The Political Economy of Sprawl

sprawl by James A. Bacon

I spend a lot of time agonizing over questions that nobody else does. That’s largely because I’m one of the world’s few conservatives who supports the broader vision of the Smart Growth movement.* I have articulated a vision of Smart Growth that is based upon the principles of fiscal conservatism, limited government and free markets. But not many people are buying it.

The reason, I think, can be traced to the political economy of sprawl. Republicans, the party that nominally stands for fiscal conservatism and free markets but rarely governs that way, comprise the party of sprawl. (By “sprawl” I mean the scattered, low-density, autocentric pattern of development that prevailed during the post-World War II era.) Republican voters tend to live in communities born of sprawl, benefit from the subsidies and cross-subsidies that perpetuate sprawl, don’t want to change the way they live and don’t want to give up the subsidies.

Urban geographer Richard Florida drove home that political reality in a recent post on the Atlantic Cities blog. He started with the new data set created by Smart Growth America (See “Measuring Sprawl“) that measured major metropolitan regions on the basis of density, definable activity clusters, mixed uses, walkability and jobs/housing balance. His people then correlated the sprawl index with voting patterns. He wrote:

The connection between sprawl and conservatism comes through loud and clear in our analysis of more than 200 of America’s metro areas. Our correlations suggest that sprawled America is Red America, while Blue America takes on a much more compact geography. The Sprawl Index was negatively associated with the share of voters in a metro who voted for Mitt Romney in 2012 (with a correlation of -.44); and it was positively associated with the percentage who voted for Barack Obama (.43). These were among the strongest correlations in our analysis.

Other researchers have identified a tipping point — roughly 800 inhabitants per square mile — at which voting patterns tend to shift from red to blue.

While Republicans and conservatives have an eagle eye for certain types of subsidies — industrial policy for green tech (Solyndra), say, or a tax code riddled with special perks for special interests, or the massive welfare state that subsidizes poverty-perpetuating behavior — they turn a blind eye to the subsidies that benefit their own constituents. Thus Republicans support the mortgage-interest deduction that favors suburban home ownership. Republicans look askance at subsidies for mass transit (which their constituents are less likely to use) yet they are perfectly willing to subsidize new highways (which their constituents are more likely to use). They decry liberal social engineering when it comes to urban policy but happily support exclusionary zoning that keeps the poor “over there” — even if such zoning violates the property rights of developers who would freely and willingly build low-income housing.

The bottom line is that Republican and conservative politicians apply their free-market, fiscal-conservative principles selectively — when it gores their political foes — and ignore their principles when necessary to protect the interests of their constituents.

Don’t get me wrong. Anyone who knows me knows that I hold Democrats and liberals in even greater disregard. Their hypocrisy is boundless. White, upper-income Dems paint Republicans as racist even as they live in congressional districts with the greatest income disparity and attend the most segregated schools. (See here and here.) The latest case in point comes from Greater Greater Washington: “A new report says Montgomery County (Md.) schools are becoming segregated by income, race, and ethnicity and that ‘white flight’ is occurring in the lowest-performing schools. But officials deny that it’s even happening.” Montgomery County’s 2012 presidential vote: 71% for Barack Obama.

But the cause of truth, justice and the American way compels me to skewer not only my ideological foes but my erstwhile friends and allies when they veer from the path. And the Republican/conservative support for the sprawl-perpetuating policies veers far from the path.

I guess I’ll be a lonely voice for a long time.

* There are a few other voices. Check out the Smart Growth for Conservatives blog.


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45 responses to “The Political Economy of Sprawl”

  1. Congrats! and credit given for confronting the reality!

    re: ” 800 inhabitants per square mile ”

    = 800 inhabitants per 640 acres.. is that right?

  2. “Smart Growth” requires some level of collective government … that seems to be the undeniable truth.

    In the current world of “conservatism”, there are folks who freely exercise the view that much of what government does is illicit and wrong… and identifying conservatives with Jim B’s perspective is
    pretty much a fruitless search….

    Even Jim B has complaints from taxi cartels to exclusionary zoning and lots in between….

    not sure I’ve ever heard a clear specification from Jim B as to what specific things done by city/urban government are “acceptable” and what are not. It’s sorta like trying to get Conservatives to say which things the government can do for health care different from what it does for ObamaCare, Medicare and Medicaid.

    we keep hearing free-market based, patient-centered approaches but then we hear that of course kids should stay on parents policies, no denial of pre-existing conditions and portability across state lines … to name a few.

    it’s dang hard to get an actual real specification on conservative smart growth or health care. What we hear most often is what is not liked but precious little on what it ought be … by the numbers.

    so.. should government do transit at all?

    should government require taxi’s to meet driver backgrounds and insurability standards?

    should government have zoning at all and if so what and what not?

    is there an actual, real Conservative Smart Growth specification of governments role?

  3. Cities are the ultimate collective “you did not build that” places.

    they are also the ultimate entrepreneurial ecosystems.

    the question is are these is attributes in opposition to or contradictions to free markets or generators of?

  4. DJRippert Avatar
    DJRippert

    You nailed it this time.

    The only honest organized (or semi-organized) political philosophy in America is the libertarian doctrine. Yes, there are individually honest conservatives (Thomas Sowell for example) and individually honest liberals (Nicholas Kristof for example). However, the parties these two honest men represent are more than willing to lie, cheat and steal in the furtherance of their common societal objective – to remain in office.

    Jim – even a rough quantified estimate of the level of subsidy enjoyed by an ex-urban commuter would go a long way to bolstering your argument.

    I have always believed that there are subsidies at play arising from sprawl. However, many of those subsidies relate to subsidies for people driving long distances to and from work. These people not only pay taxes, they tend to pay a lot of taxes. My question has always been whether the sprawl commuters are enjoying a net subsidy. If Bill Gates moved to Middleburg and commuted to work in Georgetown every day it might be true that he would benefit from a gross subsidy. However, once his tax bill was considered as an offset it’s hard to imagine that he would have a net subsidy.

    Run the numbers, Jim. Make estimates. Approximations are fine. What is the value of these subsidies? Are they sufficiently large as to cause concern?

    1. I want to tackle the issue of people who pay a lot of taxes because you have brought this up many times before as an argument against rigorously enforcing the ideal of making people pay their location-variable costs.

      As I understand your argument, the hypothetical rich guy who moves to Loudoun County pays a whole lot of taxes. He pays federal income taxes. He pays state income taxes. He pays sales taxes. He pays property taxes. He pays taxes out the wazoo, totally disproportionate to the demand he creates for government services. Overall, he is a large net tax contributor. Why should he be forced to pay even more in the form of added charges, fees and taxes to reflect his location-variable costs? I hope I summarized that fairly.

