• In Case You Haven’t Overdosed Yet on Abuser Fees…

    John Knapp and W. Grace Ng, both with the Weldon Cooper Center for Public Service at the University of Virginia, have written an article, “Virginia Abuser Driver Fees: An Abuse of Fines?” in Virginia Tech’s latest edition of “Issues & Answers.”

    Knapp and Ng cover some familiar ground, but they also unearth some new dimensions to the debate, particularly on the fiscal side. They illuminate the process by which the General Assembly estimated the Abuser Fees would yield as much as $50 million a year, identify the assumptions that went into the calculations, and recount the experience of other states in collecting the fees. According to data in the article, Virginia could raise a comparable amount of money by increasing the gasoline tax by one penny per gallon.

    Among the authors’ conclusions:

    Public policy that attempts to merge the goals of revenue generation and deterrence of bad driving via fines and fees represents a contradiction. Fines clearly have a role to play in improving driving. Virginia is probably overdue for an objective appraisal of how its traffic fines are working and how they might be improved. But the goal of improving driving should not be merged with the goal of raising revenue. The revenue should be a byproduct, not the central goal of the fees and fines.

    In theory, there is no reason why fines and penalty fees should not be considered an important revenue source. But in practice, they are not an efficient or effective method of raising money because of behavioral changes that reduce collections and raise other costs.


  • An Apology to Tim Kaine

    On Wednesday, I posted a blog questioning the commitment of Gov. Timothy M. Kaine to a “green” agenda in areas where it comes into hard conflict with the backers of Business As Usual. (See “The Greenwashing of the Kaine Administration.”) I wasn’t entirely fair. I need to set the record straight, at least regarding the issue of conservation and electricity re-regulation.

    I noted that Kaine had signed a re-regulation bill that was highly favorable to the electric utilities. I asked, “Will he accede to a Big Grid electric power infrastructure, or will he back meaningful efforts to evolve Virginia’s power grid into a more decentralized system with small-scale and renewable power producers?”

    Well, the fact is — and I should have remembered because I covered it in this blog — the conservation and renewable-energy elements contained in the bill, modest though they may be, were inserted at Kaine’s behest. As we are reminded in an article, “Virginia’s Energy Policy,” published under the governor’s name in Virginia Tech’s “Issues & Answers,” Kaine added the following amendments to the re-regulation bill:

    โ€ข Place a greater emphasis on electric-generating plant performance, customer service, and utility operating efficiency when calculating allowable return on equity for utilities.

    โ€ข Provide a greater incentive for nuclear, carbon capture-compatible clean coal, and renewable energy plants (lower-carbon technologies).

    โ€ข Increase the energy efficiency goal to 10 percent from 5 percent.

    โ€ข Strengthen requirements for use of renewable sources in electricity generation.

    Kaine also issued Executive Order 48, which contained a number of conservation initiatives in state government, and he signed a four-day tax holiday for Energy Star appliances.

    I still stand by my other observations in the post, but I was unfair to suggest that Gov. Kaine was less than dedicated to the cause of energy conservation. My apologies.


  • Donkeys and Elephants Down to the Wire

    Clayton Roberts, with the Virginia Foundation for Research and Economic Education, provides as concise a summary of the 2007 elections as anything I’ve read in the newspapers. I can add little insight, so I reproduce verbatim some of his comments made in an e-mail distribution today.

    Partisan control of the state Senate is up for grabs with at least eight races now polling within the margin of error. Democrats need a net gain of four seats to take control of the Senate for the first time since 1995. Privately, some Republicans concede they would do well to manage a 20-20 tie in the 40-member Senate, although the GOP has gained recent momentum in several races, largely on the strength of the immigration issue. One thing seems certain: control of the Senate will be by the narrowest of margins. Given a tie, Republican Lt. Gov. Bill Bolling would probably give his party the organizational edge to control committees and the floor.

    Republicans will retain control of the House, although stalwarts on both sides of the aisle agree it’s likely the Democrats will pick up a few seats. Estimates vary from a net gain of two to six seats for House Democrats, who hope to come within striking distance of a majority in two years. Substantive gains by the minority party could have some in the House leadership looking over their shoulders and counting votes to secure their posts when the new Assembly convenes in January.

