cool vintage retro awesome hip audio equipment for sale

Fall Cleaning over here. Check Craigslist for a 1969 Retro 8-Track playing Hi-Fi with FREE 8-track. We also have two excellent Vintage Kenwood speakers with FREE speaker wire.

Here is a little something to whet your appetite:

cool vintage retro ultra-hip sweet nice bad excellent hi-fi awesome

with our powers combined…

Last time I made cauliflower soup, adam complained about the lack of calories. I forgot to tell him that it had lard in it. That was in Bristol, when I found cauliflower 3 for 99p one day. I just chopped them up, boiled them with lots of spices and sauteed onion, and called it a meal. It was a bit sparse, but cost less than £1 (for what turned out to be 8 hefty servings) to make when you counted only the two heads of cauliflower that I used.

Thankfully, I didn’t write that recipe down. When mom said that she was about to throw out the cauliflower that was bought a week or so ago, i protested. I found two good looking recipes online and decided to combine the power of the two. One was for creamy roasted cauliflower soup. The other was a curried cauliflower soup. What i ended up with was a Curried Cream of Cauliflower Soup, which was rich and creamy, but with enough curry to keep me warm.

Recipe after the jump (i’ve recently thought it would be neat to have a reason to say “after the jump”).

... here paired with minted water and leftover cornbread.

First get some Cauliflower and chop into small florets. One small head seemed to be good for three people. Add in some garlic cloves (i used three) and onion (one quite small one) chopped roughly into sizes that, while large enough to roast, were small enough to not be of a disagreeable size if they were consumed in whole. Salt and pepper go on at this point, I am a big fan of the pepper, so i put lots. I also put some coriander, curry powder and something that turned out to be turmeric (gives the yellow color) on. A drizzle of olive oil went on and i tossed it all together. This all goes on a roasting tin/tray and into the oven at 425 degrees Fahrenheit (220C) for half an hour (until nicely roasted), tossing and turning around the halfway mark.

We had something which could have been chicken broth/stock frozen, so i had that in a pot melting with some more water and a chicken bullion cube. The idea is to get enough liquid to hold the cauliflower in, chicken or vegetable stock is good for flavor of course. This may have been about three cups, but your experience may vary. Go easy on the amount of liquid as you can always top it up if you desperately need some after the cauliflower is added.

When that is on a boil, slide in the roasted cauliflower cocktail into the pot. Drop in some thyme and bay leaves at some point about now too. Let that simmer for about half an hour until the cauliflower is well tender. At this point most recipes call for a blender to puree the stuff down to a point at which it is unrecognizable. Not wanting the fuss, i pulled out a potato masher which makes short work of the cauliflower. You retain some texture and browned bits this way. The soup is almost done. The final twist is cream. Most recipes call for milk or light cream, but we don’t play around with dairy fats in this house – go for heavy whipping cream (double cream for the brits). I put in nearly a half pinter. No rule on this, just pour and stir until you think it looks good. Make sure it is warmed back up, and serve.

Variations to get you started: you can always add more pepper to any recipe, red, white or black would be lovely here. Nothing wrong with some fresh or dried peppers either. If you want to posh it up with a garnish cilantro may be just the job. Broccoli can be cooked in a similar manner, but may not agree with the curry so nicely, so go easy if adding it to the vegetable mix. Potatoes could probably bulk it out in a pinch. If you go light on the curry, cheese is a popular addition at the end with the cream, just make sure it melts and gets back up to hot.

Immense

For days, people came to our house. Arms full of food, eyes full of tears, minds full of memories.
For hours we stood, hugged, shook hands. Friends, neighbors, cub scouts, community leaders, co-workers.
For the last forty five minutes we sang. We listened, we reflected, we prayed.

pictures would improve this post

In these days of instant communication over the inter-tubes, people having the interwebs in their pockets, and taking pictures on the digitals, all i had was a bike and a notebook, and a grocery list. That is not to say that the grocery list really mattered. But it does indicate that I had other things to do, namely, make fajitas. This is not about fajitas. This is about the the recently announced resurfacing of Woodrow Wilson Drive.

Talking about municipal public works is boring. This is going to be very boring because of that. Also, i forgot my camera, thus, no pictures to liven the mood. Please forgive me.

Yesterday I saw a JFP (and JFP-Local) tweet about a press conference Mayor Johnson would be holding announcing the resurfacing of Woodrow Wilson Drive. I figured this would be a good chance to go and ask a question or two. Conveniently, I could combine trips and hit the grocery store afterwards, pay attention, this is almost a theme of the post.

