Kevin Whited reports that downtown Houston’s night life continues to dissipate from lack of demand. This despite the fact that various local governmental entities have invested at least $1 billion in the downtown area by building a baseball stadium, a basketball arena, a convention center hotel, a light rail system and assorted other goodies.
Sort of makes you wonder what would happen if even a portion of that $1 billion were invested in something that Houston really needs, such as improvements to flood control and traffic hotspots? My sense is that such an investment would dramatically lessen the risk that citizens would lose their lives or suffer property loss in the event of heavy rains (which occur with some regularity around here) or a traffic accident. Thus, we aren’t as safe as we could be, but our local governmental officials have seen to it that we are as comfortable as reasonably possible while being entertained. Gotta love those priorities.
Category Archives: Economics – Urban Boondoggles
What to do with the Dome?
There has been an interesting disparity in media reports about the Astrodome over the past couple of weeks. First, this one from Channel 13 investigative reporter, Wayne Dolcefino:
The county judge warns the aging Houston Astrodome may soon become too dangerous for people to even go inside.
What do you do about an important piece of Houston history? Do you tear it down? The Eighth Wonder of the World has now become a legacy of how not to pay for a sports stadium. Long after the Oilers left and seven seasons after the Astros stopped playing here it sits.
When we went to the dome this week, it was warm inside and didn’t smell too pretty. It’s home to a few offices but the floor of the Dome floor is now just concrete.
“The dome is old and it’s falling apart,” said Harris County Judge Ed Emmett. “It’s time as they say to fish or cut bait.”
“Now we’ve got a situation where we have what was the Eighth Wonder of the World sitting there effectively unoccupied,” said Harris Co Tax Assessor-Collector Paul Bettencourt.
And you are still paying. They are numbers many public officials probably had a hard time figuring out themselves. You still owe $38 million on the Astrodome. It’s property tax money and every year it’s costing millions just to keep it operating. In the last five years it cost $18 million. The tax assessor calls it a money hole.
“We’ve got to decide what to do with the domed stadium,” said Emmett. “It’s time to put up or shut up frankly.”
Hurricanes have nearly doubled insurance on the dome. The bill has been $894,000 just this year. And you think your utility bills are high? Look at this. The bill was $1.1 million. Operating expenses this year alone were $2.75 million.
The biggest money maker at the Dome is The Hideout. That’s the bar the Rodeo operates on the floor of the Dome. We get no money for that. The rest of the year the Dome was used just 13 days, making just $100,000.
“Frankly we can’t let people use it much longer, it will become a dangerous place,” Emmett said.
“The question we have to decide is if we can’t find something for the Dome to become, then they have to think seriously about tearing it down,” said Bettencourt.
Then, this one on the interminable Astrodome hotel redevelopment project:
Entrepreneurs looking to turn the iconic Astrodome into an upscale convention hotel have scrapped a “best of historic Texas” theme for a more modern, streamlined look.
A faux Texas courthouse and other features that played on the state’s past are out. Plans now call for including a section of the Dome’s seats, part of the diamond and an overall contemporary design that plays up the building’s cutting-edge nature when it opened in 1965.
“We’re going to have rides. There could be air rides that take you off the ground and make you say, ‘Wow,’ ” said Scott Hanson, president of Astrodome Redevelopment Co., the firm hoping to transform the Dome. “We’re going to have a few of those. They would be easy-going rides that would show off the venue.”
Astrodome Redevelopment still has hurdles to clear before it begins work. Willie Loston, director of the Harris County Sports and Convention Corp., which oversees Reliant Park, will update the Commissioners Court on the company’s progress in executive session Tuesday.
The court’s approval is needed before work could begin. And Astrodome Redevelopment needs to work out revenue sharing and parking deals with the Houston Texans and the Houston Livestock Show and Rodeo, the major tenants of Reliant Park.
But Hanson and Astrodome Redevelopment’s chief executive, John Clanton, said the company is making progress and hopes to begin work on the interior as early as next April.
Hanson previously said the company had obtained financing for the $450 million project. But he and Clanton publicly announced the lender, Deutsche Bank, for the first time Thursday.
The article goes on to claim that the “entreprenuers” of the project have a new Atlanta-based partner who will supposedly add equity to the deal and make it more viable.
Frankly, this silly notion that entreprenuers can arrange private financing for the conversion of the Astrodome into a hotel has been going on for three years. Now, the Chronicle would have us believe Deutsche Bank has approved a $450 million financing commitment on a highly-speculative covention hotel project in during the tightest credit market in years? I’m willing to bet that any such commitment has more outs than the Stros lineup this season.
