Kansas City Schools Adopt CEE-Trust, Sort Of

In January 2014, Joe Robertson, of the Kansas City Star, wrote the following about the CEE-Trust proposal for Kansas City public school reform to the Missouri Department of Elementary and Secondary Education (DESE):

The plan caters to charter schools — public schools that operate independently of school districts. But they would not be charter schools. They would be accountable to the district’s Community School Office.

Funding would flow through the district, and the school operators would maintain high degrees of independence only as long as they met their performance agreements.

The central office would own and maintain the buildings, operate bus services for all the schools and coordinate a lottery-based enrollment process with a standard expulsion policy.

In a Feb. 8 Kansas City Star editorial titled “Don’t Embrace Experimental Overhaul,” the paper opposed the proposed reform:

Sustained board leadership has been a challenge for many charter schools in Kansas City. We also question whether a collection of independently run schools, some of which would enroll students through a lottery, would appeal to families looking at Kansas City as a place to live. Strong neighborhood schools in a stable district seem a more reliable option.

As for the latter question, we’ve already written about independently run schools attracting students. But on June 26, the same Star editorial board heralded the school district partnership with Academie Lafayette, writing:

An unprecedented agreement with the Academie Lafayette charter school shows an encouraging willingness to be innovative.

Plans call for the district and Academie Lafayette to start up a high school that would offer the rigorous international baccalaureate program. It would be housed at the Southwest Early College Campus at 6512 Wornall Road, and could open as early as the fall of 2015…

The move puts children and families first and represents a radical departure from the often tense relationships among traditional districts and the charter schools that states have set up as alternative public options.

The Star at first decries the “experimental overhaul” of CEE-Trust, but just months later champions “an unprecedented” “radical departure,” which seems to amount to exactly the same thing. They write that this new option “puts children and families first,” but in fact it only does so for children and families at one school. Why not everyone in the district? What is it about the children and families at Academie Lafayette that warrants special attention?

Breaking: Another Study Backs Up The Show-Me Institute

The Competitive Enterprise Institute grabbed our attention when it released a new report comparing the unfunded pension liabilities of all 50 states. Spoiler alert: Missouri ranks in the middle third (more on this later).

An interesting point raised in the report was that, “…the discount rate used in the valuation of liabilities should be a low-risk rate, ideally as low as the rate on Treasury bonds.” In a Show-Me Institute Policy Study, Andrew Biggs also urged state pensions to use a low-discount rate in valuing their liabilities (the discount rate is the interest rate that pension plans use to translate future liabilities into current dollars). It’s encouraging to know that other institutes are reaching similar conclusions.

However, it isn’t encouraging that this report found that after using a more appropriate discount rate, the amount of Missouri’s unfunded pension liabilities totaled more than 4 percent of Missouri’s entire economy. As of the end of last year, Missouri’s economy was $258 billion; 4.2 percent of that is $10.8 billion. If the state cannot make up that amount, then you, the taxpayer, are on the hook to make up the difference. Table7.1There are other states whose pensions are in much worse shape than Missouri’s, but our state still faces an economic ticking time bomb. Whether dealing with a grenade (Missouri) or a daisy cutter (Illinois), taxpayers will not be happy to be caught in the blast. The Show-Me Institute has written extensively about how Missouri can start to address its pension problems by shifting to more efficient plans such as defined contribution or cash balance plans. Hopefully, this new report can serve as a wake-up call to policymakers that change is needed.

‘Right To Try’ Law Gets Gov. Nixon’s Signature

Today is the last day for Missouri Gov. Jay Nixon to veto or sign legislation that the 2014 General Assembly passed. So, with the state’s “Right to Try” proposal still sitting on his desk, I started my workday with a smidgen of trepidation. “Right to Try,” you might remember, would empower patients with terminal illnesses to more freely seek experimental medications in hopes of finding something that could help them.

The concern: Would the governor veto “Right to Try” this year, much like he vetoed the Volunteer Health Services Act last year?

The answer: Nope. He just signed it.

The Governor signed two health-related bills, which will provide Missourians in specific situations with additional options for medical treatment of illness and disease. House Bill 1685 allows drug manufacturers to make available investigational drugs, biological products, or devices to certain eligible terminally ill patients. House Bill 2238 allows the use of hemp extract to treat some individuals with epilepsy and also allows the Department of Agriculture to issue licenses to grow industrial hemp strictly for research purposes. House Bill 2238 contains an emergency clause.