I arrived at the corner of Peachtree and Woodrow Willson to see a small clutch of news-peoples, police officers and people of some local significance standing behind some orange traffic barrels by the park. I walked over to the cameras and leant on my bike waiting for Mayor Johnson to arrive at the podium. He announced the work to be done: a resurfacing of Woodrow Wilson, done with assistance from the MDOT Intermodal Connector Program. Work has also been approved on Mill and Pascagoula streets, presumably under the same program. Work had already been approved, and is presumably now to start, on Pearl streets. These are all being done under the guise of improving access to Union Station (which I absolutely and enthusiastically support!).

The details of the resurfacing program are as follows: The contractor is Superior Asphalt. As Woodrow Wilson is an important corridor, the work will be done to minimize disruption. The work will take place on one lane at a time, mostly at night. There will not be any work undertaken during Jackson State or JPS football games at Memorial Stadium or Newell Field, respectively. The work should start “in a week or so” and be done within three months. It is the undersanding of the Mayor that the work will take only 60 working days.

Three news cameras showed for the “turning dirt”: Fox 40, Wlbt 3 and Wapt 16. The Mayor was joined by a representative from Superior Asphalt, the City Council President, a doctor from the hospital across the street and probably somebody else. I think he mentioned that an MDOT representative could not make it.

While the photo op was going on I got to talking with an Officer Brister (im pretty sure thats his name). After opening with the standard “who are you with” we got to talking about the road and pedestrian access. We both had noticed that many people working for the hospital cross the road to get to their cars parked near Murrah. He asked me how the crossing was and said that he thought it looked scary – fast traffic on and off the interstate. I suggested a crosswalk with a warning light was needed but he said it would only make people speed up. We decided that the best option would be a pedestrian controlled red light. He encouraged me to ask the Mayor about any pedestrian accommodation they may have made.

Johnson said that there would be work done on sidewalks and crosswalks along the road. I am not sure if this is new or existing sidewalks. He did indicate that pedestrian facilities were important to development. I overheard him talking to one news man about a new development coming to Jackson. He spoke of a mixed use development where people could “work play and stay in one place” which was the trend of developments nowadays. I think this is fairly exciting for an American city, but i did not catch where this would be. He said that it would bring an estimated $2 million in tax revenue to the City when fully developed. This would be land that did not generate any tax revenue currently. Hopefully this is on a brownfield site, rehabilitating abandoned buildings is far better than paving over valuable, if unruly, greenspace.

Then he got to my real curiosity. I was wondering what sort of study was done on life cycle costs of road surfaces. A resurfacing is just a temporary solution to bad roads. I asked about different paving methods or materials and if they were studied to see if they could extend the life and value of the road. Johnson replied that they are not done on a case by case basis – suggesting alternatives to merely paving were not studied at all – but from an overall standard based on the type of road. He did mention that some alternative road materials (recycled glass or rubber) are used sometimes, but necessarily being used in this case. He did say that the standards they applied were designed to get the most bang for their buck. Without looking more deeply into the issue or studying alternatives more carefully, we may not know if we could get more bang out of that buck.

So. Speaking of road surfaces. I went to the grocery store. I got, among other things, eggs (and was told to wash them by the cashier – not necessary due to USDA regulations on egg producers). I rode my bike home. On these rough streets, my bike and I can absorb most of the smaller bumps, but the larger ones – not so much. Thankfully my eggs all remained intact – but it did get me thinking about the importance of smooth roads. Having less traffic on residential streets would certainly help slow the onset of potholes and ruts. This is one of the further, gestalt issues that should be looked at.

Improving sidewalks is important for pedestrians. Sidewalks, especially along busier roads give people a safe place to walk (ok, you knew that). In my neighborhood, in the evening, it is generally lovely and traffic free, so people walk in the streets everywhere (we also have very few sidewalks). Cyclists should not ride on sidewalks. This is dangerous for pedestrians and does not help raise visibility of cyclists on streets – which is what should be done. The most effective cycling improvements that I have noticed are cycling only streets (cut off to cars) and cycling catches at stop lights – allowing cyclists to filter out of the stopped traffic and get ahead of the cars. Motorists don’t notice cyclists amongst the cars, and its a horrible place to sit in between two cars with engines running. Cycling catches make sure the motorists see the bikes and get to the other side of the lane once the cyclist gets going.