    Campaign spending in this election cycle is spiraling upward. Candidates are spending nearly twice as much as they did four years ago and total legislative campaign war chests now exceed $55 million. That is a staggering sum of money when you consider that no more than 30 seats are really in play.

    At least a dozen candidates will raise more than $1 million each for their efforts. In at least two marquee Senate races, total spending will approach $3 million, far surpassing all previous records.

    In the final days, candidates are battling as if in hand-to-hand combat, marshalling their precinct captains and voter turnout troops in the final push to the finish line. In the end, the key races likely will be decided by which candidates do a better job of getting their voters to the polls on November 6.


  • The Political Economy of Growth

    Back in 1976, Harvey Molotch, a University of California-Santa Barbara professor, wrote an essay, “The City as a Growth Machine: Toward a Political Economy of Place.” Molotch argued that coalitions of business elites dominated metropolitan-level politics across the United States. They harnessed the power of government to promote regional growth and development, mold land use outcomes, and increase the value of their real estate interests. Noting the similarities between Molotch’s thesis and my observations in “Who Rules Virginia?”, blogger Richard Layman (“Rebuilding Place in the Urban Space”) brought the essay to my attention.

    “The City as a Growth Machine” helped clarify how I look at the political economy of growth in Virginia. Three decades later, many of Molotch’s observations still ring true. I would modify his thesis, as I will note below, but I think it’s worth reviewing the highlights.

    Writes Molotch: “The political and economic essence of virtually any given locality, in the present American context, is growth.” The desire for growth creates consensus among members of the politically mobilized local elites, however split they might be on other issues, and gives rise to a spirit of civic boosterism.

    “The clearest indication of success at growth is a constantly rising urban-area population,” followed by the expansion of basic industries, a growing labor force, a rising scale of retail and wholesale commerce, more far-flung and increasingly intensive land development, and increased levels of financial activity. Members of the growth coalition augment their wealth by increasing the value of their real estate and enjoying the benefits of an expanding market for their products and services. In addition to the obvious suspects — developers, bankers, construction companies, utilities and the like — Molotch notes that local newspapers and universities often are part of the growth machine.

    Molotch doesn’t seem to regard growth as inherently bad, but he observes — rightly, I believe — that there are both costs and benefits associated with it. As a rule, the growth machine manipulates the political process and levers of government to capture as many of the financial benefits of growth as it can while passing on as many of the costs as possible to the taxpayers and general public. That’s why in Virginia, developers, home builders and contractors dominate the donations to political candidates.

    As growth accelerates, however, liabilities become visible in the form of traffic congestion, increased air and water pollution, the overtaxing of amenities, and, I would add, fiscal stress in the form of overcrowded schools and escalating taxes. Those liabilities, in turn, give rise to anti-growth movements.

    In my observation, anti-growth movements in Virginia have consisted of a splintered and uneasy alliance of taxpayers, NIMBYs and environmentalists bemoaning taxes, congestion and loss of open space. Responding to oft-inarticulate cries of frustration, elected officials have enacted zoning “protections” that have given rise to the scattered, disconnected, low-density pattern of development. “Sprawl” has then created entirely new sets of problems such as unaffordable housing, even more dysfunctional transportation networks and even more pervasive damage to the environment.

    Most local politics in the fast-growth regions of Virginia can be viewed as a tug of war between the “growth machine” and the anti-growth coalitions. In many localities, the anti-growth movement often adopts the rhetoric of environmentalism, although the root motivation of most middle-class suburbanites is typically a desire to uphold home values and preserve once-tranquil lifestyles. In the past decade, anti-growth forces in Virginia have increasingly accepted tenets of the “smart growth” movement, giving them a semblance of philosophical coherence, although deep philosophical schisms persist between those of an “environmentalist” bent and those of a “property rights” persuasion.

