Background: Heisenberg Uncertainty
In the sub-atomic domain of quantum mechanics, Werner Heisenberg, a German physicist, determined that our observations have an effect on the behavior of quanta (quantum particles).
The Heisenberg uncertainty principle states that it is impossible to know simultaneously the exact position and momentum of a particle. That is, the more exactly the position is determined, the less known the momentum, and vice versa. This principle is not a statement about the limits of technology, but a fundamental limit on what can be known about a particle at any given moment. This uncertainty arises because the act of measuring affects the object being measured. The only way to measure the position of something is using light, but, on the sub-atomic scale, the interaction of the light with the object inevitably changes the object’s position and its direction of travel.
Now skip to the world of governance and the effects of regulation. A similar finding shows that the act of regulating produces reactive behavior and unintended consequences contrary to the desired outcomes. More on that later on from a previous post.
This article looks at political and social research attempts to describe the electorate’s preoccupations and preferences ahead of 2020 US Presidential voting in November.
John McLaughlin explains in his article Biased Polls Suppress Vote Excerpts in italics with my bolds.
McLaughlin noted among the 220 million eligible voters in the U.S., only around 139 million voted in 2016, which is considered the most all-time.
“Even if it goes up to 140-150 million, the polls of adults are going to be skewed against Republicans,” McLaughlin told Monday’s “Greg Kelly Reports,” especially “since President Trump gets over 90% support from Republicans.”
McLaughlin noted CNN’s poll among adults featured just 25% registered Republicans, where as around one-third of the electorate that voted in 2016 were Republicans.
He added to host Greg Kelly, it costs more to run focused polls of likely voters from actual voter registration lists.
“It’s cheaper for them to do,” in addition to being advantageous to the Democratic candidate, McLaughlin told Kelly. “They don’t have to buy a sample of voters, that campaign pollsters – whether Republican or Democrat – are going to have to do.”
Also, per McLaughlin, reporting a blowout lead ultimately can cause voter suppression, a frequent rally cry of Democrats against Republicans in election.
Politico notes that there is nothing nefarious going on to skew these polls toward Biden. But they do have the same issue the 2016 polls had: They’re not reaching all of the Trump supporters.
At the center of the issue are white voters without college degrees; in 2016, Trump earned 67% of this demographic’s support, while Democrat Hillary Clinton got just 28%. Current polls, according to Politico, are not capturing enough of this voting bloc, which unintentionally skews the results toward Biden.
My Comment: This post was inspired by a Flynnville Train song that captures the sentiment of working class Americans alienated from the political process. Disrespected as “deplorables” they turned out for Trump and made the difference in 2016. Now with arbitrary pandemic restrictions and random urban rioting, these folks are even more incensed about the political elite. Lest anyone think them inconsequential, remember that many of them get up and go to watch the most popular US spectator sport. I refer to stock car racing, not the kneeling football or basketball athletes.
IF YOU’RE HANDS ARE HURTIN’ FROM A WEEK OF WORKIN’
AND HOLDING YOUR WOMAN IS THE ONLY THING THEY’RE GOOD FOR
YOU’RE PREACHING TO THE CHOIR
IF THE PRICE OF GAS IS BREAKIN’ YOUR BACK
AND THAT DRIVE TO WORK IS KILLIN’ YOUR PAYCHECK
YOU’RE PREACHING TO THE CHOIR
IF YOU’RE WORRIED ‘BOUT WHERE THIS COUNTRY’S HEADED
AND YOU DON’T BELIEVE ONE POLITICIAN GETS IT
YOURE PREACHIN’ TO THE CHOIR
A FELLOW WORKIN’ MAN
THERE’S A WHOLE LOT OF STUFF MESSED UP
CAN I GETTA AMEN
SOMETHING’S GOTTA GIVE
CAUSE WE’RE ALL GETTING TIRED
SO GO ON BITCH AND MOAN
YOU’RE PREACHING TO THE CHOIR
IF THE GOOD BOOK SITS BESIDE YOUR BED
AND UNDER YOUR ROOF WE’RE STILL ONE NATION UNDER GOD
YOU’RE PREACHING TO THE CHOIR
IF YOU LIKE THE CHANCE TO WRAP YOUR HANDS
ROUND THAT S.O.B. THAT HURT THAT KID ON THE EVENIN’ NEWS
YOU’RE PREACHING TO THE CHOIR
IF YOU KNOW THERE AIN’T NO HERO LIKE A SOLDIER
BUT YOU HATE TO EVER HAVE TO SEND ‘EM OVER
IF THE GOLDEN RULE STILL MEANS SOMETHING TO YA
PREACHING TO THE CHOIR
Previous Post: Regulatory Backfire
An article at Financial Times explains about Energy Regulations Unintended Consequences Excerpts below with my bolds.
Goodhart’s Law holds that “any observed statistical regularity will tend to collapse once pressure is placed upon it for control purposes”. Originally coined by the economist Charles Goodhart as a critique of the use of money supply measures to guide monetary policy, it has been adopted as a useful concept in many other fields. The general principle is that when any measure is used as a target for policy, it becomes unreliable. It is an observable phenomenon in healthcare, in financial regulation and, it seems, in energy efficiency standards.
