• Invest More in Smart Traffic Lights

    Traffic lights are stupid things. We’ve all encountered thoroughfares that create stop-and-go traffic by throwing up one red light after another. We’ve all sat at a late-night intersection, waiting for a red light to change, irritation mounting as we observe that no cars whatsoever are using the cross street. Surely, we’ve all thought, there has to be a better way.

    It turns out that the National Transportation Operations Coalition agrees. A new study, the “National Traffic Signal Report Card” concludes that improper signal timing accounts for 5 to 10 percent of all traffic delays, and could be significantly improved for an investment of less than $1 billion annually. (Examiner.com has a brief story here, which I’ve based this blog post on. I could not access the Report Card itself, available here, this morning, probably due to heavy traffic.) Reports Examiner.com:

    Some of the biggest problems cited are those that each of us experience on a regular basis, including: (1) signal sequences where drivers pass through a green light at one intersection only to find a red light at the next intersection. (2) making drivers stop at intersections where there are no vehicles and no pedestrians at the cross street. (3) intersections where drivers must sit through more than one green cycle of lights. …

    The coalition says that management of traffic signals on a national level rates at โ€œD-,โ€ the operation of individual signals gets a โ€œCโ€ but the coordination among traffic signal systems gets a โ€œD.โ€ The worst grade of all goes to traffic monitoring and data collection, which gets an โ€œF.โ€

    The key to creating “smart” traffic lights is setting up sensors and monitors that can track traffic speeds and the number of cars backed up behind a light, and then adusting the length of traffic signals dynamically — either through human operators at a central station or through artificial intelligence. It’s certainly not a cure-all. But, then, neither is building building more roads. The problem, of course, is that the traffic light lobby isn’t as powerful as the construction lobby, so only pennies are spent where dollars are needed.


  • Throwing Rocks at Big Stone Gap

    Does this stink, or what? The little town of Big Stone Gap in the heart of Virginia’s Appalachian coalfields finally has a shot at national recognition. New Yorker Adriana Trigiani, who grew up in the old coal mining town, has written a series of novels set there. And now, Storefront Pictures wants to make a movie, “Big Stone Gap,” which Trigiani would direct. And where will the movie be filmed?

    South Carolina!

    Explains the “Film Big Stone Gap in the Gap” website:

    Production developments could shift the filming to another state, except for the shooting of a few local scenes. The problem centers around generous financial incentives offered by the state of South Carolina, which is aggressively seeking to expand its attraction as a site for film making, versus modest incentives offered by the Commonwealth of Virginia through the Virginia Film Office.

    A flurry of publicity occurred about a year ago — and I missed it. No one in the Richmond media appears to have picked up on it. At the beginning of the year, coalfield politicians were mobilizing to raise money to best South Carolina’s offer. The Tobacco Commission approved a $300,000 grant, and the Wise County board of supervisors beseeched the Virginia Coalfield Economic Development Authority to kick in another $500,000. Del. Brian Moran, D-Alexandria, promised to do what he could to help.

    Big Stone Gap is unique. I have vivid memories of the place, which I drove through often during my stint covering the coalfields for the Roanoke Times. I can’t imagine that any site in South Carolina would do it justice. But, then, I’m not really sure that subsidizing the film production to the tune of $1 million is the best way to invest scarce economic development dollars for the coalfield region.

    Is anyone up to speed on this project? Where does it stand?

    By the way, Big Hollywood movie producers, whatever happened to artistic integrity?


  • It’s Not the Heat, It’s the Humidity

    There’s a lot of nonsense spouted about Global Warming. The globe may, in fact, be getting warmer on average. But GW theory suggests that the warming will be most notable in areas with the lowest humidity — the polar regions and the deserts. The impact will be least noticeable in places like Virginia with lots of moisture in the air to absorb the sun’s energy. But every time we have a heat wave — like the one we’re experiencing right now — people start saying, “That’s global warming for you.”

    If the GW “consensus” (or “orthodoxy,” take your pick) is correct, we do need to worry about the impact on the Arctic and Antarctic ice packs, the resulting release of massive quantities of water into the oceans, and the ensuing rise in sea levels. But let’s not get our tighty-whities all knotted up over the prospect of endless summers here in the Old Dominion.

    Let’s take a look at the historical data for the city of Richmond published by the Wakefield office of the National Weather Service — an organization, incidentally, that has no connection to the controversial former state climatologist, Patrick Michaels.

    Do you see a long-term pattern? I don’t. (Click on images for clearer resolution.)

