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Post-session thoughts

There is little question in my mind that this session made more consequential and major changes than any session of my 43 years as a legislative employee. The scope and breath of the changes are breathtaking. The changes include big tax changes, but less so than a number of big bills over the last 40 years (1987 and 2001 comes to mind). However, this session’s tax bill is unique in including both a large tax cut and increase. That may be a first since statehood.

Retirement allows me to pay casual and sporadic attention to what the legislature is doing.  I no longer know the details or what happened or the why: politically, practically, or personality-wise. That allows me to react in ways that are unrestrained by the hard realities that govern what can actually be done. That’s the context for these reactions to a few random things: comparisons to the Minnesota Miracle session, indexing the gas tax, increasing tax progressivity, local sales taxes, stadium reserve, and stuff unrelated to taxes. Take it all with a grain of salt, given my distance from the action. Warning it’s very long and boring.

Minnesota Miracle

Various DFLers have made claims that this session was similar to the Minnesota Miracle, i.e., the changes made in the iconic 1971 legislative sessions. Some of the claims were to put it kindly, fact challenged. That grated on the amateur historian in me. Former Representative Tom Berg published a STRIB op-ed that sets many of the facts straight. See also this MCFE piece that provides more useful context and comparisons.

The 1971 Minnesota Miracle was (at least) two things: bipartisan and a big tax increase. The Republicans (technically conservatives in the era with no party designation of legislative candidates) controlled both houses of the legislature. The tax bill, which it took until October to reach agreement on, was its centerpiece. It increased sales, individual income, and corporate taxes in a major way on everyone, one way or another.

In my view, the Miracle’s tax increases were driven by the need to fund the demands the baby boom put on education and other public services. In those days, Minnesota heavily relied on property taxation to fund schools. As the baby boom went to school, building and operating demands led to big property tax increases. Property rich districts were able to meet those demands. Other districts had difficulties, leading to unpopularly high property taxes and/or inadequate education services. The predictable result was a major property tax revolt, along with dissatisfaction with the level and quality of local, mainly education services. The DFL rode the property tax revolt to electoral success, winning the governorship and increasing representation, but not majorities, in the legislature in the 1970 election and ultimately to majorities in 1972. (This experience led, in my opinion, to their obsession with the legislature managing property taxes. An obsession that went on for 30 years and only broke with the 2001 property tax restructuring.)

The Minnesota Miracle was only possible because both parties recognized the inevitably of broad-based tax increases to meet those needs. Anything remotely similar occurring with the current Republican Party and its tax aversion would be a true miracle.

The substance of the Miracle legislation was a large state tax increase for state aid payments to forestall future local property tax increases, while funding increased local services, especially education but also city and county services, more equally distributed across the state.

This session, which disposed of (mainly spent) a big surplus, enacted new programs, and made a myriad of policy changes, is more comparable to the 1973-74 session, when the DFL had its first trifecta ever. (I don’t think the old Democratic Party before its merger with the Farmer Labor Party ever had unified control either for that matter.) The 2023 session, unlike 1971, mainly involved enacting the agenda progressive DFLers have developed over the last decade plus. 1971 focused on a tax increase to address basic spending needs (mainly education) and the property tax revolt. The current iteration of the GOP likely does not even agree with DFLers that some of the social problems they addressed in 2023 are appropriate fodder for government to address. The difference with 1971 seems stark. (Disclosure: I’m old but I was out of state in college in 1971. But I did hear legislators, staffers, and journalists who were working then tell numerous stories about it.)

Bipartisanship beyond deals compelled by the supermajority requirements for bonding bills are now a thing of the past. The increased partisan polarization and unwillingness to compromise is national and a two-party phenomenon, as reflected in two recent NYTimes stories, Mitch Smith, In a Contentious Lawmaking Season, Red States Got Redder and Blue Ones Bluer (6/4/2023), and Mike Baker, In a Year of Capitol Feuds, Oregon Has a Political Breakdown (6/4/2023).

Indexing the gas tax

The legislature indexed the gas tax for inflation. As I argued in two prior posts (here and here), the crisis in road funding heavily results from the legislature’s failure to maintain the historic real level of the gas tax. For most of its history the Minnesota legislature would periodically increase the nominal rate of the gas tax so it was about 50 cents per gallon in current prices; it’s now 28.5 cents. Relying on dedicated funding and the failure to maintain the gas tax ensures inadequate road funding and puts pressure on local property taxes, the fallback funding for city streets and county highways.

Is 2023 indexing a cause for celebration? I have mixed feelings, but the answer must be no. It’s like patching a leaky tire and re-inflating the tire only to its previously half-deflated state (or half-inflated if you’re a glass half full person). On the upside, you stopped the leaking. On the downside, you’re still driving on a more or less flat tire. If the legislature had indexed the tax in 1988 or 2008, the last two times it increased the tax, transportation financing would not be in crisis. A normal increase in the supplemental funding sources (license tax including hiking the tax on EVs) would be all that was needed. Indexing it now without also enacting a hefty increase does not solve the problem. My more basic fear is that this is last ever increase in the gas tax rate beyond indexing adjustments.

The delivery fee probably makes some sense as a half-baked alternative that may be politically more acceptable than a simple gas tax increase. A gas tax increase would have been simpler, easier to administer, and better. But politics operates in second and third best alternatives. (Interesting side question: Why is the delivery fee more politically acceptable than a plain vanilla gas tax increase? Hard to say. It’s new; it’s different; it’s less universal; opposition hasn’t ramped up for people who aren’t paying attention; gas prices are much more visible; etc. I’m sure the professional political flacks have better reasons or explanations.)

Based largely on instinct (not data or analysist), a weak case can perhaps be made for the delivery fee as correcting for external costs. These deliveries, particularly of small and light packages, impose more carbon emissions and road wear than customers driving to neighborhood stores to pick up merchandize (particularly for UPS and FedEx deliveries that use a lot of fuel and put more wear on streets with their bigger trucks than small passenger cars or USPS vehicles). However, exempting small dollar amounts, as politics appear to require, probably exempts deliveries that should pay the most (based on external costs). At least that is my intuition. These are the deliveries that most likely would be forgone with customers postponing trips to the store until they can pick up multiple items and it is where trucks are least likely to be needed.

Policy continues to muddle along. More road funding is clearly needed. We can’t make fossil-fueled vehicles pay for even their user costs of the road system. Meanwhile, the legislature enacts subsidies for buying EVs, including electric bikes that I assume are used heavily for recreational purposes. So, we’re subsidizing both fossil fuel use and reducing fossil fuel use. Go figure. Yet, one more example of how politics yields flawed policy. Aargh.

Doubling down on progressivity with a helping of volatility

Progressivity

Increasing progressivity is the traditional centerpiece DFL tax policy priority. At times I have thought their progressivity focus verges on an obsession, totally eclipsing the other standard tax policy principles. I personally have more heterodox policy views and think that proportional and regressive taxes are okay, if they have offsetting virtues (revenue stability, ease of administration, efficiency, etc.) and/or fund services with a progressive distribution, which most do. 

With full control, one would expect DFLers to make the tax system more progressive. The 2023 session income tax changes fulfilled those expectations, providing large cuts for lower income households and modest increases on upper income households. However, transportation funding (see above) and the authorization of regional and local sales taxes (see below) will undercut those effects.

The table provides numbers for some context. It reports the revenue estimates (per DOR) of the fiscal year 2026 numbers to eliminate one-time effects and expresses the absolute value of the changes as a percentage of MMB’s forecast for total income tax revenues to give some context for their scale. It shows tax cuts of over $860 million targeted to filers with incomes under $100,000 (typically a lot under that especially for the credit changes) or about 5% of projected collections and imposing increases of just under $350 million on filers with incomes over $200,000, most with a lot of income over that or about 2% of collections. The absolute value of the cuts and increases is about 7% of projected FY 2026 income tax collections, an aggressive restructuring of the distribution of the tax burden.

 FY 2026 amount (millions)% of income tax revenues
Tax cuts (targeted to filers w/ <$100k incomes)  
Child and working family credit changes$394.42.2%
SS and qualified pension subtraction319.51.8%
Rent credit on income tax136.80.8%
Misc. credits13.60.1%
Total cuts$864.34.9%
Tax increases (targeted to filers w/ >$200k incomes)  
Deduction phase-out187.6 
NIIT87.7 
GILTI subtraction, excess biz losses update71.9 
Total$347.22.0%
Major individual income tax changes; 2023 legislative session

The bill also increases corporate taxes and enacts a potpourri of tax expenditures, primarily extensions but some new ones too. The corporate tax increases (about $250 million/year) will be scored as regressive in the next Incidence Study. The largest share of these increases is the new tax on GILTI and there is some reason to think that the Incidence Study’s methodology measures this as more regressive than it really is, as I have speculated before. That may be so, because it likely represents return above normal profit levels that cannot be easily shifted to consumers to minimize tax, including state tax, and thus falls more heavily on capital or highly paid corporate employees. Just guess, of course.

Horner’s comment. After I had written (but not posted) this piece, Republican Tom Horner’s STRIB op-ed, Minnesota’s future: Minnesota Miracle or Minnesota Mayhem? was published providing his take on the 2023 session. He makes an assertion that seems contrary to my observations about progressivity:

This year saw a mishmash of ad hoc increases in taxes and fees. Combined, they made Minnesota’s taxes more regressive and more complex.

Tom Horner, Minnesota’s future: Minnesota Miracle or Minnesota Mayhem? STRIB (6/26/2023) [emphasis mine].

He cites no source for this assertion, which I suspect is based purely on his impressions and little or no analysis. Confident assertions like this that are not based on facts and analysis irritate me to no end. (Aside: I respect Horner and wish the Republican Party had scores more folks like him and that they listened to them, rather than marginalizing them as RINOs. I also don’t disagree with some of his takes on the session. But I find his apparent concern about regressivity to be a bit off for a Republican, except as a way to tweak DFLers. The pattern in deep red states is to reduce progressive taxes, i.e., income taxes, and if tax increases are necessary, to increase regressive taxes, primarily sales and excise taxes. That is more revealing about Republican’s true feeling about progressivity. So, when they oppose tax increases because they’re regressive, I assume it’s just to make rhetorical points. Obviously, as a more moderate type, Horner may actually care about progressivity but I suspect it was a throwaway point.)

My discussion focuses solely on the individual income tax, which I think will unquestionably become more progressive. That’s about $1.2 billion in progressive changes, I would note. I’m not sure whether those effects will be overwhelmed by other tax and fee changes. (I don’t think Horner knows either; he just thinks he does. Technically, his assertion is about “increases” so he may be conveniently ignoring the very progressive tax cuts that are implicitly funded by the increases. I think you need to consider the net of both in measuring distributional effects.) Obviously, the 2023 local sales tax changes will result in some unclear but significant increase in regressive taxes. There is the mandated one percentage point increase in the metro sales tax rate (about $770 million for FY 2026) and some unclear increase in city and county rates across the state, depending upon referendum votes and decisions by local governing bodies. Transportation finance changes in addition to the metro sales tax (delivery fee, MVST rate increase, registration tax rate increase, and gas tax indexing) may amount to $400 million more in revenue in FY 2026 (ignoring the sales tax which is in $770 million amount). Some of these may be mildly regressive (MVST and registration tax) and others more so (delivery fee?). Whether these will more than offset the progressivity of the individual income tax changes is unclear to me. If required to, I’d guess that they wouldn’t. But it would be just a guess.

Note that the stable, but regressive, taxes go to dedicated or local spending, whereas the general fund gets the progressive but also volatile income and corporate tax revenues. That brings me to my next observation.

Volatility

An almost inevitable, if unintended, effect of increasing progressivity is to increase the volatility of revenues. That will surely be the effect of the 2023 income and corporate changes, both the tax cuts and the increases. A few points:

  • Untaxing more social security and public pension benefits subtracts for the base a quintessential stable (and growing with the retirement of the baby boom) portion of the income tax base. This income is immune from oscillations of the business cycle, unlike capital gains, investment income, profits of unincorporated businesses, or even wages to a lesser extent. From an investment perspective, the revenue from taxing social security benefits is like the yield from a Treasury bond, a sure thing. (Caveat: Social Security finances technically are on a legal path to reduction next decade if Congress does nothing. Politically that is unthinkable to me, but politics can yield strange, if unlikely, results.)
  • Child credits are a function of the number of children and are inversely related to income. The more income a family has, credits are reduced or eliminated. This means that the credit will likely be a stable and modestly countercyclical cost/tax expenditure. If the economy drops into recession and family incomes drop or fail to rise, credit costs will grow. That will happen when the states budget is least able to bear the costs. As an aside, credit parameters are indexed for inflation, so the nightmare budget scenario is stagflation, like the 1970s, where prices go up and incomes do not.
  • Higher income filers, the focus of the tax increases, derive much more of their income from volatile sources – capital gains, profits of unincorporated businesses, bonuses, and similar – than middle income taxpayers who rely more on wages. Shifting more tax to high-income folks will inevitably increase volatility. The new net investment income tax (NIIT), which applies to individuals with million-dollar incomes, is sure to heavily consist of capital gains, the most volatile portion of the tax base. I would guess that more than half of it is capital gain in a typical year (more in bull markets and less in bear markets).
  • Corporate profits historically are volatile, as well; their volatility as a major revenue source are eclipsed only by capital gains.

