Of Bikes and Birds

As a former Columbia resident, I’m not surprised that the city is working to build more bike trails. Columbia has a dedicated group of enthusiastic bikers, and some of the most beautiful trails I’ve ever seen. I put more miles on my bike than on my car during my time in Columbia. And who wouldn’t, with the MKT trail connecting the city to Missouri’s KATY trail, a stretch of more than 200 miles, some of which runs along the Missouri river?

But the cause of expanding bike trails, no matter how popular, should not give Columbia community leaders carte blanche to lay bike trails down wherever they please. If some person, business, or organization owns property and doesn’t want a bike trail running through it, they should be able to politely reject the city’s plan to construct a bike trail on their property.

Unfortunately, it appears that the city council may decide to ignore such a refusal. And, in a strange twist, the city is poised to harm the ability of some Columbia residents to enjoy the outdoors in the name of encouraging other Columbia residents to enjoy the outdoors. PedNet, the Columbia organization that promotes bike travel and the expansion of bike trails, is urging the city to use eminent domain in order to construct a bike trail on the Columbia Audubon Society’s (CAS) property.

Bill Mees, who is on the board of CAS, worries that the construction of the trail will irreparably damage the bird-friendly property. From his op-ed in the Columbia Missourian:

Actually, the trail would extend the full length of the south side of CAS property. The southwest corner is a steep forested hillside. Compliance with the Americans with Disabilities Act will require switchbacks and extensive grading. Result: 100- to 200-year-old trees cut down, and others damaged or killed by the construction.

I wonder, does the city of Columbia think that the views of people who enjoy biking matter more than the views of people who enjoy bird watching?

Some might argue that bike trails constitute a “public purpose,” and that the use of eminent domain is warranted. After all, eminent domain is used for roads. Aren’t bike trails, as a form of alternative transportation, just as valid of a public purpose?

In short: No. As much as bike enthusiasts might hope for a future when more people use bikes as their primary form of transportation, goods will not be transported by bike trail. Even the local grocery store’s stock involves road transportation. If public transportation rates were to double, roads would still be necessary — how else could buses travel?

Bike trails in general are traveled by a small set of the population. The bike trail that proponents want to construct on the Audubon Society’s property will be used by an even smaller group. Why take, and partially destroy, the Audubon’s Society’s property for use by these favored few?

It’s not as if there is no alternative. According to Mike Hood, the director of the city’s Parks and Recreation Commission, sending the bike trail through the Audubon Society’s property would cost nearly $1 million. An alternative route, along a section of existing sidewalk, would cost between $120,000 and $150,000.

I’m no city council member, but the decision seems easy. Choose the low-cost option that doesn’t require taking someone’s property.

Development Spending by Government Only Multiplies Madness

Growing up in a small town in Southeast Missouri, life often felt painfully slow. Amusement was limited to the bowling alley, the skating rink, and four movie screens. At least twice a year, however, a carnival passed through town like an industrial age gypsy caravan. I found the mixture of bright lights, rickety rides, and sugary concoctions nearly intoxicating, but the games were my real vice. The calls of carnival barkers played to my pride and greed. Toss a ring around a bottle and win a bunny? It looked so easy. No nine-year-old could resist. It took a few years and untold dozens of wasted dollars, but eventually I discovered that I’d been had. Time after time, I was suckered into throwing good money after bad. My naiveté was regrettable, but to be expected from a child.

Less excusable are the actions of supposedly wise politicians who lay down billions in tax dollars in the vain hope of hitting it big with a stimulus or economic development bill. We are promised that a dollar in government spending will create more than a dollar in economic growth.

This idea, known as the fiscal multiplier, has never been borne out by evidence. When the actual results of government spending on the economy are examined, they show lackluster or even negative returns. However, that has not stopped proponents of greater government spending from using the multiplier to promote everything from the federal stimulus bill to state and local subsidies for warehouse construction around Lambert–St. Louis International Airport.

The multiplier is based largely on the work of economist John Maynard Keynes, who argued that higher government spending combats people’s propensity to hoard money in a recession and puts unemployed people and resources to work. As the spending ripples across the economy, a dollar in government spending should cause substantially more than a dollar in economic activity.

