Showing posts with label o'cap'n tax. Show all posts
Showing posts with label o'cap'n tax. Show all posts

Friday, August 5, 2011

o'keynesian - 1st time since 1917 ratings: US economy downgraded! -- o'humpty dumpty

Time to resign: Treasury Secretary, Federal Reserve Director

U.S. Downgraded: http://www.investopedia.com/terms/d/downgrade.asp


What Does It Mean?
What Does Downgrade Mean?
A negative change in the rating of a security. This situation occurs when analysts feel that the
future prospects for the security have weakened from the orginal recommendation, usually due to a material and fundamental change in the company's operations, future outlook or industry. 
Investopedia Says
Investopedia explains Downgrade
Analysts place recommendations on securities to give their clients or investors a general idea on the expected performance of that security looking forward. These recommendations are adjusted when the basis behind the recommendation changes, such as the price of the stock or newly released data in the company's financial statements.

An analyst may downgrade a stock from a buy to a sell, after the company released information about an Securities and Exchange Commission investigation into the company's operations.

United States of America Long-Term Rating Lowered To 'AA+' Due To Political Risks, Rising Debt Burden; Outlook Negative

  • We have lowered our long-term sovereign credit rating on the United States of America to 'AA+' from 'AAA' and affirmed the 'A-1+' short-term rating.

  • We have also removed both the short- and long-term ratings from CreditWatch negative.

  • The downgrade reflects our opinion that the fiscal consolidation plan that Congress and the Administration recently agreed to falls short of what, in our view, would be necessary to stabilize the government's medium-term debt dynamics.

  • More broadly, the downgrade reflects our view that the effectiveness, stability, and predictability of American policymaking and political institutions have weakened at a time of ongoing fiscal and economic challenges to a degree more than we envisioned when we assigned a negative outlook to the rating on April 18, 2011.

  • Since then, we have changed our view of the difficulties in bridging the gulf between the political parties over fiscal policy, which makes us pessimistic about the capacity of Congress and the Administration to be able to leverage their agreement this week into a broader fiscal consolidation plan that stabilizes the government's debt dynamics any time soon.

  • The outlook on the long-term rating is negative. We could lower the long-term rating to 'AA' within the next two years if we see that less reduction in spending than agreed to, higher interest rates, or new fiscal pressures during the period result in a higher general government debt trajectory than we currently assume in our base case.


