Ammo Bill Signed Into Law

CALIFORNIA: Thumb-Print-for-Ammo Bill Signed Into Law

News 10
October 13, 2009

Before the midnight deadline, Gov. Schwarzenegger acted on 685 bills that were on his desk. He signed 456 and vetoed 229.

One of the bills that he signed was Assembly Bill 962. It requires handgun ammunition to be kept behind the counter where customers cannot access it without assistance. It also requires gun shop owners to thumbprint people who buy handgun ammunition, as well as record their identification and provide that information to police.

Schwarzenegger released a statement explaining why he signed the bill.

“To the Members of the California State Assembly: I am signing Assembly Bill 962.

This measure would require vendors of handgun ammunition to keep a log of information on handgun ammunition sales, store ammunition in a safe and secure manner, and require the face to-
face transfer of ammunition sales.

Although I have previously vetoed legislation similar to this measure, local governments have demonstrated that requiring ammunition vendors to keep records on ammunition sales improves public safety. These records have allowed law enforcement to arrest and prosecute persons who have no business possessing firearms and ammunition: gang members, violent parolees, second and third strikers, and even people previously serving time in state prison for murder.

Utilized properly, this type of information is invaluable for keeping communities safe and preventing dangerous felons from committing crimes with firearms.

Moreover, this type of record keeping is no more intrusive for law abiding citizens than similar laws governing pawnshops or the sale of cold medicine. Unfortunately, even the most successful
local program is flawed; without a statewide law, felons can easily skirt the record keeping requirements of one city by visiting another. Assembly Bill 962 will fix this problem by
mandating that all ammunition vendors in the state keep records on ammunition sales.

As Governor, I have sought the appropriate balance between public safety and the right to keep and bear arms. I have signed important public safety measures to regulate the sale and transfer of .50 caliber rifles, instituted the California Firearms License Check program, and promoted the use of microstamping technology in handguns. I have also vetoed many pieces of legislation that sought to place unreasonable restrictions and burdens on firearms dealers and ammunition vendors.

Assembly Bill 962 reasonably regulates access to ammunition and improves public safety without placing undue burdens on consumers. For these reasons, I am pleased to sign this bill.”

Click here for a full list of what bills the Governor signed and vetoed.

 



Cities Debate Privatizing Public Infrastructure

Cities Debate Privatizing Public Infrastructure

NY Times
August 29, 2008

Cleaning up road kill and maintaining runways may not sound like cutting-edge investments. But banks and funds with big money seem to think so.

Reeling from more exotic investments that imploded during the credit crisis, Kohlberg Kravis Roberts, the Carlyle Group, Goldman Sachs, Morgan Stanley and Credit Suisse are among the investors who have amassed an estimated $250 billion war chest — much of it raised in the last two years — to finance a tidal wave of infrastructure projects in the United States and overseas.

Their strategy is gaining steam in the United States as federal, state and local governments previously wary of private funds struggle under mounting deficits that have curbed their ability to improve crumbling roads, bridges and even airports with taxpayer money.

With politicians like Gov. Arnold Schwarzenegger of California warning of a national infrastructure crisis, public resistance to private financing may start to ease.

“Budget gaps are starting to increase the viability of public-private partnerships,” said Norman Y. Mineta, a former secretary of transportation who was recently hired by Credit Suisse as a senior adviser to such deals.

This fall, Midway Airport of Chicago could become the first to pass into the hands of private investors. Just outside the nation’s capital, a $1.9 billion public-private partnership will finance new high-occupancy toll lanes around Washington. This week, Florida gave the green light to six groups that included JPMorgan, Lehman Brothers and the Carlyle Group to bid for a 50- to 75 -year lease on Alligator Alley, a toll road known for sightings of sleeping alligators that stretches 78 miles down I-75 in South Florida.

Until recently, the use of private funds to build and manage large-scale American infrastructure assets was slow to take root. States and towns could raise taxes and user fees or turn to the municipal bond market.

Americans have also been wary of foreign investors, who were among the first to this market, taking over their prized roads and bridges. When Macquarie of Australia and Cintra of Spain, two foreign funds with large portfolios of international investments, snapped up leases to the Chicago Skyway and the Indiana Toll Road, “people said ‘hold it, we don’t want our infrastructure owned by foreigners,’ ” Mr. Mineta said.

And then there is the odd romance between Americans and their roads: they do not want anyone other than the government owning them. The specter of investors reaping huge fees by financing assets like the Pennsylvania Turnpike also touches a raw nerve among taxpayers, who already feel they are paying top dollar for the government to maintain roads and bridges.

And with good reason: Private investors recoup their money by maximizing revenue — either making the infrastructure better to allow for more cars, for example, or by raising tolls. (Concession agreements dictate everything from toll increases to the amount of time dead animals can remain on the road before being cleared.)

Politicians have often supported the civic outcry: in the spring of 2007, James L. Oberstar of Minnesota, chairman of the House Committees on Transportation and Infrastructure, warned that his panel would “work to undo” any public-private partnership deals that failed to protect the public interest.

