Author name: Mike M.

a-peek-inside-the-restoration-of-the-iconic-notre-dame-cathedral

A peek inside the restoration of the iconic Notre Dame cathedral


Tomas van Houtyryve’s striking photographs for National Geographic capture the restoration process.

Notre Dame’s nave is clean and bright thanks to a latex application that peeled away soot and lead. Credit: Tomas van Houtryve for National Geographic

On April 15, 2019, the world watched in transfixed horror as a fire ravaged the famed Cathedral of Notre Dame in Paris, collapsing the spire and melting the lead roof. After years of painstaking restoration costing around $740 million, the cathedral reopens to the public this weekend. The December issue of National Geographic features an exclusive look inside the restored cathedral, accompanied by striking photographs by Paris-based photographer and visual artist Tomas van Houtryve.

For several hours, it seemed as if the flames would utterly destroy the 800-year-old cathedral. But after a long night of work by more than 400 Paris firefighters, the fire finally began to cool and attention began to shift to what could be salvaged and rebuilt. French President Emmanuel Macron vowed to restore Notre Dame to its former glory and set a five-year deadline. The COVID-19 pandemic caused some delays, but France nearly met that deadline regardless.

Those reconstruction efforts were helped by the fact that, a few years before the fire, scientist Andrew Tallon had used laser scanning to create precisely detailed maps of the interior and exterior of the cathedral—an invaluable aid as Paris rebuilds this landmark structure. French acousticians had also made detailed measurements of Notre Dame’s “soundscape” that were instrumental in helping architects factor acoustics into their reconstruction plans. The resulting model even enabled Brian FG Katz, research director of the National Center for Scientific Research (CNRS) at Sorbonne University, to create a virtual reality version of Notre Dame with all the acoustical parameters in place.

A devastating fire

Flames and smoke billowing from the roof of Notre Dame cathedral in Paris, France, on April 15, 2019.

Flames and smoke billowing from the roof of Notre Dame cathedral in Paris on April 15, 2019. Credit: Pierre Suu/Getty Images

As we previously reported, Notre Dame’s roof and its support structure of 800-year-old oak timbers had almost completely succumbed to the flames. Firefighters reported the cathedral’s bell towers safe and said that many works of art had been rescued or were already stored in areas believed to be safe from the fire. The main spire—750 tons of oak lined with lead—collapsed in flames, landing on the wooden roof, which was destroyed. The trees that made up the roof’s wooden structure were cut down around 1160.

Thanks to the efforts of preservationists like Philippe Villeneuve, chief architect of historic monuments, the cathedral has been rebuilt nearly exactly as it was before the fire. The interior is most transformed since the walls, stained glass, paintings, and sculptures were all cleaned and restored for the first time since the 19th century. All the furnishings have been replaced, and sculptor and designer Guillaume Bardet was committed to creating a new altar and various liturgical items, including a new baptismal font and massive bronze altar. (The original stone altar was crushed as the collapsing spire plunged to the main floor.)

Much of the structural repairs will not be readily apparent to visitors, most notably the cathedral’s attic and roof, which were rebuilt with new hand-hewed timber trusses fixed in place by pegged mortise-and-tenon joints. One modern improvement: “Fire-resistant trusses at the crossing will isolate the spire and the two transept arms from the nave and the choir, so a fire can never again race through the entire attic,” Robert Kunzig wrote in the NatGeo article. “Should flames break out in this space, misters distributed throughout the attic will help suppress them until firefighters can climb hundreds of stairs.”

A photographer speaks

National Geographic was granted special access throughout the reconstruction process and tapped van Houtryve to capture everything in photographs and video footage. Ars caught up with him to learn more.

Designer Guillaume Bardet was hired to create a new bronze altar and pulpit, among other new liturgical furnishings.

Designer Guillaume Bardet was hired to create a new bronze altar and pulpit, among other new liturgical furnishings. Credit: Tomas van Houtryve for National Geographic

Ars Technica: How did you get involved in documenting the cathedral’s restoration in photos/video?

Tomas van Houtryve: My journey in documenting the restoration of Notre-Dame de Paris began with an incredible opportunity through National Geographic’s partnership with Rebâtir Notre-Dame de Paris. I’ve always been drawn to the intersection of history and architecture, and I immediately knew I wanted to be a part of this project. It just so happened that through National Geographic and Rebâtir, I was able to perfectly combine my passion for visual storytelling with my deep connection to the city. Being entrusted to capture such a monumental effort felt like a natural progression in my career as a photographer—challenging, inspiring, and deeply meaningful.

Ars Technica: What were the biggest challenges in capturing this years-long process on camera?

Tomas van Houtryve: From a working standpoint, one of the biggest challenges was the high level of lead contamination. To be on-site, I had to wear a hazmat suit and often a respirator mask, which added a layer of physical difficulty to the work. Another significant hurdle was the heights. Thankfully, my background in rock climbing and the rope access training I completed with technicians proved invaluable. Once on-site, this assignment demanded every skill I’ve ever learned as a photographer. From flying drones in sensitive areas and mastering architectural photography to conducting the historic wet plate process with a 19th-century wooden camera, I applied everything in my visual toolbox. It was an all-encompassing challenge, but also an incredibly rewarding one.

Ars Technica: Was there any special equipment (lenses, cranes, etc.) needed to capture the photos and footage?

Tomas van Houtryve: It’s difficult to convey just how awe-inspiring the Notre-Dame de Paris restoration site is unless you see it in person. Stepping inside felt almost like entering a space station. There was an otherworldly blend of towering scaffolding, echoing sounds of the craftsmen at work, and the unique atmosphere of the cathedral itself. To document the restoration, I used a combination of modern and historic technology. Drones allowed me to navigate the intricate scaffolding and capture aerial perspectives that most people wouldn’t normally be able to see. And I also used a 19th-century wooden camera and portable darkroom to create glass plate photographs using the historic wet plate process. It was an incredible merging of the old and the new—a perfect representation of what Notre-Dame is and how it’s being restored.

Credit: Tomas van Houtryve for National Geographic

Ars Technica: What were some of the particular highlights for you as part of this long process?

Tomas van Houtryve: One of the standout highlights for me was witnessing the incredible craftsmanship that went into every detail of the restoration. Seeing the artisans, stonemasons, and carpenters recreate original elements with such precision and care was something that was very special. It gave me a deep appreciation for the skill and dedication involved in bringing Notre Dame back to life.

Another remarkable highlight was witnessing the transformation of the cathedral itself. Many people don’t realize that Gothic cathedrals like Notre-Dame de Paris were originally designed to be light, bright, and vibrant spaces of worship. Over centuries, time and human interaction dulled their appearance, creating the more imposing image we often associate with them. Seeing the cathedral fully cleaned, with its light stone walls restored to their original brilliance, felt like stepping back in time to another world. It was awe-inspiring to see the cathedral as it was meant to be, a true testament to its enduring beauty.

Ars Technica: As a Parisian, what has it meant to you to see Notre Dame restored to its former glory?

Tomas van Houtryve: Although I wasn’t born a Parisian, the years I’ve spent living here have made me feel deeply connected to this city—it’s my true home. On the night of the fire in 2019, every Parisian, including myself, watched in horror as our geographical epicenter—Notre-Dame de Paris—went up in flames. I’ll never forget it, and we’ve been haunted in some ways since then. Being trusted to photograph this monumental restoration, a feat of both engineering and unwavering passion, was not only a once-in-a-lifetime opportunity, but it was cathartic. Contributing, even in a small way, to preserving the legacy of such an iconic symbol was both humbling and profoundly inspiring.

Cover of the December 2024 issue of National Geographic magazine

Credit: National Geographic

Photo of Jennifer Ouellette

Jennifer is a senior reporter at Ars Technica with a particular focus on where science meets culture, covering everything from physics and related interdisciplinary topics to her favorite films and TV series. Jennifer lives in Baltimore with her spouse, physicist Sean M. Carroll, and their two cats, Ariel and Caliban.

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researchers-finally-identify-the-ocean’s-“mystery-mollusk”

Researchers finally identify the ocean’s “mystery mollusk”

Some of the most bizarre lifeforms on Earth lurk in the deeper realms of the ocean. There was so little known about one of these creatures that it took 20 years just to figure out what exactly it was. Things only got weirder from there.

The organism’s distinctive, glowing presence was observed by multiple deep-sea missions between 2000 to 2021 but was simply referred to as “mystery mollusk.” A team of Monterey Bay Aquarium Research Institute (MBARI) researchers has now reviewed extensive footage of past mystery mollusk sightings and used MBARI’s remotely operated vehicles (ROVs) to observe it and collect samples. They’ve given it a name and have finally confirmed that it is a nudibranch—the first and only nudibranch known to live at such depths.

Bathydevius caudactylus, as this nudibranch is now called, lives 1,000–4,000 meters (3,300–13,100 feet) deep in the ocean’s bathypelagic or midnight zone. It moves like a jellyfish, eats like a Venus flytrap, and is bioluminescent, and its genes are distinct enough for it to be classified as the first member of a new phylogenetic family.

“Anatomy, diet, behavior, bioluminescence, and habitat distinguish this surprising nudibranch from all previously described species, and genetic evidence supports its placement in a new family,” the MBARI research team said in a study recently published in Deep Sea Research. 

Is that a…?

Nudibranchs are gastropods, which literally translates to “stomach foot” since the “foot” they crawl around on when not swimming is right below their guts. They are part of a larger group that includes terrestrial and aquatic snails and slugs. B. caudactylus, however, seems to get around more like a jellyfish than a sea slug. It mostly swims using an oral hood that opens and closes to propel itself backward through the water in a manner similar to many jellyfish.

The hood of B. caudactylus can also act something like a Venus flytrap. While it is not a hinged structure like the leaves of the plant, it is used to trap prey. Typically small crustaceans, the prey are then pushed to the mouth at the back of the hood.

The mystery mollusk.

The nudibranch also seems to have a unique way of avoiding becoming food itself. Projections at the end of its tail, known as dactyls, can detach if needed, much like the tails of some lizard species. The MBARI team thinks that these dactyls are possibly a lure meant to trick predators while the nudibranch swims away. They later regenerate.

Researchers finally identify the ocean’s “mystery mollusk” Read More »

elon-musk-asks-court-to-block-openai-conversion-from-nonprofit-to-for-profit

Elon Musk asks court to block OpenAI conversion from nonprofit to for-profit

OpenAI provided a statement to Ars today saying that “Elon’s fourth attempt, which again recycles the same baseless complaints, continues to be utterly without merit.” OpenAI referred to a longer statement that it made in March after Musk filed an earlier version of his lawsuit.

The March statement disputes Musk’s version of events. “In late 2017, we and Elon decided the next step for the mission was to create a for-profit entity,” OpenAI said. “Elon wanted majority equity, initial board control, and to be CEO. In the middle of these discussions, he withheld funding. Reid Hoffman bridged the gap to cover salaries and operations.”

OpenAI cited Musk’s desire for Tesla merger

OpenAI’s statement in March continued:

We couldn’t agree to terms on a for-profit with Elon because we felt it was against the mission for any individual to have absolute control over OpenAI. He then suggested instead merging OpenAI into Tesla. In early February 2018, Elon forwarded us an email suggesting that OpenAI should “attach to Tesla as its cash cow,” commenting that it was “exactly right… Tesla is the only path that could even hope to hold a candle to Google. Even then, the probability of being a counterweight to Google is small. It just isn’t zero.”

Elon soon chose to leave OpenAI, saying that our probability of success was 0, and that he planned to build an AGI competitor within Tesla. When he left in late February 2018, he told our team he was supportive of us finding our own path to raising billions of dollars. In December 2018, Elon sent us an email saying “Even raising several hundred million won’t be enough. This needs billions per year immediately or forget it.”

Now, Musk says the public interest would be served by his request for a preliminary injunction. Preserving competitive markets is particularly important in AI because of the technology’s “profound implications for society,” he wrote.

Musk’s motion said the public “has a strong interest in ensuring that charitable assets are not diverted for private gain. This interest is particularly acute here given the substantial tax benefits OpenAI, Inc. received as a non-profit, the organization’s repeated public commitments to developing AI technology for the benefit of humanity, and the serious safety concerns raised by former OpenAI employees regarding the organization’s rush to market potentially dangerous products in pursuit of profit.”

Elon Musk asks court to block OpenAI conversion from nonprofit to for-profit Read More »

fertility-roundup-#4

Fertility Roundup #4

There is little sign that the momentum of the situation is changing. Instead, things continue to slowly get worse, as nations in holes continue to keep digging. The longer we wait, the more expensive the ultimate price will be. We will soon find out what the new administration does, which could go any number of ways.

  1. Not Enough Dakka.

  2. Embryo Selection.

  3. Costs.

  4. Proving that Dakka Works.

  5. IVF.

  6. Genetics.

  7. Cultural Trends.

  8. Denial.

  9. Urbanization.

  10. The Marriage Penalty.

  11. The Biological Clock.

  12. Technology Advances.

  13. Big Families.

  14. Au Pairs.

  15. Childcare Regulations.

  16. The Numbers.

  17. The Housing Theory of Everything.

  18. Causes.

  19. The Iron Law of Wages.

  20. South Korea.

  21. Georgia (the Country).

  22. Japan.

  23. China.

  24. Italy.

  25. Northwestern Spain.

  26. Russia.

  27. Taiwan.

  28. The United Kingdom.

  29. Ancient Greece.

  30. Israel.

  31. More Dakka.

  32. Perception.

  33. Your Own Quest.

  34. Help Wanted.

South Korea since 2006 has spent just over 1% of GDP on baby making incentives.

It is not doing that much. But then what would you expect?

As Emmett Shear says, wake me when it’s a lot higher. Which they are indeed proposing. I do not understand why people like Tim Carney respond the opposite way.

Tim Carney: This ought to puncture the notion that affordability or inequality is the source of America’s Baby Bust.

Dan Peters: Watch, they’ll just say it’s not enough money.

There’s no winning with facts.

Yes. Yes I will. It’s not enough money.

Paid sick leave decreases, rather than increases, fertility. This is despite paid sick leave being obviously very helpful when being pregnant, and also when having a child, which makes you sick more often and gives such flexibility higher value in general. Women today want more children than they have. If paid sick leave is decreasing fertility, something is going very wrong.

Why would this have the opposite effect? Could this be a wealth effect, a classic case of giving people what you think they want, rather than what they actually want or need? The paper’s suggestion that this facilitates use of birth control? How does that even interact with ‘sick leave’ and why is this even an issue? Something else?

My best guess is that this essentially forces the women to take more sick leave, but in a way that they see as hurting their careers, or that increases how much they expect their careers to be hurt, or causes employers to try and stop women from having kids, or some combination thereof. So things end up getting worse. But that still feels like a weird ‘just so’ story.

Are Hungary’s pro-fertility policies failing? We’ve looked before, but here we go again.

Hunter: Hungary-like fertility policies flatly don’t work.

Hungary has dedicated major resources to this – no taxes for 3+ kids, debt forgiveness, major subsidies for homes. It’s actually equivalent to ~5% of their GDP. The US military is 3.2%, so big spending.

Nothing happened.

Hungarian: This is false! You only get an exemption from a minor tax, not _ALL_ taxes! If families with 3+ kids literally paid zero tax including zero “employer-paid” taxes, it would be a huge deal. But the Hungarian government doesn’t (yet) have the courage for such a drastic move.

The total tax rate (combined mandatory employee+employer contributions) can easily surpass 50% in Hungary. If they’d actually exempt big families from _all_ taxes they’d nearly double the take-home salary for many workers.

M: Is it wrong that I find it funny that one of those tweet is about Hungarian women never paying income tax again, and then when you look at Hungary’s tax schedule they have one of the highest ratios of sales tax:income in Europe (and to some degree the world)?

Huntrax: Hungarian here

This will be a VERY basic introduction, rules are more complex. If you have children (even a single child) in Hungary, you get the following from the government:

1) Direct cash transfer: Around USD 30/child/month, unchanged since 2008.

2) Tax benefit: (Tax benefit was originally introduced instead of increasing direct cash transfer to target “those who are not willing to work” (mainly Romani minority), if mother does not work, can be used by the father. The amount depend on the number of the children, but can be up to 100 USD if you have three or more children per child per month. (Again, amount unchanged since around 2016)

3) Mothers with more than three children is exempt from salary personal income tax. This sounds very generous, but I do not think that this is THAT common, and these mothers are generally on the lower side of the salary range.

4) “major subsidies” for home. This is partially true. This subsidy system (partially) blamed for making houses very expensive, and given the current prices in the capital, a subsidy can buy you around 1 sqm/child. Also, higher subsidies generally kick in for the third child.

5) Debt forgiveness: certain types of debt, generally only after the third child.

If you are a middle class Hungarian family, life is expensive (particularly housing) and these subsidies do not really make any difference

Technically if you add up all family support benefits of all kinds, including pre-existing ones, I do see claims this adds to 5%, versus an OECD average of 2.1%. The majority of that 5% was from pre-existing supports, the change was only 1%-2% of GDP. That’s not nothing, but a long cry from 5%. America is unusually low here, we mostly do our transfers using other methods.

More Births responds that they are very much running ahead of the obvious comparable countries. Depending on when you start, they are doing relatively well, and certainly doing far better than many other places.

Unfortunately Hungary in 2024 then had a 17% decline in June compared to 2023. How you view that depends on how much you factor in where they started.

The FT has an article portraying the whole thing as a clear failure despite generous subsidies. In their central example a family got 80k Euros, and had as many kids as was medically safe for them to have. Their explanation is that the boost in fertility was merely a shift in getting a generation to have their kids earlier.

I don’t buy this for several reasons, including that if you attempt to have kids earlier you are going to end up with more kids, if only because you might change your mind and might have medical issues if you wait, or you might then have time to decide to have more.

One strong argument here is that the subsidies are structured badly. If you give people tax breaks, then that helps once you are already well off, but the poor who would be most sensitive to subsidies get left out. And if you are then rewarding earning more by being regressive, that cuts against prioritizing having a big family.

I would also point out that everything we know says you want to prioritize getting parents cash money quickly. That impacts behavior far more than long term subsidies. Giving people tax breaks after several children is exactly the kind of move that is not going to get much impact on fertility per dollar spent.

We do know that family policy can boost marriage rates.

Philip Pilkington: The “family policy doesn’t work” meme is stale and annoying. The impact on the marriage rate is crystal clear. This is the first step.

Lyman Sone: I have to say, I think the evidence “Family policy boosts marriage and reduces divorce” is CRAZY STRONG. It gets less attention, but it’s ludicrously empirically strong, and we have an incredible test case in Hungary where they tried it and got a HUGE effect.

The case for family policy boosting births I think is still strong, but the effect sizes are DEFINITELY smaller, and costs higher, and effects a bit more contested.

But, “People create marital status in response to financial incentives” is 100% true.

What remains to be seen and is empirically unknown is if these incentivized marriages will be as fecund as pre-reform marriages. We won’t know this for quite a few years.

But like if your goal is to increase the % of kids born to married parents, and to reduce parental divorce, reducing the marriage penalty in tax/benefit codes 100% will cause that outcome and it isn’t really a serious scholarly debate if this is true.

As someone who had to decide whether to get married, I can verify this absolutely makes a huge difference. The incentives here can be very, very large. If we had gotten married earlier, it would have plausibly cost six figures in lost financial aid.

Also, it seems quite obvious to me that if you boost the marriage rate, you also boost the birth rate. As in, yes, being counterfactually married should quite obviously lead to decisions to have more children. So should giving married people better financial conditions relative to the unmarried, over and above changing people’s marriage decisions, although the size of that mechanism is reasonably disputed. How could these things fail to be true?

Aside from Poland those are not adjacent countries, and some similar countries did well without similar subsidies (on a world-relative basis) but none of this seems suggestive of subsidies not working.

France offers proposal for free fertility tests at ages 18-25, women’s groups are ‘outraged’ because they focused on physical fertility rather than making kids affordable. How dare they provide information about reproductive health. Yes, affordability is the bigger issue. I still will never understand the attitude of ‘this is a good thing and in no way interferes with other good things but is not the best possible thing, so we are going to be outraged you proposed it.’

Except yes, Macron’s plan also includes financial support for new parents. Alas, no number is mentioned here. I am confident the number is far too low, because Macron would never dare, and also because if the number was high enough I would have heard.

