• Cost Cutting via Paper Cuts

    Chris Saxman’s latest email update contains a few recommendations for how the state can actually save money through — of all things — managing its printing and paper use more efficiently:

    Printers, copiers, and paper are essential to government operations and while we all recognize that, sometimes we don’t consider the cost. Consider that the state has a printer and copier inventory of more than 34,000. In FY06, the cost of these and related devices was $29,607,712. In FY06, the cost of paper was $7,499,837 and the cost of outside printing services was $37,702,417. The team offered the following recommendations:

    Recommendation 1: Promote a printer, copier, and paper savings awareness campaignโ€”promoting print efficiencies, cost-savings, and best practices.

    Recommendation 2: Implement print management best practices

    Recommendation 3: Move toward phasing out fax machines. Personal computers and multifunction machines now have the capability to fax documents. Significant cost reduction could be realized by eliminating fax machines and performing these functions on personal computers or multifunction machines.

    Recommendation 4: Move toward or transition to the implementation of managed print services–as appropriate for meeting agency and department mission and goals. Managed print services (MPS) are services offered by an external provider to optimize or manage an organizationโ€™s document output. A MPS contract can include assessment services, asset management, output management services, and support services. The external service provider either owns or leases the hardware, with the customer paying a monthly or quarterly feeโ€”based on a cost per page or cost per seat. Gartner suggests that candidates for MPS are midsize or large organizations with 100 or more employees. Agencies and departments should document their print needs and determine if the use of managed print services would reduce their print cost.

    Recommendation 5: Encourage agencies use of high-volume print shops for large print jobs. Virginia Correctional Enterprises (VCE), a printing service within the state, continues to demonstrate its ability to produce quality and timely print for state agencies and departmentsโ€”at a cost savings. In addition, state procurement regulation mandates that goods and services produced or manufactured by state correctional facilities be purchased by all departments, institutions, and agencies of the Commonwealth (there are some waivers to this regulation).

    Saxman has a lot more in his note, but this list gives a fairly good look at some of the ways government can shave its operating costs and still provide the services people demand.

    And with the threat of state budget cuts looming, any amount of economizing will be welcome.

    Now if only Chris and his colleagues could find a way to rebate those savings to taxpayers…


  • Illegal Immigration Round Up

    The latest idea for combating illegal immigration in Virginia: Build a detention center capable of holding 1,000 illegals arrested for certain categories of crimes. That comes from the State Crime Commission, reports the Washington Post. The usual nervous nellies are worried that someone’s rights will be violated — as if the same risk weren’t true of illegals held in local jails.

    Meanwhile, Fairfax County estimates that it holds about 4,500 illegal immigrants in its jail, about 16 percent of the county’s inmate population, reports Examiner.com. Previous statewide estimates by the state crime commission had run around 8 to 10 percent.

    Meanwhile, Gov. Timothy M. Kaine is talking tough on illegal immigration, castigating the federal government for the “bankruptcy” of its policies, even as he argues that it’s not the states’ job to police immigration, reports the Associated Press.


  • Kaine Administration De-funds Global Warming Heretic Patrick Michaels

    As Al Gore (the “Goracle”) has frequently told us, there is a scientific consensus that human-caused global warming is real. One way to achieve that consensus is to de-fund anyone who disagrees. And that is exactly what has happened to global warming contrarian Patrick Michaels.

    Bob Gibson with the Daily Progress reports that Michaels has not only resigned as the official state climatologist, he has negotiated an early retirement package with the University of Virginia and will remain affiliated with the university only as a part-time research professor on leave. Here is Michaels’ explanation:

    Michaels, whose utility industry funding and controversial views on global warming made him a lightning rod on climate change issues, called his resignation a sad result of the fact that his state climatologist funding had become politicized as โ€œa line in the governorโ€™s budget,โ€ which he said compromised his academic freedom.

    โ€œItโ€™s very simple,โ€ Michaels said in an interview. โ€œI donโ€™t think anybody was able to come to a satisfactory agreement about academic freedom.โ€

    Delacey Skinner, communications director for the Kaine administration, had no comment. Joseph C. Zieman, chairman of UVaโ€™s Department of Environmental Sciences, had little to add either.

