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Wealth and Want | |||||||
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Oil “Free to Choose: A Conversation with Milton Friedman” — July 2006: http://www.hillsdale.edu/imprimis/ The following is an edited transcript of a conversation between Hillsdale College President Larry Arnn and Milton Friedman, which took place on May 22, 2006, at the Ritz-Carlton Hotel in San Francisco, California, during a two-day Hillsdale College National Leadership Seminar celebrating the 25th anniversary of Milton and Rose Friedman's book, Free to Choose: A Personal Statement. excerpt:
Bill Batt: The
Nexus of Transportation, Economic Rent, and Land
Use
This relationship has been demonstrated more
empirically in a recent study by the Urban Land
Institute. The author concluded that, for Portland
Oregon,
each additional mile [traveled] translated into slightly more than $5,000 in housing costs; closer-in locations command a premium, those farther out save money. A ten-mile difference, all other things being equal, would amount to about $56,000 in new home value.
For a household in which one worker drives
downtown (or at least to a more central location) to
work, that ten-mile difference may amount to 4,600 miles
annually, assuming 230 days of commuting and a round-trip
of 20 miles each day. Moreover, if non-work trips to the
central area and elsewhere doubled that amount, the
tradeoff would be about 9,000 miles annually, which could
mean a higher/lower driving cost of $3,000 annually, not
counting the time saved/spent.(7)
That's the savings for living closer to the urban
center by ten miles. If the urban resident has to rely
upon a car nonetheless, subtracting some $3,000 annual
travel expenses will still leave him paying again that
much, and likely more, to own a car. Seven years ago
James Kunstler put the true costs along with other
experts at about $6,100 annually.(8) The American Automobile
Association calculated that a car driven 15,000 miles in
2001 cost 51¢ per mile or $7,650.(9) Even that figure reflects only
direct costs to the driver, not those passed on to
society. One study calculated that the total costs of
motor vehicle transportation to our society equal
approximately one-fourth of our Gross Domestic Product
(GDP).(10)(11) put another way, drivers paid
only 10% of the true costs of their motor vehicle
use.(12)
In 1991 road user fees totaled only about $33
billion whereas the true costs to society were ten times
that;
The latter figures include externalities like
pollution and the costs of highway crashes. Hortatory
public pleas for people to tune up their engines so they
pollute less, inflate their tires properly, and drive
more safely are not likely to change the reality that
people are forgetful and fallible. Regardless,
pollution-free cars are not available; people must drive
to participate in this society. The consequences of SO2,
CO2, and ozone are no longer a matter of debate; they are
scientific fact. Despite frequent headlines about
replacing the internal combustion engine, all the
realistic substitutes also rely upon fossil fuel power
directly or indirectly; solar powered cars are far in the
future, if at all, and also fail to deal with any
transition. ... However, if the direct
pecuniary costs of driving increase in any substantial
way, such as for an increase in motor fuel as many
experts forecast, there will surely be significant
changes in the tradeoffs involved in
housing/transportation choices.(14) And indeed a radical shift in
the use of petroleum looms closely on the horizon. The
consensus view of most oil geologists is that worldwide
oil extraction will peak sometime in about 2009 or
shortly thereafter, then to fall off rather quickly. That
graphic record and projection of oil mining is shown in
Figure 3.(15)
Making costs visible and linked to private personal
behavior is one way to ensure that transportation pays
its own way -- if it isn't already too late to save
us.... read the
whole article
Alanna Hartzok: CITIZEN DIVIDENDS AND OIL RESOURCE RENTS Abstract: Citizens of Alaska have been receiving individual dividend checks from an oil rent trust fund since 1982. Norway's citizens receive substantial social services and invest oil rents in a permanent fund for the future. Nigeria has yet to establish a similar fund for its oil revenue stream. This paper explores the oil rent institutions of Alaska, Norway and Nigeria with a focus on these questions:
The paper recommends full use of information
and communication technologies for transparency in
extractive resource industries, that resource rent from
non-renewable resources should be invested in socially
and environmentally responsible ways and primarily in the
needed transition to renewable energy based economies,
and that oil and other non-renewable resource rent funds
should transition towards capturing substantial resource
rents from surface land site values (ground rent) and
other permanent and sustainable sources of rent for
possible distribution of citizen dividends. ...
Read
the whole article Bill Batt: Stemming Sprawl: The Fiscal Approach
Mason Gaffney: Who Owns Southern California?
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