Regionalism or Agenda 21 - GRPC Nov 9 Meeting

Submitted by Valerie Pace on November 10, 2011

Letter to the Editor, The Mississippi Press

I am writing to alert the citizens of the Gulf Coast and Ocean Springs of an alarming situation that they may not be aware of.  I will share just the tip-of-the-iceberg.   The public was notified by street signage that there was a meeting concerning sidewalk funding.  You may have had difficulty reading the strangely placed signs, I had to pause in traffic and take a photo to read it later.   The MS Gulf Coast MPO wants to build a 2.5 mile sidewalk costing over $1 million.  The sign clearly stated that the meeting was to be held “Thursday, November 10, 4-7pm” at MGCCC…  See my photo.  After arriving I was informed that the meeting had been held on Wednesday the 9th.  This convenient error is a piercing warning to citizens to be involved with programs coming out of the MPO.



The Metropolitan Planning Organization (MPO) is required by law to provide transparency through publicly accessible participation in the planning process and electronic publications of the plans.  I find “the plans” on their website to be intentionally incomplete to the point of deceptive.  For example how much land will be taken through eminent domain, and how will the people be reimbursed and taxed?  How would you like a new sidewalk going through your property?

On the hosting website: , it states that “additional requirements are designated” to the citizens of Ocean Springs as a TMA.  What are ALL of those “additional requirements?” My understanding is that some communities failed to receive their federal funding as promised. Unfortunately they had already invested their own funds on unnecessary projects that seemed nice.   What budget will fulfill the Million Dollar commitment if those federal funds fail to materialize?  Why are we grabbing federal funding for projects that are clearly not a priority no matter how pleasing?

Who thinks now is perfect timing for our community to rush into debt for a sidewalk?  If we do not accept funding for the 2.5 mile sidewalk will we be denied needed funding for our roads, bridges, and highways?   This is following the priority walkways over streets green agenda?  Most importantly for us to know is, what commitments are our communities agreeing to by accepting federal funding with connections to the United Nation’s Agenda 21?

We all love sidewalks but this is just another program designed to reduce automobile traffic in keeping with the U.N. climate change treaty assertion that the world is experiencing human caused global fever based on falsified science (EPA under current investigation with IG).   UN Agenda is being promoted by nongovernment organizations, such as the MPO, across the country as a way to further reduce American’s dependence on automobiles and to limit our freedoms.  It is my belief that the people of Ocean Springs are being deceived into supporting policies of the United Nations and accepting federal dollars without full consideration for the control given to the federal government in the adoption of such policies.

Here is an excerpt from the website entitled “Democrats Against Agenda 21”.   I like to ride my bike and so do you. So what? Bicycle advocacy groups are very powerful now. Advocacy, is a fancy word for lobbying, influencing, and maybe strong – arming the public and politicians. What is the connection with the bike groups? National groups such as Complete Streets, Thunderhead Alliance, and others have training programs teaching their members how to pressure for redevelopment, and training candidates for office it's not just about bike lanes, it's about remaking cities and rural areas into the ‘sustainable model’.  High density urban development without parking for cars is the goal. That means that whole towns need to be demolished and rebuilt in the image of sustainable development. Bike groups are being used as the ‘shock troops’ for this plan."

As an educated and engaged community, we must acquire an understanding of the ultimate plans of the MPO’s like “REGIONALISM” also called “MEGAREGIONS” that are being deceptively presented to hide the connections to the U.N. Agenda to destroy America without raising a weapon.

Back to the incorrect signage, since this MPO failed to have the public meeting as scheduled according to their public notices, let’s request a new meeting and that everything decided at that meeting, and the other meetings being held simultaneously in Bay St. Louis, be reversed until the citizens of Ocean Springs can have a voice on all the applicable projects.  Help us request meetings for ALL the Gulf Coast issues to be held in Ocean Springs and that it is properly advertised with full disclosure of where these federal funds originated, who is behind promoting the programs, and what are the consequences of accepting or not accepting these funds.

These are just a few questions we the people need addressed before we can agree to a million dollar sidewalk that cannot wait.  For more information visit Stop Agenda 21 in Mississippi,



For more info, visit the website for the Gulf Regional Planning Council at The schedule at center right, is not viewable and one must have more computer skill then I to navigate a solution.

