QUOTE: Originally posted by O.S. Greyhounds: I'm suprised to see you advance this argument. Your other posts show great awareness of complexity. You would propose that all the intermodal traffic reaching Chicago should simply be rubbered from one side to another, each truck paying a fuel tax that is penny or so on the dollar of its actual use of roadway resources, and that the air pollution and subsequent impact on everyone else's health care, building maintenance costs, etc., should be foisted onto the people paying for the health care and building maintenance? Is there ANY government expenditure you think justified? National defense -- shouldn't that be paid for in user fees, too? I realize that your insistence on belittling those who disagree with you by calling it "gubermint" means you're probably not open to different opinions, but I'll give you the benefit of any doubt. I agree, in the long run, the free market will work just fine. Traffic and pollution will drive people out of Chicago, real estate prices will collapse, and the railroads will find it easy to build connections across the deserted land once occupied by a thriving metropolis. The loss of wealth will be enormous, the loss of productivity will be enormous, but measured against the threat to a sacred ideology, a trillion dollars here or there seems a cheap price indeed. OS
QUOTE: Originally posted by METRO Metra wants to extend the Kenosha branch up to Milwaukee yes, but the problem becomes that the current UP corridor to Milwaukee (old CNW) bypasses downtown and the airport, so the Metra trains would have to cross over to the parallel CP line (old Milwaukee Road) and the problem with this line is that it runs through some of the most historic and dense wards of the city, mainly in cuttings and high-lines. One advantage of the CP line though is that there are far fewer grade crossings than the UP line, and most freight cuts off through yards just south of Downtown, leaving only through freight and passenger trains to go over the bridge into downtown. I've also read a report that Chicago's Mayor Daley was quite pleased with the new proposals as Milwaukee's airport could handle any overflow from O'Hare and Midway since Wisconsin just spent a few million to build a new Amtrak (and eventually Metra) station at the airport with service only to Chicago and Milwaukee.
QUOTE: Originally posted by BaltACD OS - well presented Wall Streeet and it's mind set that the railroads are an archaic and dying form of transportation have directly caused the capacity constraints by pricing capital dearly. Railroads and not like the Dot.Com industry that can turn paper profits from minimal investment; railroads require real investment into real objects (Engines, Cars, Tracks, Signals, and employees to operate and maintain it all)....such investment in the Wall Stree World doesn't return itself 5 times over in the first year and is thus percieved tobe a poor investment and rated accordingly.
QUOTE: Originally posted by O.S. Greyhounds: I completely agree with you on the broad principle. While government intervention into the market is often touted as a broad benefit to the public, in reality it's usually an intentional wealth transfer ... After all, if we had left it up to an unregulated free market to decide the fate of North America, it would all still be a colony of Great Britain, France, Spain, and Russia, and a rather undeveloped and ruined one, too. The market would ALWAYS reward the immediate benefit of remaining a colony, and puni***he unknown and over-the-horizon benefit of independence. The patriots who declared independence were the biggest offenders of an unregulated market in this country's history. I think the argument between us can be clarified to a question of where to draw the line on government intervention into the allocation of transportation resources, the regulation of transportation charges, the regulation of transportation safety, and the adjudication of transportation disputes. If you look back, I think you'll find that the question of whether railroads should be economically regulated was never resolved one way or the other. The issues that created regulation simply became moot. We did not deregulate because those on the side of deregulation finally won the field, but because we woke up one morning and realized that those on the side of regulation had abandoned the field. OS
QUOTE: Originally posted by daveklepper No government funding for CREAT? What about the benefits to all the citizens of Chicago by lower pollution, far less time being blocked at grade crossings, less overall business diverted from the city. As well as the surrounding suburbs.
QUOTE: Originally posted by O.S. Grey, what do you think changed between 1883 and 1980 that regulation could be imposed in one and deposed in the other? Are you voting for human nature? That is, people blind to the merits of a free market in 1883 were enlightened by 1980?
QUOTE: If a railroad builds a bypass, and that coincidentally benefits a city by reducing traffic and pollution, should the city be allowed to partake of those benefits without charge? Isn't that an illegal taking? OS
QUOTE: Originally posted by greyhounds The University of Chicago happened. Seriously - knowledge and understanding of all sciences advanced, including economics. As you said, people didn't understand the merits in 1883, but had come to understand them in 1980. Just as doctors didn't know about germs back then but had an understanding of infections in 1980.
