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‘I’m Still Here’ Review: Walter Salles Returns Home With the Powerful Story of a Broken Family’s Resistance

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‘I’m Still Here’ Review: Walter Salles Returns Home With the Powerful Story of a Broken Family’s Resistance

Premiering at Venice, the film stars Fernanda Torres as a mother of five children who reinvents herself as a lawyer and activist after suffering a devastating loss at the height of Brazil’s military dictatorship…
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Venice Diary Day 5: A Bicycle in the Gala Theatre, Harmony Korine’s Cigar and Late Night Libations on the Lido

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Venice Diary Day 5: A Bicycle in the Gala Theatre, Harmony Korine’s Cigar and Late Night Libations on the Lido

A Bicycle in the Gala Theatre Saturday kicks off with an accredited guest casually attempting to enter the Sala Grande on a bicycle. Security immediately stops him, but he retorts: “But there’s so much unused space in the foyer.” Harmony Korine’s Lighted Cigar Harmony Korine shows up at his press conference for his delirious Baby [……
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Brady Corbet’s Wildly Ambitious Period Epic ‘The Brutalist’ Blows Minds at Venice Premiere, Gets 13-Minute Standing Ovation

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Brady Corbet’s Wildly Ambitious Period Epic ‘The Brutalist’ Blows Minds at Venice Premiere, Gets 13-Minute Standing Ovation

Brady Corbet’s The Brutalist was the talk of the Lido on Sunday as the seven-years-in-the-making period epic finally received its world premiere at the Venice Film Festival’s historic Sala Grande cinema. The audience inside the premiere erupted in applause as the credits began to roll on the film’s epic three-hour…
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California legislature votes to give tribes their day in court

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California legislature votes to give tribes their day in court

The California Senate Saturday (31 August) passed an amended version of SB 549, the bill would give the state’s tribes one chance to sue cardrooms and determine whether these venues violate state law. It will now go to Governor Gavin Newsom for final approval…
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Covid-19 masks impact of GB credit card betting ban 

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Covid-19 masks impact of GB credit card betting ban 

Great Britain’s credit card betting ban did little to change gamblers’ play patterns or change borrowing habits a National Centre for Social Research (NatCen) study says. However the timing of its implementation in the early stages of the Covid-19 pandemic makes it difficult to discern its true impact. …
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Sweden government to require more stringent responsible gambling action plans

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Sweden government to require more stringent responsible gambling action plans

The Swedish government has made changes which will see the gambling regulator Spelinspektionen require more detailed action plans for responsible gambling in a bid to strengthen consumer protection…
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International markets helping to drive growth for BetMakers in FY2024

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International markets helping to drive growth for BetMakers in FY2024

BetMakers recorded revenue of AU$95.2m (£49.1m/€58.4m/$64.7m) for its 2024 financial year, with its international presence credited as driving growth…
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Does Flamengo’s Flabet set a blueprint for sports teams to become betting operators?

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Does Flamengo’s Flabet set a blueprint for sports teams to become betting operators?

Brazilian football club Flamengo’s new Flabet sportsbook could set a trend for other teams to become operators, according to two lawyers from Bichara e Motta Advogados…
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Missing the Trees for the Forest in Industrial Policy

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Missing the Trees for the Forest in Industrial Policy

Books

A new manual for industrial policy, while valuable, makes several glaring omissions.

Heavy,Industry,Engineering,Factory,Interior,With,Industrial,Worker,Using,Angle

Industrial Policy for the United States: Winning the Competition for Good Jobs and High-Value Industries, by Marc Fasteau and Ian Fletcher. 849 pages with index. Cambridge University Press 2024.

Although many (including this writer) will reject its conclusions, Fasteau and Fletcher’s compendium, Industrial Policy for the United States: Winning the Competition for Good Jobs and High-Value Industries, will serve as the standard reference work on industrial policy in the foreseeable future. Its 800 pages provide a thorough survey of all the major economies’ experience with government planning, including a sober assessment of successes and failures. They rightly emphasize the key role of military R&D. Nonetheless, they miss the trees for the forest, so to speak—namely, the singular contributions of maverick inventors. Innovation can’t be budgeted and scheduled, only fostered and encouraged. And that depends on a delicate balance between government support and private initiative.

