Federalism and internet sales tax collections

Empty ecommerce shopping bagI don’t know what state and local governments ever did to Sen. Ron Wyden (D-Oregon) but he sure hates our guts. How else could you explain his bizarre quest to protect tax evasion that undermines our ability to pay for roads, schools, and cops?

The Marketplace Fairness Act, now making its way through Congress with bipartisan support, would lift the federal government’s prohibition on collection of sales tax for retail goods purchased online. I’ve written about it previously here.

In places like Washington, state and local governments rely heavily on sales tax instead of an income tax. Consumers are still obligated to pay a “use” tax but few know about the requirement and without enforcement, still fewer are willing to pay what’s owed.

Wyden called the bill “a targeted strike against the Internet and a targeted strike against the digital economy.” Keep in mind, the act doesn’t increase taxes. It doesn’t impose a new federal tax. It doesn’t apply to small businesses, exempting those with under $1 million in revenue. It doesn’t even obligate the state to collect the tax. It simply allows us to collect what is already owed under existing law and is paid by their law abiding “brick and mortar” competitors.

More importantly for those brick and mortar retailers, smart phones have turned a price disadvantage into a genuine existential threat commonly known as “showrooming.” While the tax discount has always enticed people to shop in stores and then go home to buy the product on the internet, armed with a simple app they can now scan the barcode and find it online before walking out the door.

Given these facts, how in the world does Wyden’s argument make any sense at all? Answer: it doesn’t. It’s simply the ugliest form of DC rent-seeking. A business wants an advantage over their competitors and rather than offering a better service or price, they get Congress to pass a law. Wyden is from a state without a sales tax so he’s an easy mark for corporate lobbyists on this issue. He’s also in line to replace Sen. Baucus as the Senate’s Finance Chair so his influence is enormous on matters of tax policy.

If anything, Wyden’s position is a “targeted attack” on federalism. It’s one thing for the federal government to regulate interstate commerce or issues of national significance. But the federal government has no legitimate interest in how we fund government services in Gig Harbor, Pierce County, or Washington state. We’re not setting up a duty on imports from Oregon. In that case, the Constitution grants authority over interstate commerce to the federal government and Wyden could rightly oppose.

Washington has simply chosen a different tax system than Oregon and most other states. However, its hardly the only system that crosses state boundaries. For example, Washington residents who work just across the river in Oregon must pay Oregon income taxes. Oregon residents that work in Washington must pay as though that income was earned in Oregon.

Is that a targeted strike on Washington businesses Sen. Wyden? While I think it’s fair to say that our respective states should work out some sort of tax reciprocity, particularly in light of the fact that forgiveness is entirely one direction in Oregon’s favor, but do you really believe it’s the federal government’s job to intervene?

It’s time for the Wyden and the rest of Congress to butt out of decisions that are the sole province of Washington citizens.

Posted in Congress, Taxes | Tagged , | Comments

Pierce Transit mythbusting – empty buses and overpaid staff

Pierce Transit Bus at Purdy Park and Ride in Gig HarborOne of the most persistent questions I’ve had since joining the Pierce Transit Board, and also heard by virtually every transit agency in the country, is “why do I see empty buses driving around?” It’s an understandable question for people who largely interact with the system from their car. I wondered the same thing when I first started looking into Pierce Transit costs. If we could use smaller buses, wouldn’t that reduce costs and save service?

While I’ve tried to help folks with the explanation, this video from another transit agency does a much better job. Thanks to Commissioner McKnight for passing it along. Trust me, in a few minutes you’ll get it.

To sum up:

  • Just like road congestion that fluctuates throughout the day, buses that are full during some hours, aren’t full at others. However, capacity has to be built for peak trip times (aka rush hour).
  • Also like roads, the start of a route will have less congestion than other portions of it. For a system like Pierce Transit, that means peripheral areas like Gig Harbor, UP, Lakewood, Fife, and Puyallup will typically see bus routes before they pick up most of their passengers.
  • To run smaller buses during off-peak hours you’d need to purchase additional vehicles and add staff.
  • The money saved in fuel costs is small compared to the additional costs shown above, particularly for Pierce Transit whose fleet is compressed natural gas. Last time I asked about cost, CNG was running about $.76 per equivalent gallon (conversion to gasoline costs).
  • Even if we wanted to waste money buying smaller buses to satisfy public perception, federal regulations prevent us from doing so.

Thinking more about this analogy to road capacity I’m even wondering if there’s a lesson to be learned at the fare box. One idea that’s been pushed by economists and transportation planners for years is congestion pricing (aka variable rate tolls.) Basically the idea is to charge a larger toll during peak trip hours and something less or nothing at all during off peak hours.