All of this imagery about the proposed Astrodome hotel would be all fun and games except that it is costing the County real money to maintain the Dome, probably around $10 million just since the dome hotel project was first floated. Given that we are three years into this and the entreprenuers are not even at the stage of cutting deals with the Texans and the Rodeo over use of the Reliant Park property during times of mixed use, just how long is the County going to dawdle over the Dome before moving on to more realistic uses of the property?
An easy prediction
Buried in the Chronicle’s article on the Metropolitan Transit Authority’s latest propaganda release regarding the proposed University light rail line is the following snippet:
The study estimates say the Cummins-Wheeler-Elgin combination is the least expensive of the routes considered, at $715 million, compared with $836 million for the Southwest Freeway-Alabama combination.
Prediction: Both routes will cost substantially more than the estimates and the revenue generated from the ridership will not come close to meeting the operating expenses of the line.
Latest on the Las Vegas Monofail
With the crunch worsening over the past several weeks in the credit markets, the bankruptcy reorganization forces are gearing up and eyeing potential debtors. Well, in this Heartland blog post, Thomas A. Rubin predicts one of the probable debtors that will need serious reorganization — the Las Vegas Monorail Company (prior posts here):
In short, the Las Vegas Monorail appears headed straight down the path to bankruptcy by approximately the year 2010 with nothing on the horizon that could prevent it ñ other than, perhaps, an ill-conceived government bailout or the absolute dumbest group of investors/suckers in recent financial history.
This result should come as a surprise to no one. Over the last several decades, I know of only one U.S. rail transit system, or quasi-transit system, that has come remotely close to covering its operating costs out of fares and other operating revenues (the Seattle Monorail), and none that have made any contribution what-so-ever to capital costs. However, the Las Vegas Monorail promoters assured everyone that operating revenues would not only cover operating costs, but would also cover all the debt service costs of the bonds sold to pay for the construction of the Monorail. [. . .]
One hopes that someone, somewhere, in a public sector decision-making capacity will tell the various casinos along the right of way that, if they want to see it continue to operate, well, it is all theirs.
Read the entire post, which lays out the public risks involved in even a privately-financed boondoggle of this nature. Meanwhile, this clever Political Calculations post comes up with an entertaining solution to achieving the same benefits of a light rail system at a far cheaper cost.
Will Houston learn from L.A.’s mistakes?
As noted earlier here and here, the Houston metropolitan area shares many of the same characteristics of the Los Angeles metro area, albeit with far lower density of population. Although rail transit is typically inefficient in areas of relatively low density of population, that has not stopped Houston’s Metropolitan Transit Authority from spending enormous sums on inefficent light rail for Houston and proposing even more. One of the common rationalizations used by Metro for such boondoggles is that the transit lines will promote development of more densely-populated housing around the rail lines that will ultimately generate enough mass transit users to justify the enormous cost. Someday.
So, given the L.A. region’s greater density of population, has rail transit generated such housing along the rail lines there? Well, not according to this front page Los Angeles Times article entitled “Near the rails but still on the road — Research casts doubt on the region’s strategy of pushing transit-oriented residential projects to get people out of cars”:
In Los Angeles alone, billions of public and private dollars have been lavished on transit-oriented projects such as Hollywood & Vine, with more than 20,000 residential units approved within a quarter mile of transit stations between 2001 and 2005.
But there is little research to back up the rosy predictions. Among the few academic studies of the subject, one that looked at buildings in the Los Angeles area showed that transit-based development successfully weaned relatively few residents from their cars. It also found that, over time, no more people in the buildings studied were taking transit 10 years after a project opened than when it was first built.
To which USC urban economics professor Peter Gordon replies:
I could not have said it any better. Well actually, some of us did — over 30 years ago.
Yes, it is not pretty to say I-told-you-so. But the arrogant know-nothings inside LA’s beltway (including LA Times writers and including some who still hold public office) have been confused on this issue for years. Their plans have cost billions and, along the way, made traffic much worse. It was exactly the sort of fatal conceit that Hayek wrote about many years ago.
Yesterday, the same newspaper (front-page, below the fold) included “Will traffic-weary L.A. heed the toll call? … The land of the freeway is poised to become a little less free …”
What will they think of next?
Will Houston’s leaders listen? Incidents such as this do not make me optimistic that they will.
Saving for a boondoggle
Buried in this Chronicle article about increasing tolls on the Harris County toll roads and congestion on the Westpark Tollroad is the following nugget about yet another of the Metropolitan Transit Authority’s decisions that is contrary to its purpose of improving mobility in the Houston metro area:
Six months after the four-lane Westpark Tollway opened in 2004, traffic backups began occurring in certain areas, said Peter Key, toll road authority deputy director. Congestion has worsened since then.
