On-board sequestration could make zero carbon dioxide emission petroleum cars possible, according to research conducted by Dr. Andrei Federov and David Damm at the Woodruff School of Mechanical Engineering at Georgia Tech. According to Science Daily:
…the Georgia Tech team outlines an economically feasible strategy for processing fossil or synthetic, carbon-containing liquid fuels that allows for the capture and recycling of carbon at the point of emission. In the long term, this strategy would enable the development of a sustainable transportation system with no carbon emission.
Ultimately, the approach would involve carbon capture within petroleum vehicles. The petroleum would be processed into hydrogen, for propulsion and carbon dioxide. The carbon dioxide would be converted, on board, to liquid fuel and removed at gasoline stations. The liquid fuel would then be sent to power plants, where it would be used to produce electricity. As the necessary infrastructure is being developed, the captured carbon dioxide would be removed at gasoline stations and “sequestered in geologic formations, under the ocean or in solid carbonite form.”
This breakthrough demonstrates that it is not necessary to target the automobile or the automotive lifestyle that pervades modern living to achieve sufficient reductions in greenhouse gases. This is particularly important, given the imperative for maintaining economic growth and employment growth, which is closely linked to high levels of personal mobility.
The research was financed by the United States federal government and the Georgia Tech “Creating Energy Options” program.
New York State Attorney General Andrew Cuomo delivered a report to Congress on the bonuses paid to the employees of nine recipients of the TARP bailout money. He called it “The ‘Heads I Win, Tails You Lose’ Bank Bonus Culture.” (July 30) AG Cuomo concluded that even “in these challenging economic times, compensation for bank employees has become unmoored from the banks’ financial performance.” The report is only about banks, of course, since all the investment banks and brokerage firms changed their status to “bank” to become eligible for TARP bailout money last fall.
Some of the banks that took the TARP money, like JP Morgan (NYSE: JM), Morgan Stanley (NYSE: MS) and American Express (NYSE: AXP), did what they could to return it as quickly as possible, including buying back the warrants. It will be very hard, indeed, for the financial institutions to change the public perception now that we have seen their willingness to take any risk, to make money at any cost – only to take a handout from the public coffers when things go badly so they can continue to “make money” for themselves. The banks are entities but they are run by people who have jobs and get bonuses and perks. Former-Treasury Secretary Hank Paulson’s plan to plunder the US Treasury on behalf of his former Goldman Sachs (NYSE: GS) mates on Wall Street set these banks up as the target of public scorn.
Late Friday, July 31, the House of Representatives approved a bill that would allow regulators to limit executive compensation at financial institutions with assets greater than $1 billion if they find that the programs would “induce excessive risk-taking” behavior among bank executives. This comes a full eight months after Bank of America (NYSE: BAC) was first subpoenaed by AG Cuomo about executive bonuses. It is a far cry from anything that would create a sense of justice out of a system where two TARP recipients, Citigroup (NYSE: C) and Merrill Lynch, operated in a way that lost $54 billion in 2008, took $55 billion in TARP bailout money, and then paid $9 billion in employee bonuses.
Despite the hue and cry of the public, these bonuses have continued. In my view they will continue into the future. Although we may think that sticking labels on the banks behavior, or asking Congress to legislate some discipline, will make a difference, it is unlikely to change anything. After the early 2009 bonuses were revealed, the banks claimed that the bonuses were required by contracts and could not be broken without violating the rule of law. They got away with this claim even as contracts with the United Auto Workers were being revised. It’s like a modern version of a folk story by Joel Chandler Harris. “Bred and born in a briar patch, Brother Fox, bred and born in a briar patch!” And with that Brother Banker skipped out just as lively as a cricket in the embers.
Thanks to David Friedman for bringing the FT article on the report to our attention.
There is a bend in the river – and that’s where they put the city of St. Louis.
St. Louis is fun – and here is a guide to finding your way around. Just remember the bend in the river.
Imagine a bow (as in bow and arrow) aimed to the east. The imaginary arrow slides right through the Gateway Arch overlooking the river. Just to the west, behind the levee, is the old downtown.
