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 has over mass transit is density: there are innumerable regulations at every level of government in the United States which favor low-density, single-family detached housing over the denser forms that dominated non-rural areas before the 20th century. Successful roads as we have in America require this low density to remain (almost) financially solvent – it would be very difficult to cope with people’s road needs if they were allowed to build as densely as they would without maximum density zoning rules and minimum parking regulations.

As a thought experiment, imagine your local town/neighborhood with twice the density. Chances are, the roads would quickly become very congested. They would have to be widened, which would require money, and even more money than normal, because the government would have to purchase valuable land next to existing roads. (That is, assuming that eminent domain is not used.) The gas tax would have to be raised, and soon the costs would get out of hand. On the other hand, mass transit would become more profitable rather than less, because much less track needs to be laid to satisfy the same demand, and mass transit systems have much more excess capacity than roads. If densities are limited, though, then this alleviates both stress on roads that go through valuable urban property (which are expensive and difficult to widen) and forces people to drive farther, thus paying more in user fees.

There’s a legitimate case to be made against American transportation and land use policy, but condemning highway subsidies ain’t it.

This post was written by Stephen Smith, who writes for his own blog called Rationalitate.

The post Matt Yglesias fails to make the right case against highways appeared first on Market Urbanism.

Jane Jacobs is one of those intellectuals who seem ever on the periphery of the libertarian movement. Her book, The Death and Life of Great American Cities, can be found on the shelves of many a libertarian, though often unread. Perhaps this is because her name tends to be associated with leftish intellectuals who decry the rise of the suburbs and the decline of the downtowns, even though Jacobs strongly resists being labeled by any ideological movement, left, right, or other.

What is not commonly known, however, is that her works are full of arguments and insights on the economic nature of communities, on central planning, and on ethics that libertarians would find original and enlightening.

In the works of Jacobs, the order present in a well-functioning urban area emerges as the result of human action but not human design. It arises from a myriad of individuals each pursuing their own interest and carrying out their own plans, within a framework of rules that encourages peaceful cooperation over violent aggression.

I have added Jacobs’ The Death and Life of Great American Cities
to my list of books to read. In fact, I bumped it to next in line. Hopefully her ideas will inspire a series of fresh blog posts.
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Mathew Kahn tipped us off to proceedings from a conference on The Economics of Agglomeration edited by Harvard Urban Economist Ed Glaeser.
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Economist – An Arable Parable: Is Farmland Undervalued?

With many financial assets in the doldrums and markets spooked by the twin spectres of economic weakness and rising inflation, is it time to head for the hills? Barton Biggs, an investment guru, famously suggested that those wishing to preserve their wealth in times of turmoil should consider buying an “unostentatious farm”. And rural land has long been seen as a good inflation hedge.

But now may not be the most opportune time for investors to swap their wingtips for wellies. After more than two decades in the mire, the value of farmland has soared over the past few years on the back of strong prices for agricultural commodities, low interest rates and urban sprawl. It has become so fashionable that some wonder if it is a bubble waiting to burst.

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Brian J. Phillips – NIMBY Songs

The real issue is how to resolve such issues. More and more often, the home owners run to government and seek some law that will prohibit the proposed project. They reject the concept of property rights and seek to impose their values upon the rightful property owner. They reject voluntary, consensual interactions between individuals and seek to substitute the coercive power of government.

The post Weekend Reading: Jane Jacobs, Agglomeration, Farms, NIMBY Songs appeared first on Market Urbanism.