Search Results for: economy

Longreads Member Pick: The Offline Wage Wars of Silicon Valley

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For this week’s Longreads Member Pick, we’re excited to share a story from Next City’s Forefront magazine, by journalist Nona Willis Aronowitz. Aronowitz looks at the story behind the minimum wage increase in San Jose, which jumped to $10 per hour from $8 per hour after the city’s residents voted for the increase last November—”the single largest minimum-wage jump in the nation’s history.” Aronowitz explains:

“A few months ago, I started to notice that journalists were totally obsessed with Silicon Valley’s income gap. In voyeuristic detail, they described oblivious 22-year-olds buying $5,000 bicycles and renting $3,000 studios and farming out the simplest tasks to worker bees with the click of an app. Meanwhile, the working class—the people on the other end of TaskRabbit and dry cleaning bills—were mostly painted in broad strokes as powerless casualties of this contemporary gold rush.

“When I heard that a few students at San Jose State, mostly working class women of color, had sparked a campaign to raise the minimum wage, I immediately realized that the $48 artisanal fried chicken of Silicon Valley had come home to roost. These kids were living in an exaggerated microcosm of what had pissed off Occupy Wall Street so much, and unlike that poor documentary filmmaker getting evicted in San Francisco, they weren’t impotent bystanders. They were fighting. This piece doesn’t tell a tale of a seamless victory; these activists were juggling kids, classes, campaigning, and their own minimum wage jobs, sometimes unsuccessfully. But their story is an important counterpoint to the implication that the widening of the wealth gap, happening everywhere, is simply inevitable.”

‘Like Being in Prison with a Salary’: The Secret World of the Shipping Industry

Longreads Pick

An excerpt from Rose George’s new book, Ninety Percent of Everything on the current state of the shipping industry, which often gets underreported despite it driving our global economy:

“Yet the invisibility is useful, too. There are few industries as defiantly opaque as shipping. Even offshore bankers have not developed a system as intricately elusive as the flag of convenience, under which ships can fly the flag of a state that has nothing to do with its owner, cargo, crew, or route. Look at the backside of boats and you will see home ports of Panama City and Monrovia, not Le Havre or Hamburg, but neither crew nor ship will have ever been to Liberia or Mongolia, a landlocked country that nonetheless has a shipping fleet. For the International Chamber of Shipping, which thinks ‘flags of convenience’ too pejorative a term (it prefers the sanitized ‘open registries’), there is ‘nothing inherently wrong’ with this system. A former U.S. Coast Guard commander preferred to call it ‘managed anarchy.'”

Published: Aug 25, 2013
Length: 16 minutes (4,213 words)

‘Like Being in Prison with a Salary’: The Secret World of the Shipping Industry

Photo by cseeman

Rose George | Metropolitan Books | August 2013 | 17 minutes (4,213 words)

 

The following is the opening chapter of Rose George’s new book, Ninety Percent of Everything. Our thanks to the author for sharing it with the Longreads community.

* * *

Friday. No sensible sailor goes to sea on the day of the Crucifixion or the journey will be followed by ill-will and malice. So here I am on a Friday in June, looking up at a giant ship that will carry me from this southern English port of Felixstowe to Singapore, for five weeks and 9,288 nautical miles through the pillars of Hercules, pirate waters, and weather. I stop at the bottom of the ship’s gangway, waiting for an escort and stilled and awed by the immensity of this thing, much of her the color of a summer-day sky, so blue; her bottom is painted dull red, her name—Maersk Kendal—written large on her side.

There is such busyness around me. Everything in a modern container port is enormous, overwhelming, crushing. Kendal, of course, but also the thundering trucks, the giant boxes in many colors, the massive gantry cranes that straddle the quay, reaching up ten stories and over to ships that stretch three football pitches in length. There are hardly any humans to be seen. When the journalist Henry Mayhew visited London’s docks in 1849, he found “decayed and bankrupt master butchers, master bakers, publicans, grocers, old soldiers, old sailors, Polish refugees, broken-down gentlemen, discharged lawyers’ clerks, suspended Government clerks, almsmen, pensioners, servants, thieves.” They have long since gone. This is a Terminator terminal, a place where humans are hidden in crane or truck cabs, where everything is clamorous machines.

It took me three train journeys to reach Felixstowe from my northern English home. On one train, where no seats were to be had, I swayed in the vestibule with two men wearing the uniform of a rail freight company. I’m about to leave on a freighter, I said, but a ship. They looked bewildered. A ship? they said. “Why on earth do you want to go to sea?”

Why on earth.

I am an islander who has never been maritime. I don’t sail or dive. I swim, although not in terrifying oceans. But standing here in the noise and industry, looking up almost two hundred feet—higher than Niagara Falls— to the top of Kendal, I feel the giddiness of a Christmas morning child. Some of this is the rush of escape, for which I had reasons. Some is the pull of the sea. And some comes from the knowledge that I am about to embark to a place and space that is usually off-limits and hidden. The public is not allowed on a ship like this, nor even on the dock. There are no ordinary citizens to witness the workings of an industry that is one of the most fundamental to their daily existence. These ships and boxes belong to a business that feeds, clothes, warms, and supplies us. They have fueled if not created globalization. They are the reason behind your cheap T-shirt and reasonably priced television.