    Global Warming advocates have attacked Michaels for his utility industry ties, suggesting that the source of his funding compromised the integrity of his research. Ironically, Michaels calls into question the objectivity of GW scientists by noting that government-funded climate research — which is heavily influenced by one-sided newspaper articles and grand-standing politicians holding congressional hearings — is highly politicized. But now skeptics like Michaels are being labeled “global warming deniers,” akin to Holocaust deniers, and there is an active movement to de-fund them. Thus the scientific “consensus” that Global Warming is caused by human activity becomes a self-fulfilling prophesy. Orthodoxy shall prevail; heretics shall be punished.

    Academic freedom and a diversity of viewpoints are core values at Virginia universities. If anyone within the UVa administration or faculty rose to Michaels’ defense, however, Gibson makes no note of it. Does academic freedom exist only for liberals and leftists? If so, this is a scandal of first-order magnitude. The circumstances of Michaels’ departure should be laid bare.

  • A Cautionary Tale

    From the New York Times comes a story about Riverside, New Jersey, one of a small number of localities that passed tough anti-illegal immigrant laws but are now rethinking them. Snip:

    With the departure of so many people, the local economy suffered. Hair salons, restaurants and corner shops that catered to the immigrants saw business plummet; several closed. Once-boarded-up storefronts downtown were boarded up again.

    Meanwhile, the town was hit with two lawsuits challenging the law. Legal bills began to pile up, straining the townโ€™s already tight budget. Suddenly, many people โ€” including some who originally favored the law โ€” started having second thoughts.

    So last week, the town rescinded the ordinance, joining a small but growing list of municipalities nationwide that have begun rethinking such laws as their legal and economic consequences have become clearer.

    Virginia counties that have jumped on the populist, anti-illegal bandwagon most likely won’t face the same fall-out. They have far stronger economies, for one, and most likely could fight any future challenges without inflicting harm on other parts of their budgets.

    Nevertheless, the consequences, both in economics and perception, are real.


  • Curb Weight and Taxes

    While we’re on the subject of the Vehicle Miles Driven tax (see previous post), I would add one modification: Drivers should pay for road maintenance not only on the basis of how many miles they drive but their vehicle’s weight.

    Why should the owner of a Mini Cooper (2,679 pounds curb weight) pay the same as the owner of an H3 Hummer (4,700 pounds curb weight)? With only 57 percent of a Hummer’s heft, the Mini Cooper contributes correspondingly less to the degradation of streets and roads. If the car creates fewer potholes, its owner should pay a lower road maintence fee.

    One more thought: Some cars emit more pollution than others. Automobile pollution imposes costs on society, particularly through an increase in low-level ozone and nitrogen deposition in rivers, streams and waterways. (Among the automobile’s sins, include carbon dioxide emissions, implicated in global warming, if you want to.) One way to encourage people to operate low-pollution vehicles would be to add a “pollution tax” based on Vehicle Miles Driven, as adjusted by pollution emissions. Revenues from that tax could be used to fund programs to offset, or otherwise clean up, the pollution. Of course, such a fund would have to be set up in a way to ensure that politicians couldn’t raid it for other purposes.

    To assess how such a funding mechanism would impact Virginians geographically, visit http://www.autochoice.org/ and type in your zip code. There, you’ll see that in Virginia’s 7th Congressional District, where I live, 53 percent of the vehicles are light trucks and SUVs. By contrast, in the 8th district, which includes Arlington, only 42 percent of the vehicles are light trucks.

    My region of the state would get hit harder, but I can’t let that stand in the way of an economically rational system of road funding. (For the record, my family owns one car and one SUV.) Most people, I believe, would be willing to accept a system that operates according to the objectice principles that I have laid out. If they don’t, it’s only because politicians have convinced them that “government” can somehow spend more money on roads and that “someone else” will pay for it. Eventually, though, even the dimmest bulb will figure out that “someone else” is, in fact, them.

    (Hat check to the blogger Groveton to pointing me to the Autochoice.org website.)


  • The Vehicle Miles Driven Tax is Coming — Just Not to Virginia

    Virginia’s policy for funding roadway maintenance and construction — adopting a miscellaneous grab-bag of taxes, fees and fines — is increasingly out of sync with the rest of the country. USA Today reports that early next year, six other states will begin testing a new fund-raising mechanism: charging motorists for the number of miles they drive instead of the amount of gasoline they consume.

