The World Bank Must Rethink Its Strategy if it is to be Relevant on Climate Change

 

Summary of the Basic Argument:

In 1990, there were about 300,000 mobile cellular subscriptions in the lower and middle income countries of the world that can borrow from the World Bank.  By 2020, that number had risen to close to 7 billion.  This did not happen through the traditional telecom companies.  Rather, a new ecosystem of firms developed, showed that investments in providing cellular services were viable, and then extended coverage so it became essentially universal.  Finance was not the critical constraint.  With viable investments, finance followed.

The world is now facing the consequences of greenhouse gases accumulating in the atmosphere – mostly through the burning of fossil fuels – leading to a changing climate with consequences that are already bad but will become far worse.  The World Bank has been invited to do more to fund the investments that will be needed to address this.  But if the Bank continues with its traditional approach – more of the same but simply doing more of it – it will not play a meaningful role.  The investments required are simply far too high.  McKinsey has estimated that to get to net zero by 2050, over $160 trillion in investments in physical assets alone will be required in the countries that can borrow from the World Bank and IDA.  On top of this, investments will be needed to address the consequences of a warming planet.  Even under the most optimistic of forecasts, World Bank Group funding could not cover even one-half of one percent of what will be necessary.

There have been proposals that the Bank “stretch” its balance sheet in some way to enable it to lend more than it is now.  It is, indeed, arguable that the IBRD has been excessively cautious in its lending.  A simple stress test shows that at its current capitalization, about half of the loan portfolio would need to go into default for five full years (with no resolution during that period) before the Bank would need to make a call on its callable capital.  That is unlikely in the extreme.  But even if the Bank increased its lending to the very top of what is allowed under the Articles of Agreement, then with the existing capital, the IBRD could lend only an additional $11.8 billion per year – 36% more than the $33.1 billion in new commitments in FY2022.  This would still be far from what will be needed to address climate change.

The World Bank and Ajay Banga, the expected new president, need to rethink how this should be approached if the Bank is to play a meaningful role.  A top-down strategy, focused on identifying individual investments deemed a “priority”, and then seeking adequate funding (from subsidized sources to the extent required), will not suffice.  While the individual investment might well be beneficial, it will be a static one-off gain.  What one needs, rather, is a dynamic process, similar in nature to what allowed the provision of cellular services to take off.

A more opportunistic, bottom-up, approach would provide World Bank Group support to those investments that can be viable in their local circumstances.  The key point to recognize is the diversity of conditions that exist.  Solar or wind generated power might not be able to compete everywhere on cost with fossil-fuel burning sources (with the implicit subsidy being provided to such polluters by not requiring them to pay for the cost of the damage they cause).  But it is wrong to assume they cannot be competitive anywhere.  Connections to the power grid are not always available, they are often not reliable even where they are technically available, and in many cases the power from the grid can nevertheless cost more than what it would from renewable sources.

The key is to recognize this diversity in conditions, and then exploit the opportunities that exist.  And the opportunities are becoming increasingly common as technological changes are dramatically reducing costs of green alternatives not only in power, but in agricultural practices, transportation, and other sectors.  The key issue for low and middle income countries is to obtain access to those alternatives.  And with viable investments, funding will not be the critical constraint, just as it was not for cellular mobile services.  Furthermore, such funding will not add to the public debt burden – a worrisome concern in a number of countries.  When the investments are viable, what they provide and sell (such as power) will cover the cost of the financing.

The World Bank Group, both by showing the way through funding of pioneering investments that exploit such opportunities (both public and – via the IFC – private) and even more so through policy advice on best practices, can have a valuable role to play in this.  But little will be accomplished from a futile attempt simply to fund a bunch of projects, up to whatever the finite availability of subsidized funds might allow.  Rather, the Bank will only be effective if the support it provides (on policy as well as finance) leads to a dynamic where viable investments – not reliant on subsidies – will bring our greenhouse gas emissions down to zero.

 

A.  Introduction

Ajay Banga, the US nominee to be the next head of the World Bank Group, will have clear marching orders when he starts in his new job:  The World Bank must do more to address climate change.  In a major address in early October 2022, US Treasury Secretary Janet Yellen had called on the Bank to be more aggressive, to be more innovative, and to be more effective in addressing the challenges of climate change.  She asked that the Bank prepare a “roadmap” by December on how it would approach this.  And she said the US would support steps that would once have been considered radical, including measures that would “stretch” the balance sheet of the Bank and other multilaterals to permit greater lending than would have been considered before.  Other key shareholders, including Germany, echoed these remarks.

The relatively short (17 page) roadmap was duly prepared and distributed to the World Bank Board in mid-December, and was publicly released in January following the Board discussion.  Many, however, considered it disappointing.  While it did propose that the World Bank do more on climate change, it did not suggest a need for a fundamental shift in the Bank’s strategy in how it should provide such support.  It was basically just more of the same – but do more of it, up to whatever level donor nations would be willing to support financially.

There are problems, however, with the approach as laid out in the roadmap.  To start, whatever financial support the World Bank could provide – even with a major expansion in its lending capacity – would be tiny in comparison to the scale of the problem.  While it can be argued that every little bit helps, the share of what needs to be done that such financing could support under the approaches being considered would be so small as to be basically irrelevant.  Figures on this will be provided below.

But there are other issues than simply the scale.  The centerpiece of what would be new for the financing provided by the World Bank (more formally the International Bank for Reconstruction and Development, or IBRD) would be that grant funds would be provided by some set of donor nations to allow the World Bank to lend at a lower interest rate than otherwise.  The logic of such a subsidy is that the benefits from measures to reduce greenhouse gas emissions accrue to everyone on the planet, not only those in a particular country.

World Bank loans have not been subsidized in this way before.  Since its founding more than 75 years ago, World Bank funds have been lent to countries at a rate reflecting what it costs the Bank to borrow in the markets (which is relatively low, given its AAA rating and other backing), plus a margin to cover its administrative costs and to provide for a modest level of earnings (currently a margin of about 0.8% points on average when taking into account all fees and charges).  This rate has generally been less than the rate at which countries themselves can borrow in the markets, and thus it has been advantageous for the countries to borrow instead from the World Bank.  The proposal now would be to charge an interest rate that is even less, by blending in donor funds to “buy down” the rates.

[For those unfamiliar with the structure of the World Bank Group:  Note this is for the IBRD.  There is also the affiliated International Development Agency – or IDA – that provides funds raised from donor nations as grants or highly concessional loans to the poorest member countries with a per capita income below some cut-off.  The discussion in this post will be primarily on the IBRD, as that is where the changes in the approach to lending would be made.]

It is not clear how much might be provided in such donor funds, and thus not clear how large of an impact this could have on the loan rates.  But even if they were large enough to reduce the interest rates by half, say, one should recognize that interest rates have been rising.  The rates on World Bank loans in the coming years, even if subsidized by donors, will likely still be more than where they were until recently.  This raises the question of whether country borrowers will be willing to take on such loans for these purposes at such subsidized rates going forward, if those rates – even after subsidies – are higher than what they were in the recent past.  They were not all that interested before.

But an approach based on subsidies would not be sustainable for any length of time.  While it is certainly true that fossil fuels (and other emitters of greenhouse gases) are subsidized implicitly by not having to pay for the cost of the damage they cause, the notion that it will be possible to out-subsidize such polluters by providing even greater subsidies to renewables is fanciful.  The scale of the issue is just too vast.  It is also not clear how long this would be pursued:  forever?

There is a need to rethink this.  Part of the problem may stem from the use of the term “global public goods”.  This term is not normally applied in economics to a polluter who cuts back on how much they pollute.  Pollution is more properly termed an externality, where costs are being imposed on others.  And what is being produced here – whether power or cement or steel or burping cows – are all private goods that will be sold in the market, ultimately to consumers.  The issue is how to have such private goods produced in ways that are financially viable while not pouring greenhouse gases into the air.

This is not impossible.  The generation of power from renewable sources, for example, is already competitive without subsidies in certain circumstances.  Its cost has come down tremendously over the past decade.  The key is to recognize that there is a tremendous diversity in conditions in the countries, and that in particular situations in particular locales, power from renewable sources can be the least-cost source of supply.  Power from the grid may not be available at all in certain locales, may be undependable even where it is technically available, and may in any case cost more than power from renewable sources even when it is available.  This is of course not the case everywhere right now, with current technologies.  But neither is it the case nowhere.

To exploit this will require a change in mindset for the World Bank.  It needs to shift from a top-down approach – where “priority” investments are identified in some fashion with a focus then on finding adequate funding (including subsidized funding, to the extent deemed necessary), to a more bottom-up opportunistic approach.  The focus should be on identifying investments that should be financially viable and then determine why they are not proceeding.  Sometimes financial support might be appropriate (and done together with private sources of finance), but often the real need is to address what is blocking such investments.  There might, for example, be policies (or simply the traditional practices of an integrated power monopoly) that bar renewable sources of power from integrating with the grid.  The World Bank can play an important role in introducing best practices on how this can be addressed.  And in some cases there might be a need for investment to strengthen the capacity of the transmission grid to accommodate decentralized sources of power from renewable sources.  The World Bank might be able to play a helpful role here as well.

But the aim should be for the World Bank to shift from a mindset that it can fund a series of static, one-off, investments that might well be individually beneficial, to support for changes that can lead to a more dynamic response.  The chart at the top of this post illustrates what was possible when mobile cellular providers (mostly private) were allowed to compete and provide telecommunication services, in contrast to the response of entities (mostly public and mostly monopolies) providing fixed-line services.  The technology was of course new and the analogy is far from perfect, but it is doubtful that if the traditional fixed-line providers had simply been provided with greater subsidized resources they would then have come anywhere close to what the new cellular providers were able to do in just a few years.  Cell phone service subscriptions in these countries (the lower and middle income nations of the world that are eligible to borrow from the IBRD or IDA) rose from just 300,000 in 1990, and still very little in the mid-1990s, to close to 7 billion by 2020.

If there is to be any hope that climate change is to be effectively addressed, with net greenhouse gas emissions brought down to anywhere close to zero by 2050, we will need a response closer to what the mobile cellular providers were able to provide than what would have been expected from the traditional fixed line phone monopolies.  The challenge will be how to structure the response to allow for dynamics that are more like that which was seen with mobile cellular services.  This will only be possible if well-managed firms, operating in often challenging country environments, are able to provide these private goods (whether power, or cement, or beef, or whatever) with clean technologies profitably.  If they are, financing will follow, as it did for the mobile cellular providers.  If they are not, the most that can reasonably be expected from trying to push subsidized financing onto them might be some limited static gain, but not the dynamics needed.

This post will start with a discussion of why a focus on engineering an expansion in World Bank lending for climate change, but with traditional approaches followed, is unlikely to achieve anything close to what is needed to address the challenge the world faces with climate change.  There is a need to rethink this.

As noted above, confusion might stem in part from the way the term “Global Public Goods” is being used.  That will be discussed next.  While this is in the end semantics, discussion of the issue has largely ignored that private, profit-seeking, firms produce the goods (or at least can produce the goods) that are at issue here. The penultimate section of this post will discuss what the prospects for this are – or at least could be – and what might be done to facilitate this.  The aim is for a response closer to the dynamics of what mobile cellular providers were able to achieve.

A concluding section will discuss briefly the related but different issue of World Bank financing being provided to countries to allow them to better adapt or respond to what the consequences of climate change have been for them – and will be for them.  This fits in better with traditional World Bank approaches.  There is also the separate question of whether “compensation” in some form should be paid by the countries whose past emissions have led to our climate change crisis (primarily, but not exclusively, the richer countries), to the generally lower-income countries that are now also suffering the consequences.  This may well be justified.  But that does not necessarily mean that such funds should be used to subsidize World Bank loans.  They are two separate issues.

An annex will then follow with an analysis of a related issue.  Calls have been made, including, significantly, in the October address of US Treasury Secretary Janet Yellen, for the World Bank to make better use of its callable capital to allow it to increase its lending.  Using figures from the IBRD’s audited financial statements, the annex will examine how much lending could be increased even if it were raised all the way to what the IBRD’s statutory loan limit (as set in the Articles of Agreement) allows.  We will find that it is not really all that much.  It will then look at what the impact might then be on the financial risks the IBRD faces and hence its credit rating.  We will see that the impact should not be seen as all that much either.  That is, it is probably worthwhile for the Bank to lend more against its current capital structure – the financial risks of doing so are modest.  But even the maximum extra lending possible given its callable capital will not be all that much when compared to the challenges following from climate change.  This is not going to solve the issue.

A second annex will then look at the interest rates that have been charged on World Bank loans in recent years, and why they are now rising quickly even though World Bank loans are long-term.  Many do not realize that while World Bank loans have maturities that can go out as far as 35 years, almost all are now at variable interest rates.  And those interest rates have risen sharply.  Even if highly subsidized, IBRD interest rates on new loans would likely still be well above where they were just a few years ago.

B.  A Traditional Approach, Whether Subsidized or Not, Will Not Suffice  

The investments that will be needed to address climate change will be huge.  There is of course a great deal of uncertainty on how much that might be, and estimates vary (although similar in that all are very high).  But for illustrative purposes one can use recent estimates from the McKinsey Global Institute in a major study released in January 2022.  McKinsey looked at what it would take to reach net zero carbon (greenhouse gas) emissions by 2050, over the thirty-year period of 2021 to 2050, in 69 countries accounting for 95% of global GDP, and focused on seven sectors accounting for 85% of greenhouse gas emissions:  power, industry (in particular cement, steel, and chemicals), transportation, buildings, agriculture, forestry and other land use, and waste management.  That is, the estimates are for the cost of the investments in physical assets only (and only in seven sectors) in order to reduce greenhouse gas emissions along a forecast path to net zero by 2050 in countries accounting for 95% of world GDP.  They do not include the also high costs of adapting to and repairing the damage from the consequences of climate change – consequences that are already well underway.

While partial, McKinsey estimated that the cost across the globe to reduce greenhouse gas emissions along this path will be $275 trillion over the 30 years.  One can calculate from the regional and major country figures presented in Exhibit 24 of the main text that $160 trillion of this would be in countries that can borrow from the World Bank Group.

In its FY2022, in contrast, the World Bank (counting both IBRD and IDA), made new loan commitments of just $13.2 billion for projects that included climate mitigation measures as at least one component of the project (with an additional $12.8 billion for projects that had climate adaptation measures as at least one component).  While this was a record amount for such lending from the IBRD and IDA, it is not much compared to what will be needed.  Assuming it could continue at this pace for 30 years (where one needs to remember that IDA funds come from donor nations), the total for mitigation investments (including IDA) would be less than $400 billion.  This would be 0.25% of the $160 trillion needed.  Allowing for growth in these lending commitments at some reasonable rate (say 4% a year in real terms), it is hard to see the total ever exceeding 0.5% of what will be needed for investments to cut greenhouse gas emissions alone, and thus not counting what will also be needed to address the damages caused by climate change.  Furthermore, the IBRD share of this would only be about half of that, with the other half (for IDA) dependent on how much donors will be willing to contribute.

In addition, World Bank projects normally cover a range of related activities.  The investments in any given World Bank funded project that are specifically for climate mitigation measures will only be one component, and thus will only account for some share (possibly small) of the total project loan amount.  But such a project will be included as one where “climate mitigation” was an element, and the full loan amounts (i.e. including for activities other than directly for climate mitigation) will be counted in the $13.2 billion total.  The funding for investments in climate mitigation alone will be less.

There are other issues as well.  One is that while calls are being made for the World Bank to step up its lending for climate mitigation (as well as adaptation), many of those calling for the stepped-up lending have also noted that many of the countries are already facing high public debt loads.  But the IBRD as well as IDA lend only to the public sector (or at least only with a government guarantee of the loans), so there is an inherent contradiction in adding to the public debt of a country borrower that may already be facing possible debt issues.

This might in part be resolved by reducing the costs of those loans through subsidies.  But those subsidies must be provided by donors, and the amounts that donors are willing and able to provide are limited.  It should be noted that IDA credits have always been highly subsidized (and funded by donors) – at first as very long-term loans (up to 50 years now) at highly concessional interest rates (and called a service charge), and in more recent years some as outright grants as well.  But there is no indication that donors are willing to provide funds of anywhere close to the scale that would be required to address climate change in those countries that are eligible for IDA credits.

What is different in the more recent proposals is that funds might be provided to subsidize certain IBRD loans as well, to bring down the interest rate charges on such loans to below what it costs the IBRD to make such loans.  As noted in the introduction above, the IBRD has in its over 75-year history lent funds to country borrowers at rates that suffice to cover the cost to the IBRD to borrow in the markets (a rate that is relatively low due to its AAA rating as well as other backing) plus a margin (currently about 0.8%, when all fees and other charges are taken into account) to cover its administrative costs and some retained earnings.  Subsidizing that IBRD rate to some level below what it costs the IBRD to make such loans would be a departure from the approach it has followed for three-quarters of a century.

