Despite the
silence from the top, there was still good news on election day. And there are many willing to offer urbanist
to-do lists for the new administration.
From the
ballot boxes, Eric Jaffe reports for Atlantic Cities that most transit ballot measures
around the country passed. And the great
majority passed by margins that were greater that the margin in the
presidential election, showing solid local commitments to a key element of
urbanism.
Smart Growth America offers a different list of
the ballot results, many of which were good news for urbanist issues beyond
transit.
Kaid
Benfield of the National Resources Defense Council despairs of the election results facilitating any
great breakthroughs in Washington, D.C.
But he still offers a list of changes at the federal level that he’d
like to see implemented over the next four years, starting with improved inter-agency
coordination. Among his other
suggestions is an increased focus on the triple bottom line, assessing the
financial, social, and environmental benefit-cost ratios of possible urban
undertakings.
It’s a
modest list from Benfield, but the minimalism might just make it achievable.
Emily Badger
and Sommer Mathis of Atlantic Cities weren’t as diffident as
Benfield. They present a more elaborate
and optimistic list, including reorganization of the Federal Rail
Administration to facilitate high-speed rail development, creation of a
national infrastructure bank to get the country moving on long-deferred
maintenance and improvement projects, and the implementation of a “location
efficiency” standard for federal buildings, to keep future buildings from being
sited on urban fringes.
Also, Badger
and Mathis take up an idea offered by Governor Romney in the final weeks of the
campaign, a reduction in the home mortgage deduction.
I’ve long
argued that the home mortgage deduction, which began as an economic stimulus
measure to help the recovery from the Great Depression and has become engrained
in the tax code over the following eighty years, is creating inappropriate marketplace
incentives. However, an abrupt removal
of the deduction would upset too many long established family financial
plans. Therefore, I’ve argued for a
gradual elimination. Perhaps four
percent per year for 25 years.
To that end,
I prefer the Badger/Mathis proposal, which sets the maximum amount of mortgage
debt subject to deduction at $500,000.
For comparison, Romney proposed a cap on the total amount of
deductions. At various times, he
proposed cap amounts of $17,000 and $25,000, either of which would have had a
far greater immediate impact that the Badger/Mathis approach.
Indeed, I would
add incrementalism to the Badger/Mathis proposal, perhaps starting the mortgage
cap at $750,000 and then reducing it by $50,000 per year until it reached
$300,000. I believe that economies
respond better when given time to adjust to new rules.
Lastly, Badger
and Mathis propose a 15 cent increase in the federal gas tax, which is another
argument I’ve made over time. However, once
again I’d propose an incremental approach.
Perhaps 15 cents per year, for at least ten years if not more. Nor should the increased revenues be directed
solely toward road construction and
repair. The use
of gasoline has had far-ranging geopolitical and environmental implications,
the costs of which have been subsidized by the general fund. An increased gas tax can begin to redress
that imbalance.
Rebuilding Space in the Urban Place also supports
an increase in the gas tax. Plus they
provide a graphic of the current state-by-state gas taxes. If you’ve been complaining that California
has the highest gas tax in the country, you’ve been wrong. Connecticut and New York lead the parade,
although only by fractions of a penny over California. Meanwhile, the lowest taxes are in Hawaii, but
transportation costs ensure that Aloha State motorists still pay plenty at the
pump.
Finally,
Kristen Jeffers, writing as the Black Urbanist, presents a list of urbanist
strategies that is nominally for her home state of North Carolina, but can apply
to the country as a whole. She includes
commuter rail, improved bicycle facilities, and continuing grassroots
movements.
I include
the Black Urbanist not so much because her list is any different than Benfield
or the others, but because it often seems that the most influential urbanist writers
are middle-aged white guys. (Not that I
call myself influential, but it’s also my demographic.) It’s comforting to see that a black woman
comes to the table with almost the same list of wants for the next four
years. It’s a check that we’re on the
right path.
Follow-Ups
A regular
reader, who has become a friend through this blog, was enthusiastic about my
recent posts on bicycling. His comments
seemed worthy of sharing.
“When I was
new in the biking public of Petaluma, I started to learn and know who the other
regular bicyclists in town were. Then it
got to be too many. Now I don't even
think about it, I see so many different people — every single day — riding
bicycles on our streets and pathways.”
That’s good
to hear. And there’s plenty of room on
the streets for more bicyclists.
As always,
your questions or comments will be appreciated.
Please comment below or email me.
And thanks for reading. - Dave Alden (davealden53@comcast.net)
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