I am a bit torn about bike lanes. They are great when they are respected – cyclists can easily fly through stopped traffic and not worry about a lane changing car not noticing them. the problem, however, is when they are not respected. People park in them, walk in them and drive in them. This is not safe for the cyclist. Additionally, merging back into traffic tends to be harder from a cycle lane than from within traffic. For example: a cycle lane on the right side of a four lane road is very difficult to move from when you need to turn left – if you were in the right lane, this maneuver would only require you to shift to the other side of the lane before changing – but without constant signaling and looking backwards (both unsafe to that extent), this is not easy to do from a bike lane. Integrating with traffic is difficult from segregated lanes. Cyclists need to move with the traffic – no salmoning! Riding on the side of the lane usually allows room for a motorist to squeeze through, and spaces between stopped cars allows the cyclist to race to the head of the queue at a stop light. Its all about maintaining smooth efficient traffic flow.

Perhaps instead of bike lanes, safe routes should be marked. Signs indicating that a road is also a key bike throughway may help. A wavy line of green paint in the lane (where it won’t get worn down by cars) with the occasional bike stencil could indicate to cyclists as well as motorists that that road is ideal for cyclists, and cars should be wary. It is the visibility of cycling that needs to be raised.

where the burnsides at?

From Senatobia, take highway 4 east to gravel springs road, go south to O B McClinton road and take a left. Within a mile, you will see the cars lining up on the street and neighbors renting out their driveways and yards for $3-5 per parking spot. The marching band, consisting of up to two snare drums and three bass drums led by a fife, marks the Turner family homestead. Two dollars gets you a long night of food and music. This is the Otha Turner Memorial picnic, started by the late Otha Turner in the 1950’s as a labor day goat barbecue, it is now an open barbecue and blues party.

Some little girls were dancing around as we arrived:

We walked around the house to the back yard, which had been transformed into the perfect venue for a blues show. An open shed had a menu posted which revealed that a barbecue goat sandwich could be had for only $3.50, pork was $3 and pickled eggs only fifty cents. The goat sandwich was excellent: thick white bread, plenty of sauce, and delicious meat. A trailer directly behind the house held the huge barbecue smoker where freshly cooked meat was being kept warm. As people came in, the chef at the barbecue snuck out some tender ribs and offered them to whoever was standing around.

This is who you sneak ribs from:

A tractor trailer was set up with a stage in the back of the yard, blocking view of the horse pen. One of the Turner women shouted out for the Burnsides, who seemed to be running a bit late. A young man who was enjoying the festivities thoroughly took it upon himself to climb on stage and assure the crowd that the music would start soon “Its definitely gonna jump off soon, and because you had to wait, we gonna make it real good.” He made a number of these announcements in only a few minutes before a blues guitarist came sat down on stage, flanked by Dexter and Garry Burnside, who supplied the drum and bass guitar for the performance.

The picnic drew one of the most diverse crowds I have seen at a musical event in Mississippi. Some elderly ladies and gentlemen from the Turner family sat on a bench near the food shed. Country neighbors were joined by young people of all description from the city. Red-necked men stood next to borderline hipsters. People from Memphis, Jackson and Compton swayed to the music alongside everyone else.

It got packed later in the night, but there were plenty of people gathering at the shack early on.

In between each artist, the marching band would strike up. The fife sometimes just seemed erratic, but made for an entertaining set. The people behind the instruments was always changing, sometimes a drum would be played by someone from the crowd. The snare drummers held their drums sideways and played casually, while the bass drums would dance around, putting on a show. Throughout the whole night, the drumline was excellent. When they started playing, the crowd would rush from the stage to surround them tightly. People closest would always dance while everyone else angled for a better view. The band often got so caught up in playing that they could not hear the calls for them to get back to the stage to kick off another set – they had to be physically pulled and pushed at least once to get them to the front.

Throughout the evening, a number of artists came to the stage, always supported by some member(s) of the prodigious Burnside clan. Otha’s sixteen year old granddaughter Sharde came on stage late in the night for a few songs, including an amazing fife rendition of ‘Ride Sally Ride.” Sharde was an excellent fife player, and it was announced (i think) that she has a CD on the way. R.L. Burnside Jr. turned up on stage to play “just one song.” It turned out that he had another song he wanted to play, before he played one last song. That last song was followed by several other last songs before one of the Turner women tried to kick him off stage. He played one more song after that. His trademark seemed to be just that – one more song.

It is really impossible to do justice to the experience in a blog post. The only lighting was a partially clouded moon and a single street light in the middle of the yard. 200 speed film and a no-flash philosophy don’t turn out good pictures in these conditions. The displayed pictures were taken on E’s digital. It was a wonderful experience, capped off with camping below the Sardis Dam.

For a video of Sharde, Otha and the Rising Star Drum Band in the Turner’s back yard, check this video. This is what happens as people arrive, but they dont park in the back yard anymore.

For a full recorded song:

i like trains too.