I talked about this bill a lot in the last few months. This was, to me, an obvious opportunity to empower people to make each other’s lives better. The government should open doors for people to care for one another, not erect and maintain barriers to helping each other. “Right to Try’s” enactment is not only a victory of reform-minded policy, but more importantly, it is a victory for Missourians in need.

Congratulations to the Missouri House and Senate for sending the bill to the governor, to the legislators who sponsored the bill and powered this important conversation, and to the governor for making the right decision by adding his support to the unanimous votes of the legislature. Well done.

Thomas Piketty and Mises’s ‘The Anti-Capitalistic Mentality’

As first appearing at Mises.org:

Ludwig von Mises, a mentor to Friedrich Hayek and a major figure in economics in his own right, set out his views on capitalism and inequality in a slender book (just 113 pages) called The Anti-Capitalistic Mentality. First published in 1954, and readily available online for less than $10, it is well worth reading today.

Mises’ treatise on why capitalism sits in the dock, falsely accused of various crimes against humanity, is a classic: bravely saying what still needs to be said. It offers a robust rebuttal to the jaundiced view of capitalism found (most recently and conspicuously) in Thomas Piketty’s Capital in the Twenty-First Century.

In The Anti-Capitalistic Mentality, Mises asks: Why do so many people “loathe” capitalism? He gives a threefold answer.

The first factor is simple ignorance. Few people credit capitalism for the fact that they “enjoy amenities that were denied to even the most prosperous people of earlier generations.” Telephones, cars, steel-making, and thousands of other advancements are all “an achievement of classical liberalism, free trade, laissez faire, and capital” — with the driving force being the profit motive and the deployment of capital used in the development of better tools and machines and the creation of new products. Take away capitalism and you wipe out most or all of the extraordinary progress that has been made in raising living standards and reducing poverty since the dawn of the Industrial Revolution.

The second factor is envy, the green-eyed monster, which causes many people to think they have gotten the short end of the stick. As Mises observes: “Capitalism grants to each the opportunity to attain the most desirable positions which, of course, can only be attained by the few … Whatever a man may have gained for himself, there are always before his eyes people who have outstripped him … Such is the attitude of the tramp against the man with the regular job, the factory hand against the foreman, the executive against the vice-president, the vice-president against the president, the man who is worth three hundred thousand dollars against the millionaire, and so on.”

And finally, the third factor is the unceasing vilification of capitalism by those who seek to constrain or destroy it. As Mises notes, the critics and anti-capitalists go on telling and re-telling the same story: saying that “capitalism is a system to make the masses suffer terribly and that the more capitalism progresses and approaches its full maturity, the more the immense majority becomes impoverished.”

Indeed, that is the story Piketty tells in his book, which has soared to the top of the New York Times and Amazon best-seller lists. Does inequality rank as the great defining issue of the twenty-first century? If you agree with Piketty, it does. He contends that disparities in income and wealth are spiraling out of control, setting the haves- against the have-nots. Without “confiscatory” taxes to create a new social and economic equilibrium, he warns, today’s democracies may ultimately collapse, taking capitalism and the capitalists down with them.

Piketty makes much of the seeming fact (some dispute his statistics) that those at the highest levels of income in the United States have claimed a sharply rising share of total U.S. national income over the past three or four decades. From there he leaps to the conclusion that the vast disparity in income between the top 1 percent and the bottom 90 percent will lead over time to the emergence of a new “patrimonial capitalism.” With nothing (save perhaps violent revolution) to worry about, the heirs to big fortunes will turn into a new class of rentiers, living off the rent they receive from owning land and other forms of capital.

In his analysis, it is set in stone that return on capital (r) outstrips economic growth (g), which means that the heirs to great fortunes stay on the fast track to even greater wealth – without even having to work – while the lower and middle class are condemned to economic stagnation or utter hopelessness. His little formula, r>g, is supposed to be one of the great takeaways from the book, but it points up one of the problems of presenting a far-too-static picture of how people behave in a competitive marketplace.

That would not have escaped Mises’ attention. Mises would have challenged Piketty’s assumption that the heirs to great fortunes would manage their money wisely, or that they would have the same success as others (more driven than they) in searching out the best investments. Mises maintained that “the dull and stolid progeny” of people who built business empires were likely to “fritter away” their heritage and “sink back into insignificance.”

