Miscellaneous

Free-market spectrum policy and the C Band

by Brent Skorup on May 21, 2019 · 0 comments

An interesting divide has opened up in recent months among right-of-center groups about what the FCC should do with the “C Band.” A few weeks ago, the FCC requested public comment on how to proceed with the band.

The C Band is 500 MHz of spectrum that the FCC, like regulators around the globe, dedicated for satellite use years ago and gave to satellite companies to share among each other. Satellite operators typically use it to transmit cable programming to a regional cable network operations center, where it is bundled and relayed to cable subscribers. However, the C Band would work terrifically if repurposed for 5G and cellular services. As Joe Kane explained in a white paper, the FCC and telecom companies are exploring various ways of accomplishing that.

Free-market groups disagree. Should the FCC prioritize:

The quick deployment of new wireless services? Or:

Deficit reduction and limiting FCC-granted windfalls?

This is a complex question since we’re dealing with the allocation of public property. Both sides, in my view, have a defensible free-market position. There are other non-trivial C Band issues like interference protection and the FCC’s authority to act here, but I’ll address the ideological split on the right.

The case for secondary markets

The full 500 MHz of “clean” C Band in the US would be worth tens of billions to cellular companies. However, the current satellite users don’t want to part with all of it and a group of satellite companies using the spectrum estimate they could sell 200 MHz to cellular carriers if the FCC would liberalize its rules to allow flexible uses (like 5G), not merely satellite services. The satellite providers would then be able to sell much of their spectrum on the secondary market (probably to cellular providers) at a nice premium.

Prof. Dan Lyons and Roslyn Layton wrote in support of the secondary market plan on the AEI blog and at Forbes, respectively. Joe Kane also favors the approach. As they say, the benefit of secondary market sales is that it will likely lead a significant and fast repurposing of the C Band for mobile use. The consumer benefits of “upzoned” spectrum are large and with every year of inaction, billions of dollars of consumer welfare evaporate. Hazlett and Munoz estimate that spectrum reallocated from a restricted use to flexible use generates annual consumer benefits in the same order of magnitude as auction value of the spectrum.

I’d add that there’s a history of the FCC upzoning spectrum (SMR spectrum in 2004, EBS spectrum in 2004, AWS-4 in 2011, WCS spectrum in 2012). The FCC is considering doing this with some government spectrum that Ligado or others could repurpose for mobile broadband. In these cases, the FCC upzoned spectrum so that it can be used for higher-valued uses, not legacy uses required by previous FCCs. The circumstances and technologies vary, but some of these bands were repurposed quickly for better uses by cellular providers and are used for 4G LTE today by tens of millions of Americans.

The case for FCC auction

Liberalizing spectrum quickly gets spectrum to higher-valued uses but does raise the complaint that the existing users are gaining an unfair windfall. I’m not sure when the C Band was allocated for satellite but many legacy assignments of spectrum were given to industries for free.

When the FCC upzones spectrum, it typically increases the value of the band. The “secondary market” plan is akin to the government giving away a parcel of public land to a developer to be used for a gas station, then deciding years later to upzone the land so that condo or office buildings can be built on it. It’s a better use for the land, but the gas station operator gains a big windfall when the property value increases. Not only is there a windfall, the government captures no revenue from the increase in the value of public property.

Free-market groups like Americans for Tax Reform, Taxpayers Protection Alliance, and Citizens Against Government Waste favor the FCC reclaiming the spectrum from satellite providers, perhaps via incentive auction, and collecting government revenue by re-selling it. If the FCC went the incentive auction route, the FCC would purchase the “satellite spectrum” (ie a low price) from the current C Band users, upzone it, and re-sell that spectrum as “mobile spectrum” (ie a high price) in an open auction. The FCC and the Treasury pocket the difference, probably several billion dollars here.

The FCC has only done one incentive auction, the 600 MHz auction. There, the FCC purchased “TV spectrum” from broadcasters and re-sold it to wireless carriers.