How much lower the IBRD interest rates could be on loans for climate mitigation measures (and other global public goods) would depend on how much donor countries would be willing to provide.  What that might be is not at all clear at this point.  But interest rates have been rising, and even subsidized rates would likely be a good deal higher than what the borrowing rates were from the IBRD not all that long ago.  (See Annex II below for the numbers on this.)  Taken by itself, it is not at all clear that countries borrowing from the IBRD would be all that interested in borrowing for the designated climate change purposes even at a subsidized interest rate.  They were not all that interested in borrowing for such purposes in prior years, when the interest rates would have been even lower without any such subsidy.  There is more that needs to be addressed here.  Simply subsidizing interest rates will not resolve them.

There is also the not very good record of demand by borrowers from an IFC managed facility that used IDA funds to subsidize the financing of IFC-supported private projects in IDA member countries.  The IFC (International Finance Corporation) is also part of the World Bank Group (along with the IBRD and IDA), and is the arm that provides loan and/or equity finance to private projects in member countries.  While the borrower would be different (private investors in the IFC projects, vs. country governments in the IBRD projects), the lesson from this “IDA Private Sector Window” is that subsidized financing terms do not make all that much of a difference in the decision on whether to proceed with a project or not.  The facility was launched in 2017, but in the now more than five years since it began, it has (as of March 17, 2023), only committed $3.34 billion in funds in total (with disbursements only a share of this).  It claims to have led to total investments of $19.82 billion, but it is difficult to say how much of this would have been invested anyway even without the IDA subsidy.  And in the five years of 2017 through 2021, foreign direct investment in low and middle income countries totaled $3 trillion (based on what is reported in the World Bank Databank), so the share would have been tiny even if all of the $19.82 billion is counted.

One should not, therefore, expect that a traditional World Bank approach – whether with subsidized interest rates or not – will suffice to meet the enormous challenge of what needs to be done to mitigate climate change and put the world on a sustainable path.  The magnitude of what the World Bank could support through its traditional approach – even with measures to expand that capacity – is simply far too small given the challenge.  It is also not at all clear that the subsidies that might be provided would make all that much of a difference either.

The World Bank and its member governments need to re-examine its strategy if it is to play a meaningful role on climate change.

C.  A Different Approach

Resolving this will certainly not be easy.  Polluters gain an advantage by being able to shift part of their costs on to others – by not paying compensation for the damage they cause.  There is also no ceiling on the costs they are thus able to shift to others:  The more they produce, the greater the costs they impose on others, and the greater the implicit subsidy they enjoy by not having to pay for those costs.

In contrast, a strategy of subsidizing those who do not pollute is limited.  Those subsidies need to come out of some government budget, and there is only so much that can be provided.  There will thus be a ceiling on what can be done through a reliance on such subsidies, and as discussed above on the magnitudes involved, that ceiling is far less than what would be needed.  Furthermore, reliance on such subsidies is certainly not sustainable.  They cannot continue forever.

There is a need to rethink this.  To start, it is useful to clarify the terms being used.  While the issue is being portrayed as one of “global public goods”, the meaning of that is different from what economists normally refer to as “public goods”.  To an economist, a “public good” is defined as some product that (in the rather ugly terms economists like to use) is both “non-rivalrous” and “non-excludable”.  Non-rivalrous means that if one person uses it, others can as well.  And non-excludable means that if I have access to it, others will as well and cannot be excluded.  Thus a commonly cited example of a public good is spending on the military to defend a nation.  I enjoy the benefits of that protection but others do as well (non-rivalrous), and if the military defends me it will similarly benefit all others in the nation (non-excludable).  A piece of cake, in contrast, is not a public good.  If I eat it, then others cannot, and if I have it I can exclude others from it.

The concept of global public goods as used in this discussion on climate change is referring to something a bit different.  It is not referring to the goods themselves being produced, but rather to whether those goods are being produced in a way that does not lead to pollution costs being imposed on others.  While there will be benefits for all to enjoy (a planet that is not wreaking as much damage as it would if heated up more), this shifts attention away from what is being produced (e.g. electric power, cement, cows) to how it is being produced.  But how it is being produced is causing what economists would usually refer to as an externality, not a public good.  And what is needed is for the goods to be produced in a way that does not impose this externality (the pollution costs) on others.

In the end this is just semantics.  But it diverts attention from the fact that regular goods are being produced (electric power, etc.) for sale ultimately to consumers, and there is a need to shift that production to methods that do not lead to such pollution.  The only financially viable and sustainable way to achieve this is for such production to be profitable.  And when one can achieve this (without subsidies), one can then follow the type of dynamics that led to the explosion in the provision of mobile cellular services (such as shown in the chart at the top of this post), rather than the limited static shifts that would follow if one were to rely on case-by-case subsidies.

Such viable investments are now often possible:  not everywhere, but neither nowhere.  Clean technologies are being developed – primarily in the richer countries – and the issue for those countries that can borrow from the World Bank Group is whether they will make use of them.

To take a specific example, the cost of generating power by solar panels has fallen by 90% in the US since 2009, to only $30 to $40 per megawatt-hour (MWHr) – equivalent to 3 to 4 cents per kilowatt-hour (KWHr) – for utility scale systems.  The cost of on-shore wind generated power is similar.  These are the costs before any subsidies.  (Note that these costs are measured in terms of what is called the “levelized cost of energy”, or LCOE, which is the full cost – both operating costs and capital costs – over the system’s entire lifetime expressed per megawatt-hour generated, and properly discounted over time.)

In contrast, the cost in the US for a new coal-fired plant is on the order of $80 per MWHr.  Indeed, the cost of newly built solar and wind sources of power can even be below just the marginal cost of continuing to operate an existing coal-burning plant, given the cost of coal and of the other operating and maintenance costs of such plants.  This is in particular true for older coal-burning plants, where their older and less efficient technologies are more costly to operate.

Depending on the situation (i.e. the adequacy of the connections to the grid as well as how large a share of the power being supplied is from intermittent sources) one might also need the ability to store power from the solar and wind systems.  The cost of storage will vary tremendously based on the locale, but can be low.  For example, in countries where hydro systems are a major source of power generation, one can often use solar-powered generation systems during the day while the hydro-powered systems are used at night or other times when the sun is not shining.  And hydro systems currently dominate in low-income countries, accounting for 71% of power generation in Central Africa, 66% in East Africa, and 63% in the low-income countries of the world as a whole.  In such cases where hydro accounts for a high share of the power generated, they can provide the flexibility needed to manage intermittent sources – assuming, of course, there is a willingness to do so.

But even with other methods to store power from intermittent sources such as solar or wind, the cost of power from renewable sources will often be below the cost of generating it from burning fossil fuels.  It really depends on the particular circumstances of the location.  The power markets themselves are also often highly fragmented, with high costs in some locales and lower costs in others (although the prices charged might not reflect this).  And indeed, in many places power from the grid may not be available at all (or not available reliably), thus leading those who need such power to purchase expensive diesel-powered backup generators.

The key point is there is great heterogeneity in the conditions that determine the cost of obtaining power in any given country, and even more so across countries.  Solar and wind generated power are not always cheaper everywhere today.  But they are cheaper in many situations today, and are also rapidly falling further in cost so this advantage will spread in the years to come.  The issue, rather, is that even where they have an advantage in cost, they are not being adopted as rapidly as they should.

The reason for this stems first from policy.  Power from renewable sources is not always welcomed – and thus not allowed – as a contribution to the grid.  Mobile cellular providers often faced similar such obstacles in their early years, as telecommunications was in many places a public monopoly and the existing operators did not want to allow such competition.  Those rules had to be changed to allow mobile cellular services to compete.  There is a similar need if renewable sources of energy, such as from solar and wind, are going to be allowed to grow.

The World Bank can and should play an important role in this.  It will not come from funding an isolated power generation project, but rather from working with countries to share best practices so that power from renewable resources will be allowed to provide power where they have an advantage in doing so.  World Bank funded investments might also play a high-leverage role in certain cases.  For example, there will typically be a need to upgrade the capacity of the transmission grid if it is to accommodate power generated from decentralized and intermittent renewable sources.  World Bank financial support to such investments might well be appropriate, and when in place would then make possible far greater investments (making use of other funding sources) in new generation from renewables.

One should also recognize that while there will be global benefits when power generation is switched from burning fossil fuels – with their greenhouse gas emissions – to sources such as solar or wind, there will also often be substantial local benefits.  One does not exclude the other.  Coal, for example, is an especially dirty fuel, not only from more greenhouse gases being emitted than from any other source of power generation (per KWHr generated), but also from sulfur and nitric oxides going into the air (leading to acid rain and other issues), mercury and other heavy metals going into bodies of water (and hence the fish caught there), and most obviously, the particulate matter going out the smokestacks.  Especially toxic is PM2.5 (particulate matter smaller than 2.5 microns in size), which can make the necessary act of breathing hazardous to one’s health.  The burning of coal is a major source of this (along with other practices – such as the burning of residues on agricultural lands – that also produce greenhouse gases in addition to the particulate matter in the air), and has led to pollution crises in a number of countries.  This has become an especially severe problem in recent years in major cities of the subcontinent (Bangladesh, India, and Pakistan), with levels averaging 10 times or more than what is considered safe in the WHO guidelines.  Many cities in China have had similar issues.

Countries therefore also have a local interest in reducing their burning of coal and other fossil fuels.  There are certainly global benefits from switching away from these sources of greenhouse gases, but one should not forget there will be local benefits as well.

But the steps necessary to allow and elicit a dynamic response in the investments required to address climate change have not always been the focus of what the World Bank has funded.  A recent example of the Bank’s traditional approach would be the large, $439.5 million, IBRD loan (for a $497 million project) approved in early November 2022 to support the final decommissioning of the Komati coal-burning power plant in South Africa, and replacing it with power from solar and wind sources.  The Komati power plant was an old and large plant, originally commissioned in 1961, that at one time had a capacity of 1,000 MW from nine coal-burning generating units.  Only one coal-burning unit (with a current capacity of just 121 MW) was still in operation, and will now be closed.  In replacement, and making use of the infrastructure already there to connect to the transmission grid, they will now install 150 MW of solar capacity, 70 MW of wind capacity, and 150 MW of battery storage.

The project, in isolation, may well be a good one.  But it will be a one-off gain that will still leave us far from where we need to be to address climate change.  And by itself it will absorb a substantial share of what the World Bank can lend for such projects.  In the World Bank’s fiscal year 2022 (that ended on June 30, 2022), the total lending of the IBRD and IDA together for climate mitigation was $13.2 billion, as noted above.  The IBRD (the source of the Komati loan) accounted for probably about half of that (I have not seen figures with an IBRD and IDA breakdown of funding for climate mitigation).  While the Komati project will be in the Bank’s fiscal year 2023, that single operation for a single power plant will likely account for a high share of what the IBRD will have lent for climate mitigation purposes in this fiscal year.

But there are broader issues in South Africa that limit the generation of power from renewable sources.  The Komati plant is operated by Eskom, the vertically-integrated power monopoly in South Africa (covering transmission and distribution in addition to generation), which is 100% owned by the Government of South Africa.  While I do not know all of the specifics of the Komati project, there is no mention in the World Bank released summary of it that anything broader is being done to address the more fundamental problems of Eskom itself – problems that not only have blocked competing sources of power from renewable sources developing but have also led to a major crisis in the country with highly disruptive rolling blackouts even while incurring major fiscal costs.  While reform of Eskom has been long discussed, powerful vested interests have blocked progress.  But until this becomes possible, one will not see the dynamics required to transform energy generation in South Africa to renewable sources, and isolated projects such as Komati will accomplish little.

A policy environment that allows competing suppliers of power from renewable sources is one side of what is needed if there is to be a dynamic response closer to that which was seen with mobile cellular services.  The World Bank, as noted, can and should have an important role in supporting this.  The other side will be an ecosystem of firms that can provide such services and operate profitably in the sometimes difficult business environments of these countries.  But there is a “chicken and egg” issue here as there will be no such firms in countries where they are not allowed to provide such services.

That does not mean that such an ecosystem of firms cannot develop rapidly.  One saw this, again, in the development of mobile cellular services.  And while what will be required to reduce greenhouse gas emissions will often be new in many of the countries, one is starting with a number of firms – both public and private – operating in not too dissimilar sectors.  There will also be an important role for foreign firms, both for the expertise they can provide and their access to resources – both technological and financial.

Within the World Bank Group, the International Finance Corporation (IFC) works with private firms to develop their capacity to implement successful investment projects in their respective markets.  The IFC may make loans for such projects but may also fund a direct equity stake in the firm itself, with the objective of seeing the firms and their projects succeed.  When they do succeed, the IFC loans will be repaid in full and the IFC equity interest will increase in value.

The IFC thus can play a valuable role in supporting the development of the system of firms that will be necessary if climate change is to be successfully addressed.  And such support can have repercussions well beyond the individual firm itself.  As an example from the US, the Obama administration in 2009 provided a $465 million loan to Tesla, at a critical time for the company.  Tesla came out of this successfully, repaid that loan in full five years early, and arguably has done more to develop the market for electric cars than any other company in the world.  While the Tesla case is obviously exceptional in the extreme, one does not need many examples of far more limited but still viable firms to have a major impact.  And, while coincidental, one might note that the $465 million loan provided to Tesla by the Obama administration is similar to the $497 million cost of the Komati project.  But the impact has been orders of magnitude greater than what can expect from Komati.

Finally, this approach of focusing on what is needed to be successful in the provision of power from renewable sources and in the application of other clean technologies – possibly in niche markets to start – also shifts the focus away from an obsession with finding funding.  Rather, when the investments themselves are viable and profitable, with firms that can function effectively in the often difficult operating environments of many countries, funding will be found.

An example of this is again provided in the rapid expansion of mobile cellular services.  Funding of course had to be found, but the firms could do this and funding itself did not block what was a tremendous expansion.  The service was viable (initially in niche markets, which then grew as the technology further developed and costs declined), and with this viability the firms were able to secure the funding they needed.  Similarly, funding per se is unlikely to be the critical constraint in an approach that focuses on projects that are viable – at first in specific locales where conditions allow the products to be produced profitably as well as cleanly, and later more broadly.

Note also that this addresses the concern that public debt levels are already high in a number of the countries the World Bank lends to.  Pushing further public debt on them could lead to problems, even though it is recognized that greenhouse gas emissions need to be reduced.  The strategy suggested here of focusing attention on projects that are or could be made to be (in the right policy environment) profitable resolves this as the investments themselves will generate the revenues needed to pay back the debts incurred (from the sale of the power generated, for example).

The example used in this discussion to illustrate the issues was that of power generated from renewable sources – solar or wind.  And the power sector will be central if greenhouse gas emissions are to be reduced to a net of zero by 2050, both because of the greenhouse gases being emitted today in the power sector from burning fossil fuels, and because clean power will also be needed to support the transition in a number of other sectors.  But there are similar opportunities in other sectors that will be critical in reducing greenhouse gas emissions to reach the net zero target of 2050.  The World Bank Group would have an important role in these as well, if it so chooses.  The key point is that, as for power, the diverse range of conditions within and across countries leads to opportunities where greenhouse gas emissions could be reduced without, in the particular circumstances of the location, requiring subsidies to be viable.

For example, in crop agriculture, practices such as minimum tilling, the planting of cover crops, and the introduction of organic matter can lead to substantial sequestration of carbon in the soils while increasing yields.  In forestry, a focus on suitable areas where fast-growing trees can be planted and farmed on a sustainable basis will both help protect existing, old-growth, forests (as one substitutes for the timber that would otherwise be taken from the old-growth forests), and would also, as they grow, absorb CO2 directly.  And livestock are a major source of greenhouse gas emissions, in particular of methane, but basic things such as better management of the manure produced (which can be valuable when done right) to more commercial activities such as the use of certain feed additives, can cut their methane emissions sharply.  The World Bank can provide support both directly for such activities as well as advise on best practices that will encourage (and in some cases simply permit) them.  And the IFC can provide support to the commercial firms that would be involved.

Or in another, and difficult, sector:  Cement production is a major source of CO2 emissions, in part due to the chemistry of the process involved in making cement.  Cement is also a sector where the IFC has historically been quite active.  But there are things that can be done to reduce CO2 emissions from the production of cement, by, for example, improving energy efficiency, converting any of the wet-process plants still in operation to more efficient dry process plants, substitution of different materials for clinker, and similar approaches.  The IFC can provide support to this through its investments in the sector.

D.  Final Points

The basic recommendation being made is that while the World Bank Group has a major role to play if greenhouse gas emissions are to be reduced to anywhere close to a net of zero by 2050, that role does not derive primarily from the funding that it would – or could – provide.  The funding needs are so large that whatever the World Bank might be able to provide would be tiny compared to the scale of the problem.  And this would be true even if, with funding support from its shareholders, it would be able through some means to double or even triple what it could otherwise provide.  It would still be small.

