Solved Problem: Congestion Pricing and the Price Elasticity of Demand

Supports: Microeconomics and Economics, Chapter 6, and Essentials of Economics, Chapter 7, Section 7.5-7.7

ChatGTP-4o image of cars in the Lincoln Tunnel, which connects New Jersey with midtown Manhattan.

In January 2025, New York City began enforcing congestion pricing in the borough of Manhattan south of 60th Street—the congestion relief zone. The Metropolitan Transportation Authority (MTA) in New York collects a toll from a vehicle entering that zone either automatically using the vehicle’s E-ZPass transponder or by reading the vehicle’s license plate and mailing a bill to the vehicle’s owner. Nobel Laureate William Vickrey of Columbia University first proposed congestion pricing in the 1950s as a way to deal with the negative externalities from traffic congestion. Congestion pricing acts as a Pigovian tax that internalizes the external costs drivers generate by using streets in congested areas. (We discuss Pigovian taxes in Microeconomics and Economics, Chapter 5, Section 5.3, and in Essentials of Economics, Chapter 4, Section 4.3.)

The New York City congestion toll is somewhat complex, varying according to the type of vehicle and how the vehicle enters the area in which the toll applies. The congestion toll fora car entering Manhattan through the Lincoln Tunnel on a weekday between 5 am and 9 pm is $6.00 on top of the existing toll of $16.06. In January 2025, the volume of cars driving through the Lincoln Tunnel declined by 8 percent during the weekday hours of 5 am to 9 pm. According to an article in Crain’s New York Business, the number of vehicles entering the congestion relief zone compared with the same month in the previous year declined by 8 percent in January, 12 percent in February, and 13 percent in March.

  1. From the information given, can we determine the price elasticity of demand for entering Manhattan by driving though the Lincoln Tunnel during weekdays from 5am to 9am? Briefly explain.
  2. Suppose someone makes the following claim: “Because the quantity of cars using the Lincoln Tunnel has declined by 8 percent, we know that the MTA must have collected less revenue from cars using the tunnel than before the congestion toll was imposed.” Briefly explain whether you agree.
  3. Is the pattern of increasing percentage declines in vehicle traffic in the congestion relief zone each month from January to March what we would expect? Be sure your answer refers to concepts related to the price elasticity of demand.

Step 1: Review the chapter material. This problem is about the price elasticity of demand, so you may want to review Chapter 6, Sections 6.1-6.4. 

Step 2: Answer part (a) by explaining whether from the information given we can determine the price elasticity of demand for entering Manhattan by driving through the Lincoln Tunnel. We do have sufficient information to determine the price elasticity, provided that nothing else that would affect the demand for driving through the Lincoln Tunnel changed during January. We’re told the percentage change in the quantity demand, so we need only to calculate the percentage change in the price to determine the price elasticity. The change in the price is the $6 congestion toll. The average of the price before and the price after the toll is imposed is ($16.06 + $22.06) = $19.06. Therefore, the percentage change in the price is ($6/$19.06) × 100 = 31.5 percent. The price elasticity of demand is equal to the percentage change in quantity dmanded divided by the percentage change in price: –6%/31.5% = –0.3. Because this value is less than 1 in absolute value, we can conclude that the demand for driving through the Lincoln Tunnel is price inelastic.

Step 3: Answer part (b) by explaining whether because the quantity of cars driving through the Lincoln Tunnel has declined the MTA must have collected less revenue from cars using the tunnel. As shown in Section 6.3 of the textbook, total revenue received will fall after a price increase only if demand is price elastic. In this case, demand is price inelastic, so the total revenue the MTA collects from cars using the Lincoln Tunnel will rise, not fall.

Step 3: Answer part (c) by explaining whether the pattern of increasing percentage declines in vehicle traffic in the congestion relief zone is one we would expect. In Section 6.2, we see that the passage of time is one of the determinants of the price elasticity of demand. The more time that passes, the more price elastic the demand for a product becomes. In other words, the longer the time that people have to adjust to the congestion toll—by, for instance, taking a bus rather than driving through the Lincoln Tunnel in a car—the more likely it is that people will decide not to drive into the congestion relief zone. So, it is not surprising that the number of vehicles entering the congestion relief zone declined by a greater percentage each month from January to March.

A Grand Policy Bargain

An image of the U.S. Capitol generated by GTP-4o

Glenn serves on the the Grand Bargain Committee, chaired by Michael Strain of the American Enterprise Institute and Isabel Sawhill of the Brookings Institution. The committee, whose members span the political spectrum, have prepared a report that addresses some of the country’s most pressing economic and social problems.

Glenn and Michael Strain prepared the following introduction to the report. Below there is a link to the whole report.

The views expressed in this report are those of the individual authors who collectively constitute the Grand Bargain Committee, co-chaired by Michael R. Strain and Isabel V. Sawhill. This report was sponsored by the Center for Collaborative Democracy and was prepared independent of influence from the center and from any other outside party or institution. It is being published by the Bipartisan Policy Center as an example of how people with diverse views and political leanings can find common ground. The recommendations are strictly those of the policy experts and do not necessarily reflect the views of any organization or those of the BPC. All data are current as of November 2023.

By: Eric Hanushek, G. William Hoagland, Douglas Holtz-Eakin, R. Glenn Hubbard, Maya MacGuineas, Richard V. Reeves, Robert D. Resichauer, Gerard Robinson, Isabel V. Sawhill, Diane Schanzenbach, Richard Schmalensee, Michael R. Strain, and C. Eugene Steuerle.

Introduction

The United States faces serious economic and social challenges, including:

  • The underlying economic growth rate has slowed, as have opportunities for people to move up the economic ladder.
  • Our education system fails too many children and leaves many more with fewer opportunities than they deserve.
  • The nation is not rising to the challenge of addressing climate change.
  • Both our health care system and the health of our population need improvement.
  • Our income tax system is broken, generating tax revenue in an inefficient and unfair manner.
  • And the national debt is growing at an unsustainable pace, threatening long-term economic growth, crowding out needed investments in economic opportunity, and placing the nation’s ability to respond to a future crisis at risk.

