Report: The New Majority is Pedaling Toward Equity (League of American Bicyclists)
Behind the Rise in House Prices, Wall Street Buyers (New York Times)
Any time someone makes the case for new infrastructure investment you can count on two things: 1) use of the word "crumbling," and 2) an enthusiastic remark about the number of construction jobs created. Jobs are always important, but in the case of investment in roads, rails, bridges, sidewalks, etc., there are few things less relevant to a project's value. We build and maintain our transportation infrastructure to provide for the movement of people* and goods and to ensure the safety of the users of that infrastructure. These are the primary measures by which we should judge the virtue of such investments; job creation doesn't even belong on the list.
Just as an example, take the proposal for the Columbia River Crossing bridge between Vancouver, Washington and Portland, Oregon. This controversial project would cost at least $3.1 billion (and as much as $10bn) and would provide an average of 1,900 construction jobs per year while being built. Even if costs came in at the low-ball figure of $3.1 billion, that works out to more than $1.6 million per new job, and those are jobs that would only last a few years at most. If the goal is cost-effective job creation then this proposal fails spectacularly.
The obvious point here is that the purpose is not cost-effective job creation. Rather, the value of the bridge itself is what will make this pencil out as a good investment, or not. The cost of the bridge must be weighed against its ability to improve mobility (for both economic and social purposes) and/or increase safety; those measurements, along with the much more speculative and therefore secondary considerations of "added value" or " private investment potential," are the only things that can yield a good return on investment for a product of this nature, or any transportation project for that matter.
The value of 1,900 jobs--or even 10,000--is insignificant relative to the cost of construction, and if keeping those costs low is one of the goals of the project (as it should be), fiscal prudence may work at cross-purposes to maximum employment. And that's okay. Construction jobs may be a nice bonus, but they're only worthy of consideration and celebration after the value of the project itself has been evaluated and maximized. If cost-effective job creation was the goal, we'd be better off paying people $50,000 a year to dig and refill holes all day or pick up garbage off the side of the road.
*The people in question may vary significantly from neighborhood to neighborhood and region to region--this will be dependent on the values of those communities. Some will prioritize the movement of cars and trucks while others will prioritize transit, walking, and/or bicycling. Among these sets of priorities there will certainly be differences in return on investment that should be evaluated critically, but the point is that mobility and safety still must be the primary considerations regardless of who the users of that new or improved infrastructure might be.
New York City is building a lot of bike lanes, and some are complaining that with so few bicycle commuters they're getting more space than they deserve. I look into the numbers and discover that bicyclists are still under-served relative to their share of commuters.
Read MoreI'm attending the Congress for the New Urbanism conference in Salt Lake City this year as part of a Streetsblog Network training/workshop/networking event, and on Wednesday afternoon we had several guest speakers address our group. The last of them was John Norquist, current CNU president and former mayor of Milwaukee, who's urbanist cred as mayor includes the the removal of the Park East Freeway and a decline in poverty coincident with a boom in downtown housing.
Early in his talk he spoke highly of Streetsblog and his own use of the site. He mentioned that, at 63 years old, he doesn't use the computer much, but when he does he regularly drops by Streetsblog to get the news. Clarence, the man responsible for Streetfilms and a big Norquist fan, said that might be the best endorsement Streetsblog has ever received; as such, I thought I'd commemorate the event with a suitable meme.
So without further ado, the Most Interesting Man in the World:
You have to admit, there is a resemblance.
By now everyone's heard of Apple's incredible network of tax shelters, which just in the last several years has saved them tens of billions of dollars in corporate taxes. Pretty much everyone except Rand Paul finds this reprehensible, but while Apple may be the best in the game when it comes to tax avoidance, they're far from the only player. Other big companies like Amazon and Microsoft do the same thing, keeping profits overseas so that they don't have to pay US taxes on them.
In many cases those companies would really like to bring that money back stateside, either to invest in their business here or (more commonly) to pay out dividends or buy back stock from investors. To do that, however, they'd have to pay 35% of those repatriated profits as tax. And no one wants to do that unless they have to.
