The Outsiders, the TEA Party and the anti-Establishment Movenent:Political Correctness versus the Truth Spoken with Boldness

This Political Season is a water-shed moment in history:  Political Correctness is being "undone" even as we speak.

Here is the true meaning of Donald Trump's meteoric rise in popularity.....

http://www.thefederalistpapers.org/us/op-ed-donald-trump-is-the-champion-of-the-silenced-majority

To the bold goes the victory and spoils of war!  More than that, Trump is the anti-Political Correctness cure.  He IS the Supreme Red Neck, because he's not willing to play by other's arbitrary rules.  He doesn't not give a shit about the people who believe they are powerful and are trying to manipulate and control the elections (the ones who think they have power but make so much less than him).  His EGO is EXACTLY what is needed to destroy political correctness.  Being the Marketing Genius that he is, he has played the Media Apparatchik wing of the (Socialist) Democrat Party, in the same way as a master plays a Stradivarius Violin.  He has made them the Marionette and is still pulling their strings, calling the tune and making them dance to it, rather than letting them manipulate him.

So the media is in a tizzy, having lost the power to influence the public's opinion and crown the next leader as President.  The Establishment Republican Party is there in lock step, having lost its grip on which candidate it will choose to those pesky Social Conservatives who believe in GOD and rely on their Guns, rather than trust in the New World Order.  With the Social Conservatives having become the enemy of both (Socialist) Democrats and Country Club/Establishment Republicans, the great unwashed middle class has run toward the TEA Party, anti-Establishment Outsiders and those who would stick their fingers in the Eye of the current overlord want-to-bes that are currently in power.

Carly Fiorina is much more subtle, much like Billy Joel describes in his song Stiletto, with the words "she's so good with her stiletto {that} you don't feel even the pain," as in this clip:

http://newsbusters.org/blogs/nb/scott-whitlock/2015/09/17/carly-fiorina-nails-stephanopoulos-planned-parenthood-watch-tapes#.qibjxe:0RQn

and this supporting story:

http://www.bizpacreview.com/2015/09/17/fiorina-slaps-down-george-stephanopoulos-in-post-debate-interview-no-i-didnt-misspeak-253085

Ted Cruz, however, as an insider and a sitting Senator for the state of Texas, has to be more "In Your Face."  A great debater who can easily speak "off of the cuff," Cruz gave the finger to Senate Majority Leader Mitch McConnell, calling him a "LIAR!" on the Senate Floor and read directly into the record http://www.theguardian.com/us-news/video/2015/jul/25/ted-cruz-senate-majority-leader-mitch-mcconnell-liar-video.  This behavior was reminiscent of Representative Joe Wilson of South Carolina crying out "You Lie!"to Barack Obama during one of his State of the Union Speeches https://www.youtube.com/watch?v=fnF4rQQktfs.

These antics are the stuff that comes directly out of the history books, much like antibelum Senator John Calhoun of South Carolina https://en.wikipedia.org/wiki/John_C._Calhoun on the floor of the US Senate or even Aaron Burr, challenging Alexander Hamilton to a Duel with Pistols.  While Burr won the Duel, killing Hamilton, Hamilton's reputation and character showed Burr for a political hack and megalomaniac he was, ending his political career https://en.wikipedia.org/wiki/Burr%E2%80%93Hamilton_duel.

You've got to give credit to the Clintons, Barack Obama, David Axelrod, the Emanuels, Jon Podesta and George Stephanopolous for figuring out the words that would throttle speech, stifle debate and put the opposition on the defensive with questions equivalent to "Well Mr. Smith, when DID you stop beating your wife?"  They've manipulated arguments and debates for years by accusing their rivals of racism, homophobia, white privilege, xenophobia, cruelty to the less fortunate and war crimes on the environment, all in the name of fairness toward those unwilling to expend effort in life and add to society.  

The current "Republican Right" has worried too long about the way they look in the eyes of the nation to be effective as leaders.  They are politically impotent.  These three are game changers in the same manner as the Clintons, Barack Obama, David Axelrod, the Emanuels, Jon Podesta and George Stephanopolous .

The "Outsider," Donald Trump, the "In Your Face" Ted Cruz and the "Deadly Subtle" Carly Fiorina  are the "Viagara" that has been needed by Conservatism and Libertarianism for so long.  These three have gained the advantage over Establishment/Country Club Republicans, effectively removing them from the Cat-bird Seat. 

However, the warnings that go along with Viagara also need to be heeded by politicians using political Viagara:  Blindness, Deafness and an Erection lasting Longer than 4 hours are signs that something has gone terribly wrong.

Looking at Intermodal Traffic and the New PanaMax Lane of the Panama Canal from a Supply Chain Perspective

    ISO Intermodal Containerized Freight is the most efficient way to deliver manufactured goods around the globe.  These containers were designed by a trucker to be optimized and to be shipped by Container Ship, By Rail and by Truck.  They typically have a long life 15 -20 years with little to no maintenance required on them.  With the demise of coal as a "Cash Cow," supporting other railroad operations with its revenues, Intermodal traffic is the new, big thing for Railroads.  

    In order to keep or gain freight traffic, railroads have adapted to haul Trailers, starting in the 1940s and 1950s.  Railroads adapted from shipping trailers on flat cars to containers on flat cars to Double Stacked Containers in Deep Well Cars to maximize the amount and revenue, while minimizing the cost of shipping.

     The Santa Fe has used intermodal traffic for years, starting with "Piggy Back" trailers on flat cars, with great success, running trains from LA to Chicago on a routing that basically parallels (US) Route 66.  The New York Central System, which evolved into Conrail was very successful with it's Trailer Van or TV Trains.  It's been successful on smaller railroads as well, as Seaboard Air Line Railroad and Southern Railway (among others) had their own set of "Piggy Back" ("Razorback" for Seaboard fans) trains and the Alphabet Route's Shortline Railroads "Alpha-Jet" Piggyback trains were legendary in their competition with the B&O, Erie-Lackawana and the Pennsylvania Railroads.

     Piggyback and Intermodal Freight Traffic really came into its own and allowed Just-In-Time Manufacturing, where items weren't stocked in an over-sized warehouse, waiting to be pulled and brought to a production facility.  The warehouse was cut out of the process, with J-I-T and deliveries are made from the point of manufacture to the point of usage with precision timing.  Truckers got lots of new short haul business, hauling car parts to Ford, GM, and Chrysler and AMC/Jeep.  