The plan also emphasizes the importance of paternal involvement in a child’s life, including a proposed ‘duty to visit’ for fathers. I worry this would actively discourage fertility far more than it encourages it. I also am not convinced, if a father needs a law to be there, that you want him around.

Surrogacy, it says, is excluded due to ‘ethical concerns.’ Still with this nonsense, although that’s a lot less bad than Italy going nuts and banning surrogacy outright.

A new post puts America’s socially optimal fertility rate at 2.4, and estimates we should place a value of $1.17 million on each additional birth, and to do this should be willing to spend $290k per birth. They suggest greatly increasing the child tax credit.

Remember that my estimates of the effective cost to induce a new birth are consistently in the realm of $300k in marginal spending, roughly a quarter of this social value and equal to the paper’s proposed willingness to pay. There are better ways to do this than writing checks, but writing checks works, and it works better the more you frontload the payments, and the more you pay outright in cash.

Emil Kirkegaard: Quite a lot of people approve of embryo selection for all manners of traits. It’s not just some fringe. 37% approve for intelligence. Majorities approve of screening for all kinds of diseases and disorders.

Polygenic Embryo Screening: High Approval Despite Substantial Concerns from the U.S. Public

Some 30% of people are willing to do IVF just to do embryo selection. That’s no small number!

In usual @RichardHanania fashion, conservatives were less approving, despite having more to gain from it (their fertility is much higher). Younger people more in favor, so things probably moving in that direction.

The correct value of effective polygenic screening is highly unlike zero. If you think there is nothing wrong with it, and it works, you substantially improve your offspring’s outcomes on a variety of metrics, as per your definition of improve. Yes, IVF is highly annoying and expensive, but the upside is huge. 30% of people recognize this, and 55% would at least consider it.

General approval is very, very good. 67%-11% say benefits outweigh costs, 77%-12% would have it be legal. Good show, everyone.

The range of approvals for different outcomes mostly matches what you would expect.

Everyone hates physical diseases like cancer and heart disease. Preventing some mental diseases are mostly unobjectionable (and yes the implications of that sentence are as crazy as they sound). If it is a ‘condition,’ people are mostly fine preventing it. Obesity is the most objectionable, but seems like a very clear place to have a preference, given its impact on health and other life outcomes. Whether or not you think obesity is a person’s choice given their genes, you should want to be able to select against it.

Traits, on the other hand, give people the willies. Eliminating bad things is different from looking for good things in people’s minds. A lot of this is framing. Note how much worse ‘BMI’ does than ‘obesity.’ Even more so ‘life satisfaction’ versus ‘depression.’ There’s a strong anti-vanity streak here, given the opposition to making your child not bald. And a highly reasonable big jump at the top on skin color, while noticing that you do also choose the parents.

To some extent I sympathize. You don’t want people to race to give their children genetic positional goods, forcing others to follow or be left behind, with no social gains. But you do want to give them absolute goods that make people healthier, happier, smarter, more productive and so on, including well above the median.

Thus my number one disliked trait selection would be height. Height is mostly a positional good. We should save our selection pressure for positive sum games. Personality traits should be handled with caution. Mostly I would want to invest available trait stats into intelligence and constitution, but if you could also offer me strength, dexterity or wisdom, or the positive sum forms of charisma, I’m definitely listening.

Reddit is asked why more people are not wanting kids. The answer comes back loud and clear, and that answer is:

  1. Money.

  2. Insecurity about money.

  3. Not being able to afford kids or the house to raise them in.

Also that people have been taught not to have kids until the money is sorted out, whereas in the past people would more often muddle through. Expected time and attention spent on kids also gets mentioned, both kids being treated as needing vastly more supervision and there being less others around to help with that.

Another one mentioned a few times is mental illness. A lot of people are now diagnosed with mental illness, which is some combination of increased diagnosis and viewing things differently, and also higher rates of mental illness. That leaves a lot of people not wanting to pass that on to their kids, or terrified they can’t be good parents.

This suggests that we need to lower costs along many fronts of both money and time, and also we need to stop telling people to wait until they meet very high bars.

How much does having children lower lifetime earnings?

Maxwell Tabarrok cites a new Danish study of women who attempted IVF, and concludes it has strong evidence that having children does not reduce long term earnings. There is a correlation, but he concludes it is not causal.

That seems weird. Children are a huge time sink and you are forced to take time off. How could that not matter? Maxwell says women largely time their kids to correspond to counterfactual earnings peaks, which says a lot about how much money is driving lower fertility. And the counterforce to less time is higher motivation and justification.

If you do not have kids, it is very easy to satisfice on money, to choose more rewarding or less stressful jobs or those with less hours, and end up earning less, because you can. Similarly, when you negotiate salaries and such, saying you have to support a family is a strong argument, as I have witnessed many times. So it is not so crazy to me that these effects might roughly cancel out.

I would go a step farther than Maxwell does in the conclusion. If the result is correct, then it shows that financial considerations are greatly warping fertility choices. If that is true, then well-structured payments and other incentives can greatly change those choices.

You cannot have a world where women are carefully timing kids to not interfere with their earning potential, and also have a $70k baby bonus (as proposed in South Korea) not make a huge difference. Even better, you could vary or condition the bonus based on timing.

One can also look to this paper on the willingness to pay for IVF. They see no long-term ‘protective’ effects (of having no child) on earnings.

How much are people willing to pay for IVF if they are infertile? This varies really quite a lot. The majority of the time the answer is $0, or actually far less than $0. Other times, the answer is almost anything if they think it will work. People very highly value their fertility preferences. I do not think that marginal willingness to pay is a good measure of overall welfare gains in this spot.

A lot of people do end up in the middle as well, if only due to of inability to pay.

From the abstract: Despite the high private non-pecuniary cost of infertility, we estimate a relatively low revealed private willingness to pay for infertility treatment. The rate of IVF initiations drops by half when treatment is not covered by health insurance.

The response to insurance is substantially more pronounced at lower income levels. At the median of the disposable income distribution, our estimates imply a willingness to pay of at most 22% of annual income for initiating an IVF treatment (or about a 30% chance of having a child).

At least 40% of the response to insurance coverage can be explained by a liquidity effect rather than traditional moral hazard, implying that insurance provides an important consumption smoothing benefit in this context. We show that insurance coverage of infertility treatments determines both the total number of additional children and their allocation across the socioeconomic spectrum.

This offers us another insight. If at least 40% of response to insurance on IVF is liquidity effects, then it would stand to reason that 40% of the response to child subsidies would also depend on it addressing liquidity effects.

In other words: If I offer a $10k subsidy payable over time, versus a $6k subsidy payable on birth (and perhaps even partially before?), we should expect those to have similar fertility impacts. You really, really want to do cash on delivery.

IVF also has other disadvantages. It is highly uncertain, and people with moderate willingness to pay are going to be risk averse on that, although this could conflict with the liquidity issue. IVF is physically highly uncomfortable, if it was a trivial procedure willingness to pay would likely go up. There is also certainly some ‘it is unnatural’ tax, and the risk of dealing with multiple babies at once is not fun either. IVF is wonderful, but you’d pay even more to get a natural conception, if IVF is not also being used to do any form of embryo selection.

But what is the lower bound being offered here? 22% of annual income for a 30% chance of having an a child is 73% of annual income per child.

If nothing else, this seems like overwhelmingly strong evidence that IVF should be fully covered by insurance or by the state for all infertile couples, in all areas with below replacement fertility. It is the lowest hanging of fruits.

IVF for embryo selection beyond avoiding particular health concerns alas remains remarkably unpopular. The term ‘ruining it for everyone’ seems relevant, and now we have to deal with the consequences. The good news is that if you stick to health concerns, people are mostly sane about this, with 72% approval (versus 11% disapproval) for screening in general and similar for doing it for health. And 82% said they’d be at least somewhat interested conditional on already using IVF.

Lyman Stone argues extensively that we should not expect genetic selection to get us out of our fertility problems any time soon. I think that at the limit ‘life finds a way’ applies no matter what your simulations and correlations tell you, but we should not rely on anything like this as a practical solution.

Japan to become the second country to allow gene editing before birth.

American women are very not concerned (14%) about overall fertility. Men are more concerned (30%) but not enough to do anything about it, and younger people (and more liberal people) are even less worried than that. Until that changes dramatically, we will never be able to try solutions capable of working. Samo Burja reports similar attitudes across genders in his anecdata, and points out the preferences cut across many proposed explanatory factors.

The culture is all too eager to tell us that children, or even marriage, will make us miserable, when it is not true even if you discount the long term. The latest example was this, where there was a widely distributed claim in a new book that said married women are miserable, because they report being unhappy when their spouse isn’t around… but that actually meant ‘spouse absent’ meaning no longer living with them, not ‘stepped out of the room.’ So married people are indeed happier, so long as they actually live together, which is highly recommended standard practice. Whoops.

The percentage of births to unwed mothers is very high, around 40%, but has peaked.

When the parents are together, they are staying together more often, as well.

We’re not that close to 1960-level numbers, but that’s a dramatic fall in the divorce rate. The decline in unwed births is smaller, but noticeable and looks steady.

Robin Hanson notes that many recent cultural trends among wealthy nations have primarily only happened in Western countries, moving away from mostly static Asia and Africa. Elsewhere, wealth did not predict the changes, but still did predict fertility drops. This matches previous observations that East Asia now has the worst of both worlds, where women and families have to deal with modern challenges, expectations and demands and also older ones, but women can also opt out entirely. So they do.

Kelsey Piper asks, why can’t we be normal about all this?

After Dobbs, vasectomies and tubal ligation procedures are up. Tubal ligations are up over 400 per 100k individuals with healthcare appointments on a monthly basis. That sounds like a lot, and is more than double from 2019. Vasectomies are over 100 per 100k appointments.

At least some corners of the internet are supportive, I guess?

How would you design a city so that more people would fall in love? In all seriousness, I would start with YIMBY. Build, baby, build, so housing costs are affordable. That gives people the opportunity. Next up better mass transit and fully walkable, not being able to see someone logistically is a huge barrier and everything gets more pleasant. Then yes, absolutely, you create a bunch of parks and benches and monuments and museums and so on, and go from there.

Robin Hanson: Men, beware the philosophy degree.

More Births: We rarely see fertility studies focusing on men. A new Finnish study finds that a man’s major or field of study has a big impact on how many children he will have! The researchers explain that in fields with higher economic uncertainty, men tend to have fewer children.

These are large effects.

I would double down on Robin Hanson’s warning to beware the philosophy degree.

If your philosophy degree greatly reduces your fertility, what use is your philosophy?

How far gone is our philosophy?

Rather far gone, given that this is how Politico’s Gaby Del Valle framed a conference about the idea that maybe children are good, actually:

Gaby Del Valle (Politico):

“The Big Idea: The Far Right’s Campaign to Explode the Population”

Tagline: Behind the scenes at the first Natal Conference, where a motley alliance is throwing out the idea of winning converts to their cause and trying to make their own instead.

This conference suggests there’s a simple way around the problem of majority rule: breeding a new majority — one that looks and sounds just like them.

Gaby, it seems, cannot imagine any reason one might think that children are good or that the country would be better off with more of them. They couldn’t mean what they say about demographic collapse and our dependence on growth. They couldn’t be genuine in their values. It must be a political takeover, or racism.

Ross Douthat: Nothing wrong with a journo noting that ppl interested in a pro-natalism conference tend to be eccentric or extreme. But the contextual Q should be, “isn’t it … odd that only oddballs seem interested in the looming depopulation of the developed world?”

They are not the only ones. They are the only ones at the conference that markets to exactly that kind of people. I am not going to that sort of conference. But yes, the fact that this is the way they had to fill out the conference is a sign of the times.

A famous finding is that the high school ‘baby simulators,’ designed to each kids about the perils of teen pregnancy, actively backfired if what you care about is reducing teen pregnancies.

In general, if some choice is happening 1% of the time, and you want that to be even lower, what do you do? It stands to reason that drawing lots of attention to it, giving people ‘the facts’ and making people really think hard about it might not be your best plan. This is especially true if there is lots of existing misconception and hyperbole working in your favor. Many programs to get kids to not do things actively backfire.

A funny suggestion at the link was making people do this once a year. Presumably that would have very different impacts, in addition to being deeply silly. But yes, my presumption is that any form of drawing attention and thought to the question would increase fertility.

The Guardian being The Guardian, they really are the king of the terrible take.

Richard Chappell: The most interesting thing in that Guardian article was the potential tension between these two highlighted sentences. An important part of making parenting easier could be to reduce the social pressure to be “model parents”. (It seems like there are real tradeoffs here.)

Should we worry more about “bad” parenting, or about discouraging ppl from becoming parents at all? My sense is more the latter. Which might suggest the need for more positive (less judgemental) attitudes towards even very imperfect parents.

Exactly. The whole point is to make it easier to have kids. By responding with ‘are they really model parents?’ you are exactly proving why this is so important. If we only let ‘model parents’ have kids there won’t be many kids. If parents think they have to act as model parents all the time, they will be miserable and often opt out or quit early. You do need to pass a minimum bar, but past that the important thing is to show up, stick around and have the kids at all.

Rob Henderson notes that fertility collapse is among poor women, whereas college educated women’s fertility is largely stable in America. He has a theory.

Rob Henderson: A generation ago, a poor woman would have children with a man in the hope that this would lead to marriage and family. This seldom happened. Those children witnessed this failure, absorbed its lessons, grew up, and now are simply not having kids.

Throughout my childhood, I lived in homes with 2 different girls who became mothers at age 16, then both had another kid at 18, and another in their 20s (all different fathers). Interestingly, they had daughters only. Those girls are now in their mid-twenties; none have children.

Melissa Kearney: The Social Security actuaries are still bullish on the idea that US women are going to start having more babies than they’ve been having: “Birth rates are assumed to increase from recent very low levels to an ultimate level of 1.9 children per woman for 2040 and thereafter.”

Why?

“The Trustees continue to assume that recent low rates of period fertility are, in part, indicative of a gradual shift to older ages of childbearing for younger birth cohorts.”

Marko Jukic: When we say “our core societal institutions are fragile and dysfunctional because they no longer suit the circumstances to which they were designed but cannot change,” this is what we mean.

Yeah, no. This is a completely insane baseline estimate. I do not especially worry about the solvency of the trust fund under baseline assumptions because I also see the assumptions about AI and various other things. The worry is if this could be people’s excuse for not panicking. That would be a problem.

Razib Khan tells the story of declining fertility as the story of urbanization. No question this is a key part of the story. Fertility and urbanization have a national correlation of -0.48. Within nations, cities have always, going back to ancient times, been much lower fertility than rural areas, with cities usually below replacement. A lot of that was always due to poor health and plague, an effect that used to be far larger than today, but that is only one reason of many. And urbanization is way up.

Your periodic reminder that we tax marriage, which also means we tax fertility. We do it less than we used to, but we still very much do it.

When you tax something, you get less of it.

Niskanen Center: The U.S. tax code disproportionately discourages marriage among middle-and low-income families. We need to fix this.

They offer a variety of proposals. At core this is a basic set of arithmetic problems. It is not difficult to adjust the numbers such that it is almost always beneficial or at least neutral to be married, especially when there are children involved.

Indeed, if we cannot do better, there is a very obvious solution. Raise base rates as needed to compensate, and then allow married couples to file as if they were unmarried, if they calculate that this is cleaper. End of penalty.

I do not know how much of the fertility drop is ‘women and also men do not appreciate that there is a biological clock and they only have so long to have kids.’

I do know the answer is ‘quite a lot.’ So you get things like this:

Kira: I spoke to a 35yo, unmarried female relative recently. She is seeing someone & they’re considering marriage but says she is “taking it slow.” I asked her if she wanted to have children. She said yes. Four.

I told her she’s too old for “taking it slow” if she wants four children and at this age she’ll be lucky to have a couple after an engagement, wedding and honeymoon period has passed. Not to mention the time it actually takes to grow and birth a baby.

She was stunned. She gasped a bit and said “wow. You don’t mince words, huh?” I told her “of course not. People aren’t being honest with young women about their bodies and timelines. Has anyone ever told you that your prime child bearing years are over? Has anyone ever talked to you about how aging changes your fertility?”

She said no. No one. Not one person. And as stupid as it sounds, she hadn’t thought about it until I mentioned it. She didn’t realize she didn’t have all the time in the world. I don’t know if it changed anything for her but I do think it’s a travesty that something so basic had never been presented to her before.

We need to start being blunt with young women. They can make their own choices on their timelines but it should be done with the most information possible.

Carol Williams: My son and daughter-in-law didn’t want children, then changed their minds. Too late, though. After several attempts, IVF and miscarriage, they’ve given up. My daughter-in-law is 42. They would adopt but don’t have the money. Sad for them.

Coleman Hughes: Columbia and Barnard students are not stupid in the low IQ sense. They had good test scores and good grades in high school.

But in my experience, many of them were deeply lacking in the common sense department––which is a separate thing altogether.

To give an example, I remember a friend once told me that she had learned in class that the concept of a woman’s “biological clock” was a myth, and that women really don’t need to worry about declining fertility as they age into their 40s and 50s. She accepted this as true.

I remember health class. This is likely the most important one thing to include. Everyone needs to know what the timeline looks like.

If they choose to ignore it, that needs to be an informed choice.

The ultimate IN MICE.

Vivienne: FYI we are basically at the point where we can make gametes out of skin cells. I expect this to be available for humans in 10 years. I wouldn’t worry about it too much. I’ve also considered freezing my eggs lately, but I’m ambivalent enough that I feel fine relying on the possibility of future tech, and I wouldn’t want a baby for another decade at least. And my heart is mostly set on cloning. Hope this article gives you comfort.

I should’ve spoken more strongly. We literally are at that point. It has been done. It is being done. “Last year, Japanese researchers created eggs from the skin cells of male mice, leading to the birth of mouse pups with two fathers.”

Yes it’s amazing that people haven’t really been talking about this. It should be front page news all over the world. The thing people have been fantasizing about for decades. Everyone seems to be counting down to it, and it’s already happened lol.

It does seem at least somewhat reasonable to say ‘either the technology to do this will exist 10 years from now when I need it, or we probably have much bigger problems.’ It still seems like a relatively cheap action to prepare in case that’s not true.

What motivates educated women who have five or more kids? Catherine Ruth Pakaluk writes a book in which she asks fifty of them, Hanna’s Children. Mostly they were motivated by the belief that children are the best and most valuable thing. They knew that having lots of kids was difficult and expensive and terrifying and required sacrifice, and they did it anyway and made it work. The group was also largely religious.

The reviewer here noted that the marginal cost of additional children seems to decline. That has been my experience as well. There are dire warnings that two is more than twice as hard as one, or three will be so much harder than two. It definitely brings additional challenges, but my experience is that this is not so, there are decreasing marginal costs all around. They complement each other, and I think are clearly better off for having each other, and many of the costs in both money and time are fixed or scale highly sub-linearly.

Au Pair programs are the definition of win-win.

A student gets a place to stay and a chance to study in America, and some walking around money. A family gets badly needed childcare. It is completely voluntary. The economic benefits are obvious. Everyone wins. The possibility of an Au Pair substantially enhances options, and thus fertility.

So, of course:

Kelsey Bolar: President Biden has threatened to take away our main source of child care by proposing a regulation that could double the cost of hosting an au pair.

If Biden wants to help families like ours balance our home and professional lives, he should expand the program to include senior care—not threaten to destroy it. @mrsshap & I in today’s @WSJopinion.

Caroline Downey: As a triplet, I know the 8 au pairs we had from age 0-4 helped my parents tremendously. I remember them so fondly (sometimes we, now 26 years old, still get Polish chocolate packages). This regulation is anti-family.

Raising required compensation would dramatically nosedive participation. These people really do not get how supply or demand curves work. Fertility would suffer.

The comments have several people talking about ‘slave labor.’ No one knows what words mean anymore. That includes both ‘slave’ and also ‘labor.’

Yes, it can be this simple, says new paper.

Abstract: Children require care. The market for childcare has received much attention in recent years as many countries consider subsidizing or supplying childcare as a response to dropping birth rates.

However, the relationship between childcare markets and the fertility gap – the difference between desired and achieved fertility – is yet to be explored. We build upon previous work by investigating the regulation of childcare and fertility gaps across the U.S. states.