The strategy needs to be rethought.  Rather than approach this in a top-down fashion – where some decision is made at the top on what investments to support, and then a determination is made on what level of subsidies would be required to get those investments done – the recommendation is to follow a more bottom-up opportunistic strategy.  The key point to recognize is the diversity of conditions within as well as across countries, and that under certain circumstances in certain locations, investments can be made that will both reduce greenhouse gas emissions and be financially viable and sustainable on their own.  For example, in places where power is expensive or unreliable, it may well make sense (and be profitable) for households, or firms, or entire communities to install systems of solar power generation (with suitable storage).

The focus of the World Bank Group should be to seek out and understand better why such opportunities exist but are not being funded now.  It might then provide support directly, either by the World Bank proper (IBRD or IDA), or if private firms are involved then by the IFC.  More commonly, it would work with member country governments to remove the roadblocks hindering such investments and then to facilitate and widen such opportunities.  Sometimes it might be as straightforward as simply making it legal for decentralized sources of renewable power generation to feed into the grid.  In others, it might require investments to strengthen the power transmission grid so that it can accommodate and make good use of renewable sources of generation.  

In such a framework, the generation of power from renewable sources can be financially viable (that is, able to repay the investment required) and hence sustainable.  Access to subsidies would not be a pre-condition.  One could then have a dynamic process more similar to that which led to led to the tremendous expansion of mobile cellular services in these countries over a space of just a few years.  And it is such a dynamic process that is needed, rather than the more static process of case-by-case projects being funded when sufficient subsidized finance is found.

This discussion has been about those investments that, when implemented, reduce greenhouse gas emissions either directly or, more commonly, by substituting for more polluting existing producers.  In addition to such investments for climate mitigation, there are also investments for climate adaptation.  The latter are investments to address the consequences of climate change, such as less reliable rainfall (leading sometimes to droughts and sometimes to floods), or more intense storms, or greater average heat making certain crops no longer viable where they have traditionally been grown, or encroachment on to lands (and resulting salinization) from rising sea levels, and so on.

Major investments will be required to address such issues.  But they are issues where the traditional approach taken by the World Bank in supporting country efforts can be appropriate.

A related topic that has been raised by some is whether the countries whose greenhouse gas emissions over the last several centuries led to the now excessive levels heating up the planet (with most, although not all, of these countries also now relatively rich) should pay compensation in some form to those countries (mostly relatively poor) who are suffering the consequences of this change in the climate.  While some people would tie such payments to grants that would be provided to the latter group of countries to reduce their greenhouse gas emissions, there is no logical reason – if they are indeed to be considered as compensation – why they should be connected in that way.

Rather, if such payments are to be made as compensation for the damage that has been done to the (often poor) countries that are suffering from the consequences of climate change but were not responsible for it, then that compensation should instead be in accordance with the damage that has been (and will be) done.  Some countries have been damaged more than others, and some are more vulnerable to future damage than others.  There has been and will be a great deal of variation in these impacts across countries.  Indeed, it is possible (although probably rare) that the impact on certain countries or regions within countries could even be positive through, for example, better rainfall patterns for them.  And more specifically, damages should not really be assessed at the broad level of a country, but rather at groups living within the country.  Some may be suffering greatly as a result of climate change, and others not so much.

Hence if compensation is to be provided and linked to specific programs or investments, it would make greater logical sense to tie these to climate adaptation investments rather than to climate mitigation.  One can understand the interest donor nations have in climate mitigation, but if this is compensation for the damage done then logically one should tie such funding to activities that will provide relief to those who have been or will be affected adversely by climate change.

Furthermore, for the reasons discussed above, directing subsidies to investments to reduce greenhouse gas emissions is unlikely to get one very far.  There may be some limited, static, gains, but given the scale of the problem, such subsidies at any level that can reasonably be expected will be far from what would suffice to address the challenge of climate change.

To conclude, what will be needed will be to address the fundamental underlying issues that need to be resolved to make investments in clean technologies and methods viable.  Fortunately, there is much that can already be done, given the current technologies plus the diversity of conditions within and across countries.  The technologies are also improving rapidly, given the expenditures that are being made primarily in the richer countries to develop them.  For the countries that can borrow from the World Bank, the basic question will be how open they will be to adopting these technologies and methods – both those available now and as they are further developed in the coming years.

 

Annex I:  The Financial Implications of Making “Full Use” of the IBRD’s Callable Capital

The G20 assembled an expert panel (chaired by Ms. Frannie Léautier) to assess and make recommendations on the capital adequacy frameworks of the multilateral development banks, with a view to boosting their capacity to lend.  Their final report was released publicly in July 2022, and can be found at the website of the Italian Ministry of Economy and Finance.  (For some reason, it does not appear to be available at the G20 website.)

The release of the G20 Panel report led to a good deal of discussion on the merits of various approaches whereby, even with their current levels of capital, the multilateral development banks (MDBs) would be able to lend significantly more than they are now.  If financially prudent, this would be attractive to the shareholder countries that fund the capital of the MDBs given the huge need – for climate change as well as much more.

Much of the discussion has focused on the possibility of “leveraging callable capital”, although that term per se does not appear in the G20 Panel report and different authors appear to mean different things by it.  In this annex I will look at one specific possibility, which would be to increase annual lending (in the specific case of the IBRD) by an amount that would, over time, raise the stock of loans outstanding all the way to the “Statutory Lending Ceiling” (or SLL, and which grammatically would make more sense as the Statutory Loan Ceiling, as it is the stock of loans that is limited and not some figure on lending.  However, the World Bank’s audited financial statements refer to it as the Statutory Lending Ceiling.)

The SLL is set in the IBRD’s Articles of Agreement as a ceiling on the stock of outstanding loans that the IBRD is permitted to make to its member countries.  It is defined (as stated in the Management Discussion and Analysis accompanying the June 30, 2022, audited financial statements) to be equal to “the sum of unimpaired subscribed capital, reserves and surplus”.  Subscribed capital includes both paid-in capital and callable capital, and unimpaired means the amount that is immediately available and usable in the accounts of the IBRD.  The SLL was $339.0 billion as of June 30, 2022 (where all figures in this annex on stocks will be as of June 30, 2022 – the end of the IBRD’s fiscal year 2022 – and taken from the audited financial statements of that date).

IBRD loans outstanding to member countries as of that date totaled $229.25 billion in terms of what is labeled the ‘total exposure” on loans.  In terms of loans as measured for the SLL it is a bit higher at $235.7 billion, with the difference (it appears, although this is not fully spelled out) largely due to counting the full value of guarantees and not just their present value, plus possibly also due to how loan provisions are treated.

Based on the $235.7 billion measure of loans outstanding, then if the IBRD lent fully up to the SLL limit of $339.0 billion, its loan portfolio could grow by $103.3  billion.  Assuming that in equilibrium the additional lending would have the same average maturity as the existing IBRD portfolio (which was 8.75 years on the loans outstanding as of June 30, 2022), that would allow the IBRD to lend an additional $11.8 billion per year.  The IBRD lent $33.1 billion in its fiscal year 2022, so this would be an increase of 36%.  Lending an additional $11.8 billion per year over 30 years would total $354 billion.  This is not much when compared to the $160 trillion the McKinsey study concluded would be needed for investments in climate mitigation alone by 2050 in the countries that can borrow from the World Bank.

Would it be prudent to lend up to the SLL?  This is of course examined from many different angles as the IBRD manages its financial risks, but a core measure is the ratio of the IBRD’s usable equity to the loans outstanding.  The IBRD’s usable equity is the sum of its usable paid-in capital (the paid-in capital that is immediately usable by the IBRD – which in practice has been most of it) plus reserves that have been accumulated from retained earnings since the IBRD began operations more than 75 years ago, plus some small translation and other adjustments to reflect primarily conversions into dollars from other currencies. 

As of June 30, 2022, the figures were (in millions of US dollars):

Paid-in Capital: $20,499
  of which Usable Paid-in Capital: $19,352
General Reserve: $32,053
Special Reserve:               $293
Translation and other adjustments:  -$1,217
  = Usable Equity $50,481

This usable equity as a share of the Bank’s loan portfolio (using the $229.25 billion measure of total loan exposure) comes to 22.0% ( = $50,481 / $229,250).  The IBRD has followed a policy to keep this ratio at 20.0% or higher.  Note also – for those who have not thought through what the figures imply – that the IBRD’s loan portfolio at $229.25 billion is of course already far above its usable equity.  That is, this equity ratio is 22%, not 100%.  Thus protection from the callable capital guarantees is already being used to a certain extent.  In the extremely unlikely event that the entire portfolio went into permanent default with nothing paid back, there would be a need to call on the callable capital to ensure IBRD borrowings in the bond markets could be paid back.  Thus the backing of the callable capital guarantees is already in effect being leveraged.  The question is not whether this should be done, but rather the degree to which it should be done.

If the loan portfolio were allowed to grow all the way to the SLL, that ratio of usable equity to the thus higher loan portfolio would likely fall.  To properly assess by how much one would need a full spreadsheet model of how the IBRD’s balance sheet would evolve over time as the pace of new lending is increased, the new loans are disbursed (which typically takes years for the IBRD), and as the portfolio then grows.  Over time, as the portfolio slowly grows the IBRD would also have increased earnings from it (a portion of which would be retained), and hence the figure for usable equity in the numerator of the ratio would also grow.

But taking as an extreme case one where the loan portfolio somehow grew instantly to the full SLL (of $339.0 billion as of June 30), with the usable equity unchanged at $50,481 million, the ratio would only fall to $50,481 / $339,000 = 14.9%.  That is not all that far from the 20.0% ratio of current IBRD risk management policy.  And as noted, since the portfolio would grow only slowly over time, during which usable equity would also grow, the ultimate ratio would likely be well higher than the close to 15% ratio resulting from an instantaneous change in the size of the portfolio.

Such equity ratios may be a helpful guide as a quick and easy indicator of possible risk, but do not themselves measure whether a financial institution may soon face solvency issues.  Stress tests of the balance sheet can provide a clearer indication of the extent to which the financial institution can tolerate non-payment on its loans.

For example, a question that could be asked is what share of the portfolio would need to go into default – with neither principal nor interest paid for some period of time (which I will take to be five years for these scenarios) – for the IBRD to use up its entire usable equity and thus force a call on its callable capital in order to keep being able to pay IBRD bondholders the amounts coming due.  If that share of the portfolio is high, the likelihood of so many borrowing countries going into default simultaneously (and unresolved in some way for five full years) is low.

Only a simple estimate is possible as I do not have a complete spreadsheet model of the IBRD balance sheet and how it might evolve over time as some portion of its portfolio goes into default.  But for the purposes here it should give a sense of the magnitudes involved.

The figures needed for the calculation are (as of June 30, 2022, in $ millions):

Usable Equity:   $50,481
Loan exposure: $229,344
Principal due in next 5 years:   $70,251
Share due in next 5 years: 30.6% = $70,251/$229,344
SLL: $339,000

From this, together with an assumption on interest rates, one can calculate what share of the portfolio would need to go into default, with neither principal nor interest paid for a period of at least 5 years, for the IBRD to be forced to use up all of its usable equity by the end of the fifth year and hence require a call on its callable capital.

That share will depend on the interest rate over the five-year period.  There are two issues.  First, interest rates are going up (as is discussed in Annex II below), and we do not know at this point what those interest rates will be over the next five years.  Thus I will provide below the consequences for a range of plausible average rates, where we will likely end up somewhere within this range.  And second, there is the interest that will be due both for the loans made to the country borrowers in default and hence not received, and also for the borrowings in the bond markets that the World Bank has made and which will need to be paid.  The rates the IBRD charges the country borrowers are on average about 0.8% points above the rates that the IBRD pays in the markets, as was described in the text, when all margins and other fees and commissions on loans are included.

Which of these two rates should one use for these calculations?  While one might argue that the rates charged the IBRD borrowers (and not being paid by those in default) would be the relevant loss, those rates are on average about 0.8% higher than what those funds cost the IBRD.  That 0.8% margin covers both the IBRD’s administrative costs (which would remain) and also net earnings of the IBRD which are retained (or used for optional other purposes, such as transfers to IDA).  The retained earnings would be accumulated in the IBRD’s usable equity, but in the simple calculations being done here (since I do not have a full spreadsheet model to include the feedback effects), that usable equity figure is being adjusted solely by whatever is not being paid on the principal and interest on the loans assumed to be in default.  That is, the calculations do not include the effects of whatever would be added to usable equity during the five years from the net earnings on loans that are not in default.

If the IBRD’s administrative costs are being covered (or more than covered) by earnings on the share of the portfolio not in default, then using the interest rate on the IBRD’s borrowings rather than on its loans would be more consistent with the assumptions being made on usable equity.  And the IBRD’s administrative costs would be covered in the scenarios considered here.  On average over the five years from FY2018 through FY2022, the IBRD’s administrative costs accounted for a bit less than half (46%) of gross earnings, and hence what the World Bank calls its “Allocable Income” accounted for 54%.  Thus if the share of the portfolio in default is 54% or less, the share of the portfolio that is not in default would suffice to cover administrative expenses.  For this reason, the interest rate used in the calculations below is that on the cost of IBRD borrowing.

The resulting shares of the portfolio that would need to be in default for five years for the usable equity to be depleted (under the stated assumptions) at various interest rates would then be:

A)  With loans as in the balance sheet of June 30, 2022 (i.e. at $229,344):

Interest Rate on Loans   3.0%   4.0%   5.0%
Interest Rate on Borrowings   2.2%   3.2%   4.2%
Share of Loans in Default  52.9% 47.2% 42.6%

B)  With loans at the SLL limit of $339,000:

Interest Rate on Loans   3.0%   4.0%   5.0%
Interest Rate on Borrowings   2.2%   3.2%   4.2%
Share of Loans in Default  35.8% 31.9% 28.8%

Note:  In the loans at the SLL ceiling scenario, it is assumed that the share of the portfolio due in the next five years is the same share (30.6%) of the SLL portfolio as it was in the actual loan portfolio as of June 30, 2022.  It is also assumed to be the same share for the loans in default as for the overall portfolio.  Also, the interest due is not compounded over time, but rather is simply the sum (over five years) of the interest that would be due each year on the share of the portfolio that is in default.  

To arrive at the percentage shares of the portfolio that would need to be default for a five-year period to deplete what was available in usable equity (of $50,481 million to start) requires a bit of high school algebra.  But one can easily confirm the resulting figures shown here are correct.  For example, with the IBRD current balance sheet, and with interest rates assumed to average over the five years at 3.0% on the IBRD’s loans to the country borrowers (and 2.2% as the cost to the IBRD of the funds lent), the share of the overall IBRD portfolio that would need to be in default for a full five years, with no resolution of the problem within that time, would be 52.9% of the portfolio – or a bit more than half.  To confirm this, if one takes 52.9% of the $70,251 million that will be coming due in the next five years (where it is assumed that the maturity profile is the same for the borrowers in default as for the overall portfolio), and adds to this 52.9% of the interest that would be paid on the borrowed funds for the Bank’s total loans (i.e. 52.9% of 2.2% a year for five years on the portfolio of $229,344 million), the sum will come to $50,481 million.

The results are rough as simplifying assumptions had to be made.  But the basic conclusion one can draw is that with the portfolio where it was on June 30, 2022, roughly half of the portfolio would need to go into default and remain there with no resolution for at least five years before the IBRD’s usable equity would have been depleted.  Only at that point would there need to be a call on callable capital.  The likelihood of half of the IBRD’s portfolio going into default for five years with no resolution within that time frame is certainly minimal.

In the scenario where the IBRD loan portfolio somehow instantly jumped to the SLL limit (with usable equity unchanged at $50,481 million), the share of this larger portfolio that would need to go into default in order to deplete the usable equity within five years would, of course, be less.  But even here, and in this extreme case of leaving the usable equity at where it was on June 30, 2022, that share of the larger SLL portfolio would still be high – at roughly a third.  The World Bank has never in its history seen defaults in its portfolio at anywhere close to this.  Currently, only one country is in default to the IBRD – Zimbabwe, with outstanding loans of $428 million, or 0.2% of the IBRD loan portfolio.  And even in this case, the IBRD received a partial payment of $3 million from Zimbabwe in FY2022.

Bringing loans all the way up to the SLL ceiling is just one scenario, and some would see it as an extreme case of how much extra lending the World Bank could provide.  Based on the results found here, I would not see the risks to the IBRD’s financial standing to be all that much different than what they are now – they would still be minuscule.