Some people bemoan the lack of train connections in the US, some just complain about the lack of alternatives to the car or plane. People often ask why it is that Europe has a better (presumably defined as more dense, accessible, and frequent) rail network than the US. I am pretty sure that this question is often asked rhetorically, but I’ll answer it anyway: After World War Two, European countries invested heavily (yes, with monetary help from the US) in their damaged rail networks.

With that out of the way, I can introduce the issue at hand. There is currently a lot of excitement over the prospect of high speed rail in America. Californians passed a bond issue to finance a high speed link from LA to SF; a cabal of governors in the midwest signed an agreement to promote high speed rail; and the federal stimulus plan includes money for developing high speed corridors in several places in the country. This is all very exciting, and has undoubtedly lead to a massive surge in articles of dubious accuracy extolling the joys, benefits and statistics of high speed rail.

For clarification, I really like trains. Trains are my favorite form of transportation. I look forward to reading train industry journals online – the ones filled with advertisements for ballast tamping machines and in depth analysis on the different types of track and sleepers available. Some of my friends at university thought it was weird how much I liked trains – I could only explain my interest by saying that since I had been deprived of trains as a child, being exposed to so many made me go over the edge. It was an infatuation. One might expect me to be very excited by the prospect of having high speed rail in my own country. I’m not really.

For all of the great things that can be said about high speed rail, it is not really what we need. We need a solid, extensive, well served passenger rail network first. High speed rail would serve a few cities, when a train is traveling at 186 mph and above, it is not practical nor efficient to stop very often. Services of this speed would only serve major cities spaced over a hundred miles apart. High speed rail is designed to compete with air travel. While this is great, it limits the users of the network to those in major cities. What is needed is an expanded network, not a slimmed down one. Access to train travel needs to be increased, not restricted.

Right now, Amtrak has 44 routes. 31 of these routes only have service daily, if that often. The number of route miles served more than once daily is hardly 14% of the number served only daily (3,934 route-miles served more than daily, 28,233 route-miles served daily or less. source.). A network like this does not serve its potential customers well. What is needed is a serious attempt at making rail travel a viable travel option in the US. A more complete network would be able to feed into the inter-city routes that make money for operators.

A successful rail network could consist of three parts: Local, Inter-City and High Speed.

Local trains could share track with Inter-City trains. These would be slower, smaller trains which stop more often. Capable of speeds up to 80 mph, these trains would serve the sprawling urban areas and smaller communities along the Inter-City routes. Services could run frequently during the working day to maximize the usefulness to commuters. It should be noted that may local and state authorities already operate services like this.

Inter-City trains would run faster and stop less frequently. Routes for these services could follow major transportation corridors, and current Amtrak routes and serve cities too small for high speed service. These could run fairly frequently throughout the day. With double track, these trains could operate around 125 mph and share tracks with the local trains.

High Speed trains would run on dedicated high speed lines. Modern traction technology such as exhibited in Alstom’s AGV allow for these trains to operate at up to 220 mph. Services of this speed would compete directly with air travel and serve cities over 100 miles apart. The slower services would feed passengers into the service at major cities.

It would not be easy to build such a national network. Unfortunately, it has been a long time since American had an extensive network, and many of the miles of track have been taken up or fallen to low standards of maintenence. After all, standards for track built pre 1940’s would not be the same as the precise engineering required for high speed lines. Amtrak shares track with freight trains. Much of this is single track, and even though Amtrak gets a two hour window for travel, a single delay on a long distance train may set the train back for longer farther down the line. The tracks need to be upgraded so that Amtrak can operate at its most efficient speed. Or better yet, the government could take over the ownership of the train tracks themselves. This would allow a single body to oversee the construction and maintenance of track. Depending on the conditions of such a deal, rail operators may actually like the idea: they get to stop worrying about track maintenance, handing over cost and liability to the government; they may get an immediate cash infusion (most large train operators have high debt loads) as the government buys the track and land from them; all they have to do is subject themselves to a timetabling authority, where they could be guaranteed a slot close to when they need it.

Many people object to the idea of the government playing such a large role: owning the track, operating the trains… As far as owning the track, it does not really matter who owns it, so long as it is maintained to high standards. Most people are happy to tacitly consent to the governments ownership of roads, so the government owning other transportation infrastructure really shouldn’t bother anyone. Privatization of rail is possible, if it can be first established well enough to turn a profit. Privatization may not be needed though. State ownership of train operations is less relevant in Europe now with open access of one country to another. By this I mean that one can catch a German train in France, a French train in Italy, a Polish train in Hungary, and many other great combinations. It doesn’t matter that it is a government owning the company that owns the train, pays the conductor and picks out the decor – it is free market competition amongst government owned operators. So long as there is effective, efficient management, it does not matter that the government plays the role of sole shareholder and regulator of one or more train operators. Local and state governments could play a more active role in local and regional services, providing line with its own flavor and democratic ideal.

