Parking is not a public good

Writers at Salon, Slate, and Time have criticized new San Francisco-based apps that allow users to purchase access to a parking spot as another driver is leaving it. The apps MonkeyParking, Sweetch, and ParkModo provide a platform for drivers to let others know when they’re leaving a spot, and reserve the spot until the another user bidding on the spot arrives to pull in. As of last week, the future of these apps is unknown since San Francisco issued a cease and desist order based on the city’s rule against auctioning or leasing public parking spots. All three writers express outrage that the apps’ creators and users are profiting off of government-owned parking spots. At Salon, Andrew Leonard writes:

Monkey Parking’s solution intended to generate profit off of a public good by rewarding those who are able to pay — and shutting out the less affluent. 

One problem with this line of reasoning is that parking is clearly not a public good. It is both perfectly rivalrous and easily excludable. Unlike a public good, the price system provides the right incentives for suppliers to provide the optimal amount of parking based on consumers’ willingness to pay. While Leonard uses the term public good, he may mean simply a good that the government provides, and he argues that entrepreneurs should not be permitted to profit from these public services. While this argument provokes a populist sense of unfairness, Monkey Parking should be evaluated against the current problem of under-priced curb parking rather than against the assumption that city governments are currently pricing curb pricing appropriately.

City governments systematically undercharge for street parking, especially in cities like San Francisco where land is very valuable. These apps are able to profit because the city charges prices for parking below the level that drivers are willing to pay. Without an app that lets drivers pay for the knowledge of parking spot availability, parking spots are allocated by drivers’ time spent driving around and looking for a spot.

Curbside parking spots, typically the most conveniently located and most accessible spots on a block, are often priced lower than nearby garage spots. Because these spots are desirable, they are often full. Drivers circle their destinations looking for available curb spots, paying for the cost of the spot with their time and wasted gas rather than in dollars as they likely would in a free market. Donald Shoup, the expert on all things parking, estimates that 30% of downtown urban traffic congestion is caused by drivers who are cruising for parking. In just one Los Angeles neighborhood, Shoup estimates that drivers waste 47,000 gallons of gas, or 730 tons of carbon annually just looking for parking spots. The cost of the cruising phenomenon in terms of drivers’ time and in greenhouse gases across cities and around the world is clearly immense.

Slate’s Will Oremus argues that allocating parking spaces based on drivers’ willingness to pay for them is regressive:

As if it weren’t enough that middle-class San Franciscans are getting squeezed out of their housing, now they get to worry about some tech tycoon outbidding them for their parking spot. These are public, metered parking spaces, mind you, paid for by taxpayers.

Keeping the price of parking below the market-clearing price is not clearly beneficial to low- or middle-income people as these authors assert. If a low-income person is running late for an important appointment or has a heavy load to carry to his destination, he will likely be thankful for the opportunity to pay a premium for a conveniently located, available spot. The app allows people to trade money for time and convenience, and people of all income levels may or may not want to make this tradeoff in a given situation. Under-priced curbside parking is a subsidy to all drivers, regardless of their income. In San Francisco, low-income residents are less likely to have access to cars than high-income residents, so providing under-priced parking likely subsidizes high-income residents more than low-income residents.

Rather than prohibiting these parking apps, San Francisco policymakers have the opportunity to make them irrelevant. Their program SFPark is already implementing reforms based on Shoup’s recommendations. 8,200 of the city’s curbside parking spots have sensors that indicate whether or not they are occupied. These sensors provide data on when parking spots are occupied, and the meters for these spots are set with the goal of maintaining 15% availability to eliminate cruising. The prices are capped at $6 per hour, so they may not reach levels high enough to maintain 15% availability, creating an opportunity for MonkeyParking to allocate spaces based on price.


Image via San Francisco Examiner

By expanding SFPark to more of the city’s curbside spots and allowing parking prices to go as high as necessary to maintain 15% availability, San Francisco policymakers would capture the parking apps’ potential revenues for the city. For those concerned that charging market-clearing prices for parking hurts low-income residents, this new revenue source could be used to provide a tax credit for low-income people. However, it’s unclear to me why the price of parking should be artificially low to benefit low-income people as opposed to all other goods. Allocating parking based on pricing rather than by queuing allows people to plan their travel based on the true cost of their trip. Setting parking prices at a market-clearing rate would create an incentive for people of all income levels to consider taking transit, biking, or walking to their destination, and would allow anyone to have the availability of conveniently located parking spots at their destination when the it’s worth the price to them.