      Here’s the thing: Our hypothetical Richie Rich pays federal income tax to the federal government. That doesn’t benefit local government at all — it pays for the wonderful services provided by Uncle Sam. He pays state income taxes and sales taxes to state government. That supports state services, mostly General Fund, which pays for everything from the state police to Medicaid, from higher ed to aid to local school assistance, from environmental regulation to public health. None of those items cover location-variable costs. Only a tiny sliver of state revenue — a portion of the sales tax and some miscellaneous motorist fees — cover the cost of building and maintaining the transportation system.

      For local government, the main source of revenue is the property tax. That, too, covers a lot of things that have no bearing on location-variable costs, mainly schools, but other things as well. The main portion of Richie Rich’s tax payments that have any bearing on the conversation is the slice that goes to cover transportation, public safety, utilities and public works. Those taxes and fees should vary according to the locational cost of providing them. The fact that Richie Rich is paying out the nose in income taxes and sales taxes to pay for a panoply of other state and federal government spending programs really isn’t germane. The fact that Richie subsidizes the state and federal government to the tune of hundreds of thousands of dollars yearly has no bearing on what he should be paying local government.

      Now, you may advance the argument that Richie gets totally hosed by state and federal tax laws, so we should make it up by under-charging for local taxes and fees. Unfortunately, that leads to dysfunctional human settlement patterns which everyone, including Richie, winds up paying for. Sorry, no dice. The proper way to relieve Richie of the burden of paying federal and state taxes is to reform… federal and state taxes.

  5. We already know the approximate costs (public facilities) to bring 100,000 residents and 200,000 jobs to Tysons in what will be a dense urban area. What would the public facility costs be to bring 100,000 people and 200,000 jobs to five counties south and west of Fairfax County? Five is an arbitrary number, but designed to ensure a result that will not concentrate growth in any one or two localities.

    Actually, the number of new residents “expected” is c. 83,000 and the number of new jobs “expected” is c. 84,000. Tysons has roughly 17,000 residents and 116,000 jobs now.

    Would it be more expensive to create Tysons as planned or scatter the same number of residents and jobs in multiple outlying locations?

    I don’t think its a fair argument to claim the alternative is not Tysons, but the extra 83,000 residents and 84,000 jobs in Fairfax County at other locations. The County is largely built out, such that only an urban center could likely absorb that many residents and jobs. So I think the fair conclusion is: either at Tysons or outside Fairfax County.

    1. Tysons is not the place I would have chosen to cost-effectively implement Smart Growth. The area was a planning disaster, almost beyond repair. It takes billions of dollars to fix. I’m sure there are other parts of Fairfax County that would be converted to higher-density, mixed-use, walkable areas at far lower cost. Those places should have been identified, and the public money should have flowed there. But that was not to be. The Silver Line came through and all fiscal logic was thrown out the window.

      The fact that Tysons is a colossal botch job, however, does not discredit the concept of Smart Growth where rational rules apply.

      1. DJRippert Avatar
        DJRippert

        We’ll see about Tysons. I still remember being in high school in Fairfax County as the original Blue and Orane lines were being built. “Nobody will ride them. They’ll bring crime from DC into Northern Virginia. They’ll ruin real estate values.”

        A funny thing happened along the way from then ’till now.

        Nobody will ride them. Washington’s Metro is the second busiest subway system in the United States based on passenger trips. Only New York City’s subway system is busier.

        They’ll bring crime from DC into Northern Virginia. There were an average of 386.9 violent crimes per 100,000 people in the US in 2012. The Northern Virginia number was 108 per 100,000.

        They’ll ruin real estate values. Real estate values near Metro stops have soared. From the Rosslyn – Ballston Corridor to Dunn Loring to my old neighborhood on Huntington Ave – the Metro brought real estate prosperity.

        When I was in high school I always knew that I would someday get to be as old as the curmudgeonly nattering nabobs of negativism who used to stand around and complain about the coming Metro. I just never knew I’d end up blogging with them.

        Hopefully, I’ll live long enough to laugh at Jim Bacon and TMT with a martini in my hand from a restaurant balcony in the beautiful, walkable, valuable enclave of Tysons. No doubt they will have moved on to complain about something else by then all the while claiming that they always knew Tysons would be a success.

        1. There is a decent chance that Tysons will turn out well (if the commercial real estate market cooperates). Pump enough billions of dollars into a place and you can fix it up just great. But at what cost? And how could you have invested the money otherwise? We’ll never know.

          1. Tysons Engineer Avatar
            Tysons Engineer

            10 high rises were under construction Q4 2013. Two of those completed in Q1 2014, there are now 3 new ones preparing to begin construction. Millions of square feet are being developed as we speak, not in the future, but right now with cranes up and everything. The market I believe is already speaking, whether critics are listening is a whole other matter.

        2. cpzilliacus Avatar
          cpzilliacus

          DJRippert write:

          Nobody will ride them. Washington’s Metro is the second busiest subway system in the United States based on passenger trips. Only New York City’s subway system is busier.

          But consider what several people (that I respect) have said about transit, transit patronage and the like – the United States is divided into two transit markets:

          – the first is the five boroughs of New York City; and reasonably nearby areas of New York State (Nassau and Suffolk Counties on Long Island; plus nearby counties north and northwest of the city, such as Westchester and Rockland Counties); southwest Connecticut (the former Fairfield County); North Jersey; and far eastern Pennsylvania (Pike County); and

          – the second is the rest of the United States.

          Comparing the Washington Metrorail system to the transit system of New York City and environs (which account for about half of all U.S. transit trips) is misleading at best.

      2. Jim,
        Tysons is the most highly followed land use case in the world. People from around the nation and around the world are coming to learn about Tysons. But I fully agree there was more fraud and games played about financing at Tysons than anywhere, ever.

        Over time, Tysons will redevelop, but only with massive subsidies from the middle class to the landowners. Tysons was chosen to be the urban center for Tysons because of the lobbying of the landowners.

        They landowners are chaffing at the extra taxes they are paying. If they had to pay the full cost of the infrastructure necessary to give them their density, they’d go bankrupt. Tysons may well be very successful, but only because of massive subsidies.

        So what is the difference between Tysons and an exurban development in terms of subsidies?

      3. Tysons Engineer Avatar
        Tysons Engineer

        Sorry Jim, but you I study Tysons and your perspective is not in line with reality. You have been taking TMT’s word about this subject for too long.