  • TORONTO (Standard & Poor's) Aug. 5, 2011--Standard & Poor's Ratings Services said today that it lowered its long-term sovereign credit rating on the United States of America to 'AA+' from 'AAA'. Standard & Poor's also said that the outlook on the long-term rating is negative. At the same time, Standard & Poor's affirmed its 'A-1+' short-term rating on the U.S. In addition, Standard & Poor's removed both ratings from CreditWatch, where they were placed on July 14, 2011, with negative implications.
         The transfer and convertibility (T&C) assessment of the U.S.--our assessment of the likelihood of official interference in the ability of U.S.-based public- and private-sector issuers to secure foreign exchange for debt service--remains 'AAA'.
         We lowered our long-term rating on the U.S. because we believe that the prolonged controversy over raising the statutory debt ceiling and the related fiscal policy debate indicate that further near-term progress containing the growth in public spending, especially on entitlements, or on reaching an agreement on raising revenues is less likely than we previously assumed and will remain a contentious and fitful process. We also believe that the fiscal consolidation plan that Congress and the Administration agreed to this week falls short of the amount that we believe is necessary to stabilize the general government debt burden by the middle of the decade.
    Our lowering of the rating was prompted by our view on the rising public debt burden and our perception of greater policymaking uncertainty, consistent with our criteria (see "Sovereign Government Rating Methodology and Assumptions," June 30, 2011, especially Paragraphs 36-41). Nevertheless, we view the U.S. federal government's other economic, external, and monetary credit attributes, which form the basis for the sovereign rating, as broadly unchanged.
         We have taken the ratings off CreditWatch because the Aug. 2 passage of the Budget Control Act Amendment of 2011 has removed any perceived immediate threat of payment default posed by delays to raising the government's debt ceiling. In addition, we believe that the act provides sufficient clarity to allow us to evaluate the likely course of U.S. fiscal policy for the next few years.
         The political brinksmanship of recent months highlights what we see as America's governance and policymaking becoming less stable, less effective, and less predictable than what we previously believed. The statutory debt ceiling and the threat of default have become political bargaining chips in the debate over fiscal policy. Despite this year's wide-ranging debate, in our view, the differences between political parties have proven to be extraordinarily difficult to bridge, and, as we see it, the resulting agreement fell well short of the comprehensive fiscal consolidation program that some proponents had envisaged until quite recently. Republicans and Democrats have only been able to agree to relatively modest savings on discretionary spending while delegating to the Select Committee decisions on more comprehensive measures. It appears that for now, new revenues have dropped down on the menu of policy options. In addition, the plan envisions only minor policy changes on Medicare and little change in other entitlements, the containment of which we and most other independent observers regard as key to long-term fiscal sustainability.
         Our opinion is that elected officials remain wary of tackling the structural issues required to effectively address the rising U.S. public debt burden in a manner consistent with a 'AAA' rating and with 'AAA' rated sovereign peers (see Sovereign Government Rating Methodology and Assumptions," June 30, 2011, especially Paragraphs 36-41). In our view, the difficulty in framing a consensus on fiscal policy weakens the government's ability to manage public finances and diverts attention from the debate over how to achieve more balanced and dynamic economic growth in an era of fiscal stringency and private-sector deleveraging (ibid). A new political consensus might (or might not) emerge after the 2012 elections, but we believe that by then, the government debt burden will likely be higher, the needed medium-term fiscal adjustment potentially greater, and the inflection point on the U.S. population's demographics and other age-related spending drivers closer at hand (see "Global Aging 2011: In The U.S., Going Gray Will Likely Cost Even More Green, Now," June 21, 2011).
         Standard & Poor's takes no position on the mix of spending and revenue measures that Congress and the Administration might conclude is appropriate for putting the U.S.'s finances on a sustainable footing.
         The act calls for as much as $2.4 trillion of reductions in expenditure growth over the 10 years through 2021. These cuts will be implemented in two steps: the $917 billion agreed to initially, followed by an additional $1.5 trillion that the newly formed Congressional Joint Select Committee on Deficit Reduction is supposed to recommend by November 2011. The act contains no measures to raise taxes or otherwise enhance revenues, though the committee could recommend them.
         The act further provides that if Congress does not enact the committee's recommendations, cuts of $1.2 trillion will be implemented over the same time period. The reductions would mainly affect outlays for civilian discretionary spending, defense, and Medicare. We understand that this fall-back mechanism is designed to encourage Congress to embrace a more balanced mix of expenditure savings, as the committee might recommend.
         We note that in a letter to Congress on Aug. 1, 2011, the Congressional Budget Office (CBO) estimated total budgetary savings under the act to be at least $2.1 trillion over the next 10 years relative to its baseline assumptions. In updating our own fiscal projections, with certain modifications outlined below, we have relied on the CBO's latest "Alternate Fiscal Scenario" of June 2011, updated to include the CBO assumptions contained in its Aug. 1 letter to Congress. In general, the CBO's "Alternate Fiscal Scenario" assumes a continuation of recent Congressional action overriding existing law.
         We view the act's measures as a step toward fiscal consolidation.