DC streetcar: Worse than nothing

On Tuesday, DC’s city council passed a tax reform package that will cut funding for future streetcar construction. These cuts come as the H Street streetcar delays continue to mount, and much of the commentary supporting the streetcar has shifted from touting its transportation benefits to its economic development role. As Stephen has explained, the benefits of streetcar over bus depend heavily on streetcars having dedicated lanes, which most of DC’s streetcars wouldn’t have.

Earlier this spring, I was in a bike accident that cemented my opposition to DC’s streetcar. Because the streetcar tracks cover the right two-thirds of H Street’s right-hand lanes, bicyclists typically ride between the two tracks. This creates a situation in which the sudden need to swerve or a brief loss of concentration puts cyclists at a risk of catching their front tire in the track, causing an over-the-handlebars accident when the front wheel comes to a sudden stop. In Toronto, streetcar tracks are a factor in nearly one-third of serious bicycle accidents. While I can say I’ll now go to great lengths to avoid riding on H Street, DC’s lack of good east-west bike routes make it unrealistic to expect all cyclists to avoid the streetcar tracks. Avoiding tracks will be much more difficult for cyclists under DDOT’s plan to eventually construct 22 miles of tracks.

Aside from creating a hazard for cyclists, this streetcar will only provide effective transportation for people visiting H Street retail destinations from the adjacent residential neighborhoods. It does not connect residential neighborhoods to job centers. While some have argued that it’s designed to serve tourists rather than District residents, the streetcar line doesn’t pass by any sightseeing, I don’t think that H Street’s retail is a common destination for tourists. Passengers using the streetcar to travel east from Union Station have to navigate a large parking garage to board the streetcar in the middle of a pedestrian-hostile overpass.

Passengers coming from Union Station will board the streetcar on an overpass outside of a parking bride. Image via Fulertography.

Passengers coming from Union Station will board the streetcar on an overpass next to a parking garage. Image via Fullertography.

Its poorly planned route will, however, cause delays for bus riders and drivers as the streetcar comes to a stop behind cars turning right, cars that don’t park close enough to the curb, or inevitable breakdowns. The H Street corridor has the one of the city’s busiest bus routes with an average of over 15,000 riders each weekday. Unlike the streetcar, the X1, X2, and X9 buses actually connect residential neighborhood’s to job centers and they serve passengers who live farther east in Anacostia. The streetcar will reduce the effectiveness of these valuable routes by adding to delays and reducing frequency as a result.

While streetcar construction has coincided with rapid-fire gentrification on the H Street corridor, those who attribute these changes to the streetcar’s presence discount other policies and trends that happened simultaneously. In 2006, then mayor Fenty implemented the Great Streets Initiative, a grant program that provides up to $85,000 to small businesses businesses renovating space on corridors designated for the program. H Street was the first corridor designated as part of the Great Streets Initiative and the only corridor eligible for small business grants until 2013 when the program was expanded to include several additional corridors. explains:

DMPED [Office of the Deputy Mayor for Planning and Economic Development]  received an initial capital authorization of $16.6 million to provide development assistance, multiple property owner grants, technical assistance, loans and credit enhancements to projects like those happening on H Street. DC Council also authorized DMPED to issue up to $95 million in tax increment finance (“TIF”) notes or bonds to support retail projects within six retail priority areas along the initial GSI corridors. Up to $25 million out of the $95 million was authorized on H Street NE.

Staff at DMPED were not able to provide data on grant recipients before 2012, but for 2012 to the present, they provided data for each grant issued. Since 2012, H Street businesses have received nearly $2 million in grants for facade improvements and renovations. This is about a third of all of the grant money that the program has awarded in that time period. It’s clear that between 2006 and 2012 H Street businesses received millions of economic development spending, including a $5 million subsidy for Giant supermarket. These grants factored into dozens of entrepreneurs’ decisions to open businesses on the H Street corridor rather than another neighborhood in the city.

