Toll Possibilities for I-70 Rebuild

Recently, the Missouri Department of Transportation (MoDOT) issued a report on the possibilities of using tolls to pay for the expansion of I-70 from Wentzville to Independence.

As we have argued in the past, using tolls to pay for the improvements of highways is both fair and economically sound. Tolling allows all users of I-70, whether Missourian or non-Missourian, commuter or trucker, to jointly invest in a modern highway.

The new MoDOT study suggested that a plan to expand I-70 to three lanes across the state could cost $2 billion, far beyond the current resources of the department. However, the project could be financed with toll revenue and quickly implemented with the use of a public-private partnership (PPP). There are many varieties of PPPs, but they generally devolve some combination of the construction and operation of public assets to the private sector. If well designed and properly enforced, PPPs can deliver service that is both high quality and low cost.

While we may have issues with the scope of the I-70 project and how tolling is implemented, the fact that Missouri is getting serious about using PPPs and tolling to improve the highway system is to be lauded. More on this to come.

Map Series: VIII. The Kansas City Streetcar and Tax Abatements

KC_SC_Abatements

The map above shows the route of the Kansas City Streetcar (under construction), as well as tax abatements enacted by Kansas City from 2011 to 2013. As the map demonstrates, this area of downtown, and particularly the area around the proposed streetcar, has seen the ample use of these tax breaks. Although city leaders and news outlets claim the streetcar creates development, these tax abatements and a combination of other planning factors that favor this small section of downtown may be diverting development. Read more from the Show-Me Institute on the Kansas Streetcar and tax abatements here.

 

Map Series: VII. Second Most Used Transportation Mode for Commuting in Saint Louis, After Cars

secondmode_new

The map above shows the second most used transportation mode for commuting to work in the Saint Louis area census tracts, after cars. As the map demonstrates, for much of Saint Louis County and a few parts of the city, working from home (or telecommuting) is the most used mode for commuting after cars. In much of the city and North Saint Louis County, transit is the second most used. However, in the city’s central corridor, where transit is most abundant, the dominant mode of getting to work (after cars) is actually walking, not transit. Read more from the Show-Me Institute on transit and commuting in Saint Louis here.

 

Map Series: VI. Second Most Used Transportation Mode for Commuting in Kansas City, After Cars

commute_share

The map above shows the second most used transportation mode for commuting to work in the Kansas City area census tracts, after cars. As the map demonstrates, for much of the city and surrounding counties, working from home (or telecommuting) is the most used mode for commuting after cars. In much of the center west of the city and southern Clay County, transit is second most used. However, in the city’s downtown area, where transit is most abundant (and the streetcar is opening), the dominant mode of getting to work (after cars) is actually walking, not transit. Read more from the Show-Me Institute on transit and commuting in Kansas City here.

 

Map Series: V. Saint Louis Area Travel Time to Work

Mean Travel time to work

The map above shows the mean travel time to work in minutes for residents of Saint Louis City and County census tracts. The lighter the color, the lower the average commute time, and vice versa. The map shows how travel times tend to be shortest in the central corridor and in the county along Route 67. The longest travel times are in North Saint Louis City and the fringes of Saint Louis County. While the distance from major work centers makes the later fact unsurprising, North Saint Louis City’s mean travel times may come as a surprise to some readers. The reason is that many North Saint Louisans are transit-dependent, which results in much higher commute times than those who drive personal vehicles to work. Read more from the Show-Me Institute on Saint Louis transportation here.

 

Santa Choice

428px-Jonathan_G_Meath_portrays_Santa_ClausI’m wearing a red-and-green checkered velvet dress with a large white lace collar. My face is distorted, fear and excitement and starstruckenness all jumbled into one expression. It is the quintessential 1990s posing-on-Santa’s-lap picture. I’ve got at least six just like it, but this one stands out. It wasn’t snapped at the mall or at a children’s party, but at my public elementary school, where Santa visited once a year for Christmas breakfast.

As I grew older, Christmas parties became Holiday parties, Christmas Break became Holiday Break, and Santa no longer made an appearance at the Holiday Breakfast, not because I was too old for jolly St. Nick, but because my public school had de-Santa-ed.

In a recent incident in Massachusetts, Santa was removed from an elementary school’s annual Christmas concert. Though many have decried Santa removals as examples of the public school system’s rejection of religious freedom, to me, they are reminders of a need for more educational choice.

In a 2014 survey, 49 percent of Missourians reported that if they could choose any type of school for their child, they would choose private or home school. However, only 9 percent are actually enrolled in private school, while home school data is not available. Why do so many parents want to send their children to schools of choice?

survey question private schools

For at least some parents, the desire to send their children to a private school reflects a desire to send their children to a school that shares like-minded values. Unfortunately, school choice, in the absence of legislation and financial means, is impossible for many parents, as actual enrollments show.

In the New Year, I hope to see educational choice expanded for families across Missouri, for both Santa believers and non-believers alike.

 

 

Urban Neglect: Kansas City and TIF

My colleague Michael Rathbone and I authored an essay titled “Urban Neglect, Kansas City’s Misuse of Tax Increment Financing.”

In the essay we examined Tax Increment Financing (TIF) project data provided by Jackson County and census data on household income. We found that in Kansas City the majority of taxpayer subsidies go to parts of town that are relatively wealthy and economically vibrant, rather than to the poor and economically depressed areas for which TIF was ostensibly designed.

Mike Mahoney of KMBC filed a story on our report. In it he interviewed Councilwoman Cindy Circo, who offered:

But it is the private development that drives the actual project itself. The city doesn’t go through the TIF process itself and be the developer.

This is an odd statement because Burns & McDonnell, and every other company that seeks a TIF subsidy, argues that the project could not go forward without public investment. So while Circo may be correct that the city does not choose the individual projects that apply for TIF, the TIF Commission and the city have demonstrated time and again that they aren’t really vetting applications, which has created an “anything goes” environment. One need only study the Citadel project to know that this is true.

If the city’s appointees on the TIF Commission were better at approving only legitimately blighted properties—those that truly require public investment—public subsidies might more often be used in the parts of town that really needed it. Instead, the subsidies flow to well-connected business leaders and their development lawyers, and public dollars unnecessarily go to projects such as Country Club Plaza and River Market.

Map Series: IV. Kansas City Area Travel Time to Work

commute_time

The map above shows the mean travel time to work per census tract in the Kansas City area. The dark black outline is the city itself. This map shows how mean travel times tend to be lowest on the border within Kansas City as well as within eastern Johnson County. Longer travel times are experienced by those living in northern Clay and southeastern Jackson County. Read more from the Show-Me Institute on Kansas City transportation here.

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