Fun With Guns

The U.S. Supreme Court heard arguments today in McDonald v. Chicago, otherwise known as the Chicago gun ban case. The court’s decision in this case will determine whether the Fourteenth Amendment means that the Second Amendment right to bear arms should prevent state and local governments from prohibiting citizens’ possession of functional firearms in their homes.

This is a very, very important case — but maybe not for readily apparent reasons. The central question is not so much the meaning of the Second Amendment — that was largely decided by last year’s D.C. gun ban case. Rather, this case concerns the meaning of the Fourteenth Amendment.

When it was drafted and ratified, the first section of the Fourteenth Amendment was intended to do several things: First, to ensure that United States citizenship would be universal for those born within the country, and that no state could deny state citizenship to someone who is an American citizen; this was a pressing concern given that the recently Confederate states might well have denied citizenship to freed slaves. Second, to ensure that all citizens were assured of a certain baseline of liberty that could not be denied by any state or local government, because some state governments, when left to their own devices, had previously refused to offer the same protections for liberty enshrined in the U.S. Constitution. Under the new amendment, states were required to afford all U.S. citizens the “privileges and immunities” protected under the U.S. Constitution — including a right to travel freely across state lines, a right to earn a living in a common profession, etc. And, finally, the amendment was intended to ensure that all citizens must be treated equally under the law, so that no state could fashion laws that would discriminate against newly freed slaves or other “outsiders.”

Very shortly after the amendment’s ratification, however, the U.S. Supreme Court handed down The Slaughterhouse Cases. At issue was a law in New Orleans that created a butchering cartel controlled by the city, limiting the number of people permitted to practice the profession. The law made it so that citizens could only practice the profession with the city’s permission, and then only at a time and place of the city’s choosing. The city’s butchers sued, claiming that the Fourteenth Amendment prevented a state or local government from infringing upon their right to practice their profession. The Supreme Court responded with a ruling that the vast majority of legal scholars now consider one of the least-defensible in the court’s history (see p. 11 of the brief in the preceding link).

The court couldn’t negate the provision establishing universal citizenship, but its decision in Slaughterhouse completely eviscerated (so to speak) the other provisions of the first section — leaving the states free to limit access to professions, set up sweetheart deals for favored business interests and industries, institute poll taxes or other requirements that disenfranchised targeted segments of the population, and pass the Jim Crow–era segregation laws. Had the Fourteenth Amendment been properly applied from the outset, there might have been no need for a civil rights movement because segregation would never have been permitted in the first place, and freed slaves (as well as new immigrants) would have had easier access to self employment in entry-level professions.

Over time, the Supreme Court realized the evils that states were perpetrating against their citizens and so they came up with the doctrine of “substantive due process” as a way of selectively applying the Bill of Rights to strike down illegitimate state laws. It’s an absolute legal fabrication, but it has allowed the court to address issues of constitutional freedom in the way it has seen fit, without admitting that the court got Slaughterhouse wrong. So, almost the entire Bill of Rights has now been “incorporated” into the idea of substantive due process (meaning that 140 years later, the court has almost completely accomplished the original purpose of the Fourteenth Amendment), but several of the most important “privileges and immunities” — such as the right to earn a living — remain on the outside looking in. For whatever reason, the court has continued to hesitate in taking the final, proper, liberty-respecting step.

Taking that step would mean that federal courts could strike down state laws in violation of the privileges and immunities that have been neglected for all this time – but that is not only what the Constitution requires, it is inherently a good thing for liberty! Getting the history and constitutional theory correct would simply re-anchor the methods of analysis to their historical underpinnings, instead of allowing the unprincipled free-for-all that sometimes becomes apparent in the way the court addresses constitutional freedoms. I can’t help but think it would be a good thing, both at the philosophical and the practical level.

“I Didn’t Break It, I Was Just Testing Its Durability”

I used the “Show Me: The Spending” web tool to determine how much money that government agencies in Missouri spent on “Property Damage Settlements” during the last decade. From the resulting graph, we see that the Office of Administration (in blue) and the Department of Transportation (in purple) are responsible for most of the expenditures. In fact, together they account for 98.92 percent of the total — $10,113,764.76, adjusted for inflation.

Trend of “Property Damage Settlements” by Government Agency (2009 Dollars)

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The Office of Administration consistently spends $437,964.86 per year on average. The Department of Transportation’s trend of spending, however, is more volatile. It spent $77,637.71 on property damage settlements in 2007, $2,282,899.37 in 2008, and $6,500.00 in 2009. MoDOT made the largest single payment to a vendor in this category in 2008, in the amount of $1,920,556.60.