Furthermore, the pattern of redevelopment in the Atlas District suggests that these grants may have played a more important role than the streetcar. Typically, neighborhoods experience residential gentrification first, and the commercial gentrification bringing new shops and restaurants follows. As developers sometimes say, “retail follows rooftops.” However, the Atlas District experienced the reverse order. The bars and restaurants on H Street didn’t spring up to serve a new affluent neighborhood population or people moving to live near the streetcar line; rather a dedicated shuttle bus from Chinatown brought bar patrons from other neighborhoods in the city out to H Street for the first years that new bars were opened their doors on the corridor. In the 20002 zip code, home values held fairly steady from 2009 to 2012, indicating that demand for residential property didn’t surge until well after the commercial corridor began to gentrify. Home values in this zip code closely follow the city’s trend from 2005 to the present, whereas other zip codes, like 20009, show home price spikes that can more likely be attributed to a change in the neighborhood’s desirability, rather than the city’s general growth.

Of course, H Street’s gentrification is far from an objective policy success. The Great Streets Initiative grants that encouraged building renovations were tailored to benefit new businesses coming to the neighborhood, rather than existing businesses that served long-time residents. But even given the questionable policy goal of gentrification, it’s unclear that the streetcar can take credit for economic development. The streetcar will make commuting more difficult for X bus riders, and if tourists want to take the streetcar, they’ll have a difficult time reaching its western terminus from Union Station. Still not carrying passengers five years after construction began, the streetcar is a very expensive bike trap.

How Affordable Housing Policies Backfire

Affordable housing policies have a long history of hurting the very people they are said to help. Past decades’ practices of building Corbusian public housing that concentrates low-income people in environments that support crime or pursuing “slum clearance” to eliminate housing deemed to be substandard have largely been abandoned by housing affordability advocates for the obvious harm that they cause stated beneficiaries. While rent control remains an important feature of the housing market in New York and San Francisco, even Bill de Blasio’s deputy mayor acknowledges the negative consequences of strong rent control policies. In the U.S. and abroad, politicians and pundits are beginning to vocalize the fact that maintaining and improving housing affordability requires housing supply to increase in response to demand increases.

While support for older housing affordability policies has dissipated, the same isn’t true of inclusionary zoning.  From New York to California, housing affordability advocates tout IZ as a cornerstone of successful  housing policy. IZ has emerged as the affordable housing policy of choice because it has the benefit of supporting socioeconomic diversity, and its costs are opaque and dispersed over many people. However, IZ has several key downsides including these hidden costs and a failure to meaningfully address housing affordability for a significant number of people. Shaila Dewan of the New York Times captures the strangeness of IZ’s popularity:

New York needs more than 300,000 units by 2030. By contrast, inclusionary zoning, a celebrated policy solution that requires developers to set aside units for working and low-income families, has created a measly 2,800 affordable apartments in New York since 2005.

DC’s City Center includes 92 affordable units. Image via Foster and Partners.

Montgomery County, a Maryland suburb of DC,  has perhaps the most well-established IZ policy in the country. After 30 years, the program has produced about 13,000 units. Montgomery County is home to over one million people, 20 percent of whom have a household income of less than $43,000 annually. While this is an extraordinarily high income distribution relative to the rest of the country, this makes the county’s median apartment rental of nearly $2,300 out of reach for many more people than even an aggressive IZ policy can serve.

While Montgomery County’s IZ housing does not reach a large percent of its population, it has provided many more units than other cities’ programs have. Washington, DC’s IZ law was passed in 2006, requiring developers to set aside 8-10% of units as affordable in all new projects with more than 10 units. As of the most recent 2012 report, DC’s IZ program has yet to reach a single beneficiary. The IZ units that have made it to market are sitting empty. This is in part because IZ units, priced to be affordable to those making between 50% and 80% of the Area Median Income, are not the most cost effective choice for many people in this income range, potential beneficiaries of owner-occupied IZ units may not be able to qualify for a mortgage. IZ units tend to be one- or two-bedroom apartments. Low- and moderate-income DC residents may be able to find housing that is much more affordable than what IZ provides by living in a larger apartment with a roommate(s), in a group house, or with family. By attaching these affordable units to new, often luxury buildings, IZ siphons affordable housing resources to the type of housing where it will buy the least.