High speed rail is sexy, no doubt, and building an excellent network is a noble goal. With an average speed of 86 mph, the Acela, America’s only ‘high speed’ service, is laughable. It would be much more impressive to see an American Iron Horse splitting the countryside at 220+ mph. Before that is done though, we need to ensure that the rest of the passenger rail network will be strengthened. It is no use building a high speed rail network if the rest of the network falls into decay and passengers turn their backs on it due to lack of accessibility. High speed trains would certainly raise the profile of the train network, but that would be lost when potential passengers look at their options only to find that they have none.

I will tag this post ‘local’

There is a battle going on over what ‘local’ really means. I figured that it would be rather good fun to jump into the fray. So here I go.

I was informed of the rising storm on the fourth of August, sometime in the evening. A twitterific update by one of the JFP’s self referential accounts indicated that ShopLocal had ‘declared war’ and linked to this JFP article with the details. This is what had happened.

A JFP article criticized ShopLocal, the Clarion Ledger and the parent company of both, Gannet, for the misleading use of the word local. ShopLocal responded in a post which tried to belittle the JFP and claim that ShopLocal itself was local. This then led to the twitter post and article which came to my attention.

Its a bit odd, the ShopLocal post. The title asserts that they are local (it actually says that explicitly, “ShopLocal IS Local” you can tell they are serious because even the ‘is’ is capitalised), but their article provides absolutely no support for it. Their article is dedicated to saying that national chains can actually in some sense be considered local (more on that later). They end on the surprisingly weak point that they “support” local retailers. By this, presumably, they mean that they take local retailers money in exchange for advertisement. Support really isn’t the right word, they provide a service, for which they get paid; they are not investing in local businesses, they are quite literally taking their money. I will allow them this massive discrepancy and focus on their two separate claims.

The claim that ShopLocal supports local businesses rests heavily on their definition of local. By clarifying the definitions as they are used in daily parlance, I will disprove both main claims made by ShopLocal. The three definitions of local they provide are absurd. The presence of a business is the only factor in determining if it is local:

National-local: These are stores that have a national footprint, but still on a granular form have local market presences across many communities and cities.
Local-local: These are stores that are only found in one region. Examples include a small up & coming chain or a successful multi-location family business.
Hyper-local: These are stores that are only found in one (1) and only one town. Typically, these are referred to as mom & pop type operations.

It is easy to see that the only consideration is the distance from a certain town in discerning if it is local or not. So presumably this makes every Wal-Mart a local store, because, they are, after all, located in only one place. Actually, this makes every business a local business wherever it is located. Toyota becomes local – they have a dealership here, Nissan even has a plant nearby! This is kind of like HSBC’s marketing slogan “The world’s local bank.” Even though it is based in London, every HSBC branch is a local business, according to ShopLocal. Furthermore, if you have internet banking, HSBC has a presence wherever your computer is. The ‘local’ locations are endless! This means that while I was in Bristol, England, Trustmark National Bank (based in Jackson, MS) had a local presence in England – making it both local and international at the same time!

To define “local” we must look at what people mean when they use the word. The meaning is easily multifaceted. There are considerations like the distance of a business from the reference point (community, city, etc) which ShopLocal understands. People refer to places as local when the management has a local presence, understands the clientele and can respond to community needs and wants. This is roughly having not only local management, but also locally autonomous management. Lastly, the local business model that many people cite comes from a more economic standpoint – a local business is one that invests in the community in which it is based.

In Bristol, my Local (pub) was about a 90 second walk from my house. This is clearly very local in the grand scheme of things. The problem is, there were four other licensed establishments (excluding the restaurants!) which I had to pass in order to reach my Local. Did this make The Cat and Wheel less local than the others? While distance and location play a role, its not the whole story. While being a local business implies that the business is located in the locale in question, the implication is not an equivalence: merely existing in the locale in question does not imply that the business is local.