The authors want the government to remake the economy, with a new corps of federal officials empowered to direct investment to favored industries. In their enthusiasm, they ignore the gross deficiencies of the most ambitious piece of industrial policy in decades, namely the Biden CHIPS and Science Act of 2022. And they naively propose a devaluation of the U.S. dollar to promote exports without considering the ways in which cheapening the currency adversely affects manufacturing. 

“In 2021 and 2022, Biden proposed and Congress enacted the Bipartisan Infrastructure Act (BIA), the CHIPS and Science Act (CHIPS), and the Inflation Reduction Act (IRA). These ambitious new programs, combined with their explicitly pro-industrial policy rationales, were a big step forward,” the authors write. They worry that the $170 billion CHIPS Act wasn’t big enough: “The Act was a major advance, but the aid it provides, while sizeable, is dwarfed by that provided by Taiwan, Korea, and China.”

A graph of construction jobs

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The CHIPS Act subsidies prompted $450 billion in planned investments, according to the Semiconductor Industry Association, but the industry encountered crippling shortages of skilled labor, engineers, and infrastructure. The cost of building new industrial plants jumped by 30 percent in little more than a year, and unfilled construction job openings jumped to an all-time record in 2023. Plant openings by TSMC, Samsung, and other fabricators were delayed by years. Intel took $8.5 billion in subsidies under the CHIPS Act and shortly thereafter laid off 15,000 workers and cut capital expenditures by 20 percent.

The CHIPS Act turned out to be a horrible example of how industrial policy can go wrong. Apart from its shoddy implementation, Biden’s venture into industrial policy failed to encourage research into new semiconductor technologies that promise increases of computing speed by orders of magnitude. The authors discuss molecular electronics, which, if successful, will create circuits from individual molecules rather than silicon wafers, but do not mention the absence of support for such technologies in the CHIPS Act.

Perhaps the serried ranks of federal officials proposed by the authors would have foreseen these bottlenecks, but Fasteau and Fletcher did not. The term “skilled labor” appears just five times in the book and only once with reference to the United States. American manufacturers invariably cite the lack of skilled personnel as the single biggest constraint on expansion. A worker with a high school diploma and a year’s training can earn $60,000 a year operating a computer-controlled machine, but this work requires proficiency in high-school math (for example, trigonometry). Less than a quarter of American high school students are rated proficient, according to the Department of Education, and they aren’t looking for factory work.

The authors mention Germany’s apprenticeship system as an element of that country’s industrial policy, but are silent about the abysmal state of American secondary education. High schools used to teach industrial skills; I still have the draftsman set my father used at a Brooklyn public school before starting as a machinist’s apprentice at the Brooklyn Navy Yard. Nor do Fasteau and Fletcher mention that just seven percent of US undergraduates major in engineering, vs. a third in China, which now graduates 1.2 million engineers each year, vs. 200,000 in the United States. They provide detailed reports of university programs in quantum computing and nanotechnology, but ignore the biggest single problem now facing American industry.

The role of the military in promoting innovation is a central theme in their account. “The shadow of Mars is long,” they observe. “The Englishman Henry Bessemer,” who invented modern steelmaking, “had been trying to make a cannon strong enough to fire new rifled artillery shells.” They rightly draw attention to the national security imperative in inspiring innovation, but their account has an important lacuna.

A set of breakthroughs in the 1970s—optical networks, CMOS manufacturing of integrated circuits, and the Internet, among others—that launched the Digital Age. As former Deputy Secretary of Defense Bob Work explained:

In 1973, the Yom Kippur War provided dramatic evidence of advances in surface-to-air missiles, and Israel’s most advanced fighters, flown by the top pilots in the Middle East, if not among the world’s best, lost their superiority for at least three days due to a SAM belt. And Israeli armored forces were savaged by ATGMs, antitank guided munitions.