Fortunately for these mega-corporations, they often don't have to. In 2004, under the Bush administration's leadership, Congress passed a law allowing a tax repatriation holiday, meaning that for a short period of time any profits brought back into the country would not be taxed. The purpose was to ensure that something productive would be done with that money--that it would be reinvested in US jobs and business needs. As the Treasury describes, however, this is not what happened:
In assessing the 2004 tax holiday, the nonpartisan Congressional Research Service reports that most of the largest beneficiaries of the holiday actually cut jobs in 2005-06 – despite overall economy-wide job growth in those years – and many used the repatriated funds simply to repurchase stock or pay dividends. Today, when U.S. corporations have ready access to cash they have accumulated and are holding here in the United States, it is even harder to make the case that a repatriation holiday will unlock new investment and job creation.
And perhaps even worse than all that, now that we have a history of allowing businesses to repatriate their earnings tax-free they have far more incentive to keep their money overseas as long as they can bear, waiting until the next time we forget ourselves and give them another opportunity to cheat the system--and the American public.
On cue, in steps Congressman John Delaney (D-Md.).
His proposed legislation, the Partnership to Build America Act, would create a federal infrastructure bank funded by $50 billion of repatriated corporate profits. Companies would bring their money back to the US, buying infrastructure bank bonds that pay out a low yield over fifty years, and they would pay full taxes on the money repatriated to purchase those bonds. This sounds great because it would take money that's currently sitting overseas doing nothing and use it to fund up to $750 billion in infrastructure projects (via leverage) with a heavy focus on loans and public-private partnerships. It almost sounds too good to be true!
And of course it is, because the catch is that this is much more a repatriation tax holiday than it is an infrastructure fund. Although the ratio sounds somewhat up in the air, Delaney suggests that for every $1 brought back, taxed, and used to purchase bonds, $4 could be repatriated tax free*. In effect, this would reduce the tax burden of repatriated funds by 80%; instead of paying the full 35% corporate tax rate (which is admittedly too high), they would pay a mere 7%. This is exactly what companies like Apple have been waiting for, and would be an utter validation of their tax avoidance strategies.
I obviously care a great deal about funding the infrastructure investment this country needs, and it's difficult to pass up nearly any opportunity to further that cause. But the fact is that if an infrastructure bank is a good idea with repatriated funds then it's also a good deal with taxed or borrowed money. Especially in an era of rapidly falling deficits and near-zero borrowing costs, there's no reason to reward US corporations' dishonesty with a $14 billion windfall just to try to keep the lights on.
Hopefully this proposal will be seen for the stealth repatriation tax holiday that it is and get shut down quickly, and we'll find a more reasonable way to fund the maintenance and mobility investments we require.
*It's hard to be sure if this is exactly how it would work--the description at Transportation Issues Daily, the linked article that describes this proposal is not 100% clear. It might actually allow businesses to buy bonds with money already in the US so that they're actually not paying tax on any repatriated money.
In a recent article posted on New Geography, Aaron M. Renn asks what seems to be a fairly straightforward question: "Why Gentrification?" But unlike most writing on the subject, the question isn't why it happens or how to avoid it, but why cities aspire to it. This is the first sentence of his article:
The mostly commonly chosen means, or at least attempted means, of revitalizing central cities that have fallen on hard times is gentrification.
...What!?
This is perhaps the most egregious misunderstanding of the causes of gentrification that I've ever seen. According to this theory of gentrification, a city--any city, in any of its neighborhoods--could simply tear down a bunch of run-down homes or apartments and replace them with luxury towers, spacious retail and restaurant space, and some nice parks, and suddenly have an influx of affluent residents. It completely ignores the role of demand in driving redevelopment and gentrification, or, at best, gets the causal link between the two exactly backward.
In the real world, gentrification isn't the cause of demand, but the result of it. Cities, or specific neighborhoods within cities, become desirable for one reason or another, and eventually you have an increase in the number of people who are interested in living there. As the ratio of interested people to available housing units increases, competition between potential tenants increases and rents go up as a result. It's not a novel idea; it's exactly the same phenomenon seen in a "seller's market" for home sales, which is pretty noncontroversial.