The benefit of this is deficit reduction and there’s more perceived fairness since there’s no big, FCC-granted windfall to legacy users. The downside is that it’s a slower, more complicated process since the FCC is deeply involved in the spectrum transfer. Arguably, however, the FCC should be deeply involved and interested in government revenue since spectrum is public property.

My view

A few years ago I would have definitely favored speed and the secondary market plan. I still lean towards that approach but I’m a little more on the fence after reading Richard Epstein’s work and others’ about the “public trust doctrine.” This is a traditional governance principle that requires public actors to receive fair value when disposing of public property. It prevents public institutions from giving discounted public property to friends and cronies. Clearly, cronyism isn’t the case here and FCC can’t undo what FCCs did generations ago in giving away spectrum. I think the need for speedy deployment trumps the windfall issue here, but it’s a closer call for me than in the past.

One proposal that hasn’t been contemplated with the C Band but might have merit is an overlay auction with a deadline. With such an auction, the FCC gives incumbent users a deadline to vacate a band (say, 5 years). The FCC then auctions flexible-use licenses in the band. The FCC receives the auction revenues and the winning bidders are allowed to deploy services immediately in the “white spaces” unoccupied by the incumbents. The winning bidders are allowed to pay the incumbents to move out before the deadline.

With an overlay auction, you get fairly rapid deployment–at least in the white spaces–and the government gains revenue from the auction. This type of auction was used to deploy cellular (PCS) in the 1990s and cellular (AWS-1) in the 2000s. However, incumbents dislike it because the deadline devalues their existing spectrum holdings.

I think overlay auctions should be considered in more spectrum proceedings because they avoid the serious windfall problems while also allowing rapid deployment of new services. That doesn’t seem in the cards, however, and secondary markets seems like the next best option.

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Schumpeter vs. the “Techlash”

by Adam Thierer on April 9, 2019 · 0 comments

In my first essay for the American Institute for Economic Research, I discuss what lessons the great prophet of innovation Joseph Schumpeter might have for us in the midst of today’s “techlash” and rising tide of techopanics. I argue that, “[i]f Schumpeter were alive today, he’d have two important lessons to teach us about the techlash and why we should be wary of misguided interventions into the Digital Economy.” Specifically:

We can summarize Schumpeter’s first lesson in two words: Change happens. But disruptive change only happens in the right policy environment. Which gets to the second great lesson that Schumpeter can still teach us today, and which can also be summarized in two words: Incentives matter. Entrepreneurs will continuously drive dynamic, disruptive change, but only if public policy allows it.

Schumpeter’s now-famous model of “creative destruction” explained why economies are never in a state static equilibrium and that entrepreneurial competition comes from many (usually completely unpredictable) sources. “This kind of competition is much more effective than the other,” he argued, because the “ever-present threat” of dynamic, disruptive change, “disciplines before it attacks.”

But if we want innovators to take big risks and challenge existing incumbents and their market power, then it is essential that we get policy incentives right or else this sort of creative destruction will never come about. The problem with too much of today’s “techlash” thinking is that it imagines the current players are here to stay and that their market power is unassailable. Again, that is static “snapshot” thinking that ignores the reality that new generations of entrepreneurs are in a sort of race for a prize and will make big bets on the future in the face of seemingly astronomical odds against their success. But we have to give them a chance to win that “prize” if we want to see that dynamic, disruptive change happen.

As always, we have much to learn from Schumpeter. Jump over to the AIER website to read the entire essay.

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Rural Broadband Isn’t Like Rural Electrification, It Is So Much Harder

by Will Rinehart on April 8, 2019 · 0 comments

Many have likened efforts to build out rural broadband today to the accomplishments of rural electrification in the 1930s. But the two couldn’t be further from each other. From the structure of the program and underlying costs, to the impact on productivity, rural electrification is drastically different than current efforts to get broadband in rural regions. My recent piece at ReaclClearPolicy explores some of those differences, but there is one area I wasn’t able to explore, the question of cost. If a government agency, any government agency for that matter, was able to repeat the dramatic reduction in cost for broadband, the US wouldn’t have a deployment problem. Continue reading →

