• 4th Installment on Supercapitalism

    The transformation from the Industrial Era to the Information Era changes everything. It doesnโ€™t eliminate everything, but it transforms everything. Because technology permeates every aspect of a society. Technology touches all.

    Starting in earnest in the 1980s the technology driven changes hit sector by sector of the economy. Increases in productivity โ€“ and the tax cuts (not the tax increases as Reich says in Supercapitalism) created new capital. So much that in the late 90s the Clinton administration crowed that the old business cycle of standard economics โ€“ expansion and contraction โ€“ was over. Then, came the dot com bubble burst. And 9-11. And first two U.S.-initiated campaigns in a long, long World War.

    In previous installments weโ€™ve discussed the impact in the changed job and income market for America and Virginia and some structural answers. At least two issues remain: How to deal with the fundamental changes in businesses or โ€œWhat to do about Walmart?โ€ and what about the concentration of wealth in businesses and persons in a representative democracy? Consider Robert Reichโ€™s findings.

    Big box businesses have wiped out main street small businesses. Family run stores have been eliminated by Walmart. Communities are lost when the Mom and Pop stores go away. Walmart doesnโ€™t provide health benefits and pushes wages to the lowest levels possible. And, across the board there is no economic security in a lifelong job โ€“ outside the U.S. Congress. Moving jobs overseas also leads to environmental degradation and violations of human rights.

    • Big boxes arenโ€™t the problem. Iโ€™ve read the analysis, but didnโ€™t keep the numbers, on small towns and Walmart. The number of people who lost income vs the number of people who have more money because they could buy cheaper products was astounding. It would make the utilitarian David Hume proud. The greater capital that stayed in the local economy creates jobs. It proliferates the big boxes from Walmart to the Lowes or HD, Bed Bath and Beyond (female equivalent of a hardware store), box book store, chain restaurants, etc. etc. The big boxes create jobs.

    One may not like the homogenized look of the nation โ€“ and I see it as I travel on business. The boxes arenโ€™t evil economic death stars. They will come and go and evolve. Like Target, etc..

    The Waltons of Arkansas and Bill Gates make good boogey-men, but they arenโ€™t the problem. If We, The People, do more to create and recycle capital in Virginia then we all will benefit. Capital, even capital kept in local economies by big boxes produces Mom and Pop businesses to provide services cut trees, do yards, clean houses, care for kids or pets, detail cars, build pools, clean pools, change gutters, etc.

    • Production matters. Virginiaโ€™s proximity to DC and a natural port provide the Federal funds that wonโ€™t stop until the U.S. surrenders as a Super Power or our economy collapses after a comet strike. The Feds will dump capital because for the time foreseeable DC is New Rome. Agribusiness, The Bay, forestry, and mining remain vital to our economy. Virginia needs to make sure we donโ€™t kill those golden geese.

    Cutting corporate taxes to zero (with the possible exception for corporate bad behavior as defined in earlier posts) and reducing personal taxes will help small businesses and large corporations make stuff in Virginia.

    Before we go to the last installment on what the transformation means politically, letโ€™s consider a basic paradigm of government and business in a mixed economy.

    Our governments have checks and balances at every level. They work imperfectly, but they are a constraint against the corruption that power brings. Our government is organized for imperfect humans.

    Business doesnโ€™t have a check or balance other than the market โ€“ and when government intervenes. Business is organized for efficiency. There is no brake on the abuse that power brings.

    Except unions and shareholders can provide a brake. Itโ€™s most effective to use market forces to change business behaviors.

    Next: Transformed and transformed politics in the new economy.


  • Living with Higher Sea Levels

    OK, folks, here’s the map you all wanted to see: What happens to Virginia’s Tidewater under a doomsday global warming scenario, a three-meter rise in sea levels? Answer: About 1/3 of of south Hampton Roads slips under the waves. (Click on map to view a larger, more legible image.)

    Not shown on the map: When Pat Robertson dies and there’s no one left to avert the hurricanes through prayer… Hurricane storm surges swallow up even more.

    The map is a stark reminder that, after New Orleans, Hampton Roads is the major metropolitan area in the United States most vulnerable to a direct hit by a hurricane.

    (The map appears on page 17 of a presentation, “Impacts of Climate Change on Coastal Virginia and the Chesapeake Bay,” by James E. Bauer, a professor at the Virginia Institute of Marine Science, to the Governor’s Commission on Climate Change.)

