Category Archives: 2012

Understanding America’s Broken Economy

by D.J.Rippert

American Airlines Flight 191 – As a frequent flier with over 3 million air miles I pay close attention to airline safety and have a somewhat morbid curiosity about airplane crashes.  One thing always stands out for me – airplane crashes rarely result from one big problem.  Instead, they are caused by multiple problems occurring at the same time.  American Airlines Flight 191 was just such a tragedy that resulted in the worst U.S. air disaster until the Sept 11 attacks.

On May 25, 1979 American Airlines Flight 191 took off from O’Hare field and quickly crashed into Des Plaines, lll.  All aboard and two people on the ground were killed.  The reason for the crash seemed apparent – one of the airplane’s engines fell off the wing during takeoff.  However, even this seemingly straightforward explanation was wrong.  The tragedy was actually a horrible play in five acts.  The engine placement was poorly designed and maintenance crews often damaged the engines during servicing.  The plane would have flown without the engine but the falling engine severed the hydraulics, which are required to control the plane.  Most planes had designs that kept the slats retracted in case of hydraulic failure but the DC-10 did not.  Finally, there were two warning systems that should have sounded but the engine that had fallen off powered them both.

In the end, these multiple problems caused the deaths of 273 people.

Today’s American economy is like an airplane crash – what appears, at first, to be one or two big problems is actually the interplay of many big problems. However, airplane crashes are carefully and dispassionately studied to improve safety while our economy is mere election year fodder for our corrupt political class.

The Dirty Half Dozen.  Six powerful and deeply ingrained trends have conspired to put America in its present economic condition.  The trends themselves must be studied.  Perhaps more importantly, the relationships among these trends must be understood.

Automation – Jobless recoveries occur when the underlying economy improves but that improvement does not serve to sufficiently spike the demand for labor.  Jobless recoveries were an oxymoron until the early 1990s.  Today, they are a fact of life.  One reason is the relentless automation of everyday tasks.  Anybody who understands exponential growth knows that the curve of that growth starts out pretty flat but ends up very vertical.  It’s easy to get lulled to sleep in the early stages of exponential change and equally easy to get gored by the curve once it hits “the elbow”.  We are currently experiencing “the elbow” of technology change.  Today, robots dispense cash, web sites book travel, chemistry controls cholesterol and the world champion chess and Jeopardy players are both software programs written by IBM.  More detail on this trend can be found here.

Globalization – What automation isn’t stealing from an American recovery globalization is taking instead.  The 1970s and 1980s proved that the American economy was strong enough to “pull up” millions of Mexicans from poverty as manufacturing jobs were moved offshore.  The last 15 years have proven that the American economy is not strong enough to pull up billons of Indians and Chinese from poverty by off-shoring everything else.

Illegal immigration – Supply and demand determine price.  The American labor market is but one of a billion commodities subject to the law of supply and demand.  Allowing tens of millions of illegal immigrants into the US raises the supply of largely under-educated labor and that, unsurprisingly, lowers the price of that labor.  This keeps America’s poor impoverished and widens the wealth gap.

Deficits – I’ve always suspected that Lyndon Johnson was a closet magician.  During his relatively brief tenure as President he tried to make the Vietnam War disappear in the smoky haze of The Great Society.  The war remained in plain sight and the smoke of the Great Society congealed into the stifling smog of today’s entitlement society.  Unfortunately, like most Presidential inventions – this Frankenstein of demographic illiteracy has not just endured but grown.  Nixon, Ford, Reagan, Bush and Bush all kept the printing presses rolling one way or another.

Easy credit – Bill Clinton wasn’t known as Slick Willy for nothing.  Clinton unseated an incumbent president with the classic campaign cry, “It’s the economy, stupid.”  Unfortunately for President Clinton, no magic bullet appeared on the day of his inauguration to change that economy.  So, he invented a magic bullet – easy credit for everybody.  He pushed the banks to make loans to anybody who could afford a ball point pen to sign the paperwork.  Bush, Jr. kept the party alive by convincing the Fed to keep interest rates at artificially low levels.  The early results proved the palliative was working.  Consumption inequality rose much more slowly than income inequality in the years before the current crisis.  But America was living on borrowed money and borrowed time.