But while the financial risks would still be low, the amount of extra lending the IBRD could provide and bring the portfolio all the way to the SLL ceiling would also not be all that much greater – just an extra $11.8 billion a year when the portfolio is in equilibrium, or 36% more than the $33.1 billion the IBRD lent in its FY2022.  Thus while the increased risks of a larger portfolio with the same capital as now would not appear to be excessive, the gains in terms of a greater volume of lending from the IBRD would not be all that much either.  It may well be worthwhile, but it would certainly still be very far from what is needed to address climate change.   

Some would have the IBRD increase its lending by more than this, and possibly by much more.  If this were to be done in the traditional fashion of a capital increase funded by the shareholders, then the risks could be kept similar to where they are now – i.e. extremely low.  But the discussion that has been underway has been on ways to “stretch the balance sheet”, by boosting MDB lending without the need for an accompanying capital increase.  Many have interpreted the G20 Expert Panel report as supporting this.

However, the position on this in the G20 Panel report is not so clear.  They do not make an explicit recommendation on how much additional lending should be provided.  But they do make the recommendation that the risk management framework of the MDBs should move away from the hard limit of the SLL ceiling (reflected in the Articles of Agreement of the IBRD and similar documents for the other MDBs), to a more flexible assessment more in line with the risk management framework of the Basel III accords.  The G20 Panel sees this as a more modern system for assessing risks, and that in the case of the MDBs those risk assessments should take into account both the traditionally provided (although not legally mandated) preferred creditor status accorded the MDBs (so debt service has traditionally been paid to the IBRD and other MDBs even when the country is in default to other creditors), plus also the value of the callable capital on the balance sheets of most of the MDBs (the IFC does not have this).  That callable capital is in effect a guarantee.  If there were to be a period of extreme financial stress that led to a need to call on that callable capital, the G20 Panel recognizes that the callable capital obligations might not be paid in full.  Thus they recognized that a valuation at 100% of the face value of these guarantees would not be appropriate.  But the callable capital nonetheless has some value – greater than zero – and the G20 Panel recommended that this value should be taken better into account when lending levels are decided.

The elimination of the hard SLL limit would require, at least in the case of the IBRD, a change to its Articles of Agreement.  This would be a major event.  And while I am not a lawyer, I assume there would then also be a need to make changes in the legal documents that accompany the bonds the IBRD has issued and are outstanding.

IBRD lending in excess of the current SLL limit but with the same IBRD capitalization as now could affect its financial risks, depending on how far higher the lending would be raised.  Depending on this extent, the AAA rating that the IBRD has had for most of its history could be affected.  But it all depends on how far one would go.  From the calculations here, I would not conclude that increasing lending to bring the portfolio all the way up to the SLL as currently defined would increase the risks by all that much.  But if one goes well beyond this, the situation would be different and would need to be assessed based on the specifics assumed.

 

Annex II:  Prospects for Interest Rates on World Bank Loans

IBRD loans to borrowing member countries are long-term – up to 35 years for the maximum maturity (albeit with a limit of 20 years on the average maturity based on how repayments are structured).  But while the maturities are long, many people may not realize that the interest rates on these loans are mostly now determined in terms of variable rates, tied to certain overnight benchmark rates.  While there is an option to take out such loans at fixed rates rather than floating rates (where the IBRD will use derivative instruments to go from floating to fixed), it appears few borrowers have chosen to make use of that option.

With interest rates rising, borrowing countries are now paying substantially more in interest on their IBRD loans than they were just a year ago.  This annex will look at the recent path of the most relevant benchmark interest rate and the consequent path of what is being paid on IBRD loans.  But first a brief description will be provided of the IBRD’s primary loan product, which it calls the IBRD Flexible Loan (or IFL).  The IBRD also has various guarantee products and some other special loan instruments, but they are relatively minor in magnitude.  One should also not confuse loans made by the IBRD with loans (as well as grants) from IDA.  IDA has its own, separate, balance sheet.

The structure of the IBRD Flexible Loan allows for a wide range of possible alternatives on terms such as whether fixed or floating, the currency of denomination, the repayment schedule, and similarly.  The IBRD Treasury will arrange for what is chosen by the borrower, using derivative instruments available in the financial markets, but with the basic principle that the borrower will pay the cost of whatever is chosen.  Thus the IFL can be made in any of four basic currencies (the US dollar, the euro, Japanese yen, or British pounds), with a cost linked to the cost of IBRD borrowing in any of those currencies.  In practice, however, 80% of the outstanding loans as of June 30, 2022, were in US dollars, 18% were in euros, and only 2% in other currencies.  For the discussion here, I will primarily focus on the structures in US dollars.

But beyond those four core currency options, the IBRD is willing to structure the loan in any of a wide range of other currencies, including in certain currencies of the borrowing members (such as Mexican pesos).  To do this it would enter into derivative contracts in those currencies to effectively convert the repayment obligations from one of the four core currencies (almost always the US dollar) into whatever currency is chosen, and pass along whatever the cost is of doing this (along with a small service charge for the IBRD) to the borrower of the loan.  And it will do this going out to whatever maturities can be cost-effectively so converted (with the agreement of the borrower).

The basic principle applies to other such alternatives.  Thus the borrower might, for example, prefer a fixed rate loan rather than a floating rate.  The IBRD Treasury will arrange for this using derivative instruments (out to whatever period is reasonably possible in the markets, as the borrower agrees), but it will pass along the full cost of this (as well as a small service charge) to the borrower.

Starting with a standard loan structure, loan pricing is a spread over what it costs the IBRD to borrow in the core currency chosen.  The benchmark used for the US dollar is the SOFR rate (Secured Overnight Financing Rate, which is the cost of overnight borrowing by a bank collateralized by US Treasury securities in the repurchase agreement market – it was developed to replace LIBOR), with similar overnight rates used for Japanese yen and the British pound.  The 6-month EURIBOR rate is used for borrowings in euros.  Interest due dates on IBRD loans are every six months, and on those dates the interest rates will be reset based on (for US dollars) the compounded SOFR rate over the preceding six months (and similarly for the Japanese yen and the British pound), while the benchmark for the euro is the 6-month EURIBOR. 

The spread then charged by the IBRD will be the sum of a fixed 0.50%, plus a variable spread (reset every three months) reflecting whatever it costs the IBRD to borrow in the respective currencies relative to the SOFR and other benchmarks, plus a fee on the longer maturity loans that varies by four country groups based primarily on its per capita income.  That extra spread for the maturity starts at 0.10% for a country in the lowest income group on loans with an original average maturity of 8 to 10 years, and grows to up to an extra 1.15% for a country in the highest income group on loans with an original average maturity of 18 to 20 years (with 20 years the maximum).

Note that the IBRD charges the borrowers a variable spread (updated every three months) reflecting whatever it cost the IBRD to borrow in the markets relative to the benchmark during the three-month period.  Up until April 1, 2021, the Bank also offered a fixed spread loan as an alternative.  This option was “suspended”, however, as of that date, and it is not clear if it will be reinstated at some point.  But it is important to be clear that this is a variable (or a fixed) spread for the IBRD over a variable rate benchmark interest rate.

Adding up all of the fees and the spreads – starting with the 0.5% on all loans, the extra spread (of up to 1.15%) on loans with a longer average maturity (of up to 20 years), as well as a front-end fee on all loans and a commitment fee on undisbursed balances (and a few other smaller charges, such as the fees when the IBRD enters into derivative contracts for one of the alternatives offered) – the average implicit spread on the loans in the IBRD portfolio works out to about 0.83% when interest rates have been steady.  Since the variable interest rates are determined every six months based on the compounded benchmark rates in arrears, that margin will be somewhat higher when interest rates are falling over time, and somewhat lower when interest rates are rising.

The standard IBRD loan product is therefore one with a variable spread (tied to what it costs the IBRD to fund itself) over a variable rate benchmark (SOFR for the US dollar), and are mostly (82%) in US dollars.  While borrowers can arrange for fixed rate loans, it appears in the financial accounts that this is now exceedingly rare.  According to figures in Table D-1 of the June 30, 2022, audited financial statements of the IBRD, only $3 million of the $162,859 million in IBRD loans that are in the variable spread category are fixed rate loans.  And since only variable spread loans have been made available since April 1, 2021, this means that essentially all of recent lending has been at a variable rate.  More of the older loans still on the books were fixed rate loans, but overall, as of June 30, 2022, 86% of the loans are variable rate and only 14% are fixed rate.

This means that most IBRD borrowers are highly exposed to rising interest rates.  The SOFR rate is the most important, and is now rising fast:

Not surprisingly, the SOFR rate tracks the Federal Funds Rate extremely closely.  The Federal Funds Rate is the principal interest rate that the Fed targets, and is the rate the Fed has been raising in steps since March 2022.  Prior to that, the rate had been at essentially zero since March 2020 – the month when the Fed cut it sharply at the onset of the Covid crisis.

The quarterly financial statements of the IBRD do not report the average interest rate on loans in the IBRD portfolio.  While the audited annual financial statements do provide figures for weighted average interest rates for the portfolio, those appear to be just for a point in time (i.e. June 30).

One can, however, calculate from figures in the quarterly financial statements what the implicit average interest rates on IBRD loans were for each of the quarters.  These implicit average interest rates will be the interest paid on loans in the quarter (from the income statement in the financial accounts) divided by average loans outstanding during the quarter (shown in the assets portion of the balance sheet, and where the average during the quarter is estimated based on the outstanding at the end of the preceding quarter and that at the end of the current quarter – which is a more than adequate estimate of the average as the overall loan portfolio changes only slowly from one quarter to the next).  The quarterly rate is then annualized.  The result is the line in green in this chart:

This IBRD average interest rate on loans can be compared to the average SOFR rate in the quarter.  The SOFR (based on a simple daily average over the period) is the line in red in the chart.  The SOFR rate shot up starting from mid-March 2022 as the Fed started to raise interest rates, and the average IBRD loan rate has similarly shot up.  The margin between them has been predictable.  During the long period when the SOFR rate was essentially zero, the spread between the IBRD average interest rate on loans and the average SOFR rate of the period varied in the narrow range of 0.82% to 0.84%.  Prior to that the spread was higher reflecting the fact the IBRD interest rates are calculated based on the SOFR rate in six-month arrears and the Fed had cut interest rates sharply in March 2020.  And the spread is now a bit lower (0.70% in the most recent quarter) as interest rates are rising.

As I write this we do not yet have the figures for the January to March quarter of 2023.  But the chart does have the SOFR rate through to March 3, and one sees that it has continued to rise.  Given the spread, the average IBRD loan rate will certainly be above 5% in this quarter.  How far further it will rise cannot be said with any certainty, as it will depend on how far further the Fed will raise interest rates, and the Fed itself does not know how much this will be.  It will depend, as the Fed has repeatedly said, on how the data on the economic situation evolves.  However, most expect the Fed to raise interest rates at least somewhat further.  How long these higher interest rates will then last can also not be predicted with any certainty.

But what was certainly predictable during the period of close to zero interest rates from 2020 to early 2022 was that the close to zero interest rates would not last forever.  Longer-term rates were higher, but still at historic lows.  Households in the US and elsewhere thus rushed to refinance their home mortgages to lock in the record low rates.  But for some reason, IBRD loans being taken out were still almost entirely at a variable rate – tied to short-term benchmark rates.  While fixed rate loans taken out in 2020 or 2021 would have carried higher interest rates to start, their relatively low rates compared to what should have been expected later would then have been locked in.  A reasonable estimate of what they would have been for IBRD loans would be what the rates were on 10-year US Treasury bonds (the standard indicator taken for long term rates) plus a spread (for the IBRD) of 0.8%.  That rate (including the 0.8% spread) would have averaged 2.2% in CY2021 and just 1.6% in the second half of CY2020.

Those interest rates on such fixed rate loans, had they been locked in, would be one-half or less of what is now being paid on the IBRD’s largely variable rate loans.  And that ratio is likely to fall further in at least the near term as short-term interest rates are still going higher.

Proposals have been made that IBRD loans to address climate change issues should perhaps be subsidized to bring their interest rates to below what the IBRD charges to cover its costs.  While it is not clear who would be funding those subsidies nor how much would be provided, a more fundamental point is whether countries would find such subsidized funds sufficient incentive in themselves to invest in climate change issues.  That is not at all clear.  If those subsidized funds were sufficient to buy down the interest cost of the loans by half, say, their cost would still be greater than what it would have cost the countries to borrow for such purposes (or any other IBRD supported purpose) just a short time ago.  If there was not much of an appeal then, it is not clear why subsidizing the now higher interest rates on such loans would lead to this now.

It is Time to Admit the Purple Line Was a Mistake

The Path the Purple Line Will Take – Before and The View At Rock Creek Now

A.  Introduction

The proposed Purple Line, a 16-mile light-rail line passing in an arc across parts of suburban Maryland around Washington, DC, has become a fiasco.  The State of Maryland, under Republican Governor Larry Hogan, is preparing to sign a new contract with the private concessionaire that will pay that concessionaire $3.7 billion more than had been agreed to under the existing contract.  The total cost of that contract alone (there are significant other costs on top) will now be $9.3 billion (66% more than the $5.6 billion set in the earlier contract), and the opening will be delayed by at least a further 4 1/2 years (thus doubling the originally contracted construction period – now to a total of 9 years).  And the governor is doing this with no legislative approval being sought.

The Purple Line has long been controversial – due to its high cost, the disruption it is causing to a number of suburban neighborhoods, the destruction of parkland it has been routed through, and its use of scarce resources for public transit to benefit a privileged few rather than the broader community.  There are alternatives that would not only be far more cost-efficient but also less environmentally destructive.  The project illustrates well why the US has such poor public transit and poor public infrastructure more generally, as scarce resources are channeled into politically-driven white elephant projects such as this.

In response to the announcement of the terms of the revised contract with the concessionaire, I submitted to the Washington Post a short column for its “Local Opinions” section.  They have, however, declined to publish it.  This is not terribly surprising, as the Washington Post Editorial Board has long been a strong proponent of the Purple Line, with numerous editorials pushing strongly for it to go forward.  And while the Post claims that it supports an active debate on such issues, the guest opinion columns it has published, as well as letters-to-the-editor, have been very heavily weighted in number to those with a similar view as that of its Editorial Board.

I am therefore posting that column here.  It has been slightly edited to reflect developments since it was first drafted, but has been kept in style to that of an opinion column.

Opinion columns must also be short, with the Post setting a tight word limit.  That means important related issues can not be addressed due to the limited space.  But with room here, I can address several of them below.  Finally, I will discuss the calculations behind two of the statements made in the column, as a “fact check” backing up the assertions made.  These should themselves be of interest to those interested in the Purple Line project (and in public transit more broadly), as they illustrate factors that should be taken into account when assessing a project such as this.

B.  The Column Submitted to the Washington Post

This is the column submitted to the Post, with some minor changes to reflect developments since it was first drafted:

               It is Time to Admit the Purple Line was a Mistake

Governor Hogan has re-negotiated the contract with the private concessionaire that will build and operate the 16-mile long Purple Line through suburban Maryland.  The Board of Public Works has approved it, and despite an extra $3.7 billion that will be spent the Maryland legislature will have no vote.  The private concessionaire will now be paid $9.3 billion, a 66% increase over the $5.6 billion cost in the original contract.  And this is just for the contract with the concessionaire.  The total cost, including contracts with others (such as for design and engineering work) as well as direct costs at the Maryland Department of Transportation (MDOT), is likely well over $10 billion.

The amount to be paid to the concessionaire for the construction alone will rise to $3.4 billion from the earlier $2.0 billion, an increase of 70%.  And even though the construction is purportedly halfway complete (with $1.1 billion already spent), the remaining amount ($2.3 billion) is larger than the original total was supposed to be.  And the amount being paid to the private contractors for the construction will in fact be even higher, at $3.9 billion, once one includes the $219 million MDOT has paid directly to the subcontractors in the period since the primary construction contractor withdrew, and the $250 million paid to that primary contractor in settlement for the additional construction expenses it incurred.  That $3.9 billion is close to double the $2.0 billion provided for in the original contract.  In addition, the project under the new contract will require an extra 4 1/2 years (at least) before it is operational, doubling the time set in the original contract to 9 years.  Even though the project is purportedly halfway built, the remaining time required will equal the time that was supposed to have been required under the original plan for the entire project.

The critics were right.  They said it would cost more and take longer than what Maryland asserted (and with supposedly no risk to the state due to the “innovative” contract).  It also shows that it is silly to blame the opponents of the project.  The lawsuit delayed the start of construction by less than 9 months.  That cannot account for a delay of 4 1/2 years.  Furthermore, the state had the opportunity during those 9 months to better prepare the project, acquire the land required, and finalize the engineering and design work.  Construction should then have been able to proceed more smoothly.  It did not.  It also shows that Judge Leon was right when he ruled that the project had not met the legal requirements for being adequately prepared.

