Currently, eight large highway projects either have been completed or are in progress using design-build project delivery, including KCicon and the new I-64/US 40. This process has resulted in significant savings for MoDOT and has improved project delivery.

Design-build differs from the traditional design-bid-build method we’ve been using for years. In design-bid-build, the design work is completed before the construction ever begins. Only after the design is finished—often by MoDOT’s own engineers—is the project bid out to contractors. While this ensures that MoDOT has complete control of the design phase, it often leads to additional expenses in time and potential change orders. MoDOT says so itself.

Design-build allows MoDOT to bid out the design and the construction at the same time. This means construction can start much sooner, and that while MoDOT has overall control of the design work, it may not all be completed before the project begins. The biggest benefit of design-build, however, is the significant cost savings.

A 2006 study by the Federal Highway Administration found that design-build projects were completed with significant time savings with little or no change orders and lower administrative costs. In Texas, design-build saved taxpayers 22 percent in costs over six years, and projects were completed 14 percent faster.

Allowing MoDOT to use design-build more often would require a change in statute. According to Missouri statute, MoDOT may use design-build sparingly and only until the middle of 2018:

The total number of highway design-build project contracts awarded by the commission in any state fiscal year shall not exceed two percent of the total number of all state highway system projects awarded to contracts for construction from projects listed in the commission's approved statewide transportation improvement project for that state fiscal year. Authority to enter into design-build projects granted by this section shall expire on July 1, 2018, unless extended by statute.

If the legislature wants to help MoDOT help itself by saving money, it ought to consider increasing the cap on design-build projects and extending them for much longer than 2018.

The post Design-Build and Save appeared first on Show-Me Institute.

Why the need for entrance fees or higher taxes? The district’s institutions, like the zoo, art museum, and history museum, face mounting expenses. For example, just from 2011 to 2014, the art museum’s operating losses grew from $20.2 million to $25.5 million. The zoo’s expenses have also been rising steadily. Add to that ambitious plans for capital improvements (like a gondola over Interstate 64/US 40), and the desire for more revenue is understandable.

The Zoo Museum District depends heavily on property tax revenue. The district’s museums receive the vast majority of their support via property taxes. The zoo, even with private supporters and charges for services, still relies on tax revenue for almost 40 percent of its budget. That property tax, (8 cents per hundred dollars of assessed value in Saint Louis City and County) is maxed out.

Supporters of reform want to broaden the district’s revenue base. They argue it is unfair that Saint Louis City and County taxpayers bear the entire burden of supporting these institutions. Only an estimated 39 percent of zoo visitors come from Saint Louis City and County. Twelve percent are from Saint Charles and Jefferson County, and 37 percent are visiting from outside the Saint Louis area altogether. Mr. Uchitelle’s proposal to make zoo and museum goers pay some sort of entrance fee would allow visitors to jointly invest in these destinations. After all, admission fees are the norm at other popular institutions in Saint Louis, like the Cardinals (obviously), the Botanical Garden, and even the Jewel Box. In other cities, zoos (including the country’s most visited) and museums charge entrance fees without losing their appeal.

Still, to many the idea that zoo or museum improvements should be paid by those who use them is an anathema. They argue that residents at large, regardless of whether they enjoy or approve of the institutions, should have to ensure zoo visitors always get free admission. And because some residents of Saint Charles County and Jefferson County use the zoo, the “fair” method of increasing revenue would be to charge all the residents of Saint Charles and Jefferson County.

There is nothing wrong with putting the question on the ballot in neighboring counties, but convincing residents in Saint Charles and Jefferson County to pay for a luxury hotel and gondolas in Saint Louis City via local property taxes is going to be a hard a sell, “fairness” aside. If the zoo really needs more money for large-scale improvements, perhaps they should take the idea of fairness to its logical conclusion and raise the money from people who actually visit, wherever they might come from. 

The post Zoos, Taxes, and Admissions Charges appeared first on Show-Me Institute.

This is a tale of two neighborhoods. Both Saint Louis-area neighborhoods are impressive and outwardly they look like twins. Hampton Park and Lake Forest sit on opposite sides of Hanley Road between Clayton Road and Highway 40, and they both boast large, stately homes. They are equidistant from the region’s central business districts. With two exceptions, they have the same level and quality of public services and the same tax rates. With so many similarities, you might assume property values would be the same. But you would be wrong.