        I did all the hard work, I researched the land values, tax rates, school costs, and infrastructure. The Tysons Comp Plan will net an additional $4 billion to Fairfax County over the next 37 years even if you lump the entirety of the Silver line at Tysons feet, the entirety of the transportation costs for the county at Tysons feet (the 90-10 inside out split).

        I have used every conservative assumption possible and still time after time Tysons subsidizes the suburbs and not the other way around.

        Feel free to critique any thing I have written here

        http://thetysonscorner.com/revenue-versus-cost-is-tysons-a-winner/

        TMT has his biases, and notice he never backs up what he says with real numbers. He scares people by saying 3 billion in transportation costs. What he doesn’t mention is that is spread over the course of 37 years, 500 million of which are ghost costs built by developers, and 1.2 billion of which is for projects that don’t even happen in Tysons.

  6. Andrew Moore Avatar
    Andrew Moore

    Not entirely alone – keep banging the drum, Jim.

    Andrew Moore, AIA
    Partnership for Smarter Growth

  7. it’s a subsidy if you drive every day and the taxes you pay on fuel don’t come close to paying for the infrastructure you need to make that commuter – in a reasonable time frame.

    you can make the Bill Gates argument if you want but the vast majority of commuters on I-95 to NoVa are government employees or contractors to the government or people who provides goods and services to govt and contractors.

    there are lot of folks who make big bucks who do NOT commute.

    all things being equal two guys making the same big bucks and one lives in NoVa and ones lives 50 miles out – how do you calculate the “subsidy”?

    we’re sorta getting closer to the answer with the advent of HOT lanes where people can literally put their money where their mouth is in terms of paying for their commute.

    Bill Gates and company would pay the toll with perfectly righteousness in their hearts and wallets but what does a GS-15 do who choose to live in an exurban community – and his counterpart down the hall at work chooses to live in Fairfax?

    the rest of the arguments about location-specific “sprawl” are questionable in my view having just spent over 100 comments sparring with TE on the stormwater / sewage aspect of it.

    the only real “subsidy” issue – and DJ may not agree if how far you CHOOSE to live from your job – and what the actual cost of that decision is to you -rather than other taxpayers.

    1. DJRippert Avatar
      DJRippert

      You don’t pay any taxes on fuel anymore. Beyond that, fuel taxes weren’t the sole source of funding for roads for a long time before the recent transportation funding overhaul.

      I also categorically reject the liberal’s argument that taxes for this must be considered separately from taxes for that. At the end of the day, a citizen costs the government X and pays Y in taxes. If Y – X is positive, that citizen provides subsidies to others. If Y – X is negative, that citizen consumes subsidies provided by others. Every other way of slicing and dicing is obfuscation and, frankly, bull****.

      Those long distance commuters have a Y – X greater than zero.

      Go find a real subsidy sucker to harass.

      1. re: we don’t pay fuel taxes anymore.

        jesus DJ.. read guy: ” Fuels tax is imposed as the fuels leave the terminal rack. The terminal rack is the point at which fuels physically leave a terminal and are delivered into a tank truck, rail car, or other means of transfer. The only exception is when fuels are imported into Virginia by ways other than the terminal transfer system or when fuels are blended in Virginia outside the terminal transfer system. In these cases, taxes are imposed upon import or blending.”

        fuel tax rates=
        https://www.dmv.virginia.gov/commercial/#taxact/tax_rates.html

        re: ” I also categorically reject the liberal’s argument that taxes for this must be considered separately from taxes for that.”

        that’s a conservative argument. they say that we pay fuel taxes for highways.. and the money should be spent on highways and nothing else.

        you’re confused!

        re: subsidy

        think of it this way. if you use more than average of something then others will pay for your use.

        think of electricity or water and sewer.

        it costs money to provide a baseline capacity – for electricity, for water/sewer and for roads.

        when you use more than others – you are using more than you are paying for unless they charge you a premium for the “peak hour” usage because the capacity provided and charged was based on – average usage.

        if you think this is a wacko idea – think about what you pay when you fly or when you use cell phone minutes.

        neither roads, nor water/sewer, nor electricity nor airline flights or cellphone minutes are a “consume all you can for one low price” service.

        if you want to drive a lot of miles at rush hour – you are using capacity that is more scarce than it is at other times.

        if you did that with an airline ticket -you’d pay extra..

        right?

        I keep mentioning airline because I assume you are familiar with how airline flights are priced … and you should be well aware that the price is based on dynamic availability not how many planes they have.

      2. here’s the situation.

        you’ve got a road that can handle X number of cars an hour – with each car paying the same tax.

        but then 2X cars now want to use the road that was built to handle only 1X cars.

        even though there is 2x in taxes, it will cost 4X to upgrade the road to handle twice as many.

        how do you fairly allocate those costs?

        you can think about this also in terms of electricity or water/sewer or even airlines.

        In each case they have infrastructure built to handle a certain max number and everyone pays their fair share of it.

        but if you no longer can handle the demand – how do you pay for the expansion and how should the increased costs be fairly allocated – to everyone no matter whether they are the increased users or not?

      3. re: ” Every other way of slicing and dicing is obfuscation and, frankly, bull****.”

        what is the argument against dynamic tolls?

        would you use that same argument to argue that airlines should not charging higher prices for flights in higher demand?

        how about electricity? should people pay for for peak hour usage?

    2. virginiagal2 Avatar
      virginiagal2

      Well, and there is a difference between the guy who lives 50 miles out and telecommutes or is retired, and the one who is commuting daily to DC from Harpers Ferry or Ladysmith or whatever.

      Some people have sensible reasons for living further out – they want to start a small organic farm or nursery, they want to raise horses, that sort of thing. You also get people who telecommute and like living in the country – often people who were not raised in a city.

      How would you distinguish between those people – who don’t create a lot of location based costs – and the ones who are basically living in farflung suburbs and commuting? Would you go by distance driven? Tolls?

      There ought to be a fair way to determine location-based costs that doesn’t burden people who don’t contribute to those costs.

      1. if you choose to drive a long trip – it has costs… and those costs are more than the fuel tax if you are competing with others for available capacity.

