A Mere $100 Billion More

The California High-Speed Rail Authority recently released a new draft business plan saying that it needs only $100 billion more to finish the project. The plan admits that the agency expects to spend more on the 171 miles between Merced and Bakersfield than the $33 billion it had projected the entire 463-mile project would cost when voters approved it in 2008. Even with a recent federal grant, the agency only has about $25 billion for the project, most of which it has already spent.

Click image to download a 17.8-MB PDF of this plan.

As shown on page 65 of the plan, the current projection is that the final cost of the project will be between $89 billion and $128 billion, with $106 billion supposedly being most likely. It pairs this with a projected cost of $211 billion “that would be necessary to construct the equivalent highway and air passenger capacity.” However, this is entirely bogus. It assumes, for example, that the only way to increase airline capacities is by building new airports; increasing the size of planes flying between LA and San Francisco is somehow impossible. It also assumes that new freeway lanes would have to be constructed the entire distance between LA and the Bay Area, even in places that aren’t expected to be congested in the future. Continue reading

San Jose Transit Insanity

Someone recently asked me what I thought were the nation’s worst-managed transit projects. I suggested the Honolulu rail was number 1, the Maryland Purple Line was number 2, and BART to San Jose was number 3. But maybe I underestimated the insanity of the BART-to-San Jose line.

It’s even worse than Mr. Arnold suggests. In 2001, the Santa Clara Valley Transportation Authority (VTA) did its initial alternatives analysis comparing BART with a wide range of alternatives including buses, bus rapid transit, commuter rail, light rail, and “Diesel light rail,” which is what the FTA now calls “hybrid rail.” BART was picked because they thought it would get the most riders even though it was also by far the most expensive. Continue reading

Why Do Democrats Support Transit?

“What drives Republican opposition to transit?” asks Governing magazine. I’ve often wondered the reverse of this question: Why do Democrats support transit?

Every rider gained by new light-rail lines in Los Angeles correspond to five or more lost bus riders. Photo by SounderBruce.

Governing‘s implicit assumption is that transit is a good thing and anyone opposed must have some warped reason to question it. The magazine’s answer is that opposition to transit reflects an urban-rural divide and since Republicans are more likely to represent rural areas that get less or no transit service than urban areas, they have little reason to support it. This belief may be why the Federal Transit Administration is so eager to support rural transit as it is a way to co-opt more political support for transit in general. Continue reading

January Miles of Driving 99.5% of 2019

In January 2024, Americans drove 99.5 percent as many miles as they did in the same month of 2019, according to data released yesterday by the Federal Highway Administration. This compares with 103.1 percent in December.

See this post for a discussion of Amtrak and air travel and this post for a review of transit data for January 2024.

January had the same number of business days in 2024 as in 2019, so that doesn’t account for the drop below 100 percent. Instead, this drop is more likely due to the mid-January snowstorm that blanketed much of the United States. Continue reading

Reforming Canadian Transit

As in the U.S., many Canadian transit agencies are fixated on building 19th-century transit systems that make no sense today, says a new report from the Frontier Centre for Public Policy. Instead of focusing on downtowns, as these transit agencies are doing, the report urges cities to develop polycentric transit systems that serve other economic centers as well as they now serve downtowns.

Click image to download a copy of this report.

The report scrutinizes transit systems in eight urban areas that have built or are planning to build rail transit lines. After adjusting for inflation, the costs of these lines has dramatically increased in recent years: Calgary light-rail construction costs quintupled from $53 million to $275 million per kilometer; Toronto subway costs have grown from $76 million to more than $1 billion per kilometer; and Edmonton, Vancouver, and other cities have seen similar increases. Continue reading

Transit Carries 74% of 2019 Riders in January

Driving and flying have been hovering around 100 percent of pre-pandemic levels for the last year and Amtrak has been around 100 percent for the last six months, but transit is still stuck at just below 75 percent, according to monthly data released by the Federal Transit Administration yesterday. Transit first reached 73 percent last March and 74 percent in September, and even exceeded 75 percent in November (a month that had more business days in 2023 than 2019), but it doesn’t look like it will get significantly above 75 percent for a long time.

When measured as a percent of pre-pandemic travel, transit continues to lag well behind all other modes of travel. Highway data for January 2024 should be available soon. For more on Amtrak and air travel, see yesterday’s post.