But who looks behind a television now and sees the ship that brought it? Who cares about the men who steered your breakfast cereal through winter storms? How ironic that the more ships have grown in size and consequence, the less space they take up in our imagination. The Maritime Foundation, a charity that promotes seafarer matters, recently made a video called Unreported Ocean. It asked the residents of Southampton, a port city in England, how many goods are transported by sea. The answers were varied but uniformly wrong. They all had the interrogative upswing of the unsure.

“Thirty-five percent?”

“Not a lot?”

The answer is, nearly everything. Sometimes on trains I play a numbers game. A woman listening to headphones: 8. A man reading a book: 15. The child in the stroller: at least 4 including the stroller. The game is to reckon how many of our clothes and possessions and food products have been transported by ship. The beads around the woman’s neck; the man’s iPhone and Japanese-made headphones. Her Sri Lanka–made skirt and blouse; his printed-in-China book. I can always go wider, deeper, and in any direction. The fabric of the seats. The rolling stock. The fuel powering the train. The conductor’s uniform; the coffee in my cup; the fruit in my bag. Definitely the fruit, so frequently shipped in refrigerated containers that it has been given its own temperature. Two degrees Celsius is “chill” but 13 degrees is “banana.”

Trade carried by sea has grown fourfold since 1970 and is still growing. In 2011, the 360 commercial ports of the United States took in international goods worth $1.73 trillion, or eighty times the value of all U.S. trade in 1960. There are more than one hundred thousand ships at sea carrying all the solids, liquids, and gases that we need to live. Only six thousand are container vessels like Kendal, but they make up for this small proportion by their dizzying capacity. The biggest container ship can carry fifteen thousand boxes. It can hold 746 million bananas, one for every European on one ship. If the containers of Maersk alone were lined up, they would stretch eleven thousand miles or nearly halfway around the planet. If they were stacked instead, they would be fifteen hundred miles high, 7,530 Eiffel Towers. If Kendal discharged her containers onto trucks, the line of traffic would be sixty miles long.

Trade has always traveled and the world has always traded. Ours, though, is the era of extreme interdependence. Hardly any nation is now self-sufficient. In 2011, the United Kingdom shipped in half of its gas. The United States relies on ships to bring in two thirds of its oil supplies. Every day, thirty-eight million tons of crude oil sets off by sea somewhere, although you may not notice it. As in Los Angeles, New York, and other port cities, London has moved its working docks out of the city, away from residents. Ships are bigger now and need deeper harbors, so they call at Newark or Tilbury or Felixstowe, not Liverpool or South Street. Security concerns have hidden ports further, behind barbed wire and badge wearing and keep out signs. To reach this quayside in Felixstowe, I had to pass through several gatekeepers and passport controllers, and past radiation-detecting gates often triggered by naturally radioactive cargo such as cat litter and broccoli.

It is harder to wander into the world of shipping, now, so people don’t. The chief of the British navy—who is known as the First Sea Lord, although the army chief is not a Land Lord—says we suffer from “sea blindness” now. We travel by cheap flights, not ocean liners. The sea is a distance to be flown over, a downward backdrop between takeoff and landing, a blue expanse that soothes on the moving flight map as the plane jerks over it. It is for leisure and beaches and fish and chips, not for use or work. Perhaps we believe that everything travels by air, or magically and instantaneously like information (which is actually anchored by cables on the seabed), not by hefty ships that travel more slowly than senior citizens drive.

You could trace the flight of the ocean from our consciousness in the pages of great newspapers. Fifty years ago, the shipping news was news. Cargo departures were reported daily. Now the most necessary business on the planet has mostly been shunted into the pages of specialized trade papers such as Lloyd’s List and the Journal of Commerce, fine publications but out of the reach of most, when an annual subscription to Lloyd’s List costs more than $2,000 a year. In 1965, shipping was so central to daily life in London that when Winston Churchill’s funeral barge left Tower Pier to travel up the Thames, it embarked in front of dock cranes that dipped their jibs, movingly, with respect. The cranes are gone now or immobile, garden furniture for wharves that house costly apartments or indifferent restaurants.

Humans have sent goods by water for four thousand years. In the fifteenth century BC, Queen Hatshepsut of Egypt sent a fleet to the Land of Punt and brought back panther skins and ebony, frankincense and dancing pygmies. Perhaps Hatshepsut counts as the first shipping tycoon, before the Romans, Phoenicians, and Greeks took over (she was certainly the only Egyptian queen who preferred to be called king). Shipping history is full of such treats and treasures. Cardamom, silk, ginger, and gold, ivory and saffron. The Routes of Spice, Tea, and Salt, of Amber and Incense. There were trade winds, sailor towns and sails, chaos and color. Now there are freight routes, turnarounds, and boxes, and the cool mechanics of modern industry, but there is still intrigue and fortune. Maersk ships travel regular routes named Boomerang and Yo Yo (from Australia and Yokohama), or the Bossa Nova and Samba around South America. There are wealthy tycoons still, Norse, Greek, and Danish, belonging to family companies who maintain a level of privacy that makes a Swiss banker seem verbose. Publicly listed shipping companies are still a minority. Even shipping people admit that their industry is clubby, insular, difficult. In this business, it is considered normal that the official Greek shipowners’ association refuses to say how many members it has, because it can.