Prudent budgeting would suggest increasing the budget reserves in response to (1) making the most important revenue source more volatile and (2) significantly increasing spending. The 2023 legislature did put about $200 million in the budget reserve likely to accommodate the latter factor. 2023 Minn, Laws ch. 62, art. 2 § 58.  I assume that amount was based on budget reserve percentage calculated by MMB in 2022 but don’t know that. I will be interested to see if MMB increases the reserve percentage in September under Minnesota Statutes, section 16A.152, subdivision 8, as a result of the 2023 tax bill’s income and corporate tax changes. I assume it will.

I have argued before that the current robust budget reserve balance will still be insufficient to fully offset revenue reductions that result from deep recessions, like those experienced in the 1981-82, 2002-03, and the Great Recession, if only because the revenue reductions from trend persist over more than one biennium. The 2023 changes may accentuate that effect. This is in addition to the more basic question of whether the new revenues, on a permanent basis, are sufficient to cover the spending commitments.

Local sales taxes

The parade of local sales tax authorizations continued. My count (likely incomplete) follows. It lists new authorizations or increases in rates, not extensions, added projects, changes in approval procedures, and similar. (On that score, multiple cities used the session as an opportunity to expand the purposes and durations of their sales tax authorizations. No surprise. It makes sense to get it when the getting is easy. Any lobbyist worth her salt will tell you that.) See this MinnPost story on the city and county taxes, which includes maps and a table. The two Met Council taxes are imposed by state law (i.e., the statute mandates the Council to impose them). The city and county taxes are subject to the usual voter approval. Unless otherwise specified, references are to a city:

  • Metropolitan council for housing (0.25%); 2023 Minn. Laws ch. 37, art. 5 § 2
  • Metropolitan council for transportation (0.75%); 2023 Minn. Laws ch. 68, art. 3 § 29
  • City of St. Paul (1%) 2023 Minn. Laws ch. 64, art. 10 § 2 (citations for the taxes below are all to article 10)
  • Beltrami County (0.625%), § 25
  • Blackduck (0.5%) § 26
  • Bloomington (0.5%) § 27
  • Brooklyn Center (0.5%) § 28
  • Chanhassen (0.5%) § 29
  • Cottage Grove (0.5%) § 30
  • Detroit Lakes (0.5%) § 31
  • Dilworth (0.5%) § 32
  • East Grand Forks (1%) § 33
  • Fairmont (0.5%) § 34
  • Henderson (0.5%) § 35
  • Hibbing (0.5%) § 36
  • Golden Valley (1.25%) § 37
  • Jackson (1%) § 38
  • Jackson County (1%) § 39
  • Monticello (0.5%) § 40
  • Mounds View (1.5%) § 41
  • Proctor (0.55) § 42
  • Rice County (0.375%) § 43
  • Richfield (0.5%) § 44
  • Roseville (0.5%) § 45
  • St. Joseph (0.5%) § 46
  • Stearns County (0.375) § 47
  • Stillwater (0.5%) § 48
  • Winona County (0.25%) § 49
  • Woodbury (0.5%) § 50

The list is remarkable in its length, inclusion of multiple Twin City suburbs, rates higher than the mode rate of 0.5%, and for overlapping authorizations (e.g., the seven-county metropolitan area, Jackson County, Stearns County, and cities in those jurisdictions).

A rate increase of a full percentage point in the metropolitan area will occur and if history is any guide, the voters in many individual cities will likely approve more, some of which will affect many nonresident shoppers (e.g., Bloomington, Roseville, and Woodbury are all major regional shopping locations). After all the referenda are held, it will be interesting to see what the combined effective state and local sales tax rate for Minnesota is.

Historically, Minnesota underutilized local sales taxes, compared with most states. That is probably no longer the case. For the legislature to continue to authorize taxes on a case-by-case basis when authority becomes so commonplace, if not universal, is a needless hurdle. Continuing the current process clearly seems to be a misallocation of legislative and municipal resources. Once authorizations are the norm, saying no to requests is a near impossibility for legislators, especially when principled reasons for doing so are not apparent and there is no budget constraint to fall back on to say no. The charade of insisting the projects be “regional” because nonresidents bear much of the burden has led to funding mainly amenities, like recreational facilities, that are nice-to-have but hardly essential. But I have previously made that case.

Given the unequal distribution of the sales tax base among cities, a free-for-all authorization of city taxes strikes me as the antithesis of the thinking behind the Minnesota Miracle. One of its central themes was to equalize the ability of schools to fund education and cities to provide basic services. I guess for nonessential services, like community centers, parks, and trails which are common purposes of the city taxes, that’s not a big deal. But authorizing local taxes preempts the state’s ability to tap the tax base and, in my opinion, there is little doubt that the sales tax is the least unpopular broad-based tax. (Recall voters approved the state legacy sales tax constitutional amendment, as well as the vast majority of city taxes that have been submitted to them.) So, preempting it for nonessentials may be a strategic mistake, if you’re concerned about making sure you can provide basic and essential government services. A nasty side effect is to undercut local accountability., since these projects are outsides of normal city budgeting for basic services.

Moreover, pushing up the rate inevitably encourages noncompliance and outright evasion, a persistent issue with retail sales taxes. Retail sales taxes are notoriously easier to evade than VATs, because they are collected at one point, on final sale. By contrast, a VAT is collected at each point in the supply chain. That is a main reason all the other developed countries have abandoned the retail sales tax model in favor of VATs.

A fine mess to be sure.

Taxing Marijuana

The final gross receipts tax rate in the law legalizing recreational marijuana is 10%. Sales are also subject to the regular sales tax, including local sales taxes. Four observations about that:

  • As far as I can tell, medical marijuana continues to be totally tax free – exempt from both the sales tax and MinnesotaCare tax. Thus, it pays a lower tax than FDA approved drugs, which are subject to the latter tax. I always thought that was peculiar. Medical marijuana businesses pay higher federal income taxes because of I.R.C. § 280E’s disallowance of business expense deductions. That seems a stretch to use as a justification for their special state tax exempt status. As a product, medical marijuana seems most analogous to health and nutrition supplements, which pay the sales tax.
  • The 10% gross receipts tax applies to Delta 8 THC (hemp legal federally) products. Sales of these products, legalized and regulated in 2022, currently pay just the sales tax, so this is more than a doubling of their tax. According to this MinnPost article, at least some in the industry welcomed imposing the tax (and more state regulation) and consider it very modest as state weed taxes go (it is). I assume that sales of these products are occurring in other states but without any regulation or special taxes. It’s not clear to me what the 2022 regulation and validation of these businesses got them – publicity and a patina of legitimacy, I suppose – in return for the now substantially higher taxes than imposed on comparable businesses selling the stuff in North Dakota or Wisconsin? Maybe nobody is selling Delta 8 products in those states? Seems unlikely but I don’t know.
  • Recreational marijuana will pay a modestly higher tax than alcohol. Alcohol pays the regular sales tax, the excise tax, and an additional 2.5% additional sales (technically gross receipts) tax. My back-of-the-envelope calculations suggest that the state tax on marijuana will be about 40% higher than that paid by alcoholic beverages. (I converted alcohol excise tax revenues into a retail sales/gross receipts equivalent rate to determine that using 2021 revenues from the two types of alcohol taxes.) Alcohol taxes are too low to recover anything close to the state and local governmental costs of alcohol abuse (e.g., DWI enforcement and penalties, chemical dependency treatment, state MA costs of treating alcohol-induced cirrhosis, etc.), much less other external social costs (lost productivity, domestic abuse, and similar). Whether the modestly higher marijuana tax is high enough to do so is a big unknown. Unclear how politically easy it will be to increase the weed tax in the future; it’s very difficult to do so for alcohol (fixed dollar excise tax rates have not been changed in decades despite inflation eroding their burden) because of the industry power and the fact that moderate social drinkers consider it unfair to pay for governmental costs imposed by abusers. On the latter, it seems to me a reasonable charge for making a semi-dangerous drug (alcohol) widely available.
  • Minnesota’s marijuana tax will be among the lowest for states with recreational weed. See, e.g., Figure 9 and Appendix A in Tax Policy Center, The Pros and Cons of Cannabis Taxes (9/22/2022). (Missouri, a state not covered in the TPC report because of its recent legalization (11/2022), is a state with a lower tax than Minnesota at 6%. MO DOR. But Missouri does tax medical marijuana, unlike Minnesota, and municipalities are allowed to impose an additional 3% tax according to Wikipedia. If that means both the relevant city and county do so, the combined state and local Missouri taxes will be higher than Minnesota’s tax. Missouri’s taxes appear to be set in its constitution, likely because it was part of a voter initiative. I don’t know if the legislature can raise the rates. If so, I would expect it to do so at some point.) Minnesota’s low rate probably means it cannot hope that weed revenues will offset any potential inadequacy of the tax bill’s tax increases to pay for the 2023 spending commitments, unless a future legislature is willing to increase the rate. The fact that no neighboring state has legalized recreational marijuana (for now) should help, though.

Stadium Reserve

We can finally say goodbye to the unnecessary stadium reserve account. The tax bill repeals it and ends the resulting sequestration of gambling tax revenues from other general fund uses. 2023 Minn. Laws ch. 64, ar. 13 § 18. The repeal is not effective until 60 days after MMB certifies the stadium bonds are paid off. A STRIB story reported that was done last week. Rochelle Olson, U.S. Bank Stadium paid off as of Monday (Strib, 6/26/23).

The reserve account was unnecessary and ill-designed. It was unnecessary because the bonds were backed by the general fund (the reserve account is part of the general fund, by the way) and so have more than adequate security. Gambling tax revenues are unrelated to the stadium’s use or operations, so that provides no rational basis for capturing them in a dedicated stadium account. It was ill-designed as a reserve because it had no dollar limit. A typical reserve would have a ceiling amount of no more than a couple years of debt service payments. The lack of a limit caused the account to capture almost as much money as the outstanding principal amount of all the bonds.

Thus, the reserve’s main effect was to set aside the revenues from authorizing charities to conduct electronic gaming (more actually was captured because all the increase in gambling tax revenues were used in the calculating the increment). This kept that money from being used for standard general fund purposes. Would the bonds have been retired in 2023 absent that? I don’t know, but there is some chance they would instead have simply been refunded to reduce their interest rate and the money used for other purposes, including tax cuts when the Republicans controlled the Senate. 

It does seem clear that inclusion of the reserve in the original stadium financing law has redounded to the benefit of:

  • Minneapolis – Its stadium payment obligations will drop under the 2023 changes and the city will gain access to its sales tax for other purposes (subject to legislative approval, of course) sooner than otherwise would be the case.
  • The Vikings – With the bonds gone, shilling for more subsidies will become easier. Similarly, the reserve’s flush funding made government funding of stadium improvements an easier lift. The cost of the proposed security improvements is mindboggling to me. This STRIB story reports that $15.8 million in improvements have been authorized with $48 million more coming to secure the main entrance. (I don’t know about stuff like this, but the stadium must be assumed to be a high value target of some enemy of society. Are other venues, like Huntington Bank Stadium, similarly secured? Maybe college football fans aren’t as tempting a target as NFL fans? Are the Vikings being asked to pay for their share of these improvements? I haven’t noticed anything to that effect.) I’m sure this is just the first of many asks/demands for improvements, maintenance, upgrades, etc. If the general fund were still paying off the bonds, I suspect that they would be scrutinized more carefully and skeptically.
  • Lawful gambling interests – The tax bill cuts their tax rates. 2023 Minn. Laws ch. 64, art. 13 § 3. I suspect that this is connected to repealing the reserve. Yes, they’re unhappy with the tax bill’s changes in the rules for conducting electronic gaming. But absent the original stadium bill, they might still be fighting, like proponents of sports betting, for any type of authorization to conduct electronic games and some charities (I assume but don’t know) don’t do electronic games and will benefit from the rate cut. Of course, it is possible if lawful gambling had not been entangled with the stadium financing, the legislature would have independently reduced their taxes.
  • Tribes – The tax bill clarified that lawful gambling’s electronic games must function less like classic slot machines (i.e., determining whether you win with only one tap or click). I assume flush revenues from electronic gaming in the reserve made it easier to make that change, which the tribes must think reduces competition with their casinos.

General fund purposes for standard uses are the obvious losers. I am happy the reserve is no more and am sorry that I did not do more back in 2010 to apprise legislators of its poor design and more generally the lack of need for it. It probably would not have made a difference, but I feel remiss in not making more of an effort. Mea Culpa to Minnesotans who care about following good state budgeting, rather than willy-nilly dedicating more funds than needed to pay for the latter-day equivalent of Rome’s bread and circuses. (Context: I get that the NFL’s popularity and its monopoly allows it to extract money from the public. That’s the hard economic reality for metropolitan areas and states that want to host franchises and it’s realistic for elected officials to decide to pay the price. The issue is how much must be paid to keep a team. The reserve, in my view, unintendedly allocated an extra dollop to that enterprise. It just illustrates how seemingly meaningless, under-the-radar legislative details can have big financial consequences.)

