Mobility versus the “Congestion Coalition” (freedom versus planning revisited)
“Unrestricted mobility is every bit as important to American freedom and economic health than health care reform. I hope that the people who have fought socialized health care will work just as hard to fight the congestion coalition.” – R. O’Toole
The United States is the most mobile nation on earth, with the average American traveling nearly twice as many miles per year as the average resident of any other country. That mobility, the vast majority of which is provided by automobiles, has produced enormous benefits, including higher incomes, lower cost consumer goods, better housing, and access to a wide variety of social and recreational opportunities.
Transportation touches everyone’s lives every single day, and most American have to deal with traffic congestion several times a week. So when Congress takes up the subject of federal transportation funding, which it does every six years, people ought to be as concerned as they have been in the ongoing health-care debate.
This is especially true because there is a congestion coalition of powerful interests that wants to reduce our mobility. This coalition includes:
- Big city officials who view the suburbs as rivals;
- Downtown property owners who similarly would like to limit the growth of edge cities;
- Rail contractors who make far larger profits building;
- Subsidized rail lines than from roads paid for out of highway user fees;
- Urban planners who think Americans should be happy to live in cramped, European-like cities;
- Natural area advocates who think no one should be allowed to live in rural areas except for an elite few who know how to appreciate nature; and
- Environmentalists who argue getting people out of their cars is critical to stopping global warming.
The Obama administration has gladly joined this coalition, saying it wants to emphasize livability, not mobility. Secretary of Transportation Ray LaHood recently threw out rules designed to insure that federal transportation funds are cost-effectively spent. Instead, LaHood prefers projects that do not encourage “urban sprawl.” Since the low-densities that planners derisively call sprawl are a direct result of mobility, LaHood is saying he wants to fund wasteful transportation projects that don’t truly enhance personal mobility.
To help people understand and speak out in the livability vs. mobility debate, the Cato Institute published my latest book, Gridlock, which shows how so-called livability plans really make areas unlivable and proposes new policies that would devolve transportation decisions to users, not politicians. Obama’s proposed policies will make housing less affordable, increase traffic congestion, and require cities to either increase taxes or reduce budgets for fire, police, and other vital urban services.
Several states, including Oregon and Washington, have already set targets of reducing per capita driving by 15 percent or more. To reach these targets, planners promote “compact development.” On one hand, Oregon planners have told rural landowners that they can build a house on their own land only if they own at least 80 acres and earn at least $40,000 to $80,000 (depending on soil productivity) per year farming that land. On the other hand, Portland and other city planners have rezoned neighborhoods of single-family homes for apartments with zoning so strict that, if someone’s house burns down, they will be required to replace it with an apartment building.
Planners say this compact development will lead people to drive less. The fact that there is almost no evidence that this will work has not prevented Transportation Secretary LaHood from planning to impose such rules nationwide.
Meanwhile, urban areas such as Denver, Minneapolis, Portland, and San Francisco are spending most of their transportation funds on rail transit projects that hardly anyone will use instead of on projects that can actually relieve congestion (see p. 15). Instead of relieving congestion, they often use highway funds on so-called “traffic calming” projects designed to reduce the capacity of streets and highways to move vehicles. Again they hope–with very little supporting evidence–that increasing congestion will lead people to drive less.
Ironically, congestion is responsible for some of the biggest wastes of energy and unnecessary emissions of carbon dioxide and toxic pollutants in our cities. A recent University of California study found that low-cost measures to relieve congestion could reduce transportation-related CO2 emissions by 30 percent, which is about three times the reduction that most studies predict will result from compact development.
Congress Gears Up
Many of these issues will be debated when Congress reauthorizes federal transportation funding, which it does every six years. The next reauthorization was scheduled to take place in 2009, but will be delayed at least until 2011.
A blueprint reauthorization proposed by House Democrats, led by Minnesota’s James Oberstar and Oregon’s Peter DeFazio, would massively shift federal spending from highways to transit and high-speed rail. Since nearly all federal surface transportation dollars come out of gas taxes and other highway user fees, this means auto drivers would be subsidizing forms of travel that will be used only by a narrow elite.
Previous reauthorizations required the nation’s urban areas to form metropolitan planning organizations (MPOs) that write transportation plans describing how they will spend federal, state, and local funds. About a third of those MPOs have written plans emphasizing compact development and other social engineering schemes designed to get people out of their cars. LaHood has proposed to require that all MPOs rewrite their plans to require such compact development.
To ensure that people cannot escape the compact cities planners are preparing for them, the House bill would also create rural planning organizations that would impose strict limits on development, similar to Oregon’s farm-income test. In effect, transportation is being used as a back-door method of creating a national land-use policy that would virtually eliminate private property rights.
Based on those urban areas that have already written compact development plans, we already know what the effect of those plans will be. First, urban-growth limits cause housing prices to rise dramatically–and then periodically crash when demand flattens out. The housing bubbles that recently decimated the nation’s economy took place almost exclusively in regions that promoted compact development; regions such as Houston and Dallas, which had no such rules, also had no bubbles. If you think the recent crisis was bad, just wait until all of the nation’s housing markets bubble and collapse.
Second, congestion will massively increase. Doubling population density may reduce per capita driving by 5 or 10 percent, but that still means 80 to 90 percent more cars on the road. This represents a huge and completely unnecessary waste of people’s time, fuel, and clean air.
Third, taxes will rise or urban services decline as cities pour money into rail transit and subsidies to developers of compact housing projects. Surveys repeatedly show that the vast majority of Americans aspire to live in single-family homes, and simply increasing the cost of land and home construction is not enough to persuade people to live in higher densities. So Denver, Portland, and other cities subsidize developers with property taxes that would otherwise go to fire, police, schools, and other urban services. As the quality of those services decline, people often end up voting to raise taxes to restore such services, not realizing that they are really funding subsidies to developers.
Let the Market Work
Despite these huge costs, the effect of these plans on people’s transportation habits is minimal. Driving in many of these regions has grown just as much, and transit has remained just as irrelevant, as anywhere else. As a recent plan for Sacramento noted, although previous plans have managed to octuple traffic congestion, efforts to get people out of their cars have “not worked out.” (Yet the new plan called for even more of the same.)
Unrestricted mobility is no less important to America’s freedom and economic health as health care reform. I hope that the people who have repulsed the drive toward socialized health care will reject the government-planning nostrums of the congestion coalition.