Maersk is different. It must be, because it is letting me onto a working ship, usually barred to ordinary citizens. Even Maersk officers are no longer permitted to take family members to sea because of concerns about safety from pirates. But Maersk is known for risks, at least in the places where its name is known at all, which is in shipping and Denmark. I find Maersk fascinating. It is the Coca-Cola of freight with none of the fame. Its parent company A. P. Møller– Maersk is Denmark’s largest company, its sales equal to 20 percent of Denmark’s GDP; its ships use more oil than the entire nation. I like the fact that Maersk is not a household name outside the pages of Lloyd’s List; that it has an online store selling Maersk-branded T-shirts and cookie tins called Stargate, after the company symbol of a seven-point star, white on a background of Maersk Blue, a distinct color that can be created from a Pantone recipe. The star has seven points, goes an employee joke, because they work seven days a week. I like that Maersk is a first name. It’s like a massive global corporation named Derek. For much of recent history the company was run by Arnold Maersk McKinney Møller, son of the founder, a pleasingly eccentric patriarch who worked until he died in 2012 at age ninety-eight. Mr. Møller was known for his firm control of his firm; for walking up five flights of stairs to his office, although when he reached ninety-four he allowed his driver to carry his briefcase; for being one of only three commoners to receive Denmark’s Order of the Elephant; and for driving around Copenhagen in a modest car although he was one of the two richest people in Denmark. The other inherited Lego.

Reuters, in a profile of Maersk, describes it as “active primarily in the marine transportation sector.” Behind that “primarily” are multitudes. Founded in 1904 with one ship named Svendborg, Maersk—through its subsidiary Maersk Line—now operates the largest container shipping company in the world, with a fleet of six hundred vessels. It also has the vast and dizzying interests of a global corporation. It is active in 130 countries and has 117,000 employees. It is looking for and drilling for oil and gas in Denmark, Angola, Brazil, Greenland, Qatar, Algeria, Norway, Iraq, the United States, and Kazakhstan. If you have visited Denmark, you have probably shopped in a Maersk-owned supermarket. You can save in a Maersk-owned bank. The list of its companies and subsidiaries is twelve pages long, double columns. Its revenues in 2011 were $60.2 billion, only slightly less than Microsoft’s. Microsoft provides the software that runs computers; Maersk brings us the computers. One is infamous. Somehow the other is mostly invisible.

This is remarkable, given the size of its ambition. Maersk is known for its experiments with economies of scale. Its E class ship (according to an internal classification system) Emma Maersk, built in 2005, excited the industry partly because she could carry at least fifteen thousand containers. Triple-E class ships, expected in 2014, will carry eighteen thousand and be able to fit a full-sized American football field, an ice-hockey arena, and a basketball court in their holds, if they care to. Emma was envied by naval architects and engineers, but her arrival in Felixstowe in December 2006 also caught the public imagination. With her 150 tons of New Zealand lamb and 138,000 tins of cat food, she carried 12,800 MP-3 players, 33,000 cocktail shakers, and 2 million Christmas decorations; she became SS Santa, come to call.

SS Santa demonstrated more than industrial hubris. She also proved how little an ordinary citizen understands about shipping. For two weeks afterward, Felixstowe received calls from people wanting to know if she was still in port. She had come and gone in twenty-four hours. I have met well-meaning men—and too few women—in boardrooms across London and New York who complain about this ignorance. They want a more visible image for an industry that in the UK alone employs 634,900 people, contributes £8.45 billion in taxes, and generates 2 percent of the national economy, more than restaurants, takeaway food, and civil engineering combined, and only just behind the construction industry. They despair that shipping draws attention only with drama and disaster: a cruise ship sinking, or an oil spill and blackened birds. They would like people to know the names of the Wec Vermeer, arrived from Leixões and heading for Rotterdam, or the Zim Genoa, due in from Ashdod, not just Exxon Valdez and Titanic. They provide statistics showing that the dark days of oil spills are over. Between 1972 and 1981, there were 223 spills. Over the last decade there were 63. Each year, a shipping publicist told me, “More oil is poured down the drain by mechanics changing their engine oil than is spilled by the world’s fleet of oil tankers.”

Yet the invisibility is useful, too. There are few industries as defiantly opaque as shipping. Even offshore bankers have not developed a system as intricately elusive as the flag of convenience, under which ships can fly the flag of a state that has nothing to do with its owner, cargo, crew, or route. Look at the backside of boats and you will see home ports of Panama City and Monrovia, not Le Havre or Hamburg, but neither crew nor ship will have ever been to Liberia or Mongolia, a landlocked country that nonetheless has a shipping fleet. For the International Chamber of Shipping, which thinks “flags of convenience” too pejorative a term (it prefers the sanitized “open registries”), there is “nothing inherently wrong” with this system. A former U.S. Coast Guard commander preferred to call it “managed anarchy.”

Danish-owned Kendal has also flagged out, but to the national registry of the United Kingdom. On her monkey deck she flies the Red Ensign, the British maritime Union flag. This makes her a rarity. After the Second World War, the great powers in shipping were Britain and the United States. They had ships and supplied men to sail them. In 1961 the United Kingdom had 142,462 working seafarers. The United States owned 1,268 ships. Now British seafarers number around 24,000. There are fewer than one hundred ocean going U.S.-flagged ships. Only 1 percent of trade at U.S. ports travels on an American-flagged ship, and the U.S. fleet has declined by 82 percent since 1951. Who in western Europe or America now knows a working seafarer? At a nautical seminar held on a tall ship—a proper old sailing vessel—in Glasgow, a tanker captain told a story that got laughs, but it was sad. When online forms offer him drop-down options to describe his career, he selects “shipping” and is then given a choice. DHL or FedEx?