        I’m like Jim. Do what you want to do for the things you like and want -but they are not free and they are not all the same price – and those costs belong to you not others.

        words like “sensible” are subjective. to me.. it’s not sensible to choose a long commute… and not have to pay for it.

        make your choices but accept the consequences.

        we have people down my way that say they “have no choice” but to commute.

        they have choices but for them, they find them unacceptable. They want a good paying job and low-priced housing and taxes – and I would to but they totally ignore the fact that they are counting on a billion dollars worth of highway infrastructure to make that combination “work”.

        and it’s not like others don’t make choices but choose to not drive long distances and instead accept a higher price home, less grand than further out and much higher taxes – in exchange for being 20 minutes from work.

        we make choices. there are consequences for the choices. we should own the consequences of the choices we make.

        people live in RoVa on 30K incomes, are not going to buy a billion dollar highway for people who want to commute to 90K jobs so they can live in a 400K home.

        1. virginiagal2 Avatar
          virginiagal2

          I think we’re kind of thinking the same things but I’m not being clear.

          What I was thinking was, the person who lives in a far flung exurb and telecommutes from home or has a home-based business doesn’t have the same effect on congestion as the person who lives in a far flung exurb and commutes daily during rush hour.

          Real example – I have a friend who lives in WVa, about 90 minutes from DC. She telecommutes. Her husband has a home-based business. She occasionally drives over the state line into Loudoun County to shop or eat at a restaurant, but she never commutes during rush hour. Obviously he doesn’t either, since his business is at his home.

          Her neighbor commutes into DC, during rush hour, daily.

          The two households don’t have the same impact on congestion or on road utilization. So what to me is sensible – maybe fair is a better word – is to distinguish between the two – the one that commutes and the one that doesn’t. I would think electronic tolling would be the easiest way, but I am not an expert on all of the options.

          I also like the idea of “do what you want, as long as you’re willing to pay for it.” You just have to be careful to measure cost in a fair way.

  8. Peter Galuszka Avatar
    Peter Galuszka

    I like this post despite the gratuitous slams at us liberals

    1. Heh! Heh! At least we agree when we’re bashing Republicans, right?

  9. Don’t get me wrong. Anyone who knows me knows that I hold Democrats and liberals in even greater disregard. Their hypocrisy is boundless. White, upper-income Dems paint Republicans as racist even as they live in congressional districts with the greatest income disparity and attend the most segregated schools.”

    what you could rightly accuse the Dems of is trying to make more level playing fields and not paying attention to the costs or effectiveness of their efforts. that’s not hypocrisy… they’re true to their principles but they won’t admit when their policies – fail. that’s not hypocrisy, it’s incompetence.

    but the GOP is the one who says they care and have the right policies but refuses to tackle the issue instead saying it’s not for government to try to do those things to start with.

    that’s hypocrisy because the GOP says they have a “better idea” but their actions basically say to have less govt.. get rid of things that the Dems support to help people.

    The Dems over the years have always supported things like EITC, food stamps, head start, subsidized lunches, etc..

    the GOP over the years have systematically opposed these things to the point where Ronald Reagan who supported EITC would now be a RINO.

    it’s not hypocrisy to stick to your principles even if some of them fail to achieve what you intended.

    it IS hypocrisy to say you do care about the poor and less fortunate but you opposed what the Dems offer and offer nothing yourself either …

    This is like the GOP telling their rural poor base that they are working to keep govt out of your health care when, in fact, they are working to de-fund health care for the rural poor all together by supporting the Ryan budget which would de-fund MedicAid all together and seriously harm Medicare.

    that’s WORSE than hypocrisy. That’s just outright lying to the gullible.

    “patient-centered” free market health care means no health care for the poor at all including the rural poor that votes “religiously for the GOP.

    The recent 60 minutes segment on South West Virginia told the truth. Almost no black faces in the crowds at all just the poor and elderly trying to get medical treatment from a broken down RV run by two nurses…

    this is the best the Dems can muster but calling that effort hypocritical is weird.

    so what does the GOP want to do with these folks? what is their plan?

    well.. they want to get Uncle Sam out of your doctors office, dismantle the “death panels” and institute patient-centered health care.

    that’s not only hypocritical – it’s cynical…to the extreme… and the hell of it is their poor base.. buys it.

    you can blame the Dems for thinking a broken down RV with two nurses is a help to poor rural folks.. when, in fact, it’s woefully inadequate.. but that’s not hypocrisy.

  10. cpzilliacus Avatar
    cpzilliacus

    James A. Bacon quoted:

    “A new report says Montgomery County (Md.) schools are becoming segregated by income, race, and ethnicity and that “white flight” is occurring in the lowest-performing schools. But officials deny that it’s even happening.” Montgomery County’s 2012 presidential vote: 71% for Barack Obama.

    This appears to have come in part from a posting on Dan Reed’s excellent Just up the Pike blog (Just up the Pike in this context is Montgomery County, Maryland’s Columbia Pike, as in U.S. 29, not the road in Fairfax and Arlington Counties).

    I hate to tell you this, but as someone who has lived along U.S. 29 in Montgomery County for a very large part of my life, Smart Growth doctrine and its predecessors has done tremendous damage to that part of the county in several ways:

    (1) Unrealistic assumptions about transit ridership, dating back to the catastrophic 1981 Eastern Montgomery County Master Plan [unlike many Virginia counties, where there is one comprehensive plan countywide, larger suburban Maryland counties tend to break the county up into Master Plan Areas] – the ill effects of that 1981 plan linger on today, even though it was superseded in 1997 – back in 1981, the theme was “a concept of transit serviceability,” since the phrase Smart Growth had not yet been invented);

    (2) A heavy concentration of rental garden apartment-type dwellings in places far from Montgomery County’s Metrorail stations, which has contributed to some of the highest “pupil mobility” (turnover) rates in the county’s public school system;

    (3) Inappropriate and excessive use of transferable development rights (TDRs) to protect the Montgomery County Agricultural Preserve and jack-up densities along U.S. 29 – again, in places far from Metrorail stations; and

    (4) Jobs along U.S. 29 are few and far between – Montgomery County has lost thousands of white-collar private-sector jobs to Northern Virginia (generally Fairfax, Loudoun and Prince William Counties) since the 1980’s, and that has made communities along this side of the county less-attractive and contributed to Middle-Class Flight (note: not just White Flight).

    Is Montgomery County, Maryland liberal? Yes. Emphatically so. I am not aware of any county or state office having been held by a Republican in over 12 years.

    1. You know far more about Montgomery County than I do. I bow to your expert appraisal. Your points all sound very plausible.

      1. cpzilliacus Avatar
        cpzilliacus

        If you are up in the D.C. area and want a tour, let me know.

        I’ll even throw in the InterCounty Connector (Md. 200), a tolled superhighway done the right way (no thanks to most Maryland promoters of Smart Growth (including ex-Gov. Parris Glendening), who were able to delay and tie the project up in knots for many decades).