Our results consistently show fewer childcare regulations are associated with smaller fertility gaps. This suggests that women are better able to achieve their fertility goals in policy environments that allow for more flexibility in childcare options and lower costs.

Your childcare regulations must be really harmful if parents respond by having noticeably fewer children. That is as clear a message as you can get. Listen.

The potential changes are big. They estimate that if you shifted from the highest level of regulation (Connecticut) to the lowest (Louisiana), the total fertility rate (TFR) would rise from 1.51 to 1.7, or 13% (!). If every state moved to Louisiana’s level, we would see roughly 38% of that improvement, or a 5% rise in fertility.

I talked Claude through the calculations and I am choosing to skip several adjustments so someone should do it more formally, but when I estimate the actual all-in cost this imposes on parents, I get that each 1 point increase on the 0-10 point scale increases costs by between $6k (low estimate) and $13k (high estimate). At 2.74 points of average improvement per state, using a middle estimate of $9k per point, we get about $24,600 per child that needs such care, for a 5% fertility increase.

Yes, I am fully ignoring the positive benefits to children and parents, because I do not think that has substantial impact on either quality or fertility decisions.

Thus, we can approximate that paying parents $24,600 per child over five years would increase fertility by 5%.

Writing this check would be an expensive way to raise fertility, costing almost $500,000 per additional birth. Note that many existing programs try to write such checks anyway, or do it selectively, to offset their harms.

Also note that we above found that baby bonus payments get at least 40% of their effectiveness from boosting liquidity. By spreading payments out over five years, we lose that benefit. So if we instead were to write the $24,600 check, we should expect to get an 8.3% increase in fertility, and decrease the cost per birth to about $300,000.

Remember the calculation on car seats as contraception? There parents faced an up-front cost, and I calculated that this implied the marginal cost per additional birth from a flat child subsidy program would be about $270,000 (or ~$286k in 2024 dollars).

Two years later, we have an estimate from a different program, and we got $300k.

Those are stunningly similar numbers.

We can now be reasonably confident that this is roughly what such programs would cost if implemented at modest size.

For transfers at birth to new mothers in America, for every $300k we spend, we should expect to get roughly one additional birth.

We can also gain this result from anything that reduces effective costs to parents. Car seat requirements and child care regulations are two good places to start. There are many others.

This would likely to be much tougher in places without a sufficient fertility gap. America has the large advantage that women actively want more kids. All we have to do is enable that.

Another fun note from the same paper is that Lyman Stone notes basically no person-level control variables matter for the fertility gap between desired kids and realized kids.

They are not good.

The amount of variance here is bizarre. Shouldn’t these curves be smooth via the law of large numbers? What is moving them around so much? I am actually asking.

More Births argues that building vertically is inherently disastrous for fertility. The higher your building, the lower your birth rate.

More Births: Cities that are a sea of high-rises have civilizationally catastrophic low fertility rates.

Shanghai: 0.54; Beijing: 0.66; Seoul: 0.54; Bangkok: 0.8.

Even Tokyo, Japan, where housing is cheap and plentiful now and the government begs people to have more children cannot muster a TFR above 1.0. Why? Urban high rises are family unfriendly in the extreme. I witnessed this during a trip to Tokyo in Sept.

I do not think this need to be true, also a lot of this is correlational or selection effects.

Mostly I think this is a confusion between size of the building and cost of the space.

South Korea’s high rises do not allocate the space you need for a family, especially when you lack easy access to outside space, and kids are not allowed to roam freely.

Meanwhile, the drops in fertility reflect places where zoning changes, not places where the physical buildings change in their impact.

You don’t see a change from 2-plexes to 4-plexes, because those are still in the same types of areas. Then the 5-19 group is again similar, representing the ability to build modest apartment buildings. And then a jump at 20+ or so, which start to only make sense where space is at a premium.

When you build a large apartment building, you lower the cost of housing everywhere, which is good for fertility in any given location. But the particular location is likely to be expensive, and thus locally have lower fertility, again partly via selection.

The only way out is through. If South Korea had twice as many high rises, allowing all units to be larger at lower prices, then the fertility penalty would stop.

New Yorkers leave to raise families partly to get green space and the illusion of safety (and some real safety, although that is mainly from people thinking you are acting unsafely and calling authorities).

But mostly they leave because the rent is high, and taxes are high, and the private schools are expensive.

If you doubled the amount of residential housing in New York City, what happens? That depends on how much prices drop versus the population increasing. You are going to get a J-shaped fertility impact curve overall, and it is unclear where we currently are on that curve.

My presumption is that at equilibrium, if we doubled NYC’s residential space, we would grow the population from something like 8 million to 14 million, with a substantial drop in rents and increase in average apartment size, and local fertility would rise substantially, as would fertility elsewhere.

Whether that dominated the compositional shift is unclear, if you did not use the gigantic wealth effect wisely. If you used the wealth effect in substantial part as a child subsidy? Now it is not even close.

I think a similar thing is happening in this study that population density predicts lower fertility. Yes, it predicts lower fertility, but that is largely due to predicting higher space costs. And also historically cities being unhealthier much more than they are now, and children being more valuable in the countryside, where again we want to drive that to zero.

Lyman Stone looks into that question using old NLSY 1979 cohort data. The data available is limited, but what we do have is quite useful.

Lyman Stone: I looked at the NLSY 1979 cohort.

The housing data that’s readily coded kinda sucks. It’s basically:

Metro vs. Nonmetro

Homeowner vs. Not

Live with parents, live on own, or GQ

But we CAN untangle some major endogeneity, because NLSY gives us: 1) Fertility preferences surveyed before exit from parental household or adulthood 2) Sibling numbers 3) Childhood religious environment All potentially huge confounds driving endogenous selection.

so if we start with JUST housing-related variables this is what we get.

turns out more years in metro areas maybe BOOSTS fertility and more years as a homeowner REDUCES fertility.

this is bizarre to me.

but LOOK AT THE EFFECT OF LIVING WITH PARENTS (note this graph is for MEN not women but they look similar)

That’s an 0.04 hit to fertility per year of living with parents per year. Whereas time in a metro area is positive.

Lyman Stone: I HAVE TOLD YOU PEOPLE REPEATEDLY THIS IS THE PROBLEM AND IT REMAINS TODAY IN FACT THE PROBLEM

The young people must have their own houses.

Here’s what you get correcting for some stuff:

Controlling for marital status feels like it should reduce the impact of living with parents. Yet we see almost no change.

Either way, we should worry about reverse causation and correlation. Yes, there are socioeconomic and marital status controls here, but presumably people who live with their parents are often doing so exactly because they are not ready to raise a family.

Lyman Stone: okay but these are kinda dumb controls. to be really savvy we don’t just want a control variable, we want an interaction: say, does the effect of homeownership vary based on preferences? Yes, it does! This is for women, with all other controls entered.

For women who desire 0 or 1 child (so women with quite low preferences), one extra year of homeownership is associated with a considerable decline in fertility.

But as desires rise, so does effect.

So this kinda looks like homeownership is associated with a modest improvement in correspondence between desires and outcomes at least for people at the extremes.

I can tell you the same effect appears if I use metro status. More years spent in metro areas = LOWER fertility for women with 0-1 desires, HIGHER fertility for women with 3+ desires.

On the whole, these results are a LOT more favorable to density than I expected them to be (cc @MoreBirths ). That said, the measures here are really oblique. “Do you own a home,” “Are you in a metro area,” “Do you live with your parents.” None of these are “high density.”

This might be a story about resources, optionality and preference fulfilment then? And yes, the more children you want the more children you get in general, but only to a limited extent. I am guessing that preferences shift a lot, if the correlation is this low.

So the idea is that if you are doing well, able to live in a metro area or own house, then you are in much better position to bargain for and get what you want. You can stay on your own or choose a partner that matches your preferences. If you are not doing well, you might compromise on children in either direction.

Lyman Stone suggests the issue is not urbanization, it is small houses that do not lend themselves to starting families.

Lyman Stone: When you absolutely want to usher in the end of humanity: “low fertility means there are tons of empty bedrooms; a good solution would be to just build a lot of tinier houses with no extra bedrooms, or subdivide current houses to be single units.”

On this hill I will die:

Dense urban environments are not an intrinsic threat to family formation

Small houses are an incontrovertible threat to family formation

A threat that keeps threatening for decades after construction

If you want to boost family formation through zoning abolish parking requirements, allow ADUs as of right, raise height limits.

We chop the fingers off of developers who build any unit under 2 bedrooms.

People being like, “we need a bunch of small apartments so young people can get out of their parents’ houses!”

No.

We need to build so many 2 bedroom units that 2-bedroom units become cheap enough for 20-somethings to buy.

If your view of what is possible with supply expansion is limited to making rental studios affordable for basement-dwellers then you are simply not grasping how far below where we COULD BE we actually are.

We should be flooding the market with efficiently sized and affordably priced units that can house young people through multiple life stages. push the price of a 2-bedroom starter home down, down, down, down.

So yes, it would be great if every 24 year old could get their own two bedroom starter house or apartment in the places they want to live, even New York City or San Francisco. It would also be the first time in history.

I do know that supply reduces price. However.

You know what it would take to make housing that cheap?

The cube.

Otherwise, all you are doing is forcing those 24 year olds to get roommates because they are forced to buy 2-4 times ‘as much house’ as they actually need.

Roommates are presumably actively bad for family formation versus living alone. Whereas if you rent one bedroom apartments (or studios, or dorm rooms) to single people, they gain disposable income and opportunity, and can then move later when they are ready. Why in the world would you want to tie a 24-year-old down to a 2-bedroom apartment or starter house and mortgage they don’t need, making it hard to move?

Yes, you want to build so much housing that the prices crash, build baby build as much as possible, but it can only take you so far.

As usual, you can run massive correlational studies on fertility, but they have the usual issues with correlational studies no matter how large. Density hurts fertility, and hurts it more for lower incomes, but how much of that is causation seems nonobvious.

Other times, it is easier to identify.

Alexa Curtis: I just met a 72 year old woman who’s been telling me about her life.

Best quote she said:

You can either have a house and kids or you can fly first class.

I want to fly first class.

I found her inspiring. 💖

I never fly first class (except once I got a random free upgrade). I don’t get it. Even without the kids, why wouldn’t you instead want a ‘first class’ house? But the broader point matters far more.

Lyman Stone analyzes how much fertility decline is tied to income and development.

Lyman Stone: OWD heads this section by saying, “Fertility first falls with development — and then rises with development.” Building on this, UVA student Maxwell Tabarrok argues that “Maximum Progress” can prevent permanently declining fertility. If society advances enough, fertility will rise again. I mention Maxwell because I did a twitter thread recently rebutting his piece. I did so because I was asked to do so by others; but ultimately, Maxwell did an impressively good job of putting together the “U-shape argument” in one specific place. Since writing the thread I’ve had requests to formalize the argument a bit more. That’s what this is.

Lyman Stone: My basic thesis is this: The view that mere growth will boost fertility again is wrong. It is based on seriously outdated underlying research, doesn’t fit the actual empirical facts of the case well, and it leads to theoretical confusion which inhibits clear understanding of how fertility actually works.

His first argument is that the traditional U-curve findings, that when income rises very high fertility increases again above replacement, are based on tiny portions of larger surveys, and are statistically unreliable. Even worse, they have timing issues, as income varies with age.

Lyman Stone: So do we have any evidence on lifetime disposable income? Yes we do, from Sweden.

Fertility rises with men’s income, and has since basically forever.

Meanwhile, women’s incomes are pretty much totally unrelated to fertility. Whoopsie! And women’s earnings are negatively related to fertility.

Lyman Stone: So, every kind of income is pronatal except for women’s wages. Women’s interest income, business income, rental income, welfare income, support from husband or family… all probably pronatal. Earnings, no.

On the other hand, you might look at the nearly-universal rule of species that status predicts reproductive success, you might look at the stable male earnings-fertility gradient, and suppose that high income will usually predict high fertility. This is my view. High income will usually predict high fertility. Exception cases will usually involve unobserved underlying cultural stratification, or mismeasurement, or be very transitory.

The relationship between income and fertility is culturally determined.

Income has a relationship with fertility. But it’s not Income →Fertility, either up or down. It’s (Income X Culture) →Fertility.

Perhaps one could say that income relative to expectations and social position predicts individual fertility? That seems like the actual mechanism. As you get higher income (perhaps excluding female labor income, because of the substitution problem) relative to the perceived financial cost of children, you get more children. The problem is that if rising income also raises perceived costs more, you go backwards.

His core argument is that what we actually have is Simpson’s Paradox. That what’s going on is that compositional changes in income cohorts are creating a U-curve that isn’t a good way of understanding the situation:

Or this example of looking at Amish and Ultra-Orthodox Jews:

This points to the hypothesis that causality is in both directions. Children impact income, so you may not be measuring what you think. Although that suggests that very high income groups are even higher fertility than they look.

And yes, these graphs are quite interesting. The first is slanted by household structure (e.g. ‘do you live with your parents’?)

This is married women not living with their parents:

So what matters is not being 70%+ of the income share. These numbers only look at years when the woman is married, which is why TFR is in the 4 range this whole time, although I’m still confused why it pushed it up that high. Perhaps we really should be focusing on getting more marriages to form and last.

Next up she shows schooling is a linear predictor of low fertility at all income levels, listing four reasons:

  1. School culture is non-familistic.

  2. School puts people in a childish position.

  3. School changes economic opportunity, offering anti-family trade-offs.

  4. Schools change the underlying culture.

I would add that school delays economic actility, and one’s ability to get into a life position where one can get ready to have a family, and we now strongly discourage family formation during one’s education.

Lyman Stone: While income proxies for those, many places have seen dramatic shifts in those variables without dramatic shifts in income, and many places have seen dramatic shifts in income without dramatic shifts in health, school, and media. Our prior should probably be that “mere income” has no societal effect on fertility.

The core argument Maxwell Tabarrok is making is that labor supply is now declining as a function of labor productivity. People value their leisure time and non-work activities, so they are satisficing on work and income. Which means that as wealth and productivity increase further, hours worked will decline and the opportunity cost of children will go down, and fertility will go up.

I do not think that is a good way to think about this, and the graphs he provides are unconvincing. Instead, I would go back to my notion above of anticipated cost (including opportunity cost) of children versus available surplus under culturally expected and legally required patterns of consumption.

So I would instead say: Beware the Iron Law of Wages.

It is both, if you ask why they believe the crazy thing.

Kitten: If you think people aren’t having kids because of money, you need to examine and think about this graph more.

Yes it’s J-shaped, but “you need to be making $500k to afford as many kids as somebody making $40k” is a crazy thing to believe.

Our disease is spiritual, not material.

Lyman Stone offers this version via Maxwell Tabarrok, which highlights where the people are, and more importantly where they are not, which is at the upper right.

One can also steal from Robert Anton Wilson, and refer to the problem as The Revolution of Rising Expectations.

The Iron Law of Wages asserts that in the long run, wages tend towards the minimum necessary to sustain the life of the worker.

The logic is obvious in an otherwise static Malthusian context. Solve for the equilibrium, and there is only one answer. The population increases until the point where the marginal product is equal to that required for replacement rate fertility.

What happens when instead productivity is rapidly increasing, and we are growing wealthier?

Wages must rise, so they do not tend towards the minimum necessary to sustain life.

Instead, the minimum necessary to sustain life tends towards wages.

This happens through a combination of regulatory fiat requiring the purchase of more and higher quality goods, through various forms of artificial and real scarcity, increasingly expensive status competitions, and shifts in cultural expectation so that we consider more and higher quality goods necessary to sustain life.

Then consider what happens when culture, together with birth control, shifts to make it considered ‘sustaining life’ to sustain yourself without raising a family let alone a large one, and the requirement adjustments render children unable to work and expensive to raise.

For a time you get radically, horribly out of equilibrium. Expectations for living standards zoom past the Iron Law. People trying to meet those expectations are suddenly unable or barely able to raise families while staying consistent with cultural expectations and legal requirements, and many choose to opt out, can’t make it work or settle for only one child. Fertility falls well below replacement.

Then this risks becoming self-sustaining as it further shifts culture, and those trying to raise families must compete with those who give up on that. If adjustments are not made, the people die out, and their civilization falls.

South Korea’s fertility nightmare seems best summed up as a symptom of being a nightmare in general?

Let’s not mince words. If 80% of your young people think of your country as ‘hell’ and 75% want to leave, then it matters little that South Korea is some economic miracle. The economic miracle exists so that the people may benefit. The people are not benefiting, to the point of choosing to cease to exist. Why is no one noticing this? Well, no one except everyone who makes South Korean media, which is both quite good and also constantly shouting this from the rooftops if you’re listening.

Things are so bad that dog strollers are outselling child strollers. They have technically declared an emergency, but they are not at all acting like they have an emergency.

Snowden Todd in addition to the usual suspects of education and sexism and geographic concentration proposes that part of the problem is too much small business, and the lack of large company jobs keeps people from settling down.

Snowden Todd: But where South Korea measurably exceeds Japan—and indeed, the rest of the developed world—is in its inflexible working conditions for women, extreme geographic concentration around its capital, and overinvestment in education.

That’s the up front pitch. Instead Snowden paints a portrait of a country on a decades long quest to pursue GDP-style prosperity at any cost, with government and a handful of big corporations colluding throughout, wages suppressed and overtime the default.

And while chaebols are known for martial work cultures, they remain better than the alternative. As one job-seeker put it, “you will work overtime in every company anyway, so it’s better to stick with ones that actually pay you for overtime.”

Those big companies, the chaebols, are big and productive, but only combine for 14% of jobs at places with 250+ employees, versus 58% in America. Whereas the rest of the economy is not so productive.

While SMEs are rarely as productive as large ones, it is truly striking how unproductive South Korea’s small businesses are compared to those in Western nations. The OECD, for example, found small service sector firms in Korea are 30 percent as productive as larger firms with over 250 workers. In the Netherlands and Germany, that figure is 84 and 90 percent, respectively. Similarly, the Asian Development Bank found that in 2010, small Korean firms with five to 49 workers were just 22 percent as productive as firms with over 200 workers.

Asked about the nation’s fertility woes, President Yoon recently declared that South Korean culture is too competitive. In one sense, he is right—young people find themselves in a high-stakes game for vanishingly few jobs at the nation’s best firms.

But in another sense, he misses the mark: South Korea’s young people are suffering in large part from a lack of competition among firms. Extensive corporate welfare has produced a system in which businesses are paid to occupy different niches rather than evolving according to market incentives.

The obvious first question is why aren’t you setting up shop in South Korea?

It seems like an amazing place to run a business. Everyone is highly educated. Everyone is disciplined and happy to work tons of overtime. You are competing for workers against horribly inefficient small businesses paying horrible wages.

If you are working for one of these small businesses, should you not found a new company instead? It doesn’t have to be a startup rocket ship.

The second question is why would you stay? What good is having a wealthy country if this is how you must live in it?

On the direct fertility question, yeah, the problem does seem overdetermined. You work long hours for low pay with little prospects, and if you have a child they get this elite education to suffer the same fate. Does not seem tempting.

Married births in Georgia spiked much higher in the late 2000s and mostly stayed high. What happened?

Johann Kurtz (after dismissing some other factors): The evidence points to an unusual factor: a prominent Patriarch of the popular Georgian Orthodox Church, Ilia II, announced that he would personally baptize and become godfather to all third children onwards.

Births of third children boomed (so much so, in fact, that it eclipsed continuing declines in first and second children).

This has widely been understood as a religious phenomenon, but I propose that it is better understood as a status phenomenon.

They had a great symbolic weapon to deploy. What else could serve this roll? Obviously ‘money’ but status can plausibly be a lot cheaper.

He then contrasts this with South Korea, where he says your status demands on where you work, which is based on intense early life zero sum competitions between students, hence all the super expensive private tutoring.

The obvious response to the situation in South Korea would be to opt out of it. Accept that your children might be low status in the eyes of others, but if you can pass on the willingness to accept this and keep going, you inherit the country. What use is high status with one or no grandchildren? Alas, this is not a popular way of thinking.

Here Johann Kurtz extends the argument that status is the thing that counts, and that the newly low status of stay at home moms is the thing we have to fight. This seems super doable if we decide that we care. The issue is that so far we don’t care enough.

