The City of Tempe is exploring joining the ranks of San Francisco, Seattle and New York City in mandating businesses located in town to provide paid sick leave for employees. Although no formal drafts have been presented of such an ordinance, the council reviewed the possibility at a September 17th working session. It is another bad idea from the college town which seems to care more about maintaining their progressive image than being business friendly.
Not only is it highly offensive that the city believes it has the right to control how a business administers sick leave, it is simply poor policy. These types of regulatory controls burden businesses and ultimately inhibit growth. Policymakers who intend to help the “working person” with such proposals pit the employee against the employer and wind up harming both. This one-size-fits-all approach ignores the diversity of industries, enterprise size, margins and an infinite number of other factors and complexities. Take for instance restaurants – serving staff frequently change their shifts with one another in order to accommodate sick or personal days. This flexibility tends to work out in the wash for both the restaurants management of the bottom line as well as for employees.
Small businesses especially will feel the pain. For many of them, mandatory minimum sick leave days will factor into their cost/benefit analysis of hiring additional employees. It is another cost they will have to absorb. This will be accomplished by not hiring, cutting current benefits, eliminating hours or diminishing profits. All these options have a deleterious effect on the economy. The idea that a regulator knows best, how to direct such an intimate policy within every individual business, is absurd.
This seems to be a “solution” looking for a problem. A study by the Freedom Foundation found most businesses provide a number of paid sick days, workplace illness is not a widespread issue, and mandatory paid sick laws do not reduce employee turnover. Instead of promoting healthy work environments, such laws seem to be more of a power grab for governments. Were Tempe successful, they would be expanding their authority greatly. Additional authority requires more money to support enforcement. Businesses would then incur the costs to track and report to their local city on top of business licenses, taxes and other regulatory hardships.
Tempe’s notion is not just harmful to the economy, it is also illegal. In 2013, the state passed legislation preempting political subdivisions on issues of workers compensation, paid and unpaid absences, rest periods and meal breaks. Critics will claim that such legislation was rendered void when a Flagstaff coalition won a voter ballot initiative in 2006 allowing cities, towns and counties to determine their own minimum wages if they exceed that of the state minimum. However, in a stipulated judgement by Attorney General Brnovich, the voter initiative was specific to minimum wage and does not impliedly repeal that of the state statute’s other provisions. If Tempe chooses to move forward, a lawsuit is likely to ensue which will deem the ordinance unconstitutional.
Legalities aside, Tempe is venturing into dangerous territory when it comes to attracting and retaining businesses. Such extreme invasive policies are likely to isolate their community and make them less competitive with surrounding jurisdictions. In their effort to create a “workers’ paradise,” they are harming the very entities who provide the work.
Phoenix, AZ – The Arizona Free Enterprise Club today has released its new study on tax reform titled Making Arizona the 10th Income-Tax-Free state: The Economic Case for Tax Reform.
Written by economist and Heritage senior fellow Stephen Moore, the paper evaluates Arizona’s current level of economic competitiveness in the US and how no-income tax states have historically outperformed high tax states in economic growth.
Some of the key findings in the paper include:
“Eliminating the income tax is a matter of economic competitiveness, and we need to be proactive to keep up with other states.” Free Enterprise Club President Scot Mussi said.
Mussi continued, “There is no doubt that comprehensive tax reform that includes moving away from the income tax will lead to faster growth, more jobs, and additional revenues to finance public services. It is a winning formula for Arizonans at every income level.”
The paper can be viewed online by clicking here. For additional information on the Club’s policy paper on the economic benefits of eliminating the income tax, contact Scot Mussi at email@example.com or at 602-508-6088.
August 25th, City of Phoenix voters passed a ballot initiative to raise their sales tax for transit three cents to support a transportation plan that predominantly expands light rail. An aggressive one-million-dollar-campaign led by the Mayor and transit groups against the opposition, who spent only several thousand dollars, concluded in only 55 percent of voters in favor of the initiative. It takes a colossal campaign to convince residents they need to spend $31.5 billion dollars over the next few decades on public transit that serves less than one percent of the population. Here is a quick recap of why Prop 104 was just bad for taxpayers, or a more comprehensive analysis of why light rail is a failure in the Phoenix metro area.
Now, other transit-champion politicians are seeing the “victory” in Phoenix as their permission to force-feed light rail down their tax payers’ throats. The City of Glendale has jumped on the light rail train and is proposing voters foot the bill to connect to Phoenix’s system to downtown Glendale. This is the same Glendale whose bond ratings were downgraded twice in one year. The same Glendale who negotiated perhaps the worst sports teams deal ever. Yes, it’s the same old Glendale alright who seems to have an insatiable appetite for debt.
So perhaps it should be of no surprise that Glendale is now on the light rail fast-track to financial disaster. Glendale’s scheme is estimated to cost a total of $543 million, with $110 million coming from Glendale taxpayers. This ill-conceived plan relies on 67 percent of the funding to come from federal transportation funds which for years have been drying up and which typically only account on average for 25 percent of state and local transportation projects. This is on top of Glendale’s already untenable financial situation.
And this assumes that projected costs are accurate. Light rail construction is infamous for cost overruns. In 1998 for example, Phoenix’s first 13 miles of light rail was reported to cost $30 million per mile. Within six short years light rail was costing $96 million per mile. The final cost at the time of completion was a staggering $110 million per mile – more than tripling the initial estimates. This isn’t the exception for light rail, it is the norm. According to reports by the Department of Transportation, between 1990 and 2013, only one light rail project in the country stayed within estimated costs for construction.
Glendale light rail supporters, such as Gary Sherwood, claim their city will see a boon of development if they “invest” in this boondoggle. After all, Valley Metro claimed seven billion dollars’ worth of new development as a direct result of light rail in Phoenix, why can’t the same happen in Glendale?
If only it were true. Our own analysis of the economic claims being made by Valley Metro showed that virtually none of the economic development that occurred along the light rail could be attributed to light rail. Rather, most of the ‘claimed’ economic development along the light rail didn’t happen, received generous subsidies to be built or would have been built anyway.
Now observe the intended light rail paths in Glendale.
Glendale is having a hard enough time attracting visitors to their community for major sports attractions. The notion that they can build it and they will come…to Glendale’s downtown…is a little more than naïve. Not only does this part of Glendale lack general allure, but the additional time it would take for light rail commuters would be an inhibitor. From downtown Phoenix someone in a car can get to downtown Glendale in a matter of 30 minutes. To take the light rail would probably take closer to 60-70 minutes.
Glendale, like Phoenix and most of the country is ill-suited for light rail. The high capital costs are bound to require more financing from a city that is already way over-extended. Glendale’s grand vision of a springing metropolis of development as the result of light rail is at best a pipedream. And by the time they have realized the sinking costs, long time of construction and low usage – the imminent reality of driverless cars will have rendered the entire system all but obsolete. Hopefully Glendale’s leaders will make the right choice and pump the breaks on the light rail collision course.