    The key ideological prop of the growth machine, argues Molotch, is jobs. Growth brings jobs. That slogan had some potency when unemployment in the United States was a problem, but Virginia has long enjoyed a low jobless rate, and unemployment generally will continue to decline as the Baby Boom generation retires. Indeed, metropolitan regions will evolve from a fixation on addressing unemployment to a fixation on addressing chronic job shortages.

    In the “Economy 4.0” series, I have argued that Virginia needs to redefine economic development. Growth is good — or, at least, it can be. It creates rising incomes and business opportunities. But the goal of “growth” should not be to create jobs for the sake of jobs, especially in regions where there is no shortage, but to raise incomes while restraining jumps in taxes and living costs — in sum, to raise the standard of living. That’s simply not possible if growth and development remains a mechanism by which business elites use the political process to transfer wealth from the public to themselves.


  • The Moderating Growth in Vehicle Miles Traveled

    There is precious little good news to report on the transportation front, but reader Danny Newton has brought to my attention a fascinating article published by the U.S. Department of Transportation with the ungainly title, “The Case for Moderate Growth in Vehicle Miles of Travel: A Critical Juncture in U.S. Travel Behavior Trends.” (I have linked to a PDF file here.)

    While Americans will continue to drive more than in the past, they won’t rack up increased Vehicle Miles Driven at the same prodigious rate as in the past, argues the author, Steven E. Polzin with the Center for Urban Transportation Research at the University of South Florida. The strain on the nation’s transportation system may be less than widely anticipated. But there’s a downside, of course: There is so little slack left in the transportation system that any increases in demand will contribute to congestion.
    The chart above (click on the chart to enlarge) summarizes what’s going on: (1) The population will grow at a slower rate between 2002 and 2025 than between 1977 and 2001; (2) the number of daily trips that people take will plateau; (3) the length of the trips will increase, but not as rapidly; and (4) the total Vehicle Miles Traveled will increase, but at only at 40 percent of the rate in the previous quarter century.

    Here’s the cool part: Most of the change will be painless — the result of demographic shifts.

    • The population is getting older. People tend to do the most driving in the 25-to-50 age bracket. That’s when they’re commuting to work and schlepping their muchkins to activities all around town. The baby boom generation is aging out of that bracket and heading toward retirement, when people drive less.
    • Most women are driving now. The increase in VMT was pushed in recent decades by the increased demand for mobility by women. As women entered the workforce and moved to the suburbs, they needed automobiles to juggle their duties. Most of the women who want to drive now have cars.
    • Shrinking family sizes. Back to the care and feeding of the little monsters. Fewer children translates into less parental chauffeuring.
    • Mode shifts. Past increases in VMT were driven in part by shifts to cars from other modes: walking, biking, carpooling and mass transit. Those shifts appear to be bottoming out.
    • On the other hand… Travel demand is correlated with income and free time. Incomes are rising and people are enjoying more free time. (While Americans are spending more hours working and commuting, they are spending less time on family care and personal care.) With more money and time to burn, people engage in more leisure travel.

    Concludes Polzin:

    Collectively, this body of data provides a compelling case for anticipating that VMT growth is moderating. However … the apparent unrelenting growth in travel time budgets and growing trips lengths may offset some of the factors that would appear to dampen VMT growth pressures. …

    The premise that the reserve capacity in our system has been nearly fully absorbed and travelers have made the easy adjustments in travel departure times and route choices to utilize the high performing roadway segments, suggests that subsequent increases in demand may result in proportionally more severe consequences in terms of congestion levels and declining speeds.


  • The Greenwashing of the Kaine Administration

    Addressing an environmental summit in Washington, D.C., yesterday, Gov. Timothy M. Kaine called for Virginia to take the lead in conserving electricity and promoting renewable fuels. “We don’t want to have to wait until the prices rise dramatically to conserve (energy),” he said. “That’s a significant challenge.”

    The governor called for more research on environmentally friendly building construction and safe nuclear technologies as well as a regional climate change initiative to reduce greenhouse gases, reports the Associated Press.