QUOTE: Originally posted by O.S. Originally posted by greyhounds Now I'm really confused by your argument. Germ theory was a discovery. What was discovered by economists after 1883 that changed everything? Weren't the benefits of a free market described 117 years earlier by Adam Smith in The Wealth of Nations, and published to broad acclaim in 1776? Indeed, France SIC 1847--before the 1848 revolution--is almost certainly the most pure form of a lassie faire economic system in the history of the world—it would probably make most adherents at the University of Chicago blush as they are complaining about gas prices while filling up their SUVs. Stated differently, the historical engine driving the 1980’s regulatory changes was Marxist rather than Hegelian. Economic circumstances and changes (stagflation) proved fertile ground for pre-existing anti-regulatory economic ideologies. Gabe P.S. What is eponym form of Adam Smith? Smithian? Reply MP173 Member sinceMay 2004 From: Valparaiso, In 5,921 posts Posted by MP173 on Thursday, February 17, 2005 2:57 PM Yesterday I spent a wonderful evening poring over CREATE information until my head hurt. The total project calls for $1.2 billion with the rails putting up $212 million. The rest will come from somewhere and the secret is in the sauce. King Richard is just finishing up his Millinium Park project which is way over budget and priced well over $1 billion. Meigs Field went away and a new playground is planned. All over the city are signs of renewal, in the form of wrought iron fences, and of corruption (Trucks for Hire scandal and others). Just imagine what the communities will want when they find out this money is available. Does anyone remember the Cleveland / Conrail fiasco when CSX and NS purchased CR and then had to legally bribe certain suburbs to join in? BTW....one of the items listed in BALT's early post was the double tracking of the lead from the CN (ex GTW) to Markham Yard (IC). This is a CN to CN interchange....shouldn't this be a CN project, as it will benefit CN's operation. Nightly I hear trains being told to hold up in Indiana until 148 doubles out of Markham. It sure makes sense to have a double lead into Markham, and that CN should do it on their own. ed Reply Anonymous Member sinceApril 2003 305,205 posts Posted by Anonymous on Thursday, February 17, 2005 4:11 PM Mmmhhmmm. You'd think. But go back up 7 lines, then left five words, to get to the one called "bribe." CN is giving up something very dear, their own route through Chicago, the St. Charles Air Line. They are the only railroad to have such a thing. That was the keystone to this whole project. No St. Charles Air Line going away, no Mayor Daley's support. No mayor's support, no project. CN wanted an ownership percentage of IHB as their reward. In a series of meetings at AAR in which I would have paid next month's salary to be a fly on the wall, the thumbscrews were turned until CN knuckled under. In one perspective, CN was simply obtaining the best deal for its investors possible. In another, they were holding the whole hub hostage. This is really, in the whole scheme of things, a trinket traded for a treasure. But beyond that, even though this appears to be pure CN benefit, that's way too simplistic a way of viewing this project. The whole hub is an interconnected whole, and if trains back up in one place, it forces delays in others. If you look a little closer, you'll find a junction that benefits "only" BNSF, a flyover that benefits "only" NS, and so forth. None of these projects, to my knowledge, are not supported by the traffic flows of the whole, and the authority on which I have that is one with which I'd trust my life. Moreover, you're missing the point that (a) connections between railroads for fundamental, free-market, economic reasons are the last place a railroad should put its money, and (b) the railroads aren't earning cost of capital. If you ask a railroad that is consuming itself in the hope that tomorrow will be better to put one penny into a project that has the least potential to help it bootstrap its way to success, it's not going to happen. When I first looked at CREATE, my first reaction was that the railroads weren't putting in very much cash. Then I smacked heel of hand to forehead, and said, well, duh, of course! This project is of little immediate benefit to them. Who does benefit is the citizens of the U.S. of A., Chicago, and northeast Indiana. Deny the project and we're only shooting ourselves in the foot. I always thought the point of economic activity was to make us rich, but as I'm learning in this forum, some would rather be "right" than be rich. OS Reply Edit greyhounds Member sinceAugust 2003 From: Antioch, IL 4,371 posts Posted by greyhounds on Thursday, February 17, 2005 4:18 PM QUOTE: Now I'm really confused by your argument. Germ theory was a discovery. What was discovered by economists after 1883 that changed everything? Weren't the benefits of a free market described 117 years earlier by Adam Smith in The Wealth of Nations, and published to broad acclaim in 1776? Well, obviously one guy didn't sit down and write one book and cover everything. More to the point it was the spreading knowledge of how economies work and the application of that knowledge to specific situations that carried the day. The titans of industry in the late 1800's really didn't buy into the competition thing. They kept trying to form cartels and limit competition. The cartels didn't work - people kept acting in their own best interest which meant they would break the rules of the cartel. J.D. Rocefeller Sr. formed the Standard Oil Trust to prevent competition - he wasn't really a bad guy, he just liked things to be orderly. The economists explained where he was wrong. And he couldn't maintain his monopoly on oil after it was discovered in diverse locations. QUOTE: Earlier I understood you to say that farmers opposed deregulation in 1980. So the farmers that didn't understand the merits of free enterprise in 1883 and agitated for regulation came to understand its merits by 1980 and supported deregulation? Or are you saying that farmers' never got it right, but their views commanded votes in Congress in 1883, but in 1980 Congress ignored this constituency? (You're saying that Congress, for once, got it right? Wasn't the House controlled by the Democratic Party then?) I never said farmers opposed dereg. I said they hadn't gone away and were still upset about railroad rates. Basically, I don't think farmers do what's right, I think they do what's in their own best interest. If they can have a rail rate held artificially low to their benifit, they'll try to do so. If that means regulation, then they're for it. Pretty much like the rest of us. But the percentage of the population living on farms was drastically lower in 1980 than in 1880 - they had lost some political clout. QUOTE: Or are you saying that railroads had the power to self-regulate themselves in 1883 to bring legal protection and authority to their cartels, AKA rate bureaus, neglected to return to Congress, once it became apparent this was a mistake, to tell them to turn the switch off, and then had the power to deregulate themselves in 1980? Was I mistaken when I read all those statements about the evils of regulation in Railway Age, Railroad Gazette, and Railway Record beginning in the 1870s when states startted to regulate railroads, and continuing unabated to 1980? No, it was quite the opposite, the railroads lacked the power to self-regulate in the 1880's , that's why they wanted the Federal Government to do it. Once regulation was established it created a constituancy that kept it in place - the railroads had created their own jail and they couldn't let themselves out. QUOTE: If that's not what happened, exactly who did become educated by 1980? Congress? Yes. QUOTE: And to return to an earlier statement by you, when you said that small businesses opposed deregulation of motor trucking in 1980, how is it that their views didn't carry the day? What about the small businesses advantageously situated that wanted deregulation so they could beat down their rates at the expense of their less advantageously situated competitors? Where did they fall in all this? OS I didn't say small business opposed dereg. I said they used regulated rates. The fact that they didn't try to stop dereg shows that they had been convinced on the merits. If a business has a good location it has a competitive advantage and should make use of that advantage.
