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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Oahu Rail Construction Halted

The City of Honolulu was so anxious to start construction of its $5 billion rail line before voters could elect an anti-rail mayor that it began without completing the legally required archeological surveys. Only about a quarter of the surveys have been done, and the rest won’t be completed before the end of the year. As a result, the state Supreme Court has put a stop to construction until those surveys are done.

The city argues that delaying construction will simply make the rail line even more expensive. But that’s what happens when you fail to comply with a law that, no doubt, rail advocates would have eagerly used to delay any new highway construction.
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As University of Hawaii engineer Panos Prevedouros notes, costs have already nearly doubled from estimates made in 2002. Mayoral candidate Ben Cayetano, who won a plurality but not quite a majority in the recent primary, argues that improving the bus system would do more to provide mobility at a far lower cost.

Bloomberg: Taxpayers Gouged by Transit

Bloomberg News, or at least a writer named Stephen Smith, has discovered that the transit industry is gouging taxpayers with its schemes for high-cost rail transit and high-speed rail. Smith says there are two causes for this gouging.

First, “agencies can’t keep their private contractors in check,” and instead hire “consultants who consultant with consultants and advisers who advise advisers.” This drives up the cost of planning and building rail lines. Second, antiquated labor practices drive up the cost of operating the trains.

Smith makes good points, but his implicit assumption, that fixing these problems would make passenger rail transportation economically feasible, is wrong. He cites several examples in Europe and Japan of “how it ought to be done,” but the fact is that European and Asian countries are wasting their money on rail transit as well.

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Is Amtrak Cheaper Than Flying?

The London Telegraph reports that flying is less expensive than taking the train in about half the routes in Britain. This shouldn’t be a surprise: trains require far more infrastructure than planes and maintaining that infrastructure is expensive.

Passenger trains in the United States have an advantage over those in Britain: the former share most of their rail infrastructure costs with freight, but rails carry very little freight in Britain. According to data from the European Union, British lorries carry more than 6.6 times as much freight as trains, while data for the United States indicate rails carry at least 120 percent as much freight as the highways.

Partly due to this advantage, but mainly due to heavy subsidies from the state and federal governments, Amtrak fares are lower than airfares for many city pairs. Still, the airlines nearly meet and sometimes beat Amtrak fares in a number of corridors. American Airlines fares between Portland and Oakland start at $79 compared with Amtrak’s $80. Delta is $112 between Baltimore and Atlanta vs. Amtrak’s $115. Jet Blue is $60 between Los Angeles and Oakland, compared with Amtrak’s $56.

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Lance Armstrong and Climate Change

When Tyler Hamilton swore up and down that he didn’t use illegal blood doping to help win bicycle races, I believed him. Then he confessed that he did. When Floyd Landis insisted that he didn’t use testosterone to help win the Tour de France, I believed him. Then he confessed that he did.

So I probably should be suspicious that Lance Armstrong still insists he didn’t use drugs or other illegal enhancements to win seven Tours de France. But in this country we have this little thing called “innocent until proven guilty.” And, contrary to popular opinion, the U.S. Anti-Doping Agency has not proven Armstrong guilty.

Instead, the agency says, it has found that tests of some of his blood samples are “fully consistent” with blood doping. Armstrong, realizing the agency has absolutely no authority over him or the entities that actually awarded him his titles, decided that the agency was little better than a kangaroo court and quit fighting them. They agency says that is an admission of guilt, but all it really is is an admission of their impotence.

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A Carbon Tax for Thee, But Not for Me

California state universities are upset that a state law designed to reduce carbon emissions could cost them $28 million a year. “The University supports the creation of a greenhouse gas cap-and-trade program,” says Anthony Garvin, who works in the office of the president of the University of California.

But, he goes on to say in a letter asking for relief from some or all of the cost, the University “is concerned that it is being disproportionately impacted by the proposed cap-and-trade rule and that its compliance costs will ultimately be borne by students, researchers, and patients to the detriment of teaching, research, and healthcare activities.”
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Well, boo hoo. Just who does he think is going to ultimately bear the compliance costs on other entities such as electric companies, construction companies, hospitals, and so forth? The correct answer, of course, is consumers, businesses, and patients. Why should universities students, researchers, and patients get a special exemption?