    Kaine is saying all the right things, but he hasn’t offered anything specific. Here’s the question. Now that he’s completed the state’s long-term energy plan, an impressive document outlining a broad spectrum of strategies, what will he actually do? Which of the plan’s many proposals will he try to implement? What legislation will the governor propose for the upcoming session of the General Assembly, now only two months away?

    Kaine has made big promises to the conservation/environmental lobby before. During his gubernatorial campaign, he proposed giving municipal governments more power to block re-zoning requests if the transportation system didn’t exist to handle the traffic. Many credited that proposal with pushing him over the top among growth-weary voters in Northern Virginia. But Kaine abandoned that controversial idea in the face of aggressive lobbying by the home builders.

    Many conservationists felt betrayed, but they didn’t immediately abandon hope: Kaine had appointed Scott Kasprowicz, who is closely aligned with the Piedmont Environmental Council, as deputy secretary of transportation. But Kasprowicz has quietly left the administration in frustration. Further, while the governor talks about Global Warming, we don’t hear any talk about linking rezoning and transportation adequacy in order to curb “suburban sprawl.” To the contrary, what I’m hearing now is that the home builders, emboldened, will push to roll back proffers, a mechanism by which developers help offset municipal costs related to growth.

    Here’s my hypothesis regarding the governor and the environment: Kaine will dish out lots of feel-good rhetoric and support lots of green policies — such as a cap-and-trade program for carbon-dioxide at the federal level — in areas where he won’t get any push-back from developers, home builders and other industry lobbies that bankroll Virginia political campaigns. In other words, we’ll see “green building” programs, support for Chesapeake Bay clean-up (paid for by the general taxpayer, of course), and other initiatives that threaten no vested interests.

    Perhaps my interpretation is unfair and off base. I hope so. Here are the key issues by which we can gauge the sincerity of Kaine’s green rhetoric:

    • Growth management. If the home builders push for a rollback of proffers, where will Kaine stand? Will he resurrect his idea to link rezonings with adequate transportation capacity?
    • Electric re-regulation. Kaine signed re-regulation legislation that is highly favorable to Dominion Virginia Power. Will he accede to a Big Grid electric power infrastructure, or will he back meaningful efforts to evolve Virginia’s power grid into a more decentralized system with small-scale and renewable power producers? (Addendum: In fairness to Gov. Kaine, the conservation and renewable-energy measures included in the 2007 electricity re-regulation bill, modest though they were, were inserted at Kaine’s insistence.)
    • Global warming. If, in the estimation of the Kaine administration, sea levels are rising, what measures will he propose to protect Virginia’s low-lying coastlands? Will he act to curtail development in low-lying areas? Will he re-evaluate expensive road-building projects like the Southeast Expressway that would skirt the low-lying wetlands of Chesapeake and Virginia Beach?

    Needless to say, Virginia’s newspapers aren’t paying attention to any of these issues. But you can count on Bacon’s Rebellion: We will.


  • Hug a Tree, Help Your Heart, Ride a Bike

    Roanoke has launched a bicycle sharing program. It’s not quite the scale of the initiative in Paris, France, with its 10,000 bicycles, but the ShareBike initiative does let people sign out two-wheelers at “between five and 10 area businesses and organizations” to ride wherever pleasure or work takes them, reports the Roanoke Times.

    The rules are simple: Borrow a bike at one location, turn it in at another. One virtue of the program is its low overhead: There are no full-time employees. Organizers hope ShareBike can pay for a planned downtown office by charging $3 to check out a bike for a half-day’s usage and $6 for a day.


  • Dominion Tests Clean Coal Technology

    Dominion is testing new technology at its Brayton Point Power Station in Massachusetts that will convert coal into streams of clean natural gas and carbon dioxide, while eliminating mercury, sulfur and other pollutants. If the technology proves to be commercially viable, and if someone can invent a way to sequester the carbon dioxide, a greenhouse gas, it would transform the economics of coal-generated electricity. (Read the press release.)