    Researchers from the University of Iowa Public Policy Center will install computers and satellite equipment in the vehicles of 2,700 volunteers โ€” 450 each from Austin, Baltimore, Boise, San Diego, eastern Iowa and the Research Triangle region of North Carolina.

    Over the next two years, the drivers will get sample monthly bills for the number of miles they’ve driven. They can compare what they now pay in gasoline taxes with what they would have paid in per-mile fees.

    As Americans embrace hybrid technologies, with electric vehicles and fuel cells looking increasingly likely in the future, there is increasing awareness that the gasoline tax is not a stable long-term revenue source. In other news, USA Today reports:

    โ€ข Oregon this year finished a year-long experiment that tested a “virtual tollway” system that could eventually replace the state gas tax with a road-user fee. Volunteers drove vehicles equipped with state-installed Global Positioning System (GPS) devices and odometers that kept track of the miles they drove. When they gassed up, the drivers paid for their gas as well as 1.2 cents for each mile driven since their last fill-up; they did not pay the 24-cents-a-gallon state gas tax.

    โ€ข Minnesota Gov. Tim Pawlenty says part of his state’s plan for dealing with declining gas tax revenues is a mileage tax or fee. He wants a test project this year.

    โ€ข Colorado Gov. Bill Ritter appointed a 32-member commission in March to explore long-term options, including mileage fees.

    Virginia can still do these states one better. Instead of using a Vehicle Miles Driven tax to raise revenue for all types of transportation programs, including new construction, use it to pay for maintenance only. That way, the tax becomes a direct user-pays system. You want to drive? Fine, you need to pay for your car, your gasoline, your insurance, your repairs… and the wear and tear you put on the roads. (There are other mechanisms, as I have discussed ad nauseum, for funding road construction and coping with traffic congestion.)

    I don’t see how any rational person can object to such a system, other than the grounds that, “I don’t want to pay, I want someone else to pay. I want a free ride.” Once upon a time, we could afford such an attitude, but we can’t any more.

    (Hat tip to Ted McCormack for pointing out the USA Today article.)


  • “It was just butt-ugly”

    That’s how Richmond city councilman Marty Jewell characterizes the latest, weirdest spat between Doug Wilder and the Richmond School Board.

    For the life of me, I can’t fathom why the Mayor felt the need to pull a Bob Irsay and try to eject the School Board in the middle of the night — complete with a phalanx of cops! Yes, he’s made it clear that he wants the Board out of City Hall in order, he says, to save money (a charge former Wilder aide Paul Goldman disputes).

    It’s also clear the School Board is either incapable, or more likely unwilling, to accept the eviction notice.

    And now the City Council is getting involved, opening yet another chapter in its long-running battle with the Mayor over who wears the pants in Richmond government.

    It’s enough to make one pine for the good old days, when all city government had to offer were the tirades of Sa’ad El-Amin, the antics of Reva, the occasional hunger strike by Rev. Gwen.


  • Virginia: A World-Class Player in Nuclear Power?

    Virginia has the potential to become one of the largest energy-producing states/provinces in North America. Certainly not through the production of oil and gas, nor from mining dwindling reserves of coal in the Appalachian mountains, nor even from tapping the phenomenal potential of wind farms off the coast of Virginia Beach. No, the energy source where Virginia enjoys the strongest competitive advantages is nuclear power.

    Gov. Timothy M. Kaine’s recently published energy plan calls for a massive push to reduce carbon-dioxide emissions, thought by many to be a cause of global warming. While wind, solar and biofuels have long-term potential, the only large-scale energy source able to substitute for fossil fuels in the intermediate term is nuclear power. And nukes need uranium.

    It just so happens that Pittsylvania County sits atop the largest uranium deposit in North America. Thanks to the revival of the nuclear power industry, there is renewed interest in tapping this incredible energy reserve. Mining and processing the mineral could create a billion-dollar industry for Southside Virginia, which has fallen on hard times as its traditional mill economy — textiles, apparel, furniture — was devastated by globalization.

