Bailouts and Stimuli

The Antiplanner doesn’t always agree with Nobel-prize-winning economist Joseph Stiglitz, but his take on the auto bailout makes sense. Too many bailout proponents speak as though the bailout is the difference between life and death for the Big Three. In fact, all it may mean is life or death for the value of the Big Three’s shares.

Chrysler ecoVoyager fuel-cell hybrid-electric concept car.

Most of the nation’s airlines were in bankruptcy sometime in the past decade — you probably flew one when it was in chapter 11. Shareholders were wiped out, but the planes kept flying and airline workers kept working.

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One-Acre Lots? Horrors!

The city of Tualatin, a suburb of Portland, zoned about 300 acres of land within its borders in a low-density zone allowing 1 to 6 homes per acre. This raises the specter of up to 300 new homes on one-acre lots, a notion that is sending regional planners into fits.

“We don’t enjoy getting into this type of confrontation,” says planning professor and Metro councilor Carl Hosticka. But “it’s not fair to the other jurisdictions,” meaning the ones the complied with high-density housing goals set by Metro, Portland’s regional planning authority.

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Manchester Rejects Cordon Charges

Last Thursday, voters in Manchester, England soundly trounced a proposal to charge a fee every time they entered the city and spend the tolls on some expensive transit projects. Under the proposal, planners drew two rings around the city. Crossing the outer ring inbound during morning rush hours or outbound during evening rush hours would cost 1 pound. Crossing the inner ring would cost 2 pounds inbound in the morning, and 1 pound outbound in the afternoon. Commuters would potentially pay as much as 5 pounds ($7.50) a day.

Flickr photo by Gene Hunt.

The money was all going to go towards transit. Almost half of it — 1.2 billion pounds (about $1.8 billion) — would have been spent on an 18-mile tram (light-rail) line. Meanwhile, a variety of other alternatives that would have done more to relieve congestion at a lower cost were left unfunded.

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Studded Tires: Ban or Tax?

It is supposed to snow this weekend, so a couple of days ago I drove to the central Oregon Costco to have my all-weather tires replaced with snow tires. A lot of other people had the same idea so I got to go shopping for several hours while I waited. Walking through the parking lot from the Barnes & Noble to the Whole Foods, I met several cars that audibly had studded tires, and every time I did, I would get a little angry.

First used in the U.S. in the 1960s, studded tires were supposed to provide better traction on ice than all-weather tires. However, they actually provide worse traction in most other pavement conditions. Meanwhile, “traction tires” or snow tires, whose rubber is softer than all-weather tires, work as well as studded tires on ice but much better than studded tires in other conditions. Snow tires were once much more expensive than studded tires, but now are competitively priced.

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Metro: Here to Serve You, Except When You Need Us Most

Washington Metrorail anticipates that at least a million people will ride the rails on inauguration day next January. To deal with the crowds, Metro plans to shut down its escalators, at least at the most popular stations, “for crowd control.”

Apparently, when the escalators are turned on, they can deliver people to the stations faster than the trains can carry them away. So much for rail being “high-capacity transit.” I guess cities that really want high-capacity transit should just build escalators and moving walkways a la Robert Heinlein.

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In lieu of telling people where the restrooms are, Metro plans to set up a whole 146 portapotties outside of “selected” rail stations. For what it is worth, as one news source calculates, that’s one portapotty for every 6,849 riders.

Infrastructure and the Economy

Many members of Congress are eager to pass an infrastructure “stimulus” bill early in the Obama administration. There are many reasons to think that this is a bad idea. Such a bill is likely to do little to stimulate the economy. But it probably will do much to prolong the recovery period.

Over at Marginal Revolution, economist Tyler Cowan worries that the added debt required by an infrastructure bill will “ruin my country and cause its economy to crumble or explode.” Even if that is not true, he says, then an infrastructure project makes sense only if either the “project worth doing in its own right” or “53 percent or more of the expenditures [will] come on-line in the next nine months.”

The Antiplanner would argue that both of those should be true. If the project is not worth doing in its own right, it won’t provide much of a secondary stimulus — it will just provide a few jobs during actual construction. If the project is worth doing but not “shovel-ready,” then funding it will increase the nation’s debt but not provide any immediate stimulus.

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Groceries: How Did We Get Here?

Last week, the Antiplanner examined the American grocery industry. That post showed that you can find at least ten different classes of grocery stores (if you count Jungle Jim’s as its own class), ranging from about 2,500-square-foot convenience stores to Jim’s 250,000-square-foot behemoth.

If some government agency tried to plan the distribution of groceries to all the households in the country, how would they do it? Would they come up with a system that offered towns as small as 1,500 people access to 30,000 different products in one store? Not likely.

We know that, in the centrally planned Soviet Union, the typical grocery store of the 1980s featured only about a dozen different products on its shelves at any given time. To buy something from one of these stores, customers had to stand in three lines: one to order the product, one to pay for it, and one to pick it up.

Fortunately, no one in America planned our system of grocery distribution. Instead, today’s supermarkets and supercenters are the product of more than a century of grocery evolution. Many of the key ideas found in today’s grocery stores can be traced to individual entrepreneurs, but it is likely that if one entrepreneur had not introduced each idea, someone else would have a year or two later.

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Land Supply in Victoria

Some commenters on this blog still do not believe that growth management makes housing unaffordable. But the premiere of the Australian state of Victoria is convinced otherwise. Over the protests of planners, he has decided to add enough land to Melbourne’s urban-growth boundary to build 134,000 new homes.

This is in response to Melbourne’s extremely high median home prices, which Wendell Cox says are more than seven times median household incomes. (For references, median home prices in Houston — and almost anywhere else that doesn’t have growth management — are about two times median family incomes.)

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Northern Virginia Transportation Conference

Presentations from the American Dream Coalition conference I spoke at yesterday:

John McClain (George Mason University): Northern Virginia’s Economy & Trends (2.9 MB)

Alan Pisarski (author of Commuting in America: Commuting Patterns Today & Tomorrow (4.8 MB)

Sam Staley (Reason Foundation): Mobility First (5.7 MB)

Tom Rubin (American Dream Coalition): Rail Performance in the U.S. (12.1 MB)

Gabriel Roth (Independent Institute): Faster by Bus (324 KB)

Corey Stewart (Chair, Prince William County Board of Supervisors): Transportation in Prince William County (1.2 MB)
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Alisdair Cain (National Bus Rapid Transit Institute): Mobility with BRT (22.6 MB)

John Palatiello (America Moving Forward): Public-Private Partnerships Really Work (2.9 MB)

Chris Walker: Transforming the Dulles Region (7.0 MB)

Randal O’Toole (Cato Institute): Transportation, Energy, & the Environment (7.4 MB)

Wendell Cox (Demographia): The Costs of Smart Growth (29.7 MB)

Unfortunately, the day before the conference, the FTA succumbed to pressure from the Virginia Congressional delegation and reversed its position on Dulles rail.

FAIL: Capitol Visitor Center Opens This Week

With great fanfare appropriate to its great cost overruns, members of Congress opened a new visitor center at the foot of the nation’s capitol building. “What was conceived in the 1990s as a sensible $71 million celebration of democracy,” opined Washington Post writer Dana Milbank, “turned into a half-billion-dollar [actually, $621 million, more than $1,000 per square foot] shrine to legislative excess,” including an $85 million TV studio for senators.

Artist’s rendering of the Capitol Visitor Center.

Which, of course, makes it a great example of how representative democracy actually works.

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