    “The potential of this project to solve two major problems โˆ’ making America more energy independent and reducing emissions of carbon dioxide โ€“ cannot be ignored,” said Mark F. McGettrick, CEO of Dominion Generation. “This technology has the potential to help provide a โ€˜missing linkโ€™ in terms of solving air emissions issues at coal-fired power plants. … There are proven and commercially available technologies that will sharply reduce emissions of sulfur dioxide, nitrogen oxide, mercury and particulates. But thus far there has not been any commercially proven way to separate carbon dioxide as a first step toward capturing and sequestering those emissions. This technology could make it possible.”

    Dominion should be lauded for pursuing this clean-coal alternative. We will all benefit if the power company finds a way to make coal an environmentally acceptable fuel that emits no greenhouse gases. But let us not be distracted from a larger point: This technology supports the Big Grid electric power model based on monster power plants and gargantuan transmission lines. Virginia needs to move towards a distributed grid system that integrates small-scale power sources at the community, neighborhood and residential level.

    Question for economic developers: Dominion is investing $25 million in the demonstration plant and related R&D Center of Excellence. Why Massachusetts and not Virginia? Did anyone in Virginia know this was coming down the pike?


  • Who Rules Virginia?

    In the early 1970s Eugene Ruyle, my Marxist anthropology professor (yes, he really was a self-avowed Marxist) assigned a book, “Who Rules America” by G. William Domhoff, which described the mechanisms by which business elites ruled the country. As one might expect, the book grotesquely over-simplified reality, but it contained elements of undeniable truth.

    As I began writing this blog post, I checked Amazon.com out of curiosity and found that the book has been updated and is still in print. This excerpt from the book description sums up Domhoff’s thesis nicely (my italics) :

    Domhoff argues that the owners and top-level managers in large income-producing properties are far and away the dominant figures in the U.S. Their corporations, banks, and agribusinesses come together as a corporate community that dominates the federal government in Washington and their real estate, construction, and land development companies form growth coalitions that dominate most local governments.

    That second sentence sums up the thrust of the two lead pieces in today’s edition of Bacon’s Rebellion. Peter Galuszka and I teamed up for a mini-version of “Who Rules Virginia?” I wish I’d dusted off my old copy of “Who Rules America?” It might have come in handy when I was writing over the weekend.

    In my column, “The Ruling Party,” I expand upon an argument that should be familiar to readers of this blog. While there may be real differences between Democrats and Republicans on social and cultural issues, both are establishment parties that are virtually indistinguishable in how they work on behalf of the vested business and economic interests that bankroll their political campaigns. When it comes to legislating transportation, land use, energy and the environment, there are no meaningful differences between Ds and Rs — unless it’s the counter-intuitive notion that the Dems are even more beholden to the “growth lobby” than the Republicans.

    Drawing upon data from the Virginia Public Access Project (I genuflect in their general direction), I show who the dominant constituencies in Virginia are, how much they spend on campaign contributions, and how they work to protect Business As Usual — or, as my 60’s-holdover anthro professor would have called it, the “status quo.” The difference between Mr. Ruyle and myself is that I’m not under any illusion that a proletariat revolution is going to solve anything, nor do I demonize business interests for looking out for their own self interest in an era of ever-expanding government power. When everyone else is reaching into the government goody bag, it’s hard to blame business for doing the same.

    But, if we’re ever going to reinvent transportation, health care, schools, human settlement patterns, the energy economy and environmental protections with the goal of making Virginia competitive in the 21st century, we must blast a number of vested interests out of their political pill boxes. (I’ve been watching the “Letters from Iwo Jima,” can you tell?)

    While my story glosses the surface and hits the big themes, Peter’s article, “‘Senator’ Thomas,” hones in on a case study of William G. Thomas, the most influential lobbyist in Virginia. Thomas’ roster of clients is a who’s who of those who rule Virginia — Dominion Virginia Power, Capital One, Smithfield and Genworth (that’s four Fortune 500 companies), not to mention the Home Builders Association of Virginia and other assorted muckety-mucks. Particularly instructive is the web of personal relationships that Thomas has built over the years as a former chairman of the Democratic Party, board member of Dominion and law partner with super-developer John “Til” Hazel.