        1. The Smart Growth folks fought this road – tooth and nail as if it did not make a difference whether it was tolled or not.

          If it was a road – it was bad.

          there could be two arguments.. one for a non-tolled road and the other for a tolled-road but neither the Smart Growth nor the State DOT like that kind of analysis in front of the public.

          the thing that the ICC did that was different – was it was going to be a toll road but not expected to be self-supporting and would require subsidies from other cash cow toll roads .. sort of a transportation authority with a portfolio of toll roads.. some marginal, some cash cows and some needing subsidies.

          Florida does this also and Virginia has started into it with the US 460 proposal.

          all of this is still in flux now that cars can be tolled virtually anywhere without a toll booth.

          not only can we do tolls dynamically but we can do them by location such as a ring or sector toll

          my bet is that the more innovative ways for tolling will win out over trying to toll by the mile for a couple of reasons.

          1. – people are never going to agree with a govt mile-counting device in their car.. forget it.

          2. – even with fuel “user fees” – it’s never been about miles traveled, it’s about WHERE and WHEN you are travelling and there are places where there are too many people trying to use it at once and tolls can separate out those who absolutely and positively have no choice but to be at that location at that specific time – for economic reasons that far exceed the cost of the toll.

          tolls are going to be used to “manage” congestion but not just specific location congestion… more as a sector like a ring toll for a city or even for a particular ramp to an interstate or other location.

          people will then choose to save money by travelling at a different time or even a different place… LIKE THEY DO RIGHT NOW with air travel!

          If you run a business – you do NOT schedule your business meetings at time when there is a crush for airline capacity unless it’s economically sensitive.

          roads will become the same way. If you want your employees physically at work at a certain time for a certain purpose – there will have to be a compelling economic reason for it because basically you’ll have to pay more to get a less congested trip – and opposed to everyone paying the same price and getting the same level of congestion – totally unrelated to the economic need.

          If you want to fly to LA or Chicago four hours from now – you can – but it’s going to cost you a whale of a lot more than if you planned it out. We’re going to see this with roads… we’re going to see a lot more kinds of tolling…

          getting back to sprawl – if someone actually pays their fair share for a commute to an exurban location – what then is the argument against it?

          1. virginiagal2 Avatar
            virginiagal2

            I think the where and when are really important. If you live further out, and your trips include driving to the local store at 10 am, instead of commuting up the road at 7, you have a different impact.

            I also really like the idea of paying a fair share – then people who simply live further out, and don’t commute, are not penalized unduly to pay for others who do commute.

    2. Tysons Engineer Avatar
      Tysons Engineer

      But that doesn’t sound at all like smart growth. That sounds like sprawl. Building density which is not connected to existing infrastructure properly (as you say far away from transit stations) is literally the antithesis of smart growth.

      I want to repeat, that is LITERALLY the opposite of smart growth. So whoever is telling you that is what smart growth believes is incorrect. That sounds like improper planning which was likely accepting any and all proposals wherever they were in the county in order to get as much revenue as possible, instead of where it is appropriate and infrastructure can handle it with minimal cost.

      If it were smart growth planning, it would be within 1/2 mile of the metro station, or at a minimum along some other form of high frequency transit corridor. It wouldn’t be garden style apartments, it would be mixed use retail/commercial/and residential which improve the likelihood of decreasing VMT by providing job opportunities and small business lease space close to where people live.

      I think you should run through smart growth principals one more time if you want to have such a vehement opposition to it, and espouse failures that have nothing to do with Smart Growth, to it.

      1. re: ” If it were smart growth planning, it would be within 1/2 mile of the metro station, or at a minimum along some other form of high frequency transit corridor. It wouldn’t be garden style apartments, it would be mixed use retail/commercial/and residential which improve the likelihood of decreasing VMT by providing job opportunities and small business lease space close to where people live.”

        if you METRO out of the equation – it leaves about 98% of most locations in our region as what? not candidates for Smart Growth development?

        there seems to be a chicken/egg dilemma with land that is not near a METRO facility. what comes first, the development of the land and then transit or the other way around? Most of the time, it appears that transit is provided after the fact rather than it functioning like METRO where it comes first and attracts TOD. Never heard of non-METRO, bus transit TOD – even BRT TOD. IN fact BRT folks cite it’s ability to adapt to changing growth patterns as an advantage over fixed rail.

        Down our way, OUR “planners” define Smart growth as development where people can “live, play, shop and work” and that if you build the rooftops that service businesses – and transit will follow.

        we’ll never get a subway as is the case with 99% of most places but we do have VRE commuting rail – and we have ongoing discussions about TOD near the commuter rail stations – not unlike the METRO discussions.

        I believe that MARC in Maryland is similar.

        “I think you should run through smart growth principals one more time if you want to have such a vehement opposition to it, and espouse failures that have nothing to do with Smart Growth, to it.”

        I know you addressed this to cpzilliacus but I think this dialogue illustrates the plethora of definitions of Smart Growth – even coming from “planners” and the fundamental basis seems to be (at least to me) that if you allow denser development that allows mixed use – then developers will propose compact, mixed-use development – as long as there is a market for it.

        so that’s what we have done, and we’re getting proposals of mixed use development in the areas around our VRE rail stations – that take people to their Nova jobs.

        In other places, we’re getting mixed use along I-95 where we have built and are continuing to build – many commuter lots – served by bus and vans and slugs.

        In point of fact, for NoVa development , at some point in the not-too-distant past, it was considered undesirable to have residential mixed with office towers so many office towers went to one location often along the beltway and residential went to other – separate locations (as opposed to next to the office towers).

        Much of older NoVa looks just like that – towers, co-located with commercial retail and other office commercial then separate, disconnected pods” of low-density residential ( 1/4 acre SFD.. on the order of 4du or about 2500 per square mile.

        the “new” Smart Growth seems to be to have people living IN the same towers or nearby towers.

        there is, as far as I can tell, no single agreed-to definition of Smart Growth. It’s become the equivalent of Kleenex when talking about paper tissue.

        Smart Growth has a lot of different, even conflicting concepts depending not only who you talk today but also over time as it has evolved itself.

        Montgomery County was a classic urban boundary approach and Reston was a classic planned community approach. Both pursued similar outcomes (targeted growth) but in different ways. Reston may well have been a prototype for Tysons in some respects in that the developers did not want government to create urban boundaries to force development to occur where desired, but instead to let developers pick their desired location and develop their vision on their preferred location.

        the fact that Reston was NOT developed near existing transit seems in contradiction to what TE believes.