“Property Damage Settlements” for MoDOT in 2008

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Why are these state agencies spending so much on property damage settlements? What property are they damaging, and why do Missouri taxpayers have to cough up $10,113,764.76 for it?

Homeschooling Family in the New York Times

The homeschooling family I wrote about here and here is now featured in the New York Times. The article recounts the events that led the family to leave Germany and seek political asylum in the United States:

Working with a curriculum from a private Christian correspondence school — one not recognized by the German government — they expected to be punished with moderate fines and otherwise left alone.

But they soon discovered differently, he said, facing fines eventually totaling over $11,000, threats that they would lose custody of their children and, one morning, a visit by the police, who took the children to school in a police van. Those were among the fines and potential penalties that Judge Burman said rose to the level of persecution.

Reading these details of their story reminds me how fortunate homeschooling families in the United States are today. Some states impose more regulations than others; depending on where they live, parents may need to hold college degrees, to submit their curriculum for approval, or to agree for their children to take standardized tests. But it’s unheard of for the government to remove children from their homes forcibly and send them to school.

A sign of U.S. homeschoolers’ freedom is that when legislation is introduced that would affect them, the right to homeschool is usually not at question. And, secure in their ability to homeschool, parents can ask states for more than the right to be left alone. For example, homeschooling parents in Utah are currently lobbying for public schools to include homeschoolers in extracurricular activities. In Germany, parents fight to take their children out of the public schools; permission to bring them back for activities is the least of their concerns.

Supporters of homeschooling might point out that homeschooling can become an issue in divorce cases like this one in Missouri that Caitlin Hartsell discussed. It’s true; divorce courts do sometimes order a parent to send his or her children to school instead of teaching them at home. However, these decisions are not comparable to the harassment homeschoolers face in Germany and other countries. If divorced parents disagree about their children’s education, whatever the court ruling is, one parent will end up better satisfied and the other unhappy. Parents who want to send their children to public or private schools can be disappointed by these orders, and parents who want to homeschool are not immune from unfavorable divorce court rulings. What matters for homeschoolers in general is that divorce decisions apply only to individual families, and do not create new policies for everyone else.

When Is a Home Not a Home?

On Feb. 23, I wrote about the proposed “open space” that NorthSide Regeneration LLC, has planned for the company’s $8.1 billion development of the city of Saint Louis. According to NorthSide’s plans and other publicly available documents, at least four owner-occupied homes are slated for open space.

When discussing the possibility of eminent domain, NorthSide representatives, including developer Paul McKee and attorney Paul Puricelli, have stated that eminent domain won’t be used to take owner-occupied residences. The specificity of the qualification “owner-occupied residences” should make anyone looking into the project take pause. After all, there are many types of properties that are important to lives and livelihoods that aren’t owner-occupied residences — for example, businesses. In the latest Show-Me Report, I profile Fehlig Brothers Box & Lumber, a business slated for open space.

She Fell In Love With The Drummer

The city of Duluth, Minn., made the band Wilco and its members honorary citizens. Not to be outdone, the city of Madison, Wis., my stamping ground of 6 years, has proposed to do the same thing. Last week, Alderwoman Satya Rhodes-Conway and 10 cosponsors filed a resolution in the Common Council in Madison. It goes like this:

WHEREAS, Wisconsinites generally have a love/hate relationship with all things from Illinois but the sold-out crowd at the Overture Center on February 20, 2010 had only love for this band from Chicago; […]

In an article in the Duluth News Tribune, Madison Mayor Dave Cieslewicz pokes fun at the situation. I realize that he’s joking, but there’s a sad element of truth in his statement.

“If it’s a typical resolution for the city of Madison, it will be referred to 20 different city committees, it’ll be amended and we’ll probably vote on it in August 2012,” the mayor said.

On the one hand, although the Common Council could spend its time more productively, at least it isn’t passing resolutions that limit personal liberties or promote fiscal irresponsibility.

However, as Sarah Brodsky has communicated on this blog, legislating state symbols encourages people to ask the government to affirm their preferences. I happen to enjoy listening to Wilco, but why should it matter to me that Ald. Rhodes-Conway and Mayor Dave do as well? In a recent blog post, Mayor Cieslewicz confesses that he doesn’t like John Mayer. Does this mean that I shouldn’t like him too? If John Mayer is barred from becoming an honorary citizen in Madison, does he face a barrier to performing concerts in Madison?

I hope that Mayor Cieslewicz is only joking about this, too:

There are also questions being raised about where honorary citizens would be allowed to live. Some have suggested a referral to the Zoning Code Revision Advisory Committee to mull that one over, though the City Attorney has hinted darkly that he won’t allow it.