    The main departure from the norm was the 1960s, when temperatures took a big dip. That’s back when people started worrying about the onset of a new ice age. After that, we’ve returned to a pattern that appears remarkably stable over a long time. If the average temperature has risen at all, the increase has been very small indeed.

    That’s the average temperature, you say. How about temperature extremes? Here’s the data for years ranked by the number of days with temperatures over 90. This doesn’t include the last three years, so it’s likely that 2007 would make the list. The only other comparably hot year in recent history was 2002. But look — 2000 had among the fewest hot days.

    Moral of the story: There are lots of good reasons stemming from national security, the economy and pollution from fossil fuel combustion to support the causes of conservation, energy efficiency and renewable fuels. I worry that people are getting so caught up in the Global Warming thing that, if the bubble is ever punctured, the cause of conservation could be discredited as well. And that would be a genuine catastrophe: With Global Warming or without it, energy conservation is a good idea.


  • Mass Transit’s Biggest Enemy: Public Transit Monopolies

    In many parts of Virginia, the greatest enemy to mass transit is… the local mass transit monopoly. In Lynchburg, the Lynchburg Transit Co., a local monopoly, seems to be turning the corner after a series of articles detailing the company’s failings, reports the News & Advance. According to the newspaper, here’s how bad things got:

    For years, riders had complained of buses that didnโ€™t show up at stops on time, buses that broke down, buses that had no air-conditioning. The system was hemorrhaging money. Buses were being poorly serviced, if at all. Liberty University had been begging officials to talk about service to the campus and its growing student body. But no one seemed to care.

    No wonder mass transit ridership is down!

    In Lynchburg, the situation does seem to be improving, however. Liberty University is getting bus service — and contributing $75,000 a month to the bus system. The company has purchased new buses, including smaller, mini-buses to serve low-traffic routes. Perhaps most significantly, the company has started holding public forums where riders and other members of the public could have input.

    I’m not saying that all bus services have deteriorated to the point that Lynchburg Transit apparently did — indeed, it’s my impression that Virginia has some of the better-run transit systems in the country. But this story serves as a reminder that making mass transit a viable alternative to the one-man-one-car syndrome in Virginia requires more than dumping money into failed transit systems. It requires revitalizing transit companies: making them more flexible and responsive to the needs of riders. More money might be part of the solution, in that many companies could benefit from being recapitalized. But money for Business As Usual is a waste and a delusion.

    At the risk of sounding like a broken record… If Virginia wants mass transit to be a meaningful contributor to the transportation solution, we need new transit business models. In many cities, the tired, old public monopolies have failed. Continued subsidies — at the state and local level — of failed businesses is fiscally irresponsible. Elected officials prattle about investing in public transit as an alterative to building more roads, but I hear nothing about reforming transit to make sure the money is well spent.


  • The Most Intelligent Campaign Debate of 2007

    Most of the debate emanating from the General Assembly campaigns this fall is depressingly ignorant and simplistic. But there is one race where the level of discourse on the critical issues of transportation and land use is remarkably thoughtful and well informed. In a solid piece of reporting, Chelyen Davis with the Free Lance-Star compares the thinking of Republican Richard Stuart and Democrat Albert Pollard Jr., who are contesting the 28th district Senate seat in the Fredericksburg area now occupied by John Chichester.

    The two candidates have much the same vision for growth in the fast-developing district. As Davis writes, “Both advocate improving VRE service, controlling growth, extending HOV lanes south through Stafford, requiring developers to pay for more of the infrastructure that growth requires, and expanding commuter lots.” They just disagree on the details of how to implement it.

    The most marked disagreement is over the Adequate Public Facilities Ordinance. Pollard says that a locality “should have the ability to turn down developments if there are not adequate roads, schools in place.” Stuart worries that the ordinance would allow for too much subjectivity. He favors “requiring landowners to go through the zoning process so localities can control what’s done.”

    Otherwise, the two candidates sound a lot alike. Pollard believes that growth should be “compact and contiguous.” He likes the idea of using Transferable Development Rights to create a market-based mechanism for both preserving open space and concentrating growth in areas served by infrastructure and transportation. And here’s a fresh idea that I haven’t seen anywhere else: Pollard also wants to get rid of “stale zoning” — subdivisions that were platted 10 or more years ago and are still on the books, but were never built.