The Spectator Index: Japan’s government says there are now 9 million vacant homes in the country, as it struggles with a declining and ageing population.

A third of unmarried adults in Japan aged 20-49 have never dated.

Angelica: I’m in Tokyo speaking to a new friend who lived in Montreal for the past 20 years but is just returning to Japan now for a dream job. I asked her what the demographic collapse feels like from Japan:

“In Tokyo, you hardly feel it at all. Everything is more or less the same. But in the countryside like in Kyushu where my parents live, it’s like everything good you’ve ever valued is being destroyed. Every famous store or ramen shop, gone forever. The countryside now feels alienating.”

Chris Bartlett: Yeah much of the countryside in Japan looks like ghost towns, often no one under 70, no kids or families, it’s incredibly sad. Cities meanwhile look at first glance fairly normal as that’s where younger people congregate, have kids. That said even cities are lacking kids really.

Charlie Robertson: People worry a little too much about China’s demographics in the 2020s. They still have about 2.2 working age adults per pensioner or child until 2030 – that’s as good as Japan ever achieved (in 1970, and again in 1995-2000).

They won’t look like Japan today until 2050.

That does not sound all that comforting if you don’t think AI changes everything. Yes, you have 25 years before you get to what is happening to Japan, but that is not so long, and from there things look to accelerate further.

Essentially China was fine until about 2017, then things declined rapidly and even more so with Covid. They are five years or so into the new very low fertility period. In terms of overall population numbers that will take a while to have its full impact, but it will compound rapidly.

As usual, notice the ‘and then a miracle occurs’ on the later part of the chart. Why should we expect things to stabilize after 2055? It is not impossible, but that seems like denial if you think it is the baseline scenario.

The weird part of such projections is that even those who face the music in the near term somehow think the music will stop.

Science is Strategic: China’s demographic decline is unprecedented

Danielle Fong: this is going to feel really bad on the way down, but versions of this demographic story are playing out everywhere. I think we actually need a significant retooling of civilization to value and support young families.

All the efforts at population control, but nobody really was counting on the hysteresis after we want to turn it off.

By these projections, things kind of mostly stabilize. Why should we expect this?

Daniel Eth: This sort of extrapolation out to 2100 is ridiculous. Total “end of history” way of looking at things, as if tech changes (and cultural changes, for that matter) won’t completely change what happens in the interim.

Yes, no matter what happens with AI we know for sure that 2100 will look a lot different from 2024. It still seems sensible to project the baseline scenario properly, that is what properly motivates us to pursue the right changes, and we have no reason to presume that tech or cultural changes will tend to work in our favor here. So far cultural changes lowering birth rates have snowballed rather than balanced out.

Italy outright criminalizes surrogacy. Rarely do we see such extreme moral confusion, or such clear cases of civilizational suicide.

The birthrate there is the lowest in Europe. Why?

More Births says this region has a high percentage of people living in apartment towers near the coast, and lots of young people living with their parents, and declining religiosity, and high youth unemployment (although lower than Southern Spain). Essentially the model is simple: Young people are failing to launch and get jobs and houses, so they are less likely to have kids.

Robin Hanson: When first-world young people live in apartment towers near picturesque nice-climate coasts, often with parents, with weak young male income and employment, they have few kids.

Here is an interesting potential alternative explanation, although it still does not bode well for the region.

Fahrenheit Maximalist (to More Births): Nice write up, I’d like to add another factor, young people have little economic prospect and are moving away to other regions of Europe, so the actual TFR of Galician people, while not at replacement rate, is much higher than 1.0.

But such data is hard to get, as the destination country don’t necessarily break down fertility numbers by intrapass-European origin, the depopulation of provincial countries in Europe is a tragedy created by a combination of Erasmus exchange student program and the freedom of movement of Schengen treaty, and I don’t see this often discussed in the context of Southern European fertility rates, you can blame Catholicism and lack of housing all you want but the reality is young people are just seduced to moving elsewhere.

It seems like everywhere we can point to several of the usual low fertility suspects.

Russia considering banning ‘propaganda of childlessness,’ and there is discussion of raising taxes on childless families, along the lines of previous bans on other speech. I doubt this alone will have much impact.

Dylan Patel: TSMC employees are 0.3% of Taiwan’s population but 1.8% of annual fertility,

Taiwan’s Total Fertility Rate is 1.24

TSMC employees are above replacement rate though

To solve the fertility crisis all we have to do is make everyone work for TSMC.

Gwern: “employees at its plants in Taiwan gave birth to 2,463 children in 2023, representing about 1.8 percent of the country’s total births of 135,571 that year.” So, not adjusted in any way for things like age, health/employment, hiring, firing sick or fat employees…

Focus Taiwan: Under the child care program, eligible employees are granted up to 12 weeks of paid maternity leave for a first child, 16 weeks for a second child and 20 weeks for a third child or more, TSMC said.

The company also provides 10 days of paid paternity leave so employees can spend time with their spouse for prenatal check-ups and newborn care, TSMC added.

In addition, the company’s Employee Welfare Committee provides NT$10,000 (US$312.5) in childbirth subsidies and up to NT$10,000 in public group insurance for each birth, TSMC said.

The company has built four preschools on its campuses in Taiwan’s three science parks in Hsinchu, Taichung and Tainan to provide a secure and enriching educational environment for employees’ children aged two to six, while the childcare services are also available from 7 a.m. to 8 p.m. to accommodate employee work schedules, according to TSMC.

Those policies seem fine, but not exceptional, and as others noted company benefits don’t seem to move fertility decisions much. Total compensation matters far more.

Claude estimated that if we account for demographics we should expect something like 0.45% of births to be to TSMC employees. My guess looking at the calculation is this is a modest underestimate, but only a modest one.

The fertility rate has dropped to 1.44. There are a lot of responses pointing to various causes that seem especially bad in the UK, especially their housing crisis, but this isn’t out of line with other similar countries.

The problem of low fertility is not new. Here is Polybius talking about it in Ancient Greece, blaming it for their fall. His culprit? Men becoming ‘perverted to a passion for show and money and the pleasures of idle life, and accordingly either not marrying at all, or, if they did marry, refusing to rear the children that were born, or at most one or two out of a great number, for the sake of leaving them well off or bringing them up in extravagant luxury.’

Sounds familiar.

Why is the Israeli birth rate so high, even outside religious communities? The hypothesis offered here is that those religious communities are integrated with more secular ones and seen as worthy of aspiration in at least some senses, so the memes and practices of very high fertility orthodox Jews filter down somewhat to other groups as well. And this is enough to keep the fertility rate at stable levels even among the secular, and has a much bigger effect among those in between.

It is a plausible theory. It suggests that the ‘right kind’ of cultural mingling, that allows us to assimilate ideas from isolated high fertility cultures without the high fertility cultures assimilating ours in exchange, could be part of a solution. It also points back to the status hypothesis, that essentially Israel offers the high-fertility subcultures sufficiently high status that it raises the status of high fertility everywhere.

Money is always the default. As always, if brute force doesn’t solve your problem, then you are not using enough.

There are also other incentives.

Lyman Stone: South Korea is gauging public opinion on a $70,000 baby bonus.

That’s about 2x GDP per capita, in cash.

It’s hard to imagine it wouldn’t have a big effect if they did it.

Provided it is as it appears: a lump sum cash payment close to time of birth paid for from general tax revenues, not cuts to other family programs

Ben Landau-Taylor: I don’t really expect this to work. But if you’re gonna spend a few billion on a harebrained scheme that might not work—and let’s be real, we do that a lot—then this seems like one of the better ones you could try.

Samo Burja: For Korea even more than the U.S. reserving 20% of elite university spots to young mothers and fathers would immediately jump start fertility.

Ben Landau-Taylor: I don’t really expect this to work. But if you’re gonna spend a few billion on a harebrained scheme that might not work—and let’s be real, we do that a lot—then this seems like one of the better ones you could try.

Tyler Cowen is not optimistic about getting good returns on the money, but says this and many such experiments are worth running. He worries, what if only 10% of babies were born because of this? That would indeed be a problem, since an 11% rise in births is insufficient.

The part where that means only 4.5 years of tax receipts, and thus a net loss, seems to miss the calculation. The payment is (likely progressive) redistribution, from some Koreans to others. We already do a lot of that without any fiscal payoff. The worry is that this would require marginal tax rates that were too high, and the deadweight loss would exceed the benefits.

My prediction is that I expect that if they did try $70k baby bonuses, as a lump sum payment, they would get a big impact. I also agree with Lyman that details matter. You 100% want to give this out as a lump sum so people feel it. And as this series has seen several times, South Korea has many other angles they could attack, if they were so inclined.

Another paper that shows child benefits don’t reduce labor supply.

Here is someone who is at least brainstorming about opportunity costs:

Alex Nowrasteh: He asked what I’d do to increase fertility if that were the only outcome I cared about. After clarifying that I don’t support this policy, I said that I’d massively increase marginal tax rates on the second worker in any household to force them out of the labor market, which would lower their opportunity cost of having children. Then the producer came out and hustled me on set.

The problem is no one is forcing you to be a household. If you massively increase taxes on two-adult households, you get less households, especially what would have been two-income households.

So no, that will not work. If you want to drop the hammer via taxes, you have to tax childless households, or single person households. Or you can subsidize children heavily, which is the same thing, someone has to pay for that.

Bryan Caplan proposes a graduated income tax adjustment (+50%/0%/-20%/-40%/-60%/-80%/-100%) based on number of children, although he would prefer a tax holiday for some years. The advantage of lowering tax rates rather than lump sums is that you improve incentives, you avoid a budget line item and the people most tempted by lower tax rates are plausibly the right people to get to have more kids. Certainly a graduated schedule is better than Hungary’s ‘have four and never pay again’ plan.

I certainly know it would work, including that it would have worked on me personally.

Aella (talking about Hungary’s four kids means no income tax for life): This would unironically make me decide to start having kids right now

I am almost certainly going to stick with three, but offer me no income tax for life and I assure you I’d have had four years ago.

The obvious issue is that this would get supremely expensive. Everyone earning millions a year would obviously find a way to have six kids, if necessary via surrogates or outright paying potential partners, and raised by those partners or often almost entirely by nannies. That is not exactly the goal, and you’d be paying way more than the market price to get it.

So you would want some cap on the effect, which could blunt how much it works. For those who have liquidity issues or short time preferences, which is most people, you are much more effective per dollar with the lump sum.

When deciding whether to have a child, it is the perceived costs matter.

One of the biggest perceived costs is the ‘motherhood penalty’ on earnings. Women are afraid they’ll be penalized in the workplace, and be at a permanent disadvantage. It certainly stands to reason that children would interfere with ability to earn money.

But what if that was far less true than people think?

Rachel Cohen: This spring, a European study came out with the provocative conclusion that having children contributes “little to nothing” to the persistent gap in earnings between men and women.

Meanwhile, the media does little to allay that concern: “One of the worst career moves a woman can make is to have children,” the New York Times once declared.

But while these economists found that Danish women who used in vitro fertilization experienced a large earnings penalty right after the birth of their first child, over the course of their careers, this penalty faded out. Eventually, the mothers even benefitted from a child premium compared to women who were not initially successful with IVF.

In other words, the so-called “motherhood penalty” that says women pay a price in the workplace for becoming moms might be less severe than previously thought.

“As children grow older and demand less care, we see that the mother’s earnings start to recover, with much of the immediate penalties made up 10 years after the birth of the first child,” the researchers wrote.

This is a good test, since success with IVF should be a good randomizer. It also is not as crazy as it sounds. The conventional wisdom is that fatherhood increases earnings, because the incentive to step up and earn more outweighs other considerations. Ten years is a long time, but it is a far cry from thinking this lasts for 40, and the trend actively reverses later on.

So in this study, the women whose IVF was successful took a large earning hit in year one, but recover rapidly starting with year two, break even by year 10 and end up with 2% higher overall lifetime earnings.

Using IVF means the study included relatively older prospective mothers. Other data suggests that having children when younger carries a larger earnings penalty. Also this was in Denmark, which likely made things easier in various ways.

A key claim in the post is that, because this finding conflicts with the standard narratives and the stories people want to tell, no one wanted to listen, and it was hard to even get the study published. But that a literature review tells a different story than the conventional one:

Rachel Cohen: Though it doesn’t always make it into the media discussion, scholars know that the motherhood penalty — which past research has found averages 5 to 10 percent per child for women in their 20s and 30s — can vary significantly based on occupation, the age at which women have their first child, their marital status, their cultural background, and whether they live in an urban or rural environment.

Averages can mask a lot, too. White women tend to experience higher motherhood penalties than Black and Hispanic women, but the magnitude of the penalty has gone down significantly for all women over the last 50 years, thanks to factors such as increased educational attainment and mothers returning more quickly to work after having kids. In some fields, there’s no penalty at all.

I don’t have the time to dive into the literature. Certainly, if women end up earning as much or more in the end, that means (counting raising the children) that they are doing massively more overall work to do it. And the children still cost a lot of money. But we should do our best to avoid giving families and women the wrong idea about the magnitude of this penalty.

Bryan Caplan is asked by reader Matt Kuras how to look for a woman who will want lots of kids. Bryan hits some of the obvious suggestions. Be up front about what you want, try multiple dating platforms, indicate some flexibility. He suggests potentially looking overseas, especially since Matt already speaks Spanish.

But Byran cautions (in response to Matt’s request) that going to Utah only makes sense if you go full Mormon. Whereas half the comments are saying, yes, you find this woman in a church, obviously. Certainly that is the percentage play, and has massive benefits, but involves very high particular costs one might not want to accept, as would other religious options.

Another thing several people noted is that saying 3+ kids up front narrows the field a lot, whereas once you have one often you can go from there. Either way, you ultimately have little say in the matter, promises are not reliably kept and preferences change, as they should given how much more one learns. It should help to be clear on what you want, but making a hard commit to big numbers a dealbreaker is not a luxury atheists have these days unless they want to sacrifice a lot everywhere else.

Are you good at predicting your own fertility? A paper asks.

Abstract: Unique data from the Berea Panel Study provides new evidence about fertility outcomes before age 30 and beliefs about these outcomes elicited soon after college graduation. Comparing outcomes and beliefs yields a measure of belief accuracy.

Individuals who are unmarried and not in relationships at age 24 are extremely optimistic about the probability of having children, while married individuals have very accurate beliefs. Novel attractiveness measures are central for understanding fertility beliefs and outcomes for females but not for males.

Marriage is a mechanism that is relevant for understanding differences in beliefs, outcomes, and misperceptions across relationship and attractiveness groups.

This makes sense. If you are single you are not properly discounting for various things that can go wrong, whereas if you are married you have ‘derisked’ in many ways.

It need not be this hard, but yes, if you become worth over $100 billion then the implied fertility rate is very high. And no, you don’t need to go that far. Once you hit ‘escape velocity’ of wealth and income, you can have as many kids as you like and the money mostly isn’t relevant anymore.

Emmett Shear: Making $250k/year doesn’t induce you to have many more children vs $200k/year vs $150k/year. But making $500k/year does, and making $1m/year *reallydoes.

At the high end with effectively unlimited resources, TFR is the highest.

This makes sense if you think about the amount of labor it takes to raise children. If mom or dad could be working and making $150k/year, leaving the workforce to care for the children is expensive. If you could only be making $25k/year, children “cost less”.

The shape of this curve suggests if you want people to be able to have closer to the number of children that they’d prefer (the number they’d have without resource constraints), it’s important that the subsidy be proportional to the income of the family.

Fixed subsidies (eg public education, a fixed earned income tax credit) make a *muchbigger proportional difference in this analysis for 20th percentile income family than a 60th percentile income family…and almost all our subsidies have that shape today.

But you don’t need it to scale indefinitely — families making $1m/year are already roughly “unconstrained” on this scale and thus don’t need a lot more subsidy.

Therefore, the ideal intervention to enable families to have their desired number of children looks something like “income tax credit of 10% of your total income per child, with a cap at $100k/year” or something to that effect.

Wow would that be a hard sell, but yes, absolutely, that is how it should work. People without children, who make a lot of money, should face higher tax rates than they do now, whereas those with children should face lower rates. This faces the reality.

What is that reality?

Oh.

Fertility Roundup #4 Read More »

rocket-report:-a-good-week-for-blue-origin;-italy-wants-its-own-launch-capability

Rocket Report: A good week for Blue Origin; Italy wants its own launch capability


Blue Origin is getting ready to test-fire its first fully integrated New Glenn rocket in Florida.

Blue Origin’s first fully integrated New Glenn rocket rolls out to its launch pad at Cape Canaveral Space Force Station, Florida. Credit: Blue Origin

Welcome to Edition 7.21 of the Rocket Report! We’re publishing the Rocket Report a little early this week due to the Thanksgiving holiday in the United States. We don’t expect any Thanksgiving rocket launches this year, but still, there’s a lot to cover from the last six days. It seems like we’ve seen the last flight of the year by SpaceX’s Starship rocket. A NASA filing with the Federal Aviation Administration requests approval to fly an aircraft near the reentry corridor over the Indian Ocean for the next Starship test flight. The application suggests the target launch date is January 11, 2025.

As always, we welcome reader submissions. If you don’t want to miss an issue, please subscribe using the box below (the form will not appear on AMP-enabled versions of the site). Each report will include information on small-, medium-, and heavy-lift rockets as well as a quick look ahead at the next three launches on the calendar.

Another grim first in Ukraine. For the first time in warfare, Russia launched an Intermediate Range Ballistic Missile against a target in Ukraine, Ars reports. This attack on November 21 followed an announcement from Russian President Vladimir Putin earlier the same week that the country would change its policy for employing nuclear weapons in conflict. The IRBM, named Oreshnik, is the longest-range weapon ever used in combat in Europe, and could be refitted to carry nuclear warheads on future strikes.

Putin’s rationale … Putin says his ballistic missile attack on Ukraine is a warning to the West after the US and UK governments approved Ukraine’s use of Western-supplied ATACMS and Storm Shadow tactical ballistic missiles against targets on Russian territory. The Russian leader said his forces could attack facilities in Western countries that supply weapons for Ukraine to use on Russian territory, continuing a troubling escalatory ladder in the bloody war in Eastern Europe. Interestingly, this attack has another rocket connection. The target was apparently a factory in Dnipro that, not long ago, produced booster stages for Northrop Grumman’s Antares rocket.

Blue Origin hops again. Blue Origin launched its ninth suborbital human spaceflight over West Texas on November 22, CollectSpace reports. Six passengers rode the company’s suborbital New Shepard booster to the edge of space, reaching an altitude of 347,661 feet (65.8 miles or 106 kilometers), flying 3 miles (4.8 km) above the Kármán line that serves as the internationally-accepted border between Earth’s atmosphere and outer space. The pressurized capsule carrying the six passengers separated from the booster, giving them a taste of microgravity before parachuting back to Earth.

Dreams fulfilled … These suborbital flights are getting to be more routine, and may seem insignificant compared to Blue Origin’s grander ambitions of flying a heavy-lift rocket and building a human-rated Moon lander. However, we’ll likely have to wait many years before truly routine access to orbital flights becomes available for anyone other than professional astronauts or multimillionaires. This means tickets to ride on suborbital spaceships from Blue Origin or Virgin Galactic are currently the only ways to get to space, however briefly, for something on the order of $1 million or less. That puts the cost of one of these seats within reach for hundreds of thousands of people, and within the budgets of research institutions and non-profits to fund a flight for a scientist, student, or a member of the general public. The passengers on the November 22 flight included Emily Calandrelli, known online as “The Space Gal,” an engineer, Netflix host, and STEM education advocate who became the 100th woman to fly to space. (submitted by Ken the Bin)

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Rocket Lab flies twice in one day. Two Electron rockets took flight Sunday, one from New Zealand’s Mahia Peninsula and the other from Wallops Island, Virginia, making Rocket Lab the first commercial space company to launch from two different hemispheres in a 24-hour period, Payload reports. One of the missions was the third of five launches for the French Internet of Things company Kinéis, which is building a satellite constellation. The other launch was an Electron modified to act as a suborbital technology demonstrator for hypersonic research. Rocket Lab did not disclose the customer, but speculation is focused on the defense contractor Leidos, which signed a four-launch deal with Rocket Lab last year.