Unallotment and legislative appropriations

A long running internal question that staff lawyers for the legislature debated was whether the governor’s unallotment power – the legal authority to reduce appropriations to offset revenue shortfalls to prevent deficit spending – extended to legislative appropriations. Allotments are subparts of appropriations that are made under MMB’s directions to agencies to formulate spending plans for their appropriations. The legislature is not subject to this MMB authority, so we (legislative staff lawyers) had typically opined that the Governor’s authority to reduce allotments did not apply to the legislature. See this House Research document (p. 7). Governors have (sometimes) refused to recognize that their authority does not extend to legislative appropriations.

The 2023 legislature slammed the door by adding a specific statutory exemption to the unallotment statute for legislative appropriations. 2023 Minn. Laws, ch. 62, art. 2 § 59. I was surprised that they did not include appropriations to the judiciary in this exemption. Appropriations to the judiciary are also exempt from MMB’s authority to require allotments.  So, our old theory for exempting legislative appropriations also would apply to appropriations to the judiciary. The 2023 bill’s failure to include the judiciary in the new statutory exemption seems to imply that appropriations to the judiciary are subject to unallotment. Judicially resolving that would be tricky, since the courts would be deciding whether the governor can cut their budgets. But the courts have traditionally not been reluctant to protect their independence and funding. So, there is probably little reason to worry about the negative implications of the new legislative exemption.

Process and politics

These are some of my throwaway, footnote type thoughts on topics which I don’t have expertise in but like to talk about. More specifically, these are the sorts of topic we used to have water cooler or lunch discussions about back when I worked for the legislature – e.g., politics, what motivates legislative decisions, do process changes matter, etc.

Budget process and finishing on time

The 2023 legislature made a massive number of changes in enacting a state budget and more broadly (abortion, guns, recreational marijuana legalization, elections, employment law, etc.).  It enacted a capital investment bill, a task typically done in non-budget years. And it did all of that within the constitutionally allotted time for the regular session.

Commentators have suggested the legislative budget process is broken because the legislature regularly fails to finish by the constitutional adjournment date. See this MinnPost commentary by David Schultz for example. I am skeptical that process fixes will make any difference when partisan control is divided and politics are as polarized as they are now.

To be fair to Schultz, he lists ideological polarization as a major cause of budget breakdowns. Schultz posits it is the anti-government libertarian ideology of Republicans that is the problem. That may have been true in 2011. I don’t think it is now. The post-Trump Republican Party is less fiscally conservative and anti-government than was the case before 2016. The GOP is more tribal – “Own the libs” – and focused on cultural war issues (guns, transgender issues, CRT, etc.) and less ideologically anti-government and libertarian in Schultz’s terms. The concession GOP legislators exacted for agreeing to a bonding deal was more government spending for nursing homes, not exactly anti-government. Nationally, the differences in the handling of the debt ceiling in 2011 and 2023 also illustrate the change. Despite the superficial rhetoric, the 2023 version of the GOP appears to have given up on the notion of seriously downsizing federal government spending. I assume they recognize the impossibility of doing that when social security, Medicare, defense, and veterans’ programs are off limits. That was not true in 2011 when they promoted entitlements cuts. It’s also a truism that both parties’ policy and rhetorical views have been nationalized. (Data point: DFLers going to brief White House staffers on how they pulled off the 2023 session’s enactment of many o the national party’s agenda items.)

Returning to Minnesota, I think partisan polarization and division is the problem, not the budget process or the length of sessions. (A longer and better process would be good. Don’t get me wrong. But that is so only if it leads to more analysis, study, and thoughtful discussion/debate and there is not necessarily any correlation between that and length or various process changes, in my skeptical view.) The last three trifectas (1987, 2013, and 2023) all finished by the deadline. That was so, despite enacting ambitious and sweeping policy changes (1987 and 2023) or facing a big deficit (2013). I doubt more time or process changes would help much when control is divided. We’d still have brinkmanship, special sessions, and ugly fiscal deals like 2011’s borrowing for current operations. We haven’t had enough tests of trifecta control and a tight budget (just 2013) to reach much in the way of conclusions, of course.

Pushing all the chips in the pot

During their last trifecta in the 2013-14 session, I was surprised by DFLers’ restraint in not resolving various of their long running agenda items (e.g., inflation in the budget as a low-profile example and election law changes as a higher profile one). I assumed that they thought they would have enduring or at least periodic control. It turned out to be a decade before they regained trifecta control.

That decade of split control likely taught them that they needed to enact as many of their agenda items as possible, rather than holding back for fear of “overreaching.” This STRIB story, Jessie Van Berkel, Ryan Faircloth and Rochelle Olson, How did Minnesota Democrats unify fragile majorities to pass sweeping change? (STRIB, 5/27/2023), has details on behind the scenes deliberations, including advice that they got from former Speaker (during the last trifecta) and now Justice Paul Thissen.

The article does not say so, but I suspect some combination of three factors led to that course of conduct (beyond the massive surplus and the obvious point that almost all of the elected DFLers really believe in and are committed to the agenda as both a political and policy strategy):

  • The different personalities and political views of the Senate leaders (Bakk and Dziedzic likely have different perspectives on what each considers disqualifying overreach)
  • Recognition that Minnesota’s political geography makes contests for legislative control regularly competitive (more of my thoughts below), making future trifecta control uncertain
  • Confidence that they will likely hold the governorship and so can block retrenchments (My view: that depends upon the GOP hewing to its recent practice of nominating far right candidates, the DFL avoiding nominating far left candidates, and/or a third party not taking moderate voters away from the DFL Not sure I would count on all three persisting. For example, Republicans in deeper blue states than Minnesota – recently, Vermont, Maryland, and Massachusetts – have elected governors. Of course, their state parties and nominating processes are likely more concerned about winning than ideological purity, compared with their Minnesota counterparts. At some point, Minnesota Republicans may actually get tired of paying the purity premium and nominate a more moderate candidate acceptable to swing voters. Or not. Both the Maryland and Massachusetts parties appear to be going the way of Minnesota Republicans, rather than the converse.)

Minnesota’s political geography disadvantages the DFL (or conversely advantages the GOP) in contests for legislative control. That is so because:

  • There are more DFL and DFL-leaning voters in the state than GOP and GOP-leaning voters. That is why the DFL has dominated statewide elections since 2006. But the two parties’ voters are not evenly distributed across the state. The DFL dominates the center cities and inner ring suburbs, while GOP dominates rural districts.
  • Legislative control is determined in the outer ring suburbs, the exurbs, and a few rural areas in which the DFL is still competitive when conditions are favorable to them.
  • GOP and GOP-leaning voters are more “efficiently” distributed than DFL and DFL-leaning voters across legislative districts. That is, the DFL runs up bigger margins in its core areas than the GOP does. (Disclosure: I haven’t crunched the numbers on this; I’m asserting it based on casual observation over the last few elections. Doing some real research is a future project.) Put another way, the DFL wins seats in its safe districts by larger margins than the GOP does in its safe districts.

Even though the GOP has fewer voters statewide by a fair margin, it has enough in the key swing districts in the outer suburbs and exurbs that determine legislative control. That allows the GOP to compete consistently for control of one or both houses of the legislature in almost all elections and to win control of one or more when conditions are favorable. (The lack of staggered Senate terms complicates the equation a bit. That may have prevented a DFL trifecta after the 2018 election.) If a few votes had changed in 2022, the GOP could have continued to control the Senate. That context means a get-your-entire-agenda-while-you-can strategy made sense to DFLers in 2023-24.

Changes in the election laws (e.g., allowing felons on probation to vote, making it harder for third parties to become major parties with automatic ballot access, etc.) may help DFLers’ cause a bit. But contrary to Steven Schier (How DFLers kept legislating until Minnesota turned blue, STRIB, 5/21/2023), I’d be surprised if this has much of an effect. This Thomas Edsall NY Times column provides some background on how efforts to suppress or increase the vote for partisan reasons typically don’t matter much. The calculus always comes back to a few swing voters or partisan turnout in a few swing districts. Hard to know.

Risks of going all in. Enacting 90%+ of their agenda means is clearly risky politically, as well as fiscally and administratively. I don’t really have any insight on the political risks, but I think the fiscal risk that they failed to provide adequate revenues to permanently sustain their spending commitment is high, especially when hard times hit. That, however, is just my gut instinct.

The administrative risk of starting up and managing major new programs – e.g., paid family leave, rental housing assistance, recreational cannabis regulation, etc. – in a tight labor market under all the constraints that apply to government employers are obvious. The social needs and policy bases for these programs may be compelling (or not depending upon your view). But administrative failures have the potential both to waste money and to discredit the enterprise politically, no matter how well intentioned. The state’s failures in administering pandemic aid programs (e.g., housing and food assistance) do not inspire confidence although the circumstances were different and perhaps more challenging. But I fear that they may have legislatively bit off more than they can administratively chew.

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Famine in time of plenty

Summary

This is another of my long discursive posts, a lament on the ugly policy effects of dedicated highway funding, flawed tax design, and the tax pledge. Great, if you like bad roads and encouraging carbon emissions:

  • The forecast good times for the general fund surplus do not extend to the dedicated highway funds. The February forecast predicts highway revenues will decline in real terms for the FY 2017 to 2027 period.
  • Failure to index the gas tax is a big deal. In real terms (adjusting for inflation), its rate is at a historical low point, rivaled only by the period before the 2008 rate increase. If the legislature had indexed 1988 rate for CPI inflation, the highway funds would have collected over $6 billion more in revenues through FY 2022. It would have been unnecessary to raise the rate in 2008 (the enacted increase would have been a cut). FY 2022 revenues would have been about a half billion dollars higher.
  • For decades dedicated highway funding worked well with grudging bipartisan support for periodically raising the gas tax to keep pace with inflation and highway needs. That ended when Grover Norquist’s tax pledge became the core fiscal principle of the Republican Party.
  • A natural political impulse is to divert general revenues, like the motor vehicle sales tax, to the highway funds. That undercuts the rationale behind user funding and has still been insufficient to meet the needs.
  • The political prospects for a sensible solution are grim. Hello more deferred road maintenance and higher carbon emissions.
  • Because 38% of the dedicated revenues go to counties and cities, the state legislature bears much of the responsibility for poor local roads in places like St. Paul, not just local decision makers.

I wrote the initial draft of this before Representative Elkins wrote his Strib Op-Ed and Bill Lindeke his MinnPost column on why Minnesota streets are underfunded. Their views on the gas tax largely algin with mine and are more concise and to the point.

Introduction

Three recent events caused to me reflect on the varying fortunes of the general and highway funds:

  • The February forecast predictions of $750 million more general fund revenues following on the November surfeit
  • St. Paul’s request to increase its city sales tax to pay for streets (Strib story, bill)
  • A Republican legislator borrowing from a star Democrat, Gretchen Whitmer, in tweeting at the St. Paul mayor about the need to spend more on city streets (MinnPost story)

General fund revenues surge; highway fund lags

The 10-year growth of the general fund is twice that of the highway user tax distribution fund (HUTDF), based on actual data and the February forecast through FY 2027. See the graph below. When stating the growth in inflation-adjusted terms, the general fund growth looks more normal (about 15% for the period or a 1.5% annual real growth rate) and the highway fund is shrinking in real terms, thanks to inflation (I used IHS’s estimates for future inflation). Because much of the difference is attributed to the gas tax, I included its growth rate separately. As the graph shows it’s shrinking even in nominal dollars. I assume that is because of estimated growth of EVs. Whether that actually happens is probably open to question.

The varying fortunes of the two funds by biennium (same data) are shown in the next graph. The pandemic dip in driving’s effect on gas tax revenues is clear in 2020-21.

A political perception problem

This is a political problem because public expectations are not nicely sorted into fund buckets, mirroring legal budget rules. When general fund resources are flush, the public thinks all is good fiscally. Legislators can fall into this trap too, as evidenced by Representative Franson’s tweet. There is a tendency to forget that 38% of state highway fund revenues go to cities and counties for their roads. So, the state is partially culpable for inadequate city streets.

Given that reality, it is useful to review some of the underlying realities of Minnesota’s financing for roads. The basic story is that highway financing relies on dedicated, inelastic taxes that are difficult to increase politically to keep pace with spending needs. Putting that in layperson’s speak, highway fund revenues do not keep pace with either inflation or economic growth. That is especially true for the gas tax, which is set in cents per gallon. As a result, revenues lag expectations for highway and road spending, even by limited government, anti-tax Republicans. Constantly making do with less shows up in lower quality services (read, potholes, congestion, more dangerous intersections, etc.).