The St. Louis westernmost city limit parallels Skinker Blvd. That boundary mirrors the river just as the string mirrors the bow. The city is almond-shaped, with the river on the east and Skinker Blvd. to the west. These two arcs meet at the northern and southern points of town. This is a simplification: Skinker Blvd. goes by that name for only a short part of the arc, roughly where the arrow’s feathers would be. To the north it becomes Goodfellow Blvd., and to the south it turns into McCausland Ave., along with other names. But those are details – the main point is this: following Skinker (or its renamed equivalents) to the north will eventually get you to the river, and likewise, following it to the south will also lead you to the river.
And this is helpful: north-south streets in St. Louis form arcs parallel to Skinker that lead from river to river. Let’s call them arc streets. The inner-most such street is Parnell/Jefferson, followed by Grand Blvd. (that’s where St. Louis University is), Kingshighway Blvd., and then Skinker. To a first approximation, all of these streets parallel Skinker and intersect the river at points north and south of downtown.
Superimposed on this are streets that radiate from downtown. Two important ones are North Florissant Ave., and South Broadway. These directly parallel the river, and (this is important) will intersect all of the arc streets. Thus North Grand Blvd. intersects North Florissant at approximately right angles – try something like that in Chicago. But in St. Louis it makes perfect sense – Grand is an arc that will intersect the river, and Florissant is a radial that parallels the river. (S. Grand Ave. should also intersect S. Broadway, but doesn’t because the very southern part of the city doesn’t follow the rules. I’ve never been there, so I don’t know why.)
Starting with Florissant, the important radial streets are Natural Bridge, Martin Luther King, Page Blvd., Delmar, Olive/Lindell, Market/Forest Park, Chouteau, Gravois, and Broadway. These radiate fan-like from downtown, and all of them intersect the arc streets at approximately right angles. Of these, Lindell, Forest Park, and Chouteau are roughly east-west streets; the others head either northwest or southwest. (Quiz: which radial streets also intersect the river?)
St. Louis University is at Grand & Lindell. Washington University is at Skinker & Forest Parkway. The justly famous Forest Park stretches along Forest Parkway from Kingshighway to Skinker. The Arch is at the foot of Market St. The cultural heart of the city is along Lindell Blvd. near Vandeventer Ave. (which, if it went through, would be an arc street west of Grand).
Will you meet me in St. Louis? How about at a nice restaurant near the corner of Delmar and Skinker?
You do know where that is, don’t you?
Daniel Jelski is Dean of Science & Engineering State University of New York at New Paltz.
We constantly hear the the harping about "brain drain" in our local editorial pages and economic developer's board rooms. Most of the time, the term is referring to college-age or immediately post college individuals. However this overlooks another slightly less mobile age group that might be more amenable to direct recruitment tactics: 30-45 year olds, or those that may be looking to resettle as their priorities shift more seriously to their career, their family, and more importantly a balance of the two.
Now comprised of the smaller Generation X group, we'll reach a low point in the United States for this age group in 2010:
As the larger group of the Millennial generation ages, we'll see another 8-10 million 30-45 year olds in the US in the next 15 years, and this group will grow by nearly 1/3 by 2050.
Census projects very rapid growth of this group between 2040 and 2050, but keep in mind that folks comprising this rapid growth after 2040 are just being born now, so this projection will be refined as birth numbers become concrete in the next few years.
This week in the UK saw the publication of a much-awaited report on social mobility. Member of Parliament Alan Milburn chaired the “Panel on Fair Access to the Professions,” which studied which segments of the British population are advancing upward into the professional class. The report has generated coverage and discussion in nearly every media outlet. So what did the report conclude? Essentially, it found that, in increasing measure, the more affluent a child’s family, the more likely he or she will get a professional job such as a lawyer, doctor, or teacher, while children in poorer families will not. It further concludes that the UK’s track record on social mobility is not good and, since professional jobs require higher educational attainment, education reform must be a top priority in the next British government.
In some ways, these conclusions were anti-climactic, because they repeated what observers of intergenerational mobility have already seen, namely that the UK has had flatter social mobility compared to other European countries (consider this Sutton Trust report). And it’s hardly news that the present economy places a premium on services and knowledge-based industries, which in turn makes education all the more important. The report, as a product of a Labour government, should be applauded for going so far as to recommend school vouchers as a way to improve educational attainment.