Moral decay – The consumerist society has reached new heights in the U.S.  Advertising hits us from every direction while Mom, Dad and the local reverend are either too busy shopping for themselves or drowned out by the cacophony of our over-consumptive country.  Corporate CEOs, sports stars, rap artists and the current First Lady all seem to define themselves through the extravagance of their lifestyles.  Image over substance replaces the church and nuclear family as Americans vainly strive to “keep up with the Joneses”.   Savings rates plummet and our children learn to define themselves by what they have versus who they are.  Neuro-plasticity is real.  Prolonged exposure to repetitive messages can change the way our brains work.  The relentless advertising whispering, “buy, buy, buy” in every facet of our lives is creating a society that can’t afford to be what it wants to become.

United Flight 232.  Not every set of mid-air catastrophic failures result in the death of all aboard.  In 1989, United Airlines Flight 232 left Denver for Chicago.  Somewhere over Iowa its rear engine disintegrated and sent shrapnel through all three independent hydraulic control systems shutting them down.  The fact that there were three independent control systems mattered little when one exogenous failure destroyed them all.  The air crew somehow improvised and used the thrust from the two engines to control the plane.  The plane was crash landed and broke in two.  The brilliance of the aircrew and the creativity of the pilot could not stop the horrible tragedy of 111 deaths.  However, the stunning result was less the tragedy of the 111 people who died but rather the amazing fact that 185 people lived.

America’s economy is currently experiencing multiple catastrophic failures. However, some courageous improvisation, a willingness to take risks and the steel will of those piloting the economy may be sufficient to avoid complete disaster.  The real trick will be the hard work of dropping the class warfare, partisan politics and simpl -minded sound bite logic of our our current political class.  This November might be a good time to start.

Next up … a detailed look at how the pace of automation is exceeding our economy’s ability to adapt.

By … DJ Rippert

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IG Report Highlights MWAA Board Conflicts

James A. Bacon

It seems that “partisan Republicans” and “wild-eyed Tea Baggers” aren’t the only people who have problems with the Metropolitan Washington Airports Authority (MWAA) board of directors. The inspector general of the U.S. Department of Transportation in the Obama administration expressed concerns in an interim report on its review of the board’s policies regarding travel, ethics, transparency and the awarding of contracts. Some highlights:

MWAA’s policies and practices are generally less rigorous than corresponding State and Federal rules. Notably, MWAA’s government-appointed Board members are not bound to the same State ethics and financial disclosure laws as the elected officials who appointed them.

Our ongoing review has revealed a culture that is largely unaccustomed to external audits and inquiries by the accountability community. While MWAA has freely cooperated in most areas of our review, Board and staff in some areas were reluctant to provide access to key documents and grant us private interviews with Board members. MWAA’s reluctance to provid[e] us full transparency may be attributable to the fact that it has experienced few independent audits since its creation 25 years ago.

On the positive side, the inspectors found that MWAA’s assumptions for Dulles Toll Road revenues appear reasonable. MWAA will rely heavily upon toll road revenues to finance Phase 2 of Rail-to-Dulles construction.

In a letter to Transportation Secretary Ray LaHood, Rep. Frank Wolf, R-10, declared that he was “deeply troubled” by the findings, honing in on MWAA’s contracting practices, conflict-of-interest policies and recusal practices. Wrote Wolf:

Most egregious are the IG’s findings about MWAA’s contracting practices. … Particularly concerning are the number of sole source contracts issued. As you know, MWAA is required by law to fully compete any contract over $200,000, with limited exceptions. Yet the IG’s report states that “[d]uring the period of our review, MWAA awarded five sole source contracts that were over $200,000, but did not fall under any of MWAA’s categorical exemptions. These contract awards, which amount to $6 million, did not have Board approval.” Not only did MWAA abuse the exemptions permitted under federal law, they issued numerous contracts that failed to meet even these basic standards.