Evidence on the benefits that mixed-income housing provides for low-income people is mixed, but it’s hard to deny that inclusionary zoning beneficiaries win a lottery. They live in new construction in desirable neighborhoods, housing that would cost several times as much at the market rate. However, IZ’s effects are not limited to beneficiaries, and its costs are not fully borne by developers. Because developers will lose money on the IZ units they build, this cost has to be made up in the market rate units in order for the project to go forward. This adds to construction costs and also incentivizes luxury units that can better absorb the cost of the IZ units relative to more affordable construction. While providing affordable housing to a few lucky low-income people, IZ also makes housing less affordable for everyone who doesn’t receive the benefit by reducing housing supply and skewing the market toward luxury housing that can subsidize the affordable units.

IZ appears free to everyone except developers because it’s not paid for out of city budgets. But ultimately housing consumers share in the cost of IZ units through a hidden tax. By making new construction more expensive, IZ also reduces the rate at which the prices of older or less desirable housing filters down to the point that it becomes affordable to low- and middle-income residents. Putting affordable housing in new construction ensures that it will benefit fewer people than the same amount of resources otherwise could. IZ supporters emphasize the importance of neighborhoods that are socioeconomically diverse but ignore the opportunity cost. Low-income people may be well-served by putting resources toward living in a diverse neighborhood, but this competes against many other places their resources could go, including investing in a business, pursuing education, or prioritizing nutritious food.

As economist Ben Powell explains, IZ can be designed not to have an effect on market-rate housing prices if developers are allowed to voluntarily trade the provision of IZ units for density bonuses. In that case the bonuses must be high enough to offset the cost of the below-cost units. However, as Stephen has pointed out, IZ creates an affordable housing lobby that opposes upzoning without affordability requirements. Eliminating IZ would put all housing affordability advocates on the same team. The same amount of resources currently providing for IZ units could be levied as a transparent tax and transferred to low-income people as cash rather than as luxury housing. This would also allow for resources to be distributed based on need, rather than giving a few households a jackpot.

The Use of Knowledge in Urban Development

This post was written for an essay contest on the question “What would Hayek say today?”

Hayek and other Austrian economists demonstrated that government ownership of the means of production is a sure route to poverty, but today, central planning remains the norm in one crucial area: cities. In the United States, the Supreme Court determined that cities could designate sections of city land for specific types of development in the landmark case Euclid v. Ambler. Since then, land use regulation has expanded to include heights limits, parking requirements, and design guidelines across the world’s great cities. Urban planners and politicians determine the rules for the location and types of development permitted within their jurisdictions, and ultimately have veto power over major projects designed in the world’s great cities. If Hayek were alive today, he would focus on applying his work on the knowledge problem to city planning.

In the United States, progressive city planners began promoting restrictions on building height and density with the objectives of promoting light and air in the early twentieth century. At the time, these objectives were considered important for public health.  Property owners and policymakers soon realized that zoning tools could also be used to protect home values by preventing the construction of low-cost, high-density housing.

Today, property owners support a wide range of policies designed to limit housing supply and increase the value of their assets. These policies include minimum lot sizes, density limits, and parking requirements. While a large economics literature describes the regressive effects of zoning, these policies remain nearly ubiquitous in the Western world. They owe their persistence to powerful public choice incentives that lead policymakers to favor their current constituents over the unrepresented people prevented from moving into their municipality or neighborhood by restrictive land use regulations (Schleicher, 2012).

While the institutional landscape favors the continuance of restrictive zoning, land use regulations are not well-suited to shaping city design. Urban development is an information gathering process based on dispersed and tacit knowledge of entrepreneurs, like other market processes. As Hayek describes in “The Use of Knowledge in Society,” even if city planners have the best of intentions, they are incapable of accessing the information that would guide land and building resources toward their best uses in a free market (1945).