        Does that mean that Reston was/is a failure? Does it mean that other Reston-type development is wrong-headed and Tysons is the preferred approach now?

        but again, I think if you talk to 50 different professional planners in the NoVa region, you may well get 50 different definitions of what Smart Growth is.

        1. Tysons Engineer Avatar
          Tysons Engineer

          Reston has defacto BRT for the past decade plus. It is one of the highest used bus systems in our region, through use of the Dulles Access Road. To say that Reston wasn’t built around transit is not accurate. Was it built along Heavy Rail transit? No, but it did have rapid transit which has been one of the reasons so many people can live there.

          Secondly, you are using land area % which is pointless. What matters is density and population %. Arlington achieves more than 50% of its area within 1/2 mile of high transit corridors (in the case of Columbia pike it is somewhat maxed out due to bus capacity limits). You can easily achieve 300,000 people living within 1/2 mile of transit from the existing infrastructure in Fairfax today with minimal height (less than 100′). Heck you can get most of the way there even if it was townhomes. The idea is to make all growth within 1/2 mile, but by removing a significant population from roads, those who live outside of that radius don’t require as much road infrastructure and don’t face as much congestion.

          1. re: townhouse density. yup. looks like Arlington has about 13 people per acre while San Francisco where Jim is has twice that density and they apparently do it without wall-to-wall towers.

      2. Thanks, TE, I’ll take a look at your analysis. Jim

  11. agree. It’s the same airport and the same plane and the same route but it’s not the same cost – of time and capacity.

    and the same is true of roads or for that matter trains or subways or even the Panama Canal (which allows folks to essentially buy a higher spot in the queue).

    the idea that folks can go anywhere they want at anytime for the same price is outdated and not really considering that congestion is a cost also.

    the annual Texas Transportation Institute “congestion index” is a hoot in part because further fosters the myth that people are “entitled” to less congested roads whenever and wherever they drive because they pay fuel taxes.

    even many of those who purport to be “free market” libertarian types will assert that highways are like all-you-can-eat for one price buffets.

    we’re about to see a sea-change on I-95 between NoVa and Fredericksburg Va when dynamic tolling begins in early 2015.

    the most amazing thing to me – is the number of people – even those who commute on I-95 that do not realize it’s going to be tolled. When they find out, they begin ranting about corrupt government and worse.

  12. cpzilliacus Avatar
    cpzilliacus

    LarryG wrote:

    The Smart Growth folks fought this road – tooth and nail as if it did not make a difference whether it was tolled or not.

    If it was a road – it was bad.

    Correct. The anti-ICC groups also tried to get a bill passed through the General Assembly forbidding the construction of any toll roads or toll crossings in the Maryland suburbs of D.C. as a way of stopping this project.

    there could be two arguments.. one for a non-tolled road and the other for a tolled-road but neither the Smart Growth nor the State DOT like that kind of analysis in front of the public.

    The state did not study a non-tolled option for there was no way that it could have been built as a “free” road.

    the thing that the ICC did that was different – was it was going to be a toll road but not expected to be self-supporting and would require subsidies from other cash cow toll roads .. sort of a transportation authority with a portfolio of toll roads.. some marginal, some cash cows and some needing subsidies.

    The ICC’s traffic and revenues have been on a steady increase since it became possible to drive it all the way from I-270 to I-95 – and traffic is still increasing. But Maryland also gives away a lot of free passage on other parts of its tolled network, especially I-95 between the northeast suburbs of Baltimore and the Delaware border.

    Florida does this also and Virginia has started into it with the US 460 proposal.

    Cannot speak to Florida, but I don’t see how Virginia does so much of this, since it has no analog to MdTA (one agency that runs all toll roads and toll crossings in the entire Commonwealth).

    all of this is still in flux now that cars can be tolled virtually anywhere without a toll booth.

    All of the new toll crossings in Hampton Roads are cashless. The only ones that accept cash are U.S. 13 (Chesapeake Bay Bridge Tunnel) and Va. 168 (Chesapeake Expressway).

    not only can we do tolls dynamically but we can do them by location such as a ring or sector toll

    Stockholm, London and Singapore have been doing that for quite a few years now, though I understand that London’s Mayor Boris (Boris Johnson) reduced the size of the tolled area in the core area of London.

    my bet is that the more innovative ways for tolling will win out over trying to toll by the mile for a couple of reasons.

    1. – people are never going to agree with a govt mile-counting device in their car.. forget it.

    2. – even with fuel “user fees” – it’s never been about miles traveled, it’s about WHERE and WHEN you are travelling and there are places where there are too many people trying to use it at once and tolls can separate out those who absolutely and positively have no choice but to be at that location at that specific time – for economic reasons that far exceed the cost of the toll.

    Agreed. For now, tolls will be collected either in cash (but that is going to go away); by transponders like E-ZPass; or toll-by-plate (higher cost than E-ZPass).

    tolls are going to be used to “manage” congestion but not just specific location congestion… more as a sector like a ring toll for a city or even for a particular ramp to an interstate or other location.

    It’s been done in other parts of the world – was proposed in New York City but rejected by the New York State legislature.

    people will then choose to save money by travelling at a different time or even a different place… LIKE THEY DO RIGHT NOW with air travel!

    I think that is a reasonable possibility – or they will telecommute instead.

    If you run a business – you do NOT schedule your business meetings at time when there is a crush for airline capacity unless it’s economically sensitive.

    But most employers require their staffs to report to work during such crush times.

    roads will become the same way. If you want your employees physically at work at a certain time for a certain purpose – there will have to be a compelling economic reason for it because basically you’ll have to pay more to get a less congested trip – and opposed to everyone paying the same price and getting the same level of congestion – totally unrelated to the economic need.

    I have no problem with time-of-day tolling. Maryland Route 200 (ICC) has had it from the start, and its tens of thousands of paying customers seem to be accepting of it.

    If you want to fly to LA or Chicago four hours from now – you can – but it’s going to cost you a whale of a lot more than if you planned it out. We’re going to see this with roads… we’re going to see a lot more kinds of tolling…

    Or much higher motor fuel taxes.

    getting back to sprawl – if someone actually pays their fair share for a commute to an exurban location – what then is the argument against it?

    Remember that people move to those sprawling locations in part to get the home that they want, not the home that certain elected officials and planners think they should have.

  13. sorry I missed this.. I’m not getting reliable notification of new comments.

    re: ” The state did not study a non-tolled option for there was no way that it could have been built as a “free” road.”

    but I guess my point is would the traffic counts with a toll and with no toll tell you anything in terms of need verses demand?