Pretty much any store, no matter how large the chain, has locally based management. When Brookshires grocery store opened in Jackson, they imported some managers from Texas to run the individual stores. The managers lived and worked in Jackson from that point on. When people talk about a business being locally operated, what they really are talking about is where the autonomy of management lies. Local management can react to the communities needs, desires and tastes; this generally means a management more responsive and dedicated to the community it serves. With a large corporate chain such as Wal-Mart, there is little autonomy of management at the local level. Each store looks the same and sells the same products. Local management is a matter of corporate paperwork, shift scheduling and signing off on deliveries from the corporate truck fleet. Local Wal-Mart management cannot actually manage the store in a way that reflects the community around it. Local products and local tastes are not found in Wal-Mart stores. Sure, they sell Mississippi Blueberries in some stores but that took negotiations by the state Agriculture Commissioner to achieve. On the other end of the management spectrum there are chain stores which really only carry the brand. In the Shell station in Macon, MS, the local management is fairly autonomous from Royal Dutch Shell corporate headquarters in The Hague (click here to listen to that in Dutch). Sure, the station carries only Shell gasoline, and pushes Shell credit cards on you, but they also have a deli which serves up breakfast, lunch and dinner for the town. Besides the branding, the stations management is free to shape the store to local taste, and adapt to feedback from local customers (and yes, I do realize that the management probably does not even live in Macon, and probably manages many other stations, but my point remains). Even with locally responsive/autonomous management, nobody would mistake the Macon Shell for a local chain. If you ask for something at CVS, the management will have to get permission from higher management to carry the item; if you ask for something from Deville, they will pick up the phone and place an order without having to ask permission.

Investment in local communities is what motivates many people to patronize local businesses. Somewhere on the interwebs there is more exact information on the topic, but the general idea is as follows. For every dollar in revenue, a locally owned and operated business will make a larger contribution to the local economy than an out of town chain. Take this example of two fairly identical stores, one a locally owned drug store, the other being an out of town chain. Since each is about the same, their taxes and utilities will be roughly the same. So for a dollar spent in each business, say, ten cents goes to taxes and utilities. We can now ignore that ten cents. Another fifty cents may go to covering the wholesale cost of the product bought – so that goes to the product maker/distributer. Chain stores can often lower this cost as they own distributers or can negotiate better prices from the maker, but thats pretty much irrelevant in this simplistic example. Say another ten cents goes to pay wages of the workers. The remaining thirty cents is profit, this goes to the owner of the company. With a chain, this goes to headquarters, way out of town (or to shareholders worldwide). With a locally owned business, this stays in town, with the owner returning that money to the local economy when they shop, eat out, and donate to charity. So thats the idea, when you shop locally, the local economy does better. Instead of acting like a drain for local dollars, local businesses act as a fountain, supporting businesses all around them. The idea is, this is a good thing. As a bonus, if a business uses local suppliers, those suppliers support the community even more. Why politicians spend their time trying to attract companies to open branches locally is a mystery – encouraging local entrepreneurship would grow the economy and boost tax revenue much faster.

The other day, I used an online service provided by a company called Google. I used this service to find the website of Deville Camera and Video, a locally owned business. So, I guess that ShopLocal would say that Google is supporting local businesses. We cannot really, on anyones definition, debate that Deville is a local company (they even have a big sign when you go in the store that says they are, with proof, and thanks the people who support them – the ones who give them money in exchange for goods). Google has done pretty much what ShopLocal would do: provide me with information on this establishment, including a list of all services they provide. If you aren’t convinced, Google even has the power to suggest local businesses that I have not even heard of when I only know the business type and location (just type in something like “camera shop in jackson, ms”) thus encouraging me to patronize these businesses. Google has done this without taking money from Deville though, so I guess they are just more altruistic in their support of local business. Should we call Google a local business? (What about local.google.com? Its got local in the URL!)

Google is not based in my house, it does not invest in my house and I do not have a say in the searching algorithm. Google is not local. ShopLocal is based in Chicago, the owners and operators are in Chicago and they do not actually support the Jackson community. ShopLocal is in no way local to Jackson. It doesn’t even appear that one could say that the retailers who advertise on their site (see below) could even be considered to be local businesses. There is a difference between having a local address and being a local business.

**UPDATE** Time has an nice article on the buy local point. This is besides all of the stuff in the JFP.
http://www.time.com/time/business/article/0,8599,1903632,00.html

respect

Macon, MS – There is no daily paper to get the word out. Notifications are put up at every bank teller window, and by each till in the grocery store.

I look out the front window as the car rolls slowly in procession. Cars pulled over dot our short route. Old men on the sidewalk lean on their canes and gaze at us pass, heads slightly bowed. Neighbors talking on the porch go silent, but don’t shift an inch as they watch the cars in the road. Kids swinging from screen doors pause, hanging on the door handle; curious eyes follow the scene. Even the grey clouds sit still, low in the sky.