    To address these problems, the Center for Collaborative Democracy commissioned subject matter experts—progressives, centrists, and conservatives—to develop a “Grand Bargain” encompassing all six issues. The policy debate typically puts these problems into silos, and within each silo, powerful forces support the status quo. This report seeks to break down these silos. Dealing with them all at once—in a Grand Bargain—is a more promising strategy than dealing with them individually, because it allows for different parties to strike deals across policy issues, not just within a single issue.

For example, implementing a carbon tax to address climate change seems impossibly difficult. So does increasing accountability for teacher performance. Trading one for the other might be easier than pursuing both in isolation. Fixing the structural budget deficit by reducing entitlement spending is an enormous political challenge. So is increasing spending on programs that advance economic opportunity. Doing both at the same time could be more politically feasible than addressing them separately.

In this context, the group of experts met for several months in 2023 to share perspectives and ideas and to come up with sensible policies in each of these areas: economic growth and mobility; education; environment; health; taxes; and the federal budget. The end result is this report, which is being published by the Bipartisan Policy Center as an example of how people with diverse views and political leanings can find common ground.

This report is short, consisting of less than 30 pages of text. Its brevity is by design. This constraint forced the group to stay focused on issues and recommendations that matter the most. The focus of the report is on concepts. It is designed to answer such questions as, “How should the nation’s approach to education or to the federal budget change? What fundamental reforms are required to increase the underlying rates of economic growth and upward mobility?” Focusing on concepts means not focusing on policy details, including the details of implementing our recommendations and of transitioning across policy regimes. Our lack of attention to policy details does not mean we do not recognize their importance. Of course, we do, and many members of the group have spent much of their careers studying and designing public policies. Instead, we focus on concepts because we believe the United States needs to return to a discussion of first principles. This report advances that objective.

Not every member of the group agrees with every recommendation in this report. That is not surprising given the diversity of views in the group, and the difficulty and complexity of many of the issues we address. Despite this disagreement, we were able to have an informed and constructive discussion about these economic issues, to find compromises, and to come up with a set of recommendations that we believe, on balance, would greatly strengthen the country and improve people’s lives.

We believe in the importance of a market economy. Free markets have led to unprecedented growth and innovation, along with rising incomes, over the past three centuries. But government also has a role to play. To unleash more growth, we need to curtail unneeded or overly costly regulations and to create a tax system that encourages investment spending and innovation. To bring prosperity to more people, we need policies that will enable more people to benefit from economic growth through investment in their education and skills. For this reason, we put a great deal of emphasis on improving education for children, on training or retraining for adult workers, and on subsidizing the earnings of low-wage workers when necessary while maintaining a safety net for those who cannot work.

Our proposals are designed to advance certain underlying values and themes: Work and savings should be rewarded, investment should be encouraged over consumption, public assistance should be better targeted to those most in need, the tax system should be more progressive, and the nation should invest relatively more in the young and spend relatively less on the elderly.

Our specific proposals in each area are as follows:

  • On economic growth and mobility, we recommend investing in the education and training of workers, through community colleges and apprenticeships. We call for a more skill-based immigration system and for more immigrants; for encouraging innovation by investing more in basic research; for reducing taxes on new investment; for curbing unneeded regulation; for reducing the national debt; and for encouraging participation in economic life by increasing the generosity of earnings subsidies for low-wage workers.
  • On education, we recommend improving the teacher workforce at the K-12 level; paying teachers more but strengthening the link between pay and performance; maintaining educational standards and accountability while narrowing gaps by race and class; expanding school choice; and recognizing the role that parents and families must play in students’ learning.
  • On the environment, our main recommendation is to adopt a carbon tax. We also call for reducing methane emissions; expanding federal authority in the planning, siting, and permitting of the national electric transmission system; and repealing the renewable fuel standard that requires refiners to blend corn ethanol into the fuel they sell.
  • On health, we call for giving more attention to the social determinants of poor health with a focus on the need for better nutrition, for rationalizing existing subsidies for health care, and for reducing health care costs.
  • On taxes, we call for increasing tax revenue as a share of annual gross domestic product (GDP), and for that revenue to be raised in a manner that is more progressive, efficient, and simple than under current law, while also increasing the incentive to save and invest. For the business sector, that means allowing the expensing of investment expenditures and moving toward equal treatment of the corporate and noncorporate sectors.
  • On the federal budget, we recommend putting the debt as a share of annual GDP on a sustainable trajectory with a comprehensive package of reforms made up of a rough balance between tax increases and spending cuts in the initial years, phasing into a much larger share of the savings coming from spending cuts over time.

    Most of these recommendations are at the federal level, but some are at the state and local level, particularly our education recommendations.

In the spirit of a Grand Bargain, these recommendations advance common goals and values through compromises both within and across policy areas. For example, one of our values is reflected in the goal of refocusing government spending on those who truly need it, and another is to restore fiscal responsibility. To accomplish this, we call for slower growth in Social Security and Medicare benefits for affluent seniors to reduce the major driver of the national debt, but we also protect vulnerable seniors and spend more on the education of children and on earnings subsidies for the working poor. We recommend adopting a carbon tax because it will simultaneously advance our goals of supporting the environment, increasing tax revenue, and boosting dynamism by encouraging innovation in the energy sector.

We believe the analysis and recommendations in this report point a path forward for the nation, but we offer them in a spirit of humility, understanding that others will disagree. We hope that this report catalyzes a much needed debate about the future of our nation.

View the full website here.

Read the full report here.

Markets for the People

Presidents Biden and Trump during one of their 2020 debates. (Photo from the Wall Street Journal)

On the eve of first debate between President Joe Biden and former President Donald Trump, Glenn reflects on the fundamentals of sound economic policy. This essay first appeared in National Affairs.