Under a capitalist system worthy of the name (meaning, to Mises, a competitive market economy free of the crippling effects of state planning and controls); it is neither the powerful industrialist nor the rich investor who calls the shots; it is ordinary people in their capacity as consumers. Through their “buying or not buying,” consumers provide “a daily referendum on what is to be produced and who is to produce it.” They have the whip hand – the power to “make poor suppliers rich and rich suppliers poor.”

One may almost pity the poor capitalist portrayed by Mises. However hard he might work or fast he might run, someone is probably gaining on him. At all times, other suppliers are striving to unseat the incumbents by discovering new and better ways of serving their customers. In comes a Wal-Mart or Target and out goes a Sears or K-Mart. It is a battle fought with an unending supply of fresh recruits, and it is never the case (as Piketty claims) that “The past (i.e. wealth accumulated from previous success) devours the future.” Rather, it is the future (whatever the next big thing may be) that replaces the present with something better.

In The Anti-Capitalistic Mentality, Mises states unequivocally: “Nobody is needy in the market economy because of the fact that some people are rich. The riches of the rich are not the cause of the poverty of anybody.”

Look at the fastest-growing countries in today’s world. Is there not a natural compatibility – as opposed to an inherent contradiction – between major advances in the standard of living in some countries and the ability of their most enterprising citizens to make spectacular gains? That is what has happened in China as a result of economic liberalization: the number of Chinese billionaires has skyrocketed (and is now close to the number of U.S. billionaires), while hundreds of millions of people inside China have worked their way out of poverty.

Is it true – as Piketty contends – that we are witnessing a hyperconcentration of wealth inside the United States?

It might be true if the people with the highest incomes remained the same from one year to the next – over an extended period of time. But they are not the same people. Just as Mises would have expected, it is an ever-changing cast of characters. A recent report from the Tax Foundation data shows IRS data on people reporting a million dollars or more in income over a nine-year period. Fully half of these people made a one-time-only appearance. Only 15 percent of them reported at least a million in income two of the nine years and only 5.6 percent made it all nine years.

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There is no danger of an oligarchy of the rich taking shape here to rival the power and permanence of the landed aristocracies in the pre-capitalistic France and Britain. (Note: This assumes that governments do not intervene, as they have been doing, to favor certain groups and enterprises. For more on how government increases income inequality, see Frank Hollenbeck’s article on income inequality, and Andreas Marquart’s work on this topic.)

But there is something else to worry about – something that caused Mises to lose sleep. That is the thought that the natural tendency under capitalism “towards a continuous improvement in the average standard of living” will be stymied by a growing “absence of capitalism” due to “the effects of policies sabotaging the operation of capitalism.” Among those perverse policies, Mises pointed to credit expansion, gunning the money supply, and raising minimum wage rates. Still more, he railed against progressive policies that diminish individual choice and leave more and more economic decision-making in the hands the state. Mises’ greatest fear was that people would “renounce freedom and voluntarily surrender to the suzerainty of omnipotent government.”

Ironically, the most ardent proponents of big government are those who carry on the most about inequality. Do they want nothing more (to paraphrase Churchill) than an equal sharing of misery?

Andrew B. Wilson is a resident fellow and senior writer at the Show-Me Institute, a free market think tank based in St. Louis, MO.

Five Good Reasons To Reject New KCI Terminal

Having labored an entire year, the airport advisory group that Kansas City Mayor Sly James appointed has brought forth a mouse – a $1.2 billion mouse, but still a mouse. The plan that the Airport Terminal Advisory Group (ATAG) endorsed likely will result in reduced service, higher fares, and greater inconvenience for people flying in and out of Kansas City International Airport (KCI).

Here are five good reasons to reject ATAG’s call for the creation of a new terminal at KCI:

No. 1: It is hugely expensive compared with the alternatives.

The Kansas City Aviation Department has stated that repairs could cost as little as $241 million if only two of the three terminals are repaired ($360 million for all three). That being the case, KCI could perform two major repairs over the next 30 years instead of building a $1.2 billion new terminal and still save hundreds of millions of dollars. The necessary service amenities such as Wi-Fi or electrical outlets can be added at a significantly lower cost and do not justify a new terminal.

No. 2: A new terminal will not bring new flights to KCI.

During ATAG meetings, the airlines and aviation consultants stated that the number of flights a city receives is mostly based on underlying economic factors, not the quality of the airport terminal. Paraphrasing a Southwest Airlines representative, if airport terminals determined air service, no one would ever fly from LaGuardia Airport. Promises of increased business travel or businesses choosing Kansas City based on airport terminals have never been more than anecdotes.