     The railroads wanted a piece of the action.  The concept of Intermodal Freight with Imports of electronics, clothes, machinery, food, cars and parts from Europe, South America and Asia bred a new type of Intermodal Freight, the Shipping Container.  Containers could be had in 20', 40', 45', 48' and even 53' lengths and low and high top configurations as well as refrigerated containers.  They could be stacked on ships up to 7 loaded containers high that were locked so securely that if a ship capsized, the containers stayed stacked together.

     Railroads readily accepted the containers, as they only had to buy container trailer frames, rather than box trailers (less capital spent to ship freight without much margin.  New "spine cars" with only central frames that were designed only to carry containers were developed to make shipping the cars easier).  But you could still only get a certain amount of containers on a train.  And train length is generally determined by the length of the shortest passing track on any given route.  However long, heavy trains could derail in a string line derailment, if cars with insufficient mass to stay so the rails as compared to the mass of the train behind these cars during a hard pull, through a sharp curve.

     However, ever enterprising railroaders had an answer:   The Southern Pacific Railroad developed the Deep Well car and Double Stacked container shipping, giving the railroads a way to move twice as many containers on the same amount of rail cars.  Much like the new Plus Sized Pana-Max ships (that can transverse the new Pana-Max Lane of the Panama Canal) and Super Container ships (west coast only) we will see in the very near future, the more containers that can be moved at once, the more margin that can be made per car of containers and the lower the price of shipping these containers could be.

     In the past, container ships from Asia, bound for the East Coast of North America were limited in size and the number of containers they could ship by the size of the Locks in the Panama Canal.  Larger and more efficient ships, with less cost to ship each container had to dock on the West Coast, due to the cost, time and risk of going around the Southern Tip of South America.  It was cheaper to let container ships dock on the west coast and railroads transport goods to major markets, even on to East Coast cities with ports.

     As most North American railroads are confined to an eastern or western region of the US, usually divided by the Mississippi River, Chicago, Kansas City, St Louis, Dallas, Memphis and New Orleans have tended to be the "hand off points" between the Eastern and Western US Railroads.  The Canadian Railroads are or have been Transcontinental, with varied levels of success. 

    However, as the New Lane of the Panama Canal allows much larger, more efficient ships to pass to the Atlantic Ocean, delivering containers to East Coast Ports at a lower cost, transcontinental rail hauls of containers will become cost prohibitive and Railroads will only haul regionally, where they can make money.  Usually, these container ships will only dock at a single port, unload everything and return to Asia.

     With the New, Larger Pana-Max Lane of the Panama Canal about to open, I expect that ALL Western Class 1 Railroads will experience a SEVERE DROP (up to 50%) in exchange hauled intermodal traffic over the next 5 years (assuming that the world economy doesn't take a dump, which is a very real possibility), as traffic that used to go on their Transcon's from the Port of Long Beach (or Oakland, Portland or Seattle/Tacoma) to Chicago (or Dallas, Kansas City, Memphis, St. Louis and New Orleans) and points east, will be sent to the east coast ports of Miami, Savannah or even the Gulf of Mexico port of New Orleans.

     As a Buyer, I look at the length of the Supply Chain from Producer to Customer.  There are two sides to look at:  Raw Goods to Finished Goods (that are Ready for Sale) and Finished Goods to Store.  Rule # 1 in Supply Management is to make the process less expensive, because the price of any item that's purchased can only be lowered a certain amount.  We can't expect a supplier to sell us any item and not make a profit.  It is "low hanging fruit (an easy job)," when you can "shorten" the length or the number of players in a Supply Chain.  Ships beat out trains in efficiency (consider how many trains full of containers can be created with a single Pana-Max ship), so that's the easiest place to see gains.  Although ships docking on the East Coast will take more time than docking on the West Coast and shipping containers to east coast markets by rail, the supply chain is being shortened by at least 1 less player.  It takes more planning to keep the supply chain moving, with longer transit times, but cost will win out over convenience. 

     With the country of Panama investing in a new Pana-Max lane for its canal, much railroad traffic will necessarily shift to the East Coast, delivering containers from Asia to North America.  The higher the fuel costs and crew costs are, the higher the likelihood of a traffic shift.

     All that either CSX or FEC/NS has to do to change the balance of where container traffic originates in the US, is prove that it's quicker or cheaper to ship from Miami and Port Everglades to Kansas City, Dallas-Fort Worth, Memphis, St. Louis or Chicago than over the Santa Fe Transcon or the Union Pacific Sunset/Texas Pacific Route.  The FEC's infrastructure is in place and ready.  I'll bet that CSX or FEC/NS and KCS can easily beat the BNSF delivery times to Chicago, Kansas City or Dallas- Fort Worth on the Santa Fe Transcon.  So BNSF container traffic to Chicago, on the old Santa Fe will probably drop at least 25% due just to Panamax Ships going to Miami.  In the long run, I expect that the traffic increases from containers to Eastern and Mid-West Markets will cause the FEC will have to double track its mainline all the way into Jacksonville and the NS will need to do the same from Jacksonville into Atlanta.  Only Hurricanes are a threat to shipping containers to East Coast ports.

     Consider this:  The major exchange points between the Eastern and Western Railroad Carriers are Chicago, Kansas City, St. Louis, Dallas, Memphis and New Orleans.  Currently, the most important two are Chicago and Kansas City.  But that could quickly change.

• Chicago has become a disaster.  It is such a choke point that Federal Tax Dollars are being invested to help railroads get their traffic through from West to East (http://www.createprogram.org/).  It's a well connected, but very tangled spaghetti bowl with the added pain of commuter trains clogging the freight routes between 6 and 8 hours per day.  CSX is already looking for a back door connection, just as Conrail and the Santa Fe did 20+ years ago.  And unfortunately for tax payers, the Panamax Shipping Lanes and Container Ships will make many of these upgrades to "Chicagoland" unnecessary in about 5 years.
  
• Kansas City is easier to get through, but it is also a spaghetti bowl with Auto Plants originating a lot of traffic.   5 of the 7 Class 1 railroads interchange in KC, so going to Chicagoland is redundant for many shipments that aren't heading toward the Great Lakes Corridor.
  
• St. Louis is a smaller spaghetti bowl and not as much of a major gateway anymore.  Most trains into St. Louis that exchange freight from West to East, will also pass through Kansas City.  Why would a shipper want add a second layer of intricacy rail movements?
  