* * *

Two men have descended from Kendal to fetch me. They look Asian and exhausted, so they are typical crew. The benefits of flagging out vary according to registry, but there will always be lower taxes, more lenient labor laws, no requirement to pay expensive American or British crews who are protected by unions and legislation. Now the citizens of rich countries own ships—Greece has the most, then Japan and Germany—but they are sailed by the cheap labor of Filipinos, Bangladeshis, Chinese, Indonesians. They are the ones who clean your cruise cabin and work in the engine room, who bring your gas, your soybeans, your perfumes and medicine.

Seafaring can be a good life. And it can go wrong with the speed of a wave. On paper, the seas are tightly controlled. The Dutch scholar Grotius’s 1609 concept of mare liberum still mostly holds: a free sea that belongs to no state but in which each state has some rights. The United Nations Convention on the Law of the Sea (UNCLOS) is known as the umbrella convention. Its 320 articles, excluding annexes, aim to create “a legal order for the seas and oceans which will facilitate international communication, and will promote the peaceful uses of the seas and oceans, the equitable and efficient utilization of their resources, the conservation of their living resources, and the study, protection and preservation of the marine environment.” Nations that have ratified the convention (the United States has not, not liking its deep-sea mining stipulations) have a right to a twelve-mile boundary from their coastline and also to a two-hundred-mile “exclusive economic zone.” Beyond that is the high sea. The International Maritime Organization, a UN agency, has passed dozens of regulations and amendments since the 1940s to regulate ships, crews, and safety, more than most other UN agencies. The International Labour Organization looks out for seafarers’ rights. For boundary disputes there is an International Tribunal on Maritime Law.

But the sea dissolves paper. In practice, the ocean is the world’s wildest place, because of both its fearsome natural danger and how easy it is out there to slip from the boundaries of law and civilization that seem so firm ashore. TV crime dramas now frequently use ports as a visual shorthand for places of criminal, suspicious activity. I don’t know why they don’t just go out to sea. If something goes wrong in international waters, there is no police force or union official to assist. Imagine you have a problem while on a ship. Who do you complain to, when you are employed by a Manila manning agency on a ship owned by an American, flagged by Panama, managed by a Cypriot, in international waters?

Imagine you are a nineteen-year-old South African woman named Akhona Geveza, fresh out of maritime college, the first in your family to reach higher education, the household earner and hope. In January 2010, you go to sea as a deck cadet—an apprentice navigator—on a good ship run by a good company, the Safmarine Kariba. Six months later, your shipmate reports to the captain that you have been raped by the Ukrainian first officer. He summons you and the officer to his cabin the next day, as if an alleged rape is a regular human resources matter. But you don’t turn up, because you are already dead in the sea off Croatia. The Croatian police subsequently concluded Akhona had committed suicide. She had been in a relationship that was “consensual but rough.” An internal inquiry by Safmarine also concluded suicide and found no evidence of harassment or abuse. And that, according to sea law, was all that could be demanded.

Reporters from South Africa’s Sunday Times then interviewed other cadets from the same maritime school. They found two had been made pregnant by senior officers, two male cadets raped, and a widespread atmosphere of intimidation. A female cadet said embarking on a ship was like being dropped in the middle of a game park. “When we arrived,” another said, “we were told that the captain is our god; he can marry you, baptize you, and even bury you without anybody’s permission. We were told that the sea is no-man’s-land and that what happens at sea stays at sea.”

Other workers and migrants have hard lives. But they have phone lines and Internet access, unlike seafarers. They have union representatives, a police force, all the safety nets of society. Even in space, astronauts are always connected to mission control. Only 12 percent of ship crew have freely available Internet access at sea. Two-thirds have no access at all. Cell phones don’t work either. Lawyers who fight for seafarers’ rights describe their clients as moving targets who work in no-man’s-lands. They describe an industry that is global but also uniquely mobile, and difficult to govern, police, or rule. They are careful to say that most owners are scrupulous, but for the unscrupulous ones there is no better place to be than at sea. For the International Transport Workers’ Federation (ITF), a global union representing four million seafarers, the maritime and fishing industries “continue to allow astonishing abuses of human rights of those working in the sector… Seafarers and fishers are routinely made to work in conditions that would not be acceptable in civilized society.” If that sounds like typically combative union rhetoric, ITF will point to, for a start, the $30 million they recovered in 2010 of wages unpaid to seafarers who had earned them, and the year before was the same. The blankness of that blue sea on our maps applies to the people who work on it, too. Buy your fair-trade coffee beans by all means, but don’t assume fair-trade principles govern the conditions of the men who fetch it to you. You would be mistaken.

In 1904, the great Norwegian-American seafarer unionist Andrew Furuseth—known as Lincoln of the Sea for his cheekbones and achievements—was threatened with prison for violating an injunction during a strike. “You can throw me in jail,” he responded, “but you can’t give me narrower quarters than, as a seaman, I’ve always lived in; or a coarser food than I’ve always eaten, or make me lonelier than I’ve always been.” More than a century on, seafarers still regularly joke that their job is like being in prison with a salary. That is not accurate. When the academic Erol Kahveci surveyed British prison literature while researching conditions at sea, he found that “the provision of leisure, recreation, religious service and communication facilities are better in U.K. prisons than… on many ships our respondents worked aboard.”