    Sad to say, I’m so old, I can remember the controversy 25 years ago surrounding a proposal to mine the Pittsylvania uranium. I was a reporter then with the Martinsville Bulletin, one county over. That wasn’t long after Three Mile Island, when the anti-nuclear power sentiment was running strong. Concerned that uranium processing would release radioactivity into the surrounding air, water and land, environmentalists were able to persuade the state to order a moratorium on any uranium mining.

    But a lot has changed in 25 years. Global warming has replaced nuclear melt-downs as environmentalists’ leading fear. Nuclear power in the United States is on the rebound now, not in a state of decline; indeed Dominion could receive permits by 2010 to add new nuclear units at its North Anna facility. And Southside Virginia’s economy has been hollowed out, leaving local leaders more receptive than ever to a new industry.

    As it happens, Lynchburg, about an hour’s drive north of Danville, is home to BWX Technologies and Areva NP, major providers of engineering, design and maintenance services to the nuclear power industry. Over in Hampton Roads, the Northrop Grumman shipyard in Hampton Roads builds nuclear-powered submarines and aircraft carriers.

    Between Dominion’s power plants, Pittsylvania’s uranium mines, Lynchburg’s nuclear manufacturing/service companies and Northrop Grumman’s shipyard, Virginia has the potential to assemble a world-class nuclear power cluster — not just mining, but designing, manufacturing, installation and servicing. With all those capabilities concentrated in a small geographic area, who knows what synergies might develop?

    Supporting the growth of the nuclear-power cluster is a stated goal of Kaine’s energy plan, although the document takes a cautious attitude towards uranium mining: “Virginia should assess the potential value of and regulatory needs for uranium production in Pittsylvania County.”

    Basic scientific questions remain unanswered. Unlike other uranium deposits, the uranium in Pittsylvania does not physically migrate into the water system, reports the Danville Register and Bee. The geology needs to be better understood, and Virginians need to know that mining and processing can proceed safely. We need to begin laying the groundwork now. Meanwhile, someone in the Commonwealth — perhaps Secretary of Technology Aneesh Chopra — should organize a nuclear industry working group to explore avenues for building the industry cluster.

    (Photo credit: dkimages.)


  • Does Charlottesville Really Need Community Land Trusts?

    Community Land Trusts are being examined in Charlottesville-Albemarle County as a tool for providing affordable housing. The region needs to do something: The median sales price in the Charlottesville Metropolitan Statistical Area has increased from $150,000 to $279,000 between 2000 and 2006. Reports the Daily Progress:

    Bill Edgerton, a member of the Albemarle Planning Commission, along with Frazier Bell, a mortgage banker, have been investigating a tool called a Community Land Trust that could provide a broader range of housing options for residents.

    A Community Land Trust is a nonprofit corporation that sells affordable homes to those who qualify – in Edgertonโ€™s scenario, low- to middle-income homebuyers or a household that earns between $39,900 and $53,200.

    The land trust makes housing cheaper by having a perpetual lease on the land where the affordable house sits. The land remains with the land trust, removing that cost from the property forever, according to information provided by Edgerton.

    Creative, yes. But wrong-headed, too. There is something wrong with a region that depends upon the generosity of philanthropists to underwrite the cost of housing for working- and middle-class homeowners. Instead of creating Community Land Trusts, Charlottesville and Albemarle Count need to address fundamental causes: the lack of housing supply in the region, which is a direct consequence of restrictive zoning policies.

    I certainly understand the desire of Albemarle County residents to safeguard their beautiful farming landscapes from scattered subdivisions and commercial development. What’s required is (a) allowing Charlottesville to build higher buildings, (b) permitting the recycling of old subdivisions at higher densities, and (c) encouraging compact, mixed-use, urban-density development on land bordering already-developed areas.


  • More Details Emerge on HOT Lanes

    Transurban, a key player in public-private partnerships bringing HOT lanes to Northern Virginia, has revealed more details about the technology that it would use to regulate access. Multi-band infrared sensors installed near toll gantries would count the number of passengers in a car by detecting reflections from human skin. Cars with three or more passengers could use the tolls for free.

    An article in the Manassas Journal-Messenger provides other interesting details of how the proposed HOT lanes embedded in Interstates 95 and 295 would work.