Why? The first rule of economics is that price rations the use of scarce resources. If something is free, it will get get overused when demand is high.  Overused roads cost everyone extra money because we have to add lanes to keep peak time congestion down. If people had a price incentive to switch the time of their travel they’ll tend to distribute their trips more evenly throughout the day. When they do, it adds peak time capacity. As counter-intuitive as it may seem, paying a variable rate toll can ultimately save taxpayers far more money by getting more efficient use of our infrastructure.

What does this have to do with transit? The bulk of our riders need the service during a few hours of the day. That means buying enough buses and deploying staff to adequately serve those more congested hours. But lets say we could provide a financial incentive to trips at a different time. That would free up assets to serve during other hours. In other words, we might be able to restore some of the cuts to off peak service hours like evening and weekends.

The downside is that mass transit in our area tends to be a social service. Most riders have no other transportation option so it might unfairly burden those who could least afford it.

This is nothing but idle speculation. I don’t know if any other systems have tried it. I suspect it would require a more sophisticated fare box than we’re able to purchase. It’s also possible it just won’t work. But it just so happens we’re finishing up a comprehensive fare study and system redesign so now seems like a good time to ask.

Update: A reader noted that King County Metro actually uses a variable fare. Still not sure if it would make sense for Pierce Transit, but since we use the same ORCA payment system, it’s at least technically possible.

Wages for non-represented employees

Another persistent complaint I hear is that non-represented (non-union) Pierce Transit workers are overpaid. Unfortunately we hadn’t done a salary survey in 10 years (wages for non-rep workers have been frozen since 2007) so I didn’t have proof they were wrong. Well, the results are in and it turns out they’re 8.6% beneath market.

More importantly, the point of the salary survey was to move non-represented workers to a market/performance based system. The current “step” system is based on longevity. Raises are based on years worked for the agency and making it to the next step. A market/performance based system looks at what others are paying for that job and establishes a salary band around our desired midpoint. In our case, we’re targeting the median.

Employees can get raises within their salary band through performance based increases of 1-3%. But that would depend first on the Board approving a budget that would allow it. This gives the Board much more control over labor costs. We’ve used this system in Gig Harbor for both represented and non-represented workers for a couple decades and it works well.

There was some confusion when the study was released that it meant we were handing out 8.6% salary increases. This is untrue. For a handful of employees outside their salary band, they would be adjusted. For some this meant an increase, for others, it would actually be a salary cut. But there wouldn’t be any difference for the bulk of the non-represented employees.

For a number of reasons, the rest of the board wanted more time to look at the proposal. So while the News Tribune article notes that the plan failed, I anticipate that it will be brought back in a couple months for reconsideration.

Posted in Budget, Governance, Pierce Transit | Tagged , | Comments

Amending Gig Harbor’s Comprehensive Plan

Burnham Hill Commercial Center Map Gig HarborUpdate: I was wrong, read more at the bottom.

Over the last couple of weeks the City Council has received a considerable amount of testimony, emails, and phone calls on a proposal to amend the Comprehensive Plan. The applicants would like to change the land use designation of their 2.79 acre parcel at the intersection of Burnham & 112th from Residential Medium to Commercial/Business.

Before we get into that process it would probably be helpful to explain what a Comprehensive Plan is and why it’s important. Basically comp plans are a local government’s way of figuring out what it wants to look like in the future and decide what will be needed to get there. While this process isn’t unique to Washington, it was mandated in high growth counties after passage of the Growth Management Act. Ultimately we must abide by state law, regional plans (Puget Sound Regional Council’s Vision 2040), and countywide plans, but the bulk of the work comes from each community’s wants and needs. Most of the services we provide like roads, water, sewer, and parks, have elements in the plan based on land use decisions we make in it.

For more detail’s on comprehensive planning, I highly recommend taking a look at the Municipal Research and Services Center of Washington website.

Each year Gig Harbor has a process to amend the comp plan. Normally, these amendments are sponsored by the City and more technical in nature. But occasionally we’ll get a property owner who thinks their property doesn’t have the proper land use designation. To be clear, they’re almost always asking for an increase in intensity of use because it makes their property more valuable for sale or development. That’s exactly what is going on in this case.

Until a few years ago these applications automatically went to the Planning Commission for hearings and recommendation before the Council ever saw them. When the recession hit and staff cuts put their time at a premium, the decision was made to give amendments a quick look at Council before wasting all that effort. While there’s no hard and fast rule, we essentially decided at the time that if the application met a couple basic criteria, it would move forward regardless of our personal feelings on its merits. The application had to be complete and there needed to be some basic justification for the change but other than that, we would try not to pre-judge the case, as it were.

In this case the applicant is basing their case on the change in land use designation granted to the property to their north where existing construction and mining operations were located. While that shouldn’t be confused as a justification for granting the amendment, it does meet the criteria to ask for one.

The communication we’re receiving since our last meeting, primarily from surrounding residents, is all very well thought out. There are concerns about traffic, wetlands, changing the character of the neighborhood, and effect on their own property values. I would say that the applicants current aspirations for a gas station and mini-strip mall probably aren’t going to happen as they’ve imagined.