Even the state’s own assessment recognized that such a rail line was marginal at best at the costs originally forecast.  With the now far higher costs, no unbiased observer can deny that the project is a bad use of funds.  The only possible question is whether, with what has already been spent, the state should push on.  But so far only $1.1 billion has been spent on the construction, plus the state agreed to pay the former construction company the extra $250 million when it quit the project.  Thus close to $8 billion (plus what the state is spending outside of the contract with the concessionaire) would be saved by stopping now.

There are far better uses for those funds.  A top priority should be to support public transit in Montgomery and Prince George’s countries.  Even at the originally contracted cost for the Purple Line there would have been sufficient funds not only to double capacity on the county-run bus systems (doubling the routes or doubling the frequency on the routes or some combination), but also to end charging any fares on those buses.  Those bus systems also cover the entire counties, not simply a narrow 16-mile long corridor serving some of the richest zip codes in the nation.  In particular, better service could be provided to the southern half of Prince George’s, the location of some of the poorer communities in the DC area and where an end to bus fares would be of particular benefit.

Covid-19 has also now shown the foolishness of spending such sums on new fixed rail lines.  DC area Metro ridership is still only 20% of what it was in 2019.   Rail lines are inflexible and cannot be moved, and in its contract the state will pay the concessionaire the same even if no riders show up.  Who knows what will happen to ridership in the 35 years of this contract?  In contrast, bus routes and frequency of service have the flexibility to be adjusted based on whatever develops.

It is time to cut our losses.  Acknowledge it was a mistake, don’t sign the revised contract, and use the funds saved to provide decent public transit services to all of our residents.

C.  Additional issues

a)  The Cost of Not Keeping the Original Construction Contractor

Media coverage of the proposed new contract has focussed on the overall $9.3 billion cost (understandably), as well as the cost of the construction portion alone.  The figure used for that construction cost has been $3.4 billion, a 70% increase over the originally contracted $2.0 billion cost.

But as noted in the column I drafted above, that $3.4 billion excludes what MDOT has paid directly to the subcontractors who have continued to work on the project since September 2020 (under the direct supervision of MDOT) after the original primary contractor (Fluor, a global corporation with projects on six continents) exited.  According to a report by MDOT in January 2022, $219 million was paid directly by MDOT for this work, and this will be in addition to the $3.4 billion to be paid to the concessionaire.  One should also add in the $250 million Maryland has agreed to pay the original primary contractor in the settlement for its claims that it incurred an additional $800 million in construction expenses on the project – expenses that were the fault of the state from an inadequately prepared project.  That $250 million was for construction costs incurred, and should be included as part of the overall construction costs that MDOT is paying the concessionaire.  The total to be paid for the construction (if there are no further cost increases, which based on the experience so far cannot be guaranteed) is thus in fact $3.9 billion.  This is close to double the original contracted cost of $2.0 billion.

This also raises another issue, which remarkably does not appear to have been discussed (from all that I have read).  The original contractor in 2020 had requested an additional $800 million in compensation for extra costs incurred in the project that it argued were the fault of the state.  One can debate whether this was warranted and whether it was the fault of the state or the contractor, but the amount claimed was $800 million.  Thus, had the state agreed, the total cost would then have been $2.8 billion, up from the originally contracted $2.0 billion.  The state rejected this, however, and then congratulated itself for bargaining the $800 million down to “only” $250 million.

But now we see that the overall amount to be paid the private firms building the rail line will be $3.9 billion.  Fluor was evidently right (even conservative) in its claim that building the project will cost more.  But the $3.9 billion it will now cost is $1.1 billion more than the $2.8 billion they would have paid had the state agreed to cover the $800 million (which probably could have been bargained down some as well).  This hardly looks like smart negotiating by Governor Hogan and his state officials.

Put another way, state officials refused to pay an extra $800 million for the project, insisting that that cost was too high.  They then negotiated a contract where instead of paying $800 million more they will pay $1.9 billion more – for the same work.  And then they sought praise for negotiating a new agreement where they will pay “only” an extra $1.9 billion.

Furthermore, the re-negotiated contract will not only pay $1.9 billion more for the construction, but also higher amounts for the subsequent 30 years when the concessionaire will operate and maintain the line.  Maryland had agreed to pay a total of $2.3 billion for this over the 30 years in the original 2016 contract, but in the re-negotiated contract will now pay $2.6 billion, an increase of $300 million.  Governor Hogan had earlier asserted that under its “innovative” PPP contract, the state would not have to cover any cost increases for the rail line operations over those 30 years – but now it does.  In addition, due to the now far higher construction costs and the proportionately much higher share of those costs that will be funded by borrowing (as the up-front grants to be provided will be largely the same – $1.36 billion will now be provided, vs. $1.25 billion before), the total financing costs over the life of the contract will now be $2.8 billion versus $1.3 billion before, an increase of $1.5 billion.  Thus the total contract will now cost $9.3 billion versus $5.6 billion before, an increase of $3.7 billion (which equals the $1.9 billion on construction + $0.3 billion on operations + $1.5 billion on financing).

It is difficult to see how there is any way this can be interpreted as smart negotiating.

b)  Don’t Blame the Lawsuit for the Problems

The politicians responsible for the Purple Line, starting with Governor Hogan, blame the lawsuit brought by opponents of the Purple Line for all the problems that followed.  This is simply wrong, and indeed silly.  The ruling by Judge Richard Leon delayed the start of construction by less than 9 months.  This cannot account for a delay that will now be at least 4 1/2 years (assuming no further delays).  Nor can it account for a project cost that is now $3.7 billion higher.

Judge Leon ruled in August 2016 that the State of Maryland had not fulfilled the legal conditions required for a properly prepared project.  The primary issue was whether a project such as this, with the unavoidable harm to the environment that a new rail line will have, is necessary to provide the transit services needed in the corridor.  Could there be other options that would provide the services desired with less harm to the environment?  If so, the law requires that they be considered.  The answer depends critically on the level of ridership that should be expected, and the State of Maryland argued that only a rail line would be able to handle the high ridership load they forecast.  Many of the Purple Line riders would be transferring from and to the DC Metrorail lines it would intersect, and the State of Maryland claimed that the DC Metrorail system (just Metro, for short) would see a steady rise in ridership over the years and thus serve as a primary draw for Purple Line riders.

Judge Leon observed that in fact Metro ridership had been declining in the years leading up this case (2016), and ruled that Maryland should look at this issue and determine whether, based on what was then known, a less environmentally destructive alternative to the Purple Line might in fact be possible.  If Maryland had complied with this ruling, they could have undertaken such a study and completed it within just a few months.  There would have been little surprise if such a study, under their own control, would have concluded that the Purple Line was still warranted.  The judge would have accepted this, and they could then have proceeded, with little to no delay.  Construction had only been scheduled to begin in October 2016.

Instead, the State filed numerous motions to reverse the ruling and to be allowed to proceed with no examination of their ridership assumptions.  They argued in those motions that there would be a steady rise in Metro ridership over time, and that by the year the Purple Line would open (then expected to be in 2022) Metro ridership would have been growing at a steady pace for years, which would then continue thereafter.  When Judge Leon declined to reverse his ruling, the State appealed and then won at the Appeals Court level.  The judges in the Appeals Court decided that the judicial branch should defer to the executive branch on this issue.  Construction then began in August 2017.  The Purple Line contractors said that they were delayed by 266 days ( = 8.7 months) as a result of Judge Leon’s ruling.

We now know that Judge Leon was in fact right in raising this concern with the prospects for Metro ridership.  Ridership on the system had in fact been falling for a number of years leading up to 2016, and it has continued to fall since then.  Metro ridership peaked in 2008, fell more or less steadily through 2016, and then continued to fall.  Ridership in 2016 was 14% below where it had reached in 2008 (despite the Silver Line opening with four new stations in 2015), and then was even less than 2016 levels in 2019.  And all this was pre-Covid.  Metrorail ridership then completely collapsed with the onset of Covid, with ridership in 2020 at 72% below where it was in 2019 and in 2021 at 79% below where it was in 2019.

Judge Leon was right.  Even setting aside the collapse in ridership with the onset of Covid, Metro ridership declined significantly and more or less steadily for more than a decade.  It was not safe to assume (as the state insisted in its court filings would be safe to assume) that Metro ridership would resume its pre-2008 upward climb.  And now we have seen not only the collapse in Metro ridership following from Covid, but also the near certainty that it will never fully recover due to the work-from-home arrangements that became common during the Covid crisis and are now expected to continue at some level.

In addition and importantly, while the Purple Line contractor noted that the judicial ruling delayed the start of construction by 266 days, this does not mean project completion should have been delayed by as much.  As Maryland state officials themselves noted, while the ruling meant construction could not start, the state could (and did) continue with necessary preparatory work, including final design work, acquisition of land parcels that would be needed along the right of way, and the securing of the necessary clearances and permits that are required for any construction project.  The state was responsible for each of these.  With the extra 9 months they should have been able to make good progress on each, and with this then ensure that the project could proceed smoothly and indeed at a faster pace once they began.

This turned out not to be the case.  Despite the extra 9 months to prepare, the Purple Line contractors cited each of these as major problems causing delays and higher costs.  Final designs were not ready on time or there had to be redesigns (as for a crash wall that has to be built for the portion of the Purple Line that will run parallel to CSX train tracks); state permits were delayed and/or required significant new expenditures (such as for the handling of water run-off); and the state was late in acquiring “nearly every” right of way land parcel required (there were more than 600) – and “by more than two years in some cases”.

An extra 9 months for preparation should have led to fewer such issues.  That they still were there, despite the extra 9 months, makes one wonder what the conditions would have been had they started construction 9 months earlier.  The extra time to prepare the project – where these were later revealed still to be major problems – likely saved the project money compared to what would have been the case had they started construction earlier.  It simply makes no sense now to blame that extra 9 months for the difficulties when they in fact had an extra 9 months to work on them.

c)  Diversion of MARC Revenues to Get Around Maryland’s Public Debt Limits

Under the Purple Line contract, the State of Maryland will be obliged to pay the concessionaire certain set amounts over 35 years, starting with a payment of $100 million when operations start (in a planned 4 1/2 years from now), but especially then for the following 30 years when the concessionaire will operate the line.  The state will be obliged to make those payments for those 30 years on the sole condition that the rail line is available to be operated (i.e. is in working order).  Hence those payments are called “availability payments”.  The payments will be the same regardless of ridership levels.  Indeed, they will have to be made (and in the same amount) even if no riders show up.  A major share of the availability payments will be made up of what will be required to cover the principal and interest on the loans that the concessionaire will be taking out to finance the construction of the project, with the repayment then by the state through the availability payments.  The concessionaire is in essence borrowing on behalf of the state, and the loans will then be repaid by the state via the concessionaire.

These long-term budget obligations are similar to the obligations incurred when the state borrows funds via a bond being issued.  Indeed, this can hardly be disputed for the borrowing being done by the concessionaire to finance the construction, with the state then repaying this through the availability payments.  it is also, at 35 years, a longer-term financial obligation than any bond Maryland has ever issued.  Governor Hogan will be tying the hands of future governors for a very long time, as failure to repay on the terms he negotiated would be an event of default.

Due to concerns of excessive government borrowing undermining finances, many states have set limits on the amount they can borrow.  In Maryland, the state has set two “capital debt affordability ratios”, which limit outstanding, tax-supported, state debt to less than 4% of Maryland personal income and the debt service that will be due on this debt to less than 8% of state tax and other revenues.

If the 35-year long Purple Line obligations were treated as state debt, then there could be a problem of Maryland running close to, and possibly exceeding, these debt affordability ratios.  This is discussed in further detail in an annex at the end of this blog post, with illustrative calculations.  Exceeding those limits would be a significant issue for the state, and might conceivably put it in violation of conditions written into the contracts for its outstanding state bonds.  To avoid this, or even if the Purple Line obligations would bring it closer to but not over those limits, Maryland would need to limit its public sector borrowing, postponing other projects and programs due to the limited borrowing space that the Purple Line has used up.

The issue is not new.  It already arose in the contract signed in 2016.  But it will be even more important now due to the higher cost of the concession  – $9.3 billion to be paid to the concessionaire vs. $5.6 billion before.

Lawyers can debate whether the payment obligations (or a portion of them, e.g. the portion directly tied to the debt incurred by the concessionaire on behalf of the state) should or should not be included in the state’s capital debt affordability ratios.  But to forestall such a debate, MDOT has chosen to create a special trust account from which all payments for the Purple Line would be made.  That trust would be funded by Purple Line fare revenues (whatever they are) and grant funds received for the project (primarily from federal sources).  But MDOT acknowledges that such funding would not suffice for the financial obligations being incurred for the Purple Line, at least for some time.  And if direct support to cover this was then provided from the Maryland state budget, where revenues come primarily from taxes, the Purple Line obligations would be seen as tax-supported debt and hence subject to the borrowing limits set by the capital debt affordability ratios.

So instead of openly providing funding directly from the state budget, they will channel fare revenues collected on MARC (the state-owned commuter rail system) in the amounts necessary to cover the payment obligations on the Purple Line.  But MARC does not run a surplus.  Like other commuter rail lines it runs a deficit.  Each dollar in MARC fares channeled to cover Purple Line payment obligations thus will increase that MARC deficit by a dollar.  But then, for reasons that make little sense to an economist but which a lawyer might appreciate, those higher MARC deficits can be covered by increased funding from the state budget without this impacting the state’s capital affordability limits.  The identical payments if sent directly to cover the Purple Line obligations, however, would be counted against those ratios.

But this is just a shell game.  The funding to cover the Purple Line payment obligations are ultimately coming from the state budget, and routing it via MARC transfers simply serves to allow the state to bypass the capital debt affordability limits.  It also reduces transparency on how the Purple Line costs are being covered.

Nor are the agencies that assign ratings to Maryland state bonds being fooled by this.  S&P, for example, noted specifically that it will take into account the payment obligations on the Purple Line when they compute for themselves what the capital debt affordability ratios in fact are.

d)  Role (or Lack of It) of the State Legislature

Under the new contract Governor Hogan and his administration have negotiated, a total of $9.3 billion will be paid to the concessionaire, or $3.7 billion more than the $5.6 billion that was to be paid under the original contract.  The state legislature will apparently have no say in this.  While it will bind future administrations to make specified payments over a 35 year period, with payments that must be made regardless of ridership or any factor the state has control over (the rail line needs merely to be “available”), the only recognized check on this is apparently a vote in the Board of Public Works.  But there are only three members on this Board, only two votes are required for approval, and the governor has one of those two votes.  The legislature has no role.

I find this astonishing.  The state legislature is supposed to set the budget, but no vote will be taken on whether the further $3.7 billion should be spent.  Indeed, it appears the legislature would have no role regardless of how much the current governor is binding his successors to pay (Governor Hogan will be long out of office when the payments are due), nor for how long.  Suppose it was twice as much, or ten times as much, or whatever.  And while this commitment will be for 35 years to 2056 (five years past what was in the original contract), it appears the same would apply if the revised contract were extended to 50 years, or 100 years, or whatever.  Under the current rules, it appears that the legislature has accepted that the governor can commit future administrations to pay whatever he decides and for as long as he decides, with just the approval of the Board of Public Works.

This is apparently a consequence of the state law passed in 2013 establishing the process to be followed for state projects that would be pursued via a Public-Private Partnership (PPP) approach.  The Purple Line is the first state project being pursued on the basis of that 2013 legislation, with the legislature approving also in 2013 the start of the process on the Purple Line.  This legislative approval was provided on the basis of cost estimates provided to it at the time.  MDOT then issued a Request for Qualifications in November 2013 to identify interested bidders, a Request for Proposals in July 2014, and received proposals from four bidders in November and December 2015.  Following review and final negotiations, MDOT announced the winning bidder on March 1, 2016.  Only then did they know what the cost (under that winning bid) would be, and the state legislature was given 30 days to review the draft contract (of close to 900 pages) during which time they could vote not to approve.  But no vote taken would be deemed approval.  Then, with just the approval of the Board of Public Works as well (received in early April 2016), MDOT could sign the contracts on behalf of Maryland.

However, there will be no such review by the legislature of any amendments to that contract.  Amendments apparently require nothing more than the approval of the Board of Public Works, and with that sole approval, the governor is apparently empowered to commit future administrations to pay whatever amount he deems appropriate, for as many years as he deems appropriate.  The increase in the future payment obligations in this case will be $3.7 billion, but apparently it could be any amount whatsoever, with just the approval of the Board of Public Works.

Based on this experience, one would think that the legislature would at a minimum hold public hearings to examine what went wrong with the Purple Line, and what needs to be done to ensure the legislature retains control of the state budget.  The current legislation apparently gives the governor close to a blank check (requiring only the approval of the Board of Public Works) to obligate future administrations to pay whatever amount he sees fit, for as many years as he sees fit.

