Privatize or Contract Out?

The Metropolitan Atlanta Rapid Transit Authority (MARTA) spends $50 million more than its peers on employee benefits, says KPMG in an audit of the agency. Reducing benefits to national average levels (easier said than done) and contracting out some services such as cleaning would allow MARTA to erase a $33 million deficit in its annual budget.

Comparing a transit agency to its peers is like criticizing a bank robber for stealing more than home burglars. The fact is that they are both ripping people off, and just because some are a bit less rapacious doesn’t make them any more morally correct.

Private jitney in direct competition with MARTA bus.

So the Antiplanner has a more aggressive agenda: complete privatization. Atlanta is one of the few cities that doesn’t outlaw private transit in competition with the public agency, and as a result it has a number of private jitneys that operate without subsidies and often charge riders less than MARTA. The jitneys even stop at MARTA’s bus stops.

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Jerry Brown Tries the Google Car

California Governor Jerry Brown rode in a self-driving car with Google co-founder Sergey Brin on their way to Google headquarters, where Brown signed legislation creating a framework for introducing driverless cars into California by 2015. Meanwhile, automakers are incrementally automating driving with the introduction of a variety of new technologies.

On October 23, Volvo and the Embassy of Sweden are co-sponsoring a Washington, DC seminar to discuss the policy implications of autonomous vehicles. The seminar will include speakers from Volvo, Google, the National Highway Traffic Safety Administration, and the Center for Automotive Research. The Antiplanner can’t make it, but readers in the Washington DC area may want to reserve a spot.

Volvo’s contribution to the technology focuses on road trains, in which a lead vehicle is driven by a professional and other vehicles can follow without active drivers. The system has been tested in Spain with just 20-foot gaps between vehicles. Volvo hopes the system will also improve fuel economy by about 20 percent.
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What Is Middle Class?

Critics of Mitt Romney laughed when he said that “middle-class income” was “between $200,000 and $250,000” when what he actually said was that it was “between $200,000 and $250,000 or less” meaning that the $200,000 to $250,000 was the upper limit. As the Huffington Post points out, Democrats including Obama and Pelosi have also used that definition. Of course, both Romney and Obama have incomes well above that amount.

But all of these views are wrong, because classes such as middle class are not defined by income. As Michael Zweig writes in The Working Class Majority, “just looking at a person’s income doesn’t tell us anything about how the person got the income, what role he or she plays in society, how he or she is connected to the power grid of class relations.”

What Romney, Obama, and the various pundits are referring to is middle income, not middle class. As only 16 percent of U.S. households earn more than $100,000 a year, and only 4 percent more than $200,000, the upper limit for middle income is probably much lower than $200,000. But I suspect Romney stated it the way he did to preserve the claim that he has no desire to raise taxes on anyone below that limit.

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USA Today‘s Interesting Arithmetic

USA Today reports that “fewer Americans commuting solo.” As the story says, “The dismal economy and skyrocketing gas prices may have accomplished what years of advocacy failed to: getting more people to stop driving solo.”

To put some numbers on this, Wendell Cox
points out that the number of people commuting solo has declined from 104.86 to 105.64 million. That’s a minus 780,000-person decline, also known as an 780,000 person increase.

A few days ago, USA Today reported that “bikes rule the road” in Portland. In fact, the 17,000 people commuting to work by bicycle reported by USA Today increased to nearly 19,000 in 2011, but this still represents less than 7 percent of commuters. So in what sense can 7 percent “rule the road”? Perhaps only because the 202,000 commuters (73 percent) who drive to work live in fear of hitting a cyclist. Continue reading

Cities Growing Faster Than Suburbs–NOT!

A few months ago, several news outlets reported that new census data showed that the cities were growing faster than the suburbs. This brought comfort to those urban planners who believe that inner cities are better than suburbs and that most people would prefer to live in them if only they understood all the benefits.

It turns out that, as a writer for NewGeography discovered, the reports are pure bunkum. A Census Bureau document specifies that city-suburb population estimates were based solely on “the extrapolated county estimates down to each subcounty area within a county based on 2010 Census proportions.” In other words, if a central city held 40 percent of the people in a county in 2010, the Census Bureau presumed that 40 percent of the region’s growth would be in the city.
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Maybe next year the Census Bureau can just turn over the counts to urban planners who will assign population growth to politically correct areas such as Portland and record population declines in politically incorrect areas such as Houston. After all, why bother doing a census if the numbers are simply going to be extrapolated from the previous census?

Highway Fund Uncertainty Leads to Ratings Cut

Citing uncertainties about the health of the federal Highway Trust Fund, Fitch has cut its ratings on state highway bonds in several states from AA- to A+. The bonds being cut are “grant anticipation revenue” or GARVEE bonds, which are supposed to be repaid out of federal grants.