However, those arguments really are best made while the Planning Commission goes through its process. One reason I’m hesitant to stop even applications that I don’t like is that I never know what will come out of it. While those uses don’t seem appropriate, they’re not the only ones allowed by the C/B designation. We’ve seen comp plan amendments be limited by development agreement so that they can get a change, but not the uses that would cause too much harm.

I’ve seen applications that seemed impossible pass with broad support and slam dunk applications fail after closer inspection.

There is also a broader question that I’d like to see the Planning Commission wrestle with. Since there has been some encroachment of commercial activity on that side of the highway I think it’s fair to ask how hard of a line do we intend to draw there. This would seem to be a useful case to test that question and get a definitive answer, but that can’t happen without further study.

Mostly I want those who are concerned by the speed of this process to understand that we won’t be making a decision on the application at tonight’s meeting. This is just the beginning of the process and all the arguments you’re making today are exactly what you should be saying as it moves along. If it comes back from the Planning Commission with a “do pass” recommendation, the Council will still have the final say. Even after that, the applicant would need a rezone in which the Hearing Examiner can order mitigation for impacts before saying yes.

Finally, an award should be given to whoever is organizing the emails we’re getting. This is probably the most comment I’ve seen on a land use application in several years. While downtown issues tend to generate this kind of passion for obvious reasons, it’s good to see it come from other neighborhoods.

UPDATE (4/8/12 10:55) - As those who attended the meeting will already know, it turns out I was wrong. We didn’t need to consider the applicants claim that a change in land use designation to the north was a “substantial claim” which means there was no need to move the amendment forward. In other words, the plan won’t have any further hearings. This is one of the rare cases where I’m ok with being wrong.

Posted in Activism, Comprehensive Plan, Gig Harbor, Land Use | Tagged , , , | Comments

Senate Majority Coalition budget eliminates Office of Aerospace

Boeing Everett plant from the air overlooking Puget Sound.If governmental budgets are about priorities, the Senate Majority Coalition seems to be saying Boeing jobs aren’t high on their list. The budget they released on Wednesday has proposed elimination of the Governor’s Office of Aerospace.

Think back a few years to the time when location of Boeing’s 737 Max line was still up in the air (sorry). Boeing had already moved work to other areas of the country and losing more would threaten tens of thousands of direct and indirect jobs in the region. In response, the Puget Sound Regional Council (I sit on the executive board) created the Washington Aerospace Partnership, a coalition of labor, business, government, and economic development interests. It’s led by our Executive Director, Bob Drewel, a longtime veteran of local government and economic development.

The partnership commissioned a competitiveness study which made a series of recommendations, many of which state and local government have already adopted or are making progress towards. One of those recommendations was creation of the Office of Aerospace. To this day it works so closely with PSRC that they’re partly housed in our offices.

Contrary to popular belief, this isn’t just about Boeing. There are 1250 Washington businesses in this industry. It could easily be more and since this is one of our best performing economic clusters and we should be doing everything we can to get the rest. If you want to go get everyone else’s business, doesn’t it make sense to have someone on point in state government?

Aerospace directly employs 131,000 people in Washington, the bulk of them around the Puget Sound. Indirectly it’s likely four times that number. While we may have won the competition for the 737, the immediate goal for the partnership and office, that’s not to say the job is done. Future ventures like the 777x will still need our support and coordination with state government investments in transportation and human capital is critical.

I don’t know who is responsible for the office’s elimination in the Majority Coalition’s budget. I don’t really care. Maybe it was a mistake. These things happen I guess. All that matters is that it’s put back. The Senate could be voting today so it’s critical that you call your Senator and tell them this is too important to cut. Seriously, even if you have never spoken with them, it’s absolutely essential that the Legislature hear a roar from their constituents on this issue.

Posted in Budget, Washington State Legislature | Tagged , | Comments

Height restrictions in downtown Gig Harbor

Map of Downtown Business and Waterfront Commercial zones in Gig Harbor.

The areas affected by this zoning change.

Last week the Gig Harbor Planning Commission held a public hearing on height restrictions in the Downtown Business and Waterfront Commercial zones. Comments I’ve received or read online make clear we did a poor job of explaining the proposal. Hopefully I can clear up some confusion here.

Here’s the text that drew most of the attention on Patch:

Under the Commission’s initial proposal, all buildings would be allowed to be 27 feet high as measured from the building footprint.

The current regulations allow building height to be between 16 and 27 feet—depending on the topography and roof type. Zoning districts under consideration for this height increase are the Downtown Business (DB) zoning district and the Waterfront Commercial (WC) zoning district that abuts the DB district.

