JFK to the Rescue?

“A tax cut means higher family income and higher business profits and a balanced federal budget. Every taxpayer and his family will have more money left over after taxes for a new car, a new home, new conveniences, education and investment. Every businessman can keep a higher percentage of his profits in his cash register or put it to work expanding or improving his business, and as the national income grows, the federal government will ultimately end up with more revenues.” – John F. Kennedy, 1963.

Reagan, Bush, and Obama forgot the part where there needs to be a balanced federal budget. Where’s JFK when you need him? However JFK has the right idea but in principle will it work?

Kennedy’s cut was followed by a decrease in revenue. Reagan’s cut was followed by an increase in revenue. There are just too many variables to do a simple numbers comparison. However, it’s undisputed in theory. It makes sense if you think about it this way: Both a 0% and 100% tax would produce 0 revenue. A 1% or 99% tax would produce very little revenue, though a 1% tax would almost certainly produce more revenue than a 99% tax. Somewhere in the middle, revenue is maximized. The most comprehensive study I’ve read pegs the revenue-maximizing top marginal rate at around 33% but that’s more guesswork than science.

Future of American Railways

Here’s a link to past, present, and future of American railways by the Economist.

American railways
High-speed railroading
America’s system of rail freight is the world’s best. High-speed passenger trains could ruin it
Jul 22nd 2010

UNION STATION in Los Angeles has been restored as a fine example of the Art Deco architecture that typified California in the 1930s. It has served as a backdrop for many Hollywood films, from “Union Station” (naturally) to “Blade Runner” and “Star Trek: First Contact”. It was the last grand station to be built before America’s passenger railways went into what you might call terminal decline.

Today it is a hub for Metrolink commuter trains and Amtrak services to faraway cities such as Chicago and Seattle. These trains have to pull in and then back out in a clumsy manoeuvre. But there are plans for through tracks in time to carry the high-speed services that California is desperate to have by 2020 under an ambitious $42 billion plan to connect San Diego, Los Angeles, San Francisco and Sacramento.

California’s plans were given a boost by Barack Obama’s stimulus package last year. This earmarks a lump sum of $8 billion, plus $1 billion a year, to help construct fast rail corridors around America (see map). Such lines are common in Europe, Japan and, increasingly, China, yet the only thing at all like them in America is Amtrak’s Acela service from Boston via New York to Washington, DC. It rarely reaches its top speed of 150mph (240kph) and for much of the way manages little more than half that, because the track is not equipped for higher speeds. Acela, like virtually all trains run by publicly owned Amtrak, has to use tracks belonging to freight railways, whose trains trundle along at 50mph; passenger trains must stick below 80mph. Despite the excitement of railway buffs and the enthusiasm of environmentalists, high-speed rail in America is likely to mean a few more diesel-electric intercity trains at 110mph, not swish electric expresses going nearly twice as fast.

But the problem with America’s plans for high-speed rail is not their modesty. It is that even this limited ambition risks messing up the successful freight railways. Their owners worry that the plans will demand expensive train-control technology that freight traffic could do without. They fear a reduction in the capacity available to freight. Most of all they fret that the spending of federal money on upgrading their tracks will lead the Federal Railroad Administration (FRA), the industry watchdog, to impose tough conditions on them and, in effect, to reintroduce regulation of their operations. Attempts at re-regulation have been made in Congress in recent years, in response to rising freight rates. “The freight railroads feel they are under attack,” says Don Phillips, a rail expert in Virginia.

America’s railways are the mirror image of Europe’s. Europe has an impressive and growing network of high-speed passenger links, many of them international, like the Thalys service between Paris and Brussels or the Eurostar connecting London to the French and Belgian capitals. These are successful—although once the (off-balance-sheet) costs of building the tracks are counted, they need subsidies of billions of dollars a year. But, outside Germany and Switzerland, Europe’s freight rail services are a fragmented, lossmaking mess. Repeated attempts to remove the technical and bureaucratic hurdles at national frontiers have come to nothing.