a Democratic Congress and land-use policy
I try in my scientific work to remain non-partisan. Still, when I take off that hat and put on my environmentalist’s hat, I find myself overjoyed at the prospect of a Democratic takeover of the House and, perhaps, the Senate. In recent years the Republican party has come to be resolutely anti-environmental, with a few exceptions like the Chafee’s of Rhode Island. It wasn’t always thus- as recently as the Nixon administration Republicans took the lead on environmental protection.
Here then are the legislative initiatives that a newly Democratic Congress could adopt, which would substantially advance the cause of “wise growth” of U.S. cities.
1. The next big highway bill to come out of Congress should build on ISTEA I and II by going beyond authorizing states to use transportation funds for mass transit, to mandating that a certain minimum level of transportation funds must be used for mass transit. This would free cities to use funds as they see fit, rather than the current situation where there is a maximum limit on funds used for public transit.
2. Disbursement of transportation funds should be contingent on each major metropolitan statistical areas (MSAs) involved having a detailed land-use plan of their own creation. Furthermore, the plan must be legally binding on jurisdictions within the planning zone. MSAs of course have the right to reject such binding compacts- they will just in the process give up the privilege of receiving federal transportation money.
3. Instead of fighting (and often losing) periodic battles over raising CAFE standards, environmentalists should just set CAFE standards to rise a small fixed percentage a year. This has the added advantage of giving manufacturers certainty, rather than the current situation of uncertainty about when fleet standards will rise.
4. The federal government should help incorporate a fun for short-term, low-interest loans to conservation groups that meet the highest standards of fiscal solvency. Such short-term “bridge” financing already exists in several states and organizations, and frees conservation NGOs to act fast when conservation opportunities present themselves.
5. Whenever possible, revenue-neutral changes to the tax code should shift taxes relating to automobiles from general funds to funds being paid just by automobile users. For example, a rise in gas taxes could be used to finance a significant part of highway construction, with an equivalent amount of money being given as a tax credit to those with no car or those with fuel-efficient cars.
6. The federal government should play a role in crafting model enabling language that, if adopted by states, would make cities have the power to enact more flexible, “new urbanist” zoning laws. Currently in several states this legal authority is lacking. Of course, local jurisdiction have the right to keep their current system of zoning.
Here then are the legislative initiatives that a newly Democratic Congress could adopt, which would substantially advance the cause of “wise growth” of U.S. cities.
1. The next big highway bill to come out of Congress should build on ISTEA I and II by going beyond authorizing states to use transportation funds for mass transit, to mandating that a certain minimum level of transportation funds must be used for mass transit. This would free cities to use funds as they see fit, rather than the current situation where there is a maximum limit on funds used for public transit.
2. Disbursement of transportation funds should be contingent on each major metropolitan statistical areas (MSAs) involved having a detailed land-use plan of their own creation. Furthermore, the plan must be legally binding on jurisdictions within the planning zone. MSAs of course have the right to reject such binding compacts- they will just in the process give up the privilege of receiving federal transportation money.
3. Instead of fighting (and often losing) periodic battles over raising CAFE standards, environmentalists should just set CAFE standards to rise a small fixed percentage a year. This has the added advantage of giving manufacturers certainty, rather than the current situation of uncertainty about when fleet standards will rise.
4. The federal government should help incorporate a fun for short-term, low-interest loans to conservation groups that meet the highest standards of fiscal solvency. Such short-term “bridge” financing already exists in several states and organizations, and frees conservation NGOs to act fast when conservation opportunities present themselves.
5. Whenever possible, revenue-neutral changes to the tax code should shift taxes relating to automobiles from general funds to funds being paid just by automobile users. For example, a rise in gas taxes could be used to finance a significant part of highway construction, with an equivalent amount of money being given as a tax credit to those with no car or those with fuel-efficient cars.
6. The federal government should play a role in crafting model enabling language that, if adopted by states, would make cities have the power to enact more flexible, “new urbanist” zoning laws. Currently in several states this legal authority is lacking. Of course, local jurisdiction have the right to keep their current system of zoning.