The advent of “Bidenomics” has resurrected decades-old debates about the merits of markets versus industrial policy. When President Joe Biden announced his eponymous strategy in June 2023, he blasted what he described as “40 years of Republican trickle-down economics” and insisted that he would seek instead to build “an economy from the middle out and the bottom up, not the top down.” He would achieve this through “targeted investments” in technologies like semiconductors, batteries, and electric cars — all of which featured heavily in initiatives like the CHIPS and Science Act and the Inflation Reduction Act. Yet despite the president’s professed support for a “middle out” economics, Bidenomics has thus far proven to be less of an intellectual framework than a set of well-intended yet ill-fated industrial-policy interventions implemented from the top down.

Some conservatives have joined Biden in embracing industrial policy. Writing recently in these pages, Republican senator Marco Rubio of Florida asserted that while it is difficult to “get industrial policy right, conservatives can and must take ownership of this space to keep the American economy strong and free.” Former president Donald Trump, for his part, staunchly advocates heavy tariffs to promote domestic manufacturing.

Conservatives who adopt their own version of protectionist tinkering with markets are missing an important opportunity. As mercantilism’s decline did for classical liberalism in the 19th century and Keynesianism’s misadventures did for neoliberalism in the 20th, Bidenomics’ failures offer an opening for the right to champion a new type of economics — one that puts opportunity for the people ahead of the economic rules of the game.

Rapid globalization and technological change have left too many Americans behind. But the answer is not for the state to invest in costly projects with dubious prospects, nor is it to adopt a strictly laissez-faire approach to the economy. By reviving classically liberal ideas about competition and opportunity in the face of change, conservatives can promote an alternative economics that retains the enormous benefits of markets and openness while putting people first.

LIBERALISM’S RISE AND FALL

Before “Bidenomics” became a popular term, national-security advisor Jake Sullivan hinted at the president’s economic priorities in an April 2023 speech at the Brookings Institution. There, he declared that a “new Washington consensus” had formed around a “modern industrial and innovation strategy,” which would correct for the excesses of the free-market orthodoxy propagated by the likes of Adam Smith, Friedrich Hayek, and Milton Friedman.

This orthodoxy, according to Sullivan, “championed tax cutting and deregulation, privatization over public action, and trade liberalization as an end in itself,” all of which eroded the nation’s industrial and social foundations. Finally, after nearly three decades of such policies, two “shocks” — the global financial crisis of 2007-2009 and the Covid-19 pandemic — ”laid bare the limits” of liberalism. The time had come, Sullivan concluded, to dispense with decades of policies touting the benefits of markets and free trade — and economists would just have to get over it.

The Biden administration’s assault on open markets and free trade is odd in some respects. Scholars at the Peterson Institute for International Economics — located just across the street from Brookings — concluded in a 2022 report that, thanks to America’s openness to globalization, trillions of dollars in economic benefits have flowed to U.S. households. Moreover, the United Nations estimates that integrating China, India, and other economies into the world trading order has brought one billion individuals out of poverty since the 1980s. The impact of technological change as a driver of growth and incomes is larger still. Juxtaposing such outcomes with the administration’s grievances calls to mind the popular outcry in Monty Python’s Life of Brian: “What have the Romans ever done for us?” Quite a lot, in fact.

Proponents of free markets have clashed with advocates of government intervention before, most notably at the dawn of classical liberalism toward the end of the 18th century and the advent of neoliberalism during the first half of the 20th. These contests were not so much battles of ideas as they were intellectual critiques of real-life policy failures.

In 1776, Adam Smith’s Inquiry into the Nature and Causes of the Wealth of Nations threw down the gauntlet. The book was radical, offering a sharp rebuke of the economic-policy order of the day. Mercantilism — or the “mercantile system,” as Smith called it — assumed that the world’s wealth is fixed, and that a state wishing to improve its relative financial strength would have to do so at the expense of others by maintaining a favorable balance of trade — typically by restricting imports while encouraging exports. Recognizing merchants’ role in generating domestic wealth, mercantilist states also developed government-controlled monopolies that they protected from domestic and foreign competition through regulations, subsidies, and even military force.

Predictably, this system enriched the merchant class. But it did so at the expense of the poor, who were subject to trade restrictions and import taxes that drove up the price of goods. It also stunted business growth, expanded the slave trade, and triggered inflation in regions with little gold and silver bullion on hand.

Smith turned the mercantilist view on its head, insisting that the real touchstone of “the wealth of a nation” was not the amount of gold and silver held in its treasury, but the value of the goods and services it produced for its citizens to consume. To maximize a nation’s wealth, he argued that the state should unleash its population’s productive capacity by liberating markets and trade. Setting markets free, he observed, would enable firms to specialize in generating the goods they produced most efficiently, and to exchange surpluses of those goods for specialized goods produced by others. This approach would spread the benefits of free trade throughout the population.

While sometimes caricatured as a full-throated endorsement of laissez-faire economics, Wealth of Nations also recognized that government played an important role in sustaining an environment that would allow free markets to flourish. This included protecting property rights, building and maintaining infrastructure, upholding law and order, promoting education, providing for national security, and ensuring competition among firms. Smith cautioned, however, that government officials should be careful not to distort markets unnecessarily through such mechanisms as taxation and overregulation, and should avoid accumulating large public debts that would drain capital from future productive activities.

Mercantilism did not suddenly fall away after Smith’s critique; it continued to dominate much of the world’s economic order for another half-century. But eventually, Smith’s arguments in favor of market liberalization carried the day. For much of the 19th and early 20th centuries, free markets and free trade facilitated unprecedented prosperity in the West.

A parallel series of events occurred during the 1930s and ’40s, when Friedrich Hayek and John Maynard Keynes famously (and nastily) debated economic theory in the pages of the Economic Journal. That contest, too, revolved around what was happening on the ground: the Great Depression and increasing government investment in industry. Keynes contended that market economies experience booms and busts based on fluctuations in aggregate demand, and that the government could mitigate the harms of recessions by stimulating that demand through increased spending. Hayek disagreed, arguing that such large-scale public spending programs as those Keynes proposed would prompt not just market inefficiency and inflation, but tyranny.

