May 24, 2008
It’s too bad Lou Dobbs didn’t have his notes together when he was confronted recently by Paul Waldman of Media Matters for America, a “progressive,” read Democrat, organization (see video). Waldman described the NAFTA Superhighway as a “myth” and challenged Dobbs to provide evidence of its existence. Lou was unable to provide specific evidence, thus lending credence to Waldman’s assertion that the whole thing is a baseless conspiracy theory.
First, it should be noted that Media Matters is a Soros inspired if not funded organization, that is to say it operates as a shill for the globalist agenda. Media Matters, led by “conservative” turned “liberal” writer David Brock, doesn’t like to be called out on its association with billionaire financier, Bilderberg member, Trilateralist, and former director of the Council on Foreign Relations, George Soros.
“A Cybercast News Service examination of Brock’s financial records and public documents showed that the heavily funded Soros liberal think tank, The Center for American Progress, was instrumental in getting Brock’s media group off the ground…. Soros has reportedly given $3 million to CAP and its senior vice president, Morton H. Halperin, is also the director of Soros’s Open Society Institute.” Added John Carlisle, director of policy for the conservative National Legal and Policy Center, “Clearly MMA worked very closely with Soros-funded groups [including Soros "affiliates" like MoveOn.org -- strangely or not so strangely, funded by Laurance and Wendy Rockefeller -- and the Center for American Progress]. There is definitely a Soros connection there.”
Joseph Wanzala characterizes Soros as “a latter day Rockefeller,” a title that fits well, as Soros sits on the World Economic Forum with many Rockefeller interests. “Soros’ Open Society Institute has a finger in every pot,” explains Heather Cottin. “Its board of directors reads like a ‘Who’s Who’ of Cold War and New World Order pundits…. Soros is operating exactly within the confines of the intelligence complex,” that is to say he is funding and compromising so-called “liberals” through his organizations and NGOs, including Media Matters.
So it stands to reason Media Matters would be tasked with attempting to shut down Lou Dobbs on the globalist NAFTA Superhighway agenda. But even slick talking Paul Waldman cannot skirt the facts, specifically in regard to the NAFTA Superhighway, which he deems a “myth.”
“Directly stated, NAFTA Superhighway deniers either negligently overlook a large body of specific references by transportation economists, transportation trade associations and numerous government reports, or they intentionally disregard these references to make a political point,” writes Jerome R. Corsi.
Corsi points to a 1998 paper entitled “North American Free Trade Agreement Truck Highway Corridors: U.S.-Mexican Truck Rivers of Trade,” authored by John P. McCray. “By 2003, McCray’s analysis expanded to include a growing volume of World Trade Organization container freight coming from China, headed to enter the continent largely through U.S. ports on the West Coast and now increasingly through Mexican ports on the Pacific.”
As the Sierra Club wrote in 2000, the “concept of the ‘NAFTA trade corridor’ has gained traction. Broadly defined, the corridors comprise the transportation infrastructure and systems that facilitate the flow of traffic both domestically and across the North American borders, particularly those traffic flows prompted by the trade liberalization of NAFTA.” It should be noted that the Sierra Club has received money from the Ford Foundation — a fact admitted by the foundation in its annual reports — and the putative enviro organization was created in response to the “Earth Charter,” as dreamed up by David Rockefeller and Maurice Strong, the latter serving as the United Nations Environmental Program’s first director.
Thus it makes perfect sense the Sierra Club would describe the “NAFTA trade corridor” as “inherently dynamic” and as a “useful construct,” never mind the environmental impact.
In 1998, Corsi continues, the Federal Highway Administration produced a study “on the ‘I-35 Trade Corridor’ and involved five states directly along the highway (Texas, Oklahoma, Kansas, Iowa, and Minnesota), plus the adjoining state of Missouri…. This FHWA study motivated by the stated logic that I-35 would carry a greater percentage of trade among the NAFTA partners than any other interstate highway, simply because of the central position I-35 occupies in the continent…. The published conclusion of this 1998 FHWA study did much to identify I-35 as the ‘NAFTA Superhighway.’”
In fact, by 1997, the term was so far advanced the “NAFTA Superhighway Coalition, a not-for-profit corporation organized to support NAFTA trade” was created. If Mr. Waldman doubts this organization’s existence or considers it just another John Bircher conspiracy theory, he may want to surf over the Coalition’s website. “The Coalition is committed to making the [Highway 401] a state of the art, high-speed, safe, clean, automated superhighway that ensures the smooth, fast transportation of goods between Canada and the U.S.,” in other words, a NAFTA Superhighway.
“Today, the professional transportation industry and government references to ‘NAFTA trade corridors’ and ‘NAFTA superhighways’ are too numerous to list,” explains Jerome Corsi. Organizations active in creating north-south continental NAFTA/WTO trade corridors include: The International Mobility and Trade Corridor Project, CANAMEX Corridor Coalition, Central North American Trade Corridor Association, Ports to Plains Trade Corridor, Champlain-Hudson Trade Corridor and Gateway Coalition, and the I-95 Corridor Coalition.
Add to this NASCO, North America’s SuperCorridor Coalition, “officially amalgamated” by the North American International Trade Corridor Partnership “to promote the development of a trade corridor designed to expedite the flow of trade through the North American Continent,” according to Henry Lamb. “NASCO is a not-for-profit lobbying organization that has received $2.5 million in Congressional earmarks from the Department of Transportation to promote the corridor concept. Their 24-member board of directors includes county commissioners from four Texas Counties; an Oklahoma state senator, and a member of OK-DOT; two officials from the Texas DOT; attorneys, a couple of construction company officials, and an official of the U.S.-Mexico Chamber of Commerce.”
All of this “fits nicely into the vision of the Council on Foreign Relations’ [May 2005] report: Building a North American Community, which advocates ‘unlimited access to each other’s territory’ (page 47), including allowing Mexican or Canadian companies to freely enter the U.S. to compete with U.S. trucking companies, hauling freight between U.S. cities.” As Corsi notes, this report “has been described as a blueprint for the Security and Prosperity Partnership of North America.”
But then, of course, for Soros funded “liberals,” the idea that the Council on Foreign Relations is anything but a harmless confab of rich people and business leaders getting together to chew the fat is another conspiracy theory.
“Perhaps the NAFTA Superhighway deniers have simply taken a page from Bill Clinton’s playbook,” Corsi concludes. “Clinton’s most memorable sentence in eight years as president involved denying he had sex with his White House intern, an argument he buttressed by insisting that the question depended upon ‘what the meaning of “is” is.’”
It really is too bad Lou Dobbs was not prepared to argue logically with Paul Waldman of Media Matters for America — or maybe that should be Media Matters for the North American Union.
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