Minnesota planners want to be “ready” for driverless cars. But most of what they propose sounds like things that the anti-car crowd wants to do anyway.
This includes things like reducing parking spaces and shrinking the size of streets–both items high on urban planners’ agendas for years. While that may be possible when driverless cars come to dominate the road, there is no guarantee, so they shouldn’t jump the gun.
They are happy to jump the gun when it comes to not building new roads. “The last thing cities should do is add lanes to existing roads,” said a planner from the University of Minnesota. This assumes that driverless cars will dramatically relieve congestion and that neither population nor personal mobility will grow in the future. Actually, a good case can be made that some lanes should be added to existing roads both because they are needed now and because population and travel growth in some areas will make up for the potential congestion relief from driverless cars. Continue reading
Two weeks ago, the Center of the American Experiment published a report by the Antiplanner showing that traffic congestion in Minneapolis-St. Paul was the deliberate result of the region’s Metropolitan Council’s plans to increase congestion in order to get more people to ride transit, walk, or bicycle. The Antiplanner quoted Met Council documents saying that it was not going to try to relieve congestion, cited budgetary numbers showing that more than 80 percent of capital spending was going for transit systems that carried less than 1.5 percent of travel while less than 10 percent went for roads that carried 90 percent.
Since the report was released, Met Council supporters have issued a couple of responses, including one yesterday. What do they say?
- Let’s spell Cato Institute with a K as in Kato. Get it? KKK? Right wing? Ha ha!
- Don’t believe anything the Antiplanner says; he doesn’t even have a degree in urban planning. (Thank Edwin Mills for that.*)
- Congestion is actually a good thing; be glad you have it.
In 1982, the Twin Cities had the 35th-worst congestion in the nation. By 2016, it had grown to be the 17th-worst and amount of time the average commuter spent in traffic had quadrupled. If you are stuck in traffic in the Twin Cities, says this new report, don’t blame population growth; blame the Metropolitan Council, the region’s metropolitan planning organization.
Click image to download a 1.7-MB PDF of this report.
The Metropolitan Council’s official attitude is, “We can’t build our way out of congestion, so we will provide alternatives to congestion” in the form of light rail, bike paths, and maybe a few high-occupancy/toll lanes. The council’s 2040 plan has $6.9 billion programmed for transit improvements, $700 million for bike paths, and $700 million for road improvements. That means 8 percent of the funds goes for the 90 percent of the people who drive to work while 83 percent goes for the 6 percent who take transit. Continue reading
The Antiplanner confesses to not be a bible expert, but I don’t think Jesus ever said, “Thou shalt steal from thy neighbors so thee can afford to take expensive train rides.” But that seems to be the goal of Isaiah, a faith-based group in Minnesota that demands that taxpayers subsidize commuter trains from St. Cloud to Minneapolis.
Taxpayers spent $317 million to start the Northstar commuter train, shown here near Big Lake. Flickr photo by Jerry Huddleston.
The Northstar commuter-rail line currently operates over the 40 miles from Minneapolis to Big Lake, about 28 miles short of St. Cloud. The line is a huge loser: it carried an average of around 1,250 round-trips a day in 2014, earning fare revenues of less than $2.4 million but spending $15.2 million on operations and $7.4 million on maintenance.
An insanely expensive light-rail project in Minnesota just got more insane. The cost of the Southwest light-rail line, which had previously been estimated at $1.65 billion for 15.7 miles, or just over $100 million a mile, is now estimated to cost $341 million more, or just shy of $2 billion. That’s $126 million a mile, or more than seven times the inflation-adjusted cost of the initial San Diego Trolley, the nation’s first modern light-rail line.
Considering that freeways with many times the capacity of a light-rail line can be built for about $10 million a mile, spending more than $100 million a mile on light rail makes no sense at all. The only way people could support it is if they have no understanding of numbers, which explains why many politicians do support it. The good news is that some in Minnesota are having second thoughts about the Southwest line, including Governor Mark Dayton (who professed to be “shocked and appalled,” though he doesn’t say why he wasn’t appalled at the previous price) and Metropolitan Council chair Adam Duininck.
As the Antiplanner has previously noted, Eden Prairie, the destination of this line, is one of the wealthiest suburbs in the Twin Cities area. In order to provide “transit equity,” regional transit planners have promised to build a few bus shelters in poor neighborhoods. That’s so equitable.