Building cadence … SpaceX first launched two Falcon 9 rockets in 24 hours in 2021. This year, the company launched three Falcon 9s in a single day from pads at Cape Canaveral Space Force Station, Florida, and Vandenberg Space Force Base, California. Rocket Lab has now launched 14 Electron rockets this year, more than any other Western company other than SpaceX. “Two successful launches less than 24 hours apart from pads in different hemispheres. That’s unprecedented capability in the small launch market and one we’re immensely proud to deliver at Rocket Lab,” said Peter Beck, the company’s founder and CEO. (submitted by Ken the Bin)

Italy to reopen offshore launch site. An Italian-run space center located in Kenya will once again host rocket launches from an offshore launch platform, European Spaceflight reports. The Italian minister for enterprises, Adolfo Urso, recently announced that the country decided to move ahead with plans to again launch rockets from the Luigi Broglio Space Center near Malindi, Kenya. “The idea is to give a new, more ambitious mission to this base and use it for the launch of low-orbit microsatellites,” Urso said.

Decades of dormancy … Between 1967 and 1988, the Italian government and NASA partnered to launch nine US-made Scout rockets from the Broglio Space Center to place small satellites into orbit. The rockets lifted off from the San Marco platform, a converted oil platform in equatorial waters off the Kenyan coast. Italian officials have not said what rocket might be used once the San Marco platform is reactivated, but Italy is the leading contributor on the Vega C rocket, a solid-fueled launcher somewhat larger than the Scout. Italy will manage the reactivation of the space center, which has remained in service as a satellite tracking station, under the country’s Mattei Plan, an initiative aimed at fostering stronger economic partnerships with African nations. (submitted by Ken the Bin)

SpaceX flies same rocket twice in two weeks. Less than 14 days after its previous flight, a Falcon 9 booster took off again from Florida’s Space Coast early Monday to haul 23 more Starlink internet satellites into orbit, Spaceflight Now reports. The booster, numbered B1080 in SpaceX’s fleet of reusable rockets, made its 13th trip to space before landing on SpaceX’s floating drone ship in the Atlantic Ocean. The launch marked a turnaround of 13 days, 12 hours, and 44 minutes from this booster’s previous launch November 11, also with a batch of Starlink satellites. The previous record turnaround time between flights of the same Falcon 9 booster was 21 days.

400 and still going … SpaceX’s launch prior to this one was on Saturday night, when a Falcon 9 carried a set of Starlinks aloft from Vandenberg Space Force Base, California. The flight Saturday night was the 400th launch of a Falcon 9 rocket since 2010, and SpaceX’s 100th launch from the West Coast. (submitted by Ken the Bin)

Chinese firm launches upgraded rocket. Chinese launch startup LandSpace put two satellites into orbit late Tuesday with the first launch of an improved version of the Zhuque-2 rocket, Space News reports. The enhanced rocket, named the Zhuque-2E, replaces vernier steering thrusters with a thrust vector control system on the second stage engine, saving roughly 880 pounds (400 kilograms) in mass. The Zhuque-2E rocket is capable of placing a payload of up to 8,800 pounds (4,000 kilograms) into a polar Sun-synchronous orbit, according to LandSpace.

LandSpace in the lead … Founded in 2015, LandSpace is a leader among China’s crop of quasi-commercial launch startups. The company hasn’t launched as often as some of its competitors, but it became the first launch operator in the world to successfully reach orbit with a methane/liquid oxygen (methalox) rocket last year. Now, LandSpace has improved on its design to create the Zhuque-2E rocket, which also has a large niobium allow nozzle extension on the second stage engine for reduced weight. LandSpace also claims the Zhuque-2E is China’s first rocket to use fully supercooled propellant loading, similar to the way SpaceX loads densified propellants into its rockets to achieve higher performance. (submitted by Ken the Bin)

NASA taps Falcon Heavy for another big launch. A little more than a month after SpaceX launched NASA’s flagship Europa Clipper mission on a Falcon Heavy rocket, the space agency announced its next big interplanetary probe will also launch on a Falcon Heavy, Ars reports. What’s more, the Dragonfly mission the Falcon Heavy will launch in 2028 is powered by a plutonium power source. This will be the first time SpaceX launches a rocket with nuclear materials onboard, requiring an additional layer of safety certification by NASA. The agency’s most recent nuclear-powered spacecraft have all launched on United Launch Alliance Atlas V rockets, which are nearing retirement.

The details … Dragonfly is one of the most exciting robotic missions NASA has ever developed. The mission is to send an automated rotorcraft to explore Saturn’s largest moon, Titan, where Dragonfly will soar through a soupy atmosphere in search of organic molecules, the building blocks of life. It’s a hefty vehicle, about the size of a compact car, and much larger than NASA’s Ingenuity Mars helicopter. The launch period opens July 5, 2028, to allow Dragonfly to reach Titan in 2034. NASA is paying SpaceX $256.6 million to launch the mission on a Falcon Heavy. (submitted by Ken the Bin)

New Glenn is back on the pad. Blue Origin has raised its fully stacked New Glenn rocket on the launch pad at Cape Canaveral Space Force Station ahead of pre-launch testing, Florida Today reports. The last time this new 322-foot-tall (98-meter) rocket was visible to the public eye was in March. Since then, Blue Origin has been preparing the rocket for its inaugural launch, which could yet happen before the end of the year. Blue Origin has not announced a target launch date.

But first, more tests … Blue Origin erected the New Glenn rocket vertical on the launch pad earlier this year for ground tests, but this is the first time a flight-ready (or close to it) New Glenn has been spotted on the pad. This time, the first stage booster has its full complement of seven methane-fueled BE-4 engines. Before the first flight, Blue Origin plans to test-fire the seven BE-4 engines on the pad and conduct one or more propellant loading tests to exercise the launch team, the rocket, and ground systems before launch day.

Second Ariane 6 incoming. ArianeGroup has confirmed that the first and second stages for the second Ariane 6 flight have begun the transatlantic voyage from Europe to French Guiana aboard the sail-assisted transport ship Canopée, European Spaceflight reports. The second Ariane 6 launch, previously targeted before the end of this year, has now been delayed to no earlier than February 2025, according to Arianespace, the rocket’s commercial operator. This follows a mostly successful debut launch in July.

An important passenger … While the first Ariane 6 launch carried a cluster of small experimental satellites, the second Ariane 6 rocket will carry a critical spy satellite into orbit for the French armed forces. Shipping the core elements of the second Ariane 6 to the launch site in Kourou, French Guiana, is a significant step in the launch campaign. Once in Kourou, the stages will be connected together and rolled out to the launch pad, where technicians will install two strap-on solid rocket boosters and the payload fairing containing France’s CSO-3 military satellite.

Next three launches

Nov. 29: Soyuz-2.1a | Kondor-FKA 2 | Vostochny Cosmodrome, Russia | 21: 50 UTC

Nov. 30: Falcon 9 | Starlink 6-65 | Cape Canaveral Space Force Station, Florida | 05: 00 UTC

Nov. 30: Falcon 9 | NROL-126 | Vandenberg Space Force Base, California | 08: 08 UTC

Photo of Stephen Clark

Stephen Clark is a space reporter at Ars Technica, covering private space companies and the world’s space agencies. Stephen writes about the nexus of technology, science, policy, and business on and off the planet.

Rocket Report: A good week for Blue Origin; Italy wants its own launch capability Read More »

repeal-the-jones-act-of-1920

Repeal the Jones Act of 1920

Balsa Policy Institute chose as its first mission to lay groundwork for the potential repeal, or partial repeal, of section 27 of the Jones Act of 1920. I believe that this is an important cause both for its practical and symbolic impacts.

The Jones Act is the ultimate embodiment of our failures as a nation. 

After 100 years, we do almost no trade between our ports via the oceans, and we build almost no oceangoing ships.

Everything the Jones Act supposedly set out to protect, it has destroyed.

  1. What is the Jones Act?

  2. Why Work to Repeal the Jones Act?

  3. Why Was the Jones Act Introduced?

  4. What is the Effect of the Jones Act?

  5. What Else Happens When We Ship More Goods Between Ports?

  6. Emergency Case Study: Salt Shipment to NJ in the Winter of 2013-2014.

  7. Why no Emergency Exceptions?

  8. What Are Some Specific Non-Emergency Impacts?

  9. What Are Some Specific Impacts on Regions?

  10. What About the Study Claiming Big Benefits?

  11. What About the Need to ‘Protect’ American Shipbuilding?

  12. The Opposing Arguments Are Disingenuous and Terrible.

  13. What Alternatives to Repeal Do We Have?

  14. What Might Be a Decent Instinctive Counterfactual?

  15. What About Our Other Protectionist and Cabotage Laws?

  16. What About Potential Marine Highways, or Short Sea Shipping?

  17. What Happened to All Our Offshore Wind?

  18. What Estimates Are There of Overall Cost?

  19. What Are the Costs of Being American Flagged?

  20. What Are the Costs of Being American Made?

  21. What are the Consequences of Being American Crewed?

  22. What Would Happen in a Real War?

  23. Cruise Ship Sanity Partially Restored.

  24. The Jones Act Enforcer.

  25. Who Benefits?

  26. Others Make the Case.

  27. An Argument That We Were Always Uncompetitive.

  28. What About John Arnold’s Case That the Jones Act Can’t Be Killed?

  29. What About the Foreign Dredge Act of 1906?

  30. Fun Stories.

For a hundred years, we have required ships carrying cargo between two American ports to be American built, American owned (75% of stock owned by Americans), American manned and American flagged.

The Jones Act has since been continuously expanded [p.223-224] to ensure that there is no escape

While protectionist laws around shipping are common, the severity of the Jones Act is unique. It is absolute. It is the most restrictive cabotage law among all OECD countries. Our domestic oceangoing trade is almost entirely unable to survive it – there are fewer than 100 oceangoing ships left in the entire Jones Act fleet

If we repealed the Jones Act, we could again take spices in one port, and ship them to another port. Generalized, this is a big deal.

There is a unique opportunity here. Repeal would restore America’s oceangoing trade between its ports and rebuild its merchant marine, noticeably impacting the price level and GDP growth. 

This would be offset by only small losses to a small number of private interests. If necessary, it would cost only a small fraction of the benefits to strike a deal that fully compensates the losers. 

The new Secretary of Transportation nominee, Sean Duffy, has explored Jones Act reform in the past.

Yet I see no attempt to create credible studies of all of the benefits and costs involved, that would serve as the foundation of such a deal, or any attempt to explore what a deal would look like. Nor do I see the groundwork being laid to justify pushing through those private interests. 

While there are those who robustly and repeatedly point out the madness of the Jones Act and related laws, and CATO wrote a whole book, I believe their cases fail to backchain from a successful repeal. They do not lay the necessary groundwork. 

Thus, a small effort can greatly increase the chances of a Jones Act repeal, potentially unlocking huge benefits. We need to try. 

The proximate motivation for the law’s introduction was that Senator Wesley Jones of Washington wanted to shut down an alternative transportation route to Alaska [p.463].

Another motivation was ‘protecting the investment’ that was made in building the ships necessary for trade during the First World War.

The law was sold as a way to ensure the health of the American merchant marine and shipbuilding capability in case of another war. The Jones Act did the opposite.

One hundred years of the Jones Act destroyed our merchant marine and our shipyards. We have no merchant marine. We have (almost) no oceangoing ships.

Uncompetitive is the nice way to describe American Jones Act shipbuilding. More accurate would be practically non-existent.

Over a century of the Jones Act, our shipyards and our merchant marine have been devastated. By 2000, only 0.25% of the world’s new merchant ships were produced in America [p.2]. By 2018 half of all shipyard jobs had already disappeared, by 2021 only four shipyards capable of producing Jones Act ships remained in America [p.8], three owned by foreigners.

America’s four remaining shipyards are profoundly uncompetitive, charging 4-5x of the cost of producing ships overseas [p.4], and only producing a single digit number of ships excluding Navy contracts.

America’s few remaining oceangoing vessels are now mostly old and obsolete. We have never had a smaller Jones Act fleet. Building or hiring such ships is obscenely expensive. They are of little or no use in any potential war.

The problem is ubiquitous. As in, from The Wall Street Journal: China’s Shipyards Are Ready for a Protracted War. America’s Aren’t.

As our economy and population expanded, and volume carried by other methods including river barges continues to increase, the volume of cargo on domestic ships has fallen by 61% since 1960.

What little is left of our shipping concentrates on the captive markets where there is no good alternative. From ‘Revitalizing Coastal Shipping for Domestic Commerce,’ which draws from U.S. Energy Information Administration, PADD5 Transportation Fuels Markets, September 2015, we see that by tonnage:

  1. 35% of domestic ocean-shipping tonnage involves Hawaii, Puerto Rico and Alaska.

  2. 25% is short range fuel transfers where the pipeline alternatives are running at capacity

  3. 10% are west coast shipments to coastal cities lacking an alternative connection.

  4. 25% is ore shipped from the Mesabi iron mines in northeast Minnesota to steel mills near Chicago, Detroit and Cleveland.

That adds up to 95%.

A handful of shipping categories have survived for lack of an alternative. The rest, not so much, for example:

We no longer ship almost anything between American ports other than a modest amount via riverboats, almost at all.

One example of many: Rather than ship liquified natural gas (LNG) from Houston to Boston, a feat no ship permitted to make the journey can handle, we ship that LNG across the Atlantic to Europe. Then we import our LNG back across the Atlantic from the Caucuses.

The Jones Act has failed to protect America’s shipbuilding and merchant marine.

Colin Grabow notes that calculations on costs work both ways (direct link to podcast). If it would add 3% to the costs of production when you deliver goods via Jones Act ships, it would save 3% to stop doing so from the flagging effect alone.

Shipping domestically via water is the most environmentally friendly option available.

Not doing so diverts transport to trucks, or creates otherwise inefficiently long trade routes.

Better internal shipping is necessary in many cases for reshoring of other production.

In Benefits of the Jones Act, this was used as an example of a problem that the paper claimed was falsely blamed on the Jones Act.

The defense says, look at all the salt, almost all of it, that was indeed delivered as ordered and on time. What happened was that New Jersey was going to run out of salt, so they had to order more, and ‘for the same reason I have a tough time finding a cab in New York on a Friday evening in the pouring rain’ no Jones Act ship was available that had the necessary equipment to help.

Interesting example. I find it very easy, today, to find a cab in New York in the pouring rain on a Friday evening. I open the Lyft (or Uber, or Juno) app on my phone. I ask for one. A few minutes later, it arrives. The reason you used to have trouble in that situation was that the government only issued so many taxi medallions, putting a cap on supply, and combined this with a price that could not adjust. Now those issues are gone, and the closest I have come to failing on a cab was on January 1 at about 2am, when I was informed it was going to cost about $150 and we took the subway.

Why was there no ship able and willing to carry New Jersey’s salt? Because the system has less than 10% of the domestic capacity it is supposed to have, and is unable to use additional supply in an emergency. In a slow-moving situation where we can make plans, yes, we get to move all our salt, prices do their thing even if they are several times too high.

In an emergency, like this or a hurricane? That means there is no available supply.

So, yes, the failure of New Jersey to get its extra salt that winter was due to the Jones Act. As a result, everyone has to always order extra salt, to head off such a situation.

When there is predictable and inelastic demand, it is a question of price. The price adjusted until the Jones Act-only market for salt transport clears in the normal case.

There would, however, be a serious problem if even one of the salt transport ships were to be put out of commission, or there was a larger future emergency surge in salt demand.

The larger salt issue they point out is that American salt sold at the time for $49.15 a ton excluding shipping costs, whereas Chilean salt sold for $23 a ton excluding shipping costs.

I would be inclined to agree that with that high a disparity, cutting American shipping costs will be insufficient to make us competitive, but it still requires investigation.

The post pleads that Chile’s salt starts out cheaper than America’s salt, so America’s higher shipping costs are not the issue. America’s shipping costs, however, should be actively lower. We should have a big edge not having to haul tons of salt across continents. Which is supposed to help compensate for American labor and other higher costs. Instead, Chile’s shipping is cheaper. Why ever could that be?

The other case the same paper cites is the Gulf Oil spill of 2010.

Letting no crisis go to waste, Jones Act critics—mostly from outside of the United States—took to the airwaves to complain that oil recovery efforts were being impeded because oil recovery vessels from the Netherlands were not being used by BP because of the Jones Act. But was this true? If so, it is an outrage.

It was Admiral Thad Allen, the National Incident Commander, who was called upon to finally set the record straight and explain that the Jones Act does not regulate the skimming of oil on the surface of the ocean.

[Allen’s report]: To date, no waivers of the Jones Act (or similar federal laws) have been required because none of the foreign vessels currently operating as part of the BP Deepwater Horizon response has required such a waiver.

In this case, we were fortunate that the Jones Act did not apply to such vessels. We agree that foreign vessels should be allowed to help with this particular emergency.

But that only raises the question: What makes these two cases different?

Why would failure to allow help on an oil spill in domestic waters be an outrage, but failure to allow delivery of emergency supplies after a hurricane not be one?

It also raises the question: If the Jones Act advocates are correct in their logic in general, why do we allow the skimming of oil by foreign vessels? Are we not worried this will outcompete Americans, and prevent us from having a strong domestic fleet or supply of mariners? Could not an enemy intentionally cause an oil spill in time of war, for which we might be unprepared without foreign help?

Or is all of that quite obviously rather crazy?

New Jersey being short on salt could be a serious problem. Roads could be shut down. But if the situation was sufficiently dire, the salt could be brought in on trucks.

Hurricanes in Hawaii and Puerto Rico are far more serious emergencies that have occurred several times per decade with increasing severity.

Supplies have often been urgently needed. With so few Jones Act oceangoing ships, none were available to deliver the supplies in the time frame they were needed. There happened, by nature of their ordinary business, to be foreign ships that could deliver the supplies.

The obvious thing to do, the only reasonable or merciful thing to do, is to grant an exception and deliver the supplies.

Jones Act supporters instead loudly protested the granting of any exceptions, saying it would weaken the Jones Act [p.340-344]. That there might even be some possibility that the foreign ship might thereby earn a profit. So people should not get their supplies in the wake of a disaster.

In response to granted waivers, they successfully pushed congress in 2021 to make it increasingly harder for the President to grant exemptions in emergencies.

Now, no waiver can be issued unless the U.S. Maritime Administration first canvasses the market for available U.S.-flag vessels, undertakes steps to engage U.S. carriers, and determines that qualified U.S.-flag vessels cannot meet the need (which it must publish) – while the victims of natural disasters languish awaiting emergency supplies. Prior to this, it was possible for a waiver to be issued by the Secretary of Defense without these conditions, which was what was used to provide waivers with respect to hurricanes Harvey and Maria [p.59].

This is crazy.

Emergency help does not hurt American shipyards or American shipping companies. It does not hurt anyone.

Nor does it strengthen the Jones Act to not grant obviously necessary exemptions. Instead, it highlights the insanity of the Jones Act and how it weakens us as a nation.

It also highlights that the defenders of the Jones Act care more about protecting the sanctity of their protections than they do about hurricane victims, and have no interest in cooperating for the greater good. To tell ships they cannot unload their cargo of emergency supplies is the act of a mustache-twirling villain.

Even if you believed that the Jones Act was somehow a good idea in the general case, proponents show zero willingness to compromise or provide exceptions in the cases where we face catastrophic failure.

Our existing Jones Act fleet simply cannot, for example, transport liquified natural gas or install offshore wind platforms, for any quantity at any price, because those ship types are entirely absent from the fleet. In the wake of hurricanes, they vehemently oppose any temporary waivers for the delivery of emergency supplies.

These are not good faith actors who want what is best for America.

The cost for shipping crude oil from the Gulf Coast to the northeastern USA is 5-6 dollars per barrel, versus 2 dollars per barrel for shipping from the Gulf Coast to eastern Canada [p.247]. Due to similar cost factors, Hawaii and Puerto Rico only import foreign crude, and we also import foreign crude to both coasts.

The liquified natural gas (LNG) situation is worse. We are the world’s largest liquified natural gas  producer and one of the largest consumers, but we have zero bulk LNG carriers in the Jones Act fleet. So Alaskan LNG goes to Asia, Texas ships to Europe, and we for a while imported LNG from Russia.