The International Maritime Organization once published a brochure about shipping entitled “A Safe and Friendly Business.” Shipping has certainly become safer, but not always friendlier to humans or the planet. This safe and friendly business emits as many greenhouses gases as airplanes but is only just being regulated, decades after gas became lead-free and short-haul flights an ethical issue. In this safe and friendly business, at the moment I embark, 544 seafarers are being held hostage by Somali pirates. I try to translate that into other transport industries; 544 bus drivers, or 544 cabdrivers, or nearly two jumbo jets of passengers, mutilated and tortured for years. When thirty-three Chilean miners were trapped underground for sixty-nine days in 2010, there was a media frenzy. Fifteen hundred journalists went to Chile and, even now, the BBC news website maintains a special page on their drama, long after its conclusion. The twenty-four men on MV Iceberg held captive for a thousand days were given no special page and nothing much more than silence and disregard.

* * *

The men from Kendal are ready to go. They advise me to hold the gangway rail tightly: One hand for you, Miss, and one for the ship. I have traveled plenty and strangely on land: to Saddam Hussein’s birthday party in Tikrit, to Bhutanese football matches blessed by Buddhist monks, down sewers and through vast slums in great cities. I look at the gangway, leading up four stories of height, my portal to thirty-nine days at sea, six ports, two oceans, five seas, and the most compellingly foreign environment I’m ever likely to encounter. Lead on, able seamen. I will follow.

* * *

From Ninety Percent of Everything, Metropolitan Books, copyright 2013 Rose George.

 

Post-Scarcity Economics

Longreads Pick

Our world is increasingly automated, so what exactly will drive our economy, our jobs, and consumer demand into the next century?

“We live like gods, and we don’t even know it.

“We fly across oceans in airplanes, we eat tropical fruit in December, we have machines that sing us songs, clean our house, take pictures of Mars. Much the total accumulated knowledge of our species can fit on a hard drive that fits in our pocket. Even the poorest among us own electronic toys that millionaires and kings would have lusted for a decade ago. Our ancestors would be amazed. For most of our time on the planet, humans lived on the knife-edge of survival. A crop failure could mean starvation and even in good times, we worked from sun up to sundown to earn our daily bread. In 1600, a typical workman spent almost half his income on nourishment, and that food wasn’t crème brûlée with passion fruit or organically raised filet mignon, it was gruel and the occasional turnip. Send us back to ancient Greece with an AK-47, a home brewing kit, or a battery-powered vibrator, and startled peasants would worship at our feet.

“And yet we are not happy, we expected more, we were promised better. Our economy is a shambles, millions are out of work, and few of us think things are going to get better soon.”

Published: Jul 13, 2013
Length: 19 minutes (4,804 words)

Everything Is Rigged: The Biggest Price-Fixing Scandal Ever

Longreads Pick

What the Libor and ISDAfix scandals reveal about manipulation of the global economy by banks:

“All of these stories collectively pointed to the same thing: These banks, which already possess enormous power just by virtue of their financial holdings – in the United States, the top six banks, many of them the same names you see on the Libor and ISDAfix panels, own assets equivalent to 60 percent of the nation’s GDP – are beginning to realize the awesome possibilities for increased profit and political might that would come with colluding instead of competing. Moreover, it’s increasingly clear that both the criminal justice system and the civil courts may be impotent to stop them, even when they do get caught working together to game the system.”

Source: Rolling Stone
Published: Apr 26, 2013
Length: 15 minutes (3,927 words)

How the Trailer Park Could Save Us All

Longreads Pick

Manufactured homes in trailer parks could be an affordable way to house a growing number of seniors on a budget:

“Seniors who can live on their own cost the country relatively little—they even contribute to the economy. But those who move into nursing homes start to run up a significant tab—starting at $52,000 a year. People who are isolated and lonely end up in nursing homes sooner. Hence, finding ways to keep people living on their own, socially engaged, healthy, happy, and out of care isn’t just a personal or family goal—it’s a national priority. Among seniors’ living options, there is one we overlook: mobile homes. Time-tested, inhabited by no fewer than three million seniors already, but notoriously underloved, manufactured-homes can provide organic communities and a lifestyle that is healthy, affordable, and green, and not incidentally, fun. But in order to really see their charms, we need to change a mix of bad policies and prejudice.”

Published: Apr 22, 2013
Length: 23 minutes (5,775 words)

Multiplayer Game ‘Eve Online’ Cultivates a Most Devoted Following

Longreads Pick

A visit to Iceland and CCP Games, the company behind the sci-fi video game Eve Online. The game has grown to 500,000 users and $65 million in revenue:

“Economists have written dozens of papers celebrating the sophistication of Eve’s economy and the amazing level of industry among the players, who basically create everything within the game from scratch. ‘It feels like a real economy instead of one rigged by a gaming company,’ says Vili Lehdonvirta, a researcher at the London School of Economics who’s studied virtual games since 2004. ‘Since there’s no legal system, the economy resembles that of a developing nation where people trade based on trust and social relations.’

“The thought of Eve advancing economic teaching provides some measure of comfort for Icelanders who’ve grown to detest the presumed economic whizzes in the real world. Just down the road from the CCP headquarters, the Harpa, a giant glass opera house, glows in different colors at night. It symbolized Iceland’s banking boom. Now it may have to be torn down, because it’s too expensive for the country to maintain. CCP held its most recent Christmas party there.”