The report points out that while MWAA’s Contracting Manual says some exemptions are allowed, but “comprise only a small portion of MWAA’s contracts and their dollar value,” the IG found that the use of exemptions “has amounted to 40 percent of the Authority’s $589 million in contract awards during the period of our review.”

Wolf focused in particular upon the hiring of the Jenner & Block law firm to advise the board on how to avoid seating two new Virginia board members appointed by Governor Bob McDonnell:

The report details how “… one Board member’s recommendation led MWAA to initiate a $100,000 contract with a law firm despite the fact that an immediate family member worked for the firm.” The report goes on to say that “while this family relationship had been previously disclosed, the Board member did not refrain from participating in matters related to the firm when the issue arose (per MWAA policy), and MWAA awarded the contract to the recommended firm. ….

This particular contract was initiated to procure a legal opinion by the law firm Jenner & Block for the express purpose of advising the board on how it could avoid complying with a bipartisan law passed by Congress and signed by President Obama. Amazingly, the report shows that the contract was requested on November 18, 2011, the same day the president signed the bill into law. It also is worth noting that the report reveals that the law firm submitted its “completed legal opinion to MWAA before the noncompetitive contract [was] documented and officially signed.”

Interestingly enough, Chicago-based Jenner & Block, which maintains a Washington, D.C., office, has collected $78,000 in legal fees this year from the Democratic Party-Virginia Senate Caucus, according to the Virginia Public Access Project. Senate Democrats made it a top priority to fight for state funding for the Rail-to-Dulles project and blocked Governor Bob McDonnell’s efforts to seat two newly appointed board members upon the board. The Dems also fought Republican efforts to tie state funding for Rail-to-Dulles to impartiality between union contractors and open shop contracts in the awarding of the Phase 2 contract. So far, MWAA has held fast in its policy to favor union Project Labor Agreements in evaluating bidders for the estimated $2.8 billion contract.

So, Jenner & Block collected more than $100,000 from MWAA plus $78,000 from the Senate Dems. That certainly creates the appearance that MWAA’s board was actively colluding with Democrats in the Senate to thwart the McDonnell administration’s efforts to hold the board accountable. There is no other way to describe MWAA but as a rogue entity.

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Chart of the Day: Virginia Economic Performance

Image credit: Joint Economic Committee (Click chart for clearer image.)

This chart from the Joint Economic Committee of Congress comes from a recent report, “Understanding the Economy: State-by-State Snapshots.” It shows how Virginia falls in the quadrant of lower-than-median unemployment and lower-than-median job loss since the beginning of the recession. A logical question to ask is how much credit the McDonnell administration deserves for the state’s superior economic performance as compared to, say, the proximity of Northern Virginia to the Washington, D.C., spending stream.

My sense is that McDonnell deserves some credit (I will provide a small example in the following post) but not as much as he’d like to claim. Too bad the Joint Economic Committee doesn’t provide a metro-by-metro breakdown. That would yield a much clearer picture. I expect that we’d find that Northern Virginia accounts for most of the improvement.

Regardless, Virginia’s stronger-than-average economy is finally benefiting the state Treasury. In a press release issued today, Governor Bob McDonnell announced that the state’s April revenue collections increased 10.6%, bringing the year-to-date performance to 5.6% (adjusted for the accelerated sales tax phase-out) compared to an economic base forecast of 4.7%.

The good news: Virginia is not one of the states descending into a downward economic growth/budgetary spiral. Note to General Assembly: Please don’t blow the surplus on new spending. Use it to bullet-proof the state budget. We can’t count on the federal government to propel Virginia’s economy for much longer.

– JAB

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Assembly Balks at Reining in MWAA

Metrorail construction. Photo credit: Washington Examiner.

Among other hijinks yesterday, it appears that the General Assembly shot down Governor Bob McDonnell’s bid to withhold $150 million in state contributions to Phase 2 of the Rail-to-Dulles project if the Metropolitan Washington Airports Authority refused to accept two additional Virginia appointees to its board. Steve Contorno has the story for the Washington Examiner. Reports Contorno:

“The House voted 74-22 to reject a budget amendment from McDonnell that would have allowed the state to withhold the funding, saying it was sloppily written and endangered other spending in the budget. Lawmakers also argued that the state could not dictate to a regional agency it did not control.