    A couple of caveats: This graphic shows what will be covered at high tide under a full moon. And it assumes that sea levels rise three meters. The Governor’s Commission has stated previously that sea levels are expected to rise about three feet by the end of the century. On the other hand, combine a three-fee rise in sea levels with a six-foot hurricane storm surge (hurricane storm tides can raise water levels 15 feet or more), and you’ve got the scenario displayed in the map.

    This, it strikes me, is the No. 1 issue that the Climate Change Commission needs to grapple with. If sea levels rise, as many fear they will, the impact will be catastrophic for billions of dollars of development in Hampton Roads. As a believer in free markets, I think people should be free to build where they want, no matter how short-sighted and stupid their decision. But I will get up in arms if, after their stupidity is made manifest, they come whining to the government for relief.

    Three key points regarding public policy:

    First, Virginia needs to ensure that insurance companies are allowed to charge flood insurance rates commensurate with the risks of building in flood-prone coastal areas. Further, if a hurricane hits and homeowners are underinsured, legislators should not rescue them from their folly by forcing insurance companies to pay for flood damage homeowners never insured for, as some politicians tried to do in Mississippi after hurricane Katrina. Virginia needs to send a message of unmistakable clarity: If you choose to live in coastal areas vulnerable to rising sea levels and storm surges, you’re on your own!

    Question: Is anyone from the insurance industry scheduled to address the commission?

    Second, Virginia and Hampton Roads municipalities need to consider very carefully where they are willing to build public infrastructure. While citizens should be free to make stupid, short-sighted decisions on their own nickel, the saner segment of the electorate should insist that governments take a longer-term view.

    The Virginia Department of Transportation needs to review all of its plans for road and highway improvements in affected areas and ascertain the likelihood that they could be submerged by rising sea levels. If the roads are at risk, do not build them! Municipalities need to review plans for water/sewer lines, locally funded roads, and other public infrastructure. Developers need to be told: You can build there, but don’t expect us to pay for the infrastructure. You’re on your own.

    Third, we learned from hurricane Katrina the critical importance of wetlands in buffering populated areas from storm surges. As part of this study, the Climate Change Commission needs to explore the condition of Virginia wetlands and what, as a practical matter, can be done to preserve them.


  • How Global Warming Could Hit Home: The Virginia Impact

    The Governor’s Commission on Climate Change dug into some meaty material yesterday, exploring what would happen to Virginia if commonly accepted scenarios for rising temperatures and sea levels pan out. Bill Geroux with the Times-Dispatch hits the highlights of the meeting, held in Williamsburg, but lacked either the time or news hole to recount much of the rich detail in the presentations. (Incredibly, it appears that neither the Daily Press nor the Virginian-Pilot covered the meeting in their own back yard — if they did, I can’t find their stories online.)

    I will try to explore a couple of topics in more depth in later posts, based on the presentations found on the Governor’s Commission on Climate Change website. But don’t just accept my spin on the story. Peruse the documents yourself.

    • Ecosystems and Living Resources (PDF), J. Emmett Duffy, Ph.D., Loretta and Lewis Glucksman Professor of Marine Science, Virginia Institute of Marine Science

    For those interested in the impact of climate change on Virginia, I would particularly recommend the first three presentations (with highlighted links).

    Reader alert: I reiterate my skepticism regarding the more hysterical, worst-case scenarios of global warming. The science of climate change still has many unknowns, and there is a livelier debate and more uncertainty within the scientific community than portrayed by the major media outlets. However, I do not subscribe to the Rush Limbaugh, global-warming-is- a-liberal-fraud worldview. Sufficient scientific evidence has accumulated to suggest that there is a significant risk of higher temperatures and rising sea levels. Given the potential magnitude of the consequences, as long as a risk exists, it is incumbent upon policy makers to evaluate that risk and appraise the potential impact on Virginia.


  • What Should Be the Separation of Schools and Politics

    Today is Earth Day. Friday is the Day of Silence. Both are celebrated, acknowledged, taught โ€“ what is the right verb? โ€“ in Virginia public schools. What are the public policy issues for politics in schools? Set aside support or opposition to Environmentalism as theology or the Homosexual political agenda.

    Consider who decides what โ€“ and who should decide and how โ€“ for the Day of Silence in Virginia on April 25th.

