Death of an Economist

No economist influenced the economics profession in the second half of the twentieth century as much as Paul Samuelson, who died Sunday at the age of 94. As the New York Times noted, “Samuelson was credited with transforming his discipline from one that ruminates about economic issues to one that solves problems, answering questions about cause and effect with mathematical rigor and clarity.”

Unfortunately, Samuelson’s influence was not as positive as the Times would have it. Samuelson turned economics from a social science that tried to figure out how the world worked into an pseudo-science that tried to turn the world into a mathematical model — a model that failed to account for the realities of individual human desires, incentives, and diversity. As a result, by 1960, economists, politicians, and would-be central planners were misled into viewing the economy as a machine that could be controlled by pulling levers, i.e, passing laws, issuing regulations, and setting tax and discount rates.

The economy is not a machine. As Michael Rothschild showed in his book, Bionomics, the economy is more like an ecosystem. One implication is that the economy is so complex that, when you pull a lever (pass a law, issue a regulation, create a tax), the unintended consequences are likely to be far greater (and far more negative) than the intended ones.

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Climate as an Indicator of Faith in Government

The Antiplanner wrote last Friday’s post in a rush after four days of dealing with near-record low temperatures, so it was probably a bit jumbled. Yet it set off a healthy debate that was both polite and instructive. So let’s continue a bit further.

On Sunday, Chris Matthews asked his guests — Dan Rather, Kelly O’Donnell, Helene Cooper, and Andrew Ross Sorkin — why it is that roughly 80 percent of liberals believe we need climate change legislation while 80 percent of conservatives don’t. Since Matthews and all of his guests are liberals who believe we need climate change legislation, they couldn’t figure it out.

The answer, as I was trying to get across last Friday, is that liberals believe government is good and they want more of it. The climate issue is just one more excuse to justify a bigger government. Conservatives believe government is bad and they want less of it. So, even those who agree that anthropogenic climate change is real are not going to accept that government has a role to play in solving the problem.

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The Ideal Environmental Issue

There is some kind of meeting going on in Copenhagen this week. Most of what the Antiplanner might say about it has already been said by others, such as this article or this one.

Aside from these stories, one of the reasons I’ve always been skeptical of anthropogenic climate change is that it is tailor-made for a greedy environmental movement. I spent nearly two decades immersed in that movement, and during that time everyone seemed to be looking for the Ideal Issue that would win them the debate over whatever little piece of earth they were trying to save.

The Ideal Issue is one that appears scientifically valid but is actually scientifically irrefutable. The Ideal Issue represents a major crisis, but — like the end-of-the-world predictions made by religious prophets — not one that will happen soon enough that its failure to take place will prove the issue invalid. For some, the Ideal Issue was a true public good, which meant it could only be solved through massive government interventions.

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Dueling PowerPoint Shows

Last week, the Antiplanner engaged in a cordial debate with Chuck Kooshian of the Center for Clean Air Policy about whether smart growth — compact development combined with transit improvements — is a cost-effective way of reducing greenhouse gas emissions. You can watch the video below and download the slideshows used by Mr. Kooshian and the Antiplanner.

Mr. Kooshian made a good point in his rebuttal. The Antiplanner critiqued a study called Growing Cooler, which assumed that new cars built after 2020 would always average just 35 mpg, when much higher averages were possible and even likely. Mr. Kooshian pointed out that his own study assumed that new cars in 2030 would get 55 mph.
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Still, the Antiplanner pointed out, Mr. Kooshian’s study did not compare the cost-effectiveness of smart growth vs. even more fuel-efficient cars, and one MIT study estimated that building new cars average 69 would be cost-effective by 2030. Beyond this, I’ll let the video and presentations speak for themselves.

Off the Grid

When I was in DC last week, someone asked if my home in Oregon was off the grid. Not usually, but at 11 am today the power came back on after being out for about 30 hours.

Temperatures the night before last fell to 16 below zero, and the strain of numerous electric furnaces trying to compensate overwhelmed our local power coop. We made do with wood heat, cooked on the wood stove (which boils water and toasts bread a lot faster than electric appliances), and washed with water heated on the stove.
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About the only thing we missed was the Internet, and we didn’t miss that very much — my biggest regret was not being able to post to this blog. So here is my post for the day. Tomorrow I’ll get back to my usual rants.

Living the Dream

David Owen, a writer for the New Yorker, thinks that New York City is the greenest place in America. He urges everyone to live like New Yorkers do: smaller, closer, and driving less.

New Yorkers certainly drive less than other Americans. But that doesn’t necessarily mean they live greener. For one thing, their transit system uses lots of energy and the power for it emits lots of pollution and CO2. I haven’t reviewed Owen’s book, so I don’t know how much analysis went into his claim that New York is greener than elsewhere.

But here are two people who are living Owen’s dream: they own a 175-square-foot room that used to be the maid’s room of someone’s luxury apartment. They eat out for all of their meals, “store” their clothes at the dry cleaners (which must mean they have they dry cleaned every night — how green is that?), and look forward to the day when they can afford a Murphy bed so as to free up the one-third of their room that is devoted to a bed.

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The Antiplanner’s Library: The Panic of 1907

The U.S. economy had grown rapidly for more than a decade, and even seemed to absorb a major natural disaster in stride. But then an unpredictable event triggered a panic, and suddenly banks closed, stock prices collapsed, and the entire world economy went into turmoil.

The many parallels between the panic of 1907 and the crash of 2008 suggest that this book — written just before the recent turmoil — deserves a close reading. The authors — two professors at the University of Virginia business school — provide an hour-by-hour account of the collapse and how New York bankers, led by J.P. Morgan, responded. But the book also provides a broad view of the conditions that led to the panic and how policy makers can respond to such panics.

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Why Use Buses When Trains Cost So Much More?

Whenever the Antiplanner reads a news story such as this one, which tells how Amtrak’s Boston-to-Portland Downeaster train hit an automobile, I think, “There were only 48 people on that train. We’re subsidizing a train to carry just 48 people?”

Flickr photo by lazytom.

While the route of the Downeaster is 116 miles, it is considered a commuter train and was subsidized by the Federal Transit Administration, so it is in the National Transit Database. Amtrak timetables indicate the train makes five round trips each day (which means two train sets each make 2-1/2 round trips). The 2008 transit database reports that it carries an average of 492 passengers each weekday, and slightly more on Saturdays and Sundays. That means the average train carries about 50 people. Since not everyone goes the whole distance, the average number of people on board at any given time will be somewhat less.

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Climate Change About Behavioral Change

The Antiplanner is increasingly convinced that most believers in anthropomorphic climate change care less about saving the planet than they do about changing people’s behavior. Climate change is just an excuse for using the power of government to force such changes.

We can see this in the city of Portland’s Climate Action Plan, which is all about changing behavior. The plan aims to reduce per capita electricity usage by 25 percent and per capita driving by an unbelievable two-thirds by 2050.

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Getting Real About Transport Costs

The New Republic asks if our looming national debt will play a role in the coming transportation debate. The Antiplanner is counting on it.

“Ever-rising obligations outpaced gas tax collections and forced the federal government to twice infuse the highway trust fund with general fund revenues,” points out TNR. “In other words: Transportation no longer pays for itself.” Of course, those “ever-rising obligations” are entirely because Congress passed a bill in 2005 that authorized it to spend more than it was collecting in highway user fees (and 20 to 40 percent of that spending wasn’t on highways). And as for transportation no longer paying for itself, it never really did because it was too attractive as a form of pork barrel.

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