    “The ICC’s traffic and revenues have been on a steady increase since it became possible to drive it all the way from I-270 to I-95 – and traffic is still increasing. But Maryland also gives away a lot of free passage on other parts of its tolled network, especially I-95 between the northeast suburbs of Baltimore and the Delaware border.”

    better than expected from what I read….but my curiosity has to do with how demand if predicted .. for a toll road.. how do they know for a given toll – what the demand would be? If the toll was 1/2, would there be twice as much traffic ?

    “Cannot speak to Florida, but I don’t see how Virginia does so much of this, since it has no analog to MdTA (one agency that runs all toll roads and toll crossings in the entire Commonwealth).”

    first time for Virginia – to look at a toll road that would not be self-supporting and proposed to be supplemented – not from other tolls but from fuel taxes or general revenues (not sure).

    “All of the new toll crossings in Hampton Roads are cashless. The only ones that accept cash are U.S. 13 (Chesapeake Bay Bridge Tunnel) and Va. 168 (Chesapeake Expressway).”

    going to be the standard.. no more toll booths… get a transponder or get a photo toll.

    “Stockholm, London and Singapore have been doing that for quite a few years now, though I understand that London’s Mayor Boris (Boris Johnson) reduced the size of the tolled area in the core area of London.”

    not sure of the politics… here.. but if given the choice between cordon tolls and in-the-car GPS by the mile.. I think people will remain suspicious of GPS tolling.

    Agreed. For now, tolls will be collected either in cash (but that is going to go away); by transponders like E-ZPass; or toll-by-plate (higher cost than E-ZPass).

    It’s been done in other parts of the world – was proposed in New York City but rejected by the New York State legislature.

    but essentially implemented by dynamically tolling bridges into the city, right?

    “But most employers require their staffs to report to work during such crush times.”

    yes.. but then they offer tele-commuting.. flexible hours.. …

    “I have no problem with time-of-day tolling. Maryland Route 200 (ICC) has had it from the start, and its tens of thousands of paying customers seem to be accepting of it.”

    I thought they were doing “express” tolling which is tolling by the hour – fixed – not dynamic… varying in real time.

    “Or much higher motor fuel taxes.”

    big disconnect between fuel taxes and what it is spent on. Many, many think that fuel taxes are already too high – and frittered away on transit/bike/ped instead of roads…
    😉

    “Remember that people move to those sprawling locations in part to get the home that they want, not the home that certain elected officials and planners think they should have.”

    do you mean the elected in exurban locations are different than the elected in denser locations?

    my impression is that land for single family detached is scarcer and consequently more expensive in denser places and in exurban locations where land is plentiful and cheap – houses are cheaper…

    otherwise – we have to believe that everywhere it is dense – there is a conspiracy and everywhere it is not – there is no conspiracy.. to big a stretch for me.

    1. cpzilliacus Avatar
      cpzilliacus

      LarryG wrote:

      but I guess my point is would the traffic counts with a toll and with no toll tell you anything in terms of need verses demand?

      Because Maryland was not able to build it without a toll, it was an exercise that would have had little meaning. Persons and groups opposed to the project were opposed with (and without) tolling.

      better than expected from what I read….but my curiosity has to do with how demand if predicted .. for a toll road.. how do they know for a given toll – what the demand would be? If the toll was 1/2, would there be twice as much traffic ?

      Much was made about the low traffic volumes after it opened. Keep in mind that Montgomery County and Prince George’s County were much more hard-hit by the Great Recession than the Northern Virginia counties were. Recession means less traffic. As the economy has slowly improved, and as word has gotten around about the savings in time to be had with Md. 200, traffic has increased.

      first time for Virginia – to look at a toll road that would not be self-supporting and proposed to be supplemented – not from other tolls but from fuel taxes or general revenues (not sure).

      As a matter of long-standing policy, state motor fuel taxes do not support Maryland’s toll roads and toll crossings. Some money to construct the road came from such sources, but the ICC does not get money from state taxpayers to support its operation or maintenance.

      not sure of the politics… here.. but if given the choice between cordon tolls and in-the-car GPS by the mile.. I think people will remain suspicious of GPS tolling.

      GPS tolling may happen in the future, but not now. Too many unanswered questions.

      It’s been done in other parts of the world – was proposed in New York City but rejected by the New York State legislature.

      but essentially implemented by dynamically tolling bridges into the city, right?

      No. Most of the East River crossings remain “free.” The Port Authority of New York and New Jersey crossings of the Hudson River, Kill Van Kull and Arthur Kill are all tolled.

      I thought they were doing “express” tolling which is tolling by the hour – fixed – not dynamic… varying in real time.

      It is static for now. But it is my understanding that the hardware along Md. 200 and its software are configured to do dynamic tolling if and when the MdTA Board of Directors decides it want to go that way.

      do you mean the elected in exurban locations are different than the elected in denser locations?

      I don’t think so – but ultimately, this is driven by the politics of the closer-in counties and municipalities.

      my impression is that land for single family detached is scarcer and consequently more expensive in denser places and in exurban locations where land is plentiful and cheap – houses are cheaper…

      Montgomery County, Maryland is well on its way to stopping the construction of any new single-family detached homes. In large part because it wants to preserve a very large part of its land area.

      otherwise – we have to believe that everywhere it is dense – there is a conspiracy and everywhere it is not – there is no conspiracy.. to big a stretch for me.

      There is no conspiracy.

      1. LarryG wrote:

        but I guess my point is would the traffic counts with a toll and with no toll tell you anything in terms of need verses demand?

        Because Maryland was not able to build it without a toll, it was an exercise that would have had little meaning. Persons and groups opposed to the project were opposed with (and without) tolling.

        yup. but my view is that induced demand works differently with tolled roads than non-tolled and that if a study is done for ANY GIVEN road proposal that includes the same road as free and the same road as tolled -that it will show a different demand now – and into the future.

        in other words, a question – will a toll road cause induced demand like a free road will/would?

        but I think if you did a a toll and non-toll study for ANY road – it would show a different current demand and a different longer-term, cumulative demand (induced demand).

        so I was taken the opposition which cited sprawl as the issue – on face value.

        “Much was made about the low traffic volumes after it opened. Keep in mind that Montgomery County and Prince George’s County were much more hard-hit by the Great Recession than the Northern Virginia counties were. Recession means less traffic. As the economy has slowly improved, and as word has gotten around about the savings in time to be had with Md. 200, traffic has increased.”

        all things equal – pre and post recession – a give road in a free version will operate differently that the same road in a tolled version. that’s my premise but I think it can be fairly easily validated.