    The Safe, Accountable, Flexible, Efficient Transportation Equity Act of 2005 requires operators of high occupancy toll facilities to keep traffic moving. If average speeds dip below 45 mph, Transurban would have to improve efficiency. … And that could require the company to improve interchanges, or even restrict toll-paying customers from entering the express lanes on certain access points.


  • Hell Freezes Over: Chichester Gets It Right

    I haven’t agreed with much that Sen. John H. Chichester has said over the years, but I do find him making sense as he nears the end of his nearly 40-year tenure in the General Assembly.

    First, reports Chelyen Davis with the Free Lance-Star, Chichester warned Gov. Timothy M. Kaine not to address a projected $641 revenue shortfall by raiding the Rainy Day Fund, which is set aside for fiscal emergencies.

    Secondly, he says that the state should instead take back some of the roughly $500 million in General Assembly cash allocated to transportation projects. That makes total sense. The justification for using General Fund money to pay for transportation projects was the fact that it was surplus (not needed to fund ongoing programs). Even Homer Simpson could figure this out: If the surplus isn’t materializing as projected, don’t cut other programs — cut back the funding for transportation!

    Gov. Kaine and the General Assembly took a risk when they agreed to fund transportation with surplus revenues. Things didn’t turn out like they hoped. Now it’s time to pay the piper.


  • Give VDOT Credit Where Credit Is Due

    VDOT is rebuilding public confidence with improved performance. From the Daily Press’ Hugh Lessig:

    RICHMOND – Several years ago, the Virginia Department of Transportation faced withering criticism for its poor forecasting, cost overruns and inability to meet deadlines.

    According to the latest data, times have changed.VDOT announced Thursday that it met or exceeded its on-time and on-budget goals for projects in fiscal year 2007, which ended in June. It is the best performance in the agency’s history.

    Overall, VDOT completed 90 percent of its construction projects on deadline and on budget for fiscal year 2007. Its goal for deadlines was 70 percent and its budget goal was 80 percent.


  • The Plaza at Main Street Station: Creative Use of Urban Space

    If you’ve ever wondered why old cities are so much more interesting places to visit than the suburbs, take a look at a project in downtown Richmond, the Plaza at Main Street Station.

    First, some background: One of the uglier parts of downtown Richmond has been known as the “spaghetti works,” the spot where Interstate 95 and the Downtown Expressway converge, flyover ramps spilling in all directions, and interlace with three — count ’em, three — different train tracks. Lots of steel, lots of concrete girders. It’s an inhospitable place used mainly for parking cars.

    But that liability is now becoming an asset in Shockoe Bottom, the old warehouse-turned-entertainment district adjacent to the downtown business district. I’ll let Michael Martz with the Times-Dispatch tell the story:

    Interstate 95 arches above Richmond’s newest showpiece, a $3.3 million plaza that the city envisions as a hub for transit, tourism and recreation in a revitalized Shockoe Bottom.

    When Richmond flips the switch at a ceremony tonight, soft blue light will bathe the interstate and the massive concrete piers that support it above The Plaza at Main Street Station. The plaza, with 90 coveted public parking spaces, transforms a crime-ridden abandoned field into a colonnade leading to one of the city’s most venerable landmarks — Main Street Station. …

    The city has turned the area into a nexus for train passengers, tourist buses, taxis, hired limousines, and, soon, hikers and bikers from the new Capital Trail and the Canal Walk….

    Tonight’s ceremony will focus on the rediscovered beauty of the area — from the “Sky Rider” sculpture that hangs from the interstate girders above the bluestone plaza to the uninterrupted view of Main Street Station itself.

    In place of the suburb’s monoculture of shopping centers or single-family dwellings, the Richmond city center offers a rich mix of business, multi-unit residential and entertainment venues (though not much retail yet) with many striking views and vistas. Since I’ve been living in the ‘burbs for the past five years, I love visiting downtown and seeing all the change. The city delights with its array of varied and unexpected scenes. I can hardly wait to see the Plaza.

    Also, it will be interesting to see how Main Street Station functions as an intermodal center for rail, buses, taxis, limos, bikers and pedestrians. Grandiose urban-revitalization projects in Richmond have often launched with high expectations only to fizzle. Will this time be different? With all the people moving into Shockoe Bottom and surrounding precincts, it just might be. There is energy downtown that didn’t exist 10 years ago.