Unlike private sector developers, city planners do not experience profit and loss, leaving them without the single tool that can best direct the allocation of resources within a city over time. Israel Kirzner clearly explains the centrality of profit and loss in the market process:

The only difference between one market day and the following one was that plans made for trading during the latter day are based on estimates of prices learned through the market experience of the previous day. Agitation in the market was caused by rapid changes in plans made by the various participants as market experience steadily spread more information and repeatedly indicated fresh opportunities for profitable trade. When one superimposes upon this already complicated picture a particular pattern of unforeseen changes in initial commodity-endowments and in individual tastes, things become far more complex (1963).

With access to this powerful learning tool of profit and loss, property owners, developers, and consumers will improve the allocation of a city’s land over time with each day providing opportunities to buy, sell, and redevelop. This process leads to a city that relentlessly improves meeting consumers demands as entrepreneurs see individual opportunities to profit. Because this tool is available only to those with access to the profit and loss mechanism, city planners will never be able to equal the urban development success that a free market can. The absence of profit and loss feedback and the disperse nature of knowledge that leads to profit opportunities are the reasons that efficient resource allocation is impossible under central planning, as Hayek detailed in “Socialist Calculation: The Competitive Solution” (1940).

Urban theorist Jane Jacobs identified the same problem in city planning that Hayek revealed in economic planning. In her 1961 classic The Death and Life of Great American Cities, Jacobs even used language similar to Hayek’s, explaining the “the knowledge of the particular circumstances of time and place” (Hayek, 1945) as “locality knowledge” (Jacobs, 1961). Neighborhood residents have insights into the best use of the land in the few blocks that they traverse daily, but planners cannot access this disperse information because even the most well-intentioned planners are not omniscient.

Jacobs’ ideas have profoundly influenced urban planners, particularly within the Smart Growth and New Urbanist movements. These planners have absorbed Jacobs’ criticism of traditional zoning regulations that limit urban density and prevent mixed use neighborhoods. Traditional zoning leads to cities in which walkable development patterns are illegal and to the collapse of the emergent “sidewalk ballet” that she observed in New York’s Greenwich Village (Jacobs, 1961).

However, in those branches of urban planning where Jacobs’ observations on the benefits of dense, mixed-use neighborhoods have permeated, planners typically fail to realize that she espoused the potential for emergent order within cities when homebuilders, shopkeepers and residents are free to act in their own self interests. Rather, today’s progressive planners seek to mandate the type of development that Jacobs herself preferred as a matter of taste through regulatory tools such as urban growth boundaries, parking maximums, and public transit spending.

Smart Growth and New Urbanist city planners typically attempt to correct past government failures with new government regulations and programs. They fail to recognize that the key to allowing emergent order in cities is deregulation, permitting landowners to build the type of development that consumers demand (Washington, 2010). In Law, Legislation and Liberty Volume 1, Hayek demonstrates the importance of allowing individuals to rely on their own knowledge for decision making:

A condition of liberty in which all are allowed to use their knowledge for their purposes, restrained only by rules of just conduct of universal application, is likely to produce the best conditions for achieving their aims; and such a system is likely to be achieved and maintained only if all authority, including that of the majority of the people, is limited in the exercise of coercive power by general principles to which the community has committed itself (1978).

By attempting to engineer cities to fit their vision, planners of all persuasions violate this principle of liberty and, in doing so, prevent individuals from seizing mutually beneficial exchange opportunities to improve city design.

If Hayek were alive today, he would draw a parallel between markets and cities as dynamic processes, demonstrating the errors that city planners make when they attempt to build Jacobs’ emergent urban vision through regulation and fiat. Mises, Hayek, and Kirzner convincingly show that economies are not mechanistic and economic growth cannot be conducted from the top down. Likewise, cities are not machines; they are dynamic marketplaces that provide the spatial component of entrepreneurial activity (Ikeda, 2012). Attempting to direct urban growth from the top down limits a city’s ability to facilitate exchange and learning through the market process.

