There's always the approach of no government regulation of housing. Let society spontaneously decide. I've met many people whose first reaction to anything seems to be "what should government do?". Some have refused to believe that private individuals and organizations ever built roads or dams. Tell them that the Air Traffic Control system had its roots in private industry, in 1929 and 1935-6, and wasn't taken over by the Feds until after WW II (my guess being the airlines wanted to offload the expense and the government bureaucrats wanted to expand their fiefdoms) and they simply refuse to believe it.
I did my first research on air traffic control in 1979, when I visited the library at the Air & Space Museum in Washington, DC and the corporate archives of ARINC in Annapolis, MD. In my second job out of college, two of my co-workers had come from ARINC, and they told me that this nonprofit corporation had actually started U.S. air traffic control. I’d subsequently met law professor Michael Levine, who told me that ARINC had later set up nonprofit, airline user co-op companies to provide ATC in Cuba and Mexico.
My research confirmed these points, and I wrote about them in a chapter called “Toward Safer Skies,” in the Reason Foundation book Instead of Regulation (Lexington Books, 1982). I learned that fledgling U.S. airlines created ARINC in 1929 to be the licensee of radio frequencies for air-to-ground communications, which were just being introduced. ARINC pioneered improvements in radio navigation equipment in the 1930s, and when the need for managing air traffic became apparent, it created the first Airway Traffic Control Centers in Chicago, Cleveland, and Newark in 1935-36. Each managed traffic only within 50 miles of the respective airport. But with a growing role of the federal Bureau of Air Commerce (in setting up lighted beacons along airways, etc.), that agency took over the three ARINC centers in 1936 and began setting up others. After World War II, ARINC set up RAMSA for Mexico and RACSA for Cuba, in each case as nonprofit airline user co-op corporations. Both were later nationalized, but operated those countries’ ATC systems for many years prior to government takeover.
In other words, the nonprofit, self-supporting stakeholder-governed corporation has a long pedigree in aviation.
And there’s more. Glen A. Gilbert is often known as the “father of air traffic control.” The Air Traffic Control Association’s highest annual award is named after him. As a dispatcher for American Airlines, he developed the first “flight following system” in Chicago in 1934. In 1935, when the airlines, via ARINC, agreed on a plan to develop Airway Traffic Control Centers, Gilbert set up the Newark center and helped establish the Chicago and Cleveland ones. When the government took over those centers, Gilbert became one of its first air traffic controllers. In retirement in the 1960s, he published several articles on the history of air traffic control. And in 1968 he called for the ATC system to be separated from the FAA and set up as a “Comsat-type nonprofit corporation.” In 1975 Gilbert fleshed out that concept in a two-volume study called The U.S. Air Traffic Services Corporation, published by his consulting firm.
What the Clinton Administration proposed in 1994-95 and what Chairman Shuster has proposed in 2016 have their roots in the pioneering work of ARINC and Glen A. Gilbert.
There's a theory of moral psychology called Relationship Regulation Theory, created by Tage Rai and Alan Fiske, which says that morality is about regulating relationships. People are morally motivated to vote on housing issues according to the models of relationships they want to enforce and support, as well as relationship models they oppose. You should check Relationship Regulation Theory out; it has a lot of relevance to rationally irrational politics.
You'd think people who like big cities would move to such cities, and then vote in favor of more development. But NYC has less new construction than many smaller cities.
There's always the approach of no government regulation of housing. Let society spontaneously decide. I've met many people whose first reaction to anything seems to be "what should government do?". Some have refused to believe that private individuals and organizations ever built roads or dams. Tell them that the Air Traffic Control system had its roots in private industry, in 1929 and 1935-6, and wasn't taken over by the Feds until after WW II (my guess being the airlines wanted to offload the expense and the government bureaucrats wanted to expand their fiefdoms) and they simply refuse to believe it.
http://reason.org/news/show/air-traffic-control-newsletter-133#f
broken link?
Worked fine for me just now. Here's the text:
I did my first research on air traffic control in 1979, when I visited the library at the Air & Space Museum in Washington, DC and the corporate archives of ARINC in Annapolis, MD. In my second job out of college, two of my co-workers had come from ARINC, and they told me that this nonprofit corporation had actually started U.S. air traffic control. I’d subsequently met law professor Michael Levine, who told me that ARINC had later set up nonprofit, airline user co-op companies to provide ATC in Cuba and Mexico.
My research confirmed these points, and I wrote about them in a chapter called “Toward Safer Skies,” in the Reason Foundation book Instead of Regulation (Lexington Books, 1982). I learned that fledgling U.S. airlines created ARINC in 1929 to be the licensee of radio frequencies for air-to-ground communications, which were just being introduced. ARINC pioneered improvements in radio navigation equipment in the 1930s, and when the need for managing air traffic became apparent, it created the first Airway Traffic Control Centers in Chicago, Cleveland, and Newark in 1935-36. Each managed traffic only within 50 miles of the respective airport. But with a growing role of the federal Bureau of Air Commerce (in setting up lighted beacons along airways, etc.), that agency took over the three ARINC centers in 1936 and began setting up others. After World War II, ARINC set up RAMSA for Mexico and RACSA for Cuba, in each case as nonprofit airline user co-op corporations. Both were later nationalized, but operated those countries’ ATC systems for many years prior to government takeover.
In other words, the nonprofit, self-supporting stakeholder-governed corporation has a long pedigree in aviation.
And there’s more. Glen A. Gilbert is often known as the “father of air traffic control.” The Air Traffic Control Association’s highest annual award is named after him. As a dispatcher for American Airlines, he developed the first “flight following system” in Chicago in 1934. In 1935, when the airlines, via ARINC, agreed on a plan to develop Airway Traffic Control Centers, Gilbert set up the Newark center and helped establish the Chicago and Cleveland ones. When the government took over those centers, Gilbert became one of its first air traffic controllers. In retirement in the 1960s, he published several articles on the history of air traffic control. And in 1968 he called for the ATC system to be separated from the FAA and set up as a “Comsat-type nonprofit corporation.” In 1975 Gilbert fleshed out that concept in a two-volume study called The U.S. Air Traffic Services Corporation, published by his consulting firm.
What the Clinton Administration proposed in 1994-95 and what Chairman Shuster has proposed in 2016 have their roots in the pioneering work of ARINC and Glen A. Gilbert.
There's a theory of moral psychology called Relationship Regulation Theory, created by Tage Rai and Alan Fiske, which says that morality is about regulating relationships. People are morally motivated to vote on housing issues according to the models of relationships they want to enforce and support, as well as relationship models they oppose. You should check Relationship Regulation Theory out; it has a lot of relevance to rationally irrational politics.
You'd think people who like big cities would move to such cities, and then vote in favor of more development. But NYC has less new construction than many smaller cities.