  • TAMU AGAIN

    A quick review of the newly released “TAMU 2007 Urban Mobility Study Based on 2005 Data” (aka, TTI โ€˜07) indicates:

    This version has the same basic flaws as the earlier ones that are outlined in our 20 September 2004 column “Spinning Data, Spinning Wheels.” TAMUโ€™s 2007 version is:

    1) Based on two year old data

    2) The data is provided by Agencies who have competitive and professional interest in low balling the congestion numbers

    3) The area of coverage appears to still be the Census “urbanized area” which, especially in disaggregated New Urban Regions such as Washington – Baltimore, leaves out most of the area of the MSA and does not address CMSA conditions โ€“ to say nothing of New Urban Region reality. This means those with the longest commutes and most of the Community, Village and Neighborhood scale congestion outside Radius = 20 Miles is not considered.

    4) The study is authored by, paid for by, reviewed by and the information distributed by those (including MainStream Media) who have a professional and financial stake in not addressing the root cause of the Mobility and Access Crisis.

    The root cause of the Mobility and Access Crisis is, of course, almost exclusive reliance on Large, Private Vehicles and a Large, Private Vehicle Support system with which citizens are expected to achieve mobility and access in an urban, technology driven society.

    There must be a Balance between the travel demand generated by human settlemetn patterns and the transport systems provided to achieve mobility and access. That Balance is not possible relying primarily on Large, Prvate vehicles. It is a matter of physics, not policy.

    The Crisis is perpetuated by a failure to fairly allocate the cost of location-variable goods and services. As Jim Bacon points out, a free, well informed land market is part of the solution. However, without a fair allocation of the costs and a democratic process to evaluate any tweaking of the system (aka, subsidies), Business-As-Usual rules as mobility and access tends to entropy at an accellerating rate as documented by TAMU.

    Obfuscation is compounded by the those with a variety of agendas. The imagination of Peter Gordon and other anti-anti-Autonomobile apologists is nearly beyond comprehension. See “A Different Take on TTI” below.

    While some understand the need for change, most who have access to the data and are willing understand the metrics involved also recognize the personal and organizational economic impact of considering Fundamental Change in human settlement patterns and Fundamental Change in governance structure vis a vis the Mobility and Access Crisis and thus stonewall rational discussion.

    In spite of these and other problems raised in our 2004 column, the TAMU study is the “best available” information on the scope and cost of the Mobility and Access Crisis.

    EMR


  • What’s In the Water in PWC?

    Sometimes you’ve got to wonder what kind of impression Virginians are making on the world. If it’s not Abuser Fees snagging national headlines, it’s what you read on the front page of the Wall Street Journal. Just today, two Virginians, both from Prince William County, figure prominently in separate articles.

    Bundling up for Hillary. Pamela Layton, a resident of the Bristow community, donated $4,600 to Hillary Clinton’s presidential campaign in March, the Journal reports. That’s quite generous for someone who says, “I don’t even like Hillary. I’m a Republican.” It turns out that Layton works for William Danielcyzk, founder of a “Washington-area private firm” (apparently McLean-based Galen Capital Corp.) and a major Clinton fund-raiser. The money she donated was not her own, Layton says. She says Danielcyzk reimbursed her husband and her. Danielcyzk denies the allegation.

    If the charges are true, it looks like we have a Norman Hsu-scale scandal brewing, and Northern Virginia is at the eye of the storm.

    Theological Offshoring. The Rev. John Gurnsey, pastor of the All Saints’ Church in Woodbridge, has been anointed an Episcopalian bishop — by the Anglican Church of Uganda. Although Gurnsey accepts the idea that women can serve as ministers — his wife is one — he takes issue with the Episcopal church’s disregard for Old Testament teachings castigating homosexuality. In that regard, he shares a lot in common with the traditional-minded Anglican churches of Africa. Like many socially conservative Episcopalians, he is looking to the African church for identity and support.

    Whatever one thinks about the gays-as-ministers debate, we can take consolation in one thing: The idea that a Virginia minister would seek theological legitimacy from an African church leader would have been utterly unthinkable a generation ago. Racial identity among social conservatives in Virginia seems to figure a lot less prominently these days than it does to race hustlers like Jesse Jackson, who has just accused Democratic presidential candidate Barack Obama of “acting white.”