• Dallas is very interesting, as it's become a gateway from the UP and BNSF to the southeast through the Kansas City Southern and Meridian Speedway (a joint venture between the Norfolk Southern and Kansas City Southern) into Birmingham.  It bypasses Kansas City, and St. Louis, making life simpler. Traffic is currently down on the Meridian Speedway as more container ships are already going to southeastern ports.  It has served its purpose of moving the NS Southwest exchange point from New Orleans to higher ground at Shreveport while upgrading the capacity and speed of the KCS line from Birmingham to Shreveport.  From Shreveport east to Birmingham, the KCS competes with Meridian Speedway Partner NS to get business to CSX in Birmingham.  I expect to see much more traffic flowing westbound over the Meridian Speedway and KCS into Dallas as a distribution point.
  
• Memphis is interesting as a gateway, as Fed Ex's hub there diverts traffic into a little exchange point.  The Union Pacific's Sunset Transcon over the old Cotton Belt's line into Memphis has merit with its FedEx traffic, but up until now, it's not a major exchange point as compared against container trains from the East Coast. It's never been a major gateway, as only the UP serves it from the west.  However, with CSX or even NS as a partner, westbound traffic to Dallas and Kansas City from Southeastern ports might have a dramatic traffic effect on this line.  
  
• New Orleans was an exchange point before Hurricane Katrina and when the Southern Pacific was a separate entity from the UP.  It's not much of an exchange point anymore except between UP and CSX.  Their Westbound traffic to Dallas from Southeastern ports might have an effect on this line.  

     To consider why these routes will loose traffic, let's apply the SWOT analysis (Strength,Weakness, Opportunity, Threat) to each of the western transcontinental lines that are shipping containers to the eastern US.

Santa Fe Transcon: 

• S=Established, Well Run, High Speed CTC Equipped Double Track Routing From LA/Long Beach to Chicago
  
• W=Distance to Chicago, Interchange at Chicago, Crossing Multiple Mountain Ranges, Shared Trackage at Cajon Pass, Congestion around Los Angeles, Lots of Traffic
  
• O=Most opportunities with this mature route have been taken
  
• T=Lack of Capacity, Shorter Routes with less demanding geography
  

LA and Salt Lake City Route into the Overland Route:

• S=Established, Well Run CTC Equipped Double Track Routing From LA/Long Beach to Chicago, Track Capacity
  
• W=Distance to Chicago, Interchange at Chicago, Crossing Multiple Mountain Ranges, Shared Trackage at Cajon Pass, Congestion around Los Angeles, Lots of Traffic
  
• O=Most opportunities with this mature route have been taken
  
• T=Lack of Capacity, Shorter Routes with less demanding geography 

Southern Pacific Sunset Route:

• S=Established, Double and Triple Track Main From LA/Long Beach to New Orleans, Memphis, and even St. Louis and into Chicago
• W=Longer Routing into Chicago, Crossing Multiple Mountain Ranges, El Paso Delays (even with the new terminal and yard)
• O=More Traffic from old Texas Pacific Route, CSX interchange and FedEx hub in Memphis, Phoenix Traffic
• T=Shorter Routes with less demanding geography

UP Overland, SP Donner Pass, WP Feather River Rio Grande Routes

• S = Established Routing through the Sierra Nevadas, Redundant Feather River Canyon “Double Trackage,” Redundant Rio Grande “Double Track Route,” C&NW Mainline into Chicago
• W = Donner Pass and Winter conditions, Keeping the Lucin Cutoff open, Wasatch and Rocky Mountain Crossings
• O = Redundancy makes this route very attractive as far as reliability goes
• T = Shorter Routes with less demanding geography

BNSF's Northern Transcon

• S = Established Routing from the Pacific Northwest into Minneapolis, Madison, Milwaukee and Chicago 
• W = Long routing over Steep Grades, Single Tracked in many places.  Shared with slow oil tank train traffic.  Weather Related Delays in Winter
  
• O = With improvements a more direct routing for Korean Imports into the Mid-West
  
• T = Shorter Routes with less demanding geography

CP Rail's Milwaukee Road/Soo Line/CP Crow's Nest Transcon:

• S = Shorter Route to Korean Penninsula, via Vancouver
• W = Crow's Nest Rocky Mountain Crossing, Winter Weather Delays, Slow Oil Trains near the Bakken and Canadian Oil Sand Fields. Export Coal Trains from the Crow's Nest to Vancouver
• O = Not at Capacity with Trains Yet
• T = Shorter Routes with less demanding geography 

CN's Canadian Transcon via Missabe/Wisconsin Central/Illinois Central:

• S = Better Canadian Route as far as grades are considered. Shortest route to the Korean Penninsula via Prince Rupert
• W = Winter Weather Delays
• O = Not at Capacity with Trains Yet
  T = Shorter Routes with less demanding geography

     Now, to ship containers in Plus PanaMax (east or west coast) and Super Post PanaMax (west coast only) container ships, we need to find ports that are deep enough to allow a ship with a 50' draft to dock  (This link shows a lot of data, including that Savannah night be able to support the Newest Plus Panamax ships:  http://www.cre.org/memberdata/pdfs/north_american_port_analysis.pdf).  I read something the other day, about the Corps of Engineers having ruled out Savannah,  as not being able to be dredged any deeper than 47'without getting into the fresh water table.  This keeps Savannah from getting the largest new Super Post PanaMax ships to their port.  Yet look on page 5 of the referenced documents, at figure 7, "Top 20 North American Container Ports,"  to see that Savannah is the 4th largest port in the US for import/export of intermodal containers,behind LA, Long Beach and New York/NJ, but ahead of Vancouver, Oakland, Seattle, Houston, Norfolk, Manzanillo, MX, Tacoma, Montreal QC, Charleston, Jacksonville,Miami, Baltimore, Prince Rupert, Portland, Mobile and Tampa.  From the Trains Magazine article, Miami has a 50' deep channel AND it's the closest US mainland port to the Panama Canal.  I'm betting that Natural Ports (Miami, Tampa, Charleston, New York City, Boston, Mobile and Houston) will have an advantage over ports that are somewhat inland and on rivers (Savannah, Brunswick, GA, Wilmington, NC, Philadelphia, and even New Orleans and Port Arthur, TX), as rivers can only be dredged so deep before hitting the fresh water table.

     So as Intermodal Ships move toward the East Coast ports, what will happen to Chicago?  Well it's still a huge consumer base to which many containers will be shipped, but it won't be much of a transcontinental exchange point any longer. The same holds true for Kansas City, Dallas, and St. Louis. New Orleans won't be much of an exchange point, but it's a port which will ease some of their traffic loss that has already occurred.

     The Real Threat to ALL Chicago, Milwaukee, Minneapolis Traffic will be the Water Level Routes of the CN from New Orleans and Chicago.  