         However, this is within the framework of a legislative mechanism that leaves open the details of what is finally agreed to until the end of 2011, and Congress and the Administration could modify any agreement in the future. Even assuming that at least $2.1 trillion of the spending reductions the act envisages are implemented, we maintain our view that the U.S. net general government debt burden (all levels of government combined, excluding liquid financial assets) will likely continue to grow. Under our revised base case fiscal scenario--which we consider to be consistent with a 'AA+' long-term rating and a negative outlook--we now project that net general government debt would rise from an estimated 74% of GDP by the end of 2011 to 79% in 2015 and 85% by 2021. Even the projected 2015 ratio of sovereign indebtedness is high in relation to those of peer credits and, as noted, would continue to rise under the act's revised policy settings.
         Compared with previous projections, our revised base case scenario now assumes that the 2001 and 2003 tax cuts, due to expire by the end of 2012, remain in place. We have changed our assumption on this because the majority of Republicans in Congress continue to resist any measure that would raise revenues, a position we believe Congress reinforced by passing the act. Key macroeconomic assumptions in the base case scenario include trend real GDP growth of 3% and consumer price inflation near 2% annually over the decade.
         Our revised upside scenario--which, other things being equal, we view as consistent with the outlook on the 'AA+' long-term rating being revised to stable--retains these same macroeconomic assumptions. In addition, it incorporates $950 billion of new revenues on the assumption that the 2001 and 2003 tax cuts for high earners lapse from 2013 onwards, as the Administration is advocating. In this scenario, we project that the net general government debt would rise from an estimated 74% of GDP by the end of 2011 to 77% in 2015 and to 78% by 2021.
         Our revised downside scenario--which, other things being equal, we view as being consistent with a possible further downgrade to a 'AA' long-term rating--features less-favorable macroeconomic assumptions, as outlined below and also assumes that the second round of spending cuts (at least $1.2 trillion) that the act calls for does not occur. This scenario also assumes somewhat higher nominal interest rates for U.S. Treasuries. We still believe that the role of the U.S. dollar as the key reserve currency confers a government funding advantage, one that could change only slowly over time, and that Fed policy might lean toward continued loose monetary policy at a time of fiscal tightening. Nonetheless, it is possible that interest rates could rise if investors re-price relative risks. As a result, our alternate scenario factors in a 50 basis point (bp)-75 bp rise in 10-year bond yields relative to the base and upside cases from 2013 onwards. In this scenario, we project the net public debt burden would rise from 74% of GDP in 2011 to 90% in 2015 and to 101% by 2021.
         Our revised scenarios also take into account the significant negative revisions to historical GDP data that the Bureau of Economic Analysis announced on July 29. From our perspective, the effect of these revisions underscores two related points when evaluating the likely debt trajectory of the U.S. government. First, the revisions show that the recent recession was deeper than previously assumed, so the GDP this year is lower than previously thought in both nominal and real terms. Consequently, the debt burden is slightly higher.  Second, the revised data highlight the sub-par path of the current economic recovery when compared with rebounds following previous post-war recessions. We believe the sluggish pace of the current economic recovery could be consistent with the experiences of countries that have had financial crises in which the slow process of debt deleveraging in the private sector leads to a persistent drag on demand. As a result, our downside case scenario assumes relatively modest real trend GDP growth of 2.5% and inflation of near 1.5% annually going forward.
         When comparing the U.S. to sovereigns with 'AAA' long-term ratings that we view as relevant peers--Canada, France, Germany, and the U.K.--we also observe, based on our base case scenarios for each, that the trajectory of the U.S.'s net public debt is diverging from the others. Including the U.S., we estimate that these five sovereigns will have net general government debt to GDP ratios this year ranging from 34% (Canada) to 80% (the U.K.), with the U.S. debt burden at 74%. By 2015, we project that their net public debt to GDP ratios will range between 30% (lowest, Canada) and 83% (highest, France), with the U.S. debt burden at 79%. However, in contrast with the U.S., we project that the net public debt burdens of these other sovereigns will begin to decline, either before or by 2015.
          Standard & Poor's transfer T&C assessment of the U.S. remains 'AAA'. Our T&C assessment reflects our view of the likelihood of the sovereign restricting other public and private issuers' access to foreign exchange needed to meet debt service. Although in our view the credit standing of the U.S. government has deteriorated modestly, we see little indication that official interference of this kind is entering onto the policy agenda of either Congress or the Administration. Consequently, we continue to view this risk as being highly remote.
         The outlook on the long-term rating is negative. As our downside alternate fiscal scenario illustrates, a higher public debt trajectory than we currently assume could lead us to lower the long-term rating again. On the other hand, as our upside scenario highlights, if the recommendations of the Congressional Joint Select Committee on Deficit Reduction--independently or coupled with other initiatives, such as the lapsing of the 2001 and 2003 tax cuts for high earners--lead to fiscal consolidation measures beyond the minimum mandated, and we believe they are likely to slow the deterioration of the government's debt dynamics, the long-term rating could stabilize at 'AA+'.
         On Monday, we will issue separate releases concerning affected ratings in the funds, government-related entities, financial institutions, insurance, public finance, and structured finance sectors.