Still Corrupt After All These Years

The Oregonian reports that construction of the Sellwood Bridge was rife with “graft, kickbacks and corruption”–or at least it was when the bridge was first planned 87 years ago. As comments to the article point out, not much has changed.

Today, the region is planning an expensive replacement bridge that is twice as wide as the existing one–but will have no more lanes of traffic. Instead, the additonal width is supposed to be for bicycles and pedestrians. The huge cost of that additional width, of course, is borne mainly by people who get around by automobile. Just down river, the region is building an even more expensive bridge that will solely be for light rail, bicycles, and pedestrians. Total passenger traffic on this bridge will probably be a fraction of one lane of the Sellwood Bridge.

This banyan tree still stands in the Horniman Circle Park, buying cialis online frankkrauseautomotive.com Mumbai. Many scientists have come up with some of the benefits of sex that make pfizer viagra discount lives better. discount bulk viagra All hypnotherapy has the same aim. Thus, the muscle ache of tension-type headache is present for more than 15 days a generic viagra online month or two. Meanwhile, Portland has developed urban renewal to perfection. The city buys land for fair-market value, then removes obsolete structures and installs streets, water, sewer, and other infrastructure–all costs that developers would ordinarily have to pay themselves. Then the city sells the land at below-market prices to favored developers on the condition that they build high-density, mixed-use developments. In return, the favored developers make large political contributions and gush over the city’s transportation policies. Not quite the same as graft, kickbacks, and corruption, but close.

The good news is people are revolting against the system. Clackamas County residents calling themselves “clackastanis” are challenging urban renewal and light rail. Even inner-city residents are protesting new high-density developments that the city is planning without parking. Until the city and TriMet go bankrupt, however, these efforts probably won’t be enough to stop the Portland rail juggernaut.

The Antiplanner’s Library: Spreading the Wealth

Subtitled “How Obama Is Robbing the Suburbs to Pay for the Cities,” this book sounds like it is right up the Antiplanner’s street (since my home fortunately doesn’t have an alley). Stanley Kurtz, a senior fellow with the Ethics and Public Policy Center, argues that Obama intends to forcefully implement the smart-growth agenda in his second term, taking away people’s property rights; redistributing income; and forcing people to live in mixed-income communities.

Despite having less than 200 pages of text, the book is documented with nearly 500 endnotes. I agree with many of the arguments Kurtz makes. Yet I find myself repelled by the odor of paranoia that pervades the book. While the author documents particular reports and proposals from various planners and liberal activists, he fails to show that the ideas of people like Myron Orfield or David Rusk are central to Obama’s thinking. Instead, he relies on ad hominem attacks and guilt-by-association.

Central to the book is a group called Building One America, whose web site declares itself to favor “inclusion, sustainability, and economic growth,” and brags that it was recently “at the White House.” According to Kurtz, this group’s goals are to put urban-growth boundaries around every metropolitan area; force economic integration, that is, force all neighborhoods to accept residents of all income levels; and redistribute income from high-income neighborhoods and cities to low-income ones in the same region (p. 7).

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Amtrak Dominates? Not Really

The New York Times reports that “Amtrak Dominates Northeast Corridor Travel.” That’s absolutely true–as long as you don’t count buses. Or cars. Or intermediate points between Boston, New York, and Washington.

The Times says that Amtrak has a 75 percent share of the “air/rail” market between Washington and New York, but it only has a 54 percent share of the “air/rail” market between New York and Boston. It doesn’t say anything about intermediate points.

In a more realistic assessment, page 4 of Amtrak’s 2010 Vision for the Northeast Corridor reports that Amtrak carries 6 percent of travel in the Northeast Corridor, while planes carry 5 percent and the remaining 89 percent goes by highway. Amtrak doesn’t break out bus travel, but I estimate buses carry significantly more passengers than Amtrak, or approximately 8 to 9 percent of the corridor market.

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