    Thomas is smooth, gentlemanly, witty — and very much a defender of the business status quo. Incredibly wired into the power structure, he has entre to the highest levels of business and political power. He also has a gift for working through incredibly complex legislation. If he is lobbying in favor of electric re-regulation or against the proffer system, few are the forces that can stand in his way.


  • Fanning the Flames of Rebellion

    Yes, we’re still blowing the burning embers of rebellion in the hopes of igniting a San Diego-sized conflagration (metaphorically speaking) here in Virginia. Read our latest huffing and puffing in the Oct. 29, 2007, edition of the Bacon’s Rebellion e-zine.

    And don’t forget to subscribe, darn it! Don’t miss a single issue.

    “Senator” Thomas
    Uber-lobbyist Bill Thomas shepherds controversial bills through the General Assembly for Virginia’s biggest corporations. Even critics credit him with phenomenal powers.
    by Peter Galuszka

    The Ruling Party
    Forget Dems and Republicans. The people who run Virginia are the vested interests that hire the lobbyists and pass out campaign donations. Their never-changing mission: to butress the status quo.
    by James A. Bacon

    It’s the Network
    Skip the political rhetoric and apply a tech truism to transportation for a clearer view of the challenge.
    by Doug Koelemay

    A Waste of Energy
    Most “energy conservation” initiatives fall short because they don’t address dysfunctional human settlement patterns, the root cause of excess consumption.
    by EM Risse

    Wolf in Sheep’s Clothing
    By bashing the Dulles Greenway, Congressman Frank Wolf purports to stand up for Virginia’s weak and defenseless commuters. In reality, he could be driving off private investment in the state’s highways.
    by Leonard Gilroy

    Still Time for Surprises
    The U.S. Senate race is shaping up as a match between Jim Gilmore and Mark-not-John Warner. But Gilmore doesn’t have a lock on the nomination yet: There is running room to his right.
    by Norm Leahy

    Jo Ann Davis
    1950 – 2007
    by James Atticus Bowden

    Alternate Universe
    There’s one world that participates in a globally connected economy. Then there’s Virginia, which is making a name for itself as a hotbed of nativism.
    by Peter Galuszka

    Harvesting Rainwater
    Rain cisterns are an ancient solution to a still- pervasive problem. Widespread use would stretch urban water resources and temper the impact of storm-water run off.
    by Richard Thornton

    Nice & Curious Questions
    Who Was the Bunny Man? Urban Legends of Virginia
    by Edwin S. Clay III and Patricia Bangs


  • Conservation Capitalism

    Hannon Armstrong, an Annapolis, Md., a financier of private-sector energy conservation initiatives, is teaming up with Virginia Tech to invest $500 million in energy-saving upgrades at 100 or more properties across the Washington, D.C., area. Virginia Tech will oversee, study and advise the efforts, reports David A. Fahrenthold with the Washington Post.

    The ambition of the Energy Efficiency Partnership of Greater Washington is to reduce each building’s electricity use by 20 to 50 percent through the installation of energy-efficient light bulbs, insulated windows, cooling systems and the like. That should generate enough savings to generate a positive return on investment for Hannon Armstrong and a risk-free reduction in energy expenses for the property owner.

    In theory, property owners could make the investment themselves, but they often find the up-front costs can be prohibitive. Hannon Armstrong has developed non-standard financial packages — capital and operating leases, synthetic leases, and leveraged leases — that can structure the investments to make them more attractive.

    There are humongous energy savings to be derived from retrofitting Virginia’s existing building stock. And projects like this are just scratching the surface. Just wait until Hannon Armstrong, or a competitor, figures out how to pool the energy demand and financial resources of large complexes of buildings to support cogeneration plants and other highly efficient energy-generating techniques.

    As I have long argued, the quickest path to a green future is through the private sector. Unleashing the creativity of entrepreneurs like Jeffrey Eckel, CEO of Hannon Armstrong, will conserve far more BTUs than any government enactment of arbitrary rules and regulations. Dominion, are you paying attention? Just wait until Eckel, or someone like him, starts retrofitting Northern Virginia’s server farms with energy-efficient systems.