If gentrification were as simple as providing upscale amenities, places like Detroit could just rebuild their cities and wait for the money to flow in. This never happens in practice, of course, because there's very little demand for living in Detroit.
When the demand does exist, as it does in successful, popular cities throughout the country, city leaders may respond in one of three ways. They can:
Obviously, no one (sane) is going to be in favor of #3. And while many people claim to want to keep things the same, as in #2, the amount of authoritarian city regulation necessary to make such a desire reality would be completely oppressive. It would require that rents be strictly limited, even when old residents moved out willingly and were replaced by new ones, regardless of their income. And besides just forcing new development out somewhere else--probably to a more auto-dependent, less environmentally and economically efficient location--it would discourage building owners from maintaining any of their holdings beyond the bare legal minimum. I encourage you to think through amount and complexity of city control it would take to actually make this work effectively; to do so here would require another post entirely.
The question of gentrification, as most of us know, is not "why do cities pursue it?" but "how do we maximize its positive aspects and prevent or minimize the negative?"
After all, contrary to Renn's assertions, cities don't have much incentive to gentrify. It's a terrible situation for the displaced residents--that isn't in question--but it's bad for cities as well. Displaced residents generally don't end up leaving and bothering some other city, they just end up in lower-quality homes, further away from work, school, and the social or medical services they might depend upon. Whatever those needs might be, they don't disappear just because the family moves a few miles away-- they just become less effective, and more costly to deliver. As even middle-income residents get pushed out of the middle of the city, increased prices push out beyond the city core, affecting everyone negatively. Except landowners, of course.
Reducing displacement is the challenge of gentrification, and thus far, no city has solved it in a completely satisfying way. That's not to say that some haven't been more successful than others though: even San Francisco, notorious for its out-of-this-world rents and home prices, is barely half the cost of Palo Alto ($835k vs $1.55m). At seven times the density, SF has done a much better job of facilitating growth than Palo Alto (although still a comparatively poor job), and this is certainly part of the reason it's not doing as poorly. But San Francisco also only grew by 30,000 people between 1950 and 2010; over that same time period Seattle, a considerably smaller city, increased its population by roughly 140,000. (Just for comparison, Palo Alto has increased in population by only about 10,000 in the past fifty years, although it's much smaller.) What Renn ignores, and what complicates the context of these statistics, is that demand differs between each of these cities, and responses will be, or should be, calibrated accordingly.
Affordable housing, i.e., income-restricted units, are also an option, but can't be successful in isolation. The greater the difference between the average regional rent and the price-controlled affordable housing rent, the greater the burden of subsidization placed on the city and its residents. It's an invaluable resource to those able to secure an affordable unit, but their construction must be accompanied by vigorous market-rate housing development. Otherwise cities end up with unsustainable levels of housing subsidy for little overall benefit, and a system in which only the very rich and very poor lucky enough to find a subsidized unit are able to live there--those in the middle, unable to meet the income-restriction requirements but also unable to afford market-rate rents, are left out in the cold.
I think avoiding bust-and-boom cycles of residential development is also important to limiting the ill effects of gentrification, but I'm going to save that for a later post. I'm certain there are some creative suggestions out there for possible solutions--keeping in mind that no one answer will completely solve the problem of gentrification--and I invite you to share your own ideas here in comments, on Reddit, or with me via email.
South Lake Union concept art, from Studio 216.
As a part of the ongoing redevelopment wars going on in the South Lake Union neighorhood, Publicola recently wrote about yet another half-measure approved by the Seattle City Council, this time in regard to the fees developers pay for additional density. Publicola reports:
The city council, meeting as the special committee on South Lake Union, unanimously adopted a compromise incentive zoning plan for South Lake Union (for our extensive previous coverage, start here) this afternoon that would allow developers to build taller, denser buildings in the growing neighborhood in exchange for new, on-site affordable housing or payments into an affordable housing fund.
