1/ Everyone wants to talk asset recycling (i.e., brownfield lease P3s). Ok let's look at the Bayonne, NJ water concession to understand why asset recycling (AR) is an expensive form of financing often tied to terrible contract provisions. 🧵
2/ The deal transfers responsibility for some capex and O&M for 40 years to the Bayonne Water Joint Venture (initially United Water & investment firm KKR). This lousy deal is shot full of holes. I'll focus mostly on water rates and the lack of risk transference.
3/ The Bayonne Municipal Utility Authority (since absorbed by City of Bayonne) had an aging system & lots of debt backstopped by the City, which dragged down the City's credit rating. For instance, this issuance from 2001 where City pledges to cover any water revenue shortfalls:
4/ The City's main goal with the P3 was to get out from under the Water Authority's debts. The concessionaire agreed to make a big upfront payment to "defease" the authority's outstanding debts. The City's credit rating improved as a result. But...
5/ This rating improvement has come at a steep price. Water rates have increased by **50 percent** since 2012. Depending on the measures, this is ~3x faster than inflation. GDP chained inflation since 2012 is 16%. CPI estimate is 20%. Bayonne residents are getting hammered.
6/ Why are water rates rising so much faster than inflation? Because that's what the contract **requires.** Rates are the function of a formula, which is set well above inflation. (Pic 1 is a summary. Pic 2 is the actual contract language.)
7/ But surely in exchange for guaranteed rising rates the concessionaire is taking on a big, complicated, and risky project? Nope. Just upgrades/O&M for drinking water distribution pipes & wastewater pipes and 9 pump stations.
8/ Why is the deal so narrow? Because Bayonne gets drinking water from North Jersey District Water Supply Commission and wastewater services from the Passaic Valley Sewerage Commission.
The P3 is local pipes and pumps. That's it.
9/ Yet, the P3 contract ensures Bayonne ratepayers are on the hook for lots of risk, including 11 categories of "unforeseen events" such as force majeure, strikes or labor disputes, changes in law, or judicial orders, etc.
So much for risk transference.
10/ Don't worry. It gets worse. The concessionaire must spend $2.5M each year on "incremental capex" (i.e., upgrading pipes/pumps).
If the actual cost of upgrades exceeds $2.5 million - you guessed it - rates must go up even more the next year. "Revenue...Adjustment Event."
11/ Part of how United Water/KKR sold the deal to Bayonne was convincing them the contract terms would lock in stable annual rate increases after first year 8.7% hike. (see graph). The contract actually locks residents into paying for anything unexpected (see headline). Whoops.
12/ And when I say unexpected costs, I don't mean a meteor hitting the system but basic issues like water main breaks, which are standard for an old water system. No matter, under the terms of the agreement, the concessionaire bears no risk. Costs are passed on to ratepayers.
13/ Basically, private equity took advantage of a municipal authority with distressed assets and heavy debts to negotiate a brutal 40-year contract with steep rate increases and little risk.
And how did that work out for KKR? Uh, not bad.
14/ As it turns out, KKR sold the contract and earned a "gross internal rate of return of 36 percent and a 2.8 times gross money on invested capital..." Pretty sweet* for replacing some old pipes.
*Not actually sweet.
15/ How much would Bayonne's leaders (or residents) give to have never signed this deal and instead to have waited and refinanced their outstanding debt at today's low rates? I'm guessing a lot. Unfortunately, the concession precludes taking advantage of lower interest rates.
16/ Asset recycling is attractive to PE investors because infrastructure assets are monopoly or quasi-monopoly goods. The lack of substitutes allows for rent extraction. In this case, ratepayers are on the hook to binding contract terms until 2052.
17/ There are much better ways to pay for needed infrastructure upgrades than asset recycling/brownfield lease deals.
And when it comes to the cash from an upfront lease payments, there is no free lunch. Let's stop pretending otherwise.
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1/ Let's take a deeper dive into the completely bonkers TxDOT claim that expanding I-35 through AUSTIN will only increase GHG emissions by 14 percent over the baseline no-build scenario.
The claim hinges on very strange VMT results.
2/ First, we need to understand the scale of this project. It's an absolute beast. 365 FEET OF ROW!! Yellow = mainlanes; Green = frontage roads; Light Blue = untolled managed lanes.
But don't worry because the Dark Blue is a quiet, low-stress shared-use path.
3/ The justification for the expansion is that I-35 is terribly congested (TxDOT says the #3 most congested in the state) and that there will be even more driving/travel demand in the future.
1/ @aashtospeaks submitted a comment in response to USDOT's proposed GHG performance measure. AASHTO opens by saying they "strongly support the overall goal" of reducing GHGs. Do they really? Let's take a look.
2/ Welp, right off the bat we have a head-scratcher. "Not all state DOTs have the same ability to directly affect the reduction in GHGs..."
Every state controls **hundreds of billions of $$$** for building major roads and highways, so yes, they do.
3/ This bonkers position comes from the fact that DOTs think of GHG reductions almost exclusively in terms of EV adoption. Of course, this is ridiculous. DOTs are principally responsible for land use. Low-density sprawl doesn't happen without highways. Full stop.
1/ Let's talk about why the group of connectivity projects (some of them quite good) proposed by Central Houston for the massive $10B I-45 North Houston Highway Improvement Project (NHHIP) are lipstick on a pig.
2/ First, a bit of review. The monster I-45 expansion project would require the demolition of 1,079 housing units (of which 486 are public and/or low-income), 344 businesses, and 2 schools.
These are massive impacts.
3/ In response, Harris County filed for relief against TxDOT under NEPA and Section 4(f). A coalition of NGOs sued TxDOT under Title VI of the 1964 Civil Rights Act. Finally, FHWA requested TxDOT pause the project.
1/ In 1956, General Motors opened its famed Technical Center, which was designed by Eero Saarinen. The modernist architecture is spectacular. In the booklet Where Today Meets Tomorrow, GM refers to the facility as a "technopolis."
2/ I mean, dag.
3/ But when you pull back from the structures you see the catch.
1/ I'm trying to understand why the modernist vision for urban renewal after WWII was so powerful. I think a small part of it is how people respond to models/visuals. And this got me thinking about art. I dig this painting by Camille Pissarro of Rue Saint Lazare, 1893.
2/ The scene depicted is vibrant and captures the energy and shared use of the public right-of-way that appeals to urban reformers. But this controlled chaos isn't how we present renewal models. It's a bit of a Jackson Pollack.
3/ Now let's look at downtown Toledo, Ohio. The first photo was taken during the Christmas shopping season in 1959. The second is a street scene in 1950s and a streetcar line similar vintage. All are busy and a little messy. So what does urban renewal look like visually?
1/ Let's talk about the Surface Transportation Board (STB) and how a decision by this little-known corner of the federal government on a dispute between Amtrak and two Class I freight RR (CSX & NS) could have huge implications for passenger rail service nationally.
2/ The case before the STB is about a plan for Amtrak to run two round trips each day between New Orleans (NOLA) and Mobile. The service would operate on CSX and NS railroad tracks (i.e., these Class I carriers are the host railroads).
3/ Historically, private RR companies provided intercity passenger rail service. Eventually, this service was codified as part of a RR's common carrier obligation (CCO). (I believe COO was codified by Interstate Commerce Act of 1887, but correct me rail historians).