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Tuesday, 11 August 2026
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Written by Troy Williams

Democrats have often downplayed the presence of socialists within their ranks. However, the reality is that the Democratic Socialists of America is the largest socialist organization in the United States, with chapters in all 50 states. Furthermore, a CNN poll indicates that at least one-third of registered Democratic Party members identify as socialists, suggesting that socialist ideas are more deeply embedded in the party than some may acknowledge. With this significant percentage identifying as socialists, one might question the actual numbers.
The Democratic Socialists of America has several local chapters and organizing groups in North Carolina. One of the largest chapters in the state is the NC Triangle DSA, which serves Raleigh, Durham, Chapel Hill and the surrounding communities. Although DSA does not appear to have a direct presence in Fayetteville or Cumberland County, some of their ideas are clearly influencing our community. It is concerning to see responsible adults promoting anti-capitalistic rhetoric in an area that North Carolina has designated as a Tier 1 low-wealth county.
Anti-capitalists hold a variety of beliefs, which means that many people can find common ground with certain aspects of their philosophy. The main divide among them lies in the methods used to achieve specific goals and objectives. For instance, while the aim of reducing economic inequality by narrowing the wealth gap between the rich and the poor is commendable, the approach of bringing down the wealthy to assist the poor is not practical.
Many citizens likely support strengthening social safety nets to reduce poverty and economic insecurity, which aligns with mainstream socialist objectives. However, critics argue that capitalism is an important component of economic growth and improving living standards. Large corporations often exert significant influence over politics, labor markets and society, a phenomenon that some view as a normal cost of doing business.
Here are some clearer examples: We need data centers. While regulation is important, we must not try to hinder their development. We should also embrace new technology industries, including emerging drone manufacturers. Economic development should not be restricted to just restaurants and gas stations on every corner.
Can poverty be eradicated without capitalism? The short answer is no; no one has proven a reliable method for eliminating poverty without some form of market-based economic activity. While the idea of providing free resources may appeal to some, the concept of the "Robin Hood Syndrome"—taking from the rich to give to the poor—is fundamentally flawed and may even be considered morally wrong by some.
The government's role is not just to provide free resources. A more effective solution to poverty is allowing the working class to retain more of their earnings by reducing taxes.
Our community's greatest asset is our children, so let's invest in their future. Education is the most effective path out of poverty. As August approaches and students head back to school, let's show our support for them and the dedicated educators who are shaping America's future leaders. There's nothing to protest—only much to celebrate.
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Tuesday, 11 August 2026
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Written by John Hood

Fred Astaire is one of my favorite entertainers of all time. For one of his later films, the romance Daddy Long Legs (1955), Johnny Mercer wrote Astaire a fantastic song entitled “Something’s Gotta Give” that has since become an often-covered American standard. “When an irresistible force such as you meets an old immovable object like me,” the song begins, “you can bet just as sure as you live — something’s gotta give, something’s gotta give, something’s gotta give.”
When it comes to romance, perhaps so. When it comes to funding highways and streets, definitely so.
The irresistible force in question is North Carolina’s continued growth and development. Over the past decade and a half, few states have attracted more net migration than ours. According to the latest Census Bureau data, the population of the Tar Heel State grew by 145,907 last year — a larger gain than all but two states (Texas gained 391,243 residents and Florida 196,690). Adjusting for preexisting population, the number of North Carolinians grew by 1.3% last year, faster than all but South Carolina (1.5%) and Idaho (1.4%).
With more people comes more workers, consumers, creators, taxpayers — and travelers. Increases in highway usage aren’t proportional, of course. Only some North Carolinians are daily commuters. Others work remotely or part-time, or are students, caretakers, or retirees. People increasingly do some of their shopping, playing, and congregating online. But to say demand for highway use in the 21st century doesn’t rise in direct proportion to population growth is not to say it doesn’t rise it all. Newcomers are still moving around, mostly on powered wheels. And shopping online for clothes, gifts, household supplies, and food doesn’t eliminate the need to deliver most of these goods by car or truck.
In other words, so long as North Carolina remains an attractive place to live, work, invest, and rear children, highway usage will go up.
As is now evident in Raleigh, Charlotte, Wilmington, and other fast-growing cities, however, there is a seemingly immovable object in the way: an outmoded system for building and financing roadways. In a recent cover story, Triangle Business Journal reported on a troubled project just outside my office window: a planned widening of Six Forks Roads near Raleigh’s North Hills development. Initially projected in 2020 to cost $31 million, its price tag had tripled to $93 million by the time it was nixed in 2025.
One reason was the skyrocketing cost of the asphalt cement used in North Carolina’s road projects. From 2020 to 2026, it increased 55%. The cost of other imported materials shot up, too, as did land-acquisition and labor costs.
Competing bidders, supply constraints, tariffs, threats to shipping through the Red Sea and Persian Gulf — all are factors. But so is the longstanding mismatch, in North Carolina and most other places, between the demand for new capacity and the revenue required to meet it. As vehicles grow increasingly fuel-efficient or electrified, states collect few fuel-tax dollars per mile traveled. As motorists hold onto their vehicles for more years, states collect fewer taxes on auto sales.
To say state policymakers have ignored the conflict between rising demand and inadequate supply would be grossly unfair. Over time, the General Assembly has raised the motor-fuels tax, significantly reduced diversions of its proceeds to non-highway programs, redirected sales-tax revenues from auto parts to the Highway Fund, and changed the way the Department of Transportation sets priorities for highway construction and maintenance.
North Carolina is one of the best stewards of highway dollars in the United States, according to annual rankings by the Reason Foundation. Among the country’s 10 most-populous states, only Georgia fares better. Admittedly, some may deem this a form of damning by faint praise, given the competition. Other big states such as Illinois (37th), New York (47th), and California (49th) are transportation basket cases.
But our reforms haven’t gone far enough. Demand continues to rise. Our revenue and construction systems can’t keep up. Something’s gotta give.
Editor’s Note: John Hood is a John Locke Foundation board member. His books Mountain Folk, Forest Folk, and Water Folk combine epic fantasy with American history (FolkloreCycle.com).