Government – Page 50 – artdiamondblog.com

It’s Hard to Be Consistent

Source of book image: online version of the WSJ review quoted and cited below.

(p. A13) Both Adam Smith and Horatio Alger would find something to like in the rise of T. Boone Pickens. “Boy geologist” Boone quit a promising job at Phillips Petroleum in the mid-1950s and built, over the following decades, Mesa Petroleum, a top North American independent oil and gas producer. Mesa found lots of oil and gas, provided jobs for hundreds of workers, and earned wealth for thousands of investors. During the same years, Mr. Pickens’s attempts to take over Cities Service, Gulf Oil, Phillips and Unocal made the whole oil industry shape up: His bids required the managers of each company to look hard at its practices and improve its shareholder returns.

Such accomplishments are the core of Mr. Pickens’s 1987 autobiography, “Boone,” which was updated 13 years later and retitled “The Luckiest Guy in the World.” In those books, Mr. Pickens’s political philosophy rang loud and clear. “I believe,” he stated, “the greatest opportunity lies in a free marketplace.” He warned: “There are powerful forces afoot trying to restrict that freedom in the interests of the vested and already wealthy. I am talking about a relatively small collection of corporate executives who would use the engine of American commerce for their own narrow ends.”
. . .
Now Mr. Pickens has new dreams — and he is lobbying Washington to make them come alive.
In particular, Mr. Pickens wants the federal government — through a mix of tax incentives, mandates and subsidies — to override the market and redirect the uses of natural gas.
. . .
“The First Billion” argues for this plan, along with recounting Mr. Pickens’s business ups and downs. The book is often entertaining, featuring the usual “Boone-isms”: e.g., “Show me a good loser, and I’ll show you a loser.” But readers unfamiliar with Mr. Pickens’s earlier memoirs may not realize that the new one represents a kind of bait-and-switch. Mr. Pickens’s standing to pronounce on energy matters was earned as a free-market producer. He is now using that standing to defy the market itself.

For the full review, see:
ROBERT BRADLEY JR. “BUSINESS BOOKSHELF; When Effort Is Energetic.” The Wall Street Journal (Weds., September 10, 2008): A13.
(Note: ellipses added.)

The book under review is:
Pickens, T. Boone. The First Billion Is the Hardest: Reflections on a Life of Comebacks and America’s Energy Future. New York: Crown Business, 2008.

Biofuels Like Ethanol Raise Food Costs About 30%

(p. 5) Until January [2008], Keith Collins was the longtime and widely respected chief economist for the Department of Agriculture. In that position, he was a frequent booster of government policies that encouraged biofuel production.
In the months after his departure, he was hired by Kraft Foods Global to analyze the impact of biofuels on food prices. He delivered a stunning, and unexpected, roundhouse to his former employers.
The Bush administration had said biofuels were a minor factor in rising food costs. In a May 1 [2008] press conference, Edward P. Lazear, chairman of the White House Council of Economic Advisers, said, “The bottom line is that we think that ethanol accounts for somewhere between 2 and 3 percent of the overall increase in global food prices.”
A month later, in Rome at a United Nations conference on the food crisis, the agriculture secretary, Ed Schafer, echoed Mr. Lazear’s analysis in defending American biofuels policy.
But Mr. Collins pointed out that the administration’s analysis was more like a back-of-the-envelope calculation, and that it hadn’t accounted for the impact of biofuels on crops other than corn. The push for ethanol has led farmers to grow more corn and less of other food crops, one factor in rising prices for commodities like wheat.
Based on his own analysis, Mr. Collins maintains that biofuels have caused 23 to 35 percent of the increases in food costs.

For the full commentary, see:
ANDREW MARTIN. “THE FEED; The Man Who Dared to Question Ethanol.” The New York Times, SundayBusiness Section (Sun., July 13, 2008): 5.
(Note: bracketed years added.)

Feds Drop Charge Against 4th Amendment Flasher

Source of photo: http://tsanewsblog.com/wp-content/uploads/2013/01/AaronTobeyHero1.jpg (The WSJ article, cited below, had a similar photo in the print version of the article, but did not include it with the online version.)

(p. B6) Richmond International Airport officials have reached a settlement with Aaron Tobey, the so-called Fourth Amendment flasher.

Mr. Tobey in 2010 was arrested for alleged disorderly conduct at a checkpoint of the Virginia airport for stripping down to his running shorts. On his bare chest, Mr. Tobey had scrawled text of the Fourth Amendment on his chest in protest of the use of full-body scanners, which produced near-naked images of passengers.
The charge against him was dropped.
. . .
Government attorneys agreed not to appeal the Fourth Circuit ruling or further prosecute Mr. Tobey for interfering with TSA procedures, according to the Rutherford Institute, which represented him.
“Frankly, the nation would be better served if all government officials were required to undertake a training course on what it means to respect the constitutional rights of the citizenry,” said John W. Whitehead, president of the Rutherford Institute, a conservative legal defense group.

For the full story, see:
Gershman, Jacob. “Airport Settles Lawsuit Over Full-Body Scanners.” The Wall Street Journal (Mon., July 15, 2013,): B6.
(Note: ellipsis added.)
(Note: the online version of the article has the date July 14, 2013.)