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Podcast about the Future of Emerging Tech Innovation & Entrepreneurialism

by Adam Thierer on April 8, 2019 · 0 comments

It was my great pleasure to recently join Paul Matzko and Will Duffield on the Building Tomorrow podcast to discuss some of the themes in my last book and my forthcoming one. During our 50-minute conversation, which you can listen to here, we discussed:

the “pacing problem” and how it complicates technological governance efforts;
the steady rise of “innovation arbitrage” and medical tourism across the globe;
the continued growth of “evasive entrepreneurialism” (i.e., efforts to evade traditional laws & regs while innovating);
new forms of “technological civil disobedience;”
the rapid expansion of “soft law” governance mechanism as a response to these challenges; and,
craft beer bootlegging tips! (Seriously, I move a lot of beer in the underground barter markets).

Bounce over to the Building Tomorrow site and give the show a listen. Fun chat.

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Best Practices for Public Policy Analysts

by Adam Thierer on April 2, 2019 · 0 comments

Over the years I have been asked to speak to colleagues and students I work with about best practices for preparing testimony, public interest comments, opeds, speeches, etc. A few years back, I jotted down some miscellaneous thoughts and used these notes whenever speaking on such matters. I did another session with some GMU econ students today and someone suggested I should publish these tips online somewhere.

So, for whatever it’s worth, here are a few ideas about how to improve your content and your own brand as a public policy analyst. The first list is just some general tips I’ve learned from others after 25 years in the world of public policy. Following that, I have also included a separate set of notes I use for presentations focused specifically on how to prepare effective editorials and legislative testimony. There are many common recommendations on both lists, but I thought I would just post them both here together.

Continue reading →

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For air taxis, the government can literally make money out of thin air

by Brent Skorup on February 19, 2019 · 0 comments

Every week, it seems, there is a news story about another air taxi startup or test flight. Another signal of the industry’s development is that at a House Transportation and Infrastructure hearing last week, Eric Fanning, the President and CEO of the Aerospace Industries Association, devoted most of his testimony to urging lawmaker action on air taxi (also called vertical takeoff and landing aircraft and, colloquially, flying cars) policy and infrastructure.

The technology is exciting but federal officials are interested in whether the air taxi industry will be a drain on taxpayers. Using government estimates of the air taxi industry and current tax rates for infrastructure-based industries like wireless and oil extraction, I estimate that the air taxi industry could deposit tens of billions of dollars into the US Treasury annually. Hopefully the hundreds of air taxi “vertiports” required are privately funded as well.

Air Taxi Market Size

In November, I published a Wall Street Journal piece about the rapid development and promise of the air taxi industry. Some people inquired as to the potential size of the air taxi market and government revenue. I wasn’t aware of any estimates at the time. Nevertheless, I estimated that the US market could one day reach $200 billion in revenue annually–about the size of the current US aviation market and the US wireless broadband market.

Other analyst and government estimates are now coming out, turns out, my estimates were on the conservative side. For instance, a NASA-funded study (.pdf) estimated that, at the upper limit, the US market could approach $500 billion annually, which is nearly the size of the US auto market. That would require tens of thousands of air taxis serving over 10 million passengers per day.

Experts at McKinsey, NASA, and JP Morgan Chase estimate that the global air taxi market could be anywhere from $615 billion to $3 trillion annually by 2040. Given the potential for this industry, other countries are moving quickly to commercialize air taxis. A German consultancy, Roland Berger, predicts there will be 3,000 commercial air taxis by 2025. The drone expert at the World Economic Forum believes Chinese companies are far ahead when it comes to autonomous air taxi service. That said, the operator of the Frankfurt airport announced a partnership with an eVTOL company recently, and the powerful Japanese trade and industry ministry has convened a 25-member private-public council to develop air taxis. Japanese regulators intend to make Japan the birthplace of urban air taxi service.

Private or Public Funding of Vertiports?

A key decision for US lawmakers is whether the hundreds of vertiports in the US will be privately funded and operated or will, like today’s airports, receive subsidies and public operation. A NASA study estimates that each major US city could support on average about 200 “vertiports.” That would be a major drain on taxpayers if publicly funded.