    Tuesday, June 21, 2011

    o'tax'n spend - Obama's Vehicle Miles Traveled (VMT) Tax

    During Obama's January 2008 talk with the San Francisco Chronicle, he said:  
    "Under my plan" electricity [energy] rates would necessarily "skyrocket."
    From: CDFE Sent: Monday, June 20, 2011 Subject: Obama's Mileage Tax
    article source: http://www.cdfe.org/
    THE TAX-YOUR-DRIVING IDEA MAY BE LOOKING BETTER TO OBAMA - A MILEAGE TOLL.
          Senate Budget Committee Chairman Kent Conrad (D-ND) is still trying to figure out a way for the government to make money off of U.S. drivers as if they were a distinct breed of citizens disassociated with the term "taxpayer." For the fourth time in half as many years, he raised the issue of a Vehicle Mileage Traveled (VMT) in a March, 2011 Congressional Budget Office report. Things are tough everywhere. And government's pockets are hurting as badly as the taxpayers'.
         Add to the shrinking tax base 1,500,000 more unemployed Americans than we had when Barack Obama started passing out stimulus money like penny candy to the needy, and it's easy to see why the Obama Administration is fishing for new ways to generate tax revenue without calling their new ideas taxation. After all, on Sept. 12, 2008, Candidate Barack Hussein Obama said: "Under my plan, no family making less than $250 thousand a year will see any form of tax increase. Not your income tax. Not your payroll tax. Not your capital gains taxes. Not any of your taxes."
         Bad ideas have a perpetual life in Washington. This bad idea began as a way to sell drivers on buying hybrid vehicles. While it was bantered about during both Bush administrations, it was seriously proposed by Congressman James Oberstar [D-MN] in 2009. The idea? A tax for every mile you drive. The people of Minnesota liked the idea so much they replaced Oberstar with a Republican, Chip Cravaack, in 2010. The second person to suggest it was Obama Transportation Secretary Ray LaHood (before the 2010 election). Obama shot the idea down. That's a good way to lose seats.
         That was then. This is now. Like I said, bad ideas have perpetual life inside the beltway. They never die. Politicians simply put them in a new set of clothes and trot them out every time they get desperate for increased tax revenues - and Washington hasn't been this desperate since the Great Depression.
         The month of May was a different story. That bad idea was looking better to someone, because a draft transportation authorization bill was floated on May 2. Section 2218 of that bill would create, within the Federal Highway Administration, a Surface Transportation Revenue Alternatives Office that would be tasked with creating a sturdy framework that defines the functionality of a mileage-based user fee system. Obama was floating a trial balloon.
         How will the tax work? At this point, it doesn't matter. What matters is that the Obama Administration, which has said, four times, it is not considering a VMT (mileage tax on travelers), is considering a mileage tax. How they plan to implement it isn't as important as how much it's going to cost YOU for them to track how many miles you drive. And, of course, how and when you are expected to pay to travel over America's highways that your tax dollars built.
         On every level, this is a nightmare the American people will flatly reject. Remind Congress that if they vote to tax the miles we drive, there's going to be a lot of former Congressmen and Senators riding the bus in January, 2013.
         The idea of taxing motorists for the miles they drive, known as a Vehicle Miles Traveled (VMT) Tax has been discussed in Washington for several years. One such dialogue took place during the Bush-43 years. The Obama Administration has not officially signed on to the idea, but Obama requested $20 million in 2012 budget to establish the Surface Transportation Revenue Alternative Office. When questioned about the VMT Tax (or Toll as it will likely be called) Department of Transportation spokeswoman Jill Zuckerman said that the proposed Office is being charged with analyzing a range of alternatives, not just one, thus the DOT has not proposed any new revenue model at this time.
         The fact remains that while Obama has not used his bully pulpit to advocate a VMT Tax, by taking the step toward creating this office, and doing the exploratory work on how to achieve this goal - particularly since the VMT tax is the preferred policy option of several transportation experts - expect its covert implementation to happen. When they unveil it, as a "toll" and not a tax, Obama will sign it into law.
         The VMT Tax will not just be a public relations bad green dream, it will be a political nightmare on every imaginable policy level. The United States of America already has an effective taxing system that is based on how much you earn. We don't need one that's based on how far you drive. Today, as Obama ponders a VMT tax, his car company - General Motors - has suggested that Congress slap a $1 per gallon environmental surcharge tax on gasoline to put the United States more in line with what Europeans pay for gasoline. In GM's mind, that would help bolster sales of GM's albatross, the electric GM Volt.