The first problem is that most people understandably don’t know the boundaries of our zones. Because most think of the whole bay as “downtown” or “waterfront” they assumed this change was for the whole bay area. If you look at the map above, the areas inside the yellow lines are the affected properties. In addition, you’ll see numbers above the buildings. Those are the existing multi-story buildings in the zones.

Rest assured, the more residential areas further north remain in the height restriction area and won’t see any changes.

Sold as an increase in building size people understandably assumed that meant larger than what they already see. Trouble is, our current restrictions are absurdly low. In fact, the new limit was designed to accommodate the historic buildings in the area, most of which are currently non-conforming. In other words, it’s not a change in the character of the area, but a reflection of it. This is also a critical point for property owners and potential tenants because non-conformity restricts improvements that can be made to these buildings.

Current rules only allow for buildings of 27 feet if the roof is pitched rather than flat. There’s a couple things odd about this:

  1. It would be a break from traditional commercial architecture in the area. While most houses further north the residential areas do have peaked roofs, the buildings in this area typically do not.
  2. Modern commercial buildings need at least 27 feet to accommodate two floors, and HVAC systems with attendant screening. Many of the comments seem to be in reaction to a much larger commercial building than a simple two story structure.

Now look at this picture below with the building height listed for each of them. You’ll notice a pattern.

Picture of downtown Gig Harbor buildings and their height.

Each one of those numbered buildings exceeds the current height restriction because of the roof pitch and topography of their site. 

There’s also an economic motivation for accommodating buildings of this size. Think back a couple years when QFC closed and a number of businesses went with it or moved elsewhere in town. People were understandably upset. Nobody likes it when a downtown as charming as Gig Harbor starts to lose businesses.

But there’s only one way to draw an anchor type grocer to downtown. More people.

Very few people on the Gig Harbor Peninsula live or work downtown. As a result, grocers and other everyday services have been built closer to where it’s convenient to the bulk of the population. Sure, there are destination businesses that draw us to downtown. The Tides, Brix, 7 Seas are good examples. But it wouldn’t make much sense for the bulk of us to drive all the way downtown for a service that we’d pass along the way.

On the other hand, when I worked downtown, my visits to QFC were regular. It was convenient. Same with the other shops. So whether it’s more residents or workers, the key to economic success in downtown Gig Harbor or any city for that matter is density. Density means multi-story buildings.

Nobody is suggesting that we become another Bellevue. But certainly we’ll at least have to allow buildings that look like the ones built by our parents and grandparents generations. That’s what has been proposed to the Planning Commission, not a radical change in the character of Gig Harbor.

Posted in Downtown, Gig Harbor, Land Use | Tagged , , | Comments

Regressive taxation linked to a wide range of social problems

Man holding out empty pockets in from of Washington State flagWhen I’ve written previously about Washington’s awful tax code it’s mostly been about fairness, it’s impact on state finances, and economics. But I’ve overlooked another aspect of our policies, how it might affect other social problems we’re trying to correct.

In today’s New York Times, Katherine Newman writes about the social costs of regressive state taxes and the outcomes are shocking:

It turns out that after factoring out all other explanations — like racial composition, poverty rates, the amount spent on education or health care, the size of the state’s economy, existing inequality levels, and differences in the cost of living — the relationship between taxing the poor and negative outcomes like premature death persisted. For every $100 increase on taxes at the poverty line, we saw an additional 7 deaths and 78 property crimes per 100,000 people, and a quarter of a percentage point decrease in high school completion.

In other words, regressive tax systems cause greater social problems which then cost more money to fix. This is not the sort of competition Washington should be proud of winning. Imagine if any other of our state’s policies were linked to public health or crime stats like we see above. There’d be a blue ribbon commission appointed before the end of the day.

Coincidentally, there’s been some discussion by economists and journalists recently on tax policies aimed at growing wealth disparity. While these proposals are aimed at the federal government, conservative economist Scott Sumner has some ideas on making consumption taxes more progressive.

 

1.  Taxes on externalities (carbon, but not cigarettes.)

2.  Taxes on land (by acreage, not value, with the tax rate varying by zip code.)

3.  Progressive consumption taxes.  These could include

a.  VAT with poverty level consumption exempted.  Progressive taxes on housing services (i.e. progressive property taxes.)

b.  Progressive payroll taxes—treating capital income that people earn from their own firm as wages, unless they can show otherwise.

c.  Negative taxes on low wage jobs (EITC.)

Sounds familiar.

Posted in Taxes, Washington State Legislature | Tagged , | Comments

Makers and Takers: Transportation Edition

bicycle lane markingIf you haven’t heard about the “Makers and Takers” meme by now, you’re probably not the sort that reads my blog. But in case I’m wrong, the idea is that the country is divided between decent, hard-working folk and shiftless moochers who are gradually taking over. It’s not a new theory, but economic anxiety and high unemployment have magnified its power. By the time Mitt Romney’s 47% video came out, it had become a full-fledged political weapon despite having absolutely zero grounding in the truth.