My working paper on the subject of air taxi traffic management contemplates entirely private funding of urban vertiports and infrastructure. It also proposes that the government auction aerial corridors to air taxi operators. Private infrastructure and the auction of exclusive aerial corridors, in my view, is the safest and most fiscally responsible way to develop the American air taxi market.

However, the FAA and NASA’s plans are unclear on whether air taxi infrastructure will be funded by taxpayers or funded privately. There’s a good chance the FAA and NASA will import the norms and regulations for traditional aviation–open access airspace and public funding of shared airports–into the urban air mobility market. I think that would create an anticompetitive market and be an unnecessary drain on taxpayers.

Government Revenue From the Air Taxi Industry

How much government revenue could be generated by the air taxi industry? We can look to other assets that are auctioned by government for analogues: spectrum and offshore oil sites. There is no “spectrum tax,” but wireless taxes and fees resemble a de facto tax on cellular spectrum. The Tax Foundation puts government (federal, state, and local) wireless taxes and fees at around 9% of annual wireless revenues. For oil leases on federal property, there is a government royalty amounting to about 12.5% of oil revenue.

With these figures in mind, let’s assume that government taxes and fees will one day amount to about 10% of air taxi revenues. Supposing that the US air taxi market will one day fall between my conservative estimate, $200 billion annually, and NASA’s best-case estimate, $500 billion annually, the air taxi industry could one day generate about $20 billion to $50 billion in tax revenue annually. That doesn’t include the auction revenues of aerial corridors, if implemented. If spectrum auctions and offshore oil leases are the best comparison, the auction of aerial corridors could return another $100 billion to the US Treasury.

These are tentative estimates. Market size estimates vary widely, and much depends on whether a workable regulatory framework develops. In any case, like aviation 100 years ago, it’s an exciting area to watch.

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The Limits of AI in Predicting Human Action

by Anne Hobson on February 8, 2019 · 0 comments

-Coauthored with Mercatus MA Fellow Walter Stover

Imagine visiting Amazon’s website to buy a Kindle. The product description shows a price of $120. You purchase it, only for a co-worker to tell you he bought the same device for just $100. What happened? Amazon’s algorithm predicted that you would be more willing to pay for the same device. Amazon and other companies before it, such as Orbitz, have experimented with dynamic pricing models that feed personal data collected on users to machine learning algorithms to try and predict how much different individuals are willing to pay. Instead of a fixed price point, now users could see different prices according to the profile that the company has built up of them. This has led the U.S. Federal Trade Commission, among other researchers, to explore fears that AI, in combination with big datasets, will harm consumer welfare through company manipulation of consumers to increase their profits.

The promise of personalized shopping and the threat of consumer exploitation, however, first supposes that AI will be able to predict our future preferences. By gathering data on our past purchases, our almost-purchases, our search histories, and more, some fear that advanced AI will build a detailed profile that it can then use to estimate our future preference for a certain good under particular circumstances. This will escalate until companies are able to anticipate our preferences, and pressure us at exactly the right moments to ‘persuade’ us into buying something we ordinarily would not.

Such a scenario cannot come to pass. No matter how much data companies can gather from individuals, and no matter how sophisticated AI becomes, the data to predict our future choices do not exist in a complete or capturable way. Treating consumer preferences as discoverable through enough sophisticated search technology ignores a critical distinction between information and knowledge. Information is objective, searchable, and gatherable. When we talk about ‘data’, we are usually referring to information: particular observations of specific actions, conditions or choices that we can see in the world. An individual’s salary, geographic location, and purchases are data with an objective, concrete existence that a company can gather and include in their algorithms.

Continue reading →

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The Kids Are Going To Be Alright

by Will Rinehart on January 17, 2019 · 0 comments

Catchy headlines like “Heavy Social Media Use Linked With Mental Health Issues In Teens” and “Have Smartphones Destroyed a Generation?” advance a common trope of generational decline. But a new paper in Nature uses a new and rigorous analytical method to understand the relationship between adolescent well-being and digital technology, finding a “negative but small [link], explaining at most 0.4% of the variation in well-being.” Continue reading →

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State policy and air taxis

by Brent Skorup on January 4, 2019 · 0 comments

Air taxis and electric vertical takeoff and landing aircraft (eVTOLs) will receive significant regulator attention in 2019 as companies test these aircraft and move towards commercialization. I’m fairly bullish on the technology and its potential and I’m pleased to see state lawmakers and mayors, however, seem to be waking up to the massive possibilities of this industry.