CN's Illinois Central Water Level Route to Chicago:

• S = Established Water Level Route. Shortest route from an Ocean Port with large ship capacity to Chicagoland.
• W = May require double tracking for additional capacity.  Water levels in New Orleans may not be enough for a Super Post PanaMax ship.
• O = Lowest potential Fuel Cost for getting Intermodal Freight to Chicagoland
• T = Small Container Ships docking Directly in Chicago, Milwaukee or Green Bay

     Traditional east coast ports Boston, New York/North Jersey, Baltimore and New Port News won't be able to compete with the CN's IC water level route for the same reasons that the western railroads can't.  They are also fighting against a shorter, less geographically challenging, direct, water level route.

     Even the old BNSF "Frisco line" into Mobile (via York, AL and onto the NS into Mobile) or the G&W/AGR line from Pensacola via Columbus MS could become a threat to the BNSF's Santa Fe Transcon for Chicago Traffic.  The question is how much is BNSF willing to spend on the old Frisco to shorten its own supply lines into Chicago.

     The bottom line is that the Santa Fe Transcon, the KCS Mexican Shortcut to Larazo Cardonas, the UP's Sunset Route and Overland Route(s) will all suffer from traffic loses from the Super and Plus Panamax Container Ships from China, Vietnam and Southeast Asia.  The further south and away from the great circle route that the ocean traffic takes, the longer the trip time to the West Coast of North America.

      Northern ports, such as Prince Rupert, Vancouver, Seattle Tacoma and Portland won't be hurt as badly as LA, Long Beach or San Francisco/Oakland  Container ships originating from South Korea have a short water route to North America as compared to China or Vietnam.  Much of the traffic from the Korean Peninsula will continue through Kansas City or Dallas toward eastern markets.  

     The route(s) that more closely follow the "Great Circle (air plane) Route" is from Busan to Prince Rupert to Kansas City is the shortest and most efficient route (http://www.gcmap.com/mapui?P=PUS-YPR-MCI) (http://www.gcmap.com/mapui?P=PUS-YVR-MCI) followed closely (300 air miles) by the Pusan to Seattle to Dallas Route (http://www.gcmap.com/mapui?P=PUS-SEA-DFW).   That route can be fairly closely replicated by a container ship from the Korean Peninsula to Vancouver and from Vancouver on the CP to Kansas City and slightly longer by a container ship from the Korean Penninsula to Seattle or Portland and a BNSF or UP route toward Kansas City or an even longer routing from Vancouver, Seattle or Portland to Dallas-Fort Worth.  

      Some container traffic from the west coast to points east of the Mississippi River will always remain.  And as long as there are vegetables being grown in the Central Valley of California (and that is being seriously threatened by California's new water and environmental regulations), there will always be traffic to the eastern US over the Sunset, Santa Fe, and Overland Route Transcons.  

      The Ports of LA and Long Beach had their run as a "national ports" from Southeast Asia into North America, but the strike/slowdown this past fall was just another nail in their coffin that is causing their decline to a regional port.

"Is this a revolt? No, Sire, I fear this is a revolution."

If you don't think that America is changing, think again.  While some see hope in Donald Trump's calling for a stop of allowing (Syrian) Muslims Refugees (Men, usually single, between 18 and 45, not the women and children that Obama claims), it's already changed from what we knew and there is no going back.  There IS NOTHING WRONG with calling a stop to a process, when it is going wrong.  It's done in business all of the time.  It's even reported that Albert Einstein said that "doing the same thing over and over again, and expecting a different result is the definition of insanity."   

Look at the following interactive graphic and you can see how immigration into the United States has changed in the past 163 years (1850-2013).
http://www.pewhispanic.org/2015/09/28/from-ireland-to-germany-to-italy-to-mexico-how-americas-source-of-immigrants-has-changed-in-the-states-1850-to-2013/

I don't mind legal immigration into the US.  The mixtures of cultures from the immigrants that came to America made it into what it is today.   However, you can only dilute any mixture to a certain point before what you are diluting becomes the minority of the total solution.

Colin Woodward's excellent book American Nations:  A History of the 11 Rival Regional Cultures of North America, explains the core beliefs of the 11 groups that originally populated the US and Canada.  In reading it, you begin to understand why people who were born in certain areas of the US have the beliefs that affect their political opinions.  While having some understanding of a groups core beliefs helps as far as recognizing that THEY WILL NEVER SEE ISSUES AS YOU SEE THEM, it doesn't help help the divisions between us that separate and divide us.

Last month, Democratic pollster, Pat Caddell spoke at the David Horowitz Freedom Center's 2015 Restoration Weekend.  In his Keynote Speech at the Opening Breakfast (https://vimeo.com/145289992), Pat said "We stand -- we have not even seen the chaos yet that is about to be unveiled.  Everything else has been almost a precursor to this.  And how it ends I do not know yet, but I want to give you the parameters of it.

We have in this country two mindsets.  Well, we have mine, and then we have the mainstream political class analysis, mainstream media, and all the people who are so upset, because nothing they believe is coming true.  They start from a premise that there are only two parties, and that nothing changes, and that it is a totally divided country, and it is a matter of inches of what happens politically.

And then there is the new reality, which is, as I've said, a country which is not just in revolt, but something greater.  I am writing a piece right now announcing our results.  And I start with the story of saying -- in 1796, I think it was. Whatever it was, when the Bastille fell -- '89, I guess. Louis XVI was in Versailles and [Nicolas], his finance minister, came to him, who was supposed to solve all the problems, and told the king about the fact that the Bastille had fallen, and Necker told him that.  And the king responded -- is this a revolt?  And Necker sighed and said -- no, Sire, I fear this is a revolution." 

Caddell was candid that "...Revolution is in the air...."  He said "...I've done some research a little bit, again, inspired by Lee and some others.  And we had found the most amazing results -- the American people don't want a cultural war.  But as I wrote in the analysis, God help the one who starts it...."  http://www.frontpagemag.com/fpm/260820/pat-caddell-hillary-wont-be-president-frontpagemagcom

 
The old commercial by the Forestry Service had Smokey the Bear saying, "only you can prevent Forest Fires."  However, politicians have been only too happy to seed multiple fires, by ruling against the will of the people, hurting them economically and taking away their rights.

It only takes a spark to start a fire and in the tender box of a collapsing world economy, sparks need to be contained.  Pat Caddell is right and the Revolution is here....  As political correctness has taken over and immigrants have not been forced to assimilate and blend into the culture.  The citizens have had enough.  The question is "Will it a peaceful Revolution at the Ballot Box, or something much more permanent and even violent?" 