For Right to Rise, French Youth Must Leave France’s “Decrepit, Overcentralized Gerontocracy”

(p. 4) The French aren’t used to the idea that their country, like so many others in Europe, might be one of emigration — that people might actually want to leave. To many French people, it’s a completely foreign notion that, around the world and throughout history, voting with one’s feet has been the most widely available means to vote at all.
. . .
When the journalist Mouloud Achour, the rapper Mokless and I published a column in the French daily Libération last September, arguing that France was a decrepit, overcentralized gerontocracy and that French youths should pack their bags and go find better opportunities elsewhere in the world, it caused an uproar.
. . .
It was a divide between those who have found their place in the system and believe fervently in defending the status quo, and those who are aware that a country that has tolerated a youth unemployment rate of 25 percent for nearly 30 years isn’t a place where the rising generations can expect to rise to much of anything.

For the full commentary, see:
FELIX MARQUARDT. “OPINION; The Best Hope for France’s Young? Get Out.” The New York Times, SundayReview Section (Sun., June 30, 2013): 4.
(Note: ellipses added.)
(Note: the online version of the commentary is dated June 29, 2013.)

Children of Chinese Entrepreneurs Want to Work for Government

“Engineering student Xie Chaobo has yet to land a job.” Source of caption and photo: online version of the WSJ article quoted and cited below.

(p. A1) BEIJING–Xie Chaobo figures he has the credentials to land a job at one of China’s big state-owned firms. He is a graduate student at Tsinghua University, one of China’s best. His field of study is environmental engineering, one of China’s priorities. And he is experimenting with new techniques for identifying water pollutants, which should make him a valuable catch.
But he has applied to 30 companies so far and scored just four interviews, none of which has led to a job.
Although Mr. Xie’s parents are entrepreneurs who have built companies that make glasses, shoes and now water pumps, he has no interest in working at a private startup. Chinese students “have been told since we were children to focus on stability instead of risk,” the 24-year-old engineering student says.
Over the past decade, the number of new graduates from Chinese universities has increased sixfold to more than six million a year, creating an epic glut that is depressing wages, (p. A10) leaving many recent college graduates without jobs and making students fearful about their future. Two-thirds of Chinese graduates say they want to work either in the government or big state-owned firms, which are seen as recession-proof, rather than at the private companies that have powered China’s remarkable economic climb, surveys indicate. Few college students today, according to the surveys, are ready to leave the safe shores of government work and “jump into the sea,” as the Chinese expression goes, to join startups or go into business for themselves, although many of their parents did just that in the 1990s.

For the full story, see:
MIKE RAMSEY and VALERIE BAUERLEIN. “Tesla Clashes With Car Dealers; Electric-Vehicle Maker Wants to Sell Directly to Consumers; Critics Say Plan Violates Franchise Laws.” The Wall Street Journal (Tues., June 18, 2013): B1-B2.

Source of table: online version of the WSJ article quoted and cited above.

Slow Patent System Makes U.S. Look Like Third World Country

(p. 118) The absurd length of time and the outrageous cost of obtaining a patent is a national disgrace. If we heard it took two to five years to obtain title to real property somewhere, we would assume it was a corrupt third world country. And yet that is how long it takes to receive a patent now, depending on the area of technology.

Source:
Halling, Dale B. The Decline and Fall of the American Entrepreneur: How Little Known Laws and Regulations Are Killing Innovation. Charleston, S.C.: BookSurge Publishing, 2009.

Great-Grandson of Cornelius Vanderbilt Privately Built First Highway Dedicated to Cars

Source of book image: https://lihj.cc.stonybrook.edu/wp-content/uploads/2011/07/Motor-Parkway_review.jpg

(p. 13) It survives only as segments of other highways, as a right of way for power lines and as a bike trail, but the Long Island Motor Parkway still holds a sense of magic as what some historians say is the country’s first road built specifically for the automobile. It opened 100 years ago last Friday as a rich man’s dream.

As detailed in a new book, “The Long Island Motor Parkway” by Howard Kroplick and Al Velocci (Arcadia Publishing), the parkway ran about 45 miles across Long Island, from Queens to Ronkonkoma, and was created by William Kissam Vanderbilt II, the great-grandson of Cornelius Vanderbilt.

. . .

The younger Vanderbilt was a car enthusiast who loved to race. He had set a speed record of 92 miles an hour in 1904, the same year he created his own race, the Vanderbilt Cup.
But his race came under fire after a spectator was killed in 1906, and Vanderbilt wanted a safe road on which to hold the race and on which other car lovers could hurl their new machines free of the dust common on roads made for horses. The parkway would also be free of “interference from the authorities,” he said in a speech.
So he created a toll road for high-speed automobile travel. It was built of reinforced concrete, had banked turns, guard rails and, by building bridges, he eliminated intersections that would slow a driver down. The Long Island Motor Parkway officially opened on Oct. 10, 1908, and closed in 1938.
. . .
But by the end of Vanderbilt’s life (he died in 1944), the public had come to feel entitled to car ownership. And there was growing pressure for public highways, like the parkways that the urban planner Robert Moses was building.