U.S. analysts cranked their little models and extrapolated that [if] the balloon went up in Europe’s central front and we had suffered attrition rates comparable to the Israelis, U.S. tactical air power would be destroyed within 17 days, and NATO would literally run out of tanks.

Vietnam fell two years later, and the American military went back to the drawing boards. By 1978, advances in chip manufacturing put into the cockpits of fighter planes computers that could run lookdown radar. By 1982, American avionics helped Israel to destroy the Syrian air force in the Beqaa Valley “turkey shoot.”

Their account of the role of the Defense Advanced Research Projects Agency (DARPA) and other government agencies in promoting industrial innovation is extensive, although it misses some decisive points.

Part of the problem is that federal R&D funding has shrunk as a share of government spending and GDP. “Federally funded R&D—the spending that generates fundamental technological breakthroughs—peaked at 1.9 percent of GDP in 1962, fell to 0.7 percent by 2020, and as of mid-2024 is only at the beginning of a possible turnaround,” they note. DARPA funding made possible Sergei Brin and Larry Page’s Google search algorithm, the voice recognition system later branded as Apple’s Siri, the Internet, the analog-to-digital transformation that enabled the smartphone, as well as GPS, stealth technology, night vision, smart weapons and a vast number of other innovations.

When the U.S. military is compelled to innovate as a matter of national security, it funds research at the frontier of physics. This puts technology in the hands of entrepreneurs who want to create new products. The Achilles’ heel of industrial policy is rent-seeking by corporations. When technology changes incrementally, industry easily corrupts the officials responsible for doling out federal money by offering them future employment. But when national security demands breakthroughs at the frontier of physics, entrepreneurs gain access to technology that challenges the existing business structure. That is what happened during the 1980s, when startups like Cisco, Intel, Apple, and Oracle became the new corporate giants.

Federal bureaucrats do a poor job of picking winners in the business world, and they don’t do a good job of forecasting technological breakthroughs, either. Although virtually every important innovation of the Digital Age began with DARPA funding, the most important of these inventions had little to do with the initial motivation for the project. An example related by Dr. Henry Kressel, the former head of RCA Labs, is the semiconductor laser: The military wanted to illuminate battlefields for night fighting. Kressel and his team took DARPA’s money and perfected a laser that could transmit vast quantities of information through optical cables, making the Internet possible. 

Maverick engineers with a mind of their own rather than federal planners discovered the most important innovations. The great corporate labs at RCA, IBM, GE, and the Bell System formed half of a public-private partnership, in which the government paid for basic research, but private capital took the risk of commercialization. 

Fasteau and Fletcher draw attention to America’s declining share of manufacturing in GDP and its widening trade deficit. They propose withdrawing from the World Trade Organization, rejecting any new free trade agreements, and raising tariffs, along with a devaluation of the U.S. dollar. They caution against disruptive, sudden action:

Tariff rate quotas and tariffs phased in over time should be used to nurture industries the U.S. is attempting to develop, is in danger of losing, or is trying to regain. For example, the federal government’s current $54 billion effort to rebuild U.S. capability in semiconductors should be supported by a staged tariff and quota policy. Said policy should track along with and protect the development of American production capacity, but not prematurely burden US users of advanced chips that domestic manufacturers are not yet capable of making.

Caution is called for indeed, given that we now import most of our capital goods. To reduce dependence on imports, we must invest in new capacity, which means increasing imports of capital goods for some years before replacing them with domestic production in the future. 

Less convincing is the authors’ plaidoyer for a cheap dollar. The steepest decline in manufacturing employment in U.S. history occurred during the 2000s while the US dollar’s real effective exchange rate fell sharply. That does not imply that a falling dollar caused the decline in employment, but rather that more important factors were at work. Perhaps the most important price point in capital-intensive investment is the cost of capital itself. Stable currencies generally are associated with a low cost of capital, because currency depreciation promotes inflation, and inflation adds both a surcharge and a risk premium to the cost of capital. 