To make matters worse, a recent ruling says that foreign tankers cannot load LNG from multiple American ports before heading overseas, because for safety reasons a tiny amount of the LNG loaded at the first terminal needs to be unloaded at the second one, which technically violates the Jones Act, since there is no safety exception, and has no de minimis exception either.

How do Jones Act supporters respond to that? Here we have an editorial literally saying that New England should not get a Jones Act waiver because they should have planned for the Jones Act and their resulting inability to ship LNG from one port to another port, by building pipelines instead to avoid ‘being vulnerable to the global supply chain.’ So it is wrong to blame the Jones Act, we should blame the victims.

Never mind ‘asking for it,’ this is flat out ‘you knew I was going to shoot you so it’s your fault for not wearing a bulletproof vest.’ Also, there are other factors also increasing prices, which means the Jones Act could not possibly also be increasing prices, you would have to ‘match the price in Europe.’

Dominic Pino reports on a new paper from Ryan Kellogg and Richard Sweeney that estimates that we lose almost $800 million in reduced consumer surplus in petroleum products alone, directly from the Jones Act.

That sounds like a lot, but this makes it sound like a lot more:

Eliminating the Jones Act would have reduced average East Coast gasoline, jet fuel, and diesel prices by $0.63, $0.80, and $0.82 per barrel, respectively, during 2018–2019, with the largest price decreases occurring in the Lower Atlantic. The Gulf Coast gasoline price would increase by $0.30 per barrel. U.S. consumers’ surplus would increase by $769 million per year, and producers’ surplus would decrease by $367 million per year.

If it were not for the Jones Act, we would have ships ferrying around Long Island Sound and otherwise greatly easing east coast traffic and reducing carbon emissions (direct link), using American crews, owned by Americans, flying an American flag. It is the prohibitive cost of the ships themselves stopping this from happening.

The Jones Act made that plan moot. The compact RO-RO would have cost $65 million to build in Europe at the time but double that in the United States. Because of the Jones Act, Kunkel and Heidenriech could not use foreign-built boats, and the increased cost made the plan cost-prohibitive. 

“So that killed the whole project completely,” Heidenriech said. “If you allow for import of ships today, over the next 15 years, you will see 500 foreign ships owned by Americans under a U.S. flag with U.S. crews going up and down all the coasts of the United States. There’s no more economical way of transporting goods containers than ships.”

In 2020, the Jones Act directly cost the average family in Hawaii about $1,800 per year, a total of $1.2 billion. Many things are more expensive to ship to Hawaii than they would be otherwise.

Shipping from Hawaii to the West Coast is also a problem. A particular issue is that there are no Jones Act-compatible livestock vessels. Hawaiian ranchers are left with two options: cram their cattle into modified 40-foot containers known as “cowtainers” that come with a host of issues, or literally fly their cows to California via Boeing 747s.

By contrast, a report by the pro-Jones Act American Maritime Partnership claims ‘the Jones Act is responsible for’ 13,000 jobs and adding $3.3 billion to the economy, which means that is currently the value to Hawaii of all shipborne trade with America.

This 2022 study estimated the economic cost to Puerto Rico on private consumption to be $691 million, a 1.2% tax, or approximately $203 per citizen per year versus median income of about $22k. This does not include how cost impacts production, profitability or public costs.

In 2018, a twenty-foot container shipped from Jacksonville to San Juan on a U.S. flagged ship cost about $2937 at the same time that shipping that same container to the Dominican Republic cost $1765. [p.159]. Colin Gabow, an advocate of Jones Act repeal, estimated that the Jones Act was effectively about a 65% tax on shipping services [p.159].

For any purpose requiring shipping to or from America, Puerto Rico is non-competitive. It takes a lot to be part of the United States, where citizens don’t pay Federal income tax, and have the economy struggle.

There is, somehow, dispute that the cost of shipping goods to Puerto Rico is more expensive simply because it requires the use of more expensive ships paying more expensive maintenance and for more expensive crews. They say that when you consider that shipping to Puerto Rico can use 53’ containers instead of 40’ or 20’ containers, effective rates become comparable. To be absolutely clear, by “they”, I mean the general counsel of a Jones Act company that pleaded guilty to price fixing on freight services between the US and Puerto Rico in 2012.

And while I have not researched this in detail, it defies all economic logic that making something cost more to provide and subjecting it to a duopoly does not render its market price more expensive. If foreign ships were permitted, they too could take advantage of the larger container sizes, and we should expect comparable relative savings to that we see with the smaller containers.

There has been much controversy about various waivers, and the failure to offer other waivers, of the Jones Act during natural disasters. From these incidents we learn that proponents of the Jones Act value their ability to extract private rents above the timely delivery of goods in the wake of natural disasters. We routinely reject such price gouging when it enables the delivery of goods to those in need, so why are we tolerating it when it instead prevents the delivery of those goods?

Alaska’s supply chains hang by a thread. Here’s what happened all over Alaska around June 2024 when one ship, the North Star, temporarily went down for repairs.

The claim, which comes from a consultant-shop study commissioned by the pro-Jones Act Transportation Institute, is that the Jones Act “contributes $150 billion to the US economy” and is “responsible for 650,000 USA jobs.”

The claim is absurd on its face. The entire American shipbuilding and repair industry, all of it, including all indirect employment, is only responsible for about 400,000 jobs. Only about 110,000 of those are direct jobs. The entire shipbuilding and ship repair industry, even including indirect and secondary effects, only accounts for $42 billion a year. What is going on?

The answer is obvious if you look at the actual claim.

More than 40,000 American vessels built in American shipyards, crewed by American mariners, and owned by American companies, operate in our waters 24-hours a day, seven days a week, and this commerce sustains nearly 650,000 American jobs, $41.6 billion in labor compensation, and more than $154.8 billion in annual economic output.

This is not a claim about the Jones Act.

It is definitely not a claim about the counterfactual without the Jones Act.

This is literally them adding up all the commerce driven by ships that are currently required to be Jones Act compliant.

Yes, it is highly plausible that 650,000 American jobs, $41.6 billion in labor compensation (average of ~$64k/job) and $154.8 billion in annual economic output depends on our ability to move things from one American port to another American port, including via the Mississippi River, despite the restrictions of the Jones Act.

That does not mean that without the Jones Act, we would have less such commerce and activity. We would very obviously have vastly more.

To use this statistic to defend the Jones Act is a deeply disingenuous move.

Let’s be honest. What American shipbuilding?

We don’t actually build oceangoing ships, almost at all.

Kyle Chan: While we were busy debating whether industrial policy works, our entire shipbuilding industry went to Asia.

The US went from world leader in shipbuilding capacity to less than 1% of the world’s commercial ships.

For one hundred years, we have had these ‘protections’ and the result has been the destructive of American competitiveness in the shipbuilding industry. Without the need to face competition directly, American shipbuilders lost their ability to compete.

Jones Act supporters try to claim we have these problems ‘despite’ the Jones Act. This is absurd on its face.

When we do build ships, we are barely even building them, certainly not in a way that creates supply chain or manufacturing resilience. We abide by the letter of the requirements, and import absolutely everything we can anyway (photo source).

Colin Grabow: This Jones Act tanker is based on a South Korean design and is largely built from South Korean components. As the photo shows, the vessel is also maintained in South Korea.

Yet JA supporters argue that allowing the purchase of vessels directly from South Korea would threaten national security. 🤔

Actual maritime industry employment is likely under 100k people, despite regular claims to the contrary (e.g. ‘the Jones Act is responsible for 650k maritime jobs.) Even for those jobs that do exist, what they do is they assume that without the Jones Act there would be zero jobs, so they claim credit for all of them. You can’t do that.

Colin Grabow points out that the reason we still employ people in ship and boat building is that we do still build boats in this country – except the ones we build are recreational, small and medium boats. The Jones Act does not apply to recreational boats, so they don’t have the protection. Yet that is the area where our shipbuilding is doing fine.

It was plausible back in 1920, when first considering the Jones Act, that these restrictions would have been good for American competitiveness in shipbuilding. The world could have turned out to work that way.

A century later, we need to admit that this hypothesis was false. The restrictions did not protect our shipbuilding industry in the long run. Instead, they doomed it to become so expensive and uncompetitive that we not only can’t compete on the global market, we can’t even compete against no boats at all – we have mostly stopped using oceangoing ships to move things between American ports.

If we want to protect and promote American shipbuilding, then we can do that via Navy and other government contracts, and we can do it via direct subsidies similar to those offered by other countries.

The cost of generous supports, even if we also fully bailed out the entire existing American Jones Act related shipbuilding industry to make them and all their employees more than whole, would be a smaller order of magnitude than that of not having any ships available for domestic trade. And then we could actually get the industry back on its feet.

If it facilitates a deal to get the Jones Act repealed, we should absolutely make that part of the deal. I am not a fan of industrial policy, but it would be highly reasonable industrial policy, at worst a relatively small mistake.

Given the results, how is anyone defending the Jones Act?

Those advocating for the Jones Act systematically defy all economic and military logic. They deny that costs are costs and that benefits are benefits. They use other unjustified cabotage restrictions to justify those in the Jones Act as non-impactful. And they flat out deny the evidence screamed by every cost measurement, every statistic, and the simple fact that our merchant marine and oceangoing trade have utterly collapsed.

  1. The bulk of the additional costs imposed are due to the requirement that ships be manufactured domestically. This requirement is defended on the grounds that this is militarily necessary in time of war, despite there being no plausible scenario in which our existing capacity is useful to us. What tiny capacity we do have relies heavily on the supply chains of our allies.

  2. The act is defended on the basis of the need for American flagged ships and an American merchant marine for national defense needs. Look around. After a century of the Jones Act, we have very little of either of them.

    We also already have a better model for maintaining civilian transport capacity for military needs: the Civil Reserve Air Fleet (CRAF). CRAF is a voluntary program where civilian airlines commit to providing aircraft (which do not need to be US built) and crews during emergencies. Airlines get peacetime business from the DoD in exchange for this commitment, and the military gets reliable access to surge capacity without needing to maintain a massive standing fleet. CRAF has successfully maintained a reserve fleet of hundreds of aircraft ready for military use since 1952, while the Jones Act has presided over the near-total collapse of the U.S. merchant marine. 

  3. The act is defended on warnings about potential foreign ownership or domination of our trade. This is pure senseless fearmongering. If necessary to answer such challenges, ownership restrictions in place, as they impose little of the costs. All fears of ‘falling into the wrong hands’ are phantoms, but can be headed off easily if they are dealbreakers.

  4. The act is defended as creating or protecting American jobs or union jobs, when repeal would do the opposite. There would be far more good American jobs, and good union jobs, if we traded again between our oceangoing ports. In the meantime, there are few ships, so there are few jobs. We could easily make whole the few specific jobs that might be lost.

  5. The act is defended as providing for a reserve of American mariners capable of operating vessels. Without the vessels, we also lack the mariners. River barges make up 85% of the cargo capacity of the fleet, and barge crew don’t need to meet the same licensing requirements as coastal ship crew [p.14]. If we care about American mariners, we could subsidize this and this alone. Most domestic shipping will employ Americans regardless, for logistical reasons.

  6. The act is defended by claims that foreigners subsidize their shipbuilders. They very much do that, but if after 100 years we cannot compete with the alternative of no ships at all – a hell of a subsidy – you cannot blame foreign competition. If we want to, we can offer similar subsidies to American shipbuilders going forward, as part of the repeal deal.

  7. Some claim the Jones Act does not hurt our international trade, because it applies only to domestic trade. But the inability to complement international routes with domestic routes makes the international routes more expensive.

  8. Some claim that because Alaska and Hawaii sometimes buy foreign goods and have chosen to live in remote locations, they cannot only blame the Jones Act for their high prices, and they should thank the Jones Act for their protection. This is rather Obvious Nonsense.

  9. We have the claim you can competitively build ships in America, I suppose the reason no one does it is because they hate freedom, or it could be because our shipyards charge four or more times as much as those overseas. It goes on, including claims like ‘the Jones Act has never been an impediment to anything’ from Shipbuilders USA.

  10. The biggest study purported to measure the ‘benefits of the Jones Act’ instead literally claims credit for the value of all American domestic shipping. Their counterfactual is that America would otherwise not have ships. Seriously. ‘We and Mr. Jones: How the Misunderstood Jones Act Enhances Our Security and Economy’ does this as well.

It is amazing the various statements can be made with a straight face.

The many presidents who have supported the Jones Act, including Ronald Reagan and Joe Biden, have done so due to union political pressure. There were reports that  The White House considered supporting repeal, but Biden was unwilling to risk doing anything seen as anti-union for any reason.

This has Colin Grabow’s top 10 bonkers things said in defense of the Jones Act. We’ve got the president of the American Maritime Partnership (who is also an SVP at a Jones Act company) calling U.S. maritime policy ‘laissez-faire on steroids’ in case you were ever going to listen to anything they say.

One valid argument is that other cabotage restrictions would deny us many of the benefits of Jones Act repeal. Yes, we should fix those laws as well, but Jones Act supporters never support such actions.

I again quote Revitalizing Coastal Shipping for Domestic Commerce:

In 2014, Congress requested that MARAD submit a national maritime strategy for increasing the use and size of the U.S. fleet. In response, MARAD held a series of symposiums to invite ideas from industry. Most of the suggestions by U.S.-flag carriers and shipyards were to either expand legal restrictions favoring the use of U.S.-flag vessels, step up enforcement of existing restrictions, or increase appropriations to MARAD programs.

Other than the subsidies, how could this possibly help? There are no ships going around dastardly evading the Jones Act restrictions to provide domestic shipping. Domestic shipping is ceasing to exist.

Subsidizing the domestic ships and shipping would potentially work if we put enough funding into it to cover the increased costs and make such shipping competitive. There is the danger with any oligopolistic and shielded industry there that costs would simply expand to eat up the subsidy over time.

We could potentially revitalize American shipbuilding through gigantic subsidies that were conditioned on old school, Asian-style export discipline. I could be convinced that this was better than the status quo, if those were the only choices, but it does not seem to be an obviously easier ask than outright repeal.

This entire section is an intuitive set of Fermi calculations, rather than the result of careful research. It is the intention of Balsa Policy Institute to turn similar methods of thinking into proper research papers and findings over time, and two studies to this end have been commissioned.

In the year 2023, America is estimated to be moving $182 billion in goods via water, versus a grand total of $16.2 trillion dollars transported. Thus about 1% of goods moved were moved via water by value, although it is 3.6% by volume. This is despite America’s plentiful natural waterways such as the Mississippi River.

These numbers are historic lows. Civilizations historically almost never thrive without robust waterborne trade routes.

A hundred years ago, before the impact of the Jones Act, a reasonable estimate would be that America shipped 10%-20% of its goods via water.

The area now known as the European Union a century ago likely shipped 15%-30% of its goods via water. The difference is that today, Europe now ships 40% of its domestic freight via water. 

America, on the other hand, has seen its share of domestic commerce shipped via water decline dramatically.

One could reasonably say that the change in distribution of America’s population increasingly to landlocked urban areas is responsible for some of this decline, perhaps 25%-50%.

This still leaves at minimum a further 80% decline one could reasonably attribute to the Jones Act, and our adaptations over a century.

(One could also say that causation went the other way, that our historically bizarre rise in the population of landlocked urban areas is driven in part by our abandonment of water transport, and thus the impact is the full 90% decline. But that damage is mostly not reversible.)

While the comparison is obviously unfair due to crossing oceans, one must note that worldwide around 80% of goods are transported by ships.

Thus, an intuitive counterfactual is that an America without the Jones Act or other similar cabotage restrictions would likely ship about 5-10x more domestic goods via water.

If we take the Study Claiming Big Benefits at face value, that means 3 million to 6 million additional American jobs, $200 billion to $400 billion in additional labor income, and $750 billion to $1.5 trillion in economic activity. That is a lot, presumably the original source was too high and we would see some diminishing secondary impacts as size goes way up, but on GDP of $23.3 trillion, if it enabled shipping of a double digit percentage of all goods via water? It does not seem like an obviously wrong order of magnitude to see a permanent 3% rise in GDP.

The implied increase in federal tax revenue alone, more than $100 billion per year, gives us more than enough to buy out the losers in such a change.

That is true even with various conservative estimates on partial changes. A 2019 OECD study uses a statistical model with standard assumptions about price elasticity and trade elasticity to analyze repeal. Even under their most conservative scenario (the repeal only reduces capital costs by 50%, which in turn reduces domestic maritime freight rates by 14.7%), they find benefits to the broader economy of 37-65 times the size of the original protected shipbuilding industry, translating to up to $40 billion in increased ongoing economic activity. Remember that US shipyard prices are typically 4-5 times higher than foreign yards, suggesting the potential for much larger cost reductions and corresponding benefits.

Under their second scenario, which models a 50% reduction in total freight rates, the benefits grow to 126-219 times the original industry size, translating to up to $135 billion in increased ongoing economic activity. Again, this is conservative – Jones Act vessels have operating costs more than triple [p.5] those of equivalent foreign-flagged ships, before even considering the increased capital cost, the inefficiencies from using older and less efficient vessels, and having entire classes of specialized vessels missing from the fleet. The actual benefits from full repeal, allowing both construction and operation at international market rates, would likely be substantially larger than these estimates suggest.

The estimate here of $750 billion or more is based instead on full repeal of all relevant provisions, to a point where our laws are about as permissive as those of the EU.

The entire Jones Act fleet represents an investment of $30 billion according to the AMSC ASA, a strong Jones Act supporter. This post estimates the value of the Jones Act fleet in 2016 at $4.6 billion. Offer to buy them out with a 50% markup.

The entire American private shipyard industry has a total impact on GDP of $42.4 billion, only $12.2 billion of which is direct. In the worst case, we could hand out an additional $15 billion in Navy contracts or direct subsidy payments each year.

Except that the shipyards likely would be winners, not losers. Currently, with so little building going on, a reasonable estimate is that of the remaining work, 50% of it is repair work on existing ships. If there are five to ten times as many ships trading within American waters, most of which are on rivers and thus not ocean worthy, it seems likely that the additional repair work would exceed any jobs lost in construction of new vessels. If and where necessary, such repair work could be subsidized during a transition period.

Repeal would also be good even for much domestic production.

One then has to worry about uncounted secondary and tertiary effects of such a large shift. Measuring those properly is complicated, but reducing shipping costs for domestic trade can reasonably be expected to have net positive knock-on impacts.

A standard defense of the Jones Act is that, while in a fully free market shipping costs would be lower and we would ship things from one port to another port, the Jones Act is not our only regulation on such matters. Even if it was gone, American immigration restrictions, safety standards and other regulations of various sorts would remain in place.

There are two obvious responses to this.

The first is that the Jones Act presents uniquely expensive barriers, even if all our other barriers were to remain. The requirement that ships be built domestically is not duplicated by other laws and constitutes the largest imposed cost barrier.

The other requirements would in practice be partially duplicated to varying degrees, but with far more flexibility.

Notice what happens in emergencies, when Jones Act shipping is often not available quickly in sufficient quantity, at any price. Or when war was declared, in the past the Jones Act was often waived. When the Jones Act was so waived, did the other laws also need to be waived? No, they did not.

In ‘Double Down on the Jones Act,’ it is suggested that America could benefit from more waterborne shipping. The author suggests we have many excellent opportunities in America to build marine highways to enable this, offering many advantages.

To illustrate this need, they show that America has dramatically little waterborne shipping compared to Europe, despite similarly rich logistical opportunities.

This is certainly true. The primary cause is the Jones Act.

But also America has failed to invest in waterborne transport infrastructure, while heavily subsidizing alternative transportation. Without the Jones Act, opportunities like this would open up. With it, there’s little point.

The restrictions also interfere with offshore wind installation, as there are no Jones Act ships capable of installing wind turbines. We use barges to ferry components from ports to installation sites, where foreign WTIVs (which sail to the site from Canada and are not allowed to land at US ports) then handle the actual installation. This setup is so sacred that there’s literally a vessel called the Jones Act Enforcer whose sole job is to patrol U.S. waters for technical violations. One installation off the Virginia coast that would have taken a few weeks in Europe took over a year – a significant cost when WTIVs can cost more than $300,000 a day to charter.