“MWAA is not a Virginia agency,” said Del. Mark Sickles, D-Franconia. “The best case for supporting this is the lawsuit can start six weeks earlier because the governor wants to seat members.” …

“The governor believed it is imperative to move forward as soon as possible in implementing MWAA reform legislation,” McDonnell spokeswoman Taylor Thornley said.

MWAA, which is administering the Rail-to-Dulles project, has refused to seat two Virginia appointees to the board (along with one from Maryland and one from Washington, D.C.) despite passage of federal enabling legislation. MWAA contended that Virginia and the District had to amend the interstate pact. Virginia’s law doesn’t go into effect until July 1.

– JAB

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Bail outs for Failed States? No Way!

The Blue State governance model

by James A. Bacon

As Greece stumbles towards default on its budget promises and the European Union continues its slow-motion meltdown, a growing number of people are wondering if default is in the cards within the Dollar Union, in other words, the good ol’ United States of America.

California’s projected budget gap has increased from $9 billion in January to $16 billion today, a gap that Gov. Jerry Brown proposes to close with a debilitating combination of tax hikes and spending cuts. Meanwhile, despite jacking up income taxes last year (or perhaps because of it), Illinois faces a $2.7 billion revenue shortfall. In desperation, Gov. Pat Quinn is pushing cuts to programs serving his core Democratic constituencies, Medicaid recipients and public sector employees.

The Blue State governance model is in free fall. Normally, states don’t incur budget crises until a recession devastates their revenues. Now, we’re experiencing budget crises three years into a business cycle. I would advance the argument that a number of Blue States — California and Illinois, most visibly — have entered into an irreversible downward spiral. If they don’t raise taxes and cut spending, they will default on their debts, with incalculable consequences. If they do raise taxes, they’ll chase businesses and the productive class out of the state. If they cut spending programs, they will betray their core constituencies. When the U.S. falls back into recession, as eventually it will, the Blue States are toast.

Now people are seriously pondering the possibility of bailouts for failing states. In a Wall Street Journal op-ed, Representative Kevin Brady, R-Texas, and Senator Jim DeMint, R-South Carolina, argue that it’s time to take that option off the table.

As big government-low growth states fall deeper into the fiscal hole, the question becomes whether Washington politicians will force taxpayers in more prudent states to bail them out. This cannot be allowed to happen. As the 2008 financial crisis proved, bailouts never solve anything. They only create more problems—moral outrage on one side, and moral hazard on the other.

It is becoming clear that the only way to force recalcitrant states to put fiscal reform on the table is for Congress to take state bailouts off of it. Recent experience on Wall Street and in Athens suggests that if decision makers in Illinois, New York, California or anywhere else believe Washington will bail them out of their fiscal mismanagement, we cannot expect any self-directed reform from them. … Congress must—in word and if necessary in law—make plain that the taxpayers will not protect these states from the consequences of their policies.

I whole-heartedly concur. Virginia is among the fiscally responsible states that have worked diligently on a bipartisan basis to balance budgets, issue debt with restraint and maintain an attractive business climate. We haven’t done everything right by a long shot — as I frequently remind readers. Over and above engaging in dubious budget tricks, we have pusillanimously avoided fundamental reform of basic institutions from education and health care to transportation and land use. But, hard as it is to believe, we’ve screwed things up less royally than many others. Virginians should not be asked to pay for the glaring failures of others.

Virginia’s Congressmen need to join Brady and DeMint to make it crystal clear that they will oppose any bid to bail out failed states… a bid that is surely coming, whether next  year or next decade. It won’t be hard for Republican representatives, who have no sympathy whatsoever for the travails of the Blue States, to say no. But Democrats could find themselves conflicted.

Republican candidates for Jim Webb’s U.S. Senate seat should press the inevitable Democratic nominee, Tim Kaine, on whether he would vote to bail out the blue states. Get him on the record. If he waffles, make it a campaign issue.