Originally posted by greyhounds Now I'm really confused by your argument. Germ theory was a discovery. What was discovered by economists after 1883 that changed everything? Weren't the benefits of a free market described 117 years earlier by Adam Smith in The Wealth of Nations, and published to broad acclaim in 1776?
QUOTE: Now I'm really confused by your argument. Germ theory was a discovery. What was discovered by economists after 1883 that changed everything? Weren't the benefits of a free market described 117 years earlier by Adam Smith in The Wealth of Nations, and published to broad acclaim in 1776?
QUOTE: Earlier I understood you to say that farmers opposed deregulation in 1980. So the farmers that didn't understand the merits of free enterprise in 1883 and agitated for regulation came to understand its merits by 1980 and supported deregulation? Or are you saying that farmers' never got it right, but their views commanded votes in Congress in 1883, but in 1980 Congress ignored this constituency? (You're saying that Congress, for once, got it right? Wasn't the House controlled by the Democratic Party then?)
QUOTE: Or are you saying that railroads had the power to self-regulate themselves in 1883 to bring legal protection and authority to their cartels, AKA rate bureaus, neglected to return to Congress, once it became apparent this was a mistake, to tell them to turn the switch off, and then had the power to deregulate themselves in 1980? Was I mistaken when I read all those statements about the evils of regulation in Railway Age, Railroad Gazette, and Railway Record beginning in the 1870s when states startted to regulate railroads, and continuing unabated to 1980?
QUOTE: If that's not what happened, exactly who did become educated by 1980? Congress?
QUOTE: And to return to an earlier statement by you, when you said that small businesses opposed deregulation of motor trucking in 1980, how is it that their views didn't carry the day? What about the small businesses advantageously situated that wanted deregulation so they could beat down their rates at the expense of their less advantageously situated competitors? Where did they fall in all this? OS
QUOTE: Originally posted by O.S. "The farmers and small busineses that you cite didn't go away. " "But the percentage of the population living on farms was drastically lower in 1980 than in 1880 - they had lost some political clout." "I never said farmers opposed dereg. I said they hadn't gone away and were still upset about railroad rates." Grey, I'm trying to find the merits in your arguments -- it strikes me as important to see if you're right. But among other things, I can't even get past the foundational facts you're using, because they seem to say one thing in one place, and something else in another. For instance, how do I reconcile these three statements of yours in reference to farmers? Did they or didn't they go away? Did they or didn't they lose political power? Did this loss or lack of loss of power effect different outcomes 97 years apart? Could you help me out here? OS
QUOTE: Originally posted by gabe Greyhounds, You are, in effect, asserting the people of Chicago cannot contract with railroads for mutual benefit. Federal, state, and local government have always contracted with private enterprise. So long as both contracting parties have the right to refuse, I fail to see how sacrosanct notions of classical liberalism are intruded upon. I seem to remember BN giving the Iowa Interstate Railway low-interest loans to improve certain segments of track because BN believed the money returned by IIRR's interchange traffic would justify the expenditure. I don't see CREAT any differently. Cities are no less of an economic entity and market participant than ADM—and they are treated that way by courts. If you don’t believe me, watch the next time there is a problem with such a project and there is legal action. The city’s claim of “sovereign immunity" will be laughed out of court before you can say “Adam Smith.” This is not a recent phenomenon and it has paid dividends in the past. Without the federal government "investment" in the form of land grant railroads, would your former employer the IC ever have come into existence? I see your argument as counter to classical liberalism. The absolute bedrock of a classical liberal economic system is freedom to contract. CREAT is not government regulation; it is a contract between two parties that are free to say “yes or no.”--Capitalism in its purist form. Nonetheless, very interesting comments and I hope you don't stop offering your opinion on this subject. I am learning a great deal from both you and O.S. Gabe
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