The Barack Obama administration invoked multiplier theory to promote the $787 billion federal stimulus package. The president’s economic advisers assumed every dollar spent by the stimulus would add $1.50 to gross domestic product (GDP). In a March 2 column for the New York Times Economix blog, University of Chicago economist Casey Mulligan showed that stimulus spending did not boost GDP, and may have caused it to shrink.

Nor has stimulus spending delivered the bounty of jobs that its supporters promised. Obama claimed that the stimulus would prevent unemployment from exceeding 8 percent., yet it hit 10 percent and now remains stubbornly stuck at 9 percent.

Others have taken this idea a step further, claiming a still bigger multiplier effect for specific projects — thinking, just as I did in my youth, that it must be easy to toss the ring around the bottle. When final plans for Ballpark Village were announced in 2006, the Saint Louis Regional Chamber and Growth Association (RCGA) estimated that Phase I of the project would cost $387 million, but generate $273 million annually — paying for itself in a year and a half. Of course, this assumed that everything would go as planned. Almost five years later, construction has not started and the investment has been downgraded to $155 million, with at least $57 million of that coming from various levels of government. Furthermore, Ballpark Village is primarily shuffling existing businesses around instead of attracting or creating new ones. Stifel Financial Corp., the village’s largest future tenant, will move all of seven blocks.

Despite these failures, politicians of every stripe recently trotted out the multiplier to support subsidies for warehouses around Lambert, through “Aerotropolis” legislation. Although the precise equation behind it remains shrouded in oracular mystery, an RCGA study predicts that $300 million in public funding will lead to almost $34 billion in private economic activity over 20 years, suggesting a truly absurd return of more than 10,000 percent. Here, the Keynesian multiplier has itself been multiplied by the central planner’s conceit of being able to pick winners successfully — truly a sucker’s game.

The government cannot create resources from thin air. It must take them from taxpayers through taxation or borrowing. Resources used by the government therefore cannot be used by the private sector. Increasing government spending does not in itself increase the country’s capacity to produce — it just shifts existing production away from goods and services that consumers demand, and toward those demanded by politicians.

The multiplier is a lie, but an attractive one, luring the listener like the familiar siren song of my youth: “Ring the bell, win a prize!”

John Payne is a research assistant with the Show-Me Institute, an independent think tank promoting free-market solutions for Missouri public policy.

Missouri Privatization Roundup

There has been a great deal happening on the issue of privatization throughout our state. Tony’s Kansas City has been reporting that Missouri-American is in talks with Kansas City officials involving the city’s water division. Here’s hoping this is true. This would be excellent for Kansas City in both the short and long run. Private companies do a perfectly fine job of providing gas and electricity to Kansas City, and water to many other parts of Missouri. Private utilities are heavily regulated in Missouri, and local mandates can be included in any agreement between KC and Missouri-American Water. (I am not saying local mandates should be included, just that they could be if local officials think they are necessary.)

In economic terms, public goods are non-rivalrous and non-excludable. Except in extreme circumstances, the water I consume does not limit your consumption of water. In this case, the water in the Missouri River is non-rivalrous. However, with utility services — as opposed to national defense or local roads — it is easy to prevent someone from using the asset if necessary. They are excludable. It is hard to argue that water access and infrastructure needs to be provided by the government, especially when there are private providers operating in the area that have a proven ability to provide the product. And it is even more difficult to make that argument when a lease, management contract, or utility sale would be valuable to taxpayers. (To those who might scream about everyone having the basic right to water, you are all free to collect rain water to drink, and to take baths in a local stream all you want. This is about the demand for pressurized hot or cold water coming into your home on demand by turning a tap.)

To its credit, Kansas City’s water division at least charges for its water like a private good instead of a public good. The fact that Saint Louis still lacks water meters for most of its consumers is absurd. Even if Kansas City changes the debate some by charging for water more like a private good, the fact is that public utilities far too often lack the political will to charge what they need to charge for the asset.

Also in Kansas City, the private contract to operate the animal shelter has been pulled. This happened awhile back, and I touched upon it here, but this is a great disappointment. This is clearly not a failure of privatization, unless saving money and increasing adoptions is a failure. It might be considered a failure of this particular private operator, but I remain unconvinced. I think that there is a core group of activists/volunteers who will never be happy with any system until they get a no-kill shelter in Kansas City. I say this as a dog-lover who got my dog (who passed away last year at 10) back in 2000 from a local shelter.