Ørsted pulled the plug on the Ocean Wind project off the coast of New Jersey in 2023. This post from Eric Boehm explains how the Jones Act thus sank one of America’s biggest offshore wind projects. The company had based its financial projections on being able to lease America’s first (and only) Jones Act-compliant Wind Turbine Installation Vessel (WTIV), which was expected to be ready by early 2023. When that vessel’s construction fell behind schedule, Ocean Wind’s timeline and economics fell apart. The technical term they used was ‘vessel delay,’ but what they really meant was “we bet our project on American shipyards being able to deliver a highly complex vessel on time and on budget, and we lost that bet.”

That one cancellation alone took down 2,200 MW of potential capacity.

Ken Girardin: !!! This was *the shipoffshore wind developers were spending a half-billion dollars on because states, including NY, refused to ask Congress for an exemption from the Jones Act because it would have hurt the AFL-CIO’s feelings.

Scott Lincicome: but the great fanfare 😢

CT Examiner: Three years ago, to great fanfare, the companies announced that Charybdis would be operating first out of State Pier in New London.

But last August, it was reported that the vessel’s expected cost had risen from $500 million to $625 million, and that delays in its construction meant Dominion would [also] miss deadlines for the installation of 704 MW Revolution Wind, and 924 MW Sunrise Wind.

That same ship is now projected to cost $715 million – which is still miraculously only a little more than double what South Korean shipyards would charge for a similar vessel. Delivery is also now expected in “late 2024 or early 2025.” 

Here is another story, about how Jones Act restrictions caused severe delays in New York’s biggest offshore wind project.

There is an invisible graveyard of offshore wind projects that were never even proposed, that would have existed except for the Jones Act. There is also a large visible graveyard of cancelled projects. And while experts say we need 4-6 WTIVs to meet our 2030 offshore wind goals, we currently have no plans for a second vessel. This is not the only regulatory barrier making things much harder than they need to be, but removing it alone would be a huge deal.

A 2015 Journal of Maritime Law and Commerce paper, ‘Myth and Conjecture: The “Cost” of the Jones Act’ points to a multi-year International Trade Commission review of associated shipping costs.

One must note that such estimates will always be dramatic underestimates of the true economic cost. They only measure shipping costs that were worthwhile to pay even under the more expensive regime. Whereas the bulk of American shipping that would otherwise take place on water was instead diverted to other transportation or lost entirely, and thus does not show up in the numbers.

As noted above, in the absence of unusually strict cabotage restrictions, we would likely see a 5 to 10 times multiplier on water-shipped goods, which means that the effective cost estimates are likewise off by a good fraction of this multiplier. We would then additionally benefit from the resulting economies of scale.

As explained in Myth and Conjecture [p.28-29], the ITC’s initial estimate was, based on existing goods shipped, that the Jones Act added $3.6 billion to $9.8 billion in additional shipping costs.They then reduced this in 1993 to $3.1 billion and then reduced it further, with authors complaining that the numbers could not be verified because the ITC failed to consider which laws would apply to foreign flag operators – even if the Jones Act were repealed, other restrictions might still get in the way of commerce. So we can’t tell how much Jones Act repeal alone would fix this.

What other additional laws might apply to vessels engaged in American domestic trade? Myth and Conjecture suggest these:

  1. Tax laws would apply to income generated by corporations.

  2. Tax laws would apply to labor income.

  3. Minimum wage laws would apply.

  4. Mariner protection laws would apply.

  5. Immigration laws would apply and could get tricky.

  6. Foreign crews would have to periodically return home, presumably.

  7. Transportation Worker Identification Cards would be required.

  8. They assume Coast Guard would require US-flagged-level safety standards.

Almost all of that is about additional labor requirements. My presumption is that for most domestic routes, American labor would be used in any case, because of the need to integrate with American union-controlled ports and because the shipping is taking place within America.

As for the other two issues listed? The safety standards would be required if and only if the Coast Guard chose to require them for a given purpose. There would be no tax advantage to using foreign shipping, but we would not want there to be one.

The costs are mostly of our own making, and we could undo those costs, or offer subsidies to offset them. For example, the Tariff Act of 1930 implemented a 50% duty on the price of any non-emergency repairs on U.S. flag ships done in foreign shipyards.

The only inherent cost is being available to the American military in time of war. This is the whole point of the ships being American flagged, so if we value it, we should offer further subsidies to compensate, rather than inflicting additional costs.

Do we actually make American oceangoing ships in America in a meaningful way?

American made (or ‘USA built’) is an inherently fuzzy concept. Key parts of ships are often produced abroad, and foreign expertise is commonly used. Without such compromises costs would be even higher. You can import the engine and up to 1.5% the steel weight, in addition to anything attached to the hull rather an an integral part of the hull’s structure, and all of the steel as long as the “shaping molding, and cutting” is done in US shipyards [p.225-226]. Jones Act advocates call many shipyards ‘kit shops’ as they are essentially assembling foreign components.

If a shipyard cannot operate without foreign trade, then that shipyard offers us little resiliency. If you can import all the components, you can also buy a ship.

The result is a compromise where our shipyards are prohibitively expensive compared to their foreign competition, and also would be incapable of building ships or at least vastly more costly than that, in any scenario where we lost access to foreign shipyards.

In 1956 an amendment said that Jones Act vessels ‘could not be ‘rebuilt’ abroad without losing their coastwise trading privileges’ [p.224].

Americans are willing to crew your boat if you pay them enough. That will cost you.

Americans cost more to hire.

An additional problem is that crew requirements under law often exceed the crew required in practice. The U.S. market has developed a unique vessel design, a seagoing barge called an articulated tug barge (ATB). They are cheaper to build, which matters more when everything is overly expensive, and also they require fewer crew members [p.13].

These vessels in theory could (but in practice almost never do) split into multiple components, reducing registered tonnage, which in turn reduces the Coast Guard base crew requirements. The barely exist outside of America, because the reason they exist is regulatory arbitrage.

So how much will it cost you?

A lot. According to MARAD in September 2011, Comparison of U.S. and Foreign-flag Operating Costs, 68% of daily operating costs of American ships are for crew versus 35% for foreign flagged ships.

If that is accurate and other costs stayed the same, that means U.S. crews were (in 2011) fully six times the cost of foreign crews, more than doubling operating costs. That is rather insane.

We would waive the Jones Act, of course, as FDR did when we entered World War 2 [p.347] . And we would not make much use of what is left of the Jones Act fleet.

The Jones Act oceangoing fleet currently consists of 56 tankers, 23 container ships, and 8 ‘relatively small general-cargo’’ ships, and 6 roll on/roll off (“Ro-Ro”) ships for carrying wheeled cargo. In a real war, what remains of our fleet would be of little practical use.

The military sealift force is largely composed of more economical foreign built ships [p.21] , most of it quite old. The military seeks cargo ships with flexible capabilities [p.22], which does not match the commercial Jones Act fleet , and our shipyards are insufficient to support necessary repairs over time.

What about supporting our supply of merchant marines? From 1990 to 2017 alone, the estimated number of qualified merchant marines has shrunk from 25,000 to 11,768, only 3,000 or so of which are crew members on Jones Act vessels [p.34] . The Jones Act is shrinking, not expanding, our supply of qualified merchant marines.

If war comes, it will not matter whether our existing fleet was built in America. If we retain the requirement of being American flagged, those ships will still be available to us.

What we could in theory care about is shipyard capacity, which is also falling apart.

It is reported that in 2019 the Navy tried to use and repair existing domestic shipyards to help build new ships and repair old ones for the sealift fleet, but costs (3x+ planned, 26x+ (!!) foreign costs) and delays (2x+) grew so out of control [p.23] they gave up and sensibly used its money to buy used foreign ships instead.

If we instead repealed the Jones Act and far more ships were permanently in American waters, our shipyards would at least be vastly better at capacity for ship repairs, a vital task in war.

Also we would start out with vastly more ships.

What would it take for our shipbuilding capacity to even matter?

Building new ships being a vital function would require a war that lasted for years, while America was cut off from the shipyards of its allies but kept its fleet in being, while the war did not go nuclear. I do not even know what that war would look like. Parallels to World War II emphasize how strange a situation this would be.

Nor has the Jones Act left us remotely prepared for that scenario. What little shipbuilding and repair capacity we retain depends on foreign supply lines. Which in that scenario would be cut off. In effect, we would need to rebuild our supply chain and shipbuilding capacity from scratch.

The United States has not built a cruise ship since the SS United States was completed in 1952.

In 1985, only 33 years later, the U.S. Customs service implemented a rule that so long as you visited any foreign port along the way, and everyone ended up back at the part where they started, foreign cruise ships were allowed [p.7]. So now we have cruises again.

To qualify, all passengers must also take a full round trip. I was curious what happens if someone decides not to return to the ship and the government finds out, a reader informed me the government fines the ship $700 which gets passed on to the passenger.

It seems worth telling the tale of that fated and very real ship, the Jones Act Enforcer.

Josh McCabe: Unbelievable: There is a ship named the *Jones Act Enforceroff the coast of Massachusetts right now prowling around wind power projects in progress to make sure no foreign ships move an inch while working to get more zero emission energy online.

These Danish MFers out here trying to reduce our energy costs and carbon emissions more efficiently and affordable than Aaron Smith’s boys and he is NOT having it. I’m sorry, what did you think was the goal of our new industrial policy (which is definitely different from the old industrial policy)?

Biden fully supports this absurdity: “There are some who are content to rely on ships built overseas, without American crews to operate them. . . not on my watch.”

Matthew Zeitlin: Jones Act Enforcer sounds like the twitter handle of someone very active in the odd lots discord.

Yes, they have a ship moving around to ensure that no offshore wind farms get installed by a ship that didn’t abide exactly by every technical rule, such as using a port much farther away. Yes, this is what we are prioritizing. Not on Biden’s watch will you build green energy using the only ships capable of building it.

Not many. But there are a few who do.

Colin Grabow: The CEO of Jones Act shipping company Matson (28th-largest carrier in the world) made almost as much last year as the CEO of Maersk (second-largest carrier in the world).

Yes. What would happen if we repealed the Jones Act?

The workers would mostly not lose their jobs or easily find new ones, and there would be more jobs and also more union jobs and more good jobs for Americans across the board. But let us cry a tear for the CEO of Matson, and a handful of other people in management at firms entirely dependent on protectionism. For they would truly be out of luck.

In the Washington Post, George Will writes ‘Ahoy! It’s crony capitalism sailing in and out of U.S. ports.’ Mostly it is no one sailing in and out of U.S. ports, but yes occasionally the crony capitalists do send a ship. He covers the basics, that U.S. built ships have a price premium of 300%-400% or more, and that the quality of the merchant marine has national security implications and has been devastated by the Jones Act. Indeed, the craziest arguments you hear are variations of ‘we need the Jones Act to have a strong merchant marine,’ given one can look at the merchant marine.

He closes by mentioning the U.S. Maritime Association’s recommendation to ‘charge all past and present members of the Cato and Mercatus Institutes with treason,’ and yes that did happen, in case you were worried anyone calling for repeal was being too unkind.

Colin Grabow is the Jones Act Ridiculer-in-Chief. Here is one write-up of his, destroying a claim that our protectionism ‘works’ or ‘helps stabilize the maritime industry,’ as evidenced by our industry’s failure to create or maintain oceangoing ships.

Timothy Taylor makes the essential case.

Peter Zeihan briefly explains that water transport is cheap and good, if we were once again allowed to offer it. That the Jones Act knocking out our cargo transport on our waterways cut volumes by 97%+, devastating our manufacturing efforts.

This report from Austin Vernon looks at what it would take to revitalize US Navy shipbuilding, pointing out that we have more shipbuilders, earning comparable salaries, versus Japan and South Korea who produce all the ships. He suggests various reforms to allow us to be more productive, with the focus on Navy ships. Again, this shows how profoundly behind and unproductive our shipyards are after 100 years of extreme protectionism, although it also points to other causes as well.

Brian Potter of Construction Physics makes a strong case that American shipbuilding has been structurally uncompetitive since the Civil War, when the rest of the world transitioned away from wooden ships. Since then, our costs have always been too high. We’ve produced a lot of ships when we needed to, for WW1 and WW2 and then one more time later, by spending a lot of money, but that was it.

In a world without the Jones Act, America would instead have simply bought our ships. Our shipyards would have had a lot more repair work, because there would have been a lot more ships to repair. Would we have also, faced with this competition, gotten our act together and become price competitive? That is unclear. The story Potter tells seems to involve a lot of path dependence – if we’d invested at various points we could have had a shipbuilding industry that could compete, but we chose not to.

The thing is, it seems that choice makes perfect economic sense. There is a lot more value in having ships than there is in building ships. The only non-political reason to build the ships ourselves is in case of a prolonged war in which we no longer can access foreign shipyards, but could access our own. How much is that worth to us, given the extent of the extra lead time involved if we have to start from scratch again like we did in WW1 and WW2?

That is the question we have to ask. If we want that capacity enough, then there are ways to get it – we can combine subsidies with a lack of accompanying restrictions, and do various forms of permitting and regulatory reform. It can be done, for not too much money, alongside a Jones Act repeal. But we have to want it. Right now we don’t.

On Odd Lots, an excellent podcast, John Arnold of the Arnold Ventures talked about why it’s so difficult to build things in America. In particular, he also discusses the Jones Act. He’s all for its repeal, don’t get him wrong, but he doesn’t see it as viable politically to push for it. He wants to give up on this one and fight other battles.

John Arnold (39: 14): Unions are very much against repeal of the Jones Act. And I think there’s a sense that we need a shipbuilding industry for national defense purposes, for unforeseen events in the future. And therefore, in order to have one, you have to kinda subsidize one because we are not competitive building ships in America vis-a-vis rest of the world. So therefore we can either create large subsidies or mandates and we’ve chosen to do the latter and create this mandate that any intra US shipping has to be on a US flag vessel and a built in the US and therefore we have some resemblance of a ship building industry in the country.

Joe Weisenthal: We have more success if we paired that mandate with subsidies or maybe just like a big public program or using the Navy or whatever to just construct more Jones Act compliant ships?

John Arnold: It would, it would be difficult. I mean like a lot of things now the federal government has decided just to subsidize. And again, like you can either use sticks or carrots in order to change behavior. And you know, IRA was a great example where 99% of the provisions in there are carrots. There’s a methane fee that’s a stick. But on the Jones Act, it’s tended to be on the stick side given where the federal debt and deficit are and the long-term risks associated with that. I’m not a strong advocate of doing more subsidies to industry.

John offers two concrete arguments: Unions and the need for a national shipbuilding industry.

The second one we have discussed extensively. Aside from Navy ships, which we are welcome to keep buying here, what shipbuilding industry?

We don’t build oceangoing ships here. The Jones Act has had 100 years to do this job, and it has done exactly the opposite. When we do build such a ship, we use so many overseas components that if we needed to use only our own shipyards, we’d have to start from scratch anyway.

John doesn’t explain why stick is better than subsidy here. The opposite seems very clearly true. The stick has wiped out our ability to trade goods between ports and to maintain a merchant marine, and hasn’t gotten us the shipbuilding industry we want. The cost has been orders of magnitude higher than any carrot might plausibly be. So why not pull out the carrots instead? Even if the carrots did nothing except pay off current stakeholders and keep a bunch of shipbuilders employed on standby, that’s mostly all we do now, so it would be way better than the status quo.

I see a lot of arguments of the form ‘you can’t simply write giant checks to the shipyards,’ to which I say I do not believe you have done the math. I am rather certain that we very much can write giant checks to shipyards. Ideally they’re structured well to give everyone incentive to become competitive again, but that’s bonus. It’s not required.

That leaves the unions. And yes, the unions are strongly opposed to Jones Act repeal. And yes, this is the primary practical barrier to repeal.

I see several ways to overcome this problem.

The plan I like most is to convince unions to change their minds, and support repeal.

Union support for the Jones Act is based upon it ‘protecting good union jobs.’

The thing is, there really are not all that many of them. Even if you counted every job at every shipyard, and every job aboard every Jones Act ship, and assumed all of them would be completely lost, it simply is not that many union workers.

So you would have at least two excellent options.

The first is to point out that the unions, as a whole, would very much stand to benefit from the increased amount of trade. The obvious reason is that the ports are fully controlled by unions. That means two things.

One is that even if the Jones Act is repealed, the ships will still need to use union labor, and the other is that we’d need far more union labor at the ports.

What do you think would happen if you loaded a ship in Savannah with non-union labor, and took the goods up to Boston? You think those goods are going to get unloaded? How? By who? Good luck with that.

The result would be a lot more trade, on a lot more ships, employing a lot more dockworkers, and I predict a net large gain in union labor even aboard ships. It’s not quite as obvious as with the Dredge Act of 1908, where the European dredgers already have contracts with our existing union workers, but it’s close.

There are various ways that the government could ensure that the status quo union workers are protected through this transition. Given how many there are, ‘offer to pay them two million dollars each if they aren’t offered a new superior union job, or maybe even if they are’ would be acceptable.

Outright ensuring the employment of all current shipyard employees would be even easier. We’re going to need them anyway, to repair all the new ships. Whatever capacity is left the Navy can use, or we can offer them huge subsidies to compete to build commercial ships. It’s all good. Whatever they want. Make them more than whole.

This would barely put a dent in the next benefits of Jones Act repeal. With the unions onboard, the rest should be easy.

Also, the economic benefits from Jones Act repeal would improve living conditions for everyone across the country, including all union workers. The cost of living will go down while real wages rise. That should matter.

And of course, if they refuse to play ball at any price, there’s always waiting for a Republican trifecta, or simply not letting the unions dictate terms. There is too much at stake.

We should be taking a similar approach to modernizing and automating our ports. The unions are vehemently opposing such actions, because by making the ports more efficient they would endanger future union jobs. But the number of endangered union jobs from such automation pales in comparison to the economic gains at stake.

So the government should once again be doing its level best to pay off everyone involved in cash and ‘jobs’ as needed. Those are cheap. Do whatever is necessary. But once again, if they won’t listen to reason and won’t take even a stupidly oversized check, then there’s only one other alternative.

I stand by my previous thesis that The Foreign Dredge Act of 1906 is even more the Platonic ideal of stupid than the Jones Act, with an even larger ratio of losers to winners, an even clearer case for repeal, and that there is a lot more value there than one might think. 

Alas, Jones Act defenders defend the Dredge Act in order to protect the Jones Act. 

I have concluded there is no reason not to first hunt the bigger fish. 

If we repeal the Jones Act, repealing the Dredge Act becomes vital so we can expand our ports and take full advantage of the new opportunities for trade. The good news is that once the Jones Act is repealed, the Dredge Act loses most of its defenders, so we likely get to repeal it, along with the Maritime Passengers Act, ‘for fee’ at that point.

New Fortress perhaps finds a way to import LNG into Puerto Rico, by having its LNG technically be produced in a facility in Mexico. This is another example of how protectionism drives away what it tries to protect.

Washington state considered ‘declaring an emergency’ to deal with the fact that they don’t have enough ferries and what ones they have are aging, because the costs to replace were so outrageously high:

Colin Grabow: Incredible: “Ultimately, Washington State Ferries cut off negotiations when Vigor said the first ferry would cost more than $400 million — more than double the state’s [$191 million] estimate.”

“…federal restrictions on intl boat building, combined with state requirements for ferries to be built in WA, meant the state couldn’t look elsewhere. By contrast, @BCFerries, in Canada, received 18 bids for its hybrid-electric Island Class vessels in 2019—all from overseas.”

R Street is proud to launch the Center for the Seven Seas.

R Street (April 1, 2024): R Street Institute is excited to launch the Center for the Seven Seas. This new policy center will work to re-establish letters of marque and reprisal, support the free flow of goods through international shipping routes, and repeal the Jones Act.

AMP Maritime: It says a lot about this organization that we can’t tell if this was an April Fool’s Day joke or not…

This all seems great. We need more Letters of Marque.

This video helps explain why North America’s waterways are naturally rather insanely great for facilitating commerce. We should be dominating on this relative to the world, rather than getting utterly destroyed.

Some dare call it treason (original report gated, Cato writeup).

For many months Cato’s Patrick Eddington and Colin Grabow have been collecting internal emails from the U.S. Maritime Administration (MARAD) obtained via the Freedom of Information Act (FOIA) process.

After months of appeals, repeated missed deadlines to provide promised information, and threats of legal action on our part, MARAD finally sent the required materials last month.

After reading through what MARAD sent, we now can understand why the agency was so reluctant to comply with the law.