The Neurosis of Being Green

I read an interesting blog post by Daniel Greenfield on His Sultan Knish Blog entitled The Green Socialists of Mars:

http://sultanknish.blogspot.com/2015/08/the-green-socialists-of-mars.html

That's some pretty green stuff!  Although it's not quite ripe, it is quite rank. I'm so glad that I didn't step in it. 

The money line is at the end:  "Our troubles do not come from Mars or Venus, from the oceans or the volcanoes, but from the evil dreams buried in the hearts of other men."

So what should I think of "Going Green," based on my value system of Christianity?  Well, let's start with this:

We are gullible creatures, understanding little about the world in which we live. 

My first thought comes from the late Michael Crichton, from his brilliant novel, Jurassic Park:

http://www.goodreads.com/quotes/166244-you-think-man-can-destroy-the-planet-what-intoxicating-vanity

        “You think man can destroy the planet? What intoxicating vanity. Let me tell you about our planet. Earth is four-and-a-half-billion-years-old. There's been life on it for nearly that long, 3.8 billion years. Bacteria first; later the first multi-cellular life, then the first complex creatures in the sea, on the land. Then finally the great sweeping ages of animals, the amphibians, the dinosaurs, at last the mammals, each one enduring millions on millions of years, great dynasties of creatures rising, flourishing, dying away -- all this against a background of continuous and violent upheaval. Mountain ranges thrust up, eroded away, cometary impacts, volcano eruptions, oceans rising and falling, whole continents moving, an endless, constant, violent change, colliding, buckling to make mountains over millions of years. Earth has survived everything in its time. It will certainly survive us.

    If all the nuclear weapons in the world went off at once and all the plants, all the animals died and the earth was sizzling hot for a hundred thousand years, life would survive, somewhere: under the soil, frozen in Arctic ice. Sooner or later, when the planet was no longer inhospitable, life would spread again. The evolutionary process would begin again. It might take a few billion years for life to regain its present variety. Of course, it would be very different from what it is now, but the earth would survive our folly, only we would not.

    If the ozone layer gets thinner, ultraviolet radiation sears the earth, so what? Ultraviolet radiation is good for life. It's powerful energy. It promotes mutation, change. Many forms of life will thrive with more UV radiation. Many others will die out.

    Do you think this is the first time that's happened? Think about oxygen. Necessary for life now, but oxygen is actually a metabolic poison, a corrosive gas, like fluorine. When oxygen was first produced as a waste product by certain plant cells some three billion years ago, it created a crisis for all other life on earth. Those plants were polluting the environment, exhaling a lethal gas. Earth eventually had an atmosphere incompatible with life. Nevertheless, life on earth took care of itself.

    In the thinking of the human being a hundred years is a long time. A hundred years ago we didn't have cars, airplanes, computers or vaccines. It was a whole different world, but to the earth, a hundred years is nothing. A million years is nothing. This planet lives and breathes on a much vaster scale. We can't imagine its slow and powerful rhythms, and we haven't got the humility to try. We've been residents here for the blink of an eye. If we're gone tomorrow, the earth will not miss us.”

We are flawed, making mistakes and compounding them with incorrect assumptions because of the guilt we feel over what we've wrongly done.  Our guilt has caused us (as a society) to choose to decide not that we've been blessed with a planet that is in the perfect position in relationship with a star, where the climate is temperate and that there was enough Water on the planet to support life.  Instead, we've decided not to choose that the circumstances are perfect for life is considered to be only a random occurrence.

We're not thankful for the inventions and innovations that we've come up with that make life easier every day or for the men with the intellect to have the vision and understanding of what they've learned to design and produce things that make our lives easier.  I'll go a step farther and dip into Christianity:  In Chapter 1 of his letter to the members of the church in Rome, Paul speaks of "not acknowledging or thanking our creator" and  "our worship of the created rather than the creator."

        God's Wrath on Unrighteousness

        18 For the wrath of God is revealed from heaven against all ungodliness and unrighteousness of men, who by their unrighteousness suppress the truth. 19 For what can be known about God is plain to them, because God has shown it to them. 20 For his invisible attributes, namely, his eternal power and divine nature, have been clearly perceived, ever since the creation of the world,[a] in the things that have been made. So they are without excuse. 21 For although they knew God, they did not honor him as God or give thanks to him, but they became futile in their thinking, and their foolish hearts were darkened. 22 Claiming to be wise, they became fools, 23 and exchanged the glory of the immortal God for images resembling mortal man and birds and animals and creeping things.


        24 Therefore God gave them up in the lusts of their hearts to impurity, to the dishonoring of their bodies among themselves, 25 because they exchanged the truth about God for a lie and worshiped and served the creature rather than the Creator, who is blessed forever! Amen.


        26 For this reason God gave them up to dishonorable passions. For their women exchanged natural relations for those that are contrary to nature; 27 and the men likewise gave up natural relations with women and were consumed with passion for one another, men committing shameless acts with men and receiving in themselves the due penalty for their error.


        28 And since they did not see fit to acknowledge God, God gave them up to a debased mind to do what ought not to be done. 29 They were filled with all manner of unrighteousness, evil, covetousness, malice. They are full of envy, murder, strife, deceit, maliciousness. They are gossips, 30 slanderers, haters of God, insolent, haughty, boastful, inventors of evil, disobedient to parents,

I understand the thoughts of non-followers on Judeo-Christianity and its worldview.  However, I believe that there is a lot of wisdom to be found in this the Bible and in this passage.

1. We need to give thanks for what we have.  In giving thanks, we do not focus on ourselves.  Focusing on ourselves is what creates megalomaniacs like our current President, who is sure that only he can show the rest of us the error in our ways and lead us back to where (he thinks) we ought to be.
2. We need to be humble and understand that we play but a small part in the great community that is earth.  Without humility, once again, we focus purely on ourselves.
3. "Claiming to be wise, they became fools...."  Isn't that what ALWAYS HAPPENS when we are too proud and too smart?  We know it all (and are only too happy to tell others about where they've screwed up).  We begin to worship our self.  Then neurosis begins to set in.
4. "GOD gave them up to a debased mind to do what ought not to be done.  They were filled with all manner of Unrighteousness, Evil, Covetousness.  They are full of envy, murder, strife, deceit, maliciousness.  They are gossips, slanderers, haters of GOD, insolent, haughty, boastful, inventors of evil disobedient to parents...."  Don't these descriptive terms seem awfully familiar in deed, if not in word?  That's because it's how we've described our "best and brightest, the ones who we've been waiting for."  And all of this comes from not being thankful for anything and focusing solely on yourself.