Hampton Park and Lake Forest illustrate how different people finding different solutions to their housing and educational needs can have a substantial impact on housing prices.

The two exceptions noted above are the neighborhood school districts and the differing tax rates they impose. Both neighborhoods are subdivisions of Richmond Heights, but Lake Forest — which is located west of Hanley — is part of Clayton School District. In 2010, Clayton was the highest performing district in Missouri according to MAP scores. Over the past 10 years, residents have paid an average tax rate of $3.44 per $100 of assessed valuation. East of Hanley, Hampton Park is part of Maplewood-Richmond Heights (MRH) school district. In 2010, the state ranked MRH’s performance 315th out of 556 districts, making it an average district. Over the past decade, residents paid an average tax rate of $4.48.

Homes in Lake Forest are located in a higher performing school district and have lower tax rates than those across the street in Hampton Park. Do homebuyers react accordingly, and by how much?

Of course homebuyers adjust. According to a study of assessed valuations in the two neighborhoods, the difference between the prices paid for a theoretical house of the same square footage and lot size in the two neighborhoods is $109,000, or a little more than 10 percent. Homebuyers in Lake Forest are willing to pay approximately $109,000 more to live in a higher-performing school district with lower tax rates. Conversely, homebuyers in Hampton Park are paying $109,000 less to live in a more average school district with higher tax rates. Economists refer to this kind of difference as capitalization. It is the process that incorporates tax rates and other variables into the value of a piece of property.

Capitalization is a complex process, especially in regions that have as many taxing districts as Saint Louis. Prospective homebuyers typically take the time to research local school quality and tax rates, but they usually stop short of researching fire districts. Although homebuyers may not investigate them, the insurance industry certainly has. A home located in an area with a poor quality fire district will have higher insurance rates, and those higher rates will be translated into lower home prices. The combined wisdom of thousands of individual decisions is sorted into a price that is readily understood by everyone.

Capitalization works in both directions, often simultaneously. A great school district will lead to higher property prices, while the high tax rates used to fund those good schools will lower the price. The low crime rates of the outer suburbs will increase prices, while the higher commuting costs will lower prices. As for Lake Forest, the lower tax rates leads to higher home prices, and this may result in the same final tax bill as higher rates on less valuable property.

The higher tax rates and lower ranking school district do not automatically do economic harm to the residents of Hampton Park. A Hampton Park purchaser may intend to send their children to private or parochial schools and might be using the $109,000 discount to do just that. This appears to be the case for many residents, as the MHR school district offers no school bus service within Hampton Park. In effect, the $109,000 price difference can be viewed as a voucher toward the cost of private education, the payment of future (higher) taxes, or both.

The larger point is that with the variety of different cities, school districts, etc. that we have in Saint Louis County, there is an abundance of choices, making it more likely that everyone can find a suitable combination of taxes and services. Homeowners vote with their feet — by leaving cities that increase taxes too much or fail to offer quality services. This pressures cities to be efficient. That pressure and competition is reflected in property values, and that benefits all of us.

Gaudiet emptor — Let the buyer rejoice!

The post A $ 109,000 School “Voucher”: A Story of Tax Rates and School Districts appeared first on Show-Me Institute.

A mere mile northeast of the failed Union Station 10 theater, state and federal taxpayers are shelling out tens of millions to build a new theater and parking garage on Washington Avenue. The new theater is certainly more visible than the Union Station 10 theater, but is it more viable? With its commercial vacancy rate of more than 22 percent, and some of the lowest lease rates in the region, downtown Saint Louis is a challenging market for any type of real estate development. Does building new while foreclosing on the old make any sense? This taxpayer wants to know.

The post Am I Missing Something? appeared first on Show-Me Institute.

On most days, getting from Eager to Hanley is a guessing game for drivers unfamiliar with the intersection. Figuring out which lane leads where causes some drivers to cut over at the last minute, triggering road rage.

Hanley Road is one of the most traveled streets in the county, with more than 50,000 vehicles using the stretch near Highway 40 daily, according to the county.

An ideal solution would force drivers to take into account the costs they impose on each other when they drive through congested areas, while also providing an incentive for firms to provide alternatives or improvements to the route. Tolls are about as close to that ideal as you can get. If drivers were forced to pay a small fee to cross the highway at Eager and Hanley when it is congested, many of them would find alternate routes or perhaps try to cross when there is less congestion. This would relieve the congestion and provide a quicker route for those who were willing to pay for it.