The worst of fiscal worlds

The practical effect is an unholy combination – underfunding of highways and roads while stimulating more demand for them by holding down gas prices. (As an aside, this cheap gas policy is also a federal feature; Congress has not increased the federal gas tax since 1993 and administrations, Democratic and Republican, use executive actions to hold down oil prices in various ways, recently by easing environmental restrictions on fracking, management of the petroleum reserve and authorizing Alaskan drilling.) That makes nobody happy – neither those of us concerned about climate change and want the existing system maintained nor deniers who want to drive big vehicles farther on better roads.

The big general fund surplus – much of it one-time – will lead to more demand to shift highway funding to general revenues. That has been the trend over the last 30+ years. A couple years ago, I did some basic math to document how much of highway funding comes from general revenues, not user charges or benefit taxes, here. Almost 60% of highway and road funding comes from general revenues (FY 2018 data), like sales and property taxes. That situation is only getting worse.

In praise of user-based highway financing

Before getting into why the system is breaking down, it is useful to briefly consider the benefits of a system of user-based financing. None of us, whether you’re a small government conservative or a proponent of more expansive government, should be happy with slouching away from that system. It helps ensure a right-sized and adequately funded road system, something that is essential to a robust state economy, when it operates as intended as it typically did during its first 70 years.

Since the 1920s, Minnesota has relied on constitutionally dedicated taxes to fund highways, streets, and roads. The centerpieces of that funding are gas and license taxes. We are now approaching about a century of using that model in various configurations. During most of the history, the motor fuels or gas tax was the workhorse, providing most of the revenues.

Dedicated funding provides insulation from the overall budget allocation decisions, while largely ensuring that users of highways and roads pay their own way. It was partially premised on a political expectation that if the public wanted better or more highways and roads, they should be expected to pay more in user and benefit taxes. Reasonable tradeoffs, I think.

The system worked well for decades with increasing purchases of cars, trucks, and fuels and the legislature periodically raising tax rates to keep pace with inflation and highway use. At times, the gas tax worked so well that the legislature tried to divert its revenues to nonroad uses. There is a line of Minnesota Supreme Court cases on this issue from the mid-20th century that curbed those efforts.

This is a virtuous system, if you believe (as I do) that the market is the best way to assess what people want and/or are concerned about climate change. Paying for highways and roads is embedded in fuel prices and that helps people choose where they should live and work, what vehicles to buy (Hummer or Prius?), how much they should drive, whether to ship by rail or truck, etc. That encourages better (more efficient in economic terms) decisions. It also is a mini-carbon tax that ever so slightly internalizes the external costs of burning fossil fuels.

Yes, the taxes are somewhat regressive, but that’s okay for user-based taxes and can be offset by other progressive taxes, like the income and estate taxes, and by the progressive benefits of much other state spending (education, health, and social services) to the extent financed with regressive state taxes, like the sales and excise taxes.

Politics expose structural flaws

That system began unraveling in the 1990s. An apparent political consensus no longer expects highway and road users to pay, but instead favors more reliance on general revenues. But the constitutional and statutory structure was stuck in dedicated funding mode. The natural response of highway and road supporters was to advocate dedication of new, but general revenue, sources. (To be fair, many advocates supported gas tax increases, only turning to general revenues when that proved politically impossible.) Elected officials responded to these entreaties – by submitting a 2006 constitutional amendment to the voters, which was approved and dedicated 60% of the sales tax on vehicles for highways and roads, and by statutorily dedicating other bits and pieces of the sales tax.

Aside on why the motor vehicle sales tax is not a user fee or benefit tax. The sales tax is a broad-based consumption tax that goes to the general fund. Revenues from the sale of one or few commodities are not a user charge or benefit tax for government services related to those commodities. That would be like dedicating the sales tax on residential building materials to housing programs and claiming doing so is a user charge or benefit tax. Dedicating the sales tax on cars simply diverted general revenues to highway uses. Imposing a higher sales tax rate on car purchases and dedicating the resulting revenue, though, would be a type of benefit tax.

To get to the point, why did this occur? Two basic factors caused this turn of fiscal events:

  • Structural flaws in the gas tax, the principal source of highway funding for decades
  • The takeover of the Republican Party’s fiscal agenda by Grover Norquist’s tax pledge

Factor #1: Flaws in the gas tax structure

Taxes classically are evaluated against a benchmark of principles – equity, efficiency, simplicity, and revenue adequacy. With respect to equity, the gas tax is regressive but as a user charge or benefit tax it is still fair. This may be hard for progressive types to accept if they don’t accept the principle of user financing. I don’t argue with the underlying values favoring progressivity, but I would observe that the highway and road system can be analogized to municipal utility charges – most would not think its rate structure should be progressive (e.g., based on users’ incomes, rather how much electricity, water, or gas they use). The same general concept applies to the road system. Put another way, dealing with income distribution problems can be more effectively dealt with in other ways than highway funding.

With regard to efficiency (as economists use that term), user-based charges are the gold standard since they are calibrated to the use of the funded services and mirror efficient market allocations. The gas tax also scores highly under simplicity and ease of compliance and administration. It’s easy to impose and collect from a small number of wholesalers.

But when it comes to revenue adequacy and the details of how it functions as a de facto user charge, its flaws appear:

  • Autopilot tax cuts. The tax is expressed as a fixed dollar amount per gallon. Because this dollar amount is not indexed for inflation, inflation erodes revenues. Essentially, it provides tax cuts on autopilot. That is a very bad thing when highway and road quality depends on it.
  • Unadjusted for changes in fuel efficiency. Fuel consumption is strongly correlated with use and thus the gas tax works as a de facto user fee. But it needs to be adjusted for changes in fleet fuel economy. It never is. So, as fleet economy has improved markedly – partially because the feds mandated it – users drive more miles without paying more. Moreover, as users switch to EVs, the tax fails altogether as a user fee. (That can be fixed easily with some sort of separate charge for EVs; there already is a modest annual amount. It could be increased or scaled to actual use by mandating use of a mileage transponder.)
  • Too low for trucks, buses, and other heavy vehicles. Fuel usage is correlated with vehicle weight (heavier vehicles use more fuel), but not nearly enough. So, very heavy vehicles (trucks and so forth) do not pay enough for the damage they cause to highways and roads. Vehicles cause a lot more road damage as weight increases. Taxing diesel, typically used by heavy vehicles and containing more energy than gasoline, at the same rate as gas makes this worse. The tax on diesel should be higher than on gasoline to compensate for the damage done by heavy trucks. A fair number of states and federal government already do that. There is a good policy basis for it.

Over time, the first two flaws, combined with legislative reluctance to raise the tax rate, have been deadly for the adequacy of highway and road financing, while they encourage more consumption of fossil fuels and CO2 emissions. The latter effects are hard to reverse because they become embedded in long-run commitments that cannot be easily reversed – where housing is built relative to jobs, the contours of the vehicle fleet, and similar.

Failure to index the tax rate

The failure to index the tax for inflation is the biggest problem. It means the legislature must go through the politically fraught task of regularly enacting tax increases. It did that for years until appearance of extreme polarization and tax aversion (mainly by Republicans but infecting the entire body politic) starting in the late 1980s. This has resulted in systematic erosion of tax revenues.

I went through two simple exercises to illustrate the erosion:

  • Estimating how much revenue would have been collected if the 1988 gas tax increase had been indexed for inflation; and
  • Recalculating what all the previous gas tax rate increases would be in 2022 dollars.

Both exercises show the big effects that inflation’s auto-pilot tax cuts have had on the revenue adequacy of the gas tax.

Indexing the 1988 rate increase. The 1988 rate increase was the one last enacted before Grove Norquist’s anti-tax shtick overtook the GOP fiscal agenda. The DFL did have trifecta control in 1988, so Republican votes were not needed to pass the increase. But after the 1990 election, the DFL did not regain full control until the 2011 legislative session and by that point an intervening gas tax increase had been enacted over Tim Pawlenty’s veto with some GOP support. But it was insufficient to restore the rate to its real (inflation adjusted) 1988 level.

To estimate the lost revenues, I went through a simple arithmetic recalculation of each year’s revenue: (1) indexing the 1988 rate indexed to the general CPI, (2) multiplying by the number of taxable gallons, and (3) subtracting the actual collections. Because this simple calculation ignores the effects on demand of imposing higher tax rates (i.e., the desired side effect of lower consumption and carbon emissions), the estimate is an upper bound. I don’t have a feel for how much demands would be dampened, but I would guess the difference would be material but not dramatically different (whatever that word salad means). By contrast, the reduced revenues are quite dramatic. Expressing it two different ways:

  • The highway funds (FY 1990 to FY 2021) would have collected $6.7 billion more.
  • In FY 2021 the highway fund would have collected $500 million more.

Those revenues would have made a big difference in state and local highway spending and quality. $6 billion more in spending (cutting back the estimate of consumption by 10%) would have allowed rebuilding a lot of roads, fixing dangerous intersections and stretches of highways, and similar.  At the same time, it would have modestly reduced CO2 emissions and global warming. The 2008 rate increase would have been unnecessary; the enacted 29 cent/gallon rate would have been a cut, not an increase.

Restating past rate increases in 2022 dollars. The table below shows the years in which the gas tax rates were increased and what the rate would be in 2022 dollars. It shows how low the current gas tax rate is. To put a fine point on it, the real rate has only been lower before the 2008 rate increase.

Per gallon gas tax rates – as enacted & in 2022 $
Year of rate increaseTax rate when enactedTax rate in 2022 dollars
19250.020.34
19290.030.52
19410.040.81
19490.050.63
19630.060.58
19670.070.62
19750.090.50
19800.110.40
19810.130.43
19830.160.48
19840.170.49
19880.200.50
20080.290.39

The 1949 and 1962 rate increases imposed an effective tax rate that was twice as high as the current 29 cents/gallon rate. (I’m ignoring the 1941 rate increase as an outlier reflecting the anomalies of the Great Depression.) I would also observe that (1) Minnesotan’s incomes were much lower back then and (2) the vehicles had much lower fuel efficiencies, so they were burning many more gallons to go the same number of miles we do now. This underlines how light or easy the gas tax burden is now. You would never believe it based on the political rhetoric.

A general pattern of the rate increase is that most set the tax at about 50 cents/gallon in 2022 dollars. That’s the level proposed by Governor Walz in 2019, which was politically courageous (or naive) since the chances of enactment with a GOP Senate were essentially nil and the proposal would likely be a negative for his reelection campaign.

All the structural flaws in the tax could be easily fixed as a technical matter – the rate could be indexed for inflation, adjusted for changes in fleet fuel efficiency, and a higher rate imposed on diesel fuel as many states already do – if there was the political will do so. There isn’t, which is a segue to Factor #2.

Registration and sales taxes don’t help much

The other two main sources of dedicated highway do not have much of an indexing problem. The sales tax is a percentage of the purchase price and so rises with inflation. The license tax is a percentage of the manufacturer’s list prices, less an annual depreciation allowance. So, it also has a measure of inflation-proofing. However, the minimum amount that applies after a vehicle is fully depreciated is a fixed dollar amount. Thus, it erodes over time, a problem, since a lot of vehicles pay the minimum. I did not look up numbers, but the increased durability of cars and the rising prices of new vehicles mean that the average age of the vehicle fleet keeps increasing. That means more older vehicles paying the minimum fee are on the road. In any case, both taxes have elasticities below 1. That means they do not grow as overall economic growth or increases in incomes. Demand for roads is more sensitive to economic and income growth than price inflation.

Factor #2: The tax pledge

I have already extensively inveigled against the tax pledge (see here, e.g.), so I will focus on the gas tax.

The pledge. In the mid-1980s, Grover Norquist, the founder of Americans for Tax Reform (ATR), had the brilliant political (and awful policy) idea of getting politicians to sign a pledge that they would never raise taxes. The current version of it for state legislators is simple:

I pledge to the taxpayers of the state of [state name] that I will oppose and vote against any and all efforts to increase taxes.

ATR’s website

The pledge has gone through different formulations but is ironclad. It allows for revenue neutral tax reforms, that is, raising one tax or a feature of a tax that is offset by cuts in that or another tax. It does not allow for increases to offset the effects of inflation. Thus, for a tax like the gas tax (or Minnesota’s excise taxes on alcohol and cigarettes) expressed in fixed dollar amounts, it is a pledge to cut taxes whenever there is inflation.

The pledge relatively quickly came to be adopted as an article of faith for Republican candidates for state office. As an aside, that should be somewhat surprising because it does not reflect the views of party’s supporters. Taxes pay for government. Unless taxes keep pace with economic growth, insisting not increasing them will shrink government, Norquist’s explicit goal, a commitment to fiscal libertarianism.  Surveys shows that only a small percentage of Republicans buy into that view. Trump’s solid support by the GOP base, as a populist opposed to cutting entitlements, is another data point illustrating the lack of core party support, outside the likes of ATR, the Club for Growth, and the Koch network which are bastions of libertarianism. Of course, nobody wants to pay more, so it’s easy to buy into the pledge if you don’t think about the real consequences. Hence, Norquist’s political brilliance. I can’t say as much for the party’s elite, big donors and elected officials. Fiscal cynicism. intellectual insolvency, or something along those lines.