Dr. Cooley buys me coffee

After the first transition team meeting at City Hall, I met two gentlemen (about my age) who had an enticing proposition. They figured me the type who would enjoy attending another public forum, one with a little more discussion. There was a regular public forum, they told me, held at Koinonia Coffee House. I did not really get how to spell this when he said it, and i did not get how to pronounce it when i saw it. But that is not important, as it is big, yellow, and from Jackson Metro Parkway, it looks like this:

Every friday morning at Koinonia Coffee House there is a public forum. Dr. Cooley, the facilitator of the transition team public meeting appears to be behind this somewhat, as rumor had it that he was picking up our coffee tab. While I am on the topic, I will give a word about Koinonia Coffee House. It is big, it is yellow, it is a house, they sell coffee. Those are the important details. It is just off the Metro Parkway, details on website. I had a reasonably priced double Espresso, $1.50. The beans were not the freshest, and were midway between being sweet and bitter. The flavor was rich and refreshing. I couldn’t complain as they didn’t ask me for money. This is not the usual case, or else they would not really do well as a business; Dr. Cooley was paying for everyone at the forum. Considering that it is not easy to get truly fresh coffee, I wouldn’t have complained even if they charged a bit more and I paid for it (I ended up tipping $2, about 133%). It looks like they have a fairly comprehensive coffee place menu, pretty much covering expected coffee based drinks. They had a slightly sad batch of muffins out, but some deliciously huge cookies as well. As I stood listening to the speaker, I saw a number of people enjoying excellent looking toasted croissants with ham and melted cheese. The sitting area itself was lovely. Freshly done, in a colorful yet minimal style. High ceilings and bright windows lent a pleasant open ambiance to the room, even the burglar bars were a bit artsy and nice. Thats just the front room, i didn’t even explore! Its not the type of place to go for a questionable coffee, but a nice light meal and smoothie would fit well. If they expand the breakfast selection (add some fruit or granola or yogurts) it would be absolutely delightful on a sunny morning. Unfortunately, their food menu is limited to bread based foods that are traditionally found alongside coffee.

Now, seriously. The forum. I arrived a few minutes late and was pleased to see Mr. Anderson leaning against the back wall. I sidled up to the till and got myself some coffee before settling in leant against the back wall. George Flaggs Jr., state representative from Warren county, was speaking at the front. As I did not have any note taking utensils with me at the time, what follows is a rough sketch of the flow of conversation.

Representative Flaggs was talking about a recent Medicaid bill In the Mississippi State House of Representatives. He had the bill read out, because people were complaining that it was a long bill, over 80 pages, and they did not have enough time to read it. He said to us that the length of bills was just because the issues were complex. People complaining about the length needed to appreciate the complexity of the issue at hand. This reminded me of a similar note in a recent post on the economist dot com which I mysteriously cannot find again! It is important that bills be understandable, easy to read. They do not have to be short to be readable; they do not have to be difficult to read when covering a complex issue. At least provide some complete, accurate simple english summary of the bill.

Education, Rep. Flaggs believed, was key to economic growth. Take care of people and educate them, and htey will prosper. Education should provide people with the tools to make it on their own. I have to agree with Flaggs on this one. Education is one of the most important aspects of economic development that the government can work on. Noting the large amount of predatory lending in the area, he mentioned that he hoped to integrate more financial education into our school system. Giving children the financial (and other!) skills to succeed in life is important. Right now, people don’t understand the uses of debt, how to use credit wisely or what all of the consequences of various financial dealings are until they are trapped in a paycheck to paycheck debt repayment cycle.

I had a few ideas on this topic, and many ideas were bounced around at the forum. People addressed the extortionate rates of paycheck loans, and the lack of availability of other financial instruments in many communities. Providing more data on such lending, not only terms of the loans themselves, but where this lending is taking place, would be important in getting people out of crippling debt. Financial education in schools could include providing children with savings accounts, and help taking a role in family budgeting. The City could encourage small affordable loans, and guarantee some of the capital based upon the borrowers completion of City sponsored financial education classes.

A local restauranteur encouraged people to support local businesses, emphasizing that local businesses can invest more in local communities than out of town operations. Pastors were urged to get more involved in the community. Energizing congregations and leading them in revitalizing their communities. Churches could provide education, financial and otherwise, helping people get out of debt or providing mentors for local schools.