At the time I’d been rather outspoken in support of Proposition 1, the Pierce Transit sales tax proposal, so I noticed another form of this rhetoric taking shape. It came up during forums, on my Facebook page, or in phone calls with constituents. Their complaint was that paying for transit with a sales tax is a subsidy and that everyone should pay for their own transportation infrastructure.

Rep. Orcutt crystallized this view with an absurd response to a bicycle shop owner complaining about a newly proposed bicycle tax to help pay for pedestrian infrastructure, also known as “Complete Streets.” It’s a part of a much larger transportation package introduced by House Democrats that also includes a gas tax, motor vehicle excise tax (car tabs), hazardous substance tax (oil), and a commercial gross weight fee.

Orcutt’s response starts off by saying he has problems with the bill but likes the bike tax because they’re currently getting a free ride.

I am not a fan of much in the House Transportation tax proposal nor of many tax proposals, but I have to admit I think there are valid reasons to tax bicycles. Think about this for a moment: Currently motorists are paying to use their cars on the roads while they are actually driving their cars. At the same time, they are paying for bike lanes because there is no gas tax — or any transportation tax — generated by the act of riding a bike on the roadways. So, if cars pay for the roads they are using, it only makes sense that bicyclists would also be required to pay for the ‘roads’ they use when they are actually biking on them.

The point of encouraging people to bike or walk is that it saves the road from another car. While I don’t think a special tax on bikes is as outrageous as some, they’re saving us money. We should be thanking them, not calling them freeloaders.

The next paragraph is when things go really off the rails:

Also, you claim that it is environmentally friendly to ride a bike. But if I am not mistaken, a cyclists has an increased heart rate and respiration. That means that the act of riding a bike results in greater emissions of carbon dioxide from the rider.  Since CO2 is deemed to be a greenhouse gas and a pollutant, bicyclists are actually polluting when they ride.

While it’s true that humans do in fact produce CO2, the point that the bike shop owner was making is that riding a bicycle also produces considerably less CO2 than a car, bus, or virtually any mode of transportation.

I do think we should just take a moment to think about the fact that it’s a Republican who’s the first to propose a tax on breathing… ok not technically true but I thought it was funny.

But getting back to the bigger point, bicyclists already are paying for bike lanes — as well as roads, sidewalks, buses, and trains for that matter. They pay for it, like every Washingtonian, through their sales tax. Rep. Orcutt, and other’s who believe cars pay for all their roads with gas tax are not just wrong, they’re not even close.

In recent years that reliance on sales tax to fund local transportation projects has increased as the MVET was replaced and grants from the state and federal government dried up. Even at the federal level, the transportation fund has to be subsidized by general revenue because gas tax receipts have collapsed. We also have a relatively new tool used in varying degrees around the state called impact fees. They’re designed so that new road capacity is financed in part by a charge to the purchaser of a new home or commercial building.

If we’re going to talk about who is subsidizing whom, let’s talk about geography. Contrary to the rhetoric you hear in Olympia, it’s the urban areas that heavily subsidize rural areas like Rep. Orcutt’s district. One of the reasons for growth management, and in fact the idea behind impact fees, is that growth in outlying areas costs many times more per capita to serve than the cities.

Since we haven’t yet fully connected those costs with development, the irony is that it’s people in areas like Rep. Orcutt’s district that benefit most from transportation subsidy that also happen to be the most resistant to taxes necessary to pay for it.

Posted in Cities, Pierce Transit, Taxes, Transportation, Washington State Legislature | Tagged , , , , | Comments

How to scrap Washington’s regressive tax system without an income tax.

Puzzle pieces creating a partially complete dollar bill

Washington’s tax puzzle.

Last week the Institute on Taxation and Economic policy came out with its annual “Who Pays” study and found that Washington has the most regressive tax structure in the country. To anyone who has paid much attention it shouldn’t come as much of a surprise since we’ve been at or near the top of this list for at least a decade. You can thank our heavy reliance on sales tax and user fees.

What does it mean? Basically that most of us pay far more of a share of our income in state taxes but get less for it. It gets worse when you add in the fact that it’s difficult to deduct non-income taxes from your federal income taxes, so we also send extra to the other Washington.

I’ve written previously about how we got here and the problems it creates for our state budget.

Liberals reacted the way they usually do, with outrage and demands for an income or capital gains tax to balance things out. But it won’t take long for reality to set in and realize that the typical tools aren’t politically or legally viable. So we’ll give up and continue to pile on more and more tax burden on lower and middle income taxpayers.

But there’s another possibility that I’ve never seen considered in this state, or any other for that matter, and it involves throwing out our current system and replacing it with something substantially different, but far more effective.

I understand that many will view remaking our system with inherent suspicion. Most will worry that they’ll end up paying more than their fair share. Others will say that it’s a back door effort to grow government. A number of interests favored by the current system with special deals or loopholes will fight to protect their favor, and the institutional bias of large systems will push for incremental rather than dramatic change.