I think the city caved to accusations, as this statement indicates:

“We’ve been receiving allegations from some of the volunteers who put in time out at the shelter regarding mistreatment of animals,” said David Park, director of Neighborhood and Community Services for the city. 

Park acknowledged the shelter has been run better now than in the past. 

“They’ve done a wonderful job, as far as increasing the number of adoptions. (Previously) the number of animals that were euthanized was far greater than the number that was adopted, and now the opposite is true,” Park said. 

According to Park, the city has to protect itself, even if the allegations have yet to [be] proved. 

“Until we have the formal results of the investigation back, we don’t want to renew a contract for a year, for another year, and then have something surprising come out of the Missouri Veterinary Medical Board — then we need to cancel right away.”

The private airport in Branson is struggling financially. It does not appear to be struggling in its day-to-day operations, but I’ll try to fly there next week to make a better judgement. They have two commercial airlines offering regular flights to Houston, Atlanta, and Denver, and more charter services. It remains to be seen how the airport’s debt issues will play out over time. I certainly hope that this experiment succeeds, but who knows? If it does fail, it will fail with (mostly) private money. Compare that to Mid-American Airport over in Illinois, and pick which style you want.

“You Smell a Rat That’s Wrapped in Week-Old Fishpaper”

This morning, KMOX’s Charlie Brennan interviewed air cargo expert Michael Webber, who earlier this week gave a scathing review of the “Aerotropolis” legislation that may go before Missouri’s House and Senate in a special session. Webber said that he was highly skeptical of the current Aerotropolis plan, and that the more he hears about how supporters were promoting the project, “the more [the project] falls apart.”

“As you start stripping away carriers that automatically won’t be part of the Saint Louis equation,” Webber said, “I think any expert that isn’t on the payroll of the proponents of this project would probably come up with a likelihood of [Aerotropolis] being successful at something under 1 percent.”

In response to a question about local cattle farmers flying their herds overseas, Webber told Brennan that a livestock export facility built in Kansas City was used fewer than 10 times after it was constructed two decades ago. Atlanta had constructed a similar facility for transporting horses, used during its 1996 Summer Olympics, but even in that international hub, he said, use for the facility plummeted after the games to levels similar to those of Kansas City’s livestock facility.

And Webber was particularly skeptical of the warehouse component of the legislation, which constitutes the bulk of the tax credits.

“When you see the projections as wildly exaggerated as this is, you don’t only smell a rat. You smell a rat that’s wrapped in week-old fishpaper,” Webber said.

“So, when you start talking about folks going from 100,000 square feet of proven need for warehouse space to asking for 27 million [square feet], you’ve got to think this thing is really rotten.”

Be sure to listen to the full segment.

Trade Promotes Growth, Except When Hijacked by Subsidy-Seeking Special Interests

Many cities are pursuing “Aerotropolis”-style development in the hope that establishing a new global air trade hub can help a city grow its economy. In itself, the desire to engage in trade is by no means misguided. In fact, increasing trade among countries is one of the best ways to improve economic welfare. Unfortunately, as with many large government programs, the Aerotropolis idea can be easily hijacked by the politically powerful in order to gain access to a great deal of taxpayer money.

In no place was this clearer than in Saint Louis during the 2011 legislative session. Under the guise of increasing international trade, Saint Louis developers and politicians pushed hard for creating $360 million in state tax credits. Unfortunately, those tax incentives had little to do with realizing the Aerotropolis dream.

Of the $360 million, $300 million would have gone toward subsidizing the construction of warehouses, while the remaining $60 million would have been devoted to encouraging international freight forwarders to send flights to Saint Louis.

Although one sixth of the total package would at least go toward bringing air traffic to Saint Louis, the remaining $300 million in warehouse subsidies was troublesome. Warehouse subsidy proponents excitedly discussed the 27 million square feet of new warehouse space that could be constructed with those millions, without mentioning that more than 18 million square feet in developed warehouse space near the airport was already vacant and available.