Starting in the 1990s, virtually all Republican general election candidates for the legislature (i.e., ones who survived the primary) signed the pledge. I could not find up-to-date data for that. ATR used to maintain a database of state legislators who signed the pledge. On its current website, I could only find databases for members of Congress and governors. No matter, it is widely recognized as a core principle, probably the core fiscal principle, of the GOP. Those who don’t sign typically act as if they had.

The gas tax and the pledge. Over the decades there was a sort of uneasy bipartisan, grudging acceptance of the gas tax that made dedicated funding work. Both parties recognized the need for ongoing and adequate support for the public road network. Democrats generally do not like the gas tax because it is regressive (typically their be-all-and-end-all tax policy principle) but accepted it because it was user based and Republicans would agree to it. Republicans accepted the need to increase the gas tax rate as a necessary evil because of the constitutionally mandated dedicated funding model. That uneasy bipartisan pattern can be seen in the table above documenting consistent rate increases over the years, almost always with some Republican support. Often, the GOP had trifecta control of Minnesota state government (for 4 out of the first 5 increases).

Republicans buying into the Norquist tax pledge broke that uneasy bipartisan alliance and put us in the soup we’re now in. The initial response, when Republicans controlled the governorship and the House, was to divert general fund money to highways and roads. That was done via the sales tax on motor vehicle constitutional amendment in 2006.

That diversion was not enough; general fund resources were extraordinarily tight with the slow recovery from the 2002 recession. That made finding new money, not just taking from the general fund, fiscally necessary and led to the one gas tax in the pledge era in 2008. That tax increase illustrates the difficulty of enacting increases to even partially offset inflation. It seems unlikely to be repeated unless something changes politically. Prospects for that do not look good.

In the 2008 session, Democrats had substantial, but not veto proof, majorities in both houses of the legislature. But Governor Pawlenty was a tax pledger and was plotting a presidential run. That meant a veto override was necessary. Highway advocates convinced 8 Republican legislators to buck the pledge and their governor, overriding his veto. MPR story. After the 2008 election, only one of them was reelected.  The others either declined to run or lost in 2010, along with many DFLers who voted for the increase. That makes the likelihood of getting even a few Republicans to support a gas tax increase dismal. It was a nonstarter in 2019 with the GOP-controlled Senate. Impossible when the general fund is flush.

Most Democrats, as noted above, do not like the gas tax because it is regressive and they also know it is unpopular, especially with swing voters who they depend upon for their legislative majorities. The public is very sensitive to gas prices. They’re plastered on big signs on every gas station and there is no easy substitute for buying gas if you want to get to work, shop, go to school, etc. Furthermore, few connect paying higher prices via the gas tax with road quality. That makes Democrats unlikely to go it alone in passing gas tax increases. Even if they accept the compelling policy behind gas tax road funding, it will take immense political courage (kamikaze level for some) to do so. Republican candidates running against them in swing districts will relentlessly hammer them for doing it. Especially hard when the news is full of headlines about big budget surpluses. Hence, the reason why they are twisting themselves into pretzels, as Rep. Elkins describes it, to find other, more problematic, sources of funding. A fine mess you’ve gotten us into, Grover.

Two final political observations

Partisan geographic alignment compounds the problem. The GOP’s total dominance of rural and most exurban districts – where the burden of the gas tax is high because geography compels people to drive more (typically in less fuel-efficient vehicles) and general fund taxes are lower because their incomes are below average – will cause them to double down on opposing the tax, even beyond their baseline tax aversion.  It’s in their prime constituency’s narrow financial interests to seek general fund subsidies not gas tax increases.

To be more specific, the gas tax is one of the few state taxes that bears more heavily on rural Minnesota taxpayers compared with their metropolitan area counterparts. It is worth noting, though, that Greater Minnesota still has a net positive balance of payments (positive spending net of gas tax paid of more than 10 percentage points) for its gas tax payments. The details, per House Research, are shown in the table. The spending is from state highway aid to cities and counties. The pattern of direct state highway spending by MNDOT on state trunk highways shows a similar pattern favoring Greater Minnesota. What the table makes obvious is that diverting more general fund revenues, such as sales or income taxes, would benefit rural Minnesota compared to a gas tax increase.

Tax or aid programGreater MN %
Gas tax52.5%
Income tax30.5%
Sales tax34.5%
State highway aid to local gov’ts (spending
of gas tax and other HUDT revenues)
64.5%
MN House Research, Major State Aids and Taxes (2018 data)

That fiscal pattern likely reinforces political instincts. I am not saying that these spreadsheet calculations of geographic winners and losers drive legislative policy decisions. They don’t. But they’re the background music for the Greek Chorus of rural Republicans chanting opposition to gas tax increases. Meanwhile, DFLers need a few rural and exurban districts to maintain any hope of legislative control. This makes them reluctant to support the necessary rate increases for fear of forfeiting any chance of winning those districts.

Minnesota’s purple political complexion makes this worse. A recent New Republic article, The Right-Wing Zealot Who Wrecked the Budget Process and Made Washington Dysfunctional (3/13/23), argues that the pledge is not a factor at the state level:

You will sometimes see a Washington journalist write a lazy sentence like, “Norquist has a similar stranglehold over most state legislatures.” But this is not remotely true.

The Right-Wing Zealot Who Wrecked the Budget Process and Made Washington Dysfunctional, New Republic (3/13/23).

His main evidence for that is that 47 states have raised (hold your breath) the gas tax over the last 30 years, i.e., during the pledge period. That includes Minnesota’s 2008 increase, which it is hard for me to imagine being repeated any time soon. He makes the leap from those 47 increases to make this assertion:

Why do these state legislators have such an apparently different view of the pledge from Washington counterparts? Because they live in the real world. They have to balance budgets, so they know that sometimes you have to increase a tax. It’s only in the fantasyland of Washington that Republicans can be so insanely irresponsible.

The Right-Wing Zealot Who Wrecked the Budget Process and Made Washington Dysfunctional, New Republic (3/13/23).

That, of course, does not square with my observations on the ground in Minnesota. So, I checked to see which states in the last decade or so have increased their gas taxes. An NCSL publication identified 33 increases from 2013 to 2021. Almost all of these were made in states that are either reliably red or blue where the consequences of doing so did not mean losing partisan control of state government. Only four of the states with increases are, like Minnesota, essentially purple with partisan control regularly up for grabs: Colorado, Michigan (reversed by voters which likely sent a strong political message), Pennsylvania, and Virginia. I think that dramatically undercuts the New Republic article’s point and supports mine. Where political survival is not at stake, politicians are more likely to make sensible policy and budget decisions. In purple states like Minnesota, it is much more difficult.

Bottom line: I do not see a path out of this mess. We’re cursed with subpar highways and roads, along with more carbon emissions. More general revenues, such as local sales and property taxes and state sales taxes, will go to pay for roads, while the state also patches gaps in funding with duct tape and paper clip solutions, like delivery fees.

Addendum: St. Paul’s situation

I live in St. Paul and drive and bike on its streets and so recognize the need for consistent, increased spending for street improvements. If the sales tax authorization survives the legislative gauntlet, I will probably grudgingly vote for it as a second or third best solution to a real problem.

Pledge a problem. As I argued above, the state’s failure to index or regularly raise the gas tax rate is partially culpable in the city’s deferred maintenance. I didn’t calculate how much more municipal state street aid the city would have gotten if the 1988 gas tax rate had been indexed. Aid to all cities would have been at least $500 million higher over 30+ year period. St. Paul’s share would have paid for a lot of street improvements.

The city’s failure to use its own funds is obviously a big part of the equation and the tax pledge played into that. Two mayors, Norm Coleman and Randy Kelly, refused to propose increases in the property tax levy, which resulted in deferred street maintenance. Coleman’s aspirations for statewide office as a Republican guaranteed his hewing to the pledge, of course. So, there is blame to go around with the pledge a central player at both the state and city levels.

LGA not the answer. City officials and others who blame inadequate funding of LGA get it wrong. If the state wants to help cities spend more on roads, it should be done through the highway funds and municipal state street aid, not LGA which is general purpose aid. (That would be yet another diversion of general revenues to roads.)

There also is a touch of cherry picking in their claims that LGA is underfunded. The advocates typically choose 2002 as their benchmark. That high water LGA mark reflects a large dollop of LGA sugar to help the 2001 property tax restructuring medicine go down the legislative gullet, not a considered judgment about the appropriate level of LGA. LGA was typically the go-to mechanism to fine-tune property tax restructurings and get them across the finish line. That was certainly the case in 2001 because the LGA increase (1) bought the support of the Coalition of Greater Minnesota Cities and key votes of rural legislators and (2) achieved the desired property tax burdens by small geographic areas on computer runs at the least state aid cost (compared with increasing county or school aid).

The Ladd Study and other neutral observers have concluded LGA is funded above the level necessary to ensure adequate municipal services. Moreover, in the state-local fiscal relationship, education and county (health, welfare, and social services) services have much higher priority in my book than municipal/city services. If anything, county aid is underfunded and city aid overfunded to my lights. Tolerance of choice and significant variation in the levels of municipal services is okay, unlike disparities in education, health, and welfare. LGA funding is neither the problem nor the solution.

Categories
income tax

Dumb and dumber tax policies, Minnesota edition

This post continues with my theme of dumb tax policy ideas, specifically a gas tax holiday (dumb) and fully exempting social security benefits (even dumber). Working in the tax legislative process compels one to accept that political considerations, sometime crass political considerations, can drive what is proposed, considered, and too often adopted. Good policymakers recognize that and work to minimize it, as best they can.

It’s unnecessary to spend much time on these two proposals because their dumbness is so obvious. But highlighting it provides an emotional outlet, so I can’t resist.

Gas tax holidays

Are being proposed both federally and in Minnesota, largely by Democrats. Their superficial appeal is obvious. A combination of factors, including the war in Ukraine and our response to it (trying to economically sanction Putin), has driven gas prices up, pinching voters’ pocketbooks. So, politicians want to respond, to appear to be addressing serious problems that are troubling voters, especially in an election year. The one obvious lever they have is to cut the gas tax and provide some relief to purchasers. Since the Dems are in full charge in DC and somewhat more nominally in Minnesota (2 out of 3), they are the prime proposers, although Republicans in some states are proposing them too (see this MinnPost account of all too common House floor antics; today’s TPC Daily Deduction email lists proposals in FL, GA, PA, SC, and TN).

Why is this dumb? Several factors:

  • The effect will be so small no one will notice. The federal tax isn’t even 20 cents/gallon, and the Minnesota tax is less than 30 cents/gallon. Prices have moved by as much or more than either tax in a week’s time or less. From a financial or economic perspective, it is at best a political talking point that elected officials can point to and claim they did something. The political reality is that it will probably buy them nothing and its lack of effect could damage their credibility. (“I thought you said you did something about gas prices?”) This TPC post (“How Much Will People Save“) provides useful context relative the Maryland gas tax holiday, along with other important policy considerations.
  • As others (e.g., MCFE) have pointed out, not all of the tax cuts will show up in retail prices. In this volatile and supply constrained market, some inevitably will benefit producers and sellers, rather than consumers, of gasoline.
  • The gas tax is a user fee that pays for highways and roads. Moreover, it is much too low; the tax does not come even close to covering the user cost. (Most proposals would make the highway funds whole with general revenues, so they just change how we pay.) In the long run, both the federal and Minnesota taxes should be increased significantly. As I have pointed out, general revenues or their equivalent already pay for most of the cost of Minnesota’s highways and roads. Cutting the gas tax even temporarily sends the wrong signal.
  • Why should gas be the favored commodity? The serendipity of the tax being how we partially buy roads and highways is a not a principled answer. For example, food prices have also gone up a lot and likely will go up more. Recall Ukraine and Russia are the breadbasket of Europe because of the large amount of wheat and corn they produce; the war has doubled world wheat prices. But nobody seriously proposes or thinks the government should subsidize the cost of everybody’s food purchases. I haven’t even heard of pressure to temporarily augment SNAP benefits for poor people.
  • The gas tax is a carbon tax. If we are serious about global warming (I realize most Republicans think it is a nonproblem), we should not cut the tax even temporarily. We should increase it and relieve the pressure to finance highways and roads from other sources, while encouraging lower carbon emissions.

Bottom line: A gas tax holiday would be a big expenditure of public funds to purchase little more than a political talking point, some of the benefit of which will go oil companies (that includes Koch Industries, Dems) and other unintended benefits.