    The Concerned Women of America report โ€œThe “Day of Silence” (DOS) is organized by the Gay, Lesbian and Straight Education Network (GLSEN), one of the most militant and well-funded of the powerful homosexual pressure groups. DOS purports to confront the alleged systematic harassment and bullying of children who self-identify as homosexual, bisexual or “transgender.โ€

    During DOS, children and teachers are encouraged to disrupt the school day by refusing to speak, in a show of support to self-described “gay,” “lesbian,” “bisexual” and “transgender” students. Kids are additionally taught that Biblical truth, which holds that human sexuality is a gift from God shared between husband (male) and wife (female) within the bonds of marriage, is “homophobic,” “hateful” and “discriminatory.โ€โ€

    Who approves the Day of Silence in Virginiaโ€™s Public Schools? The school board, superintendent, principal, or any teacher?

    What is the recourse for any student or parent who objects to the DOS?

    How do they decide – which political groups for what events – are recognized in public schools?

    Who is in and who is out of access to public schools?

    Interesting to see the list of high schools which will recognize DOS. I see in my area that only JCC/Williamsburg is supporting DOS officially. I wonder who is doing what โ€“ unofficially?

    APPOMATTOX REGIONAL GOV SCHOOL
    BROAD RUN HIGH SCHOOL
    CENTREVILLE HIGH SCHOOL
    CLOVER HILL HIGH SCHOOL
    EDISON HIGH SCHOOL
    FAIRFAX HIGH SCHOOL
    FALLS CHURCH HIGH
    FLINT HILL SCHOOL
    GALILEO MAGNET HIGH SCHOOL
    HAMPTON ROADS ACADEMY
    HAYFIELD SECONDARY SCHOOL
    HERNDON HIGH SCHOOL
    JAMES RIVER HIGH SCHOOL
    JAMESTOWN HIGH SCHOOL
    JOHN HANDLEY HIGH SCHOOL
    LAFAYETTE HIGH SCHOOL
    LAKE BRADDOCK SECONDARY
    LANGLEY HIGH SCHOOL
    MADISON HIGH SCHOOL
    MAGGIE L. WALKER GOV SCHOOL
    MARSHALL HIGH SCHOOL
    MCLEAN HIGH SCHOOL
    MEADOWBROOK HIGH SCHOOL
    MONTICELLO HIGH SCHOOL
    OAKTON HIGH SCHOOL
    POTOMAC HIGH SCHOOL
    ROBINSON SECONDARY
    ROBIOUS MIDDLE SCHOOL
    SCIENCE & TECH CENTER
    ST CATHERINES SCHOOL
    ST STEPHEN’S & ST AGNES SCHOOL
    STUART HIGH SCHOOL
    T. C. WILLIAMS HIGH SCHOOL
    THOMAS JEFFERSON HIGH SCHOOL
    WAKEFIELD HIGH SCHOOL
    WASHINGTON LEE HIGH SCHOOL
    WEST POTOMAC HIGH SCHOOL
    WEST SPRINGFIELD HIGH SCHOOL
    WESTERN ALBEMARLE HIGH SCHOOL
    WESTFIELD HIGH SCHOOL
    WOODBRIDGE HIGH SCHOOL
    YORKTOWN HIGH SCHOOL

    Update: Here’s another interesting case study. The Virginia Gazette reports:

    An evangelical Christian group is challenging [Williamsburg-James City County] Schools in federal court to get equal access for religious-themed Good News clubs. …

    Child Evangelism Fellowship, a non-profit founded in 1937, sponsors Good News clubs after school in public school buildings. … Tom Boor, the local coordinator for the Christian clubs, began applying to use school facilities in 2006 but was ignored for more than a year, according to Staver. Liberty Counsel sent a letter to the division in March 2007 expressing concern over the lack of response and the possibility that they were being denied for discriminatory reasons.

    He said WJC Schools responded in August by saying that the clubs could use school facilities, but at a cost ranging $12.50-$25 per hour, while other groups like the Boy Scouts were allowed to use the facilities for free.


  • Time for “Pay As You Drive” Insurance

    Steven Levitt and Stephen Dubner, authors of of the best-seller “Freakonomics,” have applied economic reasoning to all manner of social and public policy issues, from crime to drugs, parenting to sumo wrestling. Now they have turned their sights upon transportation.

    “Americans drive too much,” Levitt and Dubner proclaim on their blog. “This isnโ€™t a political or moral argument; itโ€™s an economic one.”

    The cost to motorists of driving does not incorporate significant externalities, such as traffic congestion, carbon emissions and traffic accidents. While Global Warming and greenhouses gases get all the attention these days, the social cost of CO2 emissions amounts to a modest $20 billion yearly in the United States, the authors say. Congestion costs significantly more: $78 billion a year. But the biggy is traffic accidents, which runs up the tab by $220 billion a year.