“If someone’s looking for space, we have space available,” said David Randolph, vice president of CBRE, an area real estate brokerage firm that managed the sale and lease of many of those vacant warehouses. Randolph said that the subsidies for new construction would be unfair to individuals who had already built warehouses in the area.

The Midwest China Hub Commission (MCHC), the same Missouri organization promoting the creation of an Aerotropolis in Saint Louis, noted in its internal review of the Missouri tax credit legislation that the state money slated for warehouse construction could end up funding activities unrelated to air transportation.

The MCHC worried that the Aerotropolis tax credit legislation defined “cargo activity” too broadly. From its analysis: “The definition … specifically includes facilities related to truck, rail and water transportation; this may be appropriate, but may incentivize facilities that have only a limited relationship to the Air Cargo facility …”

Furthermore, the MCHC noted that the areas most likely to be awarded the warehouse tax credits had already received nearly $100 million in development tax incentives, and had the ability to draw upon nearly $200 million more. Here at the Show-Me Institute, a nonpartisan research organization dedicated to studying Missouri state and local policy, we wondered why there was such a push for the $300 million in new tax credits, given the incredible amount of tax incentives already available to area developers. At some point, the state must stop subsidizing failure.

At no point had the Chinese government or Chinese cargo companies stated publicly that the hundreds of millions in subsidies were a crucial prerequisite to sending more flights to Saint Louis. In fact, the idea of increasing international trade at the Lambert–St. Louis International Airport had been in the works for years. Only at the last minute did a prominent developer’s attorney, who was also involved in the talks with China, propose the subsidies.

Increased trade is important for any economy, and the United States should not wall itself off from other countries. Air cargo is certainly one way to expand trade throughout the world. Unfortunately, though, the best ideas can be co-opted in order to push benefits for the politically powerful.

If Aerotropolis-style development is the right move for a city, private investment and development will blossom without handouts. The Aerotropolis idea should not be used as a back door to push through large-scale subsidies for the select few. Hopefully, other cities can avoid the political posturing and favor-trading that Saint Louis found itself mired in.

Audrey Spalding is a policy analyst with the Show-Me Institute, an independent think tank promoting free-market solutions for Missouri public policy.

“Make That Two”

What would you do with the extra cash if your state tax bill were lower? I’d probably buy an additional vanilla concrete each month. Why do I ask? Because redeemed tax credits have averaged $388 million each year since 1998. That’s almost 6 percent of Missouri’s net general revenue during that same period.

The state is awarding businesses, organizations, and individuals hundreds of millions of dollars in tax credits each year. It’s not as though the Missouri government is handing out these credits evenly across the tax base, either. As I have pointed out before, these credits are awarded to specific entities. Why is the state allocating credits to select groups and businesses?

Missouri Tax Credit Redemptions

The endearing purpose of one tax credit program is to “encourage farmers to acquire breeding livestock.” Sounds great for the cattle, but what about businesses that don’t sell livestock? Why is the state encouraging growth in the livestock industry? What about the myriad industries in the state that do not receive tax credits?

Tax credit redemptions have been on the rise. To rein in the credits, a commission was established last year to review all 61 tax credit programs. They recommended eliminating or not reauthorizing dozens of the programs, and placing caps on others. In all, if their recommendations were enacted, they reasoned, “the State could realize short and long term savings totaling as much as $220 million in tax credit authorizations (based on average authorizations FY07-FY09), eliminate the exponential growth of tax credit authorizations, improve budget forecasting, while at the same time better-positioning the State to compete in the economy of today as well as the economy of the future.”

Since the recession began, tax credit authorizations have fallen. This happened in the last recession, and will probably happen in the next. And, like the last recovery, tax credits will probably increase as the economy improves. We need a better long-term solution.

My solution is simple and doesn’t take 54 pages to detail: Eliminate tax credits and cut state taxes by 6 percent. It will certainly improve budget forecasting and end the growth of tax credit authorizations, as well as better position our state to compete in any economy. Lower taxes tend to do that.

