What Do Entrepreneurs Have in Common?

What made entrepreneurs like Henry Ford, James J. Hill, Henry David Thoreau, and Henry J. Kaiser so successful? Thoreau, of course, is a special case as he only dabbled at being an entrepreneur, so the Antiplanner’s answer to this question will focus more on the other three.

Ford, Hill, and Kaiser had three characteristics in common (most of which Thoreau lacked). First, they were absolute workaholics. All of them worked long hours for at least six days a week for almost their entire adult lives. Hill and Kaiser were working on entrepreneurial projects up to a few days before their deaths; Ford quit only because he was getting senile and his wife made him turn the company over to his grandson, Henry Ford II.

Continue reading

Rail Transit Ballot Measures

Rail transit ballot measures lost in Kansas City and San Jose, but won in Seattle, Sonoma-Marin counties, and Los Angeles. From the point of view of sensible transportation policy, the biggest disaster of the election was passage of the California high-speed rail measure.

Sometimes I think it is wonderful that we can live in a country that is so wealthy that we can afford to build rail lines that cost five times as much per mile as freeway lanes yet carry only one-fifth as many people. But, as it turns out, we really can’t afford to do so.

Continue reading

Congratulations to President-Elect Obama

Dear President-Elect Obama,

Congratulations on your historic victory, and my condolences for the economic mess left you by your predecessors. Here are a few ideas that may help. They boil down to two words: user fees.

Many people have suggested that one way out of our current economic crisis is for Congress to pass a stimulus package focused on infrastructure. If you let it be known that you support this idea, everybody and his sister will try to make their pet projects look like “infrastructure.” They will come to you with all kinds of multipliers showing how their infrastructure projects will do all sorts of wonders for the economy. It will all be very persuasive and it will all be a lot of hooey.

Continue reading

Not in Time for the Election

Honolulu is voting today on whether to spend $4 to $5 billion on an elevated rail system. The city is hoping the federal government to match local funds, but the mayor is so eager to have the rail line that he wants to start construction before the feds give their approval.

After a campaign in which the mayor used his own campaign funds to pay for newspaper ads slurring rail skeptics, opponents managed to collect enough signatures to put the rail project on the ballot. As it happens, the city published a draft environmental impact statement (DEIS), needed for federal approval, just a few days before the election. (The DEIS is dated October 28, but it wasn’t posted on line until November 1st or 2nd.)

Continue reading

Is Obama a Socialist?

About 40 percent of Americans are hard-core Republicans and 40 percent are hard-core Democrats. The way to capture the White House is to appeal to the 20 percent who are often called “independents.”

So the Antiplanner was puzzled after the Democratic convention when Obama’s acceptance speech was so clearly oriented to the left wing, while McCain’s vice-presidential pick was so clearly oriented to the right wing. How, I wondered, will either of them capture the center that way?

The answer today is clear. Obama’s acceptance speech committed him to nothing; he could go out and give more centrist-oriented speeches and sweep up the independents.

In contrast, by choosing Palin, McCain committed himself to the right wing. Sure, Palin “energized the base” of the Republican Party, but that only meant that 40 percent of the public will vote for McCain-Palin. Selecting Palin also meant selecting Palin’s rhetoric, such as claims that Obama “pals around” with terrorists and that he is a socialist.

Continue reading

Just in Time for the Election

The Cato Institute has released High-Speed Rail: The Wrong Road for America. It bears a remarkable resemblance The bridge is around 1,150 feet long and has got a linked here generic levitra central arched span of 600 feet. Also one should not suddenly stop taking the appalachianmagazine.com pill sildenafil drug. In some cases, erectile dysfunction or impotence is basically those issues where a person tends to reduce similarly even the elderly men should inform their health care provider as the product involves a high level prescription viagra cost component Sildenafil Citrate which energizes the penile muscles to improve blood flow near regenerative area. These are weak nerves, enlarge prostate gland, low energy level, too may arousals without ejaculation viagra mastercard and much exposure to erotic thought etc. to the Antiplanner’s ninepart series on highspeed rail.

The Legacy of Henry J. Kaiser

For parts I, II, III, and IV, see Henry J. Kaiser, Entrereneur, Henry J. Kaiser: The War Years, Henry J. Kaiser, Industrialist, and Henry J. Kaiser, Hawaiian Booster.

Henry Kaiser created an empire worth tens of billions of dollars and earned a personal fortune of $2.5 billion. Yet he is almost forgotten today. On his death, he divided his fortune between his second wife, Ale, and the Henry J. Kaiser Family Foundation, which was created to support the Kaiser medical program. His son, Edgar, received nothing because he was “otherwise cared for.”

Edgar replaced his father as chairman of the various Kaiser companies. But his personal investments in these companies was small, which may be why he was unable to keep the companies going. Edgar probably had a net worth of about $50 million, which is insignificant compared with Henry’s worth.

Continue reading

The Case Against Housing Price Supports

Since the financial crisis has been caused by falling housing prices, some people (including John McCain) have argued that the government should take steps to prop up housing prices. Harvard economist Edward Glaeser and Wharton economist Joseph Gyourko think this is a bad idea.

“Housing affordability has long been a stated goal of the Federal government,” observe G&G in the Economists’ Voice, an on-line journal edited by Joseph Stiglitz. “Why should it now try to make it more difficult for people to buy, or rent, a home by supporting prices?”

Continue reading

Henry J. Kaiser, Hawaiian Booster

For parts I, II, & III, see Henry J. Kaiser, Entrepreneur, Henry J. Kaiser: The War Years, and Henry J. Kaiser, Industrialist.

Late in life, Henry J. Kaiser became one of the earliest and biggest boosters of the Hawaiian tourist industry. He built the territory’s first destination resort, the Hawaiian Village Hotel. He built a large housing development named Hawaii Kai. He encouraged the airlines to increase flights to Hawaii. And he bought television and radio stations, both in Hawaii and on the mainland, to promote tourism.

Kaiser’s Hawaiian Village resort in the early 1960s. The pink on the right are catamarans; the radio tower at left is probably for Kaiser’s station, KHVH.

Because of his cement interests, Kaiser had visited Hawaii before the war, but — ever the workaholic — he wasn’t much interested in vacationing. In 1951, however, his wife Bess died. Less than four weeks later, Kaiser stunned his colleagues and shocked Oakland social circles by marrying Bess’ nurse, who was just half his age. Alyce “Ale” Kaiser opened his eyes to new ventures and ideas.

Continue reading

Meltdown Hits Transit Agencies

Recent news report indicate that up to 30 transit agencies may need to cut service in order to meet payments demanded by banks because of the financial meltdown. These payments are a part of “sell/leaseback” arrangements the transit agencies entered into over the last decade or so as a way to “creatively finance” some of their capital improvements.

Under federal tax law, a private company can get tax advantages from depreciating its capital investments. Public transit agencies are not taxpayers, so they get no such advantages. So, about two decades or so ago, somebody had a great idea: why not sell buses and trains to private investors? They can get the tax benefits from depreciation, and meanwhile they can lease the equipment back to the transit agencies at a rate that accounts for the tax benefit. The investors and transit agencies effectively split the tax benefits.

Continue reading