Source: Businessweek
Published: Apr 19, 2013
Length: 11 minutes (2,872 words)

Trickle-Down Feminism

Longreads Pick

A call for feminists to not forget their labor roots:

“While we debate the travails of some of the world’s most privileged women, most women are up against the wall. According to the Sargent Shriver National Center on Poverty Law, women make up just under half of the national workforce, but about 60 percent of the minimum-wage workforce and 73 percent of tipped workers. In the New York area, a full 95 percent of domestic workers are female. Female-dominated sectors such as retail sales, food service, and home health care are some of the fastest-growing fields in the new economy, and even in those fields, women earn less; women in the restaurant industry earn 83 cents to a man’s dollar.

“This is where most women spend their time, not atop the Googleplex. This is where feminists should be spending their time, too.”

Source: Dissent
Published: Jan 4, 2013
Length: 14 minutes (3,595 words)

Longreads Best of 2012: Howard Riefs

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Howard Riefs is a prolific Longreader and a communications consultant in Chicago.  


Best Series

This Land, Dan Barry, The New York Times   

“The dateline is Elyria, Ohio, a city of 55,000 about 30 miles southwest of Cleveland. You know this town, even if you have never been here. A place buffeted by time and the economy, a place where the expectations have been lowered, but not hopes for better days to come. A place where politicians, in this election year, say the American dream is still possible.”  


Best Profile

“We Are Alive,” David Remnick, The New Yorker 

“A bunch of songs later, after a run-through of the set-ending ‘Thunder Road,’ Springsteen hops off the stage, drapes a towel around his neck, and sits down in the folding chair next to me. “ ‘The top of the show, see, is a kind of welcoming, and you are getting everyone comfortable and challenging them at the same time,’ he says. ‘You’re setting out your themes. You’re getting them comfortable, because, remember, people haven’t seen this band. There are absences that are hanging there. That’s what we’re about right now, the communication between the living and the gone. Those currents even run through the dream world of pop music!’ ”    


Best Collection of Stories From a Writer in 2012

Thomas Lake, Sports Illustrated

“The Boy They Couldn’t Kill”

 “On Feb. 17, 2000, Rae Carruth’s attorney filed an answer to Saundra Adams in Mecklenburg District Court. It was one of the more brazen counterclaims in the annals of U.S. jurisprudence: a demand for permanent custody of Chancellor Lee Adams. ‘The Defendant,’ the filing read, ‘is a fit and proper person to exercise care, custody and control of the minor child and it is in the best interest and welfare of the minor child that his care, custody and control be vested with the Defendant at the conclusion of the Defendant’s legal proceedings.’

“No, it wasn’t enough that Saundra Adams had to spend 28 days watching her only child die. Had to watch her grandson spend the first six weeks of his life in a tangle of wires and machines. Had to become a single mother again at age 42. Had to hide from reporters day and night. Had to worry about more than $400,000 in medical bills that her descendants had racked up while fighting for their lives. None of that was enough. Now she would have to draw from the little time and energy and money she had left and fight to keep the sole remaining heir to the Adams name away from the man who had wanted him dead.”  

“The Legacy Of Wes Leonard”  

“After the autopsy, when the doctor found white blossoms of scar tissue on Wes Leonard’s heart, he guessed they had been secretly building there for several months. That would mean Wes’s heart was slowly breaking throughout the Fennville Blackhawks’ 2010—11 regular season, when he led them in scoring and the team won 20 games without a loss. It would mean his heart was already moving toward electrical meltdown in December, when he scored 26 on Decatur with that big left shoulder clearing a path to the hoop. It would mean his heart swelled and weakened all through January (25 against Hopkins, 33 against Martin) even as it pumped enough blood to fill at least 10 swimming pools.”

“Did This Man Really Cut Michael Jordan?”

“The most infamous roster decision in high school basketball history came down 33 years ago on the edge of tobacco country, between the Cape Fear River and the Atlantic Ocean, in an old town full of white wooden rocking chairs. The decision took physical form in two handwritten lists on a gymnasium door, simultaneously beautiful for the names they carried and crushing for the names they did not. A parade of fragile teenage boys passed by, stopping to read the lists, studying them like inscriptions in stone. Imagine these boys in the time of their sorting, their personal value distilled to a binary question, yes or no, and they breathe deeply, unseen storms gathering behind their ribs, below their hearts, in the hollows of fear and exhilaration.

The chief decision-maker loved those boys, which made his choice all the harder. He gave them his time seven days a week, whether they needed shooting practice at six in the morning or a slice of his wife’s sweet-potato pie. His house was their house and his old green Ford Maverick was their car and his daughter was their baby sister, and he liked the arrangement. He was tall and slender, like the longleaf pines that covered Cape Fear, and when he smiled in pictures, his dark eyes were narrow, hazy, as if he’d just awakened from a pleasant dream. His nickname, Pop, evoked some withered old patriarch, but Clifton Herring was only 26, one of the youngest varsity coaches in North Carolina, more older brother than father to his boys, still a better player than most of them. They’d never seen a shooter so pure. One day during practice he made 78 straight free throws.”  


Best Election Story

“Obama’s Way,” Michael Lewis, Vanity Fair

There are no wide-open spaces in presidential life, only nooks and crannies, and the front of Air Force One is one of them. When he’s on his plane, small gaps of time sometimes open in his schedule, and there are fewer people around to leap in and consume them. In this case, Obama had just found himself with 30 free minutes.