But without fundamentally reshaping our tax system, Washington will not only continue to unfairly hurt a large number of people, but also sustain divestment from important social and economic infrastructure like education, transportation, and care for our most vulnerable.

Taxable retail sales as a percentage of personal income.The Problem

If you thought the state was taxing us more and more each year, you’d have lots of company. But revenue per capita has also steadily declined over the last couple decades.

How is all that possible? The answer is in our overreliance on sales tax, a system based on a rapidly declining segment of our economy with loopholes large enough to drive a 747 through – literally in this case since jumbo jets aren’t subject to sales tax. At the same time, Washington is without an income tax and a property tax greatly limited by initiative to less than the rate of inflation. To compound the problem, sales over the internet have exploded and the federal government continues to deny states the right to tax them resulting in even more lost revenue.

While this system slowly eats away at important programs, the sales tax is also punitively regressive to those who depend upon them. ITEP estimates that:

low-income families typically spend three-quarters of their income on things subject to the sales tax, middle-income families spend about half of their income on items subject to sales tax, and the richest families spend only about a sixth of their income on sales-taxable items.

The result is a state tax system where the poor pay around 17% of their income in taxes while the rich pay less than 3%. If we started from scratch and came up with this tax code, even the most conservative members of the Legislature would call it needlessly cruel to the poor, yet here we are. Something clearly needs to be done to ease the burden on working families but ensure enough revenue to make critical government investments in infrastructure, education, and our safety net.

I think the answer might be found in a progressive consumption tax.

The Solution

At least as far back as the Truman administration, ideas have been floated for a progressive sales tax. Despite never receiving much serious consideration from politicians, it’s found favor across the political spectrum with free market economists like Milton Friedman, and progressive economists like Robert Frank. A tax policy adviser for three Republican administrations named David Bradford is responsible for a version of it he calls the “X Tax.”

Most recently, Bloomberg economics/politics blogger Josh Barro (son of renowned conservative economist Robert Barro) pitched the idea as a “consumed income tax.”

One of the most persistent concerns about taxation has been its effects on savings and investment. It’s most recently spurred Republicans to deify the wealthy as “Job Creators.” If you tax the Job Creators too much, they will smite us with unemployment.

Taxing something we want, like savings and investment, rather than something we don’t want like excessive consumption, does seem strange and produces unwelcome distortions in economic behavior. Cutting the income tax of  “Job Creators” does nothing to ensure they’ll invest it in their business, but taxing consumption completely removes that fear all together.

While it might sound like it is,  sales tax as currently structured isn’t a consumption tax. It just taxes certain kinds of consumption, particularly of the sort that makes up a large portion of poor people’s spending habits.

It’s also built for a time when a cash register was recording that consumption. If you buy something on line, or it’s structured as a service, you get to escape taxation. It’s a nice little subsidy for those businesses but unfair to their competitors.

The “X” tax makes no distinction on what you consume or why you consume it. It doesn’t try to influence behavior or play favorites between businesses.

How the “X” tax works

First, we use the numbers from our federal income tax system. I know that is going to throw a lot of people into a panic but hear me out because this is important – we’re not going to use it to tax your income. Washingtonians have shown a militant opposition to income tax that I’m not sure I understand, but it is clear and we’re not likely to change the Constitution any time soon.

We start with your gross income. Not taxable income, not net income. Gross. From that we subtract all savings and investment. The money could be in a savings account, CD, business, stocks, bonds, or whatever. The important part is only that it’s reported in your income tax return so that it’s verifiable.

What’s left has been consumed in some way. It might have gone to housing, food, or lotto tickets but the point is that you have spent it.

Now that we know how much a person consumed, the only thing left is to apply the rate. But here’s the beautiful part, the rate can be whatever we want. We could exempt the very poor. We could even have a gradually increasing rate — the higher one moves up in income, the more you’d pay as a percentage of your consumption. That might still trigger the legal questions that have made income tax cases difficult, but the point is that a flat rate is still a huge improvement over the regressive system we now have.

You might be wondering why we wouldn’t exempt things like housing or food as they are currently. I would ask why should we? We all need these things but ultimately they involved a choice to consume. By exempting certain sectors we increase both the volatility of the revenue stream and the tax rate. Preferential tax treatment also introduces market distortions that can have very negative effects. Is it really a good idea, for example, to encourage people to stretch how much home they can afford given what we know now about the damage a housing bubble can do?

It also creates a complication that requires auditors, regulation, and headaches for filers. If you think about what’s frustrating about filing income taxes, it’s the complexity of tax breaks. If you’re not an itemizer, chances are your taxes take less than a half hour to do.