Saving grace: It’s a one-time expenditure. That could actually be useful if the money prevents even dumber permanent and more expensive ideas from happening. To wit:

Fully exempting social security benefit from income tax

Is the signature proposal of the Senate GOP, along with an income tax rate cut. I have stated my views on the exemption’s lack of merit in my blog (here and here) and in a Strib op-ed with my friend John James. Others have recently made similar points (MCFE and D.J. Tice). The highlights of its dumbness:

  • It violates horizontal equity by taxing recipients of social security more lightly than individuals with the same incomes from other sources. That includes seniors who have earnings and/or other retirement income, not just younger folks.
  • It violates vertical equity. Low- and middle-income recipients now pay little or no tax on their benefits. Most of its benefit will go to high income folks, like me. I would save over $3,000/year (even more when my wife gets old enough to collect) and I am not the person who should be getting a tax cut.
  • Contrary to popular belief, taxing social security is not double taxation. I won’t explain why since I and others have done that elsewhere and it is mildly complicated.
  • It’s expensive, reducing revenues by more than $1 billion per biennium.
  • If the goal is to help seniors, this is not the way to do it. We have a long-term care crisis on several levels and that would be a much better place to put resources.
  • Concerns about tax competitiveness are unfounded. If high income seniors are going to leave Minnesota for tax reasons, exempting their social security won’t stop them. Much better tax deals would still be available for seniors in many states.
  • If the concern is Minnesota’s economic competitiveness, the focus should be on young workers and businesses. To think otherwise is the height of foolishness.

Bottom line: A full exemption is unfair and unneeded. Its billion-dollar cost will sop up resources that could address real problems. It would make the Minnesota tax and fiscal system worse on all counts.

Saving grace:  None

Categories
Uncategorized

Highway funding – why I like the gas tax

This is another installment in my effort to think through the debate over highway funding. WARNING: THIS IS LONG AND BORING; IF YOU DECIDE TO PROCEED, YOU MAY WISH TO HAVE A MUG OF ESPRESSO HANDY.

There appears to be a bipartisan consensus that the state needs more money for highways (and for transit, although Republicans see little need for that, I’d guess), raising an obvious question:

Should the gas tax or tab fees (registration tax) be increased or should revenues from general fund taxes be reallocated to highways?  The state has been consistently running general fund surpluses; why not use some of that money?

This question is complicated by Minnesota’s long tradition of using dedicated funding for highways and to a lesser extent and for a shorter period transit.  It has done that mainly through constitutional dedications for highways and roads, starting in the 1920s and modified by several constitutional amendments over the years. Constitutional dedications require the legislature to use gas tax and the motor vehicle registration tax (tab fees) revenues only for state highways and for aids to counties and cities for local highways, streets, and roads.  Since 2008, the sales tax on motor vehicle purchases has been dedicated to transportation (not just highways, at least 40% must go for transit).  The legislature has occasionally supplemented the constitutional dedication with statutory dedications; currently some of the sales tax on auto parts is dedicated by statute to highways and roads.  Since it is a statutory dedication, the legislature could always change that; the Republicans, as a result, want the voters to be able to write it into the constitution making sure a future legislature can’t.

This practice of using dedicated funds for transportation channels much of the debate into questions of whether the dedicated taxes should be raised or if general fund taxes/money should be redirected to transportation.  Obviously, Republicans with their strong tax aversion routinely advocate for redirecting existing taxes.  Democrats, by contrast, typically advocate raising the already dedicated taxes – e.g., Governor Walz and House Democrats both supported large gas tax increases in the 2019 legislative session – although they are conflicted by the fact that the dedicated taxes are regressive, violating their norm of favoring progressive taxation.

Given Minnesota’s long tradition of funding transportation heavily through dedicated funds, I see little value in spending time on the merits of that.  As an aside, in the lead up to consideration of the Legacy funding constitutional amendment in 2008, I wrote a publication on earmarking taxes, which I subsequently updated in 2015. It discusses these issues in some detail, so I would also be needlessly re-ploughing old ground. In any case, it is a given that almost all of state highway funding in Minnesota will be done through dedicated funds.

[As an aside, I had thought no one read my earmarking publication, based on the very few hits it got on the House Research website, so I was surprised in 2018 when the North Carolina governor’s office scheduled a conference call with me to discuss earmarking. Apparently NASBO referred them to me based on the publication, suggesting someone must have read it.]

To me, the bigger and more important question is whether any increase in funding should come from user fees and benefit taxes or from general tax revenues (e.g., by earmarking existing taxes for highways). I think a strong case can made for providing any increased state funding for highways and roads through user charges or benefit taxes, rather than taking more general revenue taxes and using them for highways.  The following explains my thinking. As an aside, I think it is fine for locals to use and increase property taxes for streets and roads, since there is clear benefit linkage between property ownership and construction and maintenance of roads. That seems better than the apparent growing urge, led by Duluth, to use local sales taxes. St Paul apparently wants to follow Duluth’s lead. Here, I’m confining my discussion to state funding issues, although increasing state funding through the highway user trust fund materially would reduce some of the pressures on local financing because it automatically yields more city and county aid.

As an initial matter, it is useful to state how I think about the difference between a user charge or benefit tax and general tax revenues.  Here, I’m talking about functional, economic, or practical distinctions, not legal distinctions.  Any tax can legally be earmarked or dedicated and, then, it becomes part of the dedicated fund.  But that legal status does not make it either a user charge or benefit tax, even if the tax is somehow closely or loosely related to transportation (or whatever function the dedication relates to).

A user charge or a benefit tax should satisfy two criteria:

  1. It needs to be over and above the taxes that generally apply to most similar activities for general government funding and
  2. The amount should vary with or be closely correlated to consumption of or benefit from the funded government service.

A true user charge would vary by the amount of the service consumed or used; if you use more, you pay more and ideally would be voluntary. By contrast, a benefit tax just needs to be collected from the group of individuals or entities that particularly benefit from the service.

Note the effects of this definition: Dedicating part of the proceeds of a general revenue tax does not qualify. For example, taking the sales taxes paid by trucking companies and dedicating it to highways and roads is not a benefit tax or user charge. Those taxes are levied on all businesses and individuals to pay for the general cost of government. It flunks criteria #1 and is not charging users or beneficiaries of a government service additional amounts because of that status. This distinction explains why the sales tax on purchases of vehicles or auto part are neither user charges nor benefit taxes.  They are just taking or appropriating general tax revenues and legally earmarking them for transportation.

In a separate post, I go through Minnesota’s funding of highways and roads and attempt very roughly to identify how much comes from user charges and benefit taxes versus general government revenues.  In broad strokes, the motor vehicle registration tax is a benefit tax and a portion of the gas tax is a user charge. The rest of highway and road funding comes from state or local general revenues – property taxes or state aid that locals opt to use for roads or general sales taxes that have been legally earmarked for highways.  Based on my calculations, about 59% of highway and road costs are paid with general revenues.  Somebody with better analytical skills, access to and understanding of the data, and more time could obviously come up with a more accurate number; mine is just a back-of-the-envelop effort.  I do think it is a conservative estimate of the general revenue share; the actual share likely is higher.

So, why do I think increasing user charges (lets be transparent, the gas tax) is the best way to provide more state funding for highways and roads? I have two prime rationales which are related to each other, in addition to a third, more minor but not inconsequential, reason for likely a gas tax increase.  After I describe why I favor a gas tax, I’ll explain why I think the common objections to or concerns about the gas tax should not disqualify it as the principal funding source for additional highway funding:

First, basic economics – it is consistent with fundamental tax principles and helps a market economy function better. The common metrics public finance economists use to evaluate a tax are equity, efficiency, and simplicity.  (Unlike the public and most elected officials, those are also the criteria I use in judging whether a tax proposal is sensible.  I’ll get to political feasibility issues a little bit later.)  My premise in applying these principles is that the gas is a rough user charge, a characteristic widely recognized by tax policy experts.  It is an effective user charge because the amount of tax paid is strongly correlated with how much one uses highways and roads – the more gas purchased for highway vehicles, the more miles that are driven.  (It’s important to also note that the tax is borne by those who do not own vehicles or purchase gas, because its burden is passed along in the transportation costs embedded in the goods and services that they do purchase. This is actually a large portion of the burden of the tax – about one-third according to the Minnesota Tax Incidence Study.) It’s true that that correlation is not perfect, because of variation in fuel efficiency of vehicles, more all electric vehicles, and the road damage done by heavy vehicles (the latter two concerns I discuss below).  But fundamentally it is a workable way to charge for relative road use by most.  Moreover, there is a sort of default rule that when user charges are practical and easy to impose, that is the preferred way to finance a government service, unless doing so would undercut the fundamental purpose of the government program.  In any case, this is how I apply those three basic tax policy principles to the gas tax:

  1. It’s obvious the gas tax scores well under the simplicity principal: the tax has been around forever, is easily understood (cents/gallon used for roads – what could be clearer?), is easy to collect from a relative handful of taxpayers (petroleum distributors), and one main compliance issue (the exemption of diesel fuel used off road) was fixed 30+ years ago with the innovation of dyed fuel.
  2. The tax increases efficiency because it encourages people to make economic decisions (where to live, what car to buy, etc.) that reflect the costs of constructing and maintaining public roads.  The tax makes the market work better – the price of gas (and transportation costs more generally) will reflect more closely the public’s costs to build and maintain roads.  This will flow through to decisions about where to live (how long/expensive a commute will I have?), what vehicle to buy, and so forth. If you, as I do, think the market is the best way for a society to decide how to allocate goods and services, a user charge for public highways is the way to go.  And the gas tax is now the easiest way to do that.
  3. On the surface, it might appear that the equity principle is a harder nut to crack because the tax is regressive, the metric most often used in evaluating tax fairness. I have two basic responses to that concern.  First, user charges, like the purchase of private goods and services, are fair because you’re paying for what you use.  Here, it makes sense for the government to be the service provider because we want to provide open and easy access to the road network and private roads are not practicable.  Putting aside that the government is delivering the service, charging for highways isn’t really all that different than individuals buying food, housing or other essential items in the private market, all of which have a regressive distribution (lower income folks spend higher percentages of their incomes on consumption).  Second, the distributional effects are not that different than a general consumption tax, like the sales tax which is typically presented as the prime alternative funding mechanism.  (The Minnesota Tax Incidence Study reports a Suits Index for the gas tax that is about one-third lower or more regressive than for the general sales tax.)  And if regressivity is a killing concern, it can be addressed through supplemental mechanisms (see below), rather than forgoing a good funding source altogether.

Second, political economy considerations – relying on user charges could help make decisions that get beyond the pro- and anti-government budget debate we now seem to be mired in. Much of the discussion under the previous bullet represents conventional wisdom in the policy community, I think (hope?). The views I’m expressing here are not, but reflect my experience working in the legislature over the last 15+ years and how I think the budget and tax policy debate in the Minnesota legislature has been hijacked by the polarization and rote repetition of little more than partisan talking points. During that period, I found that the budget debate has devolved into largely meaningless sloganeering (to me anyway) on the size of government and whether (GOP mantra) taxes are driving businesses, investment, and people out of Minnesota or whether (DFL mantra) the tax structure is allowing the affluent to avoid paying their fair share.

The Republicans have largely become a party whose primary (almost exclusive) budget policy is to propose tax cuts.  There are a few areas in which they want to spend more money (i.e., beyond current services levels), but they can always propose reallocating money away from other programs with heavy DFL or urban constituencies to do so.  That’s fine, but it also creates a “free lunch” element to their arguments: they’re for more limited government and tax cuts, except when the spending is popular with their constituencies, in which case they say the spending increases can easily be accommodated by reducing spending on DFL/urban type programs (center city LGA being the obvious target).  What’s been unclear to me, because the GOP has never controlled the governorship, House, and Senate when I was around, is whether that is just a negotiating ploy or whether they really would do it.  If Scott Walker is their model, they probably would.

In any case, transportation is one of the areas – I assume because it is a core government function and because it has a heavy rural focus (the GOP is fundamentally a rural and exurban party in Minnesota) – in which the Republicans do advocate for spending more (at least relative to what the inelastic dedicated funding sources produce).  Their natural response is to make a sort of free lunch argument – sure the dedicated funding sources are not generating enough, but we can easily reallocate general fund sources to make up the difference.  And to be consistent with Minnesota’s earmarking practices, we’ll do that permanently and submit it to the voters to enshrine in the constitution.  (I’m sure the voters would approve, just as they did in 2006 with the motor vehicle sales tax, because there is a strong political constituency for highway spending.  They would probably approve a tax increase if submitted – given how voters responded in 2008 to the Legacy Amendment, easily approving a tax increase for what I perceive to be less popular spending.)

To me these arguments undercut the debate over how much more to spend on highways, given our history of using dedicated funding, a substantial portion of which comes from de facto user charges and benefit taxes. A primary benefit of relying on user charges and benefit taxes (in my mind) is that increased spending comes at the price of paying more in user charges and benefit taxes (i.e., increasing the gas tax or tab fees).  That is a more honest frame of reference for the public to consider how much they want more spending on highways and roads.  Permanently reallocating general fund revenues (especially by constitutional amendment) reflects a judgment that the general fund does not need all its current revenues over the long run (not just when we have a surplus, like we do now).  I don’t think there is a good case to be made for that – the median Minnesota voter has too much of a taste for government for that to be true, I think.