. . .

In 1938, Moses refused Vanderbilt’s appeal to incorporate the motor parkway into his new parkway system. The motor parkway just could not compete with the public roads, even after the toll was reduced to 40 cents, and Moses eventually gained control of Vanderbilt’s pioneering road for back taxes of about $80,000. The day of public roads had come, supplanting private highways.
. . .
The parkway marked the beginning of a process: the road was designed for the car. But in offering higher speeds, the parkway and other modern roads would push cars to their technical limits and beyond, inspiring innovation. In that sense, the first modern automobile highway helped to create the modern automobile.

For the full story, see:
PHIL PATTON. “A 100-Year-Old Dream: A Road Just for Cars.” The New York Times, SportsSunday Section (Sun., October 12, 2008): 13.
(Note: the centered bold ellipses were in the original; the other ellipses were added.)
(Note: the online version of the article has the date October 9, 2008.)

The book mentioned in the article, is:
Kroplick, Howard, and Al Velocci. The Long Island Motor Parkway. Mount Pleasant, SC: Arcadia Publishing, 2008.

“Approximate Route of Long Island Motor Parkway.” Source of caption and map: online version of the NYT article quoted and cited above.

Millions Die Due to Precautionary Principle Ban of DDT

(p. 248) . . . , malaria infects 300 million to 500 million people worldwide, causing 2 million deaths per year. It is debilitating to those who don’t die and leads to cyclic poverty. But in the 1950s the level of malaria was reduced by 70 percent by spraying the insecticide DDT around the insides of homes. DDT was so successful as an insecticide that farmers eagerly sprayed it by the tons on cotton fields–and the molecule’s by-products made their way into the water cycle and eventually into fat cells in animals. Biologists blamed it for a drop in reproduction rates for some predatory birds, as well as local die-offs in some fish and aquatic life species. Its use and manufacture were banned in the United States in 1972. Other countries followed suit. Without DDT spraying, however, malaria cases in Asia and Africa began to rise again to deadly pre-1950s levels. Plans to reintroduce programs for household spraying in malarial Africa were blocked by the World Bank and other aid agencies, who refused to fund them. A treaty signed in 1991 by 91 countries and the EU agreed to phase out DDT altogether. They were relying on the precautionary principle: DDT was probably bad; better safe than sorry. In fact DDT had never been shown to hurt humans, and the environmental harm from the miniscule amounts of DDT applied in homes had not been measured. But nobody could prove it did not cause harm, despite its proven ability to do good.

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.
(Note: ellipsis added.)

The Precautionary Principle Stops Technological Progress

(p. 247) All versions of the Precautionary Principle hold this axiom in common: A technology must be shown to do no harm before it is embraced. It must be proven to be safe before it is disseminated. If it cannot be proven safe, it should be prohibited, curtailed, modified, junked, or ignored. In other words, the first response to a new idea should be inaction until its safety is established. When an innovation appears, we should pause. Only after a new technology has been deemed okay by the certainty of science should we try to live with it.
On the surface, this approach seems reasonable and prudent. Harm must be anticipated and preempted. Better safe than sorry. Unfortunately, the Precautionary Principle works better in theory than in practice. “The precautionary principle is very, very good for one thing–stopping technological progress,” says philosopher and consultant Max More. Cass R. Sunstein, who devoted a book to debunking the principle, says, “We must challenge the Precautionary Principle not because it leads in bad directions, but because read for all it is worth, it leads in no direction at all.”

Source:
Kelly, Kevin. What Technology Wants. New York: Viking Adult, 2010.

Discrete Caution Is Not Always Prudent in Corrupt China

Source of book image: online version of the WSJ review quoted and cited below.

(p. A13) When economic reform and the seductive breeze of political liberalization come to China in the 1980s, the author’s cautious father tells his children that if they want to succeed they should be discreet. He urges his son, who is at Shanghai’s Fudan University, not to waste his time on useless foreign books. When the son first reads Shakespeare, he thinks that the expression “to be or not to be” is taken from Confucius. His father tells him that asking for too much freedom can land you in jail. “If you are not careful the government could crush you like a bug.” Not long after this warning, the student democracy movement was smashed apart at Tiananmen Square, though Mr. Huang’s father did not live to see it.

In the end, it is the father who suffers as his world collapses. Toward the end of his life he was told by the Party that he was to be rewarded for devising a money-saving program at his state factory with promotion and a better wage. Instead the promotion went to the girlfriend of the local Party secretary, and the firm’s bosses split his wage rise among themselves. Embittered and exhausted, he died of a heart attack in 1988, ahead of his mother.

For the full review, see:
MICHAEL FATHERS. “BOOKSHELF; Coming of Age In Mao’s China; Death cannot be controlled by the party, but disposing of a body can. So the author’s father built a coffin in secret at his mother’s request..” The Wall Street Journal (Mon., April 30, 2012): C4.
(Note: ellipsis added.)
(Note: the online version of the article has the date April 29, 2012.)

The book under review, is:
Huang, Wenguang. The Little Red Guard: A Family Memoir. New York: Riverhead Books, 2012..