Central also to any legislative review of a proposed expenditure is whether that expenditure is warranted as a good use of scarce public resources.  One can debate whether the Purple Line was warranted at the initial cost estimates.  As will be discussed below, at those initially forecast costs even the state’s own analysis indicated it was at best marginal (and inferior to alternatives).  But even if warranted at the then forecast costs, it does not mean the project makes sense at any cost.  Based on what we now know will be a far higher cost, no unbiased person can claim that the Purple Line is still (if it ever was ) a good use of public resources.

Yet remarkably, it does not appear that any assessment was done by any office in Maryland government of whether this project is justified at the now much higher costs.  The issue simply did not enter into the discussion – at least in any discussion that has been made public.  Rather, at the Board of Public Works meeting on the project, Governor Hogan praised MDOT staff for continuing to push the project forward despite the problems.  Indeed, the higher the increase in cost for the project, the more difficult it would be to proceed, and hence the more the staff should be commended (in that view) for nevertheless succeeding in pushing the project through.  This is perverse.

Legislative review is supposed to look at such issues and to set overall budget priorities.  Yet under the PPP law passed in 2013, the legislature apparently has no role to review and consider whether an amended expenditure on such a project is a good use of the budget resources available.

D.  Fact Checks

a)  The Lack of Economic Justification for the Purple Line

The column includes the statement:

Even the state’s own assessment recognized that such a rail line was marginal at best at the costs then envisaged.  With the now far higher costs, no unbiased observer can deny that the project is far from justified.

This statement is based on the results of the state’s analysis reported in the Alternatives Analysis / Draft Environmental Impact Statement, released in September 2008.  The Alternatives Analysis looked at seven options to provide improved public transit services in the Purple Line corridor – an upgrading of existing bus services (labeled TSM for Transportation System Management), three bus rapid transit options (low medium, and high), and three light rail options (low, medium, and high).  All would provide improved public transit services in the corridor.  The question is which one would be best.

The summary results from the analysis are provided in Chapter 6, and the primary measure of whether the investment would be worthwhile is the “FTA cost-effectiveness measure” – see tables 6-2 and 6-3.  The Federal Transit Administration (FTA) cost-effectiveness measure is calculated as the ratio of the extra costs of the given option (extra relative to what the costs would be under the TSM option, and with both annualized capital costs and annual operational and maintenance costs), to the extra annual hours of user benefits of that option relative to the TSM option.  That is, it is a ratio of two differences – the difference in costs (relative to TSM) as a ratio to the difference in benefits (again relative to TSM).  Thus it is a ratio of costs to benefits, and a higher number is worse.  Hours of user benefits are an estimate of the number of hours saved by riders if the given transit option is available, where they mark up those hours saved by a notional factor to account for what they say would be a more pleasant ride on a light rail line (which biases the results in favor of a rail line but, as we will see, not by enough even with this).

The FTA issues guidelines classifying projects by their cost-effectiveness ratios.  For FY2008 (the relevant year for the September 2008 Alternatives Analysis), the breakpoints for those costs were (see Table II-2 in Appendix B of the FTA’s FY2008 Annual Report on Funding Recommendations):

High (meaning best) $11.49 and under
Medium-High $11.50 – $14.99
Medium $15.00 – $22.99
Medium-Low $23.00 – $28.99
Low (meaning worst) $29.00 and over

The Alternatives Analysis estimated that the Medium Light Rail Line option would have a cost-effectiveness ratio of $22.82.  This would place it in the Medium category for the FTA cost-effectiveness measures, but just barely.  This was important, as the FTA will very rarely consider for federal grant funding a project in its Medium-Low category, and never in the Low category.

The other two light rail options examined had worse cost-effectiveness ratios ($26.51 and $23.71 for the Low and High options respectively) that would have placed them in FTA’s Medium-Low cost-effectiveness category, and thus highly unlikely to be accepted by the FTA for funding.  Not surprisingly, the Governor of Maryland (O’Malley at the time) selected the Medium Light Rail option as the state’s preferred option, as the other two light rail options would likely have been immediately rejected, while the Medium Light Rail choice would have been within the acceptable limits – although just barely so.  And while in principle they chose the Medium Light Rail option, they then added features (and costs) to it that brought it closer to what had been the High Light Rail Option, while not re-doing the cost-effectiveness analysis.

Maryland should also have considered any of the three Bus Rapid Transit options, as their cost-effectiveness measures were uniformly better than any of the light rail options (with cost-effectiveness ratios of $18.24, $14.01, and $19.34 for the Low, Medium, and High options respectively).  They were better even without the scaling-up of user benefits (by a notional factor for what was claimed would be a more pleasant ride) that biased the results in favor of the light rail options.  And most cost-effective of all would have been a simple upgrading of regular bus services, introducing express lines and other such services where there is a demand.

These were all calculated at the costs as estimated in 2008.  We now know that the costs for the light rail line option chosen will be far higher than what was estimated in 2008.  That cost then was estimated to be $1.2 billion to build the line, and an annual $25.0 million then for operations and maintenance.  Adjusting these figures for general inflation from the prices of 2007 (the prices used for these estimates) to those of December 2021 would raise them by 34%, or to $1.6 billion for the capital cost and $33.5 million for the annual operational and maintenance costs.  But under the new contract, the capital cost will be $3.9 billion, or 2.4 times higher than estimated in 2008 (in end-2021 prices).  Also, the annual operational and maintenance costs (including insurance) in the new contract will be $2.6 billion over 30 years.  This payment will be adjusted for inflation, and the $2.6 billion reflects what it would be at an assumed inflation rate of 2% a year.  One can calculate that at such a 2% inflation rate, the annual payment over the 30 years in the prices of end-2021 would be $58.0 million, or 73% higher than the $33.5 million had been forecast earlier (also at end-2021 prices).

Putting the capital cost in annualized terms in the same way as was done in the Alternatives Analysis report, and adding in the annual operational and maintenance costs, the overall costs under the new contract (with all in end-2021 prices) is 2.3 times higher than what was forecast in 2008, when the Medium Light Rail option was chosen.  To be conservative, I will round this down to just double.  To calculate what the FTA cost-effectiveness measures would have been (had the forecast costs been closer to what the new contract calls for), one also needs ridership forecasts.  While we know that those forecasts are also highly problematic (as discussed in this earlier blog post, they have mathematical impossibilities), for the purposes here I will leave them as they were forecast in the Alternatives Analysis.

Based on this, one can calculate that the FTA cost-effectiveness measure would have jumped to $50.55 had the capital and operating costs been estimated closer to what they now are under the new contract.  This would have put the Purple Line far into the Low category for cost-effectiveness (far above the $29.00 limit), and the FTA would never have approved it for funding.  And at more plausible ridership estimates, the ratio would have been higher still.

b)  For the Cost of the Purple Line, One Could Double Bus Services in Suburban Maryland, and Stop Charging Fares

Resources available for public transit are scarce, and by spending them on the Purple Line they will not be available for other transit uses.  The Purple Line will serve a relatively narrow population – those living along a 16-mile corridor passing through some of the richest zip codes in the country, providing high-end services to a relatively few riders.  The question that should have been examined (but never was) was whether the resources being spent on the Purple Line could have been used in a way that would better serve the broader community.

A specific alternative that should have been considered would have been to use the funds that are being spent on the Purple Line instead to support public transit more broadly in Montgomery and Prince George’s Counties.  What could have been done?  The alternatives can then be compared, and a determination made of which would lead to a greater benefit for the community.  Only with such a comparison can one say whether a proposed project is worthwhile.

Specifically, what could be done if such resources were used instead to support the local, county-run bus services in Montgomery and Prince George’s Counties (Ride-On and The Bus respectively)?  They already carry twice as many riders as what the Purple Line would have carried in the base period examined (according to its optimistic forecasts), had it been in operation then.  As we will see below, with the funds that the State of Maryland will make in the availability payments on the Purple Line (and net of forecast Purple Line fare revenues), one could instead end the collection of all fares on those bus systems and at the same time double the size of those systems (doubling the routes or doubling the frequency on the current routes, or, and most likely, some combination of the two).  With unchanged average bus occupancy, they could thus serve four times the number of riders that the Purple Line is forecast (optimistically, but unrealistically) to carry.

The services would also be provided to the entire counties, not just to those living along the Purple Line’s 16-mile corridor.  Especially important would be service to the southern half of Prince George’s County, where much of its poorer population lives.  The Purple Line will not be anywhere close to this.  Ending the collection of fares would also be of particular value to these riders.

For the comparison to the cost of running the county-run bus systems, I used data on their operating costs, capital costs, and fare revenues from the National Transit Database, which is managed by the Federal Transit Administration of the US Department of Transportation.  The data was downloaded on February 1, 2022.  The data is available through 2020, but I used 2019 figures so as not to be affected by the special circumstances of the Covid-19 pandemic.

The bus system costs in 2019, along with what the Purple Line costs will be, are:

(in millions of $)

County-Run Bus Systems (for 2019):
Operating costs $157.6
10-year average K costs $17.1
  Total costs $174.7
Fares collected $22.0
  Total to double capacity and no fares $196.7
Purple Line:
Annual availability payments $240.0
Less fares collected (forecast) $45.3
  Net Costs $194.7

The two bottom-line figures basically match, at around $195 million.  The net payments that will be made on the Purple Line over its 30-year life would be $194.7 million, based on the announced availability payment averaging $240.0 million per year less forecast average annual fares to be collected.  That average fare forecast is undoubtedly optimistic (as the ridership forecasts are optimistic), and is based on what was provided in 2016 when the original contract was discussed with the legislature.  I have not seen an updated forecast, but MDOT staff stated (at the Board of Public Works meeting on January 26 to discuss and vote on the new contract) that fares would not be changed from what was planned before.

The cost of doubling the size of the county-run bus systems would have been $157.6 million for the operating cost (based on the actual cost in 2019) plus $17.1 million for the capital cost (based on the 10-year annual average between 2010 and 2019, as these expenditures fluctuate a good deal year to year), or a total of $174.7 million.  It is assumed that government will continue to spend what it is spending now to support these bus systems, so the extra funding needed for doubling the systems would be those costs again (for that second half), plus what is received in fare revenues in the system now (the $22.0 million) as fares would no longer be collected.  Thus the net cost would be $196.7 million, very close to the amount that could be covered by what will be provided on a net basis to the Purple Line (and assuming, optimistically, fares averaging $45.3 million a year).

In addition to this, a total of $1.36 billion will be provided in grants to the Purple Line.  At the lower cost of the earlier, 2016, contract, a portion of those grant funds ($1.25 billion before) would have been needed to cover a share of the costs of doubling the capacity of the bus systems and ending the collection of fares.  One could in principle have invested those grant funds and at a reasonable interest rate have generated sufficient funds to close the remaining gap.  But with the now far higher costs of the renegotiated contract, there would be no need for a share of those grant funds for this, and they could instead be used to provide funding for other high-priority transit needs in the region.

E.  Conclusion

The Purple Line has long been a problematic project, and with the now far higher costs in the renegotiated contract with the concessionaire, can only be described as a fiasco.  After rejecting a demand from the contractor to pay $800 million more to complete the construction of the rail line, they will instead now pay $1.9 billion more to a total of $3.9 billion for the construction alone, or close to double the originally negotiated cost of $2.0 billion.  They will also now pay more for the subsequent operation of the line.  It is all a terribly wasteful use of the scarce funds available for public transit, and comes with great environmental harm on top.  Funds that will be spent by the state under this concession contract could have been far better used, and far more equitably used, by supporting the public transit systems that serve the entire counties.

Despite the much higher costs, there does not appear to have been any serious assessment of whether the Purple Line can be justified at these higher costs.  At least there has not been any public discussion of this.  Rather, MDOT staff appear to have been directed to do whatever it takes, and at whatever the cost it turns out to be, to push through the project.  But that is in fundamental contradiction to basic public policy.  A project might be warranted at some low cost, but that does not then mean it is still warranted if it turns out the cost will be far higher.  That needs to be examined, but there is no evidence that there was any such examination here.

We should also now recognize as obvious that forecasts of ridership on fixed rail lines are uncertain.  Ridership on the DC Metro rail lines not only fell, more or less steadily, over the decade leading up to 2019, but then collapsed in 2020 and 2021 due to the Covid crisis.  Ridership in 2021 was almost 80% below what it was in 2019.  And it is highly unlikely that Metrorail ridership will ever recover to its earlier levels, as many of the former commuters on the system will now be working from home for at least part of the workweek.

Despite this, Governor Hogan has adamantly refused to look at alternatives to building a new fixed rail line, with this to be paid for via a 35-year long concession with private investors that will tie his successors to making regular availability payments regardless of whatever ridership turns out to be, and regardless of any other developments that might lead to more urgent priorities for the state’s budget resources.  The issue is not only that the ridership forecasts on the Purple Line are highly problematic, with mathematical impossibilities and other issues.  It is also, and more importantly, that any such ridership forecasts are uncertain.  Just look at what happened with Covid.  It was totally unanticipated but led ridership to collapse almost literally overnight.  And the effects are still with us, almost two years later.

The fundamental failure is the failure to acknowledge that any such forecasts are uncertain, and highly so.  There might be future Covids, and also other future events that we have no ability to foresee or predict.  For precisely this reason, it is important to design systems that are flexible.  A rail line is not.  Once it is built (at great cost), it cannot be moved.  Bus routes, in contrast can be shifted when this might be warranted, as can the frequency of services on the routes.

None of this seems to have mattered in the decisions now being taken.  As a consequence, and despite billions of dollars being spent, we do not have the transit systems that provide the services our residents need.

 

 

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Annex:  Details on the Diversion of MARC Revenues to Get Around Maryland’s Public Debt Limits

The State of Maryland follows a policy to limit its public borrowing so that state debt does not become excessive.  Specifically, it has set two “capital debt affordability ratios”:

1) Keep the stock of tax-supported state debt below 4% of personal income in the state;

and 2)  Keep debt service on tax-supported state debt below 8% of state revenues.

I am not sure whether these are limits have been set by statute, but as policy they will in any case be reflected in the state bond ratings.  It is also possible that representations, and perhaps even covenants, have been made in the Maryland state bond contracts stating the intention of the state to keep to them.  If so, then violation of those limits could have consequences for those bonds, possibly putting the state technically in default.

The commitments Governor Hogan will be making in signing the concession contracts for the Purple Line are in essence the same as commitments made when the state issues a bond and agrees to pay amortization and interest on that bond as those payments come due.  For the Purple Line, the private concessionaire will similarly be borrowing funds, but the State of Maryland will then have the obligation under the contract to repay that borrowing through the availability payments to be paid to the concessionaire for 30 years.  In addition to repaying (with interest) the borrowings made by the concessionaire, the availability payments will also cover the operational, maintenance, and similar costs over the 30-year life of the contract during which the concessionaire will operate the line.

Under the original contract, signed in 2016, these payments were expected to average $154 million per year for 30 years.  Under the new contract, they are expected to average $240 million a year.  One can debate whether all of the availability payment (which includes payment for the operations and maintenance) or simply some share of these payments should be considered similar to debt, but the payment obligation is fundamentally the same.  Governor Hogan is committing future governors (up until 2056) to make these payments, with the sole condition that the concessionaire has ensured the rail line is available to be used (hence the label “availability payments”).  In particular, they will be obliged to make these payments regardless of what ridership turns out to be, or indeed whether any riders show up at all.  That risk is being taken on fully by the state and is not a concern of the concessionaire (who, indeed, will find things easier and hence preferable the fewer the number of riders who show up).

These availability payments have all the characteristics of a debt obligation.  But if it were treated as state debt, it would have to be included in the capital debt affordability limits, and this could affect the amount that the state could borrow for other purposes.  One can debate precisely what obligations to include and the timing of when they should be included, but purely for the sake of illustration, let’s use the 2016 contract amounts and assume that the obligation to be repaid would have had a capital value of $2.0 billion (equal to the then planned construction cost, minus grants received for it, but plus the present discounted value of non-debt operating and other costs that have been obligated).  Assume also this would have applied in 2017.  Based on figures in the November 2021 report of Maryland’s Capital Debt Affordability Committee (see Table 1 on page 26), the ratio of tax-supported state debt to Maryland personal income was 3.5% in 2017, or below the 4% limit.  However, if the full $2.0 billion from the Purple Line would have been added in 2017, following the contract signing in 2016, that ratio would have grown to 4.1%.

Similarly, the Capital Debt Affordability Committee report indicates (Table 2A on page 28) that debt service on tax-supported public debt in 2017 was 7.5% of state revenues.  If one were to add the full annual $154 million payment that would be due (under the original contract) for the Purple Line already in 2017 (too early, as it would not be due until construction is over, but this is just for illustration), the debt service ratio to state revenues would have risen from 7.5% without the Purple Line commitments to 8.2% with it – above the 8.0% limit.  Of the $154 million, about two-thirds would have been used to repay the funds borrowed to pay for the construction (plus for the equity, which was a small share of the total).  If one argued that only these payments on the debt incurred (and the similar equity cost) should be included, and not also the 30-year commitment to cover the operational and similar other costs, then the ratio would have risen to 7.98% if it applied in 2017 – basically at the 8.0% limit.