Air Cargo Expert Hammers Aerotropolis Plan in Industry Publication

And doesn’t pull any punches in doing so. Published in Air Cargo News under the headline “St. Louis Air Cargo—An Aerotropolis Too Far?,” airport consultant Michael Webber lays into the very fundamentals of the bill (emphasis added):

St. Louis area business leaders and airport operators propose to divert regional air cargo now dominated by Chicago O’Hare International Airport to what locals call the “Midwest China Hub” and “the Big Idea”. Rather than test the likelihood of the hub’s success, proponents and their enablers simply assume Lambert will attract the required service and then promise benefits based on that success. The proposition’s champions and their consultants performed a meager analysis. Shockingly, the State of Missouri has already directed millions in public money on that basis and the Missouri Legislature almost approved hundreds of millions in additional support without any independent analysis.

Had an independent analysis been conducted, overwhelmingly critical concerns would have been exposed.

Mere context is damning enough. According to Airports Council International – North America, St. Louis ranked 39th among North American airports end of calendar year 2010. By comparison, Kansas City International Airport was ranked 45th and until 2009 had led St. Louis for a decade. In fact, St. Louis not only trailed Kansas City but also Des Moines. During a decade that found the U.S. air cargo industry in collapse, St. Louis’ annual air cargo volume declined 20% comparing 2010 levels with calendar year 2000. St. Louis’ air cargo slide is not atypical of the industry but nothing suggests it is in expansion mode.

Worse, an unprecedented surplus of on-airport air cargo capacity exists after a decade of nationwide contraction that witnessed the disappearance of such formerly common on-airport all-cargo names as Airborne Express and Emery Worldwide, as well as sharp contraction by BAX Global and DHL. Medium-sized U.S. airports are fortunate to still have both UPS and FedEx. The two integrated carriers account for at least 90% of air cargo at most U.S. airports, including St. Louis.

Lots, lots more at the link. Cross-state, Tony’s Kansas City picks up the story under the headline “MUST READ!!! GROUNDBREAKING EXPOSÉ UNCOVERS BIG MONEY STL AIR CARGO FACILITY “FLEECING” AND A SECOND-CLASS KANSAS CITY CONNECTION!!!”:

Just like most development schemes . . . The economic promises and utility of this project are suspect.

But even more importantly for this town, his reporting and analysis reveals. . .

WHILE IT MIGHT BE A BOONDOGGLE, KANSAS CITY WAS COMPLETELY OVERLOOKED IN THIS IMPENDING MISSOURI AIR-CARGO FACILITY HOT MESS!!!
[…]
Local politicos overlook this kind of IMPORTANT INVESTIGATIVE JOURNALISM at their own peril, and it’s troubling that $400 million of taxpayer cash to support a competitor across the state doesn’t arouse any concern from either our local legislators or local business media.

More is coming. Stay tuned.

Kudos, Allegheny County Executive Dan Onorato

When politicians are doing the right thing, it’s appropriate for us to congratulate them and highlight their good decisions. This week, the big blue ribbon goes to a politician from Pennsylvania, Allegheny County Executive Dan Onorato. Onorato, the 2010 Democratic nominee for governor, presides over a jurisdiction that includes Pittsburgh, a city that, like Saint Louis, is looking to expand airport service. Unsurprisingly, the usual consultant suspects are coming out of the woodwork in support of government interference in the private market. From the Pittsburgh Tribune-Review:

“You should do everything, including underwriting flights, to get as many highways in the sky as you can,” said John D. Kasarda, director of the University of North Carolina’s Kenan Institute of Private Enterprise and author of “Aerotropolis: The Way We’ll Live Next.”

Sounds a lot like Saint Louis so far. But (emphasis added):

There doesn’t appear to be support for the idea if it involves public money.

“I don’t agree with subsidizing flights or subsidizing certain airlines. We should work to lower the costs of all of the airlines at the airport,” said Allegheny County Executive Dan Onorato. He said the county doesn’t have money to provide such backing.

Pennsylvania and the Allegheny Conference on Community Development agreed to provide up to $9 million if Delta Air Lines’ flight between Pittsburgh and Paris missed revenue targets. They paid the maximum $5 million after the first year of service, but it’s unknown whether they will owe money for the second, which ended June 1.

Onorato appears to be taking the principled stance of not letting the government pick winners and losers at the airport. As to the airport, at least, Allegheny County taxpayers can be proud of its executive’s fiscal prudence.

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