Step Aside NASA, Elon Musk Is In Charge Now

Joel Kotkin — Tue, 06 Sep 2022 16:23:37 -0400

NASA’s recent decision to scrub their big moon flight — with rescheduling weeks away — is yet another illustration of how this once mighty federal agency has lost its way. It is already 2022 and the space agency has failed to send another person on the moon for a half century. It is far from tackling the more critical project of visiting Mars.

So with NASA locked in bureaucracy, the momentum has shifted to private industry, which increasingly dominates the burgeoning space industry. Here there is a parallel with what historian J. H. Parry called the “Age of Reconnaissance” in which the initial moves for the creation of the modern world economy were state-sponsored, but the development of the global shipping and the establishment of mercantile colonies was private. Many of the boldest explorers of that era were figures like Sir Walter Raleigh and Sir Francis Drake, privateers seeking profits as well as personal glory.

We are now entering the “Commercial Space Age”, replacing the era of state-led exploration. Today exploration is being driven by billionaires like Elon Musk, Jeff Bezos and Richard Branson, and a host of young companies like Space X, Relativity Space, Virgin Galactic, Blue Origin and Rocket Lab, which recently announced a mission to explore the gases of Venus.

Government is still a large player in countries as diverse as India, Japan, Russia and Israel. China, which is considering a mile-long spaceship, will not likely allow entrepreneurs to lead its dreams of a galactic mandarinate. But in the West, the drive will not be led to NASA, suffers from what author and space expert Rand Simberg notes calls “risk aversion”.

The reasons for the rise of privateers resonates with that of the sea-going privateers — the lure of lucre. The government’s Bureau of Economic Analysis (BEA) estimates that the space industry contributes approximately $200 billion to the U.S. economy and employs 354,000 people today. New research sees that number growing substantially, and projects the global space economy will be worth $1.0 trillion by 2040. This unscripted opportunity, of course, can expect opposition from the green progressives who dub it just a reflection of capitalism’s flawed obsession with growth.

Read the rest of this piece at UnHerd.

Joel Kotkin is the author of The Coming of Neo-Feudalism: A Warning to the Global Middle Class. He is the Roger Hobbs Presidential Fellow in Urban Futures at Chapman University and Executive Director for Urban Reform Institute. Learn more at joelkotkin.com and follow him on Twitter @joelkotkin.

Brookings Economist Decries Transit Subsidies, Calls For Privatization

Wendell Cox — Sun, 06 Feb 2011 10:59:49 -0500

In his new book, Last Exit: Privatization and Deregulation of the U.S. Transportation System, Brookings Institution economist Clifford Winston contends that transit subsidies are largely the result of labor productivity losses, inefficient operations and counterproductive federal regulations.

Winston finds that transit service is so underutilized, that load factors were at 18 percent for rail and 14 percent for buses in the 1990s, before the Federal transit administration stopped requiring transit agencies to report that information.

Six Years Severance Pay: Winston cites the fact that dismissed transit employees may be eligible for up to six years severance pay, under requirements of federal law. For example, less costly services that could be provided under contract by private providers could result in the six-year severance payments if transit employees are laid off. No such benefit is available to other workers in the nation and an impediment that discourages cost-effective innovation.

Costly Rail Systems: The nation's urban rail systems, which have consumed so much of transit tax funding in recent decades, are the subject of considerable criticism.

Winston reminds readers of the considerable literature that shows that "the cost of building rail systems are notorious for exceeding expectations, while ridership levels tend to be much lower than anticipated" and that "continuing capital investments are swelling the deficit." At the same time Winston questions transits high subsidy levels for rail transit, for example, noting that the average income of rail transit riders is approximately double that of bus transit riders.

In particular, Winston criticizes the now under construction Dulles Airport rail line that will become a part of the Washington DC area transit system, noting that the route is not cost-effective. He characterizes cost overruns on the Dulles rail line and on the soon to be under construction Honolulu rail line as "inevitable." (This is despite the fact that both lines have already experienced substantial cost escalation.)

Indeed, Winston notes that among all of the US rail systems, the subsidies exceed the benefits on all systems except for San Francisco's BART.

Public Sector Mismanagement: Winston offers an ominous conclusion. He says that "social desirability is hardly a demanding standard for a public enterprise to meet" and indicates that is that it is rare to find a public service not meeting that standard. However, of transit Winston concludes that "the fact that transit's performance is questionable ... Is indicative of the extent that transit and bus rail services have been mismanaged in the public sector and been compromised by public policy. It is notable that over the quarter century since transit began receiving income from the federal gasoline tax that its share of urban travel has dropped one third.

Competition as an Answer: Last Exit indicates that transit can produce beneficial results, but makes a compelling case for reform. Winston suggests that transit could be improved by greater involvement of the private sector, following models such as the competitive tendering (competitive contracting) that now accounts for approximately one-half of Denver's bus system.

The international evidence, which Winston does not cite, is even more substantial. This includes the all of the world's largest bus transit system, in London, the entire Copenhagen bus system, and the entire subway, commuter rail and bus systems of Stockholm. However the ultimate in privatization is Tokyo, the world's largest urban area, where transit ridership is 1.5 times that of the entire United States. More than two-thirds of all transit ridership is carried by unsubsidized private rail and bus operators.

Photo: Competitively tendered bus in London (photo by author)