For that matter, it wouldn’t hurt to put heat on Sen. Mark Warner. While Warner has been vocal about the dangers of the impending federal budget apocalypse, he voted for the Obama stimulus and for Obamacare. Virginia voters cannot take it for granted that he would oppose a budget-busting bail out of failed Blue States. Let’s get him on the record.

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How Robots in Parking Garages Can Advance New Urbanism


Robotics and information technology are migrating off the factory floor and appearing in the most remarkable places. Boomerang Systems, an exhibitor at the Congress for the New Urbanism conference last week, outfits garages with automated parking systems. In projects where construction costs are high or land is valuable, it can make economic sense for property owners to invest in the company’s RoboticValet service.

RoboticValet works like this: A passenger drives his car onto a foot-high palette. A robot the shape of a giant gift box slips under the palette and provides the locomotion. Following electronic guides embedded in the cement floor, the robot steers the car to its parking space. The system conserves space in several ways: (1) there is no need for a ramp, only a car elevator, (2) robots can move the palettes sideways and can spin in place to change directions, (3) cars can be parked two or three deep and need no space for opening doors, and (4) there is no need to provide for passenger entry and exit.

RoboticValet isn’t cheap — the robotic system costs between $12,000 and $15,000 per parking space, says Rich Cline, Boomerang’s VP of business development. But, depending upon the circumstances, the system can cut the space requirements of parking decks in half. With structured parking costing between $10,000 to $30,000 per space, and twice as much if underground excavation is required, building owners can save a lot in construction costs or free up valuable space for lease to tenants. Other advantages: the robotic equipment can be depreciated more rapidly than buildings, money is saved on lighting and ventilation systems, and car owners aren’t at risk of dings and scrapes from maneuvering in tight places.

Boomerang Systems, which started as an automated self-storage enterprise, got into the business after developers and architects asked for a more space-efficient way to park cars, says Cline. The first system was installed October in Crystal Springs, N.J., another is going into a condominium project in Miami, Fla., and the company has 10 projects under contract to deliver 3,000 parking spaces over the next 18-24 months.

Bacon’s bottom line: It will be interesting to see how this business progresses. The technology is expensive but in the right projects it can bring down the cost of structured parking and it can free architects to be more creative with how they utilize space. By itself RoboticValet won’t significantly alter land use patterns, even if it proves commercially viable, but it is one more tool that can help make density work.

– JAB

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McDonnell Still Plugging Port Development Subsidies

Governor Bob McDonnell is campaigning hard for an amendment to the 2013-2014 budget that would provide grants to companies locating in the Port of Virginia Economic and Infrastructure Development Zone. A press release from the Governor’s Office lists more than 30 local governments, Chambers of Commerce and other groups, from the Virginia Manufacturers Association to the International Longshoreman’s Association, that support the measure.

The General Assembly had rejected an earlier proposal that offered tax credits on the grounds that tax credits are harder to track than grants. Grants would range between $1,000 per new job for companies that create 25 or more new jobs to $3,000 per job for companies that create 100 or more jobs. Companies involved in distribution, manufacturing, warehousing, wholesaling and the maritime sector would qualify. Total grants would not exceed $5 million in any year.

McDonnell offered this rationale: “Businesses, local governments, and citizens all across the Commonwealth recognize the tremendous importance of the Port of Virginia and its role in spurring economic development and job creation. As we look forward over the rest of this decade, this impact is project to grow tremendously. To realize this growth potential, however, we have to level the playing field with our competitors and incentive the distribution, manufacturing, multi-modal, warehousing and other types of facilities necessary to support a major international port to come to Virginia. Without these types of incentives, the economic development and job creation opportunities surrounding our port will go elsewhere and our competitors will continue to grow.”

Focus on the words “support a major international port to come to Virginia.”

What is this? Is an international corporation considering building a new port in Virginia? If so, who is this entity? Where would they build? Is this entity playing Virginia off against other states? Can we get a clearer explanation of why subsidies are needed over and above the Governor’s Opportunity Fund? Can we have a little more transparency, please?