    Stuart, too, supports compact development that utilizes infrastructure more efficiently, but he emphasizes cluster development that concentrates houses in a smaller area, leaving more open space, and the end of “by right” development in which farmland can be converted into subdivisions without going through the zoning process. Says Stuart: “You can’t undo what’s already been done, but you can avoid the future sprawl by concentrating growth and requiring necessary infrastructure be built to accommodate it. And you do that through zoning.”

    I agree with some aspects of the candidates’ logic and disagree with others. What I most appreciate, however, is the prospect of a debate between two candidates who have thought extensively about the issues. Whoever wins the election, the new senator from the 28th district will elevate the level of senatorial discourse about trasnsportation and land use in 2008.


  • SUNDAY READING

    News from WaPo:

    Finally a Front Page headline that gets one of the Core Confusing Words right!

    “In the Worldโ€™s Rural Outposts, A Shortwave Channel to God.”

    This is a story about listening to sermons broadcast over shortwave radio filed from Homoine in southern Mozambique. There are some “rural” outposts in some parts of Africa such as Mozambique and in South America, Central Asia, New Guinea and other isolated places.

    When we first traveled in the remote corners of the Caribbean there were rural places there too, but not any more. There are a lot of low density urban places and some nonurban places where human live and work but there are no “rural” places in the US of A and few (yes, Larry some close to the Arctic Circle but nowhere near where tourists go) in North America. For a full discussion of “rural” and other Core Confusing Words see GLOSSARY.

    For those who have not read Bjorn Lomborgโ€™s perceptions of Climate Change the front page of Outlook has a nice photo of two Polar Bears and a short item by Lomborg. Interesting perspectives but he, and most others, miss the settlement pattern issue. The only way for humans to protect themselves from future Climate Change โ€“ up or down โ€“ and other impacts of natural reality is to shrink the ecological footprint of human activity.

    That means, over time, fewer people each consuming less. Even more important is that humans need to consume less in all their joint economic, social and physical activities that are carried out at the Household thru the Inter Continental scales โ€“ that includes all six of scales in between the Household and the Inter Continental scales. Transport, heating and cooling โ€“ and most other forms of resource consumption vary by settlement patterns. More on this in our next column.

    By the way, it seems pretty warm today.

    Finally for those who think the US of A is doing just fine compared to our primary economic competition, Steven Hill has a nice item “5 Myths About Sick Old Europe” on page 5 of Outlook.

    Happy reading and thinking.

    EMR


  • Volt: Another Nail in the Coffin of the Gasoline Tax

    General Motors soon will roll out an interesting variant on the hybrid car, the Volt, which runs on electricity and employs a small motor to recharge its electric battery, reports USA Today. GM says that the small, sporty car can run up to 40 miles on the on-board electric battery. The battery can be recharged in six hours — either at home at night, presumably, or in a specially equipped parking place.

    It’s not clear from the article how far the car can run on the battery and gas-powered engine, but it’s clearly a lot farther than conventional electric cars. Although the article is silent on the point, I surmise that the Volt will be cheaper to fuel than hybrid vehicles because electricity, which is roughly one third the cost of gasoline, would be the dominant fuel.

    The Volt is just another example of how the automobile industry is serious about bridging the gap between gasoline-powered and electric-powered vehicles. The car will go into production in 2010, with an SUV version in 2011.

    Within a decade, I predict, a majority of new cars sold will be one variation or another of hybrid vehicles or electric vehicles. That’s wonderful news for anyone who values energy independence and cleaner air. But it’s bad news for the gasoline tax. As more and more people shift to electric power for their automobiles, the burden of paying for roadway maintenance and construction will fall on an ever-smaller number of drivers. Revenues will decline precipitously, sparking a road funding crisis.

    Virginia needs to start planning now for a migration from the gasoline tax to a Vehicle Miles Driven user fee. The shift is all but inevitable. The failure to plan for it is unforgivable.

    (Hat tip: Larry Gross)

    (Photo credit: GM-volt.com)

  • From Google Maps to Google Traffic

    File this under: Cool but primitive. Google Maps is now displaying traffic congestion data for major thoroughfares. Zoom in on an Interstate highway, click on the “traffic” button, and Google displays red, yellow and green over the highway to show traffic conditions. I captured the image here, of the core Richmond region, around 8:40 this morning.

    Although Google is famous for its easy, intuitive interface, the company stumbled a bit on this one. I can’t find anything that translates the color code. I presume that green stands for free-flowing conditions, yellow for mildly congested and red for severely congested. But what are the gray lines? Stretches of highway that have no camera or radar monitors? I expect that Google will improve the product with time.