My bottom line: Linking spending and taxing directly, as Minnesota traditionally done for highway spending, is good political economy.  I would limit this linkage to areas where the linkage is relatively easy to implement and is clear, such as highways. (I’m hard put to think of many other big areas.) The long history of that linkage working (until the 1990s) is a compelling reason for sticking with it. Maintaining the linkage tells voters that if they advocate for or expect more highway spending, the consequences will be paying more gas tax or higher tab fees.  That is likely to lead, in my view, to better decisions about how much to spend.

Third, climate change considerations support increasing the gas tax; it is a mini-carbon tax or, at least, does not encourage more carbon emissions, as financing more highway expenditures with general revenue sources would. The gas tax clearly is a carbon tax, since it is imposed on the use of fossil fuels. Of course, its low level and application only to highway fuels makes it a relatively minor tax. The fact that its revenues are used for highways (spending which stimulates carbon emissions by encouraging more road use) makes its effects ambiguous.  But compared to using general revenue taxes for roads, such as dedicating more general sales taxes, a gas tax is preferable if a secondary policy goal is to discourage carbon emissions.

[Note: I don’t want to underestimate the effects of maintaining a robust gas tax on carbon emissions.  Based on my calculations if the gas tax had been indexed for inflation when it was increased in 1988 to 20 cents/gallon, the state would have collected about $6.5 billion more revenue (assuming little or no behavioral response to the higher tax rates). Had it done so, it is reasonable to conclude that it would have caused some behavioral response (less driving or a more efficient fleet) that would have lowered carbon emissions somewhat.]

My responses to the common objections that are made to gas tax increases.  Many arguments against increasing the gas tax are typically made during legislative debates. In my judgment, none of them, singly or together, are sufficient to overcome the case for the gas tax.  The main arguments that I have heard and how I would respond are:

It’s regressive, unfair to the poor (the prime Democratic objection).  The gas tax is more regressive than the sales tax. But contrary to the apparent DFL mode for evaluating taxes, that should not be the only criteria to use in deciding among taxes. Its other advantages, in my opinion, outweigh that disadvantage.  User charges meet a very basic element of fairness – expecting people to pay for costs they impose or what they use. Moreover, other more progressive taxes in the general fund portfolio (i.e., the individual income tax) help to offset that disadvantage. Not every tax needs to be progressive if it has other attractive attributes. Finally, a low-income credit, either tied specifically to the gas tax or as part of a more comprehensive credit to offset other regressive taxes, could be adopted.  The 2008 increase in the tax bill did precisely this to gain a handful of votes (primarily Tom Rukavina’s but others as well) necessary for the required supermajority to override the governor’s veto. The provision lasted only one tax year, however, as Governor Pawlenty and many DFL legislators united to repeal it and use the revenues for other purposes.  (To me that suggests that the concerns about its regressivity are not really strongly held.) The 2008 credit was poorly designed and its effects were very modest at best.  A better approach probably would be to convert the property tax refund into a comprehensive low-income tax to offset a portion of the average property, sales, and excise taxes borne by low income households.  That approach has been discussed with some regularity and elected officials have shown little interest.

We have plenty of general fund revenues, so we can simply use more of them for a core government function like highways and roads (the prime Republican objection).  I outlined my main reasons for rejecting this approach above. I would add that given the GOP’s persistent advocacy for tax cuts in all circumstances (even in 2011 with a $6 billion difference between projected revenues and expenditures!), they should recognize that reallocating general fund money to highway really is a forgoing their ability to cut general fund taxes.  At least that would seem to be the logic to me and it undercuts their implicit “it won’t cost you anything” argument for the general fund approach.

Trucks damage the roads more, but don’t use enough more fuel to offset that damage. This statement is (I assume) true and is a mild objection to the present excise tax; a more accurate user charge on heavy trucks and similar vehicles would be scaled to recover more fully the costs they impose on construction and maintenance of the road system.  Because heavy vehicles are not very fuel efficient, they do pay more per mile in gas tax, but likely not enough to pay for the damage. (I have not attempted to research the magnitude of the difference and I know a large share of the cost of Minnesota road maintenance is driving by our harsh climate, which subjects concrete and asphalt to breakup from frequent freezing and thawing.) A simple fix to this would be to impose a higher rate of tax on diesel fuel, since almost all heavy vehicles run on diesel and very few cars do.  (I believe that diesel vehicles typically generate more pollution, so a differential rate might be justified on that basis as well.) Some states already do that. I’m not sure why Minnesota does not or if it has ever considered it. I’m sure the trucking and business lobbies would oppose it and that may make it politically infeasible. In any case, the objections of too favorable treatment of heavy vehicles is not a good argument for not continuing to use the gas tax as a cornerstone of our highway finance system and to raise any needed new revenues from it, rather than using general revenues. It’s a minor objection that could be easily fixed, if policy makers think it is a serious flaw and have the will to do so.

Electric vehicles (EVs) don’t pay tax and they comprise a growing share of the fleet of highway users.  This statement is also true, but I don’t think it is a good reason for not using the gas tax as the prime source of added highway revenue.  First, EVs comprise a trivial portion of the fleet using Minnesota highways and roads. I do not know what percentage EVs are of the fleet, but they are less than 1% of new vehicle purchases in Minnesota.  That a very small share of the fleet uses electricity as power does not undercut that the gas tax still functions very well as an easy-to-administer, user charge on 99%+ of Minnesota vehicles.  Second, the government is trying to encourage purchase of EVs for environmental reasons by offering tax credits against their purchase price and by imposing fleet mileage requirements on automakers.  A better way to encourage EV adoption and use (in my opinion) is simply to push the price of petroleum-based fuels higher by raising the gas tax, rather than to push down the price of EVs with tax credits or by regulating what automakers can seller.  Doing that targets the incentive to those we would most want to incent, i.e., heavy users of petroleum fuels, not those who have the income/wealth and the predilection to buy a Tesla (for status, feel-good green vibes, or whatever reason).  Ultimately, a system for imposing a user charge on EVs will need to be designed and implemented, because they will become a large part of the fleet eventually.  But that likely will take some time to occur and the surcharge on the tab fee that applies now helps somewhat make EVs pay their fair share.  When the EV fleet becomes large enough, I assume it will be feasible to impose some sort of mileage charge on EVs, administered using a technological solution (GPS transponder attached to every EV?).  Because EVs are all relatively new and expensive vehicles, it seems easier to implement a mileage charge for them, as compared with implementing such a user charge for all vehicles. The latter (ditching the gas tax in favor of a mileage fee for all vehicles) has always struck me as pie-in-sky and/or a clever way to thwart the sensible policy of just raising the gas tax.

The gas tax is unfair to owners of gas guzzlers, particularly those who are poor and/or don’t drive much (e.g., compared with high income owners of hybrids who drive a lot). This is essentially an argument that the gas tax is a flawed user charge or another version of the regressivity argument. My general response is that the tax is a pretty good user charge and falling for arguments like this allows the perfect to be the enemy of the good. Versions of this objection have been made forever and have been ignored.  We should continue to do so.

The gas tax is unfair to Greater Minnesota. This objection is based on the reality that a resident outside of the 7-county metro area typically drives more miles than a metro area resident – both because of geography and because the lack of density limits transit options outside the Twin Cities.  I have two responses to this – one is politically unpalatable but reflects reality.  Geography makes it more expensive to construct and maintain a road system in Greater Minnesota, not just for residents to drive and pay for gas.  That reality must be reflected somewhat in how much residents of the region pay in tax; they can’t expect their metro aunts and uncles to neutralize this reality can they? The second response is that a look at the numbers reveals that the situation is not that bleak. Yes, more gas tax is collected in the 80 non-metro counties (about 52.5%) than in the 7 metro counties. (For context, the 7 metro counties pay about 54% of the other state sources of highway finance revenues – tab fees and motor vehicle sales tax – counterbalancing that somewhat.)  That is a relatively small difference. But the more important fact is that even more of the spending very likely goes to the nonmetro area.  About 40% of the state highway revenues are paid as state aid to local government. This aid goes heavily (about 65%) to the nonmetro counties (see the graph below).  Note these numbers are from the House Research publication, Major State Aids and Taxes and are for 2015.

I could find easy access to data on the geographic distribution of direct state highway spending; I’m sure that the metro/nonmetro breakdown varies from year to year. There are many more miles of state highway in the nonmetro counties, but maintenance and construction cost/mile is undoubtedly higher in the metro.  Over the long run, I’d guess that number of miles outweighs the higher metro costs.  (Maybe MNDOT puts out this type of breakdown, but I couldn’t quickly find it.)

The bottom line is that residents of Greater Minnesota enjoy a balance of payments that provides them comfortably more in spending than they pay in gas taxes. The balance payments is even more favorable when tab fees and motor vehicle sales taxes are taken into account. It’s unclear to me how is an unfair situation. (Of course, politicians representing rural areas can easily conjure up arguments with superficial appeal – typically focusing on what a rural voter would consider to be frivolous or wasteful general fund spending that occurs in the metro area. This “what-aboutism” muddles the issue in my view and is a prime reason why I favor a user charge that as much as possible links beneficiaries and payers, as I suggest above.)

A per mile user fee (administered with transponders on every vehicle) would allow imposing a better more accurate user charge to replace or supplement the gas tax.  I discussed this above under EVs.  It just doesn’t seem very practical at this point to use as a replacement for the gas tax; I could see it as a supplement for EVs and hybrids along with a gas tax increase.  It is just the latest shiny new object distracting from tried and true financing policies. In the long run (10 to 20 years), some sort of solution like this will need to be implemented and I think it will be driven by how fast we convert to EVs and driverless vehicles.  Of course, there is a very good chance I’m wrong about all of this.  A 2016 article, Jerome Dumortier, Fengxiu Zhang, and John Marron, State and federal fuel taxes: The road ahead for U.S. infrastructure funding, makes the case that the need for some sort of funding source beside the gas tax is coming much sooner than I think.  It also provides evidence as to the effects of the lack of indexing of the gas tax that I like harp on.

 I’m skeptical of how practical (including politically) a mileage charge is, based on the little I know about it.  Minnesota would be the first state to adopt one (other than as a pilot project), which says a lot to me. This piece (Information Technology & Innovation Foundation, A Policymaker’s Guide to Road User Charges), makes the case for Congress enacting a national user charge now. Besides my skepticism about the practicalities and politics, I strongly prefer the gas tax because of my perception that it will better help address climate change.  Of course, a mileage charge system would be better than dedicating part of the general sales tax on that score.

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Minnesota highways mainly funded by general revenues

Minnesota pays for its highways, roads, streets, and bridges with dedicated funds. The state collects state taxes, deposits them in funds dedicated to highways and roads, and then uses those moneys for state highways and related costs or pays them to counties, cities, and towns to use for their streets and roads.  Small amounts of general fund money are appropriated highways or to pay for state GO bonds that finance local roads and bridges (most state highway bonds are trunk highway bonds and are paid out of the trunk highway fund, a dedicated fund). 

The transportation financing debate at the capitol typically focuses on how to augment those dedicated transportation funds – either by increasing already dedicated taxes or by dedicating what are currently general fund revenues to the dedicated transportation funds. Put another way, the debate typically is between two options:

  • Should the gas or registration tax be increased?  OR
  • Should the sales tax on car parts or other general fund revenues be redirected to transportation?

There are really two elements to this debate, which is rarely recognized:

  1. Dedication simply puts a political and legal moat around the dedicated moneys, making it surer that they will be used for highways and roads.
  2. The other question (and to me the more important question) is whether the dedicated taxes and revenues should be user charges or benefit taxes, revenue sources that put the onus of financing highways and roads directly on those who use or benefit from them.  Or should the money come from general revenue taxes – broad taxes that are designed to finance public goods (e.g., public safety, environmental protection, and similar) or that are redistributive (e.g., education and human services funding) – things that it simply impractical or makes no policy sense to charge to those who use or benefit from them.

Another way to express the second question is how much highway funding should come from higher or special taxes on drivers and other users or beneficiaries of highways and roads, as compared with the amount everybody pays to fund the general cost of government?  This is different from the first issue of whether highway and road funding should have special legal status that makes it harder for a legislature to use those revenues for another purpose. That may be justified to provide stability and reliability or by other considerations.  But it is different from the question of who (which taxpayers) should pay for highways, which is what the second question mainly gets at and is always an issue when government activities are funded with dedicated revenues.

In a future post, I will discuss this concept in more detail and explain why I favor raising more money for highways and roads from either user charges (like the gas tax) or benefit taxes (like the registration and wheelage taxes) – preferably the former.  However, in deciding whether that is the policy you prefer, it is useful to know how much of highway and road costs are now paid by user charges and benefit taxes versus general revenue sources.

I have not seen an analysis breaking down Minnesota’s highway and road funding along those lines – that is, distinguishing user charge and benefit tax sources from general purpose revenue sources.  House Research has a publication that identifies the sources of revenue the state uses for highways, but it does not break those sources down by whether they are user charges or benefit taxes, rather than general revenue sources.  Some other organization may have done that analysis, but couldn’t find it.  To fill this gap, I did some back of the envelop calculations, using readily available data of these amounts, which are shown in the table below.