Almost at the end of the 41‐​page document is what appears to be a set of recommendations related to a March 2020 meeting of the Marine Transportation System National Advisory Committee (MTSNAC)’s International Shipping Subcommittee. Among them: “Charge all past and present members of the Cato and Mercatus Institutes with treason.”

Alex Tabarrok responds appropriately:

If these rent-seeking gangsters think this is going to dissuade Cato and Mercatus scholars from continuing to attack the awful Jones Act they are very much mistaken.

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Workers demand more transparency after Intel secures $8B CHIPS funding


Intel awarded nearly $8B to “supercharge” US semiconductor innovation.

An aerial view from February 2024 shows construction progress at Intel’s Ohio One campus of nearly 1,000 acres in Licking County, Ohio. Credit: Intel Corporation

On Tuesday, the Biden-Harris administration finalized a CHIPS award of up to $7.865 billion to help fund the expansion of Intel’s commercial fabs in the US. By the end of the decade, these fabs are intended to decrease reliance on foreign adversaries and fill substantial gaps in America’s domestic semiconductor supply chain.

Initially, Intel was awarded $8.5 billion, but it was decreased after Intel won a $3 billion subsidy from the Pentagon to expand Department of Defense semiconductor manufacturing. In a press release, Secretary of Commerce Gina Raimondo boasted that the substantial award would set up “Intel to drive one of the most significant semiconductor manufacturing expansions in US history” and “supercharge American innovation” while making the US “more secure.”

For Intel, the CHIPS funding supports an expected investment of nearly $90 billion by 2030 to expand projects in Arizona, New Mexico, Ohio, and Oregon. Approximately 10,000 manufacturing jobs and 20,000 construction jobs will be created “across all four states,” the Commerce Department’s press release said. Additionally, Intel estimated that the funding will create “more than 50,000 indirect jobs with suppliers and supporting industries.”

According to the National Institute of Standards and Technology (NIST), which oversees CHIPS funding for manufacturing and research and development initiatives, the “funding will spur investment in leading-edge logic chip manufacturing, packaging, and R&D facilities.”

The sprawling effort includes the construction of two new fabs in Chandler, Arizona, the modernization of two fabs in Rio Rancho, New Mexico, building a new leading-edge logic fab in New Albany, Ohio, and creating a “premier hub of leading-edge research and development” in Hillsboro, Oregon. By the end, Intel expects to operate America’s largest advanced packaging facility in New Mexico and “one of only three locations in the world where leading-edge process technology is developed” in Oregon, NIST said.

Who’s enforcing worker safety commitments?

To succeed, Intel will need to build a talented workforce, so $65 million has been set aside to fund those efforts. The majority, $56 million, will “help train students and faculty at all education levels,” Intel said. Another $5 million will “help increase childcare availability near Intel’s facilities,” and the final $4 million will support efforts to recruit women and “economically disadvantaged individuals” as construction workers, Intel said.

Recruitment could be challenging if worker safety concerns are continually raised, though. Chips Communities United (CCU), a coalition of “labor, environmental, social justice, civil rights, and community organizations representing millions of workers and community members nationwide,” has been monitoring worker concerns at facilities receiving CHIPS funding. While the coalition fully supports Intel’s US expansion, they recently requested a full environmental impact statement at one of Intel’s Arizona fabs, detailing potential environmental and worker hazards, as well as mitigation plans.

As of August, CCU said that Ocotillo workers and communities had been given “insufficient detail on the use, storage, and release of hazardous substances, as well as other environmental impacts, to conclude that there are no significant environmental impacts.”

Workers have a bunch of questions. But perhaps most urgently, they need more information on how environmental safety commitments will be enforced, CCU suggested, because no one wants to work in constant fear of chemical exposure. Especially when Intel’s facilities in Oregon were revealed last year to have “accidentally turned off its air pollution control equipment for two months and underreported its CO2 emissions.”

NIST noted that Intel is required to protect workers to receive CHIPS funding and has promised to meet regularly with workers and managers at each project facility to discuss worker safety concerns.

Intel could not immediately be reached for comment on whether it’s currently in discussions with workers impacted by CCU’s recent claims.

Weighing in on the Intel Community Impact Report that NIST released today, CCU applauded Intel’s commitments to bring workers to the table, adopt the “most protective health and safety standards for chemical exposure,” “segregate PFAS-containing waste for treatment and disposal,” and “make environmental compliance public when it comes to energy and water use,” CCU coalition director Judith Barish told Ars. But the enforceability of the promised workplace safety conditions remains a concern at Intel’s facilities.

“Protective workplace health and safety regulation” has “historically been missing in semiconductor production,” Barish told Ars. And it’s a big problem Intel’s current plan is to regulate the management of toxic chemicals following guidelines developed by industry—not government.

“Unlike government regulations, this standard is not easily available for public inspection since it is proprietary, copyrighted, and can only be inspected by purchasing it,” Barish told Ars. “Allowing a regulated entity to write the regulations that will be applied to it violates basic principles of good government.”

While segregating PFAS-containing waste sounds good, Barish said that workers need more transparency to understand how it “will be separated, stored, and treated and what the environmental impacts will be for nearby communities.”

It’s also unclear to workers what might happen if Intel fails to follow through on its commitments. The Commerce Department has emphasized that Intel’s funding will be disbursed “based on Intel’s completion of project milestones,” but workers “aren’t clear on the penalties or clawbacks the Commerce Dept. would impose if Intel failed to meet workforce, health and safety, or environmental milestones and metrics,” Barish said.

Intel only approved unionized workers at one site

For top talent to be attracted to Intel’s facilities, establishing the most protective safety protocols will be critical. But just as critical for workers—especially “economically disadvantaged” workers Intel is targeting for construction jobs—will be worker benefits.

Barish noted that Intel has only committed to employing unionized construction workers at one of four sites. The company may struggle to recruit workers, Barish suggested, without being clear about their rights to “join a union free from intimidation, captive audience meetings, exposure to anti-union consultants, threats of retaliation, and other obstacles to achieve bargaining.”

CCU plans to continue monitoring concerns at Intel’s fabs and others receiving CHIPS funding as the presidential administration potentially introduces CHIPS Act changes next year.

On the campaign trail, President-elect Donald Trump attacked the CHIPS Act, saying he was “not thrilled” with the price tag, CNBC reported. However, analysts told CNBC that any changes under Trump would likely be smaller rather than something drastic like repealing the law.

The Commerce Department continues to tout the CHIPS Act as a firmly bipartisan initiative. Intel CEO Pat Gelsinger, whose company’s large investment depends on bipartisan support for the CHIPS Act continuing for years to come, echoed that sentiment after the award was finalized.

“With Intel 3 already in high-volume production and Intel 18A set to follow next year, leading-edge semiconductors are once again being made on American soil,” Gelsinger said. “Strong bipartisan support for restoring American technology and manufacturing leadership is driving historic investments that are critical to the country’s long-term economic growth and national security. Intel is deeply committed to advancing these shared priorities as we further expand our US operations over the next several years.”

Photo of Ashley Belanger

Ashley is a senior policy reporter for Ars Technica, dedicated to tracking social impacts of emerging policies and new technologies. She is a Chicago-based journalist with 20 years of experience.

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Keanu Reeves voices archvillain Shadow in Sonic 3 trailer

In addition to Reeves, new cast members include Krysten Ritter as Director Rockwell; Alyla Browne as Maria, a young girl from Shadow’s past; and Sofia Pernas, Cristo Fernandez, James Wolk, and Jorma Taccone in as-yet-undisclosed roles. Sonic 3 will also introduce the Chao creatures of Chao Gardens.

A tragic backstory

Sonic, Tails, and Knuckles are captured. YouTube/Paramount Pictures

It’s no surprise that Carrey is back once again as “Eggman” Robotnik, and this time, he’s playing a dual role: Robotnik and the character’s grandfather, Professor Gerald Robotnik, a genetic engineer who created Shadow while trying to cure his daughter Maria from a deadly disease. In the games, Shadow suffers from past trauma associated with Maria’s death; the two were close friends.

When she is killed by the Guardian Units of Nations (GUN), Shadow sets out for revenge before remembering his promise to Maria to prevent the destruction of the world. He eventually becomes an anti-hero ally to Sonic. We already knew that the third film would probably feature Shadow, thanks to a mid-credits scene in Sonic 2 informing us about the discovery of a secret research facility for something called “Project Shadow.” (Director Jeff Fowler once worked as a character animator, and Shadow was one of his first jobs.)

It’s clear from the new trailer that Shadow is in his early villain phase here. The trailer opens with Sonic and pals in a kid-friendly eatery, where one child mistakes Tails for Pikachu—before they are rudely attacked. Cut to Robotnik Sr. intoning, “It’s time, Shadow”—time for revenge. The trio is captured by the Robotniks, but they escape and end up in the Wachowskis’ living room, and naturally the couple joins them on a super dangerous top-secret mission. We see a flashback to Shadow’s friendship with Maria as well as Sonic and Shadow getting ready to throw down (“This ends now”). The smart money, as always, is on Team Sonic.

Sonic the Hedgehog 3 opens in theaters on December 20, 2024.

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Google seems to have called it quits on making its own Android tablets—again

Depending on which Android-focused site you believe, either a third Pixel Tablet was apparently in the works at Google and canceled, as Android Headlines reported, or the second one, as Android Authority has it. Either way, there was reportedly a team at Google working on the next flagship Pixel-branded tablet, and now, seemingly due to profitability concerns, that work is over. At least until, maybe, a third Pixel Tablet in the future.

The Pixel Tablet, released last fall, was generally regarded as Google’s second re-entry into the tablet market that the iPad all but owns, at least at the consumer level. As such, it sought to distinguish itself from Apple’s slab by launching with a home-friendly dock and speaker cradle, taking on the appearance of a big smart home display when docked to it.

While there are no public sales figures, the device has not kick-started a resurgence of interest in Android tablets beyond the baseline sales of Amazon’s Kindle Fire devices (based on a Google-less fork of Android). Google will likely continue to support and promote Android tablets for other manufacturers and now has its own Pixel Fold devices occupying that middle space between phone and tablet forms.

Ars has contacted Google for comment and confirmation and will update this post with its response.

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the-good,-the-bad,-and-the-ugly-behind-the-push-for-more-smart-displays

The good, the bad, and the ugly behind the push for more smart displays

After a couple of years without much happening, smart displays are in the news again. Aside from smart TVs, consumer screens that connect to the Internet have never reached a mainstream audience. However, there seems to be a resurgence to make smart displays more popular. The approaches that some companies are taking are better than those of others, revealing a good, bad, and ugly side behind the push.

Note that for this article, we’ll exclude smart TVs when discussing smart displays. Unlike the majority of smart displays, smart TVs are mainstream tech. So for this piece, we’ll mostly focus on devices like the Google Next Hub Max or Amazon Echo Show (as pictured above).

The good

When it comes to emerging technology, a great gauge for whether innovation is happening is by measuring how much a product solves a real user problem. Products seeking a problem to solve or that are glorified vehicles for ads and tracking don’t qualify.

If reports that Apple is working on its first smart display are true, there may be potential for it to solve the problem of managing multiple smart home devices from different companies.

Apple has declined to comment on reports from Bloomberg’s Mark Gurman of an Apple smart display under development. But Gurman recently claimed that the display will be able to be mounted on walls and “use AI to navigate apps.” Gurman said that it would incorporate Apple’s smart home framework HomeKit, which supports “hundreds of accessories” and can control third-party devices, like smart security cameras, thermostats, and lights. Per the November 12 report:

The product will be marketed as a way to control home appliances, chat with Siri, and hold intercom sessions via Apple’s FaceTime software. It will also be loaded with Apple apps, including ones for web browsing, listening to news updates and playing music. Users will be able to access their notes and calendar information, and the device can turn into a slideshow display for their photos.

If released, the device—said to be shaped like a 6-inch iPhone—would compete with the Nest Hub and Echo Show. Apple entering the smart display business could bring a heightened focus on privacy and push other companies to make privacy a bigger focus, too. Apple has already given us a peek at how it might handle smart home privacy with the HomePod. “All communication between HomePod and Apple servers is encrypted, and anonymous IDs protect your identity,” Apple’s HomePod privacy policy states.

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our-universe-is-not-fine-tuned-for-life,-but-it’s-still-kind-of-ok

Our Universe is not fine-tuned for life, but it’s still kind of OK


Inspired by the Drake equation, researchers optimize a model universe for life.

Physicists including Robert H. Dickle and Fred Hoyle have argued that we are living in a universe that is perfectly fine-tuned for life. Following the anthropic principle, they claimed that the only reason fundamental physical constants have the values we measure is because we wouldn’t exist if those values were any different. There would simply have been no one to measure them.

But now a team of British and Swiss astrophysicists have put that idea to test. “The short answer is no, we are not in the most likely of the universes,” said Daniele Sorini, an astrophysicist at Durham University. “And we are not in the most life-friendly universe, either.” Sorini led a study aimed at establishing how different amounts of the dark energy present in a universe would affect its ability to produce stars. Stars, he assumed, are a necessary condition for intelligent life to appear.

But worry not. While our Universe may not be the best for life, the team says it’s still pretty OK-ish.

Expanding the Drake equation

Back in the 1960s, Frank Drake, an American astrophysicist and astrobiologist, proposed an equation aimed at estimating the number of intelligent civilizations in our Universe. The equation started with stars as a precondition for life and worked its way down in scale from there. How many new stars appear in the Universe per year? How many of the stars are orbited by planets? How many of those planets are habitable? How many of those habitable planets can develop life? Eventually, you’re left with the fraction of planets that host intelligent civilizations.

The problem with the Drake equation was that it wasn’t really supposed to yield a definite number. We couldn’t—and still can’t—know the values for most of its variables, like the fraction of the planets that developed life. So far, we know of only one such planet, and you can’t infer any statistical probabilities when you only have one sample. The equation was meant more as a guide for future researchers, giving them ideas of what to look for in their search for extraterrestrial life.

But even without knowing the actual values of all those variables present in the Drake equation, one thing was certain: The more stars you had at the beginning, the better the odds for life were. So Sorini’s team focused on stars.

“Our work is connected to the Drake equation in that it relies on the same logic,” Sorini said. “The difference is we are not adding to the life side of the equation. We’re adding to the stars’ side of the equation.” His team attempted to identify the basic constituents of a universe that’s good at producing stars.

“By ‘constituents,’ I mean ordinary matter, the stuff we are made of—the dark matter, which is a weirder, invisible type of matter, and the dark energy, which is what is making the expansion of a universe proceed faster and faster,” Sorinin explained. Of all those constituents, his team found that dark energy has a key influence on the star formation rate.

Into the multiverse

Dark energy accelerates the expansion of the Universe, counteracting gravity and pushing matter further apart. If there’s enough dark energy, it would be difficult to form the dark matter web that structures galaxies. “The idea is ‘more dark energy, fewer galaxies—so fewer stars,’” Sorini said.

The effect of dark energy in a universe can be modeled by a number called the cosmological constant. “You could reinterpret it as a form of energy that can make your universe expand faster,” Sorinin said.

(The cosmological constant was originally a number Albert Einstein came up with to fix the fact that his theory of general relativity caused the expansion of what was thought to be a static universe. Einstein later learned that the Universe actually was expanding and declared the cosmological constant his greatest blunder. But the idea eventually managed to make a comeback after it was discovered that the Universe’s expansion is accelerating.)

The cosmological constant was one of the variables Sorini’s team manipulated to determine if we are living in a universe that is maximally efficient at producing stars. Sorini based this work on an idea put forward by Steven Weinberg, a Nobel Prize-winning physicist, back in 1989. “Weinberg proposed that there could be a multiverse of all possible universes, each with a different value of dark energy,” Sorini explained.  Sorini’s team modeled that multiverse composed of thousands upon thousands of possible universes, each complete with a past and future.

Cosmological fluke

To simulate the history of all those universes, Sorini used a slightly modified version of a star formation model he developed back in 2021 with John A. Peacock, a British astronomer at the University of Edinburgh, Scotland, and co-author of the study. It wasn’t the most precise model, but the approximations it suggested produced a universe that was reasonably close to our own. The team validated the results by predicting the stellar mass fraction in the total mass of the Milky Way Galaxy, which we know stands somewhere between 2.2 and 6.6 percent. The model came up with 6.7 percent, which was deemed good enough for the job.

In the next step, Sorini and his colleagues defined a large set of possible universes in which the value of the cosmological constant ranged from a very tiny fraction of the one we observe in our Universe all the way to the value 100,000 times higher than our own.

It turned out our Universe was not the best at producing stars. But it was decent.

“The value of the cosmological constant in the most life-friendly universe would be measured at roughly one-tenth of the value we observe in our own,” Sorini said.

In a universe like that, the fraction of the matter that gets turned into stars would stand at 27 percent. “But we don’t seem to be that far from the optimal value. In our Universe, stars are formed with around 23 percent of the matter,” Sorini said.

The last question the team addressed was how lucky we are to even be here. According to Sorini’s calculations, if all universes in the multiverse are equally likely, the chances of having a cosmological constant at or lower than the value present in our Universe is just 0.5 percent. In other words, we rolled the dice and got a pretty good score, although it could have been a bit better. The odds of getting a cosmological constant at one-tenth of our own or lower were just 0.2 percent.

Things also could have been much worse. The flip side of these odds is that the number of possible universes that are worse than our own vastly exceeds the number of universes that are better.

“That is of course all subject to the assumptions of our model, and the only assumption about life we made was that more stars lead to higher chances for life to appear,” Sorini said. In the future, his team plans to go beyond that idea and make the model more sophisticated by considering more parameters. “For example, we could ask ourselves what the chances are of producing carbons in order to have life as we know it or something like that,” Sorini said.

Monthly Notices of the Royal Astronomical Society, 2024.  DOI: https://doi.org/10.1093/mnras/stae2236

Photo of Jacek Krywko

Jacek Krywko is a freelance science and technology writer who covers space exploration, artificial intelligence research, computer science, and all sorts of engineering wizardry.

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surgeons-remove-2.5-inch-hairball-from-teen-with-rare-rapunzel-syndrome

Surgeons remove 2.5-inch hairball from teen with rare Rapunzel syndrome

Hair is resistant to digestion and isn’t easily moved through the digestive system. As such, it often gets lodged in folds of the gastric lining, denatures, and then traps food and gunk to form a mass. Over time, it will continue to collect material, growing into a thick, matted wad.

Of all the bezoars, trichobezoars are the most common. But none of them are particularly easy to spot. On CT scans, bezoars can be indistinguishable from food in the stomach unless there’s an oral contrast material. To look for a possible bezoar in the teen, her doctors ordered an esophagogastroduodenoscopy, in which a scope is put down into the stomach through the mouth. With that, they got a clear shot of the problem: a trichobezoar. (The image is here, but a warning: it’s graphic).

Tangled tail

But this trichobezoar was particularly rare; hair from the mottled mat had dangled down from the stomach and into the small bowel, which is an extremely uncommon condition called Rapunzel syndrome, named after the fairy-tale character who lets down her long hair. It carries a host of complications beyond acute abdominal pain, including perforation of the stomach and intestines, and acute pancreatitis. The only resolution is surgical removal. In the teen’s case, the trichobezoar came out during surgery using a gastrostomy tube. Surgeons recovered a hairball about 2.5 inches wide, along with the dangling hair that reached into the small intestine.

For any patient with a trichobezoar, the most important next step is to address any psychiatric disorders that might underlie hair-eating behavior. Hair eating is often linked to a condition called trichotillomania, a repetitive behavior disorder marked by hair pulling. Sometimes, the disorder can be diagnosed by signs of hair loss—bald patches, irritated scalp areas, or hair at different growth stages. But, for the most part, it’s an extremely difficult condition to diagnose as patients have substantial shame and embarrassment about the condition and will often go to great lengths to hide it.

Another possibility is that the teen had pica, a disorder marked by persistent eating of nonfood, nonnutritive substances. Intriguingly, the teen noted that she had pica as a toddler. But doctors were skeptical that pica could explain her condition given that hair was the only nonfood material in the bezoar.

The teen’s doctors would have liked to get to the bottom of her condition and referred her to a psychiatrist after she successfully recovered from surgery. But unfortunately, she did not return for follow-up care and told her doctors she would instead see a hypnotherapist that her friends recommended.

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