         Is this merely a push to get people to buy hybrid cars? I don't think so. I think this is a tax revenue-hungry government looking for a new food source. Here's the reality. U.S. citizens should not be charged a travel tax to take their kids to school, go to and from work, see a doctor, go grocery shopping, take their spouse or date out to dinner and a movie, or just take a leisurely weekend drive in the country. While it is now starting to not look much like the America I grew up it, I believe this is still America.
          Is this merely an environmentalist devise, through taxation, to make more people use public transit? The Federal Highway Administration website offered an explanation. The FHA said that the proposed office will phase in research and demonstration efforts to analyze a range of revenue generation alternatives with the potential to replace the petroleum-based system currently used to fund surface transportation programs.
         During the Bush-43 years, a 2006 report commission by the Dept. of Transportation called the mileage tax the most promising technique for directly assessing users for the costs of individual trips within a comprehensive fee scheme that will generate revenue to cover the costs of highway programs.
         Politicians who think differently than the rest of us seem to think the mileage tax is more equitable than a gasoline tax. Senator Kent Conrad dismissed that myth in the Senate's March, 2011 report in which the conclusion reached was that highway financing was best accomplished through a combination of BOTH gasoline taxes and mileage taxes. It's not one or the other. It's both.
          On page 91 of the 2009 National Surface Transportation Infrastructure Financing Commission Study (created by the Democratically-controlled House and Senate), the report concluded that the most viable approach [for financing highways] is based directly on miles driven (commonly referred to as a Vehicle Miles Traveled [VMT] fee system. The report added that a 3.3 cents per mile charge could raise $1 billion annually. For a car that travels 15,000 miles a year, the cost would be $495 a year. That report suggested Congress was considering replacing gasoline taxes will a mileage tax.
         How much would your Vehicle Mileage Traveled tax be? How many miles did you drive last year? Multiply those miles by 3.3 cents. That's likely what you will be paying after the politicians get through posturing. If you are the government, and you have a penchant - and a need - for a new revenue stream, you don't spend millions of dollars to figure out how to assess and collect a new form of taxation, and not collect it.
          On May 5, The Hill reported that White House spokeswoman Jennifer Psaki rebutted The Hill's query about Obama supporting a VMT tax saying a plan to tax automobile drivers by the mile isn't an option under consideration. On May 9, she modified her statement admitting that the VMT tax scheme was a draft memo for legislation, but that it was not "formally" circulated in the White House.
         With all the back and forth bantering by the White House that Barack Obama is not considering a VMT tax, logic says he is. The Obama Administration and what the public increasingly calls Government Motors have made a commitment to electric cars. While the current models are hybrids that rely more on gasoline than electricity, clearly the auto industry expects that each year the vehicles produced will rely less on gasoline and more electricity.
         As the motor vehicles we use consume less gasoline, the government will receive fewer gasoline tax dollars. Since the government, and the auto industry which is now - thanks to Obama - partially owned by the nation's labor unions, believe electric cars will be the dominant personal transportation of the future, they need to find a way to tax the fuel they consume sufficiently enough to replace the gasoline tax revenues they expect to lose. Thus, Conrad was correct in his assessment that highway financing requires both gasoline taxes and a VMT tax - a tax today for the future.
         The proposal the Obama Administration includes what the DOT calls "other options." Options which include converting bridges and highways into revenue-generating toll roads although VMT is viewed by most as the best choice because it is considered to be the most reliable funding source.
         The United States has an effective way to generate revenues to keep up America's highway system. It's called a gas tax. While Americans don't like paying 36 cents in taxes for every gallon of gas they pump into their gas-powered vehicles, they are going to be even more unhappy about paying a Vehicle Miles Traveled tax.
         Eliminating wasteful spending of taxpayer dollars should be this Administration's first priority rather than spending millions of dollars devising new ways to tax the American people.
         Sincerely, Ron Arnold, Center for the Defense of Free Enterprise Action Fund -- www.cdfe.org/cdfe-action-fund
        SEND your donation to: Center for the Defense of Free Enterprise Action Fund, Dept Code - 6464, 12500 NE 10th Place, Bellevue, WA 98005 -- The Center for the Defense of Free Enterprise Action Fund is a non-partisan education and advocacy organization that lobbies to influence legislation and mobilizes grassroots support for legislation that defends free enterprise. Contributions to the Action Fund are not tax deductible.

    bcc'd "red diaper babies"