Update: The General Assembly approved this amendment to the budget May 14.

– JAB

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Cville Bypass Bids Come in Under $244 Million Estimate… Or Maybe Not

Photo credit: The Hook

The low bid for the Charlottesville Bypass, submitted by Virginia Beach Skanska- Branch/JMT, came in below cost estimates, says the Virginia Department of Transportation (VDOT), as reported by Charlottesville Tomorrow Friday. “Based on the apparent low bids all project costs are within the allocated amount in the Six-Year Improvement Program,” said Lou Hatter, spokesman for VDOT’s Culpeper District.

But foes of the controversial bypass say the cost will exceed official estimates. “The Virginia Department of Transportation opened the bids from contractors to build the Charlottesville Western Bypass–which ranged between $18 million and $96 million higher than VDOT’s estimated construction costs as best as we can determine based upon the very limited information we have received from the agency at this time,” said Jeff Werner, Albemarle and Charlottesville land use officer for the Piedmont Environmental Council in a press release.

Moreover, said Werner, the public still doesn’t know what it’s getting for its money. The bids are based on preliminary designs that haven’t been made public yet. The designs submitted by bidders under the design-build project may vary significantly from the sketches displayed by VDOT during public hearings.

Last year, the Commonwealth Transportation Board voted to allocate an additional $197.4 million to the bypass, a sum that would cover construction, design and additional right-of-way acquisition. The CTB approved the sum unaware of controversy inside VDOT over how much the project would cost. The McDonnell administration later acknowledged that the original design might have to be modified but contended that there was ample cushion thanks to efficiencies resulting from the design-build process and a track record of construction bids coming in below estimate in recent years.

The total cost of the project, including money spent on engineering and right-of-way, is estimated to be $244.5 million. Of that amount, reports Sean Tubbs for Charlottesville Tomorrow, VDOT had set aside $125.6 million for additional engineering and construction. Skanska’s bid was $136 million, or seemingly $10 million higher. (The highest bidder submitted a bid of $214 million.)

It was not clear from Tubb’s story how VDOT could claim that the Skanska bid came in below estimate. Nor was it clear from its press release how the PEC calculated an $18 million cost overrun. The issue is of more than academic importance. If the project cost exceeds the amount allocated by the CTB, the McDonnell administration might have to go back before the board and request additional funds. Getting approval might not be so easy second time around, given all the events that have transpired in the past 10 months.

Werner said the bids did not include several important elements, including landscaping, noise mitigation for neighborhoods and schools, and other adjustments as may be required by an environmental assessment that is not yet complete.

If I can sort out the issues, I’ll follow up with another blog post.

– JAB

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Americans Need to Drive Less, Walk More

by James A. Bacon

WEST PALM BEACH, FLA.–Something is very wrong with America’s health, Dr. Richard Jackson, professor of environmental health sciences at the University of California-Los Angeles, told the Congress for the New Urbanism today. Rates of depression, obesity and diabetes are soaring. “We’re looking at the first generation in American history that will have a shorter life span than their parents.”

There is no single villain behind the deterioration in public health. But from a big-picture perspective, the problem is easy to explain. Americans are eating more than they did 30 years ago, and they’re getting less exercise. And a major reason they’re getting less exercise can be traced to changes in the built environment. “The environment is rigged against the child and rigged against the doctor,” he said. “We have medicalized what is an environmental health challenge.”

Jackson was preaching to the converted. New Urbanists have long fought the auto-centric design of the American suburbs and preached the virtues of compact, walkable, mixed use communities. Originally, walkable communities were seen mainly as an antidote to traffic congestion, the high cost of automobile ownership and the erosion of community. But in recent years, New Urbanists have been touting the health advantages of urban design that make it practicable for people to walk and ride bicycles.

Jackson blasted the contribution of automobiles to mortality and illness at many levels. Automobile crashes are the number one cause of death for Americans between the ages of three and 33, he said. Air pollution from cars and trucks causes an ever larger number of deaths. Children living in communities with high levels of pollution have 3.3 times the risk of asthma than children living in communities with low levels. But the greatest health threat of all is the lack of physical exercise. Children enjoy little mobility in suburban communities. They cannot walk to school, visit their friends or engage in scheduled activities unless driven by an adult.