Administrative headache

One of the biggest problems associated with our sales tax structure is that it puts a large burden on business owners to collect and administer it. Turning business into free labor for the government is unfair, particularly when your business must be prepared for numerous different tax rates.

In an effort to align Washington’s tax code with the rest of the nation’s sales tax states, the Legislature adopted the absurdly misnamed “Streamlined Sales Tax.” It was intended to create a uniform standard for taxing e-commerce, but years after doing so, Congress has shown no interest in lifting the ban. For Washington this meant changing where you are taxed from the point of sale, to the point of receipt.

Imagine you have a eCommerce website (or maybe you do and are aware of this problem). Previously, your business simply needed to know the tax code for the location of your business. Now, it must figure out and correctly apply the tax treatment for the location of delivery. For some businesses this can mean paying dozens of different rates.

All of this takes time, manpower, and lots of patience.

The downside

There is an inherent problem with this system that would need to be addressed and I haven’t worked out how to solve it. Local governments are heavily reliant on sales tax but this system doesn’t lend itself very easily to fair distribution among them. Gig Harbor happens to be a perfect example. Despite generating millions in sales tax revenue, our relatively small population would mean a small per capita distribution from such a tax structure. The County, despite having a small commercial base would receive a large one. Same with cities of small commercial base but comparatively large populations.

The result would be underfunding of infrastructure and urban services in areas with high economic activity and a disincentive for cities to provide adequate land use for economic growth.

Before implementing such a plan, we’d need to create a method of properly aligning incentives for local government and keeping their already strained budgets intact.

Conclusion

When I started looking at our tax system several months ago I set out three goals for any replacement ideas:

  1. It should be predictable. Volatility is the enemy of long range budgeting and planning. The more we use narrow market sectors to fund government operations, the more likely we are to have a feast/famine type swings in available revenue. Taxpayers also should not have to worry about large swings in their tax burden.
  2. It should be fair. Our state has one of, if not the most regressive tax systems in the nation due mostly to our lack of an income tax. Poor people pay a much higher percentage of their income in taxes than the wealthy as a result. One of the reasons Pierce Transit is asking for an even higher sales tax is that the state eliminated its matched funding that came from the somewhat progressive motor vehicle excise tax (license tabs). Only the Legislature has the power to correct this.
  3. It should be simple. Every cent spent administering a tax by people, businesses, and government is a wasted resource. There will never be a completely frictionless system for funding government, but we can do much better than the crazy system we have today.

I think the Legislature has the power to meet all those goals, improve the lives of Washingtonians, encourage economic growth, and stabilize the budget. It would just take some hard work and political courage.

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Short term incentives in government & Wall Street are a recipe for disaster

Wimpy eating a hamburger

“I’ll gladly pay you in 2026 for a school today”

With the benefit of hindsight, it’s now clear that misaligned incentives on Wall Street played a central role in the Great Recession. Encouraged by huge bonuses and stock options for short term profits, managers and executives pushed hard for short term profits in exchange for taking on enormous amounts of risk. It turns out, if you pay someone millions of dollars to destroy their company, they will!

Why should they care? If the company implodes, there’s no personal liability, and they can safely watch the fallout from their house in the Hamptons.

This phenomenon isn’t limited to the private sector. Politicians, with short term election incentives, have always sought ways to deliver immediate benefits at the expense of long term fiscal health. Whether its cutting taxes or ribbons for shiny new public works, the outcome is the same.

But the combination of these forces on Wall Street and politics is truly toxic. Today’s New York Times has a particularly grotesque example:

School officials in Santa Ana were in a bind several years ago: they wanted to build hundreds of new classrooms, but feared that voters would rebel against tax increases to pay for the construction.

So in 2009, the Santa Ana Unified School District borrowed $35 million using an inventive if increasingly controversial method known as capital appreciation bonds, which pushed the cost of the construction on to future taxpayers. Not a cent is owed until 2026. But taxpayers will eventually have to pay $340 million to retire that $35 million debt.

CABs function like a zero coupon bond with the total principle and interest due at maturity. However, the creative structure of the bond means that only the principle is booked against the municipality’s statutory debt limits. That means the agency could easily take on debt it has no ability to pay off.

Sound familiar?

Enjoy your new school kids. Work hard and save your pennies, because there’s a time bomb in your school district’s budget waiting for you in adulthood.

Unfortunately, this sort of thing isn’t unusual. For all the bloviating about doing this or that for “our children” the reality is that their future is regularly mortgaged to buy off current voters. It’s common in almost every aspect of government from the feds on down to the local level.

In his fantastic new eBook, Here’s the Deal , David Leonhardt drops a really scary stat. A typical married couple pays $88,000 in Medicare taxes by the time they reach retirement. But before they die, they’ll receive $387,000 in benefits. As Baby Boomers retire, the program will by paid for by a much lower ratio of workers to beneficiaries. Something will have to give. Either we pay more in taxes, or other priorities have to be cut… severely.

