5. OSPIRG Intern Part 2

One of the requirements for graduating from the Oregon State School of Forestry was that students had to spend at least one summer working for a forestry company or agency. On application, the school agreed that work studying forest policy for OSPIRG would qualify. Since my 1972 internship earned so much publicity, OSPIRG was happy to hire me again for the summer of 1973 and to put me to work on a forestry project.

I wanted to study the Forest Service but OSPIRG asked me to study the Bureau of Land Management (BLM) instead. While I was still in school in Corvallis, OSPIRG’s main office in Portland had been visited by a strange man named Robert Bradley Jones who was concerned about BLM lands in western Oregon. He had written a book called One by One which told the sordid story of how Congress had given every other square mile of land between Portland and the California border (as well as between Roseburg and Coos Bay) as grants to the Oregon & California Railroad and wagon road builders and then took them back when the railroad failed to comply with the terms of the grant. Known as the O&C lands, these revested land grants represented less than 1 percent of the area managed by the BLM but produced something like 90 percent of its timber.

In 1937, Congress had written a law directing the Secretary of the Interior to manage the O&C lands for timber on a sustained yield basis, probably the first time Congress had used the term “sustained yield” in a law. The law also directed the secretary to give 75 percent of the revenues to the counties in lieu of the property taxes the counties would have collected had the lands been private. Most of the counties had agreed to give a third of their share of the funds to the BLM to pay for roads, reforestation, and other costs of accessing and managing the timber. They reasoned that, if the BLM didn’t have any money, it couldn’t sell much timber, so 50 percent of a lot of sales would be better for the counties than 75 percent of not much. Continue reading

Closing the Gap

China is building a magnetically levitated (maglev) train that will “fill the gap between high-speed rail and air transportation,” says CNN. This new train may have a top speed of 370 miles per hour, which “could narrow the gap between high-speed rail and air travel,” says Republic World.

What is this preoccupation with gaps? The only gap I see is between the ears of those who think maglev makes sense either in the United States or anywhere else in the world.

Here’s the gap: high-speed rail costs a lot more and goes a lot slower than flying. Maglev will cost even more and still go slower than flying. How does that fix the gap? Wake me up when someone comes up with a technology that costs less and goes faster than jet aircraft. Continue reading

5. DOT Data Reveals Transit’s Irrelevance

As last week’s brief showed, census data reveal that the number of Austin-area commuters taking transit to work has declined by more than 10 percent in the last decade despite a 59 percent increase in the number of workers. Ignoring this decline, Austin city officials are seriously considering a $6 billion to $10.5 billion program to build dedicated bus lanes, light rail, or other transit improvements.

Click image to download a four-page PDF of this policy brief.

This week’s brief will look at Department of Transportation data to gather more information about how important transit is to the Austin urban area. The most important source of data is the National Transit Database, which has tracked ridership, costs, and other transit data since 1982. Continue reading

4. OSPIRG Intern

In my freshman year at Oregon State, Ralph Nader came to Oregon and urged university students to fund a public interest research group that would hire experts to advocate for consumer and environmental goals. I circulated petitions and the student body governments of Oregon State, the University of Oregon, and most other major schools in the state agreed to contribute an average of a dollar a quarter per student to the Oregon Student Public Interest Research Group.

In my sophomore year, OSPIRG announced that it would hire 16 student interns to work for the summer at $750 each. I applied but was told — probably because of my mediocre grades — that I didn’t make the cut. However, they did have $250 left over, and if I would work for that amount, they’d be happy to give me a project.

The previous summer I had worked as a parking lot attendant, and anything was better than doing that again. So I happily took the job and bicycled from my northeast Portland apartment to OSPIRG’s downtown offices in the Governor Building on 2nd and Stark. Downtown Portland was then a sleepy place that was practically dead after 6 pm. The Governor Building was a ramshackle office building surrounded by parking lots left behind after other buildings had been torn down. As I recall, OSPIRG was on the fourth floor, and I usually ran up the stairs two at a time rather than take an elevator. Continue reading

Saving the Planet by Flying

The Guardian reported yesterday about people who think they are saving the planet by giving up flying and taking the train instead. They should think again, especially for those who are Americans.