Of course, being thankful for something, implies being thankful to someone that has provided and given it to you, which in and of itself implies a creator and divine intelligence.  Many people can't or won't go there, but I believe that is the crux of our issues.

So as our society has turned away from GOD our guilt is too much for us to bear and we are wracked with it until we've gone mad.  And now, those most successful and, indeed, the most guilt wracked, now demand that we sacrifice, in a ritual of self immolation to a god, made in their own image, that doesn't exist in order to achieve his absolution for their ease of lifestyle.

So whether you follow the creationist viewpoint and believe in a young earth (about 7,000 years) or "the (current) scientific" viewpoint and believe in an old earth, even up to 4 BILLION YEARS in age, I have a thought on what's happened and why the hysteria over Being Green isn't worth the worry that people put into it.

Ironically (and I'm not trying to be a racist here), the (secular) Jews  (who've turned from their religious beliefs) seem to be leading this charge.  Carl Sagan was seen as one of the most brilliant scientists in our lifetime and Daniel Greenfield unmasks him as the mentally sick man that he was.  Sagan, taken to his logical extreme should have committed suicide (as soon as he had completed his coherent thoughts about life).  As citizens of the human race, we need to recognize that we are going to die.  Our time here is short.  If we are going to die anyway, why worry over it?

That doesn't give us the right to trash the environment, while we reside here.  We do need to "give a care" and treat where we live with respect.  In the older days, this concept was called Stewardship.  It is well defined as the activity or job of protecting and being responsible for something or the careful and responsible management of something entrusted to one's care.  In the past, a steward was defined as someone who protects or is responsible for money, property, etc. and as a person whose job is to manage the land and property of another person.  Today, that term is unfashionable, as going green means we must sacrifice all other aspects of managing the earth's resources, in order that those resources can be conserved, as if Humans had never been here.

So in discussing this Green Socialism, we should ask those advocate for it to just shorten the time and cut to the chase.  If Sagan had done this, at least we wouldn't have to have listened to this mental excrement.

A Response to an Unsolicited E-mail Soliciting Contributions For a Politician's Campaign

The other day, I got a campaign solicitation from one of the Republican "Outsiders" that is well positioned and has a good chance to be the "Dark Horse" candidate for the Presidency in 2016.  

It Read:

On 12/1/2015 5:23 PM, ted@tedcruz.org wrote:

Jake -- I just got the report from my campaign manager and your name isn't on it. This must be a mistake. I know times are tough, and I understand if you can't donate today... But before I close the campaign books for Nov., I wanted to give you one last chance.   Chip in »   Heidi and I thank you! For liberty, -Ted P.S. If you did chip in and our emails crossed in cyberspace, thank you very much.

Well, firstly, I don't like "cold cash calls," where someone has gotten your name off of a list that was sold to them (Thanks Breitbart News) to be a potential donor.  Secondly, they don't know me well enough to be E-mailing me by my first name.  When you're coming to me to ask me for a contribution, you'd be wise to approach me with respect.  It's "Mr. Jones" not Jake.  And Thirdly, I'm not into 'the guilt thing.'  I've read Atlas Shrugged and it's influenced my life.  I'm not going to be manipulated like a 'wet behind the ears teenager.' I'm just past middle age and have a decent handle on life. I really don't give a damn "how things looks" from others points of view.  I'm actually pretty proud of what I do and I think that when I stand before my maker, I won't be found guilty for many of the things I've done.  The BBC Television show "Keeping Up Appearances" has helped influence me on that type of thinking.   And. finally, to use an old stereotype, neither my mother or I are Jewish, so the guilt thing doesn't work on me, even when my mother tries it.  I'll contribute to a cause I find worthy.  


So I responded, not that anybody would ever expect anyone to read this E-mail response.  But just in case someone actually reads it, I thought that I'd give a lesson in decorum and politeness:

Dear "Ted:"

No, it's not a mistake that I haven't contributed.  You see, I've been unemployed now for 14 months, but not for a lack of trying.  I apply to between 5 and 10 jobs per week.  I've tried all sorts of jobs from what my skill set; from Warehouse Stock Clerk to Truck Driver to Buyer/Sourcing Specialist to Fleet Manager.  I've had a couple of interviews, but no takers.  I'm guessing that I was too old and made too much money for what they wanted. 

And I'm not on unemployment either.  You see, when someone like me (aged 54, married with a wife, a 19 year old that's trying to move out and a 17 year old high school senior), takes part of his retirement and pays off his house, it's considered income:  More income than I generally made in a year by 1/3rd.  So I'm taxed for that (savings) income, plus penalized for an early withdrawal.  

And I'm taking a monthly "72T" distribution from what is actually left of my 401K .  It pays for the basics:  Natural Gas Bill, Electric Bill, Water/Sewer Bill, The Internet and a House phone, Car Insurance and with a little luck Groceries and an occasional tank of gasoline.


So I haven't donated to anyone.  
 
By the way, (and yes, I know that you got my name from Breitbart News) when "you see the report and note that my name is not on it," I understand that you're trying to "guilt trip" me into (making) a contribution.  The Psychological BS is in poor taste and really hurts, coming from "the most Conservative Senator" in the Upper House of the legislature.  I expected better than "stupid republican senatorial committee tricks" that I see when Republican Senators are on the ballot in my state.  This is what I would expect of a Washington Insider, the Establishment that governs against the will of the constituency.  It's not what I expect from someone that wants to be known as a true representative of the public instead of a lackey of the New World Order.

And while I might see you as an ideological fit, being a bombast of Newt Gingrich's level, with sublime oratorical and debating skills that only Carly Fiorina can match, this really lets me know that you've got Washington Insiders in charge of your fund raising efforts.  Can I really trust you as an outsider, if you're letting Insider types run your funding operations?  What else would you let them run, if you were elected?

So IF someone is actually reading this message "Ted," please understand this:  (to use the vaudeville stereotype) I'm not Jewish and you're not my mother.  Guilt is only effective if the party that is accused is capable of having guilty over the suggestion/accusation that you're making.  With that being said, I'm quite proud of how and upon what I spend my limited money supply.  And the only account which I'll ever have to make about it is to my wife, my willing partner of the last 26 years and to my maker.  If you read Ayn Rand's Atlas Shrugged.  It's a major theme of Ms. Rand's book.  It's also quite the low low rent trick that most adults find quite insulting.