    The authors are big fans of congestion tolls, which allocate scarce roadway capacity, as well as the gasoline tax. (Gee, they sound just like Bacon’s Rebellion!) But they acknowledge that “political hysterics” are not conducive to either solution. But there may be a way to rationally allocate the costs of driving by reforming the market for automobile insurance, Levitt and Dubner suggest.

    While some insurance companies do offer a small discount for driving less โ€” usually based on self-reporting, which has an obvious shortcoming โ€” U.S. auto insurance is generally an all-you-can-eat affair. Which means that the 27,000 more miles than Zelda that Arthur drives donโ€™t cost him a penny, even as each mile produces externalities for everyone. It also means that low-mileage drivers like Zelda subsidize high-mileage drivers like Arthur.

    Crediting other economists for the idea, Levitt and Dubner advocate “Pay As You Drive” insurance: All other things being equal, the more miles you drive, the greater risk you have of getting into an accident, and the more insurance you should pay.

    PAYD insurance programs are entering the marketplace but it is too early to determine if insurance companies like Progressive Insurance will make money. If all they do is give discounts to their own low-mileage customers while their high-mileage customers seek cheaper insurance elsewhere, they’ll lose business. On the other hand, such policies may succeed in luring low-mileage customers from other insurers. Society has a vested interest in seeing PAYD succeed. Write Levitt and Dubner:

    If Progressiveโ€™s PAYD insurance can induce some of its high-mileage customers to drive less and especially to drive more safely, resulting in smaller claims payouts for Progressive and fewer negative externalities for everyone, then it could truly be a win-win-win situation.

    Insurance is regulated by state government. The General Assembly should take the lead in studying the feasibility of introducing PAYD insurance in Virginia. Politically, PAYD should be less controversial than tolls and gasoline taxes — it’s hard to make the argument with a straight face that people who drive more shouldn’t also pay more insurance — so we can hope that legislators might be willing to tackle it.

    All things considered, PAYD is one of the best ideas I’ve heard in a long time. (Hat tip to Jonathan Mallard for pointing me to the Freakonomics blog.)


  • Revving up “Pentagon South”

    It looks like Hampton Roads is moving towards an “Economy 4.0” paradigm: mobilizing resources to build its defense-industry cluster rather than opportunistically chasing any old business-relocation opportunity that comes down the pike. The Hampton Roads Technology Council and the Defense & Homeland Security Consortium have launched an initiative to promote the region as “Pentagon South.”

    Outside of Northern Virginia (and possibly Southern California), Hampton Roads is home to the largest defense-industry cluster in the United States. Hampton Roads is the largest center for military shipbuilding and repair in the country (which makes it the largest in the world). Outside the shipbuilding sector, however, most private-sector defense businesses once consisted mainly of field offices serving local military clients. But the size and scope of defense-related business have grown steadily over the years to encompass “systems integration, analysis, innovation, solutions and services across multiple disciplines.”

    Illustrative of the “new” defense sector in Hampton Roads is the up-and-coming modeling & simulation cluster in Suffolk, the ultimate in sophisticated information technology.

    The Pentagon South initiative combines a number of components: (a) provide necessary training and workforce development, (b) create networking opportunities for businesses in the sector, and (c) to brand the region nationally and internationally. (Read the list of goals here.)

    This initiative makes sense. Not only does Hampton Roads have a strong military presence and defense-industry cluster to build upon, it enjoys a significantly lower cost of doing business and lower cost of living than competing defense-heavy regions. Equally important, Pentagon South organizers are attentive to the “soft infrastructure” needed to support a growing industry. The preliminary indications are very positive.


  • No Limit to Human Depravity

    From today’s Times-Dispatch:

    A man and woman who live in Louisa County face child-endangerment charges after a family member discovered their two young children intoxicated on cocaine last week, authorities said yesterday. … The boys tested positive for cocaine and a prescription drug found in tranquilizers and sleeping pills.

    One child was three years old, the other 16 months.


  • Prince William, Meet Swan Quarter

    One of my favorite flyspecks is the Tideland town of Swan Quarter, N.C., a tiny burg off the undulating marshes of Pamlico Sound. Years ago, I used to occasionally report from Swan Quarter for a small daily newspaper about an hourโ€™s drive to the west. My late Dad, a urologist, got a fair number of patients from Swan Quarter, named for the thousands of migratory waterfowl that used to haunt its waters in winter.