The toll road authority would have preferred building a six- or even eight-lane tollway, Key said. The Metropolitan Transportation Authority, which owned the land in the area, was willing to sell only enough for a four-lane tollway, he said. Metro wanted to keep the remaining land in case it builds a commuter rail line along the tollway, Key said.
Metro vice president John Sedlak said Metro has considered using the corridor for rail for several decades and may build a light rail line along parts of the corridor, from the Hillcroft Transit Center to an undetermined distance east of the West Loop.
As noted in this previous post, Metro’s bias in favor of inefficient rail lines is a costly bet for Houstonians. Those who are driving the Westpark Tollroad on a daily basis are finding out that such costs far exceed even the formidable expense of building inefficient rail lines.
Rationalizing a boondoggle
Anne Linehan over at BlogHouston.net continues to do a fine job of following the various rationalizations of several local governmental types over how to justify public financing for the proposed the Astrodome hotel project (Charles Kuffner comments, too). The latest proposal being floated is to give the deal $150 million in hotel and sales tax breaks over a ten year term to facilitate about half a billion in private financing for the deal. The rationalization is that the rebates are worth it because the tax revenue wouldn’t be there in the first place but for the hotel generating it. Plus, the hotel really is a good thing for Houston, so why worry about a measly $150 million over the long term?
Putting aside that dubious reasoning for the moment, the reason that this project is a boondoggle isn’t because of $150 million tax rebates over ten years. On a boongoggle of this potential magnitude, that’s peanuts. The real financial risk comes when the hotel falters in paying its private financing. In almost every case, the local government that backed the facility will be placed in the difficult position of either putting up additional funds and security for the project or face the politically untenable position of watching the project fail. Guess what politicians usually vote to do when the alternative is to be embarrassed with a failed deal on their watch?
The problem with boondoggles of this type is that they “eat” — they must be fed money when the operating losses start mounting. There is a reason that the promoters of this deal can’t arrange private financing. That is a reason for the county government to back off the deal, not to embrace it.
O’Toole on Houston’s urban planning
Cato Institute fellow Randal O’Toole was in town last week as the invitee of a Houston Property Rights Association luncheon and, by Tory Gattis’ account, provided an entertaining lecture on the overreaching nature of centralized urban planning and wasteful rail transit systems in various cities around the country. The Chronicle’s Rad Sallee caught up with O’Toole while he was in town, and notes the following observation by O’Toole on the impact of Houston’s biggest urban boondoggle:
Question: You say that for the most part, Houston gets it right, while Portland (Ore.), where you used to live, is a textbook example of government gone wrong. A lot of people would say it’s just the reverse.
Answer: Except for the light rail part, Houston really is a model for how urban planning ought to be done ó which is privately.
By the way, O’Toole has a new blog focusing on urban economics called the Antiplanner. Check it out.
How to fix Houston traffic
Both surprisingly and refreshingly, the L.A. Times runs this insightful piece on several experts’ proposals to address various Los Angeles area traffic problems. The experts are a level-headed bunch, including Joel Kotkin, James E. Moore, Donald Shoup and Ted Bakalar. Inasmuch as the Houston region shares many of traffic characteristics with the L.A. area, several of the suggestions are equally applicable to local traffic. My favorite is by Kotkin:
What Los Angeles needs is a transit system that better reflects what it is ó a sprawling mid-density city. So build the world’s easiest-to-use bus system. This network should expand such transit innovations as the MTA’s Metro Rapid buses, which run in dedicated lanes, and Rapid Express buses, which make few stops. These systems are far less expensive to build than light rail or a “subway to the sea.”
Metro Development Corp.
Kevin Whited over at blogHouston.net picks up on the latest boondoggle of the Metropolitan Transit Authority — providing kickstart financing for a couple of blocks of commercial property along the Metro light rail line in Midtown.
The entire deal is really preposterous for a transit authority to be getting into. Metro bought the blocks from the developer for $7.2 million with “the expectation” that the developer is going to buy the blocks back and build a bunch of condominiums (in an already overbuilt market) that will supposedly house 1,000 happy light rail riders. According to the developer, everything is really O.K. because — get this logic — it could have been worse!:
[Developer Robert H.] Schultz said Metro may join in developing a parking garage on the site that could be used by rail riders but that the agency chose not to invest in other parts of the project.
“They didn’t want to extend that kind of money. They wanted to be much more conservative until they could see this thing was going to happen,” he said.
[Metro real estate vp Todd] Mason agreed, saying, “Metro does not want to be a developer and take on a lot of risk, but we want to be an enabler of projects like this one.”
As noted earlier here, Metro isn’t good enough in doing what it was chartered for to be taking flyers on financing speculative real estate deals. Where is that type of activity described in Metro’s charter?