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When corporations write investments off taxable income over years, inflation reduces the value of depreciation, and thus increases the effective corporate tax rate. For that matter, Fasteau and Fletcher praise Japan’s use of accelerated depreciation to promote investment, but have nothing to say about the subject as it might apply to the United States. Tax relief for investment might prove a more effective incentive for manufacturing investment than tariffs. 

Despite these flaws, Industrial Policy for the United States belongs in the library of every policymaker concerned about the state of U.S. industry. 

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Confessions of a Private Transportation Snob

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Confessions of a Private Transportation Snob

For me, the surest sign of the imminent arrival of autumn is not the changing light, the cooler temperatures, or the ads touting pumpkin-spice flavors. 

No, the pending change of seasons is surely marked by the arrival, in the mornings and in the afternoons, of school buses—as unique a sight as the “long shining line” of undergraduate-bearing station wagons that Don DeLillo wrote about so memorably in the opening pages of his novel White Noise.

Yet the sight of school buses does not inspire nostalgia in me as much as relief and even gratitude. Here I must admit one of the great blessings of my life: I have essentially no firsthand experience with school buses.

For the first few years of my educational career, my parents sent me to a private school that expected its students to be delivered by their parents each morning and picked up by their parents each afternoon. (In my three-decade-old recollection, I think my school eventually gained access to a single small school bus, but in my day it was mainly used for field trips.)

Back in the early 1990s, working moms were not the norm, at least among my peers, so it was entirely reasonable for my school to assume that they would be available for this chore. In fact, reflecting on it now, the expectation that moms would be available to drive their kids to and from school is not very different—or any more outrageous—than the expectation that moms would serve their kids breakfast: Each is well within the mainstream of parental duties, but neither is any longer assumed by the public-education bureaucracy. As the late, great National Review Washington editor Kate O’Beirne once said, discussing the “sacred cows” of the federal school breakfast and lunch programs on a Hudson Institute panel: “What poor excuse for a parent can’t rustle up a bowl of cereal and a banana?”

I digress.

In my case, it was not my mother but my father who drove me to and from school every day through the second grade, and, to help pass the time on our daily sojourns, we would count the number of school buses we happened to pass en route to school. I cannot be certain of this, but I think we would remember the number counted from one day to the next. What can I say? I was 8 years old, and it amused me.

Even at that age, though, I recognized that being free to count school buses—rather than compelled to ride on one of them—made me one of the lucky ones: I was not among those unfortunate youngsters whose parents were so determined to acclimate them to the world that they not only subjected them to public schools but to a form of public transportation to get there. I knew I had it better sitting in the passenger seat of my parents’ Volvo (or whatever car we owned at that point) than sitting in what I assumed was a stuffy cauldron of loud, rude and raucous kids.

This may strike some as unbearably elitist, but I now see the real risks of parents relying on school buses: This teaches the child to depend on a public service for a basic need—surely a “lesson” that leads to increasing reliance on the state. I am not ignorant of practical considerations, but if a parent is really, truly unable to convey their offspring to school, why not make use of a carpool? That, at least, teaches the child to rely on friends and neighbors. And, if physically possible, the child simply walking to school would send the message that he can rely on himself. Better that than counting on the school bus driver.

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That Democratic vice presidential nominee Tim Walz toiled for so long in the public-education system is a cause for great worry: Walz presumably places great faith in teachers, football coaches, and, indeed, school bus drivers—a misplaced faith in public officials that ought to reside within the family unit. 

As for me, I was homeschooled starting in the third grade, so the entire school bus issue was rendered moot. I no longer counted them or paid much attention to them, though if I happened to hear one pull up on our street near the 3 o’clock hour, I said a tiny prayer of thanks that I was already home, happily reading a novel by John Updike or John Cheever or listening to CDs of Mussorgsky or Stravinsky, rather than lugging a heavy backpack off the bus.

In Whit Stillman’s movie Metropolitan, one character refers to “public transportation snobs”—people who see their use of buses or other means of public conveyance as a sign of their own virtue. I am the opposite. I see nothing inherently good or noble in the taking of a bus. To the contrary, I consider parents transporting their own kids to school to be a healthy sign of familial involvement in childrearing and an entirely salutary resistance to the state.

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