The tolls would also send a clear signal to anyone who provides transportation services, both governments and firms: If you can provide an alternate route or means of crossing the highway, or improve the intersection, you can make a tidy profit.

It looks like it’s a bit too late for tolls at Hanley and 40, though:

St. Louis County and Missouri transportation officials announced Monday an agreement to add the intersection to the $535 million Highway 40 (Interstate 64) rebuild. The intersection that leads to dozens of stores and restaurants will be rebuilt as a “jug handle” intersection, eliminating left turns to and from Eager.

Perhaps next time, transportation officials will keep our work in mind when deciding how to fund their next project.

The post I’m Just Eager for Tolls appeared first on Show-Me Institute.

So far, rebuilding Highway 40 has involved ripping out roadway and demolishing and rebuilding bridges.

This morning, the paving begins.

[…]

Paving should continue through October. Although reconstruction of the first phase is on target to finish by Dec. 31, a wet spring kept paving from starting sooner.

It’s nice to hear that the reconstruction of highway 40 is on schedule despite early setbacks because of the weather. However, I don’t think that the addition of a new lane in either direction will solve the congestion problem. Policymakers have framed the problem in a fundamentally flawed way: They see the congestion as an engineering problem only requiring a good design with enough money thrown into execution for a solution.

This is all wrong. Congestion is an economic problem at its very core. It surely is possible to completely solve the congestion problem with enough tax dollars and a decent design, but the question that must be asked is, is it worth it? The problem with Missouri’s current system of funding transportation projects — road construction in particular — is that there is no metric to determine whether a new road or an extra lane is actually worth the costs of construction and maintenance. Ideally, consumers would pay a premium for driving on highly congested roads and receive a discount for driving on relatively uncongested roads. This would help determine whether a new road is worthwhile and cut down congestion at the same time.

A very practical method of approaching this ideal is to use tolls as the primary method of financing road construction and maintenance. With a toll road, the metric for determining whether road construction is worthwhile is simple — if the road turns a profit, it is worthwhile. In addition, reducing congestion (or, more accurately, setting the optimal level of congestion) is simply a matter of adjusting tolls to maximize each respective road’s profit. No public sector necessary, here.

See also David Stokes on toll roads.

The post Engineering a Failure appeared first on Show-Me Institute.

Although MetroLink has had a better security record than other similar transit systems around the country, trains do pass through areas where crime has been a problem, and a number of incidents have been reported since the line expanded in 2006. Metro’s response to the security concerns of citizens could be seen as a reaction to the crime concerns that were first mentioned by Randal O’Toole (and then  were later grossly overexamined by members of the news media).

Without a doubt, a larger and better-armed security force will make riders feel safer, but will this feeling of security be worth $13.1 million in taxpayer money?

On a lighter note, the New York Times has a fun piece up on the unexpectedly correct use of the semicolon in recent subway advertisements. The grammarian in me couldn’t help but share and silently wish that I had a mastery of that most elusive part of punctuation.

The post A Tale of Two Subways appeared first on Show-Me Institute.

Although I was skeptical of this program at first (most likely because of the fact that I’ve never seen two of the Wash U. vehicles leave their spaces in front of Mallinckrodt Center), further thought has led me to believe that the prevailing joy of this Post-Dispatch piece might not be misguided after all.

WeCar represents the efforts of a private company using its resources to correct a social and economic problem. Enterprise, noting that the Highway 40 shutdown would create monumental traffic congestion in the St. Louis area, is offering a fair and convenient service to St. Louis residents that will make their lives easier. In turn, the company itself earns revenue from the rental fees for the vehicles.

The best part about this, though, is that it is a market correction to a civic problem. A car sharing service may not lower congestion all that much, but it certainly costs taxpayers less than the costs associated with expansion of, say, St. Louis’ Metrolink light-rail system.

I know sometimes David Stokes and I don’t agree on things in this forum, but this whole privatization thing might not be that bad of an idea after all.

The post A Car for Me? No, a Car for We appeared first on Show-Me Institute.

Enjoy.

The post St. Louis, the Gateway to Congestion appeared first on Show-Me Institute.

The post Whose road is being traveled? appeared first on Show-Me Institute.