    So, I couldnโ€™t help but note that The Virginian-Pilot had a story concerning Swan Quarter on April 20. Mattamuskeet Seafood, the story reports, had planned to open for crab processing season last week, but it couldnโ€™t find any workers. Usually it gets 100 workers in season who commute up from Mexico for several months each year to do the smelly, dirty work of picking crabs. But not now.

    The problem is on Capitol Hill where Congress hasnโ€™t yet renewed a visa program allowing 66,000 non-farm, temporary workers into the U.S. each year. Thousands of foreign crab pickers and other workers are short in towns such as Vandemere and Columbia in Coastal Carolina. Frustrated employers have driven to Washington, D.C. to plead their case, according to the Pilot.

    Whatโ€™s interesting is that these workers, many from Mexico, are not the hated suspects often caricatured by Virginiaโ€™s Republican Party and others. These Latinos are not seen as messy, loud, unruly threats to national security as they seem to be in places such as Prince William, Loudoun and other wealthy counties in Virginia that are banding together to stem what is perceived as a flood of fearsome barbarians.

    Just the opposite. In Columbia, N.C., a quaint spot just off the Albemarle Sound, Tara Foreman, general manager of Captain Neillโ€™s Seafood, misses her 75 Mexican workers. She told the Pilot that some of the ladies have worked for her for 18 years. They became so close that when Foreman was engaged to be married, the Mexicans threw a shower for her and attended the wedding.

    Zip up the coast a bit to Prince William County in Washingtonโ€™s Virginia suburbs. On Sunday, The Washington Post had a story on its Metro section exploring just how controversial Supervisor Chairman Corey A. Stewart is becoming. Playing to middle and upper-middle class white fears of โ€œillegalโ€ immigrants, the Republican pushed a series of anti illegal immigrant measures. Stewart wants cops to check the immigration status of any foreigner (read: dark-skinned), they stop. The county must not provide any services to undocumented workers.

    According to the Post, Stewart drew big fire when he scolded a police chief for having the audacity to meet with a consul from the Mexican Embassy. In most of the world, visits between foreign diplomats from friendly countries and local officials are considered a normal part of life. You get to exchange ideas. But in Prince William, itโ€™s like meeting with a foreign spy.

    Stewart’s antics are prompting some local activists and politicians to urge him to get off his illegal immigration kick. It seems to be dampening the county’s reputation as it looks for new businesses and residents.

    Maybe the explanation is that Prince William is rich and mostly white and fearful — in other words, GOP country. Little places like Swan Quarter and Columbia are made up of several races and have among the lowest per capita incomes of any localities in North Carolina. Poor though they may be, the folks there have a sense of humility and humanity that is rare these days. They have something to teach Virginia’s well-to-do suburbanites.


  • LEARNING FROM FLIGHT

    Two weeks ago the last PART of THE PROBLEM WITH CARS went on line at Bacon’s Rebellion.

    Our mail is running 60-40.

    60 Percent say: โ€œRight-on! Cars ARE the problem…โ€

    40 Percent say: โ€œNo way! You will have to pry my cold dead hands off the steering wheel…โ€

    I will not do that, but someone will.

    With food and energy prices rising in the First World and food riots spreading in the โ€œDeveloping Worldโ€ where can citizens turn for answers?

    The MainStream Media โ€“ as noted in THE ESTATES MATRIX โ€“ does prove some information. MainStream Media coverage of airline Enterprises โ€“ โ€œrestructuringโ€ or โ€œdemiseโ€? โ€“ presents the opportunity to learn from the most consumptive form of vehicle travel. Air travel also has the most unfair allocation of location-variable costs โ€“ pollution, noise, subsidies to encourage Mass OverConsumption…

    Understanding the condition of aircraft Enterprises provides a good place to consider the question:

    Can humans change settlement patterns, mobility options and governance structure fast enough to avoid Collapse?

    Check out โ€œThe End of Flight as We Know Itโ€ in todayโ€™s Baconโ€™s Rebellion.

    In answer to one question we have received today: Yes TRILO-G will have a chapter on โ€œI told you so back when there was time to change.

    EMR


  • The Kaine Mutiny

    Is Gov. Timothy M. Kaine’s political future being destroyed by his support for Dominion Virginia Power’s plans for a $1.8 billion coal-fired plant in Wise County?