A recent NASA-commissioned study estimates that in the best-case scenario, the U.S. air taxi market would be worth about $500 billion annually, which is nearly the size of the U.S. auto sector. This translates into about 1 million air taxis in the air and 11 million flights per day. Morgan Stanley researchers recently estimated that the global flying car market could be about $1.5 trillion annually by 2040.

You can quibble with the numbers, but it’s clear that aircraft companies and governments believe flying cars are no longer science fiction. Uber plans to offer commercial eVTOL flights in 2023, with testing beginning in 2020. Boeing plans testing later this year.

Federal and state lawmakers need to start preparing for the industry. In November, I published a paper and a Wall Street Journal op-ed proposing that the FAA demarcate and auction highways in the sky–exclusive aerial corridors–for air taxi flights, as a way to manage airspace congestion and preserve competition.

As I wrote in the Detroit News a few weeks ago, state lawmakers also need to start planning for air taxis. States don’t manage aircraft flights but they do manage zoning, property rights, and other areas where state policy can inhibit or encourage the air taxi industry. I mentioned in the op-ed that there are two things states can do in the near future.

Aerial Navigational Easement

First, a good policy is to grant small aircraft a navigational easement to low-altitude airspace. Trespass lawsuits from landowners could scare away companies and innovators who want to test passenger drone and air taxi flights.

About half of states created these aerial navigation easements in the 1920s and 1930s so that trespass lawsuits would not interfere with the new aviation industry. Per these state statutes, flights over property are allowed so long as they do not substantially interfere with the homeowner’s use and enjoyment of the land.

Aerial navigation easement laws have a few benefits: They:

Reaffirm the primacy of landowner property interests.
Reinforce state prerogatives to determine property rights.
Encourage the drone and air taxi industry by precluding most trespass lawsuits.
Avoid a fight with federal regulators by leaving air traffic management policy untouched.

This 80-year old policy will see new relevance in the states this year. Last month, in Washington, a landowner sued a drone operator for aerial trespass. Washington, notably, does not provide for an aerial navigational easement in law.

Air Taxi Advisory Committee

Second, governors or legislatures should consider creating advisory committees for the air taxi industry. Air taxis will raise all sorts of novel state and local issues. A few come to mind:

Should municipal zoning laws for helipads and air taxi “vertiports” be liberalized?
EVTOLs require substantial electrical grid improvements and distributed, powerful charging stations on rooftops and landing sites. Are state regulations standing in the way?
Air taxis, like trains and autos, create significant noise and local nuisance laws could essentially preclude all air taxi testing and operation. What decibel levels are appropriate to balance industry and public acceptance? Should that be decided at the state or local level?

State advisory committees were created for another emerging technology sector–autonomous vehicles. Committees are composed of stakeholders, including public safety representatives, consumer groups, industry representatives, and academics. They can create policy recommendations for legislators and participate in hearings as air taxis come closer to commercialization.

For the air taxi industry to reach its potential, there needs to be collaboration between and foresight from state and federal lawmakers. Air taxi technology has moved far ahead of law, regulation, and public perception. Fortunately, I expect state and local officials to start examining their current laws and whether modernization is in order to stimulate this transportation sector.

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Miscellaneous

Free-market spectrum policy and the C Band

Schumpeter vs. the “Techlash”

Rural Broadband Isn’t Like Rural Electrification, It Is So Much Harder

Podcast about the Future of Emerging Tech Innovation & Entrepreneurialism

Best Practices for Public Policy Analysts

For air taxis, the government can literally make money out of thin air

The Limits of AI in Predicting Human Action

-Coauthored with Mercatus MA Fellow Walter Stover

The Kids Are Going To Be Alright

State policy and air taxis

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