I hope that these cities stop short of providing tax advantages to their honorary citizens. I wouldn’t be that surprised if they did, though; Midwestern states have already demonstrated a willingness to bend their tax codes in an effort to attract glitz and glamour.

How Should We Pay for Transportation in Missouri?

Today’s Southeast Missourian asks the above question about Missouri transportation funding in an editorial (link via a certain Mr. Combest). They leave it as an open-ended question, asked as a follow-up to a presentation by the Missouri Transportation Alliance at a recent forum in Cape Girardeau.

This is one question for which the Show-Me Institute has some answers. And, yes, those answers might have to include a gas tax increase. They should also include a dramatic expansion of tolling — and, if that tolling is done via public-private partnership (PPP), then it wouldn’t first be necessary to amend the state’s Constitution (at least, according to MoDOT’s opinion). The important thing, in my opinion, is to keep any tax increases as analogous as possible to user fees, like the gas tax, and away from general taxes that move in the wrong direction by externalizing internal costs. We should be striving to internalize costs to the greatest practical degree, such as through gas taxes, tolling, and license fees, not the other way around.

For more information, read the op-ed I wrote on the subject of private financing for Missouri transportation, the related testimony I provided, and our primary studies of tolling, PPPs, etc.

A Short Rejoinder

First, I’d like to thank Hugh Scott for his response to my op-ed arguing against expansion of the MetroLink system. I doubt we will ever see completely eye to eye on the subject, but an informed dialogue can still be illuminating for everyone involved.

Before I respond directly to any of Scott’s points, let me just clarify something that may have been unclear from the op-ed (a 700-word format does not allow for full explanation of every point): I was not arguing against the proposed half-cent sales tax. My point was that we should not expand the MetroLink system into areas with relatively low population densities because the lines would have low ridership and be even more heavily reliant on tax dollars than current lines.

Scott observes that the flexibility of buses is a disadvantage as well as an advantage, a point well-taken. Light rail is undoubtedly better than buses when it comes to understanding routes. However, the question is whether that disadvantage outweighs the advantages of flexibility and lower costs that buses provide, and my answer is that it depends on population density. The denser an area, the more rail should be preferred to buses, and vice versa.

With regard to the possible lines of MetroLink expansion, Scott is perfectly right that Metro does not plan on expanding the system without federal funds to diffuse the costs of constructing the line(s). However, even if a new line would not cost area taxpayers a cent to build, it could still be a bad deal for them if very few people rode it and they were then on the hook for operating costs. Again, my argument is that the best method of forecasting ridership is through population density. Aside from the north-south corridor, none of the proposed lines come close to matching the densities found along the current lines.

Finally, I agree that MetroLink performs well against the light-rail systems of other cities, but that is a relative metric when the question should be an absolute one: Do the benefits justify the costs? Even existing lines do not meet the profit-loss test used in the private sector, so light-rail systems are not efficient by our most common metric for success. Perhaps we need another absolute standard we could use to determine which light-rail lines are successes and which are failures, but for now the best that can be said is that it is unclear whether the benefits of MetroLink expansion would outweigh the costs.

Metro Board Member Responds to Show-Me Institute Op-Ed

The Show-Me Institute recently released an op-ed by research assistant John Payne, titled “Adding New MetroLink Lines Too Costly, Inefficient.” The piece appeared on the Riverfront Times blog on Feb. 15, along with comment from the paper, and ran in the St. Louis Business Journal on Feb. 19.

We recently received a thoughtful response from Hugh Scott, III, who has been a member of Metro’s Board of Commissioners for nearly five years, commenting on Payne’s op-ed. In the interest of furthering dialogue about important issues like public transit funding, his entire letter appears unedited below:

As even noted anti-tax advocate Glenn Beck acknowledged on his show yesterday, (2/22/10) some taxes are necessary. In the case of public transit, I would maintain that taxes supporting these systems inure to the economic benefit of metropolitan areas. Public transit enables people to commute to jobs and transit centers provide a critical mass of customers for businesses located near them. Not only does Metro employ 2000 St. Louisans but it assists countless thousands of workers to get to jobs in healthcare, retail, manufacturing and distribution. For many of these commuters, no public transit would mean no job.

Show-Me Research Assistant John Payne misses the mark in his article, “Adding New MetroLink Lines Too Costly, Inefficient.” While he tacitly agrees that public transit is important for our community, he advocates opposition to the proposed referendum for a ½ cent sales tax on the April ballot. The focus of his criticism is on the part of the proposal which suggests some the addition of light rail corridors. Extending light rail is however, not the major thrust of the proposal.

