The mixed economy for public service consumers. The case of consumer agencies for public transportation

The phrase mixed economy of welfare refers to the observation that the provision of public services in western countries frequently involves the participation of other sectors in addition to government. For example, a service may be privately financed and produced but regulated by government, financed by government subsidies or vouchers but produced privately, or produced by a commercial or voluntary organization under contract to government. But such different ways in which government can arrange public service supply by no means exhaust the varieties of arrangements in a mixed economic system. Other examples include alternative institutional arrangements for articulating consumer wants for public services, evaluating consumer satisfaction, and holding the producers of services accountable for their performance.This paper examines the role of official public advisory bodies and private, voluntary associations whose purposes are to improve services to users of U.S. public transportation. At variance with some of the theory of political economy, it is found that the public and private consumer organizations generally enjoy a symbiotic rather than substitute or competitive relationship with one another, and that both kinds of organizations arise and complement each other in addressing the problems of consumers of a government service produced under monopoly conditions.

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Die Beteiligung mehrerer Wirtschaftssektoren bei der Versorgung mit öffentlichen Diensten — der Fall der amerikanischen Verbraucher-Agenturen für öffentlichen Nahverkehr

Zusammenfassung Der Ausdruck mixed economy of welfare bezieht sich auf die Beobachtung, daß die Versorgung mit öffentlichen Gütern in westlichen Ländern häufig nicht allein durch den Staat erfolgt. So kann zum Beispiel ein öffentliches Gut privat finanziert und hergestellt werden, aber unter öffentlicher Aufsicht stehen, oder es kann von der öffentlichen Hand bezahlt aber privat produziert werden, oder es kann durch eine kommerzielle oder gemeinnützige Organisation in Absprache mit staatlichen Stellen produziert werden. Ebenso gibt es Fälle, wo öffentlicher und privater Hersteller eines vergleichbaren Gutes verschiedene Marktseggmente versorgen. Beispielsweise stehen in den USA den Bürgern, die mit öffentlichen Schulen unzufrieden sind, private Schulen zur Verfügung.Diese Beispiele zeigen, auf welchen unterschiedlichen Wegen die Versorgung mit öffentlichen Gütern rangiert werden kann. Solche angebotsorientierten Beispiele zeigen aber nur einen Teil der möglichen Sektorverbindungen in einer Mischwirtschaft. Andere Beispiele treffen eher die Nachfrageseite bei öffentlichen Gütern, insbesondere die institutionellen Möglichkeiten für die Artikulation von Verbraucherwünschen hinsichtlich öffentlicher Güter für die Erfassung der Zufriedenheit und dafür, daß die Anbieter öffentlicher Güter für ihr Leistungsniveau einstehen müssen. Solche Beispiele zeigen, daß Einrichtungen wie Kommissionen für öffentliche Dienste, Departements für Konsumentenfragen, Ombudsmänner und eine Vielzahl privater und freiwilliger Organisationen in unterschiedlichster Weise tätig werden, um die Interessen von Bürgern zu schützen, die öffentliche Leistungen in Anspruch nehmen.Der vorliegende Beitrag betrachtet solche Einrichtungen für öffentlichen Nah- und Fernverkehr in den USA. Ebenso wie in England gibt es hier sowohl offizielle öffentliche Beratungsgremien wie auch private freiwillige Einrichtungen, deren Zielsetzung ganz ähnlich sind, nämlich die Leistungen der öffentlichen Verkehrsunternehmungen zu verbessern. Der Beitrag berichtet über die Ergebnisse einer empirischen Studie beider Arten von Gremien und versucht die Rolle beider Arten in einer Mischwirtschaft zu beschreiben. Insbesondere versucht der Beitrag, zu erklären, warum beide Arten von Gremien entstehen, welches Verhältnis sie zu einander und zu den Transportunternehmen haben. Im Gegensatz zu manchen theoretischen Annahmen erwies sich, daß öffentliche und private Verbraucherorganisationen weniger in einem substitutiven oder wettbewerblichen Verhältnis zueinander stehen, sondern eher eine Symbiose miteinander bilden, und daß sich beide Arten von Organisationen häufig bei der Behandlung von Problemen ergänzen.The author is indebted to his former student and research assistant Chester Phillips for carrying out the survey for this paper. He would also like to thank his colleague Richard Silkman for insightful comments and suggestions on the first draft and Beverly Dolinsky of the Permanent Citizens Advisory Committee to the MTA in New York City for the time and information she provided. Finally, the author wants to thank Ken Judge for providing the stimulus to write this paper through the invitation to participate in the 1983 Social Administration Association Conference in Canterbury, England, where this paper was first presented, and Harry Weiner for arranging support to allow attendance at that conference.

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Dennis R. Young is a Professor at W. Averell Harriman College for Policy Analysis and Public Management, State University of New York at Stony Brook, Stony Brook, New York 11794, USA.     