Truth is, this country invests far more of its resources in seniors than other advanced nations and far less on children and young people.

Closer to home our new State Senator, Nathan Schlicher, has been getting a crash course in transportation funding as a member of that committee. While discussing a potential package necessary for a number of vital projects, he noted with alarm that no money was set aside for maintenance in the last gas tax package passed several years ago. It was all bonded out and spent. With inflation and less gas consumption eroding the tax’s buying power, we’re completely unable to maintain what we have, let alone build more capacity. He’s right to be disgusted. Financially it made no sense whatsoever; but to buy votes with limited resources, they have to be spread thinly.

Regionally we recently had some success that I’m really proud about. At Puget Sound Regional Council we are entrusted with disbursing federal transportation dollars. In order to maintain what infrastructure we have, preservation projects will now have their own set aside. To qualify, municipalities must show “maintenance of effort.” If their roads have significantly deteriorated, they will not qualify. After six or seven years, the cost of repairing roads escalates rapidly so we’ve created an incentive to establish a responsible road maintenance program. It means regular, but cheaper transportation investment over the long term and that means more investment in projects we haven’t been able to fund.

We have a different problem at the Narrows Bridges where the rest of the state graciously allowed forced tollpayers to set aside money for maintenance when the new bridge was built. They left a fiscal trap for us. Initially WSDOT promised that we’d start with $3 tolls and then go up no more than a dollar for a couple years. Unfortunately, they underestimated the cost of the bridge when that promise was made. Again, acting on short term political incentives rather than sound policy, they came up with a “creative” financing scheme. The State sold a series of unique bonds with lower payments in the beginning that escalate in later years. That’s why we have this intense pressure over the last few years to increase toll rates to absurdly high levels.

Locally, we’ve been lucky to have some disciplined members on the City Council. Years ago when we built the Civic Center, we began putting away $600k a year to pay off the bonds early. Unfortunately the recession hit so we weren’t quite able to make it on the 10 year schedule as planned but will pay them off 5 years early.

However, even after retiring the bonds early, we still have a bit extra left over. That enabled us to finally meet my longtime goal of establishing a strategic reserve fund. It will give future Council’s a resource for unexpected downturns in revenue, matching grant opportunities, or whatever investment they’d like to make. The fund must then be replenished within three years forcing the Council to remain prudent with those dollars. Hopefully as the economy improves future Councils can also afford to put a little extra in each year.

The damage done by short term incentives isn’t always as obvious as in the cases above, but the cumulative drag it puts on our future is significant. Keep that in mind around election time.

Posted in Budget, Cities, Federal Budget, Gig Harbor, Regionalism, Roads, Taxes, Transportation, Washington State Legislature | Tagged , , , , , , , , | Comments

What’s the best way to fund Washington’s cities? Part IV

Empty ecommerce shopping bagThis is part IV of a multi-post series addressing the taxation puzzle in Washington cities. Previous posts can be found herehere, and here.

As I’ve mentioned before, part of the problem facing state and local government in Washington is that we have an outdated tax code. It’s heavily reliant on sales tax which is capturing a smaller and smaller segment of the economy.

One of the ways to fix this problem is taxing internet sales, something currently required under federal law only if the retailer has a physical presence in our state. Every other online purchase escapes taxation. In today’s TNT we see that there is growing momentum to change that in Congress.

This would be good news for our budget writers. They face a $1-4 billion hole depending on how much headway on McCleary compliance they want to make this year.

Democratic Gov. Chris Gregoire, a leading advocate, cited the plan in the state budget proposal she released this week, estimating the state could raise $384 million for the 2013-15 budget and $631 million in the following two years. Gregoire proposed dedicating the money toward meeting the obligations of a state Supreme Court order to increase education funding.

It’s hard to know what this would mean for local government. To gain Congressional support Washington first had to join other sales tax states and create the Streamline Sales Tax (SST). It adopts a uniform system of taxation, but not a uniform rate. The main component is that the destination of a good is now where the tax is charged rather than the location of the business. The move resulted in some mayhem with winner and loser jurisdictions. I don’t expect the predictions to be any more accurate this time, but we know this time it’ll be positive.

More importantly to brick and mortar retailers, it ends the ridiculous edge we give to  eCommerce. In Washington, it can be the equivalent of a 10% pricing advantage.

Keep in mind, this is simply enforcement of existing law. You’re still technically required to pay “use” tax in Washington for goods you buy elsewhere. Obviously it’s rare that this happens for most goods, but for purchases of registered assets like cars and boats, the state has a mechanism to catch you cheating. This would simply make online retailers do the same thing we require their competitors to do.

If Congress doesn’t act, there’s another way to approach the problem. I think it’s actually a better system of taxation in many regards, but it would require some bold thinking in the Legislature. I’ll explain in my next post.

Posted in Cities, Taxes | Tagged , | Comments