Published version can be viewed at



Date: November 10, 2011

From: Valerie Pace

To: The Gulf Regional Planning Commission

Because of your failure to have the open house as scheduled via public notices in Ocean Springs I ask for the following:

1. A new meeting in Ocean Springs Concerning the sidewalk Federal Funding.
2. An immediate reversal of any decisions that may have been made as a result of that meeting
3. Since there was another meeting in Bay St Louis concerning Ocean Springs and the Gulf Coast Region, being held simultaneously to our wrongly scheduled meeting at MGCCC, I request that Gulf Coast meeting also be repeated in Ocean Springs and that any decisions made be reversed until the citizens have been given a voice.
4. I request the website be fixed to be user friendly for the schedule, and contact us information to include a manned phone number during the meeting.
5. I request adequate advertising of meetings and full disclosure on your website including opposition opinions prior to meetings. I request signage facing the driver at stop signs, News papers, radio, popular local websites, Facebook, twitter, Tea-party/912 groups, and TV.

6. In keeping with your goal to reduce traffic and ensure public participation I request you provide local transportation to and from the meetings especially those held out of town, to include door to door services for those who want it. If you refuse this request for transportation to/from the meetings please explain.

7. I request an emailed reply to all of these 7 points within 3 business days NLT  Nov. 15 close of business day.

Valerie Pace

Excerpt from: Regionalism - Path to Global Collectivism

Under the control of the COMMUNIST United Nations

Metropolitan planning organizations (MPOs) have existed in the United States since the 1950s (Sanchez & Wolf, 2005), but have become increasingly important in transportation planning since the 1973 Surface Transportation Assistance Act specified that urbanized areas with populations of 50,000 or greater create MPOs to facilitate the transportation-planning process. …each MPO has the same broad mandate: to ensure that the local use of federal transportation funds was determined by a planning process that was continuing, cooperative, and comprehensive (known as the "three Cs") (Glassman, n.d.). As such, MPOs are the closest the transportation-planning process in the United States to implement "regional" decision-making.

The Intermodal Surface Transportation and Equity Act (ISTEA), enacted in 1991, substantially increased the responsibilities, and power, of MPOs. ISTEA provided transportation funds directly to MPOs,…

Goldman & Deakin (2000) suggest that "[t]he lack of representativeness of MPO boards may pose a real obstacle to their ability to acquire strong powers for regional government."… Some MPOs have been able to balance the new demands under ISTEA with their lack of direct power by forming partnerships with state transportation agencies, other MPOs (especially in cases where several different MPOs served one larger metropolitan region) and non-governmental organizations (Goldman & Deakin, 2000)… However, partnerships are often reluctant, and "in a number of regions key actors, public and private, remain opposed to a strong MPO role" (Goldman & Deakin, 2000).

A 2006 conference on MPOs concluded with a sort of "wish list" for future MPO actions. It called for MPOs with:

• Legal authority commensurate with their responsibilities;

• Flexibility in transportation funding;

• The ability to provide leadership on regional issues, develop partnerships to promote entrepreneurial leadership, and facilitate agreement on regional priorities;

• Have roles that vary by the characteristics of the region and boundaries that vary by issue or topic (e.g. different boundaries for water/sewer and for transportation planning);

• A multi-disciplinary, well-trained, "multimodal in perspective" staff (TRB, 2006).


This list highlights both the potential and the limitations of the MPO. A well-managed, well-funded, and well-regarded MPO can incorporate regional needs into local transportation planning. Yet most MPOs must still answer to local political forces which may not be willing or able to advocate regional policies. For the moment, the MPO is confined to the funding of one metropolitan area, although inter-MPO partnerships may encourage polycentric regional planning.


Figure 32. The Gulf Coast Megaregion (RPA, 2006)

CHALLENGES AND OPPORTUNITIES Despite its strong cultural traditions, the Gulf Coast as a continuous megaregion lacks the political cohesion of the nearby Texas Triangle. However, the 2005 devastation from Hurricanes Katrina and Rita and the resulting displacement of hurricane victims along the I-10 corridor highlighted the environmental, transportation and economic links of the Gulf Coast (Regional Plan Association, 2006). The environmental vulnerability of this region underscored the need for a region-wide environmental assessment to guide redevelopment and protect the coast from future disasters. This assessment was completed by a consortium of planners and landscape architects led by EDAW, Inc, in partnership with the University of Texas and the Regional Plan Association.

Additionally, the severe racial and economic inequities that were laid bare by the disaster called for a region-wide economic strategy to address long-standing challenges and decline. Despite the hurricanes and their devastation, the region is expected to continue to grow due to the continued in-migration of retirees from the Midwest (Regional Plan Association, 2006).

(End except)

Proving the connection to the UN

The EDAW came to the Gulf after Katrina to “guide redevelopment.”  What they did is working to fulfill the UN plan and took advantage of our Gulf Coast during our most vulnerable time following Katrina.  What is the EDAW and what are their goals.