But the report’s logic regarding the “professions”—those valuable occupations that hold the key to upward mobility—has gone untested in the media’s coverage of the findings. The report claims that there are currently 11 million jobs in Britain that qualify as “professional” occupations. The largest single group within this elite cohort is listed as “local government,” which accounts for 2.25 million jobs. The next largest is NHS, the UK’s national health program, at 1.4 million. The third largest is teaching at 700,000, the majority of which are presumably government-funded salaries. Together, these three groups account for 40 percent of the total.
Are the other 60 percent of professional jobs supposed to generate the tax revenue that will pay for the other 40 percent? Probably not. Financial sector jobs, which create a sizable portion of British GDP, are not included in the list of “professions.” Therefore it seems that an unstated aspect of the report’s logic is that the UK needs to ensure that financial services continue to generate enough income that can be taxed at high rates to pay for “ the professions.” Or, perhaps to be fairer, new types of professional jobs (the report cites a rapid growth in “creative industries” such as music, fashion, and TV) will be created to pay the bill.
Either way, it is odd that a government report puts forward a strategy for increasing upward mobility that relies so heavily on government-funded jobs—especially considering that the government plans to tax top earners at 50 percent next year, a rate that would presumably affect a fair number of professional people. And all of this is on top of a general agreement that government spending needs to be reduced somehow in order for the UK’s economy to recover.
Does this problem sound familiar? Regular readers will surely have noted Joel Kotkin’s important July 22 article on the meltdown in blue states, a key ingredient of which is bloated public sector employment. These are the same states that have relied upon the self-defeating strategy of raising taxes to pay for it all. And these are the same states that have a disproportionate effect on the logic that Obama and Congress use to make economic decisions. Britain is, in some way, a big blue state. The U.S. is not yet a blue country. How and whether it increases the rolls of government-funded jobs as an overall percentage of the workforce will be a key indicator of how blue it becomes. This is clearly a live issue Obama’s healthcare, energy, and stimulus spending priorities.
Ryan Streeter is a senior fellow at the Legatum Institute.
This blog entry originally appeared at The American.
San Francisco, like every other core county in a metropolitan area of more than 1,000,000 (with the exception of New Orleans) continues to lose domestic migrants. Between 2000 and 2008, US Bureau of the Census data indicates that more than 10 percent of San Franciscans have left for other counties. But if one is a member of the San Francisco Board of Supervisors (board of county commissioners), it may be convenient for only part of the family to join the exodus.
According to the San Francisco Chronicle Supervisor Chris Daly moved the wife and kids to exurban Fairfield, claiming that the environment was better there for the kids, since they would live closer to their grandparents. Doubtless the environment will be better there for the kids in a lot of ways – more places to play, a safer environment and probably better schools.
What’s more, the Supervisor moved the family to a cul-de-sac, that urban form most despised by the most orthodox urbanites.
It is understandable that Supervisor Daly himself did not move, announcing that he continues to “eat, sleep and bathe” in his San Francisco home. Don’t be surprised, however, if when Supervisor Daly’s term expires, he should find the shower and bathtub more to his liking in the exurbs.
While much of the media coverage on the ongoing healthcare reform debate has focused on partisan division, a less mentioned point of conflict exists between rural and urban healthcare interests.
Rural healthcare providers have long received lower Medicare reimbursement rates than their urban counterparts. Such geographic disparities are set by complex formulas that take into account (among other things) prevailing wage rates and assume higher costs of care provision in urban areas. Rural providers have argued that while wage rates may be lower in their communities, they face challenges in providing care not seen in urban environments, and are less able to take advantage of economies of scale potentially available in higher volume urban settings.
Rural concern over reimbursement rates has now become a point of contention in the heated healhcare reform debate. At issue is a proposal to have the so-called 'public option' "pay health care providers at reimbursement rates used by Medicare". Rep. Earl Pomeroy (D-North Dakota), a member of the House Ways and Means Committee, voted against what he stated was "a very urban bill." Another Democrat, Ron Kind of Wisconsin's 3rd District, also voted against the reform bill in committee, arguing that the proposed reimbursement rates were unfair, and that he didn't "want to lock our providers into a system where they continue to be penalized".