“What you got for me?” He asked and plopped down in the chair beside his desk. His desk is designed to tilt down when the plane is on the ground so that it might be perfectly flat when the plane is nose up, in flight. It was now perfectly flat. “I want to play that game again,” I said. “Assume that in 30 minutes you will stop being president. I will take your place. Prepare me. Teach me how to be president.”  


Best New Writer Discovery

“The Most Amazing Bowling Story Ever,” Michael J. Mooney, D Magazine   

“Most people think perfection in bowling is a 300 game, but it isn’t. Any reasonably good recreational bowler can get lucky one night and roll 12 consecutive strikes. If you count all the bowling alleys all over America, somebody somewhere bowls a 300 every night. But only a human robot can roll three 300s in a row—36 straight strikes—for what’s called a ‘perfect series.’ More than 95 million Americans go bowling, but, according to the United States Bowling Congress, there have been only 21 certified 900s since anyone started keeping track.

“Bill Fong’s run at perfection started as most of his nights do, with practice at around 5:30 pm. He bowls in four active leagues and he rolls at least 20 games a week, every week. That night, January 18, 2010, he wanted to focus on his timing.”  


Best Business Story

How Companies Learn Your Secrets,” Charles Duhigg, New York Times Magazine
 

“There are, however, some brief periods in a person’s life when old routines fall apart and buying habits are suddenly in flux. One of those moments — the moment, really — is right around the birth of a child, when parents are exhausted and overwhelmed and their shopping patterns and brand loyalties are up for grabs. But as Target’s marketers explained to Pole, timing is everything. Because birth records are usually public, the moment a couple have a new baby, they are almost instantaneously barraged with offers and incentives and advertisements from all sorts of companies. Which means that the key is to reach them earlier, before any other retailers know a baby is on the way. Specifically, the marketers said they wanted to send specially designed ads to women in their second trimester, which is when most expectant mothers begin buying all sorts of new things, like prenatal vitamins and maternity clothing. ‘Can you give us a list?’ the marketers asked.”  


Best Obligatory Stories from David Grann and Chris Jones

“The Yankee Comandante,” David Grann, The New Yorker

 “One day in the spring of 1958, while Morgan was visiting a guerrilla camp for a meeting of the Second Front’s chiefs of staff, he encountered a rebel he had never seen before: small and slender, with a face shielded by a cap. Only up close was it evident that the rebel was a woman. She was in her early twenties, with dark eyes and tawny skin, and, to conceal her identity, she had cut her curly light-brown hair short and dyed it black. Though she had a delicate beauty, she locked and loaded a gun with the ease of a bank robber. Morgan later said of a pistol that she carried, ‘She knows how to use it.’

“Her name was Olga Rodríguez.”  


“Animals,” Chris Jones, Esquire

“(Sargent Steve) Blake was parked near downtown Zanesville, sipping his coffee, when his radio crackled shortly after five o’clock, two hours into just another shift. ‘I had no idea that was going to be one of the worst calls of my life,’ he says. He flicked on his lights and sirens. Maybe ten minutes after five he was at the start of Thompson’s driveway, where the fence narrowed into a pipe gate, still locked in place. Deputy Jonathan Merry, an open-faced twenty-five-year-old, arrived only a minute or two after him. They stood at the bottom of the driveway and saw the bear, now circling down by the gate. The lion was farther up and to their right. Blake told Merry to go to the Kopchak house, the second house down the road, and take a statement from Dolores Kopchak. She might help them form a clearer picture of what they now faced, and clarity was important in a situation like this. He also told Merry that if the bear or the lion pushed its way through the fence, he should shoot it.

“Sam Kopchak could see across to the bottom of the driveway from the little window in the door to his tack room, tucked away in a corner of his barn. He saw the officers talking to each other and thought, They’re going to need more than two.”


Best Food Story

“Chicken of the trees,” Mike Sula, Chicago Reader 

“ ‘The favor of your company is requested,’ read the invitation, ‘for the most local of harvest meals.’ I sent this to a healthy mix of 30 eaters both adventurous and particular, and set a date. On the menu: juleps made with the mint growing from my compost pile, coconut curry simmered with the mysterious squash that had taken over the backyard, dinosaur kale, cornbread, and the main event: a thick burgoo, featuring ‘heirloom tomato, tree nut, and alley-fattened wild caught game.’

“I didn’t expect nearly all of the invitees to accept, but evidently curiosity about urban squirrel’s viability as a protein source isn’t merely a weird, solitary obsession. A few days before the event I defrosted and cut up the legs and saddles, seared them off in a pot, and deglazed it with Madeira, a la James Beard. I sauteed diced bacon, onions, and garlic, added homemade chicken stock and the squirrel pieces, and braised them slowly.”    

Best Stunt Story

“What Happens When A 35-Year-Old Man Retakes The SAT?” Drew Magary, Deadspin

“Many times, I had to skip a question because I couldn’t figure out the answer, and then I got that paranoia that’s unique to someone taking a standardized test. I became fearful that I had failed to skip over the question on my answer sheet. So every five seconds, I’d double-check my sheet to make sure I didn’t fill out my answers in the wrong slots. One time I did this, and so I had to erase the answers and move them all forward. Only I had a shitty eraser, which failed to erase my mark and instead smeared the mark all over the rest of my sheet.”