Ethics in business education: Working toward a meaningful reciprocity

This paper outlines and argues against some criticisms of business ethics education. It maintains that these criticisms have been put forward due to a misunderstanding of the nature of business and/or ethics. Business ethics seeks a meaningful reciprocity among economic, social and moral concerns. This demands that business organizations autonomously develop ethical goals from within, which in turn demands a reciprocity between ethical theory and practical experience. Working toward such a reciprocity, the ultimate goal of business ethics education is a moral business point of view through which one can live with integrity and fulfillment.To everyone who proposes to have a good career, moral philosophy is indispensible. Cicero, De Officiis, 44BC W. Michael Hoffman is Chair and Professor in the Department of Philosophy and Director at the Center for Business Ethics, Bentley College, Waltham, MA. He has received the following Grants: Council for Philosophical Studies, NEH Fellow, NDEA Fellow, Matchette. His most important publications are: Kant's Theory of Freedom: A Metaphysical Inquiry (UPA, 1979); Proceedings of the National Conferences on Business Ethics, 5 volumes (1977–1984); Business Ethics (McGraw-Hill, 1984) and articles in Journal of Business Ethics, Idealistic Studies, International Journal for Philosophy of Religion, Journal of Thought, The Journal for Critical Analysis, and The Southern Journal of Philosophy.Paper presented at the 16th Conference on Value Inquiry, entitled: Ethics and the Market Place: An Exercise in Bridge-Building or On the Slopes of the Interface.     

An appropriate development strategy for Southern Africa∗

The limited successes achieved with development in the Third World and the national states in Southern Africa have necessitated a considerable change in development thinking and practice. The conventional developmental approach, which is based on growth models, is inappropriate for the conditions in the LDCs. A new development approach, coupled with an appropriate development strategy, has culminated in the development literature.

In this article the poverty problem in Southern Africa is outlined as a general background, whereafter the new development approach and a few guidelines for an appropriate development strategy is discussed. The application of the new strategy in the circumstances of Southern Africa is highlighted.     

Measurement of English farming technological change, 1523–1900

I have argued that for the period from 1661 to 1850, patent data in England were consistent in that no official changes in methods and standards of issuance occurred. Book data on titles published on farming production methods were similarly consistent from 1523 to the mid-19th century because the market for books developed gradually and the technology of printing was not substantially changed until the mid-19th century.My main point is that data on output of titles of books on farming productive techniques in England are useful measures of technological change. Books did have information on good production methods and could express productive ideas where a patent may not be issued. Further, the literacy rate of farmers was high so that books were likely an important source of ideas on farming production methods. Finally, the fluctuations in the book data were highly related to the fluctuations in the patent data, suggesting that a common set of factors caused those fluctuations. The high correlations between the detrended book and patent data indicate that if we accept patenting as a useful measure of technology we may also accept book title output of a technical nature as a good measure of technical change.I used the data for a simple analysis of the trend growth rate of agricultural technology in England from 1551 to 1850. While there is limited evidence to show that the subperiod 1651–1750 saw a slowing in the trend of development of farming technology, I argue that a division of the entire period into subperiods is too simplistic. A more fruitful approach would be an analysis of the underlying forces that determined the trend of development of the technology of English agriculture.The next step is an analysis of the forces that influenced technological development of English farming. From an economic point of view, market forces play an important role in influencing technology. Because such an analysis deserves careful consideration, I leave that to another paper (see Sullivan and Simon, 1983).     

A new approach to household fertility behavior

A 1st step is taken in this discussion towards the explicit theoretical recognition that fertility decisions are made by pairs of individuals who conceivably have different preferences or are in different circumstances. The focus is on disagreements between spouses over desired family size. The discussion begins by identifying the costs and benefits of child services to each spouse, which involves consideration of the type of interdependency of the utility functions as well as the nature of the externality problem in the production of child service. Specific examples are included of situations in which disagreement is likely to occur. Using the National Fertility Survey of 1965, it is possible to test whether disagreements are more likely to occur in these identified cases. 2 types of fertility conflict are predicted: the wife desires fewer children than the husband and the reverse. The National Fertility Survey (NFS) data set contains 5617 interview records. A sample of 1559 women who were married once, husband present, nonmenopausal, aged 25-39 with valid answers to all questions were selected. Husband's schooling in excess of wife's increased the probability that conflict of the husband demanding fewer children type will arise and the probability was increased at higher levels of income. The demand for quality rose with income and placed additional pressure on a husband with more education to assist (via lost leisure time) in the creation of quality. The effects were highly nonlinear. Higher levels of status of the wife's (potential) job had the predicted effect of making wife demands fewer children conflict more likely, but only through intermediate levels of status. Another variable which had a significant influence on the probability of conflict was the husband's age, with higher husband's age leading to husband demanding fewer children than wife conflict.     

Buyer and seller perceptions of transportation purchasing variables

The study in this article involved the investigation of 15 carrier selection variables over three dimensions by three groups with high involvement in the purchasing decision—traffic managers, sales representatives, and sales managers. The primary focus of the study was the identification of significant differences in the assessment of importance of the technical abilities of a carrier, the service orientation of a carrier and the image of a carrier as perceived by sales managers and sales representatives representing the selling systems, and traffic managers representing the buying systems.