By Brandon Fuller, December 6, 2013
America's public bus service would be cheaper, greener, and better if
federal rules didn't prevent cities from sourcing buses internationally.
That's the finding from a recent working paper by economists Shanjun Li, Matthew Kahn, and Jerry Nickelsburg.
In the United States, public bus procurement relies extensively on
federal subsidies—federal funds account for up to 80 percent of transit
agencies' capital expenditure. The subsidy's intent is to improve access
to public transportation in urban areas, but the federal funding is not
unconditional. To qualify, cities must buy American-made buses.
The Buy-American mandate means that the bus must undergo final assembly
in the U.S. and consist of 50 percent American-made components. Given
the large role of federal funding in bus procurement, the Buy-American
proviso effectively shuts out foreign competition. The main problem with
this is that American-made buses are more expensive and
pollution-intensive than their international counterparts.
The Li, Kahn, and Nickelsburg research suggests that buses in Tokyo and
Seoul are about half the price of U.S. buses. Chinese buses, the
vehicle of choice in the wealthy city-state of Singapore, are even
cheaper. They also find that the fuel efficiency of bus fleets in Tokyo
and Seoul is significantly higher than that of the U.S. bus fleet.
Though the bus fleets of both Tokyo and the U.S. are diesel-dominated,
the fuel economy of buses in the U.S. is 3.54 miles per gallon compared
to 4.74 in Tokyo.
The Buy-American rule appears to be propping up a small and relatively
uncompetitive domestically oriented bus industry. Very few public buses
in the U.S. are produced abroad. Whereas major international bus makers
like Daimler and Volvo have production facilities throughout Europe,
Asia, and South America, none of the five firms that dominate the
American market for public buses have operations outside of Canada or
the United States. The annual sales of domestic producers are also far
lower than the major international firms.
By insulating U.S.-based bus makers from foreign competition, the
Buy-American requirement puts American tax-payers in a perverse
position. Americans pay more to subsidize public bus fleets that impose
comparatively high costs on the environment and public health. The
higher prices also mean that cities are unable to afford additional
buses for high-demand routes or periods of peak ridership. The
inconvenience of the correspondingly lower-quality service may lead even
more commuters to take private vehicles, further increasing emissions.
The cost of Buy-American protectionism for buses is therefore the
difference in the price of domestically versus foreign-produced buses,
along with the negative externalities associated with a more
pollution-intensive bus fleet and poorer bus service. As the Li, Kahn,
and Nickelsburg research suggests, free trade would make the fleet of
public buses greener and cheaper. At lower prices, cities could buy more
buses and improve service, leading to higher ridership and lower levels
of traffic congestion and pollution.