Today, federal government issues such as monetary policy, fiscal adjustments, and national economic development receive more attention from free market scholars than land-use regulation. However, it’s hard to overstate the impact that land use regulations have on individuals’ lives and on productivity growth. Researchers at the Santa Fe Institute have established that urban scale is related both to economic growth and to efficient use of public and private infrastructure (Bettencourt and West, 2010). Similarly, Harvard economist Edward Glaeser’s extensive body of research shows that urban density is vital to economic development and that without freedom to build, housing costs rise prohibiting opportunities for productivity growth (2012).

In a free market, cities will continuously move toward an equilibrium in which they are best suited to meet the needs of their residents, but land use regulations put a stop to this process. Because cities provide the spatial component of entrepreneurial learning, preventing these marketplaces from improving over time comes with a high toll in economic growth. Like markets, successful cities grow, but they cannot be made. Today Hayek would be writing about the importance of the urban development process that provides the space where entrepreneurship takes place.

The Value of Walkability

Last week DC Streetsblog reported on a new survey from Kaiser Permanente. The survey covers Americans’ attitudes toward walking and their self-reported walking habits. While a substantial majority of people believe that walking has health benefits ranging from weight management to alleviating depression, the survey found that most people walk less than the 150 minutes per week that the Centers for Disease Control and Prevention recommends. The Streetsblog coverage attributes a lack of walkable infrastructure to low walking rates, although it’s not clear to me that the survey explicitly supports this conclusion. However, past research demonstrates that people who live in neighborhoods where they are able to complete errands on foot do, unsurprisingly, do walk more than those who don’t.

While people may not cite walkabilty as an important consideration in choosing a house, choosing a home involves weighing many factors, from size, price, distance to work and other amenities, aesthetic, and countless others factors. Consumers rely on tacit knowledge to weigh many of these factors because they can’t consciously enumerate all of them in making a decision of where to live.

For this reason, revealed preference theory is a more reliable tool than survey data for observing how consumers value one attribute of a complex good like housing. Building on a past project, my colleague Eli Dourado and I are studying whether or not consumers do pay a premium for greater neighborhood walkability. Using a fixed-effects model, across all metropolitan and micropolitan statistical areas in the United States, our preliminary results indicate that, on average, Americans are willing to pay a premium of about $850 for a house with one additional point in Walk Score. Because of the many restrictions that limit walkable development, consumers have to pay this premium for the scarce supply of houses in walkable neighborhoods.

This finding also indicates that, in a world with fewer regulations limiting the supply of walkable development, the free market would provide a greater supply of walkable neighborhoods because developers have opportunities to profit from doing so that are currently prevented by regulations. In a freer market, more people would have the opportunity to live in neighborhoods where completing daily errands on foot is feasible. These findings don’t tell us what, if any, public health improvements would be seen from more people living in walkable neighborhoods, but they give us a clearer picture of the value people place on walkability than survey data does.

Market suburbanistsoften cite survey data finding that most people prefer detached, single family homes to living in multifamily housing. They also often say that revealed preferences back up these surveys because most Americans live in single family homes. Indeed, this is true, even in the largest cities. However, looking at the housing choices that Americans make while ignoring both regulations that limit the potential choice set and without considering the prices consumers pay is misleading, like saying Americans prefer Fords to BMWs because there are more of them on the road.

An understanding of consumers’ complex decision process in selecting a home cannot be accurately gleaned from either survey or Census data; rather, this information should be observed based on the price that emerges between buyers and sellers in the market. While, all else equal, most people might prefer a large detached house with a big yard, in weighing the many factors like proximity to amenities, price, and house size, we find that people are willing to pay a premium for walkability.

While I’m not prepared to make any claims about health benefits from permitting more walkability, it is clear that people are willing to pay a premium to live in more walkable neighborhoods and that in a freer market, more walkable development would be provided.

Local Greenhouse Gas Rules Likely to Backfire

Next week the Cambridge City Council will consider a petition to require new or newly renovated buildings of 25,000 square feet or more to be net-zero emissions. Under the rule, any energy that buildings use beyond what they produce must be sourced from approved, renewable energy sources. While intended to reduce greenhouse gas emissions, the rule would have some easy to foresee side effects:

Jeff Roberts, a land use and zoning project planner for the city, said the cost of developing what is being called “net zero” buildings could be passed on to tenants, and could drive away new development.