No. 3: The airlines are not happy with the plan.

The Kansas City Aviation Department claims the airlines were consulted, but representatives for the airlines disagree. Last year, Southwest representatives openly complained that the Aviation Department had not consulted with them. At a later ATAG meeting, they warned that the new terminal plan was too expensive and might result in reduced service. Only now, months after debate about the new terminal plan began, have the airlines truly been brought into the decision-making process through a new airport-airline contract signed last month.

No. 4: It will lead to less flights and higher costs to Kansas City residents.

The supporters of the new terminal plan presume that airlines and passengers at other airports will bear the entire cost of building a new terminal, with no consequences for KCI. However, if nothing else, KCI users will immediately pay higher parking fees, part of the new terminal plan. In addition, the idea that costs do not matter for airport service goes against both the warnings of airlines and the experiences of other airports such as Sacramento International Airport and Lambert-St. Louis International Airport. A more expensive KCI could certainly see less airline service – in leading to higher landing fees, reduced service, and steeper airfares.

No. 5: Who wants it anyway?

Whether it is the plentiful parking or the short security lines, residents are concerned that the terminals they like are being replaced so they can be corralled into a shopping mall. Groups like Save KCI and others have made their voices heard at both ATAG meetings and through city legislation preventing the demolition of the existing terminals without a public vote.

The new terminal plan proposes to make KCI an expensive, high-debt airport. The plan, if implemented, will risk KCI’s competitiveness without attracting new passengers. The plan was created without the approval of critical stakeholders, the airlines, and without proving that the plan was either necessary or cost-effective. ATAG might not have done its job to ground this irresponsible plan, but residents, who will get to vote on the matter, certainly should.

Joseph Miller is a policy researcher at the Show-Me Institute, which promotes market solutions for Missouri public policy.

 

How Much Does A Competitive Transportation System Cost?

Recently, NextSTL began reposting “A World Class Transportation System” by Chuck Marohn. While this recommendation may not hold for future installments, the first of the series deftly describes how the “more is better” mentality drives unsustainable transportation policies. It also points out that projections used to justify new transportation infrastructure projects are often at odds with reality, which we confront in case after case.

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The post shows that in Minnesota (the original focus), the number of vehicle miles driven has leveled off in recent years. This is true in Missouri as well, but some planners have consistently predicted a return to growth, despite low population growth, struggling economies, and increasing fuel prices. Missourians already clock a daily average of 32 miles; even if robust economic growth returns, it is not certain that they would choose to drive much more. Now that less than 3 percent of Missouri workers are carless, one of the largest drivers of traffic growth over the last few decades (more people with more cars) is almost tapped out.

The “more is better” approach to road building is rampant in Missouri, never more so than today. The state just finished a decade of unprecedented spending on its transportation system. Amendment 3 allowed the Missouri Department of Transportation (MoDOT) to spend billions improving the state’s highways and bridges, and the federal Stimulus Act pumped money into roads and everywhere else. Transit, too, has seen massive investment, with more than $2 billion in new capital funding from 2000 to 2012. After all this, we are told that Missouri’s infrastructure is crumbling and that we do not spend enough. What’s clear is that more money spent does not equal money well spent, and that the time has come for Missourians to rethink what an economically sound transportation system should look like.

Excessive Regulation, Not Lyft, Needs To Stop Operating In St. Louis

Not long ago, stores such as Blockbuster rented out movies across the nation. Where are they now? Gone, “unwept, unhonored, and unsung,” as former customers stream “House of Cards” on Netflix. But imagine that 10 years ago Saint Louis had a regulatory body, staffed with video store owners, which controlled the supply of video stores and set rental prices. Imagine that this regulatory body tried to block Netflix from streaming in Saint Louis, claiming it flouted the law and was not competing on a level playing field.

That story may seem preposterous, but we are dealing with a very similar situation today as Lyft, a new ride-sharing app (smart phone-based application), has upset the highly regulated Saint Louis taxicab market.

Lyft, Uber, and other companies like them allow users to schedule a ride from any registered driver in a geographical area. Lyft drivers need not be full-time cab drivers; they can be anyone with virtually any type of car that passes certain background and safety tests. After using Lyft, riders make an optional donation — not regulated fare — to the driver via electronic payment. No cash is needed. Drivers and riders rate each other, incentivizing both elevated service from drivers and generous rider donations. Lyft and other apps are rapidly expanding across the country and have many happy customers where they exist.