    You may not read about it the mainstream state newspapers, but it’s all over the Democratic Blogosphere and even The Wall Street Journal. Fervor over greenhouse gases has reached such a hot temperature that Kaine’s erstwhile supporters are trashing him for backing the plant proposed by Dominion which has given him up to $230,000 in political contributions.

    While backing the Virginia City Hybrid Energy Center, which would be among the top air polluters in the state when built, he is also pushing a plan to reduce greenhouse gas emissions in the state 30 percent by 2025.

    Is this Inconvenient Truth going to end Kaine’s political future which not long ago was so bright that he was talked about as a vice presidential nominee? Does this show that old-style politics in Virginia, that of cronyism and big corporate political funding, still rules? Some Democrats think so. Hence, “The Kaine Mutiny.”


  • The Tribune of the People

    My e-zine column today, “The Tribune of the People,” is a follow-up of a brief blog post I made five days ago. I take a closer look at Patrick McSweeney’s Dulles Toll Road lawsuit pending in the state Supreme Court.

    To refresh your memories: In 2007 the General Assembly created unelected, unaccountable “regional transportation authorities” with the power to raise taxes. The Attorney General’s office signed off on the constitutionality, and no one considered McSweeney’s lawsuit against the law to be much more than the irritating buzz of a gadfly. But McSweeney fought his case to the Supreme Court, which ruled unanimously in his favor, forcing lawmakers to get back to work on more ingenious ways to fleece the public.

    Now McSweeney has another case before the Supreme Court, this one challenging the authority of the governor’s office to transfer control over the Dulles Toll Road to the Metropolitan Washington Airports Authority (MWAA). This, too, violates the state Constitution, McSweeney contends because (a) the toll, to be used to pay for the Metro rail extension to Dulles, is really a tax, and (b) the governor has no power to delegate taxing authority, a prerogative of the legislature, to anyone else. The MWAA and its board dominated by Virginia and D.C. appointees has the power, McSweeney argues, to raise tolls/taxes on Virginia commuters as high as they want to pay for the rail project — and there is no way to hold the accountable.

    Victory in this lawsuit seems less certain than the first. There are sticky issues regarding the right of the plaintiffs (two Northern Virginia commuters) to sue, sovereign immunity, exceptions to sovereign immunity, and the rule of self-execution. In oral hearings the other day, two judges questioned McSweeney aggressively, suggesting that they are skeptical of some of his arguments. But McSweeney still appears to have a shot at winning the five other judges.

    The lawsuits are important because they set the constitutional parameters of the transportation debate: The Governor and General Assembly can’t slough off the dirty work of raising taxes to unaccountable, unelected entities like transportation authorities. If lawmakers want to raise taxes, they have to take the heat from voters, who have made it repeatedly clear in polls and referenda that they oppose tax hikes for transportation.

    I dub McSweeney the “tribune of the people” for his role as protector of citizens against the depredations of Virginia’s political patricians. Most Virginians have never heard of McSweeney, whose lawsuits have drawn only a fraction of the media attention they deserve. But they owe him a huge debt of gratitude. Even if he loses this round, McSweeney has put the political class on notice: Craft your legislation very, very carefully. Don’t overreach.


  • Quoth the Bacon: “Nevermore.”

    Once upon a Monday dreary, while I pondered weak and weary, over many a quaint and curious volume of forgotten lore … the April 21, 2008 edition of the Bacon’s Rebellion e-zine popped into my inbox. Suddenly, the clouds parted, the sun started shining, and life was good. And here’s what the e-zine contained:

    The Tribune of the People

    In two high-profile lawsuits, Patrick McSweeney has defended the interests of the common citizen against power grabs by the political class. Virginians owe him a bigger debt than they’ll ever know.

    by James A. Bacon


    There’s a Hole in the Bucket

    It’s called road maintenance, and it’s draining the Transportation Trust Fund of revenue for new construction.

    by Doug Koelemay


    The End of Flight as We Know It

    Between fuel prices, terrorism and the environment, air travel is losing altitude fast. In the not-too-distant future, plane rides will be a luxury for those at the top of the economic pyramid.

    by EM Risse


    Fund Reading First

    Congressional politicking could eviscerate one of the few federal programs proven to help at-risk children in Virginia learn to read.

    by Chris Braunlich


    And Now, a Kind Word about Tolls

    The public prefers tolls to taxes as a method to fund transportation improvements — as long as the public sees a clear benefit and politicians do not divert revenues to other projects.