Perhaps sensing a growing threat to their healthcare agenda, the Obama administration appears to be making conciliatory moves to placate rural Democrats. On Tuesday, House "Blue Dog" Democrats, representing the more conservative wing of the Democratic Caucus, met with President Obama to discuss their concerns. On the table were proposed changes to the legislation focused on "protecting rural areas and small businesses."
Upon leaving the White House, Rep. Mike Ross (D-Arkansas) expressed hope that the meeting had yielded progress towards creation of an "independent Medicare advisory council". Such a council would, reports the Wall Street Journal, be empowered to "to make binding recommendations on how Medicare pays doctors and hospitals." This would appear to be a concrete step towards addressing rural concerns over potential geographic disparities under the public option. However, it remains to be seen if the proposed changes will be acceptable with representatives from more urban districts.
Unemployment in the construction sector increased by 79,000 in June, according to a report The Associated General Contractors of America released earlier this month. Over the past year, that number has grown to 992,000.
Even more alarming is the disparity between the construction worker unemployment rate, over 17.4 percent, and the national average for all sectors, around 9.7. Construction employment is crumbling before our eyes.
The current economic climate has not proven friendly to construction on the whole as state and local revenue continues to decline and little demand for commercial or retail facilities, as well as shrinking orders for new facilities, puts construction in a perilous zone.
Though as recent as last November, President-elect Obama had conjured up a program to rebuild the nation’s infrastructure.
The $787 billion American Recovery and Reinvestment Act would modernize roads, bridges, schools, and public transportation – among other things – and reinvigorate the floundering construction and manufacturing industries.
However, this “shovel ready” stimulus plan did not sit well with women’s groups who wanted nothing to do with a stimulus package that only created jobs for “burly men.”
These women’s groups seemed to misjudge the president-elects original plan designed to “stop the hemorrhaging in construction and manufacturing while investing in physical infrastructure that is indispensable for long-term economic growth” and instead turned the stimulus into an issue of gender politics. But from the first complaint, onward, the construction and manufacturing industries stood no chance.
Obama changed his plan, adding health, education, and “other human infrastructure components” to his proposal.
A report entitled “The Job Impact of the American Recovery and Reinvestment Plan” released on January 10, estimated that the number of jobs created that were likely to go to women was around 42%, a non-too disheartening figure when women “held only 20 percent of the jobs lost in the recession.” The report concluded that the stimulus package would now “skew job creation somewhat towards women.”
The act was signed into law on February 17 and over the past four and a half months some unfortunate figures have appeared. As noted previously, the construction industry is in a downfall, while there is a growing discrepancy between female unemployment rate (8 percent) and male unemployment rate (10.5 percent) – the highest male-female jobless rate gap in the history of the BLS [Labor Department] data back to 1948.
All this data, however, has pushed the issue of gender-politics above the issue of human need. Now which group of people should make their voices heard? Let’s hear from women in the construction industry.
I want to pass along this Wall Street Journal op-ed on some of crazy transportation goals starting to get traction in Congress. The main excerpt:
Messrs. Rockefeller and Lautenberg aim to "reduce per capita motor vehicle miles traveled on an annual basis." Mr. Oberstar wants to establish a federal "Office of Livability" to ensure that "States and metropolitan areas achieve progress towards national transportation-related greenhouse gas emissions reduction goals."
What does this mean? Most travel is not for its own sake. So reducing the total miles traveled -- whether the length or number of trips -- means people would have to reduce the activities they want and need to do. People would be "coerced," in effect, to live in less desirable places or work in less desirable jobs; shop in fewer and closer stores; see their doctor less frequently; visit fewer family members and friends.
There are three likely ways this could work. The cost of travel could be increased by raising the prices of vehicles or fuel; travel time could be increased by not expanding the highway system; or superior alternatives to the private car could be developed. The most likely way to increase the cost of travel would be by increasing fuel taxes perhaps to as much as $4 per gallon, as some have suggested.
