Stephen Smith

Stephen Smith

I graduated Spring 2010 from Georgetown undergrad, with an entirely unrelated and highly regrettable major that might have made a little more sense if I actually wanted to become an international trade lawyer, but which alas seems good for little else. I still do most of the tweeting for Market Urbanism Stephen had previously written on urbanism at Forbes.com. Articles Profile; Reason Magazine, and Next City

Using eminent domain to blight neighborhoods

by Stephen Smith The Weekly Standard has a comprehensive and compelling piece of investigative reporting on Columbia University’s attempt to acquire 17 acres in the heart of the Manhattanville section, north of its Morningside campus. The tale is a classic example of eminent domain abuse – the university worked hand-in-glove with the government to designate the area as blighted and eligible for eminent domain action, and the university’s lawyers pushed the limits of rational argument so far and yet look like they’ll probably come out on top. But perhaps more importantly in this process of acquiring the necessary Manhattanville land on which to build its gleaming new Campus upon a Hill (and under which to build a mammoth garage complex) is not the explicit use of eminent domain, but rather the threat of the land being taken by force. Whereas Columbia’s initial land acquisitions before the expansion plans were made public were probably not made under duress, as time went on, Columbia’s plans became known, and, as a holdout landlord’s leasing agent put it: “At some point along the line, with all of these concerns, the knowledge that Columbia University can or will invoke eminent domain has caused [ground floor retail renters] to seek out alternative space arrangements.” This is a phenomenon that affects all negotiations with the government and big institutions like Columbia – and, post–Kelo, even private buyers – and which makes it very difficult to be sure that the owner didn’t sell for less than they’d have liked (or, indeed, might not have wanted to sell at any price). As it is, the land that Columbia has already acquired – 70% of what it wants – is largely vacant and most definitely more “blighted” than the land it wants to buy, however the relevant (and irrelevant) acronymed […]

Matt Yglesias fails to make the right case against highways

Matt Yglesias is one of the best mainstream bloggers on land use/transportation that I know of. As one blogger (who I don’t recall right now) once said, his urban planning and transportation posts could be blogs in their own right. However, it’s puzzling that in an article for Cato Unbound, he comes up with such a pathetic rejoinder to the O’Toole/Cox/Poole “vulgar libertarian” transportation cabal, who don’t seem to have ever met a road they didn’t like: Or consider the fact that Randall [sic] O’Toole is indignant about the prospect of public expenditures on mass transit systems, but appears to have little to say about public funding of highways. This, too, looks more like a case of narrow business interests than sterling free market principles. While Yglesias’ instincts are right – current transportation markets in America are highly distorted – the reason they’re distorted has little to do with the ways highways are financed. Based on some basic figures, Randal O’Toole concludes that the vast majority of road funding – over 80% – comes out of user fees. Now, of course there are still some subsidies there, but it’s really nothing compared to the subsidies that mass transit systems receive, which in America never even come close to covering operating costs, never mind capital expenditures. Now, there are some problems with the 80% number, such as the government’s favorable access to bond markets and the legacy of infrastructure that wasn’t paid for with user fees, but all in all, it’s hard to argue that roads have a subsidy advantage over mass transit. However, that’s not to say that Yglesias doesn’t have a point when he says that libertarians and conservatives have blind spots when it comes to how they see transportation. But the real government benefit that the road/car system […]