And labor unions have been quick to point out that investment funds stand to reap handsome fees from the crisis in infrastructure. “Our concern is that some sources of financing see this as a quick opportunity to make money,” Stephen Abrecht, director of the Capital Stewardship Program at the Service Employees International Union, said.

But in a world in which governments view infrastructure as a way to manage growth and raise productivity through the efficient movement of goods and people, an eroding economy has forced politicians to take another look.

“There’s a huge opportunity that the U.S. public sector is in danger of losing,” says Markus J. Pressdee, head of infrastructure investment banking at Credit Suisse. “It thinks there is a boatload of capital and when it is politically convenient it will be able to take advantage of it. But the capital is going into infrastructure assets available today around the world, and not waiting for projects the U.S., the public sector, may sponsor in the future.”

Traditionally, the federal government played a major role in developing the nation’s transportation backbone: Thomas Jefferson built canals and roads in the 1800s, Theodore Roosevelt expanded power generation in the early 1900s. In the 1950s Dwight Eisenhower oversaw the building of the interstate highway system.

But since the early 1990s, the United States has had no comprehensive transportation development, and responsibilities were pushed off to states, municipalities and metropolitan planning organizations. “Look at the physical neglect — crumbling bridges, the issue of energy security, environmental concerns,” said Robert Puentes of the Brookings Institution. “It’s more relevant than ever and we have no vision.”

The American Society of Civil Engineers estimates that the United States needs to invest at least $1.6 trillion over the next five years to maintain and expand its infrastructure. Last year, the Federal Highway Administration deemed 72,000 bridges, or more than 12 percent of the country’s total, “structurally deficient.” But the funds to fix them are shrinking: by the end of this year, the Highway Trust Fund will have a several billion dollar deficit.

“We are facing an infrastructure crisis in this country that threatens our status as an economic superpower, and threatens the health and safety of the people we serve,” New York Mayor Michael R. Bloomberg told Congress this year. In January he joined forces with Mr. Schwarzenegger and Gov. Edward G. Rendell of Pennsylvania to start a nonprofit group to raise awareness about the problem.

Some American pension funds see an investment opportunity. “Our infrastructure is crumbling, from bridges in Minnesota to our airports and freeways,” said Christopher Ailman, the head of the California State Teachers’ Retirement System. His board recently authorized up to about $800 million to invest in infrastructure projects. Nearby, the California Public Employees’ Retirement System, with coffers totaling $234 billion, has earmarked $7 billion for infrastructure investments through 2010. The Washington State Investment Board has allocated 5 percent of its fund to such investments.

Some foreign pension funds that jumped into the game early have already reaped rewards: The $52 billion Ontario Municipal Employee Retirement System saw a 12.4 percent return last year on a $5 billion infrastructure investment pool, above the benchmark 9.9 percent though down from 14 percent in 2006.

“People are creating a new asset class,” said Anne Valentine Andrews, head of portfolio strategy at Morgan Stanley Infrastructure. “You can see and understand the businesses involved — for example, ships come into the port, unload containers, reload containers and leave,” she said. “There’s no black box.”

The prospect of steady returns has drawn high-flying investors like Kohlberg Kravis and Morgan Stanley to the table. “Ten to 20 years from now infrastructure could be larger than real estate,” said Mark Weisdorf, head of infrastructure investments at JPMorgan. In 2006 and 2007, more than $500 billion worth of commercial real estate deals were done.

The pace of recent work is encouraging, says Robert Poole, director of transportation studies at the Reason Foundation, pointing to projects like the high-occupancy toll, or HOT, lanes outside Washington. “The fact that the private sector raised $1.4 billion for the Beltway project shows that even projects like HOT lanes that are considered high risk can be developed and financed privately and that has huge implications for other large metro areas,” he said .

Yet if the flow of money is fast, the return on these investments can be a waiting game. Washington’s HOT lanes project took six years to build after Fluor Enterprises, one of the two private companies financing part of the project, made an unsolicited bid in 2002. The privatization of Chicago’s Midway Airport was part of a pilot program adopted by the Federal Aviation Administration in 1996 to allow five domestic airports to be privatized. Twelve years later only one airport has met that goal — Stewart International Airport in Newburgh, N.Y. — and it was sold back to the Port Authority of New York and New Jersey.

For many politicians, privatization also remains a painful process. Mitch Daniels, the governor of Indiana, faced a severe backlash when he collected $3.8 billion for a 75- year lease of the Indiana Toll Road. A popular bumper sticker in Indiana reads “Keep the toll road, lease Mitch.”

Joe Dear, executive director of the Washington State Investment Board, still wonders how quickly governments will move. “Will all public agencies think it’s worth the extra return private capital will demand?” he asked. “That’s unclear.”

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9/11 Subliminals in Hollywood Movies?