Allowing congestion to increase travel times would be politically easier. In the name of "multimodal planning," for example, road-use taxes could be diverted, as Messrs. Rockefeller and Lautenberg suggest, to "increase the total usage of public transportation." But public transportation (where it's available) typically takes twice as long as automobile travel, so it's not practical for many Americans.
Moreover, public transportation (passenger rail services, subways, buses, light rail) requires heavy subsidies, while roads mostly pay for themselves through fuel taxes. Our roads would be even more self-sustaining if 20% of the federal fuel tax were not already diverted to public transit from the federal Highway Trust Fund. Messrs. Rockefeller, Lautenberg and Oberstar want to grab even more money from the trust fund.
Americans have always valued their independence and mobility. One way to reassert their rights would be to abolish the misnamed Highway Trust Fund, which finances highway construction and maintenance. Let the states decide what roads they need and how to finance them. The present system expires on Sept. 30 unless Congress reauthorizes it. Let it die.
Sen. Kay Bailey Hutchison (R., Texas) has in this regard introduced the "Highway Fairness and Reform Act of 2009," which would explicitly allow states to opt out of the federal financing system. A companion bill has been introduced in the House.
If a significant number of states opted out of the federal system, it would collapse and responsibility for roads would revert to the states. The vast majority of road users would benefit from such a change. And, if "livability" standards were deemed desirable, local preferences would determine them, rather than federal "greenhouse gas emissions reduction goals."
You go, Kay. As I've said before, the personal vehicle is now a permanent part of our culture, but the engine technology will evolve to meet climate or energy needs. Transit is not a realistic answer for the vast majority. But beyond that, the Feds really shouldn't be in the transportation game any more. They built the interstate system - now leave local transportation decisions and funding to the states. That includes high-speed rail, which can be done by consortiums of states if they really want it. But, as Reason recently pointed out, inter-city buses make far more sense:
As I've said many times before, I am a life-long rail fan who has ridden trains on four continents. As a transportation professional, however, it's incumbent on me to advocate meeting transportation needs in cost-effective ways. Before we spent tens of billions of taxpayer dollars on inter-city passenger rail, I think it behooves us to take a closer look at the potential of inter-city bus travel.
Besides considerably lower fares than Amtrak, much wider geographic coverage, and a much smaller carbon footprint, inter-city bus service has something else going for it: negligible cost to taxpayers. The Nathan study puts the federal subsidy per passenger mile (averaged over the 10 years from 1996 to 2005) at 0.1 cents. Amtrak's figure is 19.2 cents. Those numbers are consistent with federal subsidy figures in the 2005 U.S. DOT Bureau of Transportation Statistics report "Federal Subsidies to Passenger Transportation."
I rest my case.
He even mentioned some of the luxury bus services with wifi popping up around the country - especially in the northeast - that appeal to a different demographic from Greyhound. How come we can't get one of those for the Texas Triangle?
This post is cross posted at Houston Strategies
A recent USA Today analysis of government disclosure and accounting records has revealed that counties that supported Obama last year have reaped more of the benefits of the stimulus package than those counties that supported Senator John McCain.
That federal aid, which amounts to around $17 billion, has been the first piece of the Obama administration’s stimulus package that can be tracked locally. The USA Today findings showed that Obama-counties received an average of $69 per person while McCain-counties received around $34.
While the disparity between the two looks bad on paper, it is not all that uncommon. As USA Today writes, “much of [the aid] has followed a well-worn path to places that regularly collect a bigger share of federal grants and contracts, guided by formulas that…leave little room for manipulation.”
The aid has gone to repairs for military bases, improvements in public housing and helping students to pay for college – all areas that eclipse political party lines. Additionally, about a third of the $17 billion allocated towards projects such as runway repaving and nuclear waste clean up has gone to counties that supported McCain.
It is far too soon to be drawing conclusions about a stimulus effort that favors Obama’s constituents. While we can keep an eye out for “political favoritism,” ensuring that the stimulus aid lands where it’s most needed (regardless of county) should be our first priority.