    Are we still sure we need to build that high-voltage transmission line through Virginia’s northern piedmont?

    (Hat tip to Ed Risse. I came across this article while editing his column for Monday’s e-zine edition. Even though it’s a week old, it was too good to pass up.)


  • A Footnote

    The RTD’s Jeff Schapiro has a write-up on 68th HOD district candidates and the television ads they are now running. There’s nothing too flashy here, as well-funded candidates in tight races are bound to pour some of that cash into TV.

    What’s somewhat striking about this piece is its last two paragraphs:

    Meantime, Equality Virginia, a gay-rights organization, is running telephone banks in the 68th House District on Waddell’s behalf, hoping to identify and mobilize her supporters.

    Homosexual rights emerged as a central issue in the Waddell-Marrs race after Marrs, in a fund-raising letter, told donors that one of Waddell’s biggest backers — a Republican car dealer — is gay.

    Aside from reliving the last race, where Jeff’s coverage managed to become an issue, I’m struck by the fact that while he mentions Equality Virginia’s activism in the current contest, he fails to mention that Mrs. Waddell also voted for the 2006 marriage amendment. In spite of her rather pious denunciation of the amendment before election day, the fact remains that she cast a vote that allowed a mean-spirited and unnecessary amendment to go before the voters. One might think that contradiction would lead a reporter to consider why Equality Virginia has decided to ignore that and still support Mrs. Waddell.

    Perhaps that will appear in a follow-up piece. But most likely it won’t.


  • Smooth Test Ride for Potomac Ferry

    Reaching speeds of 31 miles per hour yesterday, a twin-hulled catamaran made a trial run from Quantico to Washington, D.C., in less than an hour. “Not bad,” said Alan Gray, president of MetroMarine, a joint venture partner in the Potomac River Express. “Fifty-eight minutes from Quantico. Beats the blazes out of Route 1, doesn’t it?”

    The test cruise was the first of many before Potomac River Express will start carrying commuters, but the performance in rainy and choppy conditions was encouraging. As envisioned, the proposed commuter ferry would target Department of Defense workers, civilian and uniformed commuters who travel the Interstate 95 corridor, reports the Manassas Journal-Messenger.

    Richard W. Hausler, the developer of Harbor Station in Woodbridge, is also involved in planning the commuter ferry route and an accompanying dock at Harbor Station. “This is about revisiting the river,” he said. “This is the first step in that effort to try some water transportation.”

    If successful, the Potomac River Express could provide a template for other ferry routes. To generate sufficient traffic to support the service, there must be a population mass at both ends of the trip. Existing urban centers — Washington, D.C., downtown Norfolk — could anchor one end of the ferry routes. It’s possible that large, mixed-use developments like Harbor Station, where the ferry dock is within walking distance of hundreds or thousands of residents, could anchor the other end.


  • Nichol on the Hot Spot… Again

    College of William and Mary President Gene Nichol is in hot water again, this time over his characterization of a revoked alumni pledge. See the story in the Daily Press.


  • You Say Illegal Immigrant, I Say Illegal Alien

    Members of the Coalition on Illegal Immigration agreed that illegal immigration is a big problem, but they didn’t agree on much else.

    The group, represented by a dozen or more municipalities, assembled in Culpeper yesterday to explore issues, exchange information and possibly press for legislation. But they even quibbled over the proper term for calling illegal immigrants. Reports Donnie Johnson with the Free Lance-Star:

    “Illegal alien is the proper term,” said Herndon Town Councilman Dave Kirby. “There’s no such thing as an illegal immigrant according to the IRS because all immigrants are eventually issued a green card. An alien enters this country illegally and is deportable.”

    The lack of easy consensus is probably a good thing: We don’t want any lynch mobs forming. There are no simple solutions for illegal immigrants/aliens. Indeed, some purported remedies might be worse than the problem. The general tenor of the gathering seemed temperate and responsible, according to accounts in the Free Lance-Star and Times-Dispatch. The coalition may have something positive to contribute to the illegal immigration/alien debate.