Kelo ripples hit the Cowboys stadium project

cowboys stadiummain.jpgAs noted in this earlier post, the U.S. Supreme Court’s recent decision in Kelo v. City of New London inevitably will have ripples, including the use of government’s eminent domain power to increase the value of privately-owned professional sports franchises at the expense of private property owners.
Thus, it is not surprising that Arlington landowners have filed the first lawsuit over the City of Arlington’s use of its eminent domain power to seize the landowners’ land for the benefit of Jerry Jones and his Dallas Cowboys stadium project. The landowners contend that the stadium project — although tacitly owned by the City — is beneficially owned and certainly controlled by Mr. Jones through a long-term ground lease, and that using the government’s eminent domain power to take private property from one person and give it to another is unconstitutional. Sounds like Kelo II, doesn’t it?

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DFW’s new Terminal D

Terminal D.jpgThis U.S.A. Today article does a nice job of reporting on the opening later this week of Dallas/Fort Worth International Airport’s massive new international Terminal D, a $1.4 billion, 28-gate terminal that includes a Grand Hyatt Hotel and the latest features designed to move passengers with comfortable efficiency.
However, as the article points out, whether the new terminal is actually needed is far from a settled issue. The Terminal D project is part of a massive $2.7 billion airport expansion that is the biggest Texas airport construction project ever, and the tenant airlines’ cost per passenger will nearly double when the terminal opens. Although that’s about an average increase in comparison with other increases resulting from recent terminal construction projects at major airports, it’s still no bargain.
If that’s not enough, the new terminal is opening at a time in which DFW has an excess-capacity problem. When construction started five years ago, but now 19 of 37 gates in DFW’s terminal E are empty, and more will be emptied when some remaining carriers there move into the new Terminal D. Even though airlines will use nearly all of terminal D’s gates when it opens, the terminal will initially operate at only about 50% of capacity.
All of which makes me very appreciative of Houston’s relatively efficient and far less costly airports.

The risk of rising U.S. debt

foreign debt.gifAwhile back, this post made the point that, rather than focusing on CNOOC’s bid to overpay for a second tier U.S. oil & gas company such as Unocal, the real issue that needs to be addressed is that American society is currently impoverishing future generations of Americans by accumulating more debt.
Picking up on that issue, James D. Hamilton provides this insightful analysis that explains why the issue is not the amount of debt that foreigners hold, but the low U.S. saving rate. As noted earlier, the effect of Unocal’s bid on Chevron and Unocal is a much narrower issue.

Light rail where? In New Mexico?!

metrocar2.jpgThe economic pox of light rail is even filtering down to New Mexico, which enjoys one of the least densely populated areas in the nation. Despite the absurdity of this economic boondoggle, this common sense analysis keeps a straight face while evaluating the light rail proposal.

On foreign aid

posner2.jpgThe always entertaining Richard Posner (prior posts here) weighs in on the efficacy of foreign aid:

I do not favor foreign aid, debt relief (which is simply another form of such aid), or other financial transfers to poor countries, in Africa or anywhere else. Countries that are not corrupt do not require foreign aid, and foreign aid to corrupt countries entrenches corruption by increasing the gains to corruption. Foreign aid to Zimbabwe, for example, will simply prop up dictator Mugabe.
Foreign aid makes people in wealthy countries feel generous, but retards reform in those countries as well as in the donee countries. . .

Meanwhile, over at Mahalanobis, Michael Stasny refers to this Bill Easterly paper on foreign aid (pdf):

If Zambia had converted all the aid it received since 1960 to investment and all of that investment to growth, it would have had a per capita GDP of about $20,000 by the early 1990s. Instead, Zambia?s per capita GDP in the early 1990s was lower than it had been in 1960, hovering under $500.

To which Tyler Cowen reminds us that, as of 1960 or so, Zambia and South Korea had roughly the same standard of living.

More on the black hole that is Metro

metroraillogo4.gifIn the “could-it-possibly-be-any-worse” department, this Rad Sadlee/Chronicle article reports on the just-released external audit of Houston’s Metropolitan Transit Authority. It’s not a pretty picture:

Comparing Metro’s numbers for fiscal years 2001 and 2004, the audit shows a 29 percent rise in operating costs, to $304 million, and a 36 percent increase per passenger boarding. On the income side, Metro’s annual report shows fare revenue has hovered around $46 million a year since 1995.
The report says ridership slipped 5 percent in the three years, from 100 million yearly boardings to 95 million, despite a one-year bump in 2004 when 5 million boardings on the new MetroRail line offset the loss of 3 million on buses. Most of the loss was on local and express routes, with Park & Ride numbers holding steady.

This less-than-inspiring performance is after Metro plunked down $325 million to construct the underutilized 7.5 mile Red Rail Line from downtown to Reliant Park and Metro’s announcement from a little over a month ago that the agency plans to spend another $104 million on the Red Line — less than three years after completion of the project — to double the number of trains and fix problems caused by construction errors. Then, as if to jolt into perspective the economic absurdity of all of this, Metro and public officials recently announced a modified public transit plan in which Metro puts up $676 million (in addition to the $325 million already spent on the Red Line) in return for an additional $1 billion in federal matching funds. Given how poorly Metro has invested public money to date makes the details of how Metro intends to spend that additional money almost an afterthought, but Anne Linehan over at blogHouston.net and Tory Gattis at Houston Strategies have done a good job of analyzing that issue. By the way, blogHouston.net’s compendium of Metro posts that Ms. Linehan and Kevin Whited have prepared is the flat-out best resource on the web to track what Metro is doing.