9/11 Subliminals in Hollywood Movies?

http://www.youtube.com/watch?v=1L1k8AxGe4g
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http://www.youtube.com/watch?v=2FeaYn2IEp4
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Penn & Teller: Bullshit! – Being Green

Penn & Teller: Bullshit! – Being Green

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California Bans Trans-Fats

California Bans Trans-Fats

ABC News
July 25, 2008

Gov. Arnold Schwarzenegger has made it official: California will be the first trans-fat free state in the nation.

All-natural palm, rice and soybean oils will soon be king, and life in the Golden State will be forever altered.

The California legislature pushed the bill through last week, and Schwarzenegger signed it into law Friday, July 25.

The ban will require food providers to begin phasing out trans fat oils by July 1, 2009. Thereafter, noncompliance with the ban will result in fines of up to $1,000.

Read Full Article Here

 

Banned: Welcome to Nanny State Nation


http://youtube.com/watch?v=JlAkUjNIK-g

 



The 9/11 Chronicles – Truth Rising (FULL)

The 9/11 Chronicles – Truth Rising (FULL)

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Arnold Questioned About His Nazi Connections

Arnold Questioned About His Nazi Connections

Truth News
April 23, 2008

http://www.youtube.com/watch?v=a376xZ8VnIY

It wasn’t a question Arnold Schwarzenegger wanted to answer. “Arnold, can I get your comment on Kurt Waldheim, your friend?” Schwarzenegger immediately turned away.

After Luke Rudowski of We Are Change attempted to question Arnold about his relationship with former Nazi and Secretary-General of the United Nations, Kurt Waldheim, Schwarzenegger’s press secretary, Aaron McLear, stepped in and confessed complete — if completely unbelievable — ignorance of Waldheim.

Obviously, before taking the job, Mr. McLear did not do his homework.

So chummy was Arnie with the former Nazi, he invited him to his wedding to blue blood Maria Shriver, niece of the John F. Kennedy. Waldheim didn’t attend, but he did send a gift, reported to be a statue of Arnold, in lederhosen, bearing off Maria, who wore a dirndl. “My friends don’t want me to mention Kurt’s name, because of all the recent Nazi stuff and the U.N. controversy, but I love him and Maria does too, and so thank you, Kurt,” Arnie gushed.

As it turns out, Kurt Waldheim was a Nazi intelligence officer in Germany’s Army Group E when it committed mass murder in the Kozara region of western Bosnia. In fact, Waldheim’s name appears on the Wehrmacht’s “honor list” of those responsible for the atrocity. At the end of the war, Waldheim was wanted by the War Crimes Commission of the United Nations. Ironically or not, Waldheim would later become the head of the globalist organization. In Austria, plenty of people were willing for forgive Waldheim for his crimes, as he had no problem becoming president. At the same time, the U.S. Justice Department put Waldheim on its watch list denying entry to “any foreign national who assisted or otherwise participated in activities amounting to persecution during World War II.”

It makes sense Arnie would express an effusive affinity for Kurt Waldheim, as Schwarzenegger’s vater was a Nazi muckamuck. Gustav Schwarzenegger voluntarily joined Hitler’s infamous Strumabteilung (SA), “brown shirt” stormtroopers in 1939. So fond of Hitler was Gustav he even marched around with the Führer’s trademark mustache. The Vienna daily Der Standard noted that “Gustav, a high-ranking Nazi, brought up the bespectacled, rather frail boy with an iron fist and quite a few slaps in the face.”

In 2003, the New York Times reported that film producer George Butler, who produced the documentary “Pumping Iron,” asked Schwarzenegger who he admired and the bodybuilder replied: “I admired Hitler, for instance, because he came from being a little man with almost no formal education up to power. And I admire him for being such a good public speaker.” Butler considered Arnie a “flagrant, outspoken admirer of Hitler” who played “Nazi marching songs from long-playing records in his collection at home” and “frequently clicked his heels and pretended to be an S.S. officer.”

In 1976, Arnie told Rolling Stone: “I feel you only can have a few leaders… and then the rest is followers. I feel that I am the born leader and that I’ve always impressed with being the leader. I hate to be the follower. I had this when I was a little boy,” back when his Gestapo father boxed his ears. “I didn’t think about money. I thought about the fame, about just being the greatest. I was dreaming about being some dictator of a country or some savior like Jesus.”

In other words, for our globalist rulers, Arnie is the ideal candidate — authoritarian, suffering from a messianic complex, and completely deluded.

And it makes perfect sense Schwarzenegger would flaunt a Nazi death’s head belt buckle on the cover of Time Magazine, as he is a recalcitrant fascist, indeed quite proud of his admiration for Hitler and the Nazis, responsible for slaughtering tens of millions of people. Showing off the belt buckle is a sly way to show his real colors without going completely over the top.

No wonder he turned his back on Luke Rudowski when asked about Kurt Waldheim. Now that Schwarzenegger’s dream of power and becoming a dictator — same as that other guy with a family steeped in Nazism, the one currently in the White House — draws closer, he has to studiously avoid his free wheeling past and also embarrassing questions asked by the untermenschen.

The Return of Arnold’s Nazi Belt Buckle
http://mparent7777-2.blogspot.co..nolds-nazi-belt-buckle.html