During the 1950s and ’60s, Milton Friedman took on Keynes’s theories, asserting instead that the key to stimulating and maintaining economic growth was to control the money supply. He also expanded on Hayek’s case for free markets as necessary elements of free societies: As he wrote in Capitalism and Freedom, economic freedom serves as both “a component of freedom broadly understood” and “an indispensable means toward the achievement of political freedom.”

Of course Hayek and Friedman, like Smith before them, did not immediately win the debate; Keynesianism dominated America’s economic policy for decades after the Second World War. But by the mid-1970s, rising inflation and slowed economic growth pressured policymakers to consider a different approach. Hayek and Friedman’s arguments — now often referred to collectively as “neoliberalism” — ultimately won over important political figures like Ronald Reagan and Bill Clinton in the United States and Margaret Thatcher and Tony Blair in Britain. It had a major impact on each of their economic-policy initiatives, which typically combined tax cuts and deregulation with reduced government spending and liberalized international trade.

The upshot of that liberal market order is reflected in the 2022 findings of the Peterson Institute outlined above — namely the trillions of dollars in economic benefits that have flowed to American households. In a similar vein, the institute found in a 2017 report that between 1950 and 2016, trade liberalization combined with cheaper transportation and communication owing to technological change increased per-household GDP in the United States by about $18,000. The benefits of economic liberalism have thus been and continue to be massive.

NEOLIBERAL OVERCORRECTION

For all the prosperity it brought to the world, market-induced change in an era of globalization and rapid technological advance also entailed significant costs. Leaders across the political spectrum celebrated the former but paid little attention to the latter, which hit low- and medium-skilled American workers particularly hard. As global competition intensified and technological change mounted, tens of thousands of Americans in the manufacturing industry lost their jobs. Meanwhile, state benefits programs and occupational-licensing requirements made it difficult, if not impossible, for these individuals to move in search of better opportunities.

Neoliberal economic logic asserts that maintaining the labor market’s dynamism will right the ship in response to economic change — that new jobs will be created to replace the old. While true in most respects, for individuals and communities buffeted by structural market forces beyond their control, “just let the market work” is neither an economically correct answer nor a response likely to win political favor.

Proponents of neoliberalism tend to overlook the politically salient pressures generated by the speed, irreversibility, and geographic concentration of market-induced changes. Their lack of empathy for working-class communities hollowed out by the competitive and technological disruption that took place between the 1980s and the early 2010s ceded the political lane to proponents of industrial policy, enabling Trump to ride the wave of working-class grievances to the White House in 2016.

The ensuing tariffs, along with President Biden’s protectionist activity, invited retaliation from America’s trading partners. A Federal Reserve study by economists Aaron Flaaen and Justin Pierce concluded that, contrary to protectionists’ claims, employment losses triggered by trade retaliation were significantly greater than the number of jobs garnered through protectionism. The subsidy game tells a similar story: The Inflation Reduction Act’s large incentives for domestic clean-energy projects put America’s trading partners engaged in battery and electric-vehicle manufacturing at a disadvantage, which in turn pushed greater subsidization efforts overseas and prompted political grumbling among our trading partners.

It is policy failure, not a grand new economic strategy, that the Biden and Trump administrations’ industrial policies have teed up. Market liberalism must rise once again to counter the muddled mercantilism of both. But instead of repeating the cycle of neoliberalism overcorrecting for central planning and vice versa, today’s free-market and free-trade proponents will need to update their theories to address the challenges of our contemporary economy. By recovering insights from classical liberalism while keeping people in mind, economic policymakers can once again facilitate an open economy that ensures mass opportunity and flourishing.

MUDDLED MERCANTILISM

An intellectual path forward for today’s economic liberals must begin by highlighting the practical failures of Sullivan’s “new Washington consensus.” To that end, it will be useful to revisit the lack of intellectual foundation in today’s mercantilist industrial policy.

Skepticism of industrial policy revolves around two major challenges inherent to the strategy. The first is ensuring that capital is allocated to “winners” and not “losers.” The second is protecting industrial policy from mission creep and rent seeking.

Hayek addressed the first problem in his classic 1945 article, “The Use of Knowledge in Society.” As he observed there, “the knowledge of the particular circumstances of time and place” necessary to rationally plan an economy is distributed among innumerable individuals. No single person has access to all of this localized knowledge, which is not only infinite, but also constantly in flux. Statistical aggregates cannot account for it all, either. Thus, even the most earnest and sophisticated government planners could not amass the knowledge required to allocate capital to the right firms based on ever-changing circumstances on the ground. Recent examples of the government’s misfires — from the bankruptcy of the federally subsidized solar-panel startup Solyndra to the billions in Covid-19 relief aid lost to fraud and waste — speak to the truth of Hayek’s argument.

The free market, by contrast, transmits relevant information — that “knowledge of the particular circumstances of time and place” — in real time to everyone who needs it. It does so in large part via the price system. Friedman famously illustrated this process using the humble No. 2 pencil:

Suppose that, for whatever reason, there is an increased demand for lead pencils — perhaps because a baby boom increases school enrollment. Retail stores will find that they are selling more pencils. They will order more pencils from their wholesalers. The wholesalers will order more pencils from the manufacturers. The manufacturers will order more wood, more brass, more graphite — all the varied products used to make a pencil. In order to induce their suppliers to produce more of these items, they will have to offer higher prices for them. The higher prices will induce the suppliers to increase their work force to be able to meet the higher demand. To get more workers they will have to offer higher wages or better working conditions. In this way ripples spread out over ever widening circles, transmitting the information to people all over the world that there is a greater demand for pencils — or, to be more precise, for some product they are engaged in producing, for reasons they may not and need not know.

In this way, free markets ensure that capital is allocated to the right place at the right time based on the laws of supply and demand.

The second problem that plagues industrial policy arises when policies that are nominally targeted at a single goal end up serving the interests of government actors and individual firms. This problem comes in two flavors: mission creep and rent seeking.