Throughout its history, BiState (Metro) has not had sufficient dedicated taxes to support its operations. It has relied on the beneficence of the City of St. Louis and the adjoining Missouri and Illinois counties, the States of Missouri and Illinois, and the Federal government to provide operating subsidies. Some of these entities have been generous over the years. Others have been quite parsimonious. In all cases, awarding of funds is arbitrary and Metro must beg for money from its stakeholders on an annual basis. If Metro is expected to operate in a business-like manner, it must have a stable reliable source of revenue. This, in fact, is what the April 6 ballot proposal is really all about.

When the last tax measure failed in a very close vote in November of 2008, Metro was forced to cut 40% of its bus and train service and 400 staff members. This resulted in the loss of at least 5000 jobs in our community. While half of these cuts were quickly restored due to the receipt of emergency funds from St. Clair County and the State of Missouri, deeper cuts will be necessary if the proposed tax is not approved by the voters. With the approval of the new tax, pre-2009 service will be restored and the current system will be able to operate on a stable financial footing for the first time in memory.

Other short term (1-5 year) priorities include implementation of a bus rapid transit system similar to the “higher speed bus routes” advocated by Payne, adding amenities such as a “smart card” fare system, and beginning planning for more light rail. These programs will be implemented only after the pre 2009 service is in place and only when funds are available. The five year plan does not call for construction of new light rail corridors.

Putting a light rail extension in service will take a minimum of ten years. It will also require large amounts of federal funds in order to build. Metro does not believe that the community should “foot the bill” for any Metrolink expansions without the majority of the funds being provided by the federal government. Instead Metro is asking for funds to begin the planning process so that when federal funds become available for light rail expansion, St. Louis will be in line. It only makes good sense to spend some money on planning. Otherwise, federal money for light rail will go to other cities and St. Louis will be left out.

Payne tries to make a case for increased bus service as opposed to more light rail. He asserts that buses are a better form of transit because they are cheaper and provide more flexible route opportunities. This was precisely the argument made by former BiState CEO, Col. Rudolph Smyser in the 1960’s when he ordered the shutdown of the last of the street car lines in St. Louis.

While it may be argued that buses are superior to light rail from an economic standpoint, flexibility of routes is precisely the problem with buses. Businesses which might prosper by being near a transit stop do not locate near bus stops because a bus stop might easily move to another street or corner. Many non-transit dependent customers will not ride buses because it is often difficult to know where the bus is going. With streetcars, subways and light rail, one need only look at a map showing landmarks or look down the track to know where the car is headed.

In some ways, Metro has successfully mitigated the confusion caused by changing bus routes by creating a hub and spoke system integrating buses and light rail. Thus a person who boards a bus that says “Clayton Station” can expect to travel to the Clayton Metrolink station. Similarly, a passenger who boards our most heavily traveled bus route, Grand Avenue, can be confident the bus will travel north or south on Grand without deviating. In a sense, our increased market share in buses may be in part attributed to our lack of flexibility with routes not the reverse.

In conclusion, Metro has built a world class transit system which integrates bus and rail service quite successfully. While our population density might be low for light rail travel our market share compared to peer group cities is very high. Light rail continues to gain popularity from non-transit dependent riders and nationally, our market share is in the top three cities in our ten city peer group. The April ballot proposal is about preserving this fine system. Our first priority must be to stabilize the existing system. Future planning is always important but it comes further down the list of priorities.

“Rightsizing” Kansas City School District Potentially the Right Move

A map of the schools and their proposed status, according to the plan released by the Kansas City School District.
A map of the schools and their proposed status, according to the plan released by the Kansas City School District.
 
Click to enlarge.

Superintendent John Covington has a new vision for the Kansas City School District, and it involves halving the number of schools in the district from 61 to 31 or 30. Initially, the “rightsizing” plan sounds drastic, but Covington is adamant. The school district, which had 75,000 students 20 years ago, now has only has 17,500 students and 50-percent occupancy.

The plan (from what has thus far been released) may bring a much-needed change. By consolidating facilities, the school district can better allocate funds tied up in buildings and redundant administrative costs. The district has faced low test scores and budget deficits, and officials hope that this radical change will improve both. As for the cost:

As it stands, the District receives about $12.8 million net monthly less than what that it needs to sustain operations. Fortunately, the District currently has about $91.2 million in its operating fund to coverage the shortage. The Right Sizing plan will drastically reduce costs and wipe away the $12 million deficit. As with your personal budget, the District’s goal moving forward is to not spend more than the revenue it receives.

Given the reduction in student population, rightsizing looks like it could be a step in the right direction, but a full analysis will have to wait until more details are released.

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