    by Norm Leahy


    The Kaine Mutiny

    Is Dominionโ€™s coal-fired plant destroying the Governorโ€™s political future?

    by Peter Galuszka


    A Response to Norman Leahy

    Our call for an alternative transportation policy is indeed “conservative” — organized around free markets, an aversion to subsidies and devolution of government power to the local level.

    by Pat McSweeney


    The New American Revolution

    Virginia citizens achieved a momentous victory with the defeat of regional transportation authorities. Now is the time to press their advantage and hold politicians truly accountable.

    by Ron Utt


    The Thrill of No-Till

    Adopting the tried-and-tested agricultural practice of no-till farming could be Virginia’s simplest, most cost-effective strategy for restoring the health of the Chesapeake Bay.

    by David Schnare


    Nice & Curious Questions

    Beyond Bluegrass: Virginia’s Rock ‘n’ Rollers

    by Edwin S. Clay III and Patricia Bangs


    Don’t ever miss an issue — for a free subscription, click here.


  • LAURA SPEAKS THE TRUTH

    At 8:50 AM on โ€œThe โ€œMega-Stateโ€ and the Creative Classโ€ post of 18 April by Jim Bacon, Laura said…

    โ€œGroveton, Most of your observations about Europe ring true. The one statement that does not, ironically enough, is about the United States. Human settlement patterns in the U.S. are no less an artifact of government intervention than they are in Europe. The only difference is that U.S. government mandates and subsidizes scattered, disconnected, low-density development, while European governments do the opposite.โ€

    What a great statement!

    We spend thousands of bites and do not make that point well enough to keep in check the blabbering, whining, filibustering and obfuscation by those trying to over-wash and ridicule advocates of common sense, democracy and market economies.

    To put a bit of historical perspective on Lauraโ€™s statement:

    The original (1775 to 1794) controls, policies, programs and incentives by Agencies (aka, government) favored a Yeoman, agrarian society and was codified in the Northwest Ordinance of 1787. This government sponsored world-view of human settlement might be termed the Jeffersonian Ideal.

    The second generation of Agency controls, policies, programs and incentives was ushered in by the Andrew Jackson. Speculative exploitation of the land resource was added to the assumption that the US of A would be a agrarian society forever.

    We explore this and the following points in THE USE AND MANAGEMENT OF LAND, forthcoming.

    Following the Civil War, as the Industrial Revolution drove the urbanization of First World civilization, various patches (reflecting the insights of U. Sinclair, T. Roosevelt, R. Carson, J. Jacobs and many others) were applied to the Jefferson / Jacksonian framework.

    These patches have never addressed urban reality. Witness the failure of The Rule in Dillionโ€™s case, Home Rule, zoning, Corps of Engineers water projects, cotton, sugar, wheat and milk subsidies, REA, urban renewal, the Interstate Highway System (as contrasted with the Inter-regional Highway Plan), annexation moratoria and other well-intended and / or nefarious efforts to shape human settlement based on Myth, Winner-Take-All Economics and now โ€œSupercapitalism.โ€

    For those who understand what Laura is saying, here is a poster for your wall:

    โ€œSubโ€urban is dysfunctional urban. It is not nonurban and it does not belong in the Countryside.

    The Anti Jacksons

    EMR


  • No Special Session Any Time Soon

    Gov. Timothy M. Kaine has said that the General Assembly could hold a special session to deal with transportation issues as early as May or June this year. But Chelyen Davis with the Fredericksburg Free Lance-Star notes that lawmakers are so far from a consensus about what to do that “it may be months” before such a session could be organized.

    The major fault line is between legislators who favor a “statewide” tax increase to finance transportation improvements and those who prefer regional solutions. Republicans, including House Speaker William J. Howell, R-Stafford, tend to fall into the regional-solution camp. Said Howell: “There’s not a crisis statewide that has to be fixed before you can fix what needs to be done for Northern Virginia and Hampton Roads.”

    Considering that the Republicans still run the House of Delegates, Howell and his compatriots exercise effective veto power over any proposed solution.

    The Democrats, including Kaine, want a statewide solution that brings in a sustainable, long-term revenue flow. Trouble is, they can’t agree on which tax they prefer. Senate Majority Leader Richard Saslaw, D-Springfield, has touted the gas tax, while others have argued for a sales tax. Kaine has not yet expressed a preference.

    As far as I can tell, all proposals are based on political expediency — how to extract the most revenue from taxpayers with a minimum of fuss. Very few lawmakers, to my knowledge, have openly endorsed the most economically efficient and environmentally benign scheme of all: “user pays.”


