Quality, Not Just Quantity, of Infrastructure Needs Attention
- Date Posted:
- Is Database:
- Database
The total public capital stock as a share of GDP has been declining in most G7 countries, particularly in the U.S., indicating insufficient infrastructure investment.
"...A different way to evaluate the adequacy of infrastructure is to look at the value of all public capital in place, adjusted for depreciation. That so-called capital stock has trended down as a share of GDP in most big countries, and particularly so in the U.S., according to the International Monetary Fund. That suggests annual capital spending is not keeping up with economic growth and normal wear and tear....Yet measuring the impact of public capital is no easy matter. The CBO believes that, on average, the return on federal investment is only about half that of private investment. Partly, that’s because some public works have purposes other than raising economic output: monuments boost national pride, medical research improves the quality of life and bike paths reduce pollution. But it’s also because some federal investments are poorly targeted, and in some cases reduce private, state or local investment...."
Write to Greg Ip at greg.ip@wsj.com
So for the foreseeable future, the U.S. will have to get by with constrained infrastructure budgets, badly targeted.
Both Republicans and Democrats have backed various infrastructure-bank proposals since 2007, but they haven’t gone anywhere. That’s because lawmakers’ political priority is to shore up the Highway Trust Fund, which is running out of money and about to expire unless reauthorized by Congress.
In the U.S., the equivalent idea is a “national infrastructure bank.” The federal government would seed the bank with capital, with which it would then extend loans or loan guarantees to state, local and private borrowers. A professional staff would choose projects based on economic and technical merits, the contribution to national and regional growth, job creation and environmental benefit.
There are ways around such constraints. In 2010, Britain drew up a national infrastructure plan that prioritizes projects that maximize economic value, for example because they complement a regional transport network or better utilize an existing asset. Canada has set up a government corporation to evaluate and fund “public-private partnerships.”
But no such system exists. The existing system tends to favor new projects even when a maturing economy with denser cities would favor rehabilitating existing infrastructure or using it more efficiently, such as with electronic tolls, congestion pricing and even apps that find free parking spots.
The ideal approach to federal investment would be to rank all possible projects by their return, both monetary, such as user fees, and nonmonetary, such as less time spent in traffic. Those with the highest return get funded first.
Yet measuring the impact of public capital is no easy matter. The CBO believes that, on average, the return on federal investment is only about half that of private investment. Partly, that’s because some public works have purposes other than raising economic output: monuments boost national pride, medical research improves the quality of life and bike paths reduce pollution. But it’s also because some federal investments are poorly targeted, and in some cases reduce private, state or local investment.
But that comes with a caveat: the investment has to be efficient.
Federal investment has been squeezed from all sides: caps on discretionary spending, competition from costly social-benefit programs, and reluctance to raise gasoline or other taxes. That leaves borrowing. With interest rates so low, the IMF thinks debt-financed investment could virtually pay for itself by boosting demand in the short run and productivity in the long run.
A different way to evaluate the adequacy of infrastructure is to look at the value of all public capital in place, adjusted for depreciation. That so-called capital stock has trended down as a share of GDP in most big countries, and particularly so in the U.S., according to the International Monetary Fund. That suggests annual capital spending is not keeping up with economic growth and normal wear and tear.
This doesn’t automatically indicate underfunding, since the country’s needs change over time. The Interstate highway system, for example, only needs to be built once.
On a number of criteria, infrastructure spending has slipped. State, local and federal investment in transportation and water infrastructure has gradually declined from close to 3% of GDP in the early 1960s to 2.4% in 2014, according to the Congressional Budget Office.
Such arbitrary constraints are endemic. Investment in Amtrak’s profitable Northeast Corridor line is compromised by the railway’s congressional mandate to also operate money-losing long-distance routes. New York’s LaGuardia and John F. Kennedy airports, despised by travelers as outdated, inconvenient and unpleasant, are profitable enough to have justified an overhaul years ago. But their owner, the Port Authority of New York and New Jersey, had to plow $8 billion into rebuilding the World Trade Center site.
The Hamilton Project, a think tank, notes that federal spending per 1,000 miles traveled per vehicle varies from $12 in Georgia to $98 in Alaska. A similar number of miles were driven in Tennessee and New Jersey, but Tennessee received 42% more federal funding.