When governments set efficiency regulations such as the US Corporate Average Fuel Economy standards for vehicles, they are often what is called “attribute-based”, meaning that the rules take other characteristics into consideration when determining compliance. The Cafe standards, for example, vary according to the “footprint” of the vehicle: the area enclosed by its wheels. In Japan, fuel economy standards are weight-based. Like all regulations, fuel economy standards create incentives to game the system, and where attributes are important, that can mean finding ways to exploit the variations in requirements. There have long been suspicions that the footprint-based Cafe standards would encourage manufacturers to make larger cars for the US market, but a paper this week from Koichiro Ito of the University of Chicago and James Sallee of the University of California Berkeley provided the strongest evidence yet that those fears are likely to be justified.
Mr Ito and Mr Sallee looked at Japan’s experience with weight-based fuel economy standards, which changed in 2009, and concluded that “the Japanese car market has experienced a notable increase in weight in response to attribute-based regulation”. In the US, the Cafe standards create a similar pressure, but expressed in terms of size rather than weight. Mr Ito suggested that in Ford’s decision to end almost all car production in North America to focus on SUVs and trucks, “policy plays a substantial role”. It is not just that manufacturers are focusing on larger models; specific models are also getting bigger. Ford’s move, Mr Ito wrote, should be seen as an “alarm bell” warning of the flaws in the Cafe system. He suggests an alternative framework with a uniform standard and tradeable credits, as a more effective and lower-cost option. With the Trump administration now reviewing fuel economy and emissions standards, and facing challenges from California and many other states, the vehicle manufacturers appear to be in a state of confusion. An elegant idea for preserving plans for improving fuel economy while reducing the cost of compliance could be very welcome.
The paper is The Economics of Attribute-Based Regulation: Theory and Evidence from Fuel-Economy Standards Koichiro Ito, James M. Sallee NBER Working Paper No. 20500. The authors explain:
An attribute-based regulation is a regulation that aims to change one characteristic of a product related to the externality (the “targeted characteristic”), but which takes some other characteristic (the “secondary attribute”) into consideration when determining compliance. For example, Corporate Average Fuel Economy (CAFE) standards in the United States recently adopted attribute-basing. Figure 1 shows that the new policy mandates a fuel-economy target that is a downward-sloping function of vehicle “footprint”—the square area trapped by a rectangle drawn to connect the vehicle’s tires. Under this schedule, firms that make larger vehicles are allowed to have lower fuel economy. This has the potential benefit of harmonizing marginal costs of regulatory compliance across firms, but it also creates a distortionary incentive for automakers to manipulate vehicle footprint.
Attribute-basing is used in a variety of important economic policies. Fuel-economy regulations are attribute-based in China, Europe, Japan and the United States, which are the world’s four largest car markets. Energy efficiency standards for appliances, which allow larger products to consume more energy, are attribute-based all over the world. Regulations such as the Clean Air Act, the Family Medical Leave Act, and the Affordable Care Act are attribute-based because they exempt some firms based on size. In all of these examples, attribute-basing is designed to provide a weaker regulation for products or firms that will find compliance more difficult.
Summary from Heritage Foundation study Fuel Economy Standards Are a Costly Mistake Excerpt with my bolds.
The CAFE standards are not only an extremely inefficient way to reduce carbon dioxide emission but will also have a variety of unintended consequences.
For example, the post-2010 standards apply lower mileage requirements to vehicles with larger footprints. Thus, Whitefoot and Skerlos argued that there is an incentive to increase the size of vehicles.
Data from the first few years under the new standard confirm that the average footprint, weight, and horsepower of cars and trucks have indeed all increased since 2008, even as carbon emissions fell, reflecting the distorted incentives.
Manufacturers have found work-arounds to thwart the intent of the regulations. For example, the standards raised the price of large cars, such as station wagons, relative to light trucks. As a result, automakers created a new type of light truck—the sport utility vehicle (SUV)—which was covered by the lower standard and had low gas mileage but met consumers’ needs. Other automakers have simply chosen to miss the thresholds and pay fines on a sliding scale.
Another well-known flaw in CAFE standards is the “rebound effect.” When consumers are forced to buy more fuel-efficient vehicles, the cost per mile falls (since their cars use less gas) and they drive more. This offsets part of the fuel economy gain and adds congestion and road repair costs. Similarly, the rising price of new vehicles causes consumers to delay upgrades, leaving older vehicles on the road longer.
In addition, the higher purchase price of cars under a stricter CAFE standard is likely to force millions of households out of the new-car market altogether. Many households face credit constraints when borrowing money to purchase a car. David Wagner, Paulina Nusinovich, and Esteban Plaza-Jennings used Bureau of Labor Statistics data and typical finance industry debt-service-to-income ratios and estimated that 3.1 million to 14.9 million households would not have enough credit to purchase a new car under the 2025 CAFE standards. This impact would fall disproportionately on poorer households and force the use of older cars with higher maintenance costs and with fuel economy that is generally lower than that of new cars.
CAFE standards may also have redistributed corporate profits to foreign automakers and away from Ford, General Motors (GM), and Chrysler (the Big Three), because foreign-headquartered firms tend to specialize in vehicles that are favored under the new standards.
CAFE standards are costly, inefficient, and ineffective regulations. They severely limit consumers’ ability to make their own choices concerning safety, comfort, affordability, and efficiency. Originally based on the belief that consumers undervalued fuel economy, the standards have morphed into climate control mandates. Under any justification, regulation gives the desires of government regulators precedence over those of the Americans who actually pay for the cars. Since the regulators undervalue the well-being of American consumers, the policy outcomes are predictably harmful.