Children are out of shape, and obesity rates are surging, Jackson said. Only 37% of California kids can meet a fitness standard of running/walking a mile in 12 minutes. Two out of seven volunteers get rejected by the military because they don’t meet minimal fitness standards. By 2030, obesity rates for adults are projected to reach 42%.

Physicians have found they can’t treat obesity with medication, and counseling doesn’t seem to work. The environmental factors reinforcing over-eating and under-exercising are too strong. It may be possible to reduce caloric intake by such measures as taxing soft drinks, Jackson said, but Americans need to re-build their communities to get them out of cars and onto sidewalks and bicycles. The nation needs to “make physical activity a routine and integral part of life.”

Bacon’s bottom line: I don’t agree with all of Jackson’s prescriptions (like raising taxes on sugar), but there’s no denying that he’s diagnosed the problem. For what it’s worth, obesity seems to be a particular problem in Virginia. Hampton Roads is the 4th fattest region in the country, according to a recent Newsweek tally, and Richmond is the 2nd fattest! Holy moly! No wonder the Bon Secours Virginia Health System sponsored Jackson’s presentation.

As Jackson said, this is a “code blue” emergency. Obesity and the health complications arising from it, particularly hypertension and diabetes, will cost the health care system hundreds of billions of dollars that will cost even the healthy among us. Time to get cracking!

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Krier Decries Kitsch, Inhuman Scale of Modernist Architecture

WEST PALM BEACH, FLA–Leon Krier, one of the world’s leading neo-traditional architects and urban planners, finds a lot to be unhappy about what planners, architects and developers are building these days. He dislikes high-rises and skyscrapers, which he views as affronts to human scale. He detests modernist architecture, which, by sacrificing traditional forms and proportions, fills the landscape with kitsch. He loathes the use of synthetic materials, which replace natural materials rooted in local environments and cultural traditions. Vast swaths of the built environment are not only ugly and inhuman but they are built upon a foundation of the fossil-fuel economy that will collapse sooner or later.

“We have created problems for which there is no human resolution,” said Krier this morning in a keynote address to the Congress for the New Urbanism. “There is a love story and religious respect for hyper-scale. … These things are unstoppable and unreformable.”

Krier provided a pessimistic note in an otherwise forward-looking and up-beat conference. Many of his comments presupposed the audience’s familiarity with ongoing debates and schisms in the architecture/planning field and, for rustics such as myself, called out for more context. Much of his address was unbloggable.

However, one theme did emerge that I find worth illuminating. It is Krier dogma that buildings should be built to a human scale. “If I were dictator,” he said, “I would dictate that no building be more than three floors high.” Invariably, people would figure out how to get around the dictator’s rules and maybe build to four or five stories, which would be fine.

He views skyscrapers and high-rises as “vertical cul de sacs,” as egregious as the horizontal dead ends of suburbia. Skyscrapers isolate people in their buildings and limit human interaction. People arrive in cars, park in underground parking lots and ride elevators to their offices. Then they leave the same way. The streets at ground level are often empty of people.

The genius of the development style in traditional European cities — he didn’t say this, but I’m extrapolating here and drawing upon Richard Florida (see previous post) — is that they achieved a density and design that optimized human interaction. Humans are social creatures and they crave interaction, so Krier’s optimal density satisfies basic human needs. Also, the often-random encounters that occur on city streets spark new ideas that lead to innovation. Finally (borrowing from urbanist Jane Jacobs) Krier’s optimal density puts more “eyes on the street,” which reduces crime and other anti-social behavior.

Thus, if I am reading Krier correctly based on his remarks, there is an optimal level of density somewhere between what we see in American suburbs and what we find in Manhattan. To maximize peoples’ satisfaction with their surroundings and spur creativity and innovation, we should strive to build communities that achieve that optimal level of density.

– JAB

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