Disclosure: This is not my area of expertise.  When I worked for House Research, I generally relied on transportation finance specialists or fiscal analysts (or DORReserch ) to do this type of analysis. If I undertook to do it myself (as I occasionally did to test the financial feasibility of policy options), the experts usually pointed out mistakes I had made because I didn’t understand the nuances of the data or rules.  So, caveat emptor, but the purpose is just to provide a big picture impression.  If I’m off by a $100 million or $200 million, it shouldn’t really matter much.

My tabulations (see below) suggest that Minnesota funds most of its highway and road costs (about 3/5th) with general purpose revenues, not user charges or benefit taxes.  I think that augments the case for raising any new revenues from user charges or benefit taxes, preferably by increasing the gas tax.  As I outlined in another post, the failure to index the gas tax has caused inflation to erode its revenues substantially, providing a mindless, auto-pilot tax cut.  Since the 1988 increase in the gas tax rate, inflation has provided buyers of motor fuels over a $6 billion tax cut by my calculations!

Funding sourceFY 2018 amount (millions)% of total
General revenue sources
Motor vehicle sales tax$463.415.6%
Sales tax – leased vehicles, repair parts, etc.84.82.9%
Tax expenditure – motor fuels exemption from sales tax475.616.0%
General fund appropriation15.00.5%
Local property taxes716.324.2%
State bonds (other than trunk highway)NA 
TOTAL$1,755.159.2%
User charge and benefit tax sources
Motor fuels tax above value of sales tax exemption427.114.4%
Registration (tab) tax781.926.4%
County wheelage taxes42.41.4%
TOTAL$1,209.040.8%

My assumptions and how I did the calculations.  Dedication of the motor vehicle sales tax (under a constitutional amendment approved by the voters in 2006) and of other components of the general sales tax (statutory dedications) are obviously general revenue sources, in my mind.  That is so, because the sales tax is in principle a general consumption tax that funds the general government costs. Dedicating revenues from components that somehow relate to highway use (sales tax on vehicle purchases, for example) does not change the tax’s character as a general revenue tax.  It would be like claiming the income taxes paid by Uber drivers are transportation benefit taxes or user charges; they obviously are not.

It’s worth noting that the statutory dedication of sales tax money was not fully phased in for FY 2018, so that will cause the FY 2020 general revenue share to rise a little bit compared to the percentages in the table for FY 2018, all else equal. The sales tax amount will probably double or close to it.

The tax expenditure for the sales tax exemption for motor fuels requires a little more explanation.  When the gas tax was enacted in 1925, there was no general sales tax. At that point, the tax was entirely a user charge; it was an additional or special tax imposed on sales of fuels used in highway vehicles. Almost no other purchases were subject to a similar tax (exceptions: the sin taxes and insurance purchases).  Because it was roughly proportionate to the miles driven (obviously varying based on the fuel efficiency), it can be fairly characterized as (and widely is characterized by public finance economists as) a user charge.  But when the general sale tax was enacted – obviously as a broad-based revenue source to finance general government – the legislature exempted motor fuels that were subject to the excise tax from the sales tax.  (Off-road purchases, such as for farm and construction equipment, were subject to the sales tax, not the gas tax.) At that point, some of the gas tax lost its character as a user charge – to wit, the value of sales tax exemption that was conferred by paying the tax. (There is a legal question whether revenues from imposing the sales tax on highway fuels would be subject to the constitutional dedication. That is a close question – the AG and legislative lawyers have reached differing opinions. But here I’m talking about economic and fundamental characteristics, not legal issues.)  I calculated the amount in the table by taking the gross tax expenditure estimate from DOR’s Tax Expenditure Budget and adjusting it downward for the portion attributable to the Legacy Amendment tax (3/8 of 1%) and for the revenue neutral rate effect (i.e., I assumed taxing motor fuels would be used to reduce the general sales tax rate and revenue from the resulting rate differential should not be counted).  This estimate ignores the fact that the exemption also reduces local sales taxes, so it is understated very slightly.

In estimating the property tax share, I took total spending reported by cities, counties, and towns for streets and roads from the state auditor’s reports – both spending for current operations and an allocated share of debt service (based on the share of total debt for streets and road bonds) – and, then, deducted the amount of state aid paid out of the highway funds to counties, cities, and towns.  Thus, the assumption is that the residual road spending was funded with property taxes.  Obviously, cities could use LGA and counties could use CPA rather than property taxes; since money is fungible, it really doesn’t matter. If they did, then general purpose state aid (funded through the state’s general fund) would have been used, rather than property taxes. In either case, the funding came from general revenues. In addition, I know that some local sales taxes are also fund highway and road improvements. But again, that is unimportant because all I am trying to do is separate revenue sources into two buckets and I believe that the wheelage tax is the only local benefit tax or user charge.

For the wheelage tax, I could not find a state government source for this. The numbers are from a Transportation Alliance publication and are for FY 2019. This is obviously a pretty modest amount.

Note: There is a small (I assume) additional amount of state general fund support for local highways and roads that results from the issuance of regular state GO bonds for local road and bridge projects. The debt service on these bonds is paid out of the general fund. I did not attempt to track down how many of those bonds are outstanding or to estimate the debt service on them. Doing so would increase the general revenue share somewhat. Most state bonds are trunk highway bonds and are paid by the trunk highway fund, which is accounted on the revenue side.

Bottom line: Most public funding of highways, roads, and streets in Minnesota is done with general revenues. They are dedicated by law, but their fundamental economic character is as general purpose revenues, not higher or additional taxes that are imposed on users or beneficiaries of highways and roads.

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Gas tax and inflation

Sooner rather than later, the legislature will need to address how to finance transportation – both highways and transit. This has been an ongoing and highly politicized discussion that appears unlikely to have an easy resolution as long as Minnesota has divided government. At the core of the problem with highway finance, in my view, is the basic structure of the gas tax – a fixed dollar amount per gallon of motor fuel – whose revenue yield has been eroded by inflation as a result.

The gas tax has been the centerpiece of Minnesota highway finance for nearly a century. But the tax’s structure requires ongoing legislative maintenance – regular adjustment of the rate to offset the effects of price inflation. Political polarization and/or changing political values (by Republicans mainly) have effectively made that difficult, if not impossible, for the last two to three decades. In my view, that state of affairs has largely creating the highway funding crisis in which the state is mired.

The gas tax equals a fixed dollar amount (currently, 28.5 cents) per gallon. What that means is that as prices increase with inflation, the real rate of the tax declines. Inflation provides an automatic tax cut, which also reduces the revenues for constructing, reconstructing, and maintaining highways. (The constitution has an ironclad requirement to use gas tax revenues only for highways and roads.) Policymakers and the media wring their hands over the effects of more fuel efficient vehicles and electric vehicles as causing a problem, since these vehicles use less or no taxable gasoline or diesel fuel. (EVs are a minuscule percentage (<1% of new sales!) of the fleet using highways. That will change but it will likely take a very long time.) But that effect pales relative to the impact of inflation and the failure of the legislature to regularly increase the tax to keep pace.

The table below shows how inflation has affected gas tax rates over time. The gas tax was enacted in 1925 at a rate of 2 cents/gallon. The legislature has increased the tax rate 12 times since, most recently in 2008. The table shows what the rate would have been in each year of rate increase in 2019 dollars (adjustment was made using the consumer price index) and how much the tax was as a percentage of the retail price of gasoline. That approach (imposing the tax as a percentage of the sale price) would avoid the need to adjust the rate, because it would go up or down with the price of the gas (or diesel fuel); that is why it is unnecessary to index the sales tax.

Year of rate increaseTax rate when enactedTax rate in 2019 dollarsEnacted rate as % of price
1925 $0.02  $0.29 9.1%
19290.030.4514.3%
19410.040.7021.1%
19490.050.5418.5%
19630.060.5019.4%
19670.070.5421.9%
19750.090.4317.0%
19800.110.3412.8%
19810.130.3710.9%
19830.160.4113.1%
19840.170.4214.7%
19880.200.4322.2%
20080.290.348.7%
20190.2912.1%
Average0.4413.3%

The current tax rate (28.5 cents) equals the original tax rate enacted in 1925 updated to 2019 dollars. If the tax rate were simply the average of the rates enacted by 13 legislatures (44 cents in 2019 $), that would go a long way to providing adequate highway financing. It would be 15.5-cent (or a 50%) increase in the rate compared to present law. Governor Walz proposed a 20 cent increase, phased in, but much of that was required to make up the deficiencies caused by the long running failure of the legislature to keep updating the tax rate for the effects of price inflation. Had the rate regularly been adjusted since 1988 (keeping it at about 43 cents) that probably would have been unnecessary.

Had the tax – like a standard retail sales tax – been imposed as a percentage of the retail price, the picture would have been somewhat less rosy. The tax now is about 12% of the price, which is only a little less than the average (13%) over the period. Note that this approach would impose a stiffer tax on diesel fuel purchases, since the price of diesel fuel is higher than for gasoline. That probably would be justified, since diesel fuel contains more energy and because it is predominantly used by heavier vehicles (trucks, buses, and so forth) that do more damage to roads and highways. That would be consistent with a user fee model of the tax, which it roughly is. A percentage tax would provide a more volatile and less reliable source of revenue. See the graph in this blog post from the US Department of Energy that shows a 75-year history of retail gasoline prices to get an impression of that volatility. A tax based on price would also be less well aligned with a user fee model of the tax, since the burden of the tax would vary quite a bit over time based on world oil prices, rather than following use of roads and highways.

My observations:

  • To help put the effects into context, I did some back-of-the-envelop calculations. If the 1988 tax increase had been indexed to CPI inflation (and skipping the 2008 increase as unnecessary), my rough calculations show the state’s highway user trust fund would have collected about $6.5 billion more in revenue between fiscal years 1990 and 2019. That is about a one-third increase in actual collections, which were about $20.4 billion over that period. Under the constitution, that money would have funded state trunk highway costs, as well as aid payments to counties and cities. That likely would have come close to meeting much of the highway funding needs, as well as holding down property taxes which are increasingly paying for local streets and roads.
  • My adjustments are based on the CPI for all urban consumers. One could make a case for indexing to the cost of highway construction and maintenance. That would be more consistent with an underlying theory that the tax is a user fee, since it would be adjusted by the changes in the price of user costs. I believe that is the method used by some states with inflation-adjusted gas taxes.
  • The current political environment – at least since the advent of Grover Norquist and no-new-taxes Republican theology in the late 1980s – has been lethal for the efficacy of fixed dollar excise taxes as a revenue source. The biggest casualty is the gas tax and highway finance, but Minnesota’s alcohol excise tax is another victim. It is structured in the same way as the gas tax ($ per volume) and its rates were last increased in 1987. Fortunately, it is a minor general revenue source, but the social costs of alcohol abuse and their burden on the state budget are immense. Substantially increasing the excise tax rates based on those costs could easily be justified.
  • The no new taxes theology has not, however, prevented some very large increases in cigarette and tobacco excise taxes, and not only when the entire government is controlled by Democrats. (Governor Pawlenty’s cigarette “fee” is Minnesota’s notable exception.) That is explained (probably) by the now very small percentage of the population that smokes and that most of them want to quit.
  • Minnesota Republicans have idiosyncratic views on inflation indexing and taxes – views that would get an F from a neutral logic or economics grader but an A from a proponent of minimizing the size of government. Early in my career as a legislative staffer, a Republican signature issue was to index the income tax to prevent inflation from driving taxpayers into higher tax brackets and eroding the value of fixed dollar deductions and personal allowances. That was a central focus of the campaign that elected Al Quie as governor and yielded a 33-seat Republican pickup in the House in 1978. The 1979 tax bill indexed income tax brackets, the standard deduction, and personal credits for inflation, preventing inflation from imposing “unlegislated tax increases.” The federal government followed suit in 1981 and both taxes have retained core indexing provisions ever since (despite extensive opposition and complaining by DFLers about the effects on state revenues in the early 1980s). But when the cigarette excise tax rate was indexed in 2013 to maintain the integrity of the dollar value of its rate, that was a tax increase on “auto-pilot” according to Senate Republicans, which they repealed as soon as they could (2017 bill that then Governor Dayton signed under protest). Their views on indexing policy are as inconsistent with basic economic principles (premise: neutralize inflation’s effect on the tax’s dollar values) as they are consistent with their political principles (premise: reduce taxes any way you can).
  • I’ll write separate posts on (1) the merits of user funding for highways and (2) why there is already extensive general revenue funding of highways in Minnesota, despite the contrary perception.
  • The federal gas tax has exactly the same flaw. The gridlock and GOP tax aversion has prevented an increase in its rate since 1993. One obscure Democratic presidential candidate (Congressman Delany) has proposed fixing this, as I noted here. Fat chance for either his candidacy or the proposal.