In recent years, Congressional overspending of the Highway Trust Fund has required Congress to periodically appropriate general funds to transportation. Fitch is worried that Congress may fail to provide such funds, and is also concerned that recent passage of a two-year (instead of the traditional six-year) reauthorization of federal transportation programs creates uncertainties about those programs.

Certain transit agencies also saw their ratings cut from A- to BBB+. These include the Chicago Transit Authority, New Jersey Transit, and the Alaska Railroad, all of which receive federal transit funds out of the Highway Trust Fund. The Congressional Budget Office projects that the highway portion of the Highway Trust Fund will run out of money in 2014 and the transit portion will run out in 2015.

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Clackistanis Threaten Portland Light Rail

In all the times it has been on the ballot, Clackamas County has never voted for Portland light rail. But Portland planners were determined to run a light-rail line into the urban heart of the county, so they persuaded the county commission to give them $20 million of the $1.5 billion cost of the 7.7-mile rail line.

Residents, who had previously recalled several city commissioners from office over light rail, didn’t take this sitting down. Instead, a group that calls itself “Clackistanis” put a measure on the ballot directing the county commission to spend no county resources on light rail without voter approval. The commission responded by scheduling a $19 million bond sale to take place a few days before the vote.

Rail opponents filed a lawsuit attempting to stop the measure. The county responded by canceling the bond sale just a day before the Oregon Supreme Court issued a restraining order against the sale.

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Join a Transit Agency; See the World

Taxpayers have paid for the “mostly advisory” CEO of the Utah Transit Authority (UTA) to travel to more than ten countries and seventeen American cities in the last eighteen months. John Inglish was UTA’s general manager until two years ago, when he was replaced and kicked upstairs to a newly created position “as severance.”

“Nice severance,” comments a reporter for the Salt Lake Tribune, who notes that UTA is paying Inglish $364,400 a year (compared with $319,360 for his replacement general manager, Michael Allegra) even though Inglish has no day-to-day responsibilities for the agency. Allegra himself travels a lot, taking 1.4 trips per month, but not as much as Inglish, who averages 1.6 trips a month.

These two are not the only UTA officials who travel a lot at taxpayers’ expense. The entire UTA board traveled to Portland to see its transit operations. The board chair has been to Australia, Hong Kong, Switzerland, and numerous American cities.

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The Truth About GM and Chrysler

VP candidate Paul Ryan has been accused of lying when he claimed that Obama broke a promise by letting a Wisconsin auto factory close, when in fact the factory closed before Obama took office. Although that isn’t precisely what Ryan said, there is some validity to the accusation that his statement was deceptive.

But numerous Obama supporters are playing just as loose with the facts when they say that, if Obama hadn’t rescued GM and Chrysler, far more factories would have closed permanently. That is simply untrue. While news agencies have fact-checked some of the things being said at the Democratic convention, I haven’t seen any challenges of this claim.

Both GM and Chrysler were headed for bankruptcy. If they had gone bankrupt under chapter 11, most of their factories would have stayed open and they would have continued making and selling cars. Bankruptcy would have allowed the companies to avoid interest and dividend payments for a time, and to renegotiate union contracts. Under bankruptcy laws, stockholders would have lost the value of their stocks, but bond owners–who have first claim to company assets and profits–would have been paid off, if not in whole than at least in part.

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Class Warfare in 2012

Liberals accuse Republicans of engaging in class warfare. Conservatives accuse Republicans of engaging in class warfare. Cynics accuse both parties of existing “solely to hurl rhetoric at each other and pander to the the most ignorant of their base constituencies.”

While the Antiplanner is sympathetic to the cynical view, I also think the idea of class deserves more attention than most Americans give it. Too many people use the term “middle class” when they mean “middle income,” which is something quite different. Classes have distinct cultural values, which may be quite independent of income. Classes also tend to be rigid, with various barriers prevent people from moving from one class to another, whereas income levels like “1 percent-99 percent” are quite porous.

The Antiplanner sees four main classes in America today. The upper class includes people who are so wealthy that work is merely an option. Perhaps only 1 or 2 percent are in this group (which is not the same as the “1 percent” which includes people who do work but earn large amounts). The middle class includes people (and their families) whose work involves thinking more than labor. For the most part, they are college educated, which allows us to estimate their numbers: just under 30 percent of working-age Americans have bachelor’s degrees. The underclass includes people who are permanently poor, not just people who are between jobs or recent college graduates who do not yet have jobs (who are included in Census Bureau poverty numbers). Around 10 percent of Americans fall in this category.
Finally, the remaining roughly 60 percent consists of working class people (and their families), whose work is physical or repetitive rather than knowledge-based.

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