Advancing its “regional transit equity” plan, the Twin Cities Metropolitan Council issued a press release last week announcing it has received a $3.26 million federal grant to build or “enhance” 140 bus shelters. This money is matched, on a one-to-four basis, with $815,000 of local funds, meaning each bus shelter will cost a whopping $29,000.
Meanwhile, the Met Council is twisting the arms of city officials to gain support for a $1.7-billion light-rail line extending from Minneapolis to Eden Prairie, which is probably the Twin Cities’ wealthiest suburb. Three (out of 13) members of the Minneapolis city council voted against the project, partly due to concerns over transit equity.
“If we think equity means maybe we might build some heated bus stops in north Minneapolis sometime in the future that we can’t promise or guarantee and we won’t tell you where they’ll be, then good for us for standing up for equity,” one of the councilors who voted “no” sarcastically stated.
Kansas City voters rejected a plan to build an extensive streetcar system. The city already has plans to build a short “starter” line, and the mayor wanted to build more. But voters agreed that buses were cheaper and more sensible. This is the ninth time Kansas City voters have rejected rail transit.
Meanwhile, the Antiplanner has given several presentations in the Twin Cities about rail transit and associated land-use planning. These presentations can be downloaded, with a summary of my narration in the “notes” section, as either Zip files that include several short videos or smaller PowerPoint files that leave out the videos.
- Presentation to the SW Metro Tea Party: Zip file (111 MB) or PPT file (32 MB)
- Presentation to Daytons Bluff neighborhood: Zip file (82 MB) or PPT file (39 MB)
- Presentation to Metro North Chamber of Commerce: Zip file (98 MB) or PPT file (15 MB)
The Antiplanner is in the Twin Cities this week giving presentations on land-use and transportation issues in that region. Here are the sessions, most of which are open to the public:
- “Thrive Planning vs. the American Dream,” sponsored by the SW Metro Tea Party, Chanhassen Recreation Center, 2310 Coulter Blvd., Chanhassen, 7:00-8:30 pm, Monday, August 4
- “Rebalancing Transportation Planning,” sponsored by Expose the Truth, Dayton’s Bluff Recreation Center, 800 Conway St., St. Paul, 5:00-8:00 pm, Tuesday, August 5
- “Transportation and Your Business,” sponsored by the MetroNorth Chamber of Commerce (must pre-register), Harvest Grill, 12800 Bunker Prairie Road, Coon Rapids, 11:15 am to 1:15 pm, Wednesday, August 6
- “The Folly of High-Speed Rail,” Goodhue County Fairgrounds, 8:00 pm, Friday, August 8
By coincidence, the Antiplanner’s faithful ally, Wendell Cox, will also be speaking in Minneapolis about the Thrive plan at 7:30 am, Wednesday, August 6 at the Doubletree Hotel Park Place, 1500 Park Place Blvd., pre-registration will save money if done by noon, August 5.
If you are in the Twin Cities area this week, I hope to see you at one of these events.
Debates over smart growth–sometimes known as new urbanism, compact cities, or sustainable urban planning, but always meaning higher urban densities and a higher share of people in multifamily housing–boil down to factual questions. But smart-growth supporters keep trying to twist the arguments into ideological issues.
The choice should be yours: suburbs, or . . .
For example, in response to my Minneapolis Star Tribune article about future housing demand, Thomas Fisher, the dean of the College of Design at the University of Minnesota, writes, “O’Toole, like many conservatives, equates low-density development with personal freedom.” In fact, I equate personal freedom with personal freedom.
. . . New Urbanism. Flickr photo by David Crummey.
University of Minnesota planning professor Richard Bolan has responded to the Antiplanner’s critique of the Twin Cities’ Metropolitan Council’s plan to emphasize high-density housing and discourage large-lot single-family homes. My op ed pointed out that planner Arthur Nelson’s predictions that the demand for single-family homes was declining were based on oversimplified surveys that asked people questions like would they want to live in a “walkable community.”
A lot more factors are at work in people’s housing choices. “Given a choice between a 1,400-square-foot home on a tiny lot in a congested part of town for $375,000 and a 2,400-square-foot home on a large lot in a quiet suburb for $295,000,” my op ed said, “most people would prefer the larger home.” My point was the issues were too complicated for planners to be able to see what people would want 26 years in the future, and since homebuilders can adequately respond to changes in demand, there was no need for central planners to try to predict the unpredictable.
Bolan admits that he’s “not a supporter of Arthur C. Nelson’s report” on future housing demand. But Professor Bolan has his own reasons why central planners should try to determine people’s housing choices in the future: externalities.