The results vary by urban area, of course. Above-average areas include New York (80.5%), Miami (90.5%), Washington (80.6%), San Diego (80.6%), Tampa-St. Petersburg (83.4%), Las Vegas (83.6%), Cincinnati (96.7%), Austin (82.8%), and Richmond (113.1%). Remaining well below average are Chicago (62.6%), Atlanta (53.0%), Boston (62.0%), Detroit (54.7%), Phoenix (50.4%), San Francisco-Oakland (59.0%), St. Louis (58.6%), Pittsburgh (54.5%), and Jacksonville (56.9%). Continue reading

January Air Travel 109.6% of 2019

The airlines carried nearly 10 percent more travelers in January 2024 than in the same month of 2019, according to checkpoint counts made by the Transportation Security Administration. Meanwhile, Amtrak carried 98.2 percent as many passenger-miles in January as in 2019, according to its monthly performance report released early this week.

Transit and highway data for January 2024 should be available soon.

Don’t let the closeness of the airline and Amtrak lines fool you. Airline passenger-miles are not yet available for December and January, but in the 12 months ending in November 2023, the airlines carried 128 times as many passenger-miles as Amtrak. And that’s just counting domestic air travel; when international travel is counted, airlines carried 232 times as many passenger-miles as Amtrak. Continue reading

Transit Use Shrinks to Insignificance

Transit in 2022 carried less than 1 percent of passenger travel in 461 out of the nation’s 487 urban areas and less than half a percent of passenger travel in 426 of those urban areas. It carried more than 2 percent in only 7 urban areas and more than 3 percent in just two: New York and San Francisco-Oakland. These numbers are calculated from the 2022 National Transit Database released last October and the 2022 Highway Statistics released last month, specifically table HM-72, which has driving data by urban area.

Highways were a little less congested in 2022 than before the pandemic. Oregon Department of Transportation photo.

In 2019, transit carried 11.6 percent of motorized passenger travel in the New York urban area, a share that fell to 8.5 percent in 2022. Transit carried 6.8 percent in the San Francisco-Oakland area in 2019, which fell to 3.6 percent in 2022. Transit carried around 3.5 percent in Chicago, Honolulu, Seattle, and Washington urban areas, which fell to 2.5 percent in Honolulu, 2.1 percent in Seattle, and less than 1.8 percent in Chicago and Washington in 2022. Anchorage, Ithaca, and State College PA are the only other urban areas where transit carried more than 2 percent of travel in 2022. Continue reading

Kill-Switch Rule Under Consideration

Section 24220 of the 2021 infrastructure law directs the National Highway Traffic Safety Administration (NHTSA) to require that automakers include a device in new cars that will passively detect whether the driver is drunk and keep them from operating the car. NHTSA has until November of this year to write the rule and then new cars made beginning two years after that must comply. The law specifically states that if NHTSA can’t find a device that will accomplish this, then it doesn’t have to require one.

U.S. Navy photo by Photographer’s Mate 2nd Class Nathanael T. Miller.

This law has led to fears that the government will require automobiles to have “kill switches” that the government can remotely control, thus shutting down people’s freedom of mobility at any time. Defenders of the policy argue that these fears are overblown. Last month, NHTSA issued its advance notice of proposed rule making on the subject and it’s worth looking at it before comments are due next Tuesday, March 5. Continue reading

The Antiplanner’s Library
Transit’s Growth, Decline, and Pending Demise

Who said the following? “The basic objective of our Nation’s transportation system must be to assure the availability of the fast, safe, and economical transportation services needed in a growing and changing economy. . . . This basic objective can and must be achieved primarily by continued reliance on unsubsidized privately owned facilities, operating under the incentives of private profit and the checks of competition to the maximum extent practicable. . . . This means . . . equality of opportunity for all forms of transportation and their users and undue preference to none. It means greater reliance on the forces of competition and less reliance on the restraints of regulation. And it means that, to the extent possible, the users of transportation services should bear the full costs of the services they use, whether those services are provided privately or publicly.”

Click image to go to Bookfinder.com to find the lowest current price for this book.

  1. Ronald Reagan;
  2. Milton Friedman;
  3. Ayn Rand; or
  4. The Antiplanner?

In fact, the answer is 5. John F. Kennedy. Or at least this statement was contained in Kennedy’s April 2, 1962 message to Congress on having an “efficient transportation system.” This means it was probably written by staffers in the Department of Commerce, as the Department of Transportation did not yet exist. Whoever wrote it was at least willing to talk the talk of free markets and fiscal conservatism. Continue reading