A Dr. Perkins ended the discussion with a well thought out statement about how some senators support businesses in their districts, while some only support social programs. He lamented the fact that some people are only taught to act as victims, while some people are encouraged and supported in entrepreneurial endeavors. People should be taught and encouraged to stand on their on feet instead of leaning on state support. Certainly this is an area which can be helped by education as well…

In all, the forum at Koinonia Coffee House was excellent. Representative Flaggs was clearly a passionate man who truly cared about health care, education and the Capitol city. The discussion was informed and informative. I did not try to contribute anything to the discussion, but i will certainly be in attendance in the future. So remember, 9 am, every friday at Koinonia Coffee House off Metro Parkway. Be there.

the second picture is sideways

(for a summary of the transition team meeting which inspired this post, see this previous post)

At the public forum for Public Works, I asked the transition team how radical the new Public Works Department would be when looking for solutions to the increasingly powerful problems that we will face. This question was met with the unmoving gaze of the committee, it was not their job to talk. The problem is twofold: Jackson’s infamously crumbling infrastructure coupled with stagnating budgets. I believe that, like most problems, more ideas are the start of the solution. It appears that desperate times may call for desperate measures. Working at the same “good enough for government work” pace that typifies most city departments is simply not good enough. Better ideas are needed, radical ideas may be best.

Yes, I may mean untested ideas. Bold ideas are needed. Harvey Johnson, the steady planner and plodder, may not be the first to sign up to this, but certainly he is still willing to consider alternatives to the status quo.

Case Study: Roads.
Jackson is well known for its crumbling and potholed roads. We like to look at the roads and blame their state on our ‘unique problem’ of Yazoo Clay but mineralogy is not the only fault. The roads in Jackson are generally crumbly. Heavy traffic on main corridors wears the roads down quickly, yazoo clay and time turn residential streets into pitted stretches of asphalt. Jackson’s Public Works Department has a lot on their plate, patching holes and resurfacing large stretches of road. The problem is that they simply cannot work fast enough. There is not enough money in their 62 million dollar budget to fill all the holes and resurface all of the streets.

So the general idea that has been governing the department as far as I can tell is that they will patch major/problematic holes as they can get to them, and do major resurfacing as needed/as major outside funds come in for them. So far, this has pretty much been good enough for government work. I think that there should be more radical solutions put on the table for consideration. This is what I enquired about at the meeting. Here is one such idea:

Incorporate traffic control with road maintenance to an extreme: Close off streets within neighborhoods to force more traffic onto major roads. This will of course cause more wear on the major roads. So, on those major corridors which will be picking up most traffic, make the investment in longer lasting, maybe, concrete, roads which may last upwards of 50 years before needing maintenance. Roads within neighborhoods would carry less traffic, and slower traffic, making them more appealing and safe for pedestrians, children and cyclists. Closed off roads could be practically ignored. Even as the street surface deteriorated, there would be no urgent need to repair them, as the traffic would be slow and familiar to the street. These streets could even be replaced with gravel or other low cost surfaces.

Here is an example of a street already gone field (as far as I can tell). This is a dead end across from a park in Jackson. The street is split by a drainage creek. Artificial dividing lines would be similar to this. The road has clearly not been maintained too well as of late, and is only used by a few homes anyway. With a road like this, the city has a number of options to make maintenance cheaper:
1) Just ignore it. Doesn’t cost anything until somebody decides to sue the city for some damage they suffered by driving recklessly on it. This problem leads to…
2) Grind it down as needs be, eventually replacing it with a cheaper surface such as gravel. Costs a bit of money, but less than actually maintaining it. Long term thinking ability needed here.
3) Sell the street. Sell it to the homeowners, make a shared right of way for all the residents. It would effectively become a shared driveway, responsibility would go to the new owners. The city makes a bit of cash, and moves on.
4) Even if they didn’t sell off the whole street, they only really need to keep up a small lane of it. Is there any reason that three cars abreast could fit down this road which leads to three houses?

Obviously, I am not an engineer. I am prepared to be heckled by engineers for my generally unsubstantiated ideas. I hope that people will at least realize that there should be more open discussion of ideas to make the department more effective. There are new ideas, and different ideas which may be better for the city.

This is not the only ‘radical’ solution that I have cracked up. Having control of utility lines and mains offers great possibilities. Maybe Jackson could lay a robust, upgradable fiber optic network to rent back to content distributers. Perhaps we could lure more companies here with a promise of low cost of living and an absolutely cracking fiber optic network. (Yes, we already have a good network leftover from WorldCom’s heyday, but lets make a better, more upgradable one.

The city spends plenty of money sending its waste to the dump. Reducing this amount saves money for the city. Promoting recycling and possibly composting by offering incentives to recycle more and throw away less would go a long way towards saving money and making Jackson more livable.

So, what I mean by this post, is this: Is the new administration willing to consider different, possibly more radical solutions to the problems that it will face (which we have faced for a long time)?

Recommended reading:
Concrete v. Asphalt
Closing roads to cut congestion

Inauguration tonight. Don’t forget about the public forums!