    Whatever the case, traffic-flow data is making it into the mainstream. This is an indispensable component for increasing the efficiency of our transportation system. This kind of information makes it easier for people to avoid congestion by adjusting their time schedules — I, for one, plan to make it a habit to check Google Maps before venturing into Northern Virginia! When Interstate 95 and the Washington Beltway offer congestion-priced HOT lanes, the info will arm consumers/drivers with information they can use when deciding which routes to take.

    The inevitable next step is downloading the traffic-flow info to the navigation systems in cars so drivers can access the information while en route. Even better, we can hope that the Virginia Department of Transporation, and/or local governments, will expand the use of traffic monitors beyond the Interstates to other major thoroughfares.
    To sound a familiar refrain, this innovation by itself won’t solve traffic congestion. But it is one piece of the puzzle that must fall into place.
    (Hat tip: Lyle Solla-Yates.)

  • Travesty! Historic Jamestowne Credibility in the Dumpster

    Get this — Historic Jamestowne has canceled the annual observance of the anniversary of Bacon’s Rebellion scheduled to take place at Jamestown Island this weekend, reports the Daily Press. Can you believe it? The most important event in Colonial Virginia history between the founding of Jamestown and the Revolutionary War, and they cancel it — just like that!

    The two-day schedule of living history programs and evening walking tours “commemorates the 1676 insurrection of colonists led by Nathaniel Bacon. Under Bacon’s command, the rebels seized Jamestown Island and burned the capital there before being turned back and defeated by forces loyal to Gov. William Berkeley.”

    And whyyyyy was it canceled? Because of the “recent departure of a park staff member responsible for organizing the event.” How lame is that? One guy leaves, and the whole thing goes down the drain? Next thing you know, we’ll be shutting down recognition of the Civil War when somebody sneezes! Unbelievable. What’s our society coming to?


  • Maritime Highways

    Some readers may remember Sean Connaughton, former chairman of the Prince William County board of supervisors. Grappling with transportation and land use issues was one of his biggest challenges until he resigned to take a job as chief of the Maritime Adminstration for the Bush administration. Well, you take take the boy out of Prince William, but you can’t take Prince William out of the boy. It turns out that traffic congestion is still one of Connaughton’s obsessions.

    Connaughton’s signature initiative is the “Maritime Highway,” a program to divert shipping containers from trucks to barges on inland waterways. Removing thousands of trucks from the Interstates, he hopes, will help alleviate traffic congestion. To test the viability of the concept, he’s proposing two pilot projects, one of which would move cargo between the ocean ports of Hampton Roads up the James River to the riverine Port of Richmond. Peter Galuszka has the story here.

    There are practical reasons why shippers prefer trucks — they’re faster, and they fit better in just-in-time manufacturing supply chains. But there are circumstances in which barges make more economic sense. Connaughton hopes to shift the odds in favor of barges by tinkering with a federal dredging tax that punishes containers loaded with value-added products. He’s also trying to raise seed money to demonstrate the viability of the concept along the James River — something the private sector hasn’t been willing yet to undertake. With gasoline prices rising, the value proposition for barges over trucks is looking better all the time.
    There is no silver bullet for solving Virginia’s traffic congestion. The best we can hope for is to identify dozens of solutions, some of which, like land use reform or congestion tolls, can address big chunks of the problem, and some of which, like maritime highways, take small slices out of the problem. It’s nice to know that Connaughton has been thinking creatively about problems back home during his tenure in Washington, D.C.
    Photo credit: Columbia Coastal Transport. The New Jersey firm’s busiest barge route is between Norfolk and Baltimore.)

  • Endorsements, Endorsements, Check Yer Conservation Endorsements Right Here!

    The Virginia League of Conservation Voters has endorsed 16 Senate candidates and 28 House of Delegates candidates for election in the November General Assembly elections. You can see the list here.

    To win an endorsement, candidates had to stand on the right side of the following issues: connecting land use and transportation, encouraging greater local decision making in managing growth, boosting mass transit, protecting natural spaces and working farms, improving solid waste management and recycling, removing pollution from the Chesapeake, boosting renewable sources of energy and energy efficiency, and scenic beautification.

    According to a VALCV opinion survey, a solid majority of Virginians support conservation goals. The Virginia legislature has been steadily moving toward improved conservation policies in recent years.


  • The Creative Class and the Cost of Housing

    The Fairfax County Economic Development Authority is hosting what looks to be a fascinating conference, “The Creative Economy,” addressing a range of topics related to creativity in the Northern Virginia economy. Keynote speakers include Richard Florida, author of “The Rise of the Creative Class” and progenitor of the creativity craze, Tom Friedman, of the-world-is-flat fame, and Alvin Toffler, the future shock guru.

