Category Archives: Follow up

The hearing that I testified at yesterday heard from five witnesses: four who supported transit as a “core climate solution” and one skeptic. I like to think we were about evenly matched.

My testimony focused on two points. First, despite increasing transit subsidies by 1250 percent (adjusted for inflation) since 1970, transit travel has declined from 49 to 45 trips per urban resident and transit’s share of urban travel has declined from 4.0% to 1.6%. Second, even if we could get more people to ride transit, transit uses as much energy, and emits nearly as much greenhouse gases, as cars; and the trends suggest that cars will be more environmentally friendly than any transit system in the country by 2025.

There were two interesting responses to my testimony. First, another witness said (and I’m quoting from memory), “All he did was divide total greenhouse gas emissions by passenger miles.” A reporter told me later that it sounded like he was questioning my methods, but his real argument was that more money spent on transit in combination with smart-growth land-use planning would lead to reduced auto driving.

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Publication of the Antiplanner’s views on high-speed rail in the Denver Post and Iowa City Press-Citizen has naturally produced both positive and negative comments. Most of the negative ones fall into two categories:

1. Ad hominem attacks on the Cato Institute; and

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It may be a testament to the quality of our public schools that the analytical skills of Americans smart enough to use a web browser have reached such depths of sophistication.

When Obama announced his “high-speed rail vision” — actually, a group of six disjointed rail networks — the Antiplanner predicted that the 17 states and hundreds of cities not on the network would begin lobbying to have those gaps filled in. The biggest gap is between Kansas City and California — outside of the Pacific Coast, none of the states in the West are on the map at all.

Planners to the rescue! The metropolitan planning organizations (MPOs) for Reno, Las Vegas, and Salt Lake City have agreed to put up $60,000 each to hire lobbyists to promote high-speed rail to their cities. They’ve asked the MPOs for Phoenix, Albuquerque, and Denver to join them in their “Western High Speed Rail Alliance.” Naturally, the planners in Phoenix support the idea, though I haven’t heard whether the “management committee” approved it during its recent meeting.

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Some readers seem to think I have an ingrained hatred of trains. Nothing could be further from the truth. Back in the 1970s and early 1980s, I used the train as my exclusive mode of travel outside the Pacific Northwest. I made many trips to Washington, DC by train. I was over 30 years old before I flew in an airplane for the first time, and that was only because I was going to Alaska, which you can’t get to by train (while there, I rode both the Alaska Railway and the White Pass & Yukon Route).

If the United States had a true national high-speed rail network, I could see myself taking the train to DC now. Portland to DC is about 2,800 miles, which would be 20 hours in a 140-mph train (which is approximately the average speed of trains whose top speed is 220 mph, the speed the California High-Speed Rail Authority aspires to). That could be enough to get me to stop flying, especially if the train was timed to arrive in DC at, say, 8 in the morning.

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The National Press Club posted a video of Secretary of Behavior Modification Ray LaHood’s May 21 presentation in which he admitted that the administration’s goal is to “coerce people out of their cars.” The Antiplanner downloaded it (all 193 MB) and transcribed the relevant portion of the question-and-answer period to see if LaHood’s quotes were taken out of context.

The questions below are preceded by the minutes:seconds in the video where the question begins. LaHood’s answers are in bold and the Antiplanner’s comments are in italics.

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While doing research on driverless highways, I ran across this video of a self-steering bus in Adelaide.

The bus line is called the “O-bahn” with O standing for omnibus (which was abbreviated to bus about a century ago) and bahn being German for road. Interestingly, it relies on a mechanical device to keep the bus on the track. As shown below, a small wheel projects from each side of the bus. When the wheel hits the concrete curb on the side of the roadway, it turns the bus wheel slightly. The driver controls the speed and steers the bus when it leaves the bahn.

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