Jake

The story is true as are my circumstances.  I'm not asking for sympathy:  I'll get back into the work force.  My life will be O.K..

The younger crowd that's running the world today has no clue how to treat those of us who are older, that are still around them.  They've been spoiled so much, by having their every want fulfilled, that they believe that they are entitled to anything for which they "ask (Demand is a more appropriate word in this circumstance)."  

But it's far past time that the younger generations to learn to be grateful and ask, rather than manipulate others, in order to get help to achieve their goals.  Any donation or contribution, whether of money or time, is a gift.  It is proper decorum and behavior to be thankful for the Gifts you've received and to express that thankfulness to the giver, who thought enough of you to provide them for you.

Railroad Games: Thoughts on the Canadian Pacific proposal to acquire Norfolk Southern Corporation.

Thoughts on the Canadian Pacific proposal to acquire Norfolk Southern Corporation. 

Don't let Hunter Harrison's bluster and William Ackman's Pershing Square Capital Management Group fool you here.  I believe that the CP needs another railroad as a partner, for it to remain as a viable railroad.  There are  sections of CP Rail that are critical (by linking the East - Mississauga/Toronto to Duluth/Superior) which generate little to no traffic, similar to the D&H between Montreal and Albany, NY.  These sections take money away from the profitable sections to keep them maintained.  I believe that Hunter Harrison understands this.  CSX was Hunter's first choice, because it was an easier target.  This might be a way of applying pressure on CSX to come back to the table. Without Bill Ackman (and his source of funding), Hunter Harrison is a poor man with his hat in his hand, begging for somebody, anybody to merge with him. 

Ackman is as brash and bold as Hunter Harrison, but has his own problems:  http://www.nytimes.com/2015/11/10/business/dealbook/ackman-defends-pershings-valeant-losses-and-digs-at-snide-coverage.html?ribbon-ad-idx=5&rref=business/dealbook&module=Ribbon&version=context&region=Header&action=click&contentCollection=DealBook&pgtype=article  Consider Ackman's raid on CP Rail that eventually installed Harrison as CEO.  He makes lots of enemies by forcing corporations (and the people who operate them) to bend to his will.  Currently his enemies are gloating that the "Golden Haired Boy that could do no wrong" is "taking it on the chin."  His enemies seem to be trying to "put the squeeze on him," per the article above.  So the big question is "How deep are Ackman's pockets?"

If CSX could fend off Harrison and Ackman about 1 year ago (and remember that CSX had it's Board of Directors raided by the Children's Fund about 10 years ago), couldn't an arguably better managed Norfolk Southern do the same?  In articles dated last year, when CP Rail started after CSX and was rebuffed, they also mentioned KCS as a 3rd choice behind NS (this is my reasoning for Harrison begging for anyone to merge with CP Rail).  Finally, maybe James Squires sees something that he wants in CP Rail (Prince Rupert and Vancouver are the closest North American ports to Busan Korea.  CP Rail has the line to Vancouver and Korean imports are increasing).    Now consider which Railroads have access to which Port Terminals to ship their freight across the ocean.  Just for giggles, let's compare CP Rail to NS to CSX and we'll add in FEC as a feeder to both railroads.  Note:  Gennessee & Wyoming runs the Savannah Port Railway  and the Golden Isles Terminal Wharf in Savannah, The Golden Isles Terminal Railway in Brunswick, the Port St. Joe Route and the Commonwealth Railway - the old Norfolk, Franklin and Danville - where the A.P. Moeller Maersk container terminal in Portsmouth).  I've listed the smaller port terminals in blue.

• CP Rail Port Terminals
  

1. Vancouver, BC
2. Montreal, QC
   

• NS Corporation Port Terminals
  

1. Mobile, AL
2. Jacksonville, FL
3. Savannah, GA
4. Charleston, SC
5. Morehead City, NC
6. Norfolk/New Port News, VA
7. Wilmington. DE
8. Philadelphia, PA
9. New York/NJ
10. Boston, MA (by partner Pan AM and joint venture Pan Am Southern, although using only single stacked deep well cars until they past the Hoosic Tunnel)
11. New Orleans, LA
    

• CSX Port Terminals
  

1. New Orleans, LA
2. Mobile, AL
3. Pensacola, FL
4. Port St. Joe, FL
5. Panama City, FL
6. Tampa/St. Petersburg, FL
7. Miami, FL
8. Jacksonville, FL
9. Brunswick, Ga
10. Savannah, GA
11. Charleston, SC
12. Wilmington, NC
13. Baltimore, MD
14. Wilmington, DE
15. New York/NJ 
16. New London, CT
17. Bridgeport, CT
18. New Haven, CT
19. Providence, RI
20. Boston, MA
    

• FEC Railway (Considered as a feeder to both CSX and NS)
  

1. Miami, FL
2. Port Everglades, FL
3. Port Canaveral, FL

Based on the list above (and I know that it is not unabridged), if you were CP Rail and looking for a suitor, which railroad is going to be your first choice to partner with? CSX has more port terminals from which to ship Intermodal Containers, but NS covers all of the Major Ports.

It used to be that it was cheaper for the container ships to dock at Prince Rupert (CN), Vancouver (CP Rail), Sea-Tac, Portland (BNSF and UP), Oakland/San Francisco (UP), LA/Long Beach (BNSF and UP) and Larazo-Cardonas (KCS) and solid blocks of containers would ship transcontinental via one of the Western Railroads and Connect with an Eastern Railroad to complete the delivery.  Yes, some container ships could dock on the east coast, but not a lot.  That number has steadily and consistently grown, but because the ships were smaller than the new large PanaMax sized ships, it was more costly to ship containers to the East Coast.  But with the new, larger PanaMax class ship, more containers can be carried and it will cost less per container to ship it to the East Coast.  I'm willing to bet that the cost of shipping a container to Miami by ship and back toward Dallas by rail (FEC-NS-Meridian Speedway-KCS) or (CSX-KCS) or even (CSX-UP) is cheaper than shipping the container to Long Beach and then to Dallas over the Sunset Route (UP-TP-MP) or the Santa Fe Transcon, just because of the fuel costs and their crossing of multiple mountain ranges.  So I'm betting that the Container ships will come east (I'd guess that Wick Moorman was thinking this way as well).