“There’s always the possibility that this would create a shift–that the cost might cause development that would otherwise occur in Cambridge to occur in other communities that don’t have similar requirements, such as Boston or Somerville or suburban areas,” Roberts said.

With this rule, Cambridge would follow in the path of other cities that have attempted to reduce greenhouse gas emissions at the local level. Santa Monica has been one of the municipalities leading the way on  attempts to reduce greenhouse gas emissions since 1994. The city has adopted its own standards for greenhouse gas reduction, but has made little progress toward its defined targets, today using 35% more electricity per household than the average California household does. While the environmental activists that support these local-level rules surely realize that greenhouse gases do not recognize political jurisdictions, local greenhouse gas emissions reductions in cities like Santa Monica and Cambridge miss the real opportunities to reduce reliance on fossil fuels.

It’s unsurprising that very left-leaning cities have pioneered these types of rules, but in doing so, these cities are missing the real opportunities they have to reduce emissions. Santa Monica is one of the most walkable places in the Los Angeles area, offering opportunities for those in other LA neighborhoods to switch to a lower-greenhouse gas lifestyle by moving there. However, density restrictions and a complex entitlement process reduce building supply there. While the city is seeking to reduce carbon dioxide emissions among its own residents, it’s simultaneously preventing the development of new, higher-density development that could reduce more Los Angeles residents’ demand for driving.

Similarly, Cambridge has a Walk Score of 82, along with better transit access than many Boston suburbs. The proposed “net zero” rule would take away opportunities for people to live in Cambridge, likely pushing them to suburbs where they will probably lead higher carbon emission lifestyles than they would have in Cambridge. While local policymakers and activists may want to feel like they are doing something to reduce greenhouse gas emissions, they should first look at the existing regulations that promote greenhouse gas emissions rather than implementing a new regulations with its own unintended consequences.

The effect of Santa Monica’s infamous rent control policy has diminished because the rules don’t apply to all new buildings, but a plethora of regulations reduce the city’s supply of dense, rentable housing. In Cambridge, minimum parking requirements act as an obstacle to new residential and retail growth, pushing this growth to the suburbs instead. If policymakers and activists in the cities that are charting new territory on local greenhouse gas emissions care about carbon emissions more than the political credibility of being seen as doing something, they should seek deregulation in their cities rather than adding new regulations that will further restrict growth in dense, walkable areas. At the very least they should not pursue rules that will drive more carbon emissions to neighboring municipalities.

Urban-Rural Political Alliances Hurt Cities

While House Republicans have stripped food stamp benefits from the farm bill to get enough votes to pass the bill’s agricultural supports,  the Supplemental Nutrition Assistance Program may be added back into the bill in conference with the Senate. The farm bill get its strength because it aligns the interests of urban Democrats and rural Republicans in Congress, facilitating log-rolling where the majority of congressmen are willing to support the bill because it directly benefits their districts.

While the food stamp program has in the past made up a large portion of the bill’s costs, with these these funds flowing primarily to urban residents, urbanists should be leery of the urban-rural alliance that facilitates continued support for the farm bill. Aside from the primary cost drivers including nutrition programs and farm supports, the bill also includes measures like rural broadband and rural utilities services loans designed to subsidize living in areas where providers do not find it profitable to provide services.

Unlike SNAP benefits, which are available for rural and urban residents based on income, rural infrastructure support is allocated to locations rather than individuals. Providing subsidies based on location is hugely attractive to Congress because it allows members to provide concentrated benefits directly to their constituents. However, subsidizing individuals’ choices to live in areas where building infrastructure is inefficient limits economic growth potential. Cities provide better job opportunities and are centers of innovation, so policies that subsidize rural living don’t make sense.

While the farm bill is a clear example of an urban-rural alliance that facilitates these subsidies, many programs similarly subsidize infrastructure in rural areas from USPS providing flat-rate delivery to the Essential Air Service program that subsidizes service to 163 airports that would otherwise not be profitable. Because all senators represent states with rural post offices and most have constituents who use airports in the EAS program, the political system is set up to maintain these subsidies that lead some people to choose to maintain a rural lifestyle.