President on the board of directors AMPO is Lon Wyrick.  He was on the panel for this UN agenda to promote the green agenda. 

AMPO = is a supportive arm of an MPO except nonprofit.

At the 2011 AMPO convention an award was given for UN project “Complete Streets” success.

(Notice the nice sounding UN project names like complete streets and sustainability)

“The Award for Outstanding Overall Achievement for a TMA MPO was presented to the Mid-Ohio Regional Planning Commission for its Complete Streets and Lifelong Communities Initiative. In April 2010, MORPC adopted a Complete Streets policy, which replaced the 2004 Routine Accommodations policy.” 



This also connects the Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991, the Clean Air Act and other projects and organizations to the U.N.  The ISTEA gave more power to the MPOs because they are in alignment with each other not opposition.

Now keep in mind the EPA is now under investigation by the IG for the false science propelling all their programs through the UN’s Kyoto Protocols.  Newly released, reputable, provable, independent scientists clearly refute all UN’s false science.    See John L Casey Space and Science Research Corporation

See Climategate.

Also note some people follow global warming as a religion worshiping mother earth and refuse to debate or disclose all data or names of scientists because they erroneously manufactured results to fulfill a political agenda.


Global Warming

Since the late 1970s and early 1980s, concerns have been raised about the possibility that the combustion of fossil fuels and the release of anthropogenic carbon dioxide and hydrocarbons may be causing global temperatures to rise. The United States was a signatory at the Rio Convention in 1992 to voluntarily reduce these greenhouse gases (GHG), and attention to the importance of the phenomenon has grown over the years. The International Panel on Climate Change, a body of 2,500 scientists sponsored by the United Nations, found in its Second Assessment on Global Climate Change that the "weight of evidence suggests a discernible influence" of human activity on global warming.

The Kyoto Agreement of December 1997 proposed binding emissions-reduction targets for the developed nations of the world. The target set by the Kyoto protocol is 7 percent less than the 1990 levels for the United States as a whole. Such a large GHG-reduction target will be very challenging for the transportation community in light of VMT growth. According to U.S. Department of Energy estimates (which use very modest estimates for VMT growth -- 1.5 percent annually), carbon dioxide emissions from transportation sources will increase about 34 percent between 1995 and 2010. This increase means that the U.S. target of a 7-percent reduction below 1990 levels translates into about a 40-percent reduction by 2010.

The differences of scale and scope between GHG and air pollutants regulated under the CAA pose vast challenges to the transportation research community. Although previous experience with pollutants can guide our research efforts to better identify the problem and cost-effective mitigation strategies, the solution to reducing GHG differs fundamentally and is on a much larger scale. Solutions may require a restructuring of the way we view transportation because our entire transportation network is based on the burning of fossil fuels. The secondary impacts of such a radical change, particularly those affecting the nation's economy and the quality of life of its citizens, will also need to be examined closely and in great detail. As a research question, the potential for global warming cannot be ignored. Even if the Kyoto Protocol is not ratified by the U.S. Senate, the scientific concerns, the potentially devastating impacts, and the longevity of the issue virtually ensure that it will demand the attention of the research community. Research will be needed to address all aspects of the way we provide transportation facilities and services; the institutional relationships between the various public agencies and stakeholders within the transportation and environmental communities; and their social, economic, and political ramifications. At the very least, research must focus on how to provide near- term, cost-effective, simultaneous reductions in primary pollutants and GHG emissions.”


Lifelong Communities Initiative is pushing communities that help people age in place. Efforts are under way in six metro areas, including work to adapt zoning codes to allow more of a walkable mix of housing and retail.


Together, the 1990 CAA amendments and ISTEA represented a drastic change in the approach taken to address mobile-source pollution. They fundamentally shifted the focus of transportation planning from a "mitigation" approach -- that is, mitigating the negative impacts to allow mobility needs to be met -- to more of an "improvement" orientation in which transportation programs are truly part of the solution to the air pollution problem. Most notably, this occurred by requiring that transportation plans and investments conform through quantitative analysis not only to the states' official plans but also to their very purpose so that, even in the absence of such plans, transportation agencies had to ensure and prove that they were part of the solution. They also enhanced the emphasis placed on transportation control measures (TCMs) by requiring timely implementation of TCMs and by making more funding available for them under federal programs. Failure to implement TCMs that were committed to in a state (air quality) implementation plan (SIP) was sufficient reason for the Environmental Protection Agency (EPA) to impose highway funding sanctions.

I think that means, put in sidewalks or get your hwy money may be sanctioned by the EPA



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