More significant is the decision of Secretary of Transportation Elaine Chao to provide $647 million of the $1.75 billion needed to electrify commuter trains in San Francisco, a project opposed by every Republican member of Congress from California. The Caltrains commuter trains carry just 4 percent of San Francisco Bay Area transit riders, and the environmental assessment for the project predicts (on page 3-159) that, by slightly speeding trains, electrification will increase ridership by less than 10 percent. The project will be completed in 2021, just about the time that shared, self-driving cars start to take away far more riders than electrification could ever hope to add.
Caltrains electrification is just one of nearly two dozen transit projects funded in the recent 2017 appropriations bill that have no full-funding grant agreements, and Trump’s budget blueprint proposed to sign no more such agreements. The other projects are just as ridiculous as Caltrains, but unlike Caltrains many actually have the support of local Republicans. Now that Chao has caved on Caltrains, how is she going to be able to resist funding the other projects? Continue reading →
Is there an upsurge in crime on and around transit, and if so, why? A few days ago, a Portland woman was stabbed at a light-rail stop, supposedly by a complete stranger. The very next day, a remarkably similar report came out of Tempe, Arizona, except in this case police said the victim and alleged perpetrator were acquaintances.
A month ago, a gang of at least 40 teenagers boarded a BART train and, while some held the doors to prevent the train from leaving the station, robbed seven passengers and beat up two or more who refused to cooperate. Continue reading →
“Ford is going to be mass-producing vehicles with full autonomy” by 2021, Ford CEO Mark Fields vowed last August. “That means there’s going to be no steering wheel, there’s not going to be a gas pedal, there’s not going to be a brake pedal, and of course, a driver is not going to be required.” These vehicles will not be for sale, at least immediately, but will be used “in a ride hailing or ride sharing service.”
And that means the end of mass transit, especially if–as RethinkXprojects–shared driverless car services will cost far less than owning a car (meaning far less than 40 cents a mile, which is what Americans currently spend buying, operating, maintaining, and insuring cars). It also means an end to most congestion, even for people in human-driven cars, as new research finds that congestion will begin to decline when as few as 5 percent of cars on the road are autonomous. Continue reading →
Many urban areas spend 25 to 50 percent of their transportation funds on transit systems that carry only 1 or 2 percent of passenger travel. Transit advocates eagerly plan rail lines, dedicated bus lanes, and other forms of intensive transit services in the hope of getting another 1 or 2 percent of people out of their cars. As bad as this is, they inevitably forget about the other component of transportation: freight.
Transit carries a respectable number of people in the New York urban area, a visible number in a few others, but an almost irrelevant number in most. Transit’s share is less than 1 percent in virtually all U.S. urban areas not on this list.
If people are the heart of any city, freight is the life blood. Without freight movements, people starve, hospitals run out of medical supplies, construction companies can’t get materials to job sites, traders can’t get their goods to market, and manufacturers can’t get the raw materials they need. Continue reading →
Fiscal year 2017 is more than half over and Congress has finally passed a spending bill for the year. This has led to endless debates over whether Trump won, the Democrats won, or anybody won. However, Trump proposed a “budget blueprint” for fiscal year 2018 that said little about 2017, while this spending bill is for 2017, so it would be premature to say that Trump won or lost.
Among other things, the budget blueprint called for halting funding to transit capital projects (“New Starts”) other than projects that have already received full-funding grant agreements (or, in the case of small starts, small starts grant agreements). In other words, any project on this list that is not marked “FFGA” or “SSGA” in the fourth column would not be funded under Trump’s budget. Continue reading →
The triumph of American industry has come from increasing productivity, particularly worker productivity. Since local governments took over private transit companies, however, worker productivity in the transit industry has collapsed.