This isn’t an argument that city residents aren’t getting their fair share of federal spending; in fact, residents of urban counties received more per capita spending than those is rural counties (link to 2010 data, the most recent available). Rather, urbanization is a process that provides benefits both to those who move to cities and those who live there through greater economic innovation and cultural diversity, so the political gains of rural subsidies come with high costs. As Ed Glaeser explains, urbanization is a key part of economic growth within the United States, with people in cities being more productive than those who don’t. “the three largest metropolitan areas producing 80% of GDP but containing only 13% of population.”

Rural living has its own set of advantages that individuals should be free to choose if they like, but this lifestyle choice should not be subsidized by those who choose to live in cities and suburbs. Subsidies should follow individuals rather than locations to avoid discouraging urbanization.

Detroit’s art is not the key to its revival

Detroit’s art assets have made news as Emergency Manager Kevyn Orr is evaluating the city’s assets for a potential bankruptcy filing. Belle Isle, where Rod Lockwood recently proposed a free city-state may be on the chopping block, but according to a Detroit Free Press poll, residents are most concerned about the city auctioning pieces from the Detroit Institute of the Arts’ collection.

I’ve written previously about the downsides of publicly funding art from the perspective of free speech, but the Detroit case presents a new reason why cities are not the best keepers of artistic treasures. Pittsburgh’s Post-Gazette contrasts the Detroit Institute of Art’s situation with the benefits of a museum funded with an endowment:

As usual, Andrew Carnegie knew what he was doing.

The steel baron turned philanthropist put the City of Pittsburgh in charge of operating the library he gave it in 1895, but when he added an art museum to the Oakland facility just one year later, he kept it out of city hands.

“The city is not to maintain [the art gallery and museum],” Carnegie said in his dedication address. “These are to be regarded as wise extravagances, for which public revenues should not be given, not as necessaries. These are such gifts as a citizen may fitly bestow upon a community and endow, so that it will cost the city nothing.”

Museums and other cultural amenities  are a sign of a city’s success, not drivers of success itself. The correlation between culturally interesting cities and cities with strong economic opportunities is often mistakenly interpreted to demonstrate that if cities do more to build their cultural appeal from the top down, they will encourage job growth in the process. Rather, a productive and well-educated population both demand and supply these amenities. While an art museum may increase tourism on the margin, it is unlikely to draw additional firms or individuals away from other locations. Detroit is sitting on an estimated $2.5 billion in art, enough to put a dent in its $15 billion long-term obligations.

On a recent episode of Econtalk, Ed Glaeser explains that over investing in public amenities relative to demand is a sign of continued challenges for municipalities:

It is so natural and so attractive to plunk down a new skyscraper and declare Cleveland has ‘come back.’ Or to build a monorail and pretend you are going to be just as successful as Disney World, for some reason. You get short-term headlines even when this infrastructure is just totally ill-suited for the actual needs of the city. The hallmark of declining cities is to have over-funded infrastructure relative to the level of demand in that city.

Similarly, cities throwing resources at museums and other amenities designed to attract the “creative class” are highly likely to fail because bureaucrats are poorly-positioned to learn about and respond to their municipalities’ cultural demands. When cities do successfully provide cultural amenities, they are catering primarily to well-educated, high-income residents – not the groups that should be the targets of government programs.

I think it’s highly unlikely that Detroit will sell off any taxpayer-owned art to pay down its debts based on the media and political blow back the possibility has seen. However, seeing the city in a position where it owns enough art to cover a substantial portion of its unsustainable long-term debts demonstrates why municipalities should not be curators. Tying up municipal resources in art is irresponsible. The uncertainty that the city’s debt creates for future tax and service provision is clearly detrimental to economic growth. While assets like museums are nice for residents, they do not attract or keep residents or jobs.

Detroit does have an important asset; new ideas need cheap rent. Detroit’s affordable real estate is attracting start ups with five of the metro area’s young companies making Brand Innovator’s list of American brands to watch. While these budding businesses could be key players in the city’s economic recovery, top-down plans to preserve and increase cultural amenities for these firms’ employees will not.