    The FCEDA has posted a recent Florida work, “The Creative Compact,” online. This document boils down Florida’s latest thinking into five-ten minutes worth of reading. I highly recommend it. Florida’s work has had a tremendous influence on my own thinking, as anyone can see who makes the effort to plod through my “Economy 4.0” series. But Florida does have his blind spots.

    One of the themes running through his work is the critical importance of the three “t”s in developing a creative economy: technology, talent and tolerance. Perhaps because most people intuitively understand the central role of technology and talent (human capital), Florida tends to emphasize tolerance in his writing. Creative people, he argues, flock to metropolitan areas marked by diversity and openness. His models for diversity and openness are places like San Francisco, Boston and Austin.

    In “The Rise of the Creative Class,” Florida told a powerful story about his home town (at the time) of Pittsburgh. Blessed by industrial-era wealth, Pittsburgh had a number of knowledge-creating institutions, such as Carnegie Mellon University, home to one of the leading research centers for information technology. In the mid-1990s, the university spun off a promising little company called Lycos, which grew to rival Google as a search-engine phenomenon. But rather than stay in the Big Burgh, the company relocated to Boston to tap that region’s deep workforce of talented young IT professionals. Young people, he discovered, preferred cool places like Boston over comfortable but stodgy Pittsburgh. That incident helped catalyze Florida’s critical intellectual breakthrough that people increasingly choose where they want to live before where they want to work.

    However, a decade later, Boston and Massachusetts appear to have problems of their own. In its 10th “Index of the Massachusetts Innovation Economy,” the Massachusetts Technology Collaborative lavished praise upon the state’s prowess in R&D, venture funding and innovation, but lamented a key weakness in its creative economy:

    The availability of workers generally, and especially younger workers who can respond to the growth of innovation industries with the skills necessary to meet the demands of knowledge-driven companies, is declining. … Graduates from Massachusetts colleges and universities [leave] the state for better job opportunities and a lower cost of living elsewhere in the United States.

    The problem is that Massachusetts, and the Boston region in particular, is an incredibly expensive place to live. Wealthy people can afford to live there, and so can people who already own their own homes. But young people, who haven’t accumulated hundreds of thousands of dollars of equity from the astronomical run-up in housing prices, cannot.

    Massachusetts lost 33,000 residents between 2004 and 2005. Hmm. With all of Boston’s tolerance, diversity and coolness, how could that be? Well, Massachusetts housing starts, at 3.8 per 1,000 people, is one of the lowest rates in the country. In Virginia, by comparison, the rate is more than twice as high; in North Carolina, the rate is three times as high. Who gets squeezed out first when housing becomes unaffordable and inaccessible? All those hip, creative young people. Massachusetts ain’t exactly what you’d call a retirement haven — how many people do you know who move to Massachusetts to retire? — but the average age of its population is 37.7, higher than the national average of 36.4.

    From my observation, Mr. Florida has given insufficient attention to the problem of affordable, accessible housing. So has Northern Virginia, which could find itself in the same situation as Boston if it’s not careful. Tolerance is a wonderful thing, but tolerance is also in the eye of the beholder. Homeowners who won’t permit the construction of affordable townhouses, apartment buildings or single-family dwellings converted into boarding houses for immigrants may not be as tolerant as they profess to be. The real test of tolerance, I would submit, is not the abstract support of cultural and ethnic diversity but in whom you actually allow to live near you.

    I wonder if anyone will raise that issue in the Fairfax creativity conference.

    Update: Richard Florida picked up this Bacon’s Rebellion post and responded to it on his blog, Creative Class Group. Here’s how he responded:

    Actually I could not agree more. The whole last part of Flight is explcitly directed to these issues. There I argue that the world’s leading creative regions are vexed by mounting issues of economic inequality and housing affordability. I single out greater Boston as an example of region (with bad marks on both) which risks losing its creative edge over time because young scientists, engineers and scholars (as well as artists, gays and bohemians) can no longer afford to live near its great universities.I’ve also written a recent paper on housing with Charlotta Mellander (yes, the one that landed me on Colbert) which reinforces this point, though in a different way. Places with high levels of bohemians and gays are seeing housing prices rise through the roof. Jim mentions the Fairfax Conference I’ll be speaking at later this month and adds: “I wonder if anyone will raise that issue in the Fairfax creativity conference.” It was one of my pet peeves when we lived in Washington. We have the data and I promise Jim, I will raise it.