Mission creep is the tendency of government actors to gradually expand the goal of a given policy beyond its original scope. One illustrative example comes from the CHIPS and Science Act, a bill designed to encourage semiconductor manufacturing in the United States. The act tasked the Commerce Department with drafting the conditions that manufacturers must meet to qualify for the program’s $39 billion in subsidies. In addition to manufacturing semiconductors domestically, those rules now require subsidy recipients to offer workers affordable housing and child care, develop plans for hiring disadvantaged workers, and encourage mass-transit use among their workforces. While arguably laudable (and certainly attractive to various interest groups), these goals distract from the original purpose of the law and may even detract from it.

Rent seeking — another problem characteristic of industrial policy — is a strategy that firms employ to increase their profits without creating anything of value. They do so by attempting to influence public policy or manipulate economic conditions in their favor.

Rent seeking often arises when firms devote lobbying resources to garnering funds from new government largesse. For the CHIPS and Science Act, firms’ scramble for subsidies replaces a focus on basic research. For the Inflation Reduction Act, firms’ hiring consultants to help them gain access to agricultural-conservation spending and technical assistance replaces a focus on researching market trends.

Industrial unions — whose goals might not be consistent with market outcomes or the new industrial policy — are a second source of rent seeking. Today, both the left and right have slouched away from liberalism’s emphasis on maintaining an open and dynamic labor market, pledging instead to create and protect “good jobs” — primarily in the manufacturing sector. This new thrust is yet another example of Washington picking “winners” and “losers” among industries and firms.

Concerns about this new approach to labor policy extend well beyond neoliberal critiques of limiting labor-market dynamism. Practically speaking, who decides what a “good job” is, or that manufacturing jobs are the ones to be prized and protected? Many of today’s most desired jobs for labor-market entrants did not exist decades ago when manufacturing employment was at its peak. Why should industrial policy’s goal be to cement the past as opposed to preparing individuals and locales for the work of the future?

A PATH FORWARD

Bidenomics’ policy failures offer an opening for leaders on the right to champion a new type of liberal economics that avoids the pitfalls of both markets-only neoliberalism and industrial policy’s central planning. In doing so, they will need to keep three things in mind.

The first is obvious but bears repeating: Markets don’t always work well, and calls for intervention are not necessarily calls for industrial policy.

Critiques of neoliberalism often focus on the stark observation from Friedman’s famous 1970 New York Times piece on the purpose of the corporation, which he asserted is to maximize its profits — full stop. While the article has now generated more than five decades of criticism, Friedman’s argument is quite sensible as a starting point under the assumptions he had in mind: perfect competition in product and labor markets, and a government that does its job well — namely by providing public goods like education and defense, and correcting for externalities.

Put this way, the problem with neoliberalism is less that it is laissez-faire and more that it assumes away important questions about the state’s role in the market economy. As a prominent example, national-security concerns raise questions about the boundaries between markets and the state. Export controls and certain supply-chain restrictions can be a legitimate way to deny sensitive technologies to adversaries (principally China in the present context). But they also raise several thorny questions. For instance, which technologies should be subject to controls and restrictions? What if those technologies are also employed for non-sensitive purposes? How do we defend sensitive technologies while avoiding blatant protectionism? (The Trump administration’s invocation of “national security” in levying steel tariffs against Canada was less than convincing.) Economists should invite scientists and technology experts into these discussions rather than ceding all ground to politicians and Commerce Department officials.

A second lesson relates to competition — the linchpin of both neoliberalism and classical-liberal economics dating back to Adam Smith. Is the pursuit of competition, though a worthy goal, sufficient to ensure widespread flourishing?

Contemporary economic models assign value to economic growth, openness to globalization, and technological advance. But as noted above, with that growth, openness, and advance comes disruption, often in the form of a diminished ability to compete for new jobs and business opportunities. It’s not a stretch to argue that a classical-liberal focus on free markets should also recognize the ability to compete as an important component to advancing competition. Competition might increase the size of the economic pie, but some will have easier access to a larger slice than others. Thus, in addition to promoting competition, today’s free-market advocates need to focus on preparing individuals to reconnect to opportunity in a changing economy.

To that end, neoliberals would do well to increase public investment in education and skill training. This includes greater support for community colleges — the loci of much of the training and retraining efforts required to reconnect workers to the job market. The demand for such training is rising among young workers skeptical of the value of a four-year college degree: The Wall Street Journal recently reported that the “number of students enrolled in vocational-focused community colleges rose 16% last year to its highest level since the National Student Clearinghouse began tracking such data in 2018.” Returning to Hayek’s “Use of Knowledge” essay, these interventions are likely to be successful because they decentralize training programs, divvying them up to the educational institutions that are in the best position to prepare workers for the jobs of today and tomorrow.

A third lesson for today’s neoliberals relates to the goals of the market. Smith, the father of modern economics, was also a student of moral philosophy — a discipline studiously avoided by most contemporary economists. To win the war of policy ideas, Smith understood that the goal could not simply be for the market to function. Today, demands to “let the market work” clearly do not meet the moment.

Market and trade liberalization are not ends in themselves; they are tools for organizing and promoting economic activity. Channeling Smith’s thoughts in his other classic work emphasizing shared purpose, The Theory of Moral Sentiments, Columbia professor and Nobel laureate Edmund Phelps argued that economic policies should pursue freedom not for its own sake, but to facilitate “mass flourishing.” In this vein, markets should promote, not prevent, innovation and productivity. They should aid, not hinder, the formation of strong families, communities, and religious and civic institutions.

Just as neoliberals need to be more cognizant of the human element in economics, proponents of industrial policy need to rethink the mercantilist strand present in their proposals.

To minimize the problems endemic to industrial policy — mission creep, rent seeking, and the risk of backing the wrong firms and industries — policy architects need to be both more general and more specific in their proposed interventions. By more general, I mean they must emphasize broad mechanisms to counter market failures. In the technology industry, for instance, expanding federal funding for basic scientific research can lead to useful applications for technologies and industries without picking winners and losers. Likewise, adopting a carbon tax would provide more neutral incentives for firms to develop low-carbon fuels and technologies without the need to pick winners and spend taxpayer dollars on costly subsidies. And again, as workers’ skills are an important policy concern, increases in general public investment in education and training should be front and center in any industrial policy.

