Banning pregnancy in Maj. Gen. Anthony A. Cucolo’s army
From the Philadelphia Inquirer:
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From the Philadelphia Inquirer:
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From the New York Times:
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From the Washington Post:
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From the New York Times:
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From the Chicago Tribune:
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· ‘Twas the night before Christmas, and all through the land · Not many Americans were celebrating, not even a former Democratic party chairman; · The Senate had earlier in the day voted for healthcare, · ‘Though no Republican Senator could be found who cared. · Yet some people somewhere around this great country, · Breathed a sign of relief knowing healthcare assistance was
Happy Holidays To All Our Readers! AnnotatedOpinions.com
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From the Chicago Tribune:
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[AO: We have previously addressed this new airline rule that requires airlines to allow passengers to deplane if a flight sits on the tarmac for three hours, assuming it’s safe to deplane. However, I will address it again because this opinion raises a number of new issues.] . . . Since 1988, the number of people boarding domestic and international flights in the United States has climbed by 63 percent. . .
The average fare today is $301. If ticket prices had merely kept up with inflation over the last decade, it would be $427. . . The decline in prices, adjusted for inflation, has come at the expense of the airlines, which have gotten used to providing their services at well below cost. They have lost money in six of the last eight years, piling up net losses of nearly $60 billion and making bankruptcy a more common occurrence than snowfall at O’Hare. . . [AO: Here, the writer, Steve Chapman, supports his argument against the new rule that requires airlines to allow passengers to deplane if a flight sits on the tarmac for three hours, assuming it’s safe to deplane, by arguing that, essentially, passengers should not expect this much because airlines have been loosing money over the last decade due to passengers paying less than inflation adjusted prices from a decade ago. What? There are a number of assumptions here. The first assumption is that passengers (the airlines’ customers) can compel airlines to charge less than the cost of tickets. That the equivalent of customers compelling gas stations to charge less than the cost of gas or shoppers compelling grocery stores to charge less than their cost. It’s just not possible or at least not that simple. If a private business is selling a product below cost, there must be more going on than customers demanding lower prices. In short, there must be a benefit to the private corporation. In the airline industry, this benefit is probably their very survival. In other words, there is such great competition for customers that airlines are willing to lower prices to survive. It is not that customers are demanding below cost flights, after all customers will prefer to fly for free, it is that airlines are competing against each other and deciding that it is in their interest to lower prices below costs in order to survive. But having made this decision, who should be responsible for the consequences? Also, consider that not airlines have been unprofitable over the last decade. What is it that the profitable airlines, airlines that generally charge less for tickets than the unprofitable ones, do that make them profitable? Perhaps the unprofitable airlines should do the same? Another assumption Chapman makes is that when airlines increase volume by 63 percent, price must remain the same. This is not a necessary fact of nature. Indeed, anyone who has listened to their share of car commercials has probably heard an automobile dealer say something to the effect that they can sell for less because they sell more quantity then competitors.] The DOT rule flows from two presumptions common in Washington: 1) that private businesses have insufficient motivation to satisfy their patrons, and 2) that government regulators are capable of making better operational decisions than the people whose livelihoods are at stake. . . [AO: Chapman’s argument flows from two common and often incorrect presumptions: 1) that private businesses always have sufficient motivation to satisfy their patrons, and 2) that all government regulations involve taking operational decisions away from private industry. First, Chapman assumes that airlines have sufficient motivation because . . . well, I don’t know. Yet, his statistics suggest that, from the perspective of airlines, they should have little incentive to address this problem especially if the solution is likely to be more than the costs, which, again, are small from their perspective. See, Chapman explains that the problem is “extremely rare.” Only 1,500 of the 9.3 million flights each year are affected. That’s an infinitesimally small number of flights (less than 0.02%). So, how much should an airline be willing to spend to fix a problem that affects less than 0.02% of its customers? Probably nothing. Why? That’s because any “harm” an airline experiences from this problem is likely to be negligible. On the other hand, the harm to each passenger who only flies a few times a year is significant. So, we have a problem that is significant to the passenger (worth more than 0.02% of whatever) but insignificant to the airline (worth Second, the new rule does not take operational decisions away from “people whose livelihoods are at stake.” What the rule does is dramatically increase the cost of these delays. This increase makes this issue a non-negligible cost to airlines, meaning airlines now have an incentive to do something about it. But just because airlines now have a motivation to address the issue doesn’t mean that the government is telling airlines with to do. That is, just because government regulators think they can influence airline executives’ motivations doesn’t mean that they also think they “are capable of making better operational decisions than the people whose livelihoods are at stake.” The airlines will make the operational decisions. All the government is doing is motivating an unmotivated airline industry.] |
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From the Boston Globe:
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From the LA Times:
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. . . We haven’t given up hope for a worldwide climate accord. Such a deal is important, and someday it should be achievable. But [AO: I have previously cautioned against unilateral action on climate change. Some of the arguments I made there are applicable here. The simple problem is that the US cannot stop climate change without other countries and there is no way of guaranteeing action by other countries in response to our “leadership” on climate change. This problem is exacerbated by the consideration that our actions on climate change could put us at a significant disadvantage vis-à-vis countries that don’t act. I am looking at you, China. As a result, summits like Copenhagen provides a platform for action that could, at least potentially, insure that our actions will be followed with action by other countries. I am not advocating for no immediate action in Washington. Quite the contrary. I am advocating that Congress takes sensible and reasonable steps with an eye toward not putting America at a significant disadvantage. I am also suggesting that, contrary to the editorial, international summits, like Copenhagen, may be useful and |
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From the USA Today:
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