Read more guest picks from Longreads Best of 2012.

Longreads Best of 2012: Michael Hobbes

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Michael Hobbes lives in Berlin. His essays from his blog, Rottin’ in Denmark, were featured on Longreads this year. 


I read news when I want to be entertained. I read features when I want to learn something. Here’s nine articles I read this year that changed the way I look at the world, and made me wonder how I seem when it looks back.

“Diary of a Mad Fact-Checker,” James Pogue, Oxford American

It’s been a bad year for truth. From Mike Daisey and Jonah Lehrer to Rush Limbaugh and Mitt Romney, 2012 felt like a yearlong debate about the role of exaggeration, hyperbole, fact-checking and outright fabrication in the pursuit of an argument. Pogue’s piece, a kind of letter from the extreme-pedant end of the spectrum, illustrates how fidelity to facts can obscure the truth, and how embellishment can reveal it.

“Lost in Space,” Mike Albo, Narrative.ly

Maybe I only feel like I learned something from this essay because I’m in essentially the same position as Albo. I’ve been single for almost 10 years, and I’m realizing that if I had applied all the hours I’ve wasted on the promiscu-net to something useful, I could have knitted a quilt, learned French, mastered Othello and read all of Wikipedia by now.

If our society has learned anything from the first 20 years of internet access, it’s that looking for what you want isn’t always the best way to get it, and that getting it is a great way to stop wanting it. Albo’s essay couldn’t have been written by any gay man in America because they’re not as good at writing as he is, but I get the feeling it’s been lived by most of them.

“The Innocent Man,” Pamela Colloff, Texas Monthly

and

“The Caging Of America,” Adam Gopnik, The New Yorker

OK, so it’s not exactly earth-shattering news that America’s prison system is problematic and that “Texas justice” is an oxymoron. But this year brought a new impetus for action, partly due to new numbers (the widely reported stat that 1% of America’s population is incarcerated), legislative action (Obama’s plan to combat prison rape, scorchingly reported in the New York Review of Books) and, qualitatively but no less essentially, longform pieces like Gopnik’s and Colloff’s.

People are always quoting the MLK-via-Obama line “The arc of history is long, but it bends toward justice,” and articles like these—one a macro view of the problem, one micro—is what that bend looks like.

“Does Mitt Romney Have a Soul?” Wells Tower, GQ

It’s easy now to forget that this was an election year, and that we spent basically all of it squabbling, speculating and pontificating about its outcome, which we now say we knew all along.

Most election reporting is disposable, either gaffe play-by-plays (“Binders Full of Women: Interactive Timeline”), instantly obsolete hypotheticals (What if Romney picks Christie for VP?) or politically orchestrated profiles (“Obama’s audacious plan to save the middle class from Libyan airstrikes”). If you remember these articles past ctrl+w, it’s only until events catch up, and then they poof out of your consciousness forever.

Towers’s Romney profile is one of the few still worth reading after the election. Nominally a standard “let’s hang out in the campaign bus!” piece, it transcends its premise by capturing the conflicting forces tugging at the hem of the Republican party, and how Romney’s sheer empty-vesselness managed to please, and displease, everyone at once.

“Gangnam Style, Dissected: The Subversive Message Within South Korea’s Music Video Sensation,” Max Fisher, The Atlantic

Maybe it’s just the ubiquity of its subject, now the most-viewed-ever video on YouTube, but no article stuck with me this year quite like Fisher’s. In a culture that strains to call itself postracial, sharing “Gangnam Style” on Twitter and Facebook was a safe, quiet way to shout ‘look how weird Koreans are!’ and invite your friends to gawk alongside you.

According to Fisher, “Gangnam” isn’t an expression of Korean culture, but a satire of it. Psy was saying the same thing we spectators were, only in a visual language (and, obviously, a verbal one) we couldn’t understand. He was laughing at his culture too, he just had no idea how easy it was to get the rest of the world to join him.

“The Truck Stop Killer,” Vanessa Veselka, GQ

It’s all in the execution, they say, and nothing demonstrated that this year better than Veselka’s harrowing investigation into whether the guy who kidnapped and then released her on the side of the road in 1985 was a serial killer.

She never finds the answer to her question. But who cares! It’s a great piece, super interesting, suspenseful, creepy, introspective in all the right places. We all know that compelling stories don’t always need happy endings. In this case, it doesn’t need one at all.

“The Bloody Patent Battle Over A Healing Machine,” Ken Otterbourg, Fortune

and

“How the U.S. Lost Out on iPhone Work,” Charles Duhigg and Keith Bradsher, New York Times

I admit it: I have no idea how the international economy works. I used to feel about this the way I feel about not being able to describe asexual reproduction, or the Spanish Civil War, or how to grow tomatoes. I can see why somebody’s got to do it, I just can’t see why it’s got to be me.

Since the 2008 crash, though, knowledge of economics has gone from nice to have to can’t miss, and things like competitiveness, productivity and efficiency have taken a place in politics previously reserved for life-and-deathers like sports doping and the Ground Zero Mosque.

Patent trolling and outsourced manufacturing aren’t the only issues facing the US economy, of course, but both these articles demonstrate how businesses, governments and consumers have made the wrong thing too easy, and how the hard thing might not be the way back.

Read more guest picks from Longreads Best of 2012.