By more specific, I mean the proposed policy interventions must have more specific goals. The Trump administration’s Operation Warp Speed succeeded without picking winners or over-relying on bureaucracy largely because its goals — developing and deploying a vaccine against Covid-19 as quickly as possible — were narrowly defined. Similarly, the Apollo program — which Senator Rubio rightly pointed to as an effective example of industrial policy — succeeded in part because it focused on a single, concrete, time-bound goal: putting a man on the moon within the decade.

Targeting and customizing aid is another way of making industrial-policy goals more specific. Economist Timothy Bartik has pushed for reforms to current place-based jobs policies, which typically consist of business-related tax and cash incentives. Such incentives, he argues, should be “more geographically targeted to distressed places,” “more targeted at high-multiplier industries” like technology, more favorable to small businesses, and more “attuned to local conditions.” Different local economies have different needs, from infrastructure to land development to job training. Funding customized services and inputs is more cost effective, more directly targeted at local shortcomings, and more likely to raise employment and productivity than one-size-fits-all tax and cash incentives.

While much of this analysis has been applied to the manufacturing context, such approaches can also be applied to the services sector. Customized input support would focus on developing partnerships between businesses and local educational institutions to develop job-specific training. Public support for applied research centers could help disseminate technological and organizational improvements to firms across the country. As with the general improvements to current industrial policy outlined above, these methods harness market mechanisms while recognizing and responding to underlying market failures.

A RIGHT TO OPPORTUNITY

The neoliberal notion that markets should focus on allocation and growth alone cannot be an endpoint; updating classical-liberal ideas with a deliberate focus on adaptation and the ability to compete is the place to start. Recognizing a right to opportunity in addition to property rights could provide a liberal counterweight to the temptation to reach for industrial policy to help distressed communities.

This right to opportunity — for today and tomorrow — should lead a conservative pushback to Bidenomics. Voters might not have much of a choice between Biden and Trump’s economic populism in the election this fall, but economists and policymakers can begin to advance a new market economics that leaves no Americans behind in the hope that future administrations will take notice.

Solved Problem: Do Firms Always Raise Their Prices When Their Costs Go Up?

SupportsMicroeconomics and Economics, Chapter 12,  and Essentials of Economics, Chapter 9.

The entrance to the Lincoln Tunnel, which connects New Jersey to Midtown Manhattan. (Photo from the Associated Press via the New York Times.)

This spring, New York City will begin charging an additional fee—referred to as a congestion price or congestion toll—on vehicles entering the borough of Manhattan below 60th Street. The purpose of the fee is to reduce the congestion and pollution that additional vehicles cause when driving in that part of the city. (Note that the fee can be thought of as Pigovian tax because it is intended to address a negative externality caused by driving a vehicle. We discuss Pigovian taxes in Microeconomics and Economics, Chapter 5, Section 5.3, and in Essentials of Economics, Chapter 4, Section 4.5.)

Trans-Bridge Lines operates buses between the Lehigh Valley in Pennsylvania and Manhattan. The firm will have to pay a fee of $24 each time one of its buses enters Manhattan. An article in the (Allentown, PA) Morning Call quotes the president of Trans-Bridge Lines as objecting to the fee: “It doesn’t make sense and punishes bus operators who are part of the solution to the congestion problem.” However, the article also notes that “Trans-Bridge is not considering fare increases at this time.”

If Trans-Bridge’s cost of providing bus service between the Lehigh Valley and Manhattan increases by $24 per bus, shouldn’t the firm raise the price it charges passengers? Does the failure of Trans-Bride to raise ticket prices following the enactment of the fee mean that the firm isn’t its maximizing profit? Briefly explain. 

Solving the Problem

Step 1:  Review the chapter material.This problem is about what costs firms take into account when determining the profit-maximizing price to charge in the short run, so you may want to review Microeconomics or Economics, Chapter 12, Section 12.2, “How a Firm Maximizes Profit in a Perfectly Competitive Market” (Essentials of Economics, Chapter 9, Section 9.2)

Step 2: Answer the two questions by explaining what type of cost the $24 fee is and whether the fee should affect the profit-maximizine price Trans-Bridge Lines should charge passengers for a ticket on a bus going to Manhattan. The fee is a flat $24 per bus and, so, it doesn’t change with the number of passengers on a bus. Therefore, the fee is a fixed cost to Trans-Bridge. Trans-Bridge should set the price of a ticket so that the last ticket sold on a bus increases the firm’s marginal cost and marginal revenue by the same amount. Because the $24 fee doesn’t change the marginal cost (or the marginal revenue) to the firm of transporting another passenger, the fee doesn’t change the firm’s profit-maximizing price. The answer to the first question in the problem is that an increase (or decrease) in a firm’s fixed cost won’t cause the firm to change its profit-maximizing price in the short run. The answer to the second question follows from the answer to the first question: That Trans-Bridge isn’t raising the price of a ticket following the enactment of the doesn’t mean that the firm isn’t maximizing profit.

Extra credit: Note that in the answer we refer to Trans-Bridge’s decision in the short run. It’s possible that the $24 fee will cause Trans-Bridge to suffer an economic loss on at least some of the bus trips it offers during different times during the day. As we discuss in Microeconomics and Economics, Chapter 12, Section 12.4 (Essentials of Economics, Chapter 9, Section 9.4), in that case, Trans-Bridge will continue to offer those bus trips in the short run, but, if nothing else changes, it will stop offering the trips in the long run.

9/16/23 Podcast – Authors Glenn Hubbard & Tony O’Brien discuss inflation, the current status of a soft-landing, and the green economy.

Join authors Glenn Hubbard & Tony O’Brien as they discuss the economic landscape of inflation, soft-landings, and the green economy. This conversation occurred on Saturday, 9/16/23, prior to the FOMC meeting on September 19th-20th.