Not everyone is happy, however. Chief among the protestors is the Saint Louis Metropolitan Taxicab Commission (MTC), which regulates all for-hire vehicles in Saint Louis City and County. Under the argument of protecting rider safety and maintaining a balance between cab supply and demand, the MTC controls the number of taxis in Saint Louis, how they can conduct business, and what prices they charge. The MTC has taken legal action against Lyft, successfully pursuing an injunction against the company and directing police to fine drivers.

In the past, one could have argued that potential taxi users had too little information to avoid being ripped off, and no way to know which company was safe, so regulation was necessary. Today, the ease of checking fares and cab company records over the Internet and smart phones has solved those problems, but regulatory bodies such as the MTC have not gotten the memo. The MTC controls fares, requires potential cab owners to maintain a commercial address, and gets to decide — in a strange central planning throwback — if there is enough demand to justify more cabs.

These policies cause a significantly reduced supply of cabs when Saint Louisans need them most, such as on New Year’s Eve. Last year, there were less than 800 on-call cabs in all of Saint Louis City and County, and many decided that the fixed fare they would receive was not worth the hassle of working on New Year’s Eve. With no other options, many would-be customers waited hours for taxis that did not come.

Lyft and other ride-sharing apps can allow for a massive increase in the for-hire vehicle supply in Saint Louis. People in Saint Louis would be able to use some of the excess capacity of the cars we already own to greatly increase mobility in the Saint Louis area.

As for regulation, states such as California have already brought services such as Lyft into an established legal framework, called a Transportation Network Company. Companies such as Lyft can operate as long as they ensure that drivers have adequate insurance, clean records (in driving and otherwise), and safe vehicles. That seems like a fair set of regulations for Lyft’s operations in Saint Louis. In fact, it seems like a fair set of regulations for anyone who wants to give people rides in Saint Louis.

New business models relegate some regulations and regulatory bodies to the dustbin of history. If the MTC cannot change its policies to accommodate innovative companies, the MTC, not Lyft, should cease operating in Saint Louis.

Joseph Miller is a policy researcher at the Show-Me Institute, which promotes market solutions for Missouri public policy.

 

The Math Does Not Add Up For Murky Kansas City Streetcar Deal

In a previous post, we commented on how officials from Kansas City and the Missouri Department of Transportation (MoDOT) are hammering out a deal to divert $144 million of the proceeds from the proposed statewide sales tax to the Kansas City streetcar. According to the Kansas City Business Journal and the Kansas City Star, the plan will cap the sales tax increase in downtown Kansas City at 1 percent (0.25 percent for the streetcar Transportation Development District, or TDD, and 0.75 percent for the proposed statewide sales tax).

Source: Kansas City Business Journal

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Speaking of bad math, the cost of the projects in MARC’s chart (above) adds up to $800.4 million, not $775.7 million. So what’s getting cut? Does anyone check these things? 

On the surface, that sounds great for residents of downtown Kansas City (if not elsewhere). Previously, they were asked to pay a 1 percent higher sales tax to get the streetcar expansion. Now, they still pay 1 percent more, but they get other road and transit projects that state taxpayers fund, in addition to the streetcar expansion.

Haven’t seen a deal like that since Billy Mays died. But wait, there’s more!

Actually, the math for that “swap” does not work. The TDD’s 1 percent sales tax was supposed to bring in approximately $30 million a year. If the city reduces that rate to 0.25 percent, it will create a funding gap of almost exactly $210 million. That’s the reason the city was originally asking for $210 million; it was not some random number (although the city is not beyond doing that).

Drop the amount that streetcar gets from the state to $144 million, and a $65 million funding gap opens up. And remember that the original plan already had a $31 million unresolved budget gap. That leaves almost $100 million up in the air, ready to come crashing down on Kansas City taxpayers. Unless there is some other very large source of funding for the streetcar, the TDD sales tax cannot be held to 0.25 percent. It would need to rise to about 0.50 percent to maintain adequate funding (but still not addressing the initial $31 million shortfall).

The underlying problem is the incredible expense of building a streetcar system. Even if the federal government and Missouri taxpayers cover massive portions of the streetcar’s cost, there’s still a significant burden for residents in downtown Kansas City. Residents in the proposed TDD, Kansas City, and state will have to decide whether the streetcar is worth it.

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