According to the 2016 edition of the Transportation Energy Data Book, Amtrak in 2014 used an average of 2,186 British thermal units (BTUs) per passenger mile in 2014, while the airlines used 2,511. Jet fuel and Diesel fuel both have about the same BTUs and produce about the same greenhouse gases per gallon, so that would seem to give rail travel an edge.

But airplanes don’t have to go around mountains or follow meandering river valleys to get to their destinations. The Amtrak route from Portland to Washington DC is 3,035 miles long, while airlines only have to go 2,350 miles. Multiply through, and the Amtrak trip used 6.6 million BTUs while the airline flight used only 5.9 million. Continue reading

4. How Vital Is Transit to Your Region?

Transit ridership is plummeting almost everywhere, yet officials in many cities are still devising hugely expensive plans for transit projects. One such city is Austin, whose leaders are talking about spending between $6 billion and $10.5 billion on new transit lines (and the final cost always ends up being more than the projections).

Click image to download a three-page PDF of this policy brief.

The need for these plans is contradicted by the rapid decline in transit ridership in Austin. Census data show that, despite a 59 percent increase in the number of workers in the last decade, the number of Austin-area employees who rely on transit to get to work has declined by more than 10 percent. Continue reading

3. The Vatican of Sawlog Forestry

When I was debating whether to go to forestry school, my parents and I attended a sort of a career day at my high school where representatives from various colleges presented their programs. The Oregon State School of Forestry showed a movie about their curriculum that included a lot of pictures of trees being cut down.

“It looks like they’re more about cutting trees than saving them,” my father whispered to me. As economist John Baden told me many years later, Oregon State’s forestry school was “the Vatican of sawlog forestry.” I could see that in 1970, but decided that, in order to save the forests, I needed to learn the language and tools of forestry.

Also influencing my decision was the fact that Oregon State was affordable. In-state tuition for my first year was a little more than $400. Tuition, books, room, and board for all four of my undergraduate years was about $5,000. Continue reading

More Good Money After Bad in New Mexico

New Mexico’s Rail Runner has lost 38 percent of its riders since 2012 and is on course to making it 40 percent in 2019. Rio Metro, which operates the trains, is scrambling to find the $55 million it needs to install positive train control, as required by federal law, but remains $20 million short.

Abandoned station on the Rail Runner line. Click image for Wikipedia article. Photo by John Phelan.

A new report published by the state legislative finance committee offers a proposal in response to these problems: transit-oriented development. Although the report reveals that many of the communities along the rail line have zoned land for transit-oriented development, none has come about except in Santa Fe, and even there the development is minimal and required tens of millions of dollars in public subsidies. Continue reading

3. 1st Quarter Transit Riders Down 2.6%

Nationwide transit ridership in the first quarter of 2019 was 2.6 percent below the same quarter in 2018, according to data released by the Federal Transit Administration (FTA) last week. Transit’s most recent downward spiral began in 2014, and ridership over the twelve months prior to March 31 was 8.6 percent below the same twelve months four years ago.

Click image to download this three-page policy brief in PDF format.

Ridership is declining for all major forms of transit travel. First quarter bus ridership was 2.1 percent below 2018 while first quarter rail ridership declined by 3.2 percent. Commuter rail, light rail, heavy rail, and streetcars all lost riders. Continue reading

150th Anniversary of a Boondoggle

Today is the 150th anniversary of the pounding of the gold spike that represented completion of the first transcontinental railroad. Union Pacific, which now owns the complete route, plans to bring its newly restored Big Boy steam locomotive to Ogden to recreate, with 4-8-4 locomotive 844, the joining of the UP and Central Pacific in 1869. Numerous museums and history societies are planning exhibits and meetings.

While it would be fascinating to watch the Big Boy operate, you’ll have to pardon the Antiplanner for otherwise being unenthused about this event. As I see it, the first transcontinental railroad was the biggest boondoggle in nineteenth-century America, and one that — as later railroads proved — we could have lived without. Unfortunately, it is still being cited as an example of why twenty-first century America should do even more foolish things like build high-speed rail. Continue reading