The proposal the council committee adopted is most similar to a compromise proposed by council member Mike O'Brien that will require developers to pay $21.68 into an affordable housing and child care fund for every additional square foot of density above what's allowed under existing zoning rules. The proposal would increase the requirement, known as a "fee in lieu" of building affordable housing, annually according to the rate of inflation.
The mayor's proposal called for a fee of just $15.15 per additional square foot of density, a level that appeared much too low, given that "developers who've taken advantage of existing incentive zoning rules in South Lake Union and downtown have universally chosen to pay into the fund instead of building actual affordable housing." If the goal of the program is to incentivize construction of affordable housing, the $15.15 per square foot cost was clearly failing on that measure.
Councilmember Nick Licata proposed that we increase that fee to $96 per square foot, a level that effectively ensures any additional density results not in fees but in affordable, on-site apartments. This proposal was shot down, apparently because it was unrealistic that any developer would be willing to pay such a large amount.
My question is, why is that a problem? If the goal is for private developers to build more affordable housing--and they can build it more cheaply than the city, so it should be--it shouldn't matter if they always opt to build rather than pay the "fee in lieu". Assuming building affordable units in exchange additional building height/density is a profitable proposition for developers, it doesn't matter what the fee in lieu is set at. The fee should be set at a level that is less appealing than providing on-site affordable housing. It probably doesn't have to be $96 per square foot, but $21.68 is probably still far too low. And if developers are opting to not build additional density at all, then the incentive program has much more fundamental flaws than the fee in lieu amount.
This all goes back to the question of how committed the city council and mayor really are to providing affordable housing in Seattle. Last month the council passed up more than $10 million in funds for affordable housing in order to arbitrarily limit building heights in SLU to 160 feet, which will have the dual negative effects of reducing the number of affordable units and limiting the total available supply of housing in a fast-growing and highly desirable neighborhood. Now, working within the framework of those 160 foot heights, the council seems to have compromised with themselves yet again, to the benefit of no one, for weak-hearted incentive zoning rules as well.
There's a new MIT study out highlighting the struggles of small- and medium-sized airports, which over the past five years have seen 18.2 and 26.2 percent declines, respectively, in domestic flights. This means that people served by these airports have less options, and also that the costs of their flights have increased faster than those at larger regional airports.
NPR has more on the specifics.
First, I just want to point out that this means service is objectively worse for travelers over this time period, even with continued federal and state investment in airport infrastructure. Unlike what we see with Amtrak, however, I have yet to hear any politicians threatening to pull the plug on the $4 billion in federal (and who knows how much state) spending on airport construction, or the billions we spend on security and traffic control. Are they okay with continuing to prop up an airline industry intent on withdrawing service from much of the country?
Perhaps a better analog of Amtrak's service--the unprofitable long distance routes, at least--is the US DOT's Essential Air Service. It saw the smallest decline in flights of all airport types, five percent. The EAS was created in 1978, coincident with the deregulation of private airlines, and was "put into place to guarantee that small communities that were served by certificated air carriers before deregulation maintain a minimal level of scheduled air service."
This service costs over $200 million a year, with most of the ~150 affected airports only making a few 19-seat flights a day; you can bet it serves far, far fewer passengers than Amtrak's 5 million annual long-distance passengers, or its 15 million state-supported route passengers. (Amtrak requested $373 million in operating support this year, a number that has been declining rapidly in recent years as ridership has soared.)
I genuinely have nothing against the airline industry, and actually think their private, deregulated system is pretty effective. As a whole, the airline industry also serves many more passengers every year. I don't even really mind the EAS much, although there are some cases where it's clearly being abused. The point is that just as with our system of roads and highways, no travel mode comes without some amount of subsidy (nor should it--mobility is an invaluable public good). Despite this, only rail and transit are portrayed negatively for their dependence on public support.
This double standard is ridiculous, but especially so for the following reason. We spend hundreds of billions of dollars on roads every year and tens of billions on airports and security, and does anyone honestly think either driving or flying has gotten any better? Rail, transit, and bikes on the other hand, the most scorned forms of transportation in this country, and worst funded, are only becoming safer, more convenient, and more popular. I don't even know who the joke is on.