A Reporter for NPR Encounters the Challenge of Network Externalities on an EV Road Trip

An electric vehicle (EV) charging station. (Photo from the Associated Press via the Wall Street Journal.)

Secretary of Energy Jennifer Granholm recently took a road trip in a caravan of electric vehicles (EVs). The road trip “was intended to draw attention to the billions of dollars the White House is pouring into green energy and clean cars.” A reporter for National Public Radio (NPR) went on the trip and wrote an article on her experience.

One conclusion the reporter drew was: “Riding along with Granholm, I came away with a major takeaway: EVs that aren’t Teslas have a road trip problem, and the White House knows it’s urgent to solve this issue.” The problem was that charging stations are less available and less likely to be functioning than would be needed for a road trip in an EV to be as smooth as a similar trip in a gasoline-powered car. The reporter noted that in her experience with her own EV: “I use multiple apps to find chargers, read reviews to make sure they work and plot out convenient locations for a 30-minute pit stop (a charger by a restaurant, for instance, instead of one located at a car dealership).”

EVs exhibit network externalities. As we discuss in Microeconomics and Economics, Chapter 10, 10.3 (Essentials of Economics, Chapter 7, Section 7.3), Network externalities are a situation in which the usefulness of a product increases with the number of consumers who use it. For example, the more iPhones people buy, the more profit firms and individuals can earn by creating apps for the iPhone. And the more apps that are available, the more useful an iPhone becomes to people who use it.

In this blog post, we discuss how Mark Zuckerberg’s Meta Platforms (which was originally named Facebook) has had difficulty selling Oculus augmented reality headsets. Many people have been reluctant to buy these headsets because they don’t believe there are enough software programs available to use the headsets with. Software designers don’t have much incentive to produce such programs because not many consumers own a headset necessary to use the programs.

The difficulty that Meta has experienced with augmented reality headsets can be overcome if the product is sufficiently useful that consumers are willing to buy it even if complementary products are not yet available. That was the case with the iPhone, which experienced strong sales even before Apple opened its app store. Or to take an historical example relevant to the current situation with EVs: When the Ford Motor Company introduced the Model T car in the early twentieth century, many people found that owning a car was such an advance over using a horse-drawn vehicle that they were willing to buy one despite there being realtively few gas stations and repair shops available. Because so many cars were being sold, entrepreneurs had an incentive to begin opening gas stations and repair shops, which increased the attractiveness of using a car, thereby further increasing demand.

As the NPR reporter’s experience shows, consumers choosing between buying an EV or a gasoline-powered car are in a situation similar to that faced by early twentieth century consumers in choosing between cars and horse-drawn vehicles. One difference between the two situations is that Congress and the Biden administration are attempting to ease the transition to EVs by subsidizing the construction of charging stations and by providing tax credits to people who buy EVs.

4/29/23 Podcast – Authors Glenn Hubbard & Tony O’Brien discuss a hard vs. soft landing, the debt ceiling, and an economics view of the CHIPS act passed in 2022.

Join authors Glenn Hubbard & Tony O’Brien as they discuss the state of the landing the economy will achieve – hard vs. soft – or “no landing”. Also, they address the debt ceiling and the barriers it might present to a recovery. We also delve into the Chips Act and what economics has to say about the subsidy of a particular industry. Gain insights into today’s economy through our final podcast of the 2022-2023 academic year! Our discussion covers these points but you can also check for updates on our blog post that can be found HERE .

U.S. Carbon Dioxide Emissions in a Global Context

Photo from the New York Times.

As we discuss in Microeconomics and Economics, Chapter 5, Section 5.3, carbon dioxide (CO2) emissions contribute to climate change, including the increases in temperatures that have been experienced worldwide. We’ve found that students are interested in seeing U.S. CO2 emissions in a global context.  

The first of the following figures shows for the years 1960 to 2020, the total amount of CO2 emissions by the United States, China, India, the 28 countries in the European Union, lower-middle-income countries (including India, Nigeria, and Vietnam), and upper-middle-income countries (including China, Brazil, and Argentina). The second of the figures shows the percentage of total world CO2 accounted for by each of the three individual countries and by the indicated groups of countries. in the United States and in the countries of the European Union both total emissions and the percentage of total world emissions have been declining over the past 15 years. Emissions have been increasing in China, India, and in middle-income countries. The figures are from the Our World in Data website (ourworldindata.org). (Note that the reductions in emissions during 2020 largely reflect the effects of the slowdown in economic activity as a result of the Covid-19 pandemic rather than long-term trends in emissions.)

Governments in many countries have attempted to slow the pace of climate change by enacting policies to reduce CO2emissions. (According to estimates by the U.S. Environmental Protection Agency, CO2 accounts for about 76 percent of all emissions worldwide of greenhouse gases that contribute to climate change. Methane and nitrous oxide, mainly from agricultural activity, make up most of the rest of greenhouse gas emissions.) In August 2022, Congress and President Biden enacted additional measures aimed at slowing climate change. Included among these measures were government subsidies to firms and households to use renewable energy such as rooftop solar panels, tax rebates for some buyers of certain electric vehicles, and funds for utilities to develop power sources such as wind and solar that don’t emit CO2. The measures have been estimated to reduce U.S. greenhouse gas emissions by somewhere between 6 percent and 15 percent. Because the United States is responsible for only about 14 percent of annual global greenhouse gas emissions, the measures would likely reduce global emissions by only about 2 percent.

The figures shown above make this result unsurprising. Because the United States is the source of only a relatively small percentage of global greenhouse emissions, reductions in U.S. emissions can result in only small reductions in global emissions. Although many policymakers and economists believe that the marginal benefit from these reductions in U.S. emissions exceed their marginal cost, the reductions can’t by themselves do more than slow the rate of climate change. A key reason that India, China, and other middle income countries have accounted for increasing quantities of greenhouse gases is that they rely much more heavily on burning coal than do the United States, the countries in the European Union, and other high-income countries. Utilities switching to generating electricity by burning coal rather than by burning natural gas has been a key source of reductions in greenhouse gas emissions in the United States.