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Milton Friedman interviewed

friedman.jpgMilton Friedman is the most influential economist of the past half-century and, at the age of 92, is still as sharp as a tack (here are previous posts on Mr. Friedman). Craig Newmark passes along this recent interview of Mr. Friedman, which includes the following pearls of wisdom:
On Social Security:

Asked why, if Social Security is so terrible, it is the most popular government program in American history, Friedman replied, “Well, because why does a Ponzi game work? It’s easy to understand why it’s popular. So far, on the average, retirees have gotten more out of the system than they put into it. ”
What about the fact that Social Security has reduced poverty among the elderly?
“Well,” he replied, “what it has done is transfer a lot of income from the young to the old. It is certainly true it has made the old people of the United States the best treated old people in the world.”
But why is that a bad thing? “Oh,” Friedman replied. “It’s not a bad thing for them, but what about the young?”

On rent controls and his influence in political debates:

When [Mr. Friedman] moved to San Francisco in the 1970s, the city was debating rent control, he recalled. So he wrote a letter to The Chronicle saying, “Anybody who has examined the evidence about the effects of rent control, and still votes for it, is either a knave or a fool.”
What happened? “They immediately passed it,” he laughed.

On a related note, in this post, John Hamilton compiles his favorite Friedman quotes from Mr. Friedman’s famous book, Free to Choose, which includes my favorite:

“[A] private firm that makes a serious blunder may go out of business. A government agency is likely to get a bigger budget.”

George Will on the Wright Amendment

will_small.jpgWashington Post columnist George F. Will adds this column to the growing body of opinion that the Wright Amendment — which restricts Southwest Airlines from flying to most states from its Dallas Love Field hub — is at least obsolescent and probably bad public policy in the first place. Here are previous posts on the Wright Amendment.
In his column, Mr. Will passes along a humorous anecdote from Herb Kelleher, Southwest’s chairman, regarding the Wright Amendment and the beginning of the airline:

In 1971, after years of harassing litigation by two airlines averse to competition, Southwest Airlines was born. It had just three aircraft and flew only intrastate, between Dallas, Houston and San Antonio. This first of the no-frills, low-cost airlines, under the leadership of its ebullient founder Herb Kelleher, was to democratize air travel and revolutionize the airline industry.
The cities of Dallas and Fort Worth, and the Dallas/Fort Worth airport, which opened in 1974, tried unsuccessfully to force Southwest to move its operations from close-in Love Field out to DFW, arguing that the new airport depended on this. Today Kelleher laughingly recalls telling a judge:

“If a three-aircraft airline can bankrupt an 18,000-acre, nine-miles-long airport, then that airport probably should not have been built in the first place.”

A picture of Metro, 30 years from now?

metrocar.jpgThis post from last year addressed the economic failure of the urban rail system in Washington, D.C. Now, the Washington Post is running a series of articles (first one here) that is examining the dubious economics and management of D.C.’s subway system. Here are other posts on various urban rail boondoggles.
Tory Gattis over at Houston Strategies picks up on the same WaPo article and observes the following regarding the failed economics of most urban rail systems:

Quite the depressing and scary litany. It’s really hard to have good management at a public agency, and transit is a seriously complicated and expensive business with billions of dollars at stake, especially rail transit. Amtrak’s a mess. DC’s a mess. NY, Chicago, SF/San Jose, and LA all have serious problems with their transit agencies. What makes us think Houston Metro can buck this trend?

The “Sputnik effect” of economic pessimism

sputnik1.gifRobert J. Samuelson makes a good point in this Washington Post op-ed by comparing excessive negativism over a few economic events to the Soviet launch of Sputnik in 1957:

Americans are having another Sputnik moment: one of those periodic alarms about some foreign technological and economic menace. It was the Soviets in the 1950s and early 1960s, the Germans and the Japanese in the 1970s and 1980s, and now it’s the Chinese and the Indians. To anyone old enough, there’s no forgetting Oct. 4, 1957, when the Soviets orbited the first space satellite. It terrified us. We’d taken our scientific superiority for granted. Foolish us. Soon there were warnings of a “missile gap” with the Soviets. One senator admonished that Americans should “be less concerned with . . . the height of the tail fin on the new car and . . . be more prepared to shed blood, sweat and tears if this country and the free world are to survive.”
Every complex economy is more (or less) than the sum of its parts. What matters is not just how much we save — but how well we invest. . . .
The Sputnik syndrome is an illusion. It transforms a few selective economic happenings — a satellite here, a Toyota there, poor test scores everywhere — into a full-blown theory of economic inferiority or superiority. As often as not, the result is misleading. We are now going through this process with China and India. Their entry into the global economy is a big deal, with some obvious pluses and minuses for us. As they get richer, some of their talent that once came our way may stay home (especially if we make getting U.S. visas harder). On the other hand, good ideas that originate in Bangalore or Shanghai will soon benefit people everywhere — just as good American or Japanese ideas have before. . . .
On being overtaken, history teaches another lesson. America’s economic strengths lie in qualities that are hard to distill into simple statistics or trends. We’ve maintained beliefs and practices that compensate for our weaknesses, including ambitiousness; openness to change (even unpleasant change); competition; hard work; and a willingness to take and reward risks. If we lose this magic combination, it won’t be China’s fault.

Read the entire piece.