Again, these figures are simply for illustration, and the actual additions in 2017 would have been less and/or applied only in later years.  But as a rough indication, they indicate that the Purple Line debt and payments due would be materially significant and hence problematic.

it was thus important that MDOT structure these payment obligations in such a way that it could argue that they are not for “tax-supported public debt”.  This would be the case, for example, if the fare revenues from ridership on the Purple Line would suffice to cover the debt service and other payment obligations incurred.  But even MDOT had to concede the Purple Line revenues would not suffice for that in at least the early years, although it did assert (unconvincingly) that ultimately they would.

MDOT therefore established a separately managed trust for the Purple Line, which would be used to make the payments due and into which it would direct not simply Purple Line fare revenues and grants to be received for the project (primarily from federal sources), but also sufficient revenues from the MARC commuter rail line (operated by MDOT) to make the payments.  It argued also that only the debt service component of the availability payment would have to be included (about two-thirds of the total payment obligation in the 2016 contract), with the operations, maintenance, and other such costs not relevant to the capital debt affordability ratios (despite being a long-term, 30-year, commitment).  The State Treasurer, Nancy Kopp in 2016, ruled that this structure was acceptable and that Purple Line debt should thus not count against the state’s capital debt affordability limits.

But while deemed not applicable for the capital debt affordability limits, the immediate question that arises is what then happens to MARC?  Commuter rail lines in the US do not run a surplus, and require subsidies from a government budget to remain in operation.  MARC is no exception.  If a portion of MARC revenues are diverted to cover payments on Purple Line debt, then MARC’s deficit will rise by that amount and Maryland’s subsidies to MARC will have to rise by that same amount.  And those subsidies will come from state tax revenues.  Hence state tax revenues are in reality covering the Purple Line debt payments, and routing it via MARC does not change that reality.  At a minimum, transparency is being lost.

Furthermore, and as noted before, the state bond rating agencies have made it known that they are fully aware of what is going on, and will include these Purple Line obligations into their calculations.  S&P explained in May 2016 that upon the signing of the Purple Line contract, they will include the net present value of the payments to be made by the state during the construction period in their calculations of the state’s tax-supported debt ratios, and that once operations begin will include in the ratios the full availability payments net of fare revenues collected on the Purple Line only.

Maryland’s payment commitments under the revised Purple Line contract are now expected to average $240 million a year, far above the $154 million expected before.  MDOT has once again made its case with the new State Treasurer (Dereck Davis, who took office on December 17, 2021, replacing the long-time former Treasurer Kopp) that these long-term payment obligations should not count against the state’s Capital Debt Affordability Ratios.  While I have not seen a formal ruling on this from the State Treasurer’s office, presumably he agreed with the MDOT view as otherwise it would not have been presented to the Board of Public Works on January 26.

The Ridership Forecasts for the Baltimore-Washington SCMAGLEV Are Far Too High

The United States desperately needs better public transit.  While the lockdowns made necessary by the spread of the virus that causes Covid-19 led to sharp declines in transit use in 2020, with (so far) only a partial recovery, there will remain a need for transit to provide decent basic service in our metropolitan regions.  Lower-income workers are especially dependent on public transit, and many of them are, as we now see, the “essential workers” that society needs to function.  The Washington-Baltimore region is no exception.

Yet rather than focus on the basic nuts and bolts of ensuring quality services on our subways, buses, and trains, the State of Maryland is once again enamored with using the scarce resources available for public transit to build rail lines through our public parkland in order to serve a small elite.  The Purple Line light rail line was such a case.  Its dual rail lines will serve a narrow 16-mile corridor, passing through some of the richest zip codes in the nation, but destroying precious urban parkland.  As was discussed in an earlier post on this blog, with what will be spent on the Purple Line one could instead stop charging fares on the county-run bus services in the entirety of the two counties the Purple Line will pass through (Montgomery and Prince George’s), and at the same time double those bus services (i.e. double the lines, or double the service frequency, or some combination).

The administration of Governor Hogan of Maryland nonetheless pushed the Purple Line through, although construction has now been halted for close to a year due to cost overruns leading the primary construction contractor to withdraw.  Hogan’s administration is now promoting the building of a superconducting, magnetically-levitating, train (SCMAGLEV) between downtown Baltimore and downtown Washington, DC, with a stop at BWI Airport.  Over $35 million has already been spent, with a massive Draft Environmental Impact Statement (DEIS) produced.  As required by federal law, the DEIS has been made available for public comment, with comments due by May 24.

It is inevitable that such a project will lead to major, and permanent, environmental damage.  The SCMAGLEV would travel partially in tunnels underground, but also on elevated pylons parallel to the Baltimore-Washington Parkway (administered by the National Park Service).  The photos at the top of this post show what it would look like at one section of the parkway.  The question that needs to be addressed is whether any benefits will outweigh the costs (both environmental and other costs), and ridership is central to this.  If ridership is likely to be well less than that forecast, the whole case for the project collapses.  It will not cover its operating and maintenance costs, much less pay back even a portion of what will be spent to build it (up to $17 billion according to the DEIS, but likely to be far more based on experience with similar projects).  Nor would the purported economic benefits then follow.

I have copied below comments I submitted on the DEIS forecasts.  Readers may find them of interest as this project illustrates once again that despite millions of dollars being spent, the consulting firms producing such analyses can get some very basic things wrong.  The issue I focus on for the proposed SCMAGLEV is the ridership forecasts.  The SCMAGLEV project sponsors forecast that the SCMAGLEV will carry 24.9 million riders (one-way trips) in 2045.  The SCMAGLEV will require just 15 minutes to travel between downtown Baltimore and downtown Washington (with a stop at BWI), and is expected to charge a fare of $120 (roundtrip) on average and up to $160 at peak hours.  As one can already see from the fares, at best it would serve a narrow elite.

But there is already a high-speed train providing premier-level service between Baltimore and Washington – the Acela service of Amtrak.  It takes somewhat longer – 30 minutes currently – but its fare is also somewhat lower at $104 for a roundtrip, plus it operates from more convenient stations in Baltimore and Washington.  Importantly, it operates now, and we thus have a sound basis for forecasts of what its ridership might be in the future.

One can thus compare the forecast ridership on the proposed SCMAGLEV to the forecast for Acela ridership (also in the DEIS) in a scenario of no SCMAGLEV.  One would expect the forecasts to be broadly comparable.  One could allow that perhaps it might be somewhat higher on the SCMAGLEV, but probably less than twice as high and certainly less than three times as high.  But one can calculate from figures in the DEIS that the forecast SCMAGLEV ridership in 2045 would be 133 times higher than what they forecast Acela ridership would be in that year (in a scenario of no SCMAGLEV).  For those going just between downtown Baltimore and downtown Washington (i.e. excluding BWI travelers), the forecast SCMAGLEV ridership would be 154 times higher than what it would be on the comparable Acela.  This is absurd.

And it gets worse.  For reasons that are not clear, the base year figures for Acela ridership in the Baltimore-Washington market are more than eight times higher in the DEIS than figures that Amtrak itself has produced.  It is possible that the SCMAGLEV analysts included Acela riders who have boarded north of Baltimore (such as in Philadelphia or New York) and then traveled through to DC (or from DC would pass through Baltimore to ultimate destinations further north).  But such travelers should not be included, as the relevant travelers who might take the SCMAGLEV would only be those whose trips begin in either Baltimore or in Washington and end in the other metropolitan area.  The project sponsors have made no secret that they hope eventually to build a SCMAGLEV line the full distance between Washington and New York, but that would at a minimum be in the distant future.  It is not a source of riders included in their forecasts for a Baltimore to Washington SCMAGLEV.

The Amtrak forecasts of what it expects its Acela ridership would be, by market (including between Baltimore and Washington) and under various investment scenarios, come from its recent NEC FUTURE (for Northeast Corridor Future) study, for which it produced a Final Environmental Impact Statement.  Using Amtrak’s forecasts of what its Acela ridership would be in a scenario where major investments allowed the Acela to take just 20 minutes to go between Baltimore and Washington, the SCMAGLEV ridership forecasts were 727 times as high (in 2040).  That is complete nonsense.

My comment submitted on the DEIS, copied below, goes further into these results and discusses as well how the SCMAGLEV sponsors could have gotten their forecasts so absurdly wrong.  But the lesson here is that the consultants producing such forecasts are paid by project sponsors who wish to see the project built.  Thus they have little interest in even asking the question of why they have come up with an estimate that 24.9 million would take a SCMAGLEV in 2045 (requiring 15 minutes on the train itself to go between Baltimore and DC) while ridership on the Acela in that year (in a scenario where the Acela would require 5 minutes more, i.e. 20 minutes, and there is no SCMAGLEV) would be about just 34,000.

One saw similar issues with the Purple Line.  An examination of the ridership forecasts made for it found that in about half of the transit analysis zone pairs, the predicted ridership on all forms of public transit (buses, trains, and the Purple Line as well) was less than what they forecast it would be on the Purple Line only.  This is mathematically impossible.  And the fact that half were higher and half were lower suggests that the results they obtained were basically just random.  They also forecast that close to 20,000 would travel by the Purple Line into Bethesda each day but only about 10,000 would leave (which would lead to Bethesda’s population exploding, if true).  The source of this error was clear (they mixed up two formats for the trips – what is called the production/attraction format with origin/destination), but it mattered.  They concluded that the Purple Line had to be a rail line rather than a bus service in order to handle their predicted 20,000 riders each day on the segment to Bethesda.

It may not be surprising that private promoters of such projects would overlook such issues.  They may stand to gain (i.e. from the construction contracts, or from an increase in land values next to station sites), even though society as a whole loses.  Someone else (government) is paying.  But public officials in agencies such as the Maryland Department of Transportation should be looking at what is the best way to ensure quality and affordable transit services for the general public.  Problems develop once the officials see their role as promoters of some specific project.  They then seek to come up with a rationale to justify the project, and see their role as surmounting all the hurdles encountered along the way.  They are not asking whether this is the best use of scarce public resources to address our very real transit needs.

A high-speed magnetically-levitating train (with superconducting magnets, no less), may look attractive.  But officials should not assume such a shiny new toy will address our transit issues.

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May 22, 2021

Comment Submitted on the DEIS for SCMAGLEV

The Ridership Forecasts Are Far Too High

A.  Introduction

I am opposed to the construction of the proposed SCMAGLEV project between Baltimore and Washington, DC.  A key issue for any such system is whether ridership will be high enough to compensate for the environmental damage that is inevitable with such a project.  But the ridership forecasts presented in the DEIS are hugely flawed.  They are far too high and simply do not meet basic conditions of plausibility.  At more plausible ridership levels, the case for such a project collapses.  It will not cover its operating costs, much less pay back any of the investment (of up to $17 billion according to the DEIS, but based on experience likely to be far higher).  Nor will the purported positive economic benefits then follow.  But the damage to the environment will be permanent.

Specifically, there is rail service now between Baltimore and Washington, at three levels of service (the high-speed Acela service of Amtrak, the regular Amtrak Regional service, and MARC).  Ridership on the Acela service, as it is now and with what is expected with upgrades in future years, provides a benchmark that can be used.  While it could be argued that ridership on the proposed SCMAGLEV would be higher than ridership on the Acela trains, the question is how much higher.  I will discuss below in more detail the factors to take into account in making such a comparison, but briefly, the Acela service takes 30 minutes today to go between Baltimore and Washington, while the SCMAGLEV would take 15 minutes.  But given that it also takes time to get to the station and on the train, and then to the ultimate destination at the other end, the time savings would be well less than 50%.  The fare would also be higher on the SCMAGLEV (at an average, according to the DEIS, of $120 for a round-trip ticket but up to $160 at peak hours, versus an average of $104 on the Acela).  In addition, the stations the SCMAGLEV would use for travel between downtown Baltimore and downtown Washington are less conveniently located (with poorer connections to local transit) than the Acela uses.

Thus while it could be argued that the SCMAGLEV would attract more riders than the Acela, even this is not clear.  But being generous, one could allow that it might attract somewhat more riders.  The question is how many.  And this is where it becomes completely implausible.  Based on the ridership forecasts in the DEIS, for both the SCMAGLEV and for the Acela (in a scenario where the SCMAGLEV is not built), the SCMAGLEV in 2045 would carry 133 times what ridership would be on the Acela.  Excluding the BWI ridership on both, it would be 154 times higher.  There is no way to describe this other than that it is just nonsense.  And with other, likely more accurate, forecasts of what Acela ridership would be in the future (discussed below) the ratios become higher still.

Similarly, if the SCMAGLEV will be as attractive to MARC riders as the project sponsors forecast it will be, then most of those MARC riders would now be on the modestly less attractive Acela.  But they aren’t.  The Acela is 30 minutes faster than MARC (the SCMAGLEV would be 45 minutes faster), yet 28 times as many riders choose MARC over Acela between Baltimore and Washington.  I suspect the fare difference ($16 per day on MARC, vs. $104 on the Acela) plays an important role.  The model used could have been tested by calculating a forecast with their model of what Acela ridership would be under current conditions, with this then compared this to what the actual figures are.  Evidently this was not done.  Had they, their predicted Acela ridership would likely have been a high multiple of the actual and it would have been clear that their modeling framework has problems.

Why are the forecasts off by orders of magnitude?  Unfortunately, given what has been made available in the DEIS and with the accompanying papers on ridership, one cannot say for sure.  But from what has been made available, there are indications of where the modeling approach taken had issues.  I will discuss these below.

In the rest of this comment I will first discuss the use of Acela service and its ridership (both the actual now and as projected) as a basis for comparison to the ridership forecasts made for the SCMAGLEV.  They would be basically similar services, where a modest time saving on the SCMAGLEV (15 minutes now, but only 5 minutes in the future if further investments are made in the Acela service that would cut its Baltimore to DC time to just 20 minutes) is offset by a higher fare and less convenient station locations.  I will then discuss some reasons that might explain why the SCMAGLEV ridership forecasts are so hugely out-of-line with what plausible numbers might be.

B.  A Comparison of SCMAGLEV Ridership Forecasts to Those for Acela  

The DEIS provides ridership forecasts for the SCMAGLEV for both 2030 (several years after the DEIS says it would be opened, so ridership would then be stable after an initial ramping up) and for a horizon year of 2045.  I will focus here on the 2045 forecasts, and specifically on the alternative where the destination station in Baltimore is Camden Yards.  The DEIS also has forecasts for ridership in an alternative where the SCMAGLEV line would end in the less convenient Cherry Hill neighborhood of Baltimore, which is significantly further from downtown and with poorer connections to local transit options.  The Camden Yards station is more comparable to Penn Station – Baltimore, which the Acela (and Amtrak Regional trains and one of the MARC lines) use.  Penn Station – Baltimore has better local transit connections and would be more convenient for many potential riders, but this will of course depend on the particular circumstances of the rider – where he or she will be starting from and where their particular destination will be.  It will, in particular, be more convenient for riders coming from North and Northeast of Baltimore than Camden Yards would be.  And those from South and Southwest of Baltimore would be more likely to drive directly to the DC region than try to reach Camden Yards, or they would alight at BWI.

The DEIS also provides forecasts of what ridership would be on the existing train services between Baltimore and Washington:  the Acela services (operated by Amtrak), the regular Amtrak Regional trains, and the MARC commuter service operated by the State of Maryland.  Note also that the 2045 forecasts for the train services are for both a scenario where the SCMAGLEV is not built and then what they forecast the reduced ridership would be with a SCMAGLEV option.  For the purposes here, what is of interest is the scenario with no SCMAGLEV.

The SCMAGLEV would provide a premium service, requiring 15 minutes to go between downtown Baltimore and downtown Washington, DC.  Acela also provides a premium service and currently takes 30 minutes, while the regular Amtrak Regional trains take 40 to 45 minutes and MARC service takes 60 minutes.  But the fares differ substantially.  Using the DEIS figures (with all prices and fares expressed in base year 2018 dollars), the SCMAGLEV would charge an average fare of $120 for a round-trip (Baltimore-Washington), and up to $160 for a roundtrip at peak times.  The Acela also has a high fare for its also premium service, although not as high as SCMAGLEV, charging an average of $104 for a roundtrip (using the DEIS figures).  But Amtrak Regional trains charge only $34 for a similar roundtrip, and MARC only $16.

Acela service thus provides a reasonable basis for comparison to what SCMAGLEV would provide, with the great advantage that we know now what Acela ridership has actually been.  This provides a firm base for a forecast of what Acela ridership would be in a future year in a scenario where the SCMAGLEV is not built.  And while the ridership on the two would not be exactly the same, one should expect them to be in the same ballpark.