For example, the federal government sends money to the states for highways based on a formula linked to the gasoline tax each state contributes to the Highway Trust Fund, which is not necessarily correlated with what roads get used most.
“Outside of a few very small new programs, it is nobody’s job in Washington to figure out which roads or bridges we should invest in,” says Aaron Klein of the Bipartisan Policy Center, a think tank. “It is a decentralized structure where state and local authorities are highly empowered.”
Federal infrastructure investment is not directed to the projects with the biggest payoff in productivity, safety or environmental protection. Inadequate funding, badly targeted, is a recipe for undermining the country’s long-term economic potential. Bridges raise productivity; bridges to nowhere don’t.
Lost in the debate over the quantity of federal investment, however, is an equally pressing problem: the quality of such spending.
Amtrak’s deadly derailment last week has again re-awakened concerns that the U.S. spends too little on highways, railroads and other public infrastructure.
Updated May 20, 2015 5:55 p.m. ET
By Greg Ip
Federal investment on infrastructure projects is poorly targeted to where it boosts productivity the most
Quality, Not Just Quantity, of Infrastructure Needs Attention
Ip, Greg, "Quality, Not Just Quantity, of Infrastructure Needs Attention,"The Wall Street Journal, May 20, 2015. Available at:http://www.wsj.com/articles/quality-not-just-quantity-of-infrastructure-needs-attention-1432138724












Ed Comment:“We saw in recent paper that the quality of researchers declines as the share of researchers increases. For the same reason (.i.e., a shortage of talent) every increase in a research is a decrease in the quality of people employed to other critical endeavors such as commercialization.”
New paper replicates Bloom'sAre Ideas Getting Harder To Findfor China and Germany and finds evidence of a decline in research productivity in both countries providing support to Bloom's work
What they did, “….Following Bloom et al., we calculate the research productivity parameter,𝛼𝛼, in equation (1),by taking the average of output growth per firm and decade (1990s, 2000s, and 2010s), and dividing by average input levels. As measures for output we use sales revenue, employment, revenue labor productivity, and market capitalization (monetary units deflated by the GDP implicit price deflator). Market capitalization is not available for Germany’s predominantly privately owned companies and we substitute it with sales revenue from innovative products and services. Regarding inputs, Bloom et al. (2020) show theoretically that research inputs in (1) can be measured by𝑆𝑆̃𝑡𝑡, the“effective number of researchers”, by deflating a firm’s R&D expenditures, 𝑆𝑆with the nominal wage rate for high-skilled workers in the economy…”
Bottom line, “….Table 1 depicts our results. In Germany, the effective number of researchers grows at an annual rate of 1.5% to 4.9%. Like Bloom et al.’s findings for the U.S., however, such input growth is not met with a proportional growth in output.As a result, we find declines in research productivity ranging from3.7% to 7.8% per year. The average of the four estimates, equal to -5.225%, implies that research productivity halves every fourteen years, which is very close to the estimated halflife of thirteen years for the U.S. (Bloom et al., 2020). In China, we observe an extremely rapid expansion of research activities during the first and second decades of the 21st century, with growth rates for effective researchers ranging between 21% and 24%.5 The resulting output growth, again, is not proportional to such inputs, which is reflected in a decrease in research productivity estimated between 15.4% and 29.3%. Averaged across estimates, this amounts to a decline of -23.775% per year, or a half-life of around 3 years….”
Note they theorize that China might see a quicker decline in research productivity due to internal constraints, “….Overall, ideas are not only getting harder to find in the U.S., but that the same holds true for the largest R&D-spending countries in Europe and Asia respectively. Although estimates are difficult to compare, due to differences between data sources, negative growth rates are, in fact, remarkably similar across Germany and the U.S. China has undergone an even larger decline in research productivity in the last two decades, which reflects its rapid transformation from principally capital-driven growth toward more innovation-led growth. It remains to be seen whether China will start to follow productivity trends of advanced economies. The increasingly inward looking and mission-driven nature of Chinese innovation policy (Chinese State Council, 2020), however, suggests that research productivity might continue to decline faster in China than elsewhere. Knowledge production at the technology frontier crucially relies on creative freedom, serendipitous discovery, and exchange…”
