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Ms. Swanson, <br><br>
Thank you for showing an interest in my reading habits. I am familiar
with Mr. Lynn's work. I find it not at all unusual that you are
intrigued by his writing on the WalMart issue. But Lynn is a known
advocate of government controlled markets. Here are some snipits
from his recent writings. <br><br>
<font face="Arial, Helvetica" size=3><i>"The success of any national
energy policy is not measured by the development of<br>
new technologies, or even the harnessing of that set of technologies
to<br>
manufacture a radically more efficient car. On the contrary, it can be
highly<br>
counterproductive for any society wanting to change consumption habits
to<br>
regard a particular set of technologies as an ultimate goal. Technologies
are tools,<br>
which can be put to use to reach a particular social goal, such as
cutting fuel<br>
consumption or emissions. Congress, for instance, could enact a set of
policies<br>
that would put a million Prius-like vehicles on the road within three
years. But,<br>
absent other policies to reshape the overall market to ensure that the
rest of the<br>
U.S. national vehicle fleet does not simply become bigger and less
efficient, such<br>
a program may actually do nothing to reduce overall national fuel
consumption<br>
and carbon emissions. It may simply divert money and attention from
easier,<br>
cheaper solutions.<br><br>
The single most important lesson of PNGV, then, is that programs such
as<br>
FreedomCAR and Freedom Fuel must be regarded as no more than<br>
complements to efforts to use regulation to reshape the overall market
for energy<br>
at the national—or preferably the global—level. The keystone to any
effective<br>
long-term energy policy aimed at reducing environmental damage is a<br>
technology-blind set of regulations that ratchets up the cost of emitting
carbon.<br>
Similarly, the keystone to reducing dependence on imported oil must
ratchet up<br>
the cost of using that fuel. In either case, the goal must be to reshape
the market<br>
for energy use in vehicles in such a way that the automotive industry has
a clear<br>
incentive to blend new technologies into their fleets—in whatever way
the<br>
individual companies see fit—to reduce fuel consumption and emissions in
line<br>
with well-defined objectives. Only once such goals are set can the
public<br>
effectively evaluate a program, be it PNGV or FreedomCAR, that uses
public<br>
funds to aid private enterprises in developing technologies useful in
achieving<br>
these goals."<br><br>
</i></font>
<a href="http://www.environmentaldefense.org/documents/3781_FreedomCAR_final.pdf#search=%22Barry%20C.%20Lynn%22" eudora="autourl">
http://www.environmentaldefense.org/documents/3781_FreedomCAR_final.pdf#search=%22Barry%20C.%20Lynn%22<br>
<br>
</a>Here is his view on global trade:<br><br>
<i>The corollary is that it is time for governments to adjust the rules
that shape how the private sector runs the production infrastructures on
which all countries depend, to ensure that compartments are built back
into these systems. Much can be accomplished using modified versions of
policies tried and proven safe years ago. These include a more aggressive
use of antitrust power; a requirement that companies dual source all
components in real time; and limits on how much of any one product,
component or service importers can source from any one nation. The
prospect of more state involvement need not be regarded with horror;
after all, rich nations did not do badly at developing their industrial
systems in the half-century before radical laisser faire. <br><br>
</i>
<a href="http://www.newamerica.net/index.cfm?pg=article&DocID=2632" eudora="autourl">
http://www.newamerica.net/index.cfm?pg=article&DocID=2632</a><br><br>
This cite captures his agenda quite clearly:<br><br>
<i>Rather than attempt to retreat into an equally impossible autarky, it
is far more likely that America will re-embrace the responsibility of
using state power to engineer markets and systems to serve its own
people, while ceding to other states far more space to serve their
citizens in ways of their own choosing. The next global system will be
far more heterogeneous, cosmopolitan, liberal and flexible than
today's.<br><br>
</i>
<a href="http://www.newamerica.net/index.cfm?pg=article&DocID=3092" eudora="autourl">
http://www.newamerica.net/index.cfm?pg=article&DocID=3092</a><br><br>
I wonder just what Lynn has in mind for the banking system. I am
reminded of an old adage, Ms. Swanson ... one best be careful of what one
wishes for, it just might come true.<br><br>
One final point - please explain the reference to "The Hack"
inserted between Steve and Peterson. What exactly are you
attempting to say with that moniker? Is it just simple name calling or do
you have a deeper meaning in mind?<br><br>
At 06:27 AM 9/6/2006, you wrote:<br>
<blockquote type=cite class=cite cite="">Steve,<br><br>
Thanks for posting. I hope Jeff Harkins and Steve "The
Hack" Peterson read<br>
it, too. Here's the link:<br><br>
<a href="http://www.harpers.org/BreakingTheChain.html" eudora="autourl">
http://www.harpers.org/BreakingTheChain.html</a><br><br>
B. J. Swanson<br><br>
------------------<br><br>
-----Original Message-----<br>
From: vision2020-bounces@moscow.com
[<a href="mailto:vision2020-bounces@moscow.com" eudora="autourl">
mailto:vision2020-bounces@moscow.com</a>]<br>
On Behalf Of Stephen Cooke<br>
Sent: Tuesday, September 05, 2006 2:17 PM<br>
To: vision2020@moscow.com<br>
Subject: [Vision2020] Wal-Mart impact studies<br><br>
fyi,<br>
SCC<br><br>
Barry C. Lynn<br>
"Breaking the Chain: The Anti-Trust Case Against Wal Mart:"
Harper's Mag.<br>
(July '06). <br><br>
<br>
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