Now, to ship containers in Plus PanaMax and Super Post PanaMax container ships, we need to find ports that are deep enough to allow a ship with a 50' draft to dock  (This link shows a lot of data, including that Savannah might be able to support a New Plus Panamax ship:  http://www.cre.org/memberdata/pdfs/north_american_port_analysis.pdf).  
however, I read something the other day, about the Corps of Engineers having ruled out Savannah,  as not being able to be dredged any deeper than 47' without getting into the fresh water table.  This keeps Savannah from getting the largest new Super Post PanaMax ships to their port.  Yet look on page 5 of the referenced documents, at figure 7, "Top 20 North American Container Ports,"  to see that Savannah is the 4th largest port in the US for import/export of intermodal containers,behind LA, Long Beach and New York/NJ, but ahead of Vancouver, Oakland, Seattle, Houston, Norfolk, Manzanillo, MX, Tacoma, Montreal QC, Charleston, Jacksonville, Miami, Baltimore, Prince Rupert BC, Portland, Mobile and Tampa.  From the Trains Magazine article, Miami has a 50' deep channel AND it's the closest US mainland port to the Panama Canal.  I'm betting that Natural Ports (Miami, Tampa, Charleston, New York City, Boston, Mobile and Houston) will have an advantage over ports that are somewhat inland and on rivers (Savannah, Brunswick, GA, Wilmington, NC, Philadelphia, and even New Orleans and Port Arthur, TX), as rivers can only be dredged so deep before hitting the fresh water table.

Now, consider the major markets in the US.  They are referred to as MSAs (Metropolitan Statistical Areas) in the port analysis.  Outside of the ports, here are the major hubs within each state are listed in this document:  http://www.census.gov/population/estimates/metro-city/99mfips.txt  and http://clinton4.nara.gov/media/pdf/95-04att-3.pdf.  

When you are delivering materials for consumption to these places, the choice is truck or rail.  Now pick the rail lines that run from the ports to these places.  NS has stated that it can make revenue with runs as short as Savannah to Atlanta.

My big question is what does CP have to offer to CSX (1st choice), NS (second choice) or even KCS (last resort)?  CP needs an Eastern partner:  West Coast giants BNSF and Union Pacific don't need CP.  Neither does CN.  So the Bottom Line of my argument is that Hunter Harrison and Bill Ackman both need to find a suitor for CP Rail and fast.  Otherwise, it becomes a spinster with nothing attractive to offer to either CSX or Norfolk Southern and only a second rate choice to KCS who could just as easily go to CN-IC.  And in the process, Ackman and Pershing Square Capital Management lose a ton of money.

But, make no mistake about this:  Once the "Merger Game" restarts, it must play itself out.  IF, NS and CP Rail were to merge, I fully expect that UP will go after CSX.   NS Doesn't need a Transcontinental foot print to be effective or make money. I believe that NS, with its joint venture companies Meridian Speedway and Pan Am Southern have the ability to stand alone if need be.  But they would be even better off to buy the KCS and let UP lease the Mexican lines.  If the NS would make an joint venture company with Fortress Group's FEC (or buy it out right), they would not need to merge with anyone and end up doing quite well.  

As a final thought however, Remember Trains Magazine's Fred Frailey's warning: Warren Buffet's Berkshire-Hathaway Company has plenty of cash and could easily pay cash for NS (or CSX) and still have plenty of money left over.

Striking a Blow for Freedom: It's Time for Republicans to take backpower from the Establishment

After CNBC's step too far of mishandling the Republican Presidential Primary debate and Ted Cruz nailing a Grand Slam by calling out the moderators for trying to provoke a cage match between the candidates, some have called for the Republican National Committee to replace the mainstream media moderators with talk radio moderators Mark Levin and Rush Limbaugh and Fox News Moderator Sean Hannity. http://newsbusters.org/blogs/nb/jeffrey-lord/2015/10/31/time-talk-radio-gop-debatein-newly-open-nbc-slot

I'm not against the Republican Party, but it's past time for the grass roots Republicans to take back control of that “smoke filled back room” that seems to back what are called “mainstream candidates.” The Country Club/Establishment (Country Club is used here not to impugn their monetary status but to note it is a closed group that has the power to choose the Republican Candidate for President) has decided that they are our betters (how are they different from the Democrats?), claiming to know what is best for the party and our country.

Let's face it: If Reince Priebus were to allow Conservatives like Levin, Limbaugh or Hannity to moderate a debate, the Country Club/Establishment Republicrats that run the G.O.P. would instantly lose their hold on the power. The "outsiders" (candidates and their supporters) tend to be Social Conservatives and working class Americans. They're the group that the Country Club/Establishment barely tries to convince to join them, by screaming at them "If you don't vote for (fill in the blank), you'll end up with (fill in the blank)!" How did that work out with Gerald Ford vs. Jimmy Carter, George H. W. Bush vs. Bill Clinton, Bob Dole vs. Bill Clinton, John McCain vs. Barack Obama or Mitt Romney vs. Barack Obama?

The Country Club/Establishment has long used and loathed the So-Cons, Reagan Democrats, Patriots, etc. of this country. They believe in a Centralized Government just the same as the Democrat-Socialists. They're just a little less "in your face" about what they say, when compared with Democrats. At least Barack Obama had the guts as a candidate to speak openly about what he thought of the So-Cons and working class Republicans who “Cling to their GOD and their Guns.”

Rush Limbaugh was right to say that this "anti-politician" (my term, not his) movement is about the citizens of fly-over country taking back control of the Republican party. Pressuring Boehner by the "Motion to Vacate the Chair" of the Speaker of the House, is just a symptom of the disease that the Republicrats have created. Ted Cruz's publicly calling the Majority Leader and President Pro-Tem of the Senate, Mitch McConnell "a Liar" on the senate floor and into the minutes of the Senate is another part of the Insurrection. And (per Rush Limbaugh) James Carville is rightfully afraid of Ted Cruz, describing him as "fearless."

With the candidates Trump and Carson, forcing CNBC to change the debate from 3 hours to 2 hours, Ted Cruz, speaking the hearts of Conservative citizens and calling out the media as being an apparatchik arm of the Democrat Party and the candidates wresting control of the debate away from Reince Priebus and the RNC, the job is nearly complete. The Republican Candidates and base need to learn a lesson from the mobsters and the revolutionaries:  You don't beat an enemy to the point of death and allow them to recover, only to take you down again.  You finish the damn job.

Who is allowed to moderate the Republican is now in the hands of Donald Trump, Ben Carson, Ted Cruz, Carly Fiorina, and Marco Rubio. It's too late for Scott Walker along with most of the other candidates. However, with great power comes great responsibility.

The message to the remaining candidates is "The ball is in your court." You can control your destiny and that of the party which you've chosen or you can let it be chosen for you by those who have no interest in seeing you win.