As the figure above shows, transit companies in the 1950s carried about 60,000 transit riders per worker each year. As of 1960, just 12 of the nation’s hundred largest cities had taken over their transit systems. But after passage of the Urban Mass Transportation Act of 1964, cities quickly municipalized transit. By 1980, only New Orleans and Greensboro, NC, still had private transit and the number of riders carried per transit worker had fallen 25 percent. It continued to fall until stabilizing at around 27,000 trips per worker in the late 1990s. Continue reading →
The American Public Transit Association (APTA) has a new report on the economic impact of President Trump’s proposal to stop wasting federal dollars on digging holes and filling them up. Actually, the report is about Trump’s proposal to stop wasting federal dollars building streetcars, light rail and other local rail transit projects, but the two have almost exactly the same effect.
The APTA report says that digging holes and filling them up would provide about 500,000 jobs (though it really means job-years, that is, 500,000 jobs for one year). Since APTA says it would take ten years to dig and fill the holes that Trump wants to stop funding, that’s 50,000 jobs a year.
However, nobody wants a job digging holes and filling them up. What they want is income. Since there is no market for refilled holes, the only source of income for digging and filling holes is tax dollars. So what APTA really wants Congress to do is take money away from workers and then give it back to them and call it jobs. That’s not very productive. Continue reading →
Until 1964, most transit in America was private. In that year, Congress responded to a “commuter crisis” that was limited to commuter rail in just four urban areas by offering federal subsidies to every transit mode and public transit agency in the country, leading to the rapid buy-out of almost all private transit. Yet there are still many examples of private transit today.
One of the most important is New York Waterway, which offers ferry service between New Jersey and Manhattan. Ferry service had disappeared with the opening of bridges and tunnels, but congestion led the owner of a trucking company, Arthur Imperatore, to test a ferry operation in 1986. It quickly expanded to numerous routes and offers its passengers bus service from its Manhattan terminals to various parts of the city at no extra charge. Continue reading →
Public transit helps the poor, saves energy, and cleans the air, right? Not really. Transit is a subsidy to the wealthy as much as it is to the poor, and it really isn’t any greener than driving.
Some low-income people ride transit, but the people most likely to use transit to get to work are those who earn $75,000 and up. According to table B08119 of the Census Bureau’s 2015 American Community Survey, 6.6 percent of people who earn $75,000 and up take transit to work, as opposed to just 6.2 percent of people who earn $15,000 or less.
Nor is transit particularly green, at least, not according to the Department of Energy’s Transportation Energy Data Book. The average car uses about 3,100 BTUs per passenger mile while the average SUV uses about 3,500. By comparison, transit buses and light rail average about 3,800. While heavy rail averages just 2,150 BTUs per passenger mile, that is heavily weight by New York City. Outside of New York, the only heavy-rail lines more energy efficient than cars are in San Francisco and Atlanta. By operating mainly during rush hours, commuter rail does okay at 2,700 BTUs, but many commuter lines, including those in Dallas, Minneapolis, Nashville, and Philadelphia, are worse than driving. Continue reading →
Transit advocates like to claim that transit is somehow crucial to urban vitality, even in cities where only a few people use it. The reality is that lower taxes play a bigger role in urban growth–and spending more on transit means higher taxes.
Transit almost certainly is crucial to New York City, where 58 percent of commuters take transit to work. It also is important in Washington, DC (40%), San Francisco (37%), Boston (34%), Philadelphia and Chicago (28% each). It is somewhat important in Baltimore, Hartford, Pittsburgh, and Seattle (all about 18%-19%). These numbers apply to the cities; transit is far less important in most of their suburbs. There are only a few more cities in which transit has a double-digit share of commuters: Buffalo, Honolulu, and Minneapolis (14%), Portland (13%), Atlanta, Cleveland, and Los Angeles (12%), and St. Louis (11%), but these percentages are hardly crucial.
These numbers are for commuting, but transit’s share of other travel is much smaller. New York is the only urban area in which transit carries more than 10 percent of urban passenger travel; in fact, it was 11.5% in 2014. San Francisco-Oakland is a distant second at 7.6%. No other area comes close: Honolulu is 4.4%, Washington 3.9%, Chicago 3.8%, Seattle 3.3%, and Boston 3.1%. Every other urban area is under 3 percent. Such small percentages are hardly crucial to the future of those regions.