  • The “Mega-Region” and the Creative Class

    The driving force in the world economy today is not the nation-state, argues “Creative Class” guru Richard Florida, but a new economic unit — something he calls the “mega-region.” The idea that nation-states are receding in relative importance is not a new one. When I was working at Virginia Business magazine some 12 to 15 years ago, we published a cover story on the “Rise of the City State,” based on the thinking of regional leadership consultant Jim Crupi. And no one can read the Bacon’s Rebellion blog for long without encountering Ed Risse’s concept of the “New Urban Region.”

    But Florida is suggesting that something else is going on. In a April 12, 2008, piece in the Wall Street Journal, Florida notes that a mere 40 mega-regions around the world account for one-fifth of the world’s population, two-thirds of global economic output and more than 85 percent of all global innovation. By his reckoning, the world’s greatest mega-region is Greater Tokyo, with 55 million people and $2.5 trillion in economic activity, while No. 2 is the 500-mile Boston-Washington corridor, with some 54 million people and $2.2 trillion in output.

    Based on the insight that mega-regions are the economic engines of the global economy, Florida suggests that the thrust of public policy should be to make them stronger and more competitive. Stay committed to global trade. Promote more urban densities, not sprawl. Modernize infrastructure. And stop transferring wealth from productive regions to lagging, unproductive ones.

    These are all ideas that I’m comfortable with. But I do wonder whether the concept of a “mega-region” is really a meaningful one. Florida did not have the space to elaborate upon his thinking in a short op-ed piece. Hopefully, he has done so in his new book, “Who’s Your City?”, which I have not yet read. So, I remain open to being persuaded, but at this point I have to say that the usefulness of the concept in guiding thinking about economic development is less than self-evident.

    The problem of defining the units of economic development is no mere academic issue. If we regard our community as part of a “city state” synonymous with a metropolitan region or a New Urban Region — the Washington region, the Hampton Roads region, the Richmond region, etc. — we will bend our efforts to creating institutions and linkages that match. If we regard our community as part of a “mega-region” stretching 500 miles across multiple states, we will organize our efforts quite differently.

    I find it difficult to see how the defining the urban agglomeration stretching from Boston to Northern Virginia as a “mega-region” reflects any political, economic or sociological reality. The Boston-Washington agglomeration has no self identity as a region. It spans some 10 to 12 states (depending on how you define the region) and too many municipalities to count. The mega-region encompasses numerous distinct labor markets. Florida may present evidence to the contrary in his book, but I don’t see the area as being tied together by any special business or economic linkages. To the contrary, to pick one example, the IT-centric economy of Northern Virginia has more corporate and business linkages with Silicon Valley in California than it does to, say, Philadelphia, New York City or even a technology center like Boston.

    Using Florida’s own theory of the “creative class” as a basis for thinking about the issue, I would suggest that the fundamental unit of regional economic development is the “labor pool” — a geographic entity within which the vast majority of people who live there also work there. The outer edges of such a region coincide with the “commuter shed” — beyond which people tend to commute to work in a different region. (This is a larger unit than the Metropolitan Statistical Areas catalogued by the U.S. Census. I believe it is how Ed Risse defines a New Urban Region, but I would welcome any clarification from him on that point.)

    Looking at a region as a “labor pool” rather than a collection of municipalities puts the emphasis where it rightly belongs in a knowledge-based economy: on the workforce. The most powerful driver of economic prosperity today is the depth and breadth of human capital, and the great economic-development challenge of the age is creating the kinds of communities where the most economically, artistically and scientifically productive members of the workforce (the “creative class”) are drawn to live and work by the regional quality of life.

    No one personally identifies with the “Boston-Washington” mega-region. No one moves to, say, the Northern Virginia portion of the mega-region on the logic, “Oh, yeah, I moved here for the great quality of life. We’ve got these really great educational institutions — like Harvard and Yale. And, man, the nightlife — you can’t beat those shows on Broadway!” No… people in Northern Virginia identify with George Mason University and Wolf Trap performing arts center, or maybe Georgetown University and the Kennedy Center.

    Florida is right to say that wealth creation around the world is highly concentrated in a few very large, super-productive regions. But what appears to be a “mega-region” may really be a cluster of “city states” or “New Urban Regions” in such close proximity that they overlap with one another. The driving unit, with which people identify and mobilize their efforts, occur at the level of the city state, not the mega-region.

    (Hat tip: Larry Gross.)