But they are far from that:

  DEIS Forecasts of SCMAGLEV vs. Acela Ridership, Annual Trips in 2045

Route

SCMAGLEV Trips

Acela Trips

Ratio

Baltimore – DC only

19,277,578

125,226

154 times as much

All, including BWI

24,938,652

187,887

133 times as much

Sources:  DEIS, Main Report Table 4.2-3; and Table D-4-48 of Appendix D.4 of the DEIS

Using estimates just from the DEIS, the project sponsor is forecasting that annual (one-way) trips on the SCMAGLEV in 2045 would be 133 times what they would be in that year on the Acela (in a scenario where the SCMAGLEV is not built).  And it would be 154 times as much for the Baltimore – Washington riders only.  This is nonsense.  One could have a reasonable debate if the SCMAGLEV figures were twice as high, and maybe even if they were three times as high.  But it is absurd that they would be 133 or 154 times as high.

And it gets worse.  The figures above are all taken from the DEIS.  But the base year Acela ridership figures in the DEIS (Appendix D.4, Table D.4-45) differ substantially from figures Amtrak itself has produced in its recent NEC FUTURE study.  This review of future investment options in Northeast Corridor (Washington to Boston) Amtrak service was concluded in July 2017.  As part of this it provided forecasts of what future Acela ridership would be under various alternatives, including one (its Alternative 3) where Acela trains would be substantially upgraded and require just 20 minutes for the trip between downtown Baltimore and downtown Washington, DC.  This would be quite similar to what SCMAGLEV service would be.

But for reasons that are not clear, the base year figures for Acela ridership between Baltimore and Washington differ substantially between what the SCMAGLEV DEIS has and what NEC FUTURE has.  The figure in the NEC FUTURE study (for a base year of 2013) puts the number of riders (one-way) between Baltimore and Washington (and not counting those who boarded north of Baltimore, at Philadelphia or New York for example, and then rode through to Washington, and similarly for those going from Washington to Baltimore) at just 17,595.  The DEIS for the SCMAGLEV put the similar Acela ridership (for a base year of 2017) at 147,831 (calculated from Table D.4-45, of Appendix D.4).  While the base years differ (2013 vs. 2017), the disparity cannot be explained by that.  It is far too large.  My guess would be that the DEIS counted all Acela travelers taking up seats between Baltimore and Washington, including those who alighted north of Baltimore (or whose destination from Washington was north of Baltimore), and not just those travelers traveling solely between Washington and Baltimore.  But the SCMAGLEV will be serving only the Baltimore-Washington market, with no interconnections with the train routes coming from north of Baltimore.

What was the source of the Acela ridership figure in the DEIS of 147,831 in 2017?  That is not clear.  Table D.4-45 of Appendix D.4 says that its source is Table 3-10 of the “SCMAGLEV Final Ridership Report”, dated November 8, 2018.  But that report, which is available along with the other DEIS reports (with a direct link at https://bwmaglev.info/index.php/component/jdownloads/?task=download.send&id=71&catid=6&m=0&Itemid=101), does not have a Table 3-10.  Significant portions of that report were redacted, but in its Table of Contents no reference is shown to a Table 3-10 (even though other redacted tables, such as Tables 5-2 and 6-3, are still referenced in the Table of Contents, but labeled as redacted).

One can only speculate on why there is no Table 3-10 in the Final Ridership Report.  Perhaps it was deleted when someone discovered that the figures reported there, which were then later used as part of the database for the ridership forecast models, were grossly out of line with the Amtrak figures.  The Amtrak figure for Acela ridership for Baltimore-Washington passengers of 17,595 (in 2013) is less than one-eighth of the figure on Acela ridership shown in the DEIS or 147,831 (in 2017).

It can be difficult for an outsider to know how many of those riding on the Acela between Washington and Baltimore are passengers going just between those two cities (as well as BWI).  Most of the passengers riding on that segment will be going on to (or coming from) cities further north.  One would need access to ticket sales data.  But it is reasonable to assume that Amtrak itself would know this, and therefore that the figures in the NEC FUTURE study would likely be accurate.  Furthermore, in the forecast horizon years, where Amtrak is trying to show what Acela (and other rail) ridership would grow to with alternative investment programs, it is reasonable to assume that Amtrak would provide relatively optimistic (i.e. higher) estimates, as higher estimates are more likely to convince Congress to provide the funding that would be required for such investments.

The Amtrak figures would in any case provide a suitable comparison to what SCMAGLEV’s future ridership might be.  The Amtrak forecasts are for 2040, so for the SCMAGLEV forecasts I interpolated to produce an estimate for 2040 assuming a constant rate of growth between the forecast SCMAGLEV ridership in 2030 and that for 2045.  Both the NEC FUTURE and SCMAGLEV figures include the stop at BWI.

    Forecasts of SCMAGLEV (DEIS) vs. Acela (NEC FUTURE) Ridership between Baltimore and Washington, Annual Trips in 2040 

Alternative

SCMAGLEV Trips

Acela Trips

Ratio

No Action

22,761,428

26,177

870 times as much

Alternative 1

22,761,428

26,779

850 times as much

Alternative 2

22,761,428

29,170

780 times as much

Alternative 3

22,761,428

31,291

727 times as much

Sources:  SCMAGLEV trips interpolated from figures on forecast ridership in 2030 and 2045 (Camden Yards) in Table 4.2-3 of DEIS.  Acela trips from NEC FUTURE Final EIS, Volume 2, Appendix B.08.

The Acela ridership figures are those estimated under various investment scenarios in the rail service in the Northeast Corridor.  NEC FUTURE examined a “No Action” scenario with just minimal investments, and then various alternative investment levels to produce increasingly capable services.  Alternative 3 (of which there were four sub-variants, but all addressing alternative investments between New York and Boston and thus not affecting directly the Washington-Baltimore route) would upgrade Acela service to the extent that it would go between Baltimore and Washington in just 20 minutes.  This would be very close to the 15 minutes for the SCMAGLEV.  Yet even with such a comparable service, the SCMAGLEV DEIS is forecasting that its service would carry 727 times as many riders as what Amtrak has forecast for its Acela service (in a scenario where there is no SCMAGLEV).  This is complete nonsense.

To be clear, I would stress again that the forecast future Acela ridership figures are a scenario under various possible investment programs by Amtrak.  The investment program in Alternative 3 would upgrade Acela service to a degree where the Baltimore – Washington trip (with a stop at BWI) would take just 20 minutes.  The NEC FUTURE study forecasts that in such a scenario the Baltimore-Washington ridership on Acela would total a bit over 31,000 trips in the year 2040.  In contrast, the DEIS for the SCMAGLEV forecasts that there would in that year be close to 23 million trips taken on the similar SCMAGLEV service, requiring 15 minutes to make such a trip.  Such a disparity makes no sense.

C.  How Could the Forecasts be so Wrong?

A well-known consulting firm, Louis Berger, prepared the ridership forecasts, and their “Final Ridership Report” dated November 8, 2018, referenced above, provides an overview on the approach they took.  Unfortunately, while I appreciate that the project sponsor provided a link to this report along with the rest of the DEIS (I had asked for this, having seen references to it in the DEIS), the report that was posted had significant sections redacted.  Due to those redactions, and possibly also limitations in what the full report itself might have included (such as summaries of the underlying data), it is impossible to say for sure why the forecasts of SCMAGLEV ridership were close to three orders of magnitude greater than what ridership has been and is expected to be on comparable Acela service.

Thus I can only speculate.  But there are several indications of what may have led the SCMAGLEV estimates to be so out of line with ridership on a service that is at least broadly comparable.  Specifically:

1)  As noted above, there were apparent problems in assembling existing data on rail ridership for the Baltimore-Washington market, in particular for the Acela.  The ridership numbers for the Acela in the DEIS were more than eight times higher in their base year (2017) than what Amtrak had in an only slightly earlier base year (2013).  The ridership numbers on Amtrak Regional trains (for Baltimore-Washington riders) were closer but still substantially different:  409,671 in Table D.4-45 of the DEIS (for 2017), vs. 172,151 in NEC FUTURE (for 2013).

Table D.4-45 states that its source for this data on rail ridership is a Table 3-10 in the Final Ridership Report of November 8, 2018.  But as noted previously, such a table is not there – it was either never there or it was redacted.  Thus it is impossible to determine why their figures differ so much from those of Amtrak.  But the differences for the Acela figures (more than a factor of eight) are huge, i.e. close to an order of magnitude by itself.  While it is impossible to say for sure, my guess (as noted above) is that the Acela ridership numbers in the DEIS included travelers whose trip began, or would end, in destinations north of Baltimore, who then traveled through Baltimore on their way to, or from, Washington, DC.  But such travelers are not part of the market the SCMAGLEV would serve.

2)  In modeling the choice those traveling between Baltimore and Washington would have between SCMAGLEV and alternatives, the analysts collapsed all the train options (Acela, Amtrak Regional, and MARC) into one.  See page 61 of the Ridership Report.  They create a weighted average for a single “train” alternative, and they note that since (in their figures) MARC ridership makes up almost 90% of the rail market, the weighted averages for travel time and the fare will be essentially that of MARC.

Thus they never looked at Acela as an alternative, with a service level not far from that of SCMAGLEV.  Nor do they even consider the question of why so many MARC riders (67.5% of MARC riders in 2045 if the Camden Yards option is chosen – see page D-56 of Appendix D-4 of the DEIS) are forecast to divert to the SCMAGLEV, but are not doing so now (nor in the future) to Acela.  According to Table D-45 of Appendix D.4 of the DEIS, in their data for their 2017 base year, there are 28 times as many MARC riders as on Acela between downtown Baltimore and downtown Washington, and 20 times as many with those going to and from the BWI stop included.  Evidently, they do not find the Acela option attractive.  Why should they then find the SCMAGLEV train attractive?

3)  The answer as to why MARC riders have not chosen to ride on the Acela almost certainly has something to do with the difference in the fares.  A round-trip on MARC costs $16 a day.  A round trip on Acela costs, according to the DEIS, an average of $104 a day.  That is not a small difference.  For someone commuting 5 days a week and 50 weeks a year (or 250 days a year), the annual cost on MARC would be $4,000 but $26,000 a year on the Acela.  And it would be an even higher $30,000 a year on the SCMAGLEV (based on an average fare of $120 for a round trip), and $40,000 a year ($160 a day) at peak hours (which would cover the times commuters would normally use).  Even for those moderately well off, $40,000 a year for commuting would be a significant expense, and not an attractive alternative to MARC with its cost of just one-tenth of this.

If such costs were properly taken into account in the forecasting model, why did it nonetheless predict that most MARC riders would switch to the SCMAGLEV?  This is not fully clear as the model details were not presented in the redacted report, but note that the modelers assigned high dollar amounts for the time value of money ($31.00 to $46.50 for commuters and other non-business travel, and $50.60 to $75.80 for business travel – see page 53 of the Ridership Report).  However, even at such high values, the numbers do not appear to be consistent.  Taking a SCMAGLEV (15 minute trip) rather than MARC (60 minutes) would save 45 minutes each way or 1 1/2 hours a day.  Only at the very high end value of time for business travelers (of $75.80 per hour, or $113.70 for 1 1/2 hours) would this value of time offset the fare difference of $104 (using the average SCMAGLEV fare of $120 minus the MARC fare of $16).  And even that would not suffice for travelers at peak hours (with its SCMAGLEV fare of $160).

But there is also a more basic problem.  It is wrong to assume that travelers on MARC treat their 60 minutes on the train as all wasted time.  They can read, do some work, check their emails, get some sleep, or plan their day.  The presumption that they would pay amounts similar to what some might on average earn in an hour based on their annual salaries is simply incorrect.  And as noted above, if it were correct, then one would see many more riders on the Acela than one does (and similarly riders on the Amtrak Regional trains, that require about 40 minutes for the Washington to Baltimore trip, with an average fare of $34 for a round trip).

There is a similar issue for those who drive.  Those who drive do not place a value on the time spent in their cars equal to what they would earn in an hourly equivalent of their regular salary.  They may well want to avoid traffic jams, which are stressful and frustrating for other reasons, but numerous studies have found that a simple value-of-time calculation based on annual salaries does not explain why so many commuters choose to drive.

4)  Data for the forecasting model also came in part from two personal surveys.  One was an in-person survey of travelers encountered on MARC, at either the MARC BWI Station or onboard Penn Line trains, or at BWI airport.  The other was an online internet survey, where they unfortunately redacted out how they chose possible respondents.

But such surveys are unreliable, with answers that depend critically on how the questions are phrased.  The Final Ridership report does not include the questionnaire itself (most such reports would), so one cannot know what bias there might have been in how the questions were worded.  As an example (and admittedly an exaggerated example, to make the point) were the MARC riders simply asked whether they would prefer a much faster, 15 minute, trip?  Or were they asked whether they would pay an extra $104 per day ($144 at peak hours) to ride a service that would save them 45 minutes each way on the train?

But even such willingness to pay questions are notoriously unreliable.  An appropriate follow-up question to a MARC rider saying they would be willing to pay up to an extra $144 a day to ride a SCMAGLEV, would be why are they evidently not now riding the Acela (at an extra $88 a day) for a ride just 15 minutes longer than what it would be on the SCMAGLEV.

One therefore has to be careful in interpreting and using the results from such a survey in forecasting how travelers would behave.  If current choices (e.g. using the MARC rather than the Acela) do not reflect the responses provided, one should be concerned.

5)  Finally, the particular mathematical form used to model the choices the future travelers would make can make a big difference to the findings.  The Final Ridership Report briefly explains (page 53) that it used a multinomial logit model as the basis for its modeling.  Logit functions assign a continuous probability (starting from 0 and rising to 100%) of some event occurring.  In this model, the event is that a traveler going from one travel zone to another will choose to travel via the SCMAGLEV, or not.  The likelihood of choosing to travel via the SCMAGLEV will be depicted as an S-shaped function, starting at zero and then smoothly rising (following the S-shape) until it reaches 100%, depending on, among other factors, what the travel time savings might be.

The results that such a model will predict will depend critically, of course, on the particular parameters chosen.  But the heavily redacted Final Ridership Report does not show what those parameters were nor how they were chosen or possibly estimated, nor even the complete set of variables used in that function.  The report says little (in what remains after the redactions) beyond that they used that functional form.

A feature of such logit models is that while the choices are discrete (one either will ride the SCMAGLEV or will not), it allows for “fuzziness” around the turning points, that recognize that between individuals, even if they confront a similar combination of variables (a combination of cost, travel time, and other measured attributes), some will simply prefer to drive while some will prefer to take the train.  That is how people are.  But then, while a higher share might prefer to take a train (or the SCMAGLEV) when travel times fall (by close to 45 minutes with the SCMAGLEV when compared to their single “train” option that is 90% MARC, and by variable amounts for those who drive depending on the travel zone pairs), how much higher that share will be will depend on the parameters they selected for their logit.

With certain parameters, the responses can be sensitive to even small reductions in travel times, and the predicted resulting shifts then large.  But are those parameters reasonable?  As noted previously, a test would have been whether the model, with the parameters chosen, would have predicted accurately the number of riders actually observed on the Acela trains in the base year.  But it does not appear such a test was done.  At least no such results were reported to test whether the model was validated or not.

Thus there are a number of possible reasons why the forecast ridership on the SCMAGLEV differs so much from what one currently observes for ridership on the Acela, and from what one might reasonably expect Acela ridership to be in the future.  It is not possible to say whether these are indeed the reasons why the SCMAGLEV forecasts are so incredibly out of line with what one observes for the Acela.  There may be, and indeed likely are, other reasons as well.  But due to issues such as those outlined here, one can understand the possible factors behind SCMAGLEV ridership forecasts that deviate so markedly from plausibility.

D.  Conclusion

The ridership forecasts for the SCMAGLEV are vastly over-estimated.  Predicted ridership on the SCMAGLEV is a minimum of two, and up to three, orders of magnitude higher than what has been observed on, and can reasonably be forecast for, the Acela.  One should not be getting predicted ridership that is more than 100 times what one observes on a comparable, existing (and thus knowable), service.

With ridership on the proposed system far less than what the project sponsors have forecast, the case for building the SCMAGLEV collapses.  Operational and maintenance costs would not be covered, much less any possibility of paying back a portion of the billions of dollars spent to build it, nor will the purported economic benefits follow.

However, the harm to the environment will have been done.  Even if the system is then shut down (due to the forecast ridership never materializing), it will not be possible to reverse much of that environmental damage.

The US very much needs to improve its public transit.  It is far too difficult, with resulting harm both to the economy and to the population, to move around in the Baltimore-Washington region.  But fixing this will require a focus on the basic nuts and bolts of operating, maintaining, and investing in the transit systems we have, including the trains and buses.  This might not look as attractive as a magnetically levitating train, but will be of benefit.  And it will be of benefit to the general public – in particular to those who rely on public transit – and not just to a narrow elite that can afford $120 fares.  Money for public transit is scarce.  It should not be wasted on shiny new toys.