9-line access access management access point accessibility ADA air quality alignment amenity antiplanner atlanta BART BID bike Blogs boston branded bus branded buses brookings brt bus Bus Rapid Transit BYU capacity car pool cars central link Centrality certification commuter rail condo congestion congestion pricing connections consistency coverage crossings CRT cycling DART dedicated dedicated right of way density denver depreciation developers development economics efficiency Envision Utah equity eugene exclusive extension FAQ favela Federal Funding Flex Bus florida free fare zone freeways Frequent Transit Network frontrunner frontunner Gallivan garden cities gas prices geotagging goat Google grade-separation Granary District growth headway heavy rail hedonic High Speed Rail history housing housing affordability housing bubble housing prices HOV income infill innovative intersections intensity ITS junk science LA land use LEED legacy city light rail linear park location LRT lyft M/ART malls mapping maps metrics metro MetroRail missoula mixed mixed traffic mixed-traffic mobile mode choice Mode Share multi-family MXD neighborhood networks news NIMBY office online op-ed open letter Operations parking parking meters peak travel pedestrian environment phasing Photomorphing planning Portland property property values Provo proximity quality_transit rail railvolution rant rapid rapid transit RDA real estate redevelopment reliability research retail Ridership ridesharing right of way roadway network ROW salt lake city san diego schedule schedule span seattle separated shuttle silver line single family SLC SLC transit master plan slums smartphone snow sprawl standing stop spacing streetcar streetscape streetscaping subdivision subsidy Sugarhouse Sugarhouse Streetcar Tacoma taxi technology tenure termini time-separation TOD townhouse traffic signal tram transit transit networks transit oriented development Transit Planning transponder transportation travel time TRAX trip planning trolley tunnel uber university of utah urban design urban economics urban land UTA UTA 2 Go Trip Planner utah Utah County Utah Transit Authority vmt walking distance web welfare transit Westside Connector WFRC wheelchairs zoning

Wednesday, March 7, 2012

High Tech Development

The race for high tech industry as an economic development plan has a political component. High tech industry is (ironically) most sought in towns that lack anything resembling it. Thus, high tech firms are the beneficiary of the largest public largess in places where it is least suited. High tech industry felt to be desirable, but because no similar local firm exists to contest the distribution of that largess to a competitor. Likewise, existing manufacturing do not contest the public subsidy, because the subsidy is not directed toward an industry that would compete the the existing or historic industries.

Ironically, the same mechanism which provides for this political acceptability ensures the economic failure of 'high tech' industry in that locality. Lacking competitors, any high tech firm that does move in cannot draw on the an existing 'ecosystem' of suppliers, nor hire from an existing pool of skilled workers, and so must import both. This high degree of imports ensures that the impact of 'high tech' on the local economy will be minimal, and that local high tech firms will be at a competitive disadvantage to high tech firms located in more suitable contexts.