        “As a matter of long-standing policy, state motor fuel taxes do not support Maryland’s toll roads and toll crossings. Some money to construct the road came from such sources, but the ICC does not get money from state taxpayers to support its operation or maintenance.”

        yes.. understand.. but Virginia was apparently willing to do that with US 460.

        “GPS tolling may happen in the future, but not now. Too many unanswered questions.”

        I think the primary problem is having Uncle Sam monitoring your miles.. there needs to be a way for a car to report it’s miles without uncle sam owning or operating the device.

        but essentially implemented by dynamically tolling bridges into the city, right?

        No. Most of the East River crossings remain “free.” The Port Authority of New York and New Jersey crossings of the Hudson River, Kill Van Kull and Arthur Kill are all tolled.

        interesting.. I thought the port authority owned them all and tolled them all and was converting to cashless dynamic tolling.

        “It is static for now. But it is my understanding that the hardware along Md. 200 and its software are configured to do dynamic tolling if and when the MdTA Board of Directors decides it want to go that way.”

        it varies by hour but on a schedule right? I never understood why it was not dynamic from the beginning…

        “Montgomery County, Maryland is well on its way to stopping the construction of any new single-family detached homes. In large part because it wants to preserve a very large part of its land area.”

        yup.

        “There is no conspiracy.”

        most cities are not like Montgomery County in terms of overt control of land … and in most places, simple supply/demand is at least part of the equation. The less available land there is – the more expensive its going to be and when land gets to a particular price point , building a single-family dwelling on it is a very expensive proposition – still done – but usually by the wealthy not the average workers.

        we’re about to get HOT lanes (dynamic toll lanes) on I-95 south of the Washington area (early 2015) – and it will directly affect a large and popular exurban bedroom community – Stafford county – and Spotsylvania to the south.

        will tolling I-95 change the demand for exurban land? Did it affect the demand for exurban land on Md 200?

  14. A request for TE. You seem to “know” Smart Growth – or at least seem to have definite ideas – as opposed to some of the “squishy” ideas that seem to float in BR at times.

    I was wondering if you would consider a post stipulating four things:

    1. – What IS Smart Growth.

    2. – what masquerades as Smart Growth but is not.

    3. – what things from Government are necessary for Smart Growth

    4. – what things from Govt that harm Smart Growth.

    perhaps if the answer(s) are long – you can break them up into distinct topics.

    I would much appreciate it if you would consider this.

    thanks.

    1. Tysons Engineer Avatar
      Tysons Engineer

      I would say I am fairly knowledgeable on the matter, but certainly there are others who are more so.

      What is smart growth is a bit like asking what is a good business plan. I mean, its many things to many different groups, and depends on what perspective you approach from, but there are commonalities that I think everyone can agree that smart growth is about.

      1) It is the leveraging of existing or planned infrastructure to its greatest potential in connection to land use. It is about looking back over the past 50 years and seeing what our transportation and land use decisions have meant in the way society has changed, dependency on car only as opposed to give people options, and reconnecting job centers to residential centers to retail centers (ie stop separating land uses and return to a method of design which incubates organic town growth instead of long expanses of tract housing). So it isn’t about making every one live in places like Tokyo, it’s more about bringing back main street and towns, and yes in some cases where we have massive office parks with hundreds of thousands of jobs already there, thinking of them as the next cities of America and how to make them work better.

      2) There are many cases of masquerading smart growth, the plans for Springfield Town Center are a prime example. Massive surface parking lots, a lack of mixed use, more than a mile walk (across a highway) to get to transit. All they have done is taken a mall and flipped it inside out, and kept all the other dynamics which force (ie gives no other option) people to drive. In general you can tell faux smart growth by the cookie cutter towncenter look that they end up having, and the massive swathes of parking they still must provide because they are not done in a transit oriented way. Landsdowne, One Loudoun, Brambleton in Loudoun are all other examples. To some extent much of the way Reston was built was really half-assed smart growth (it had good intentions but its execution got muddled by entrenched suburban interests and VDOT).

      3) The only thing necessary from the government is a willingness to consider options. Its not about even “funding transit”. If done properly, a smart growth district can fund its own infrastructure, but it does require some upfront capital investment which is then returned over time, and of course this is scalable. If you are talking about a place like Tysons, then rapid transit and rail is really the only way when you are talking about daytime populations in the 100s of thousands. If you are talking about 99% of the rest of the country, ie towns, then really its about how you arrange all the pieces not necessarily massive infrastructure. When you return to proper scale, stop trying to create these massive 100′ screening zones, reduce parking so that blocks are not 1000′ long and force people into cars, then much of your infrastructure is solved because people can get around inherently (see traditional European towns).

      For the most part though, the governments role in Smart Growth should be to stop allowing one set of rules for the fringes (where govt’s say we need MONEY!!!! so they let developers do whatever they want) while in interior regions the govt handcuffs any new and innovative ideas because of entrenched interests. Play by one set of rules, if you require a tax psf to fund transportation inside of a city, then that should apply to ALL development including the people who build houses on the fringe.

      4) Things that the govt does to harm smart growth. Ah I could wax poetic about the million things VDOT does in its regionalist view from 40,000 feet cookie cutter BS. For one thing, they set standards for state highways (55 mph intercity travel without people on them), and then think that those same standards should apply to urban settings (<35mph intracity travel with multi-modal use). Like I said before, they prefer easy money on the fringes instead of more stable but slower growth in established infrastructure corridors. So they take the easy money saying, well in the future we will pay for the infrastructure, but then the tax money returned from the sprawl doesn't equal the amount they have to spend on the infrastructure. Beyond that, they far too often take the big ribbon cutting populus pleasing solution instead of the harder choice which is to provide much smaller, less noticed, improvements. What this does is it sets a battle between urban residents (who need human scale infrastructure and are opposed to freeways cutting through their communities, dividing them from amenities, harming their health) and suburban commuters (who want to save time on their commute no matter who it harms on their way).

      The govt does lots of things wrong with smart growth, which is why in its purest form smart growth is one part market driven one part guerrilla design.

  15. and thought folks might be interested in this:

    ” Tennessee lawmakers overwhelmingly voted in favor a bill that bans the construction of bus rapid transit (BRT) anywhere in the state.”

    http://www.wired.com/2014/04/tennessee-bans-bus-rapid-transit/

  16. […] We’ve been seeing a lot about subsidies for sprawl lately. (Here’s our take on it). Here’s another perspective. […]

  17. […] commenter at Bacon’s Rebellion. Would that this weren’t so, but […]

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