    Go get ’em, Richard!


  • Abuser Fees for Every Taste

    Just when I was beginning to think that Abuser Fees were only partially, not totally, bone-headed — see Mike Thompson’s column, “Perhaps We Should Call Them “Safe Street” Fees,” citing a reduction in major traffic citations — along comes my friend Terry Marsh, a Richmond attorney, with yet another reason to dislike them: Many of the offenses that generate fines have nothing to do with dangerous driving at all. He writes:

    You can find the Virginia Supreme Court’s list of “Civil Remedial Fees” online here. Take a look at that list and tell me it’s just about abusive driving. “Learner’s permit violation”? “Refusing to drive to weigh station”? “Fail to report accident with less than $250 damage”?

    Or, how about these (some of my favorites): knowingly operating a school bus without a safety belt ($300 fine)…. Blocking access to a service area ($300 fine)… Illegal use of a fictitious driver’s license? ($300 fine.) The last one should catch half the teenagers in Virginia! Continues Marsh:

    I have a problem with any law the basis of which is fundamentally dishonest. This is a dishonest law. It should be done away with. Pass a new tax if you want, but don’t lie to the public about what you are doing. You engender distaste and disrespect for government. There’s probably enough of that already.


  • Budget Rumble

    Does a $641 million revenue shortfall in the state budget justify tapping the state’s Rainy Day Fund?

    Gov. Timothy M. Kaine thinks it does. He is willing to lay off 74 state workers and reduce the state workforce by another 386 jobs through attrition, saving some $39 million. He’s ordered agency spending cuts of $54 million, instituted operating efficiencies expected to yield another $92 million, and cut programmatic costs. He’s even willing to return five percent of his annual salary. That amounts to about $300 million. But that’s all he’s willing to cut.

    Says Kaine in a press release: โ€œThe Revenue Stabilization Fund was created for just this type of budget situationโ€”a sudden, unexpected change in economic conditions after a budget has been adopted by the General Assembly. The Fund has specific triggers that have to be met before it can be used, and those triggers have been met this year.โ€

    The House of Delegates leadership says, “No way, Jose.” (Well, that’s what GOP legislators would say if they weren’t so worried about illegal immigrants!)

    House Speaker William J. Howell, R-Stafford, and Vincent F. Callahan, R-Fairfax, make their case this way:

    The Commonwealth is not in a recession and our economy continues to grow, albeit at a slower rate. Unlike the recession earlier this decade, when the state actually collected less revenue, the most recent updated revenue forecast presented by Secretary Wagner in August indicates Virginiaโ€™s revenues will grow 3 percent in the current fiscal year (FY 2008). Through August, growth stands at 3.4 percent.

    Many lawmakers believe it is ill-advised to consider using the Rainy Day Fund under these circumstances. If we begin the practice of using the stateโ€™s Rainy Day Fund during a non-recessionary period, we run the risk of establishing a precedent that suggests that the Commonwealth can overspend taxpayer resources without consequence.

    I agree with Howell and Callahan: The circumstances don’t warrant dipping into the kitty. However, they don’t specify where spending should be cut. Might I make a humble suggestion? Kaine has covered nearly half the shortfall through cuts in the operating budget. Cover the rest through reductions in capital spending. If I recall correctly, the legislature had loaded up the current budget with $1 billion on more in funding for roads, water treatment plants and other capital improvements. Roads in particular were to be funded with surplus funds. If the surplus evaporates, then so should the road spending. Sounds like a no-brainer to me.


  • Patrick Michaels Update

    The clearest explanation yet of why Patrick Michaels resigned as state climatologist comes in this story from the Washington Post (my emphasis below):

    “I resigned as Virginia state climatologist because I was told that I could not speak in public on my area of expertise, global warming, as state climatologist,” Michaels said in a statement this week provided by the libertarian Cato Institute, where he has been a fellow since 1992. “It was impossible to maintain academic freedom with this speech restriction.”

    I have yet to see anyone contradict this account.

    First question: Who told Michaels not to speak in public about global warming? Someone in the University of Virginia? Someone in the Governor’s Office?

    Second question: Where are the protectors of academic freedom? If the situation had been ideologically reversed, if, say, the state climatologist used his office as a platform to promote awareness of Global Warming and, say, Gov. George Allen had silenced him, would there not be an uproar? Of course there would. Is “Academic freedom” in Virginia reserved for those with whom the academic elites happen to agree?