The two figures above measure a country’s contribution to CO2 emissions by looking at the quantity of emissions generated by production within the country. But suppose instead that we look at the quantity of CO2 emitted during the production of the goods consumed within the country? In that case, we would allocate to the United States CO2 emitted during the product of a good, such as a television or a shirt, that was produced in China or another foreign country but consumed in the United States.

For the United States, as the following figure shows it makes only a small difference whether we measure CO2emissions on the basis of production of goods and services or on the basis of consumption of goods and services.  U.S. emissions of CO2 are about 7 percent higher when measured on a consumption basis rather than on a production basis. By both measures, U.S. emissions of CO2 have been generally declining since about 2007. (1990 is the first year that these two measures are available.)

Sources: Hannah Ritchie, Max Roser and Pablo Rosado, “CO₂ and Greenhouse Gas Emissions,” OurWorldInData.org, https://ourworldindata.org/co2-and-other-greenhouse-gas-emissions; Greg Ip, “Inflation Reduction Act’s Real Climate Impact Is a Decade Away,” Wall Street Journal, August 24, 2022; Lisa Friedman, “Democrats Designed the Climate Law to Be a Game Changer. Here’s How,” New York Times, August 22, 2022; Hannah Ritchie, “How Do CO2 Emissions Compare When We Adjust for Trade?” ourworldindata.org, October 7, 2019; and United States Environmental Protection Agency, “Global Greenhouse Gas Emissions Data,” epa.gov, February 22, 2022.

Is Subsidizing Electric Cars an Effective Way to Slow Climate Change?

Some governments have been subsidizing purchases of electric vehicles, or more broadly, fuel-efficient vehicles to slow climate change. How well do such policies work? Are they more or less efficient than other policies intended to reduce carbon dioxide emissions? 

A subsidy is a payment by the government that provides an incentive for people to take an action they otherwise wouldn’t, such as buying an electric car. Subsidies have the potential downside that they may involve payments to people to do something they would have done anyway.  For instance, in the United States in 2021, buyers of electric cars were eligible for a credit of up to $7,500 against their federal income taxes. Suppose that you become aware of this subsidy only after you have already purchased an electric car. In that case, the federal government has wasted $7,500 because you would have bought the electric car even without the subsidy. The same would be true if you knew about the subsidy before you bought but because of the subsidy you bought a higher-priced electric car rather than a lower-priced one.

These complications make it difficult for policymakers to assess the efficiency of subsidizing fuel-efficient cars as a means of slowing climate change. Two recent academic papers address this difficulty.  

Chia-Wen Chen of Academia Sinica in Taiwan, We-Min Hu of National Chengchi University in Taiwan, and Christopher Knittel of the Massachusetts Institute of Technology have analyzed a Chinese government program that subsidizes the purchase of fuel-efficient cars. Because the study used data from 2010 and 2011, these vehicles were fuel-efficient gasoline powered cars rather than electric cars.  They find that only about 44 percent of the subsidies went to car buyers who would otherwise not have bought a fuel-efficient car. “Thus, about 56 percent of the program’s payments were ineffective ….” 

The authors calculate that the subsidy cost about $89 per metric ton of carbon dioxide reduced, which is high relative to other policies, such as a carbon tax. With a carbon tax, the government taxes energy consumption on the basis of the carbon content of the energy. (We discuss a carbon tax in the opener to Chapter 5.) The authors conclude: “Paying more than $89 for a metric ton of carbon dioxide is not a cost effective way to reduce carbon dioxide; if the main policy objective of China’s subsidy program on fuel-efficient vehicles was to reduce carbon dioxide emissions, then our results suggest that it was an ineffective way to achieve this goal.”

Jianwei Xing of Peking University, Benjamin Leard of Resources for the Future, and Shanjun Li of Cornell University analyze the efficiency of the U.S. federal income tax credit for purchasing an electric vehicle. As with the study just discussed, they find that consumers who use the credit to buy an electric vehicle were likely to have otherwise bought a hybrid vehicle (a vehicle that combines an electric motor with a gasoline engine) or a relatively fuel-efficient gasoline powered car. They also find, as with the other study, that the federal subsidy is inefficient because while it increased electric vehicle sales by 29 percent, “70 percent of the [tax] credits were obtained by households that would have bought an EV without the credits.”

Because the design of a particular subsidy for buying an electric car will affect the subsidy’s efficiency, these studies are not conclusive evidence that all programs of subsidizing electric cars will be inefficient. But their results show that two existing programs in large markets—China and the United States—are, in fact, inefficient.  

As we note in Chapter 5, many economists favor a carbon tax as a way to reduce carbon emissions rather than policies, such as the federal electric vehicle tax credit, that target a particular source of carbon emissions. Economists can contribute to debates over public policy by using economic principles to identify programs that are more or less likely to efficiently achieve policy goals. They can also, as the authors of these two papers do, use statistical methods to analyze the effects of particular policies. 

Sources: Chia-Wen Chen, We-Min Hu, and Christopher R. Knittel, “Subsidizing Fuel-Efficient Cars: Evidence from China’s Automobile Industry,” American Economic Journal: Economic Policy, Vo. 13, No. 4, November 2021, pp. 152-184; Jianwei Xing, Benjamin Leard, and Shanjun Li, “What Does an Electric Vehicle Replace,” National Bureau of Economic Research, Working Paper 25771, February 2021.

10/24/20 Podcast – Authors Glenn Hubbard & Tony O’Brien discuss the economics of issues raised during the Final 2020 Presidential Debate.

Authors Glenn Hubbard and Tony O’Brien discuss the economic impacts of what was discussed in the final Presidental debate on 10/22/20. They discuss wide-ranging topics that were raised in the debate from reopening the economy & schools, decreasing participation of women in the workforce due to COVID, healthcare, environment, and general tax policy. Listen to gain economic context on these important items. Click HERE for the New York Times article discussed during the Podcast:

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