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Join a Transit Agency; See the World

By | | News commentary, Transportation
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Taxpayers have paid for the “mostly advisory” CEO of the Utah Transit Authority (UTA) to travel to more than ten countries and seventeen American cities in the last eighteen months. John Inglish was UTA’s general manager until two years ago, when he was replaced and kicked upstairs to a newly created position “as severance.”

“Nice severance,” comments a reporter for the Salt Lake Tribune, who notes that UTA is paying Inglish $364,400 a year (compared with $319,360 for his replacement general manager, Michael Allegra) even though Inglish has no day-to-day responsibilities for the agency. Allegra himself travels a lot, taking 1.4 trips per month, but not as much as Inglish, who averages 1.6 trips a month.

These two are not the only UTA officials who travel a lot at taxpayers’ expense. The entire UTA board traveled to Portland to see its transit operations. The board chair has been to Australia, Hong Kong, Switzerland, and numerous American cities.

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New Report on Self-Driving Cars

By | | Transportation
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The Center for Automotive Research and KPMG have published a new report predicting the self-driving cars may be on the market as soon as 2019–if, however, the government takes action aimed at improving auto safety.

The report notes there are two approaches to self-driving cars. One, which it calls the “sensor-based solution,” is represented by the Google car and requires that each car have all sensors on board to detect everything in its surroundings. The other approach, which the report calls “connectivity based solutions,” relies on car-to-car (C2C) and car-to-infrastructure (C2I) communications to help cars navigate.

The report suggests that sensor-based solutions are “not cost-effective for mass market adoption” and require far better maps of streets and highways. It is true, as previously noted here, that the the “light detection and ranging” (LIDAR) device mounted on top of the Google car and other self-driving cars currently costs about $70,000. But that cost may come down, and Google seems committed to mapping the nation, state-by-state, to standards that self-driving cars will require.

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Oahu Rail Construction Halted

By | | Transportation, Urban areas
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The City of Honolulu was so anxious to start construction of its $5 billion rail line before voters could elect an anti-rail mayor that it began without completing the legally required archeological surveys. Only about a quarter of the surveys have been done, and the rest won’t be completed before the end of the year. As a result, the state Supreme Court has put a stop to construction until those surveys are done.

The city argues that delaying construction will simply make the rail line even more expensive. But that’s what happens when you fail to comply with a law that, no doubt, rail advocates would have eagerly used to delay any new highway construction.
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As University of Hawaii engineer Panos Prevedouros notes, costs have already nearly doubled from estimates made in 2002. Mayoral candidate Ben Cayetano, who won a plurality but not quite a majority in the recent primary, argues that improving the bus system would do more to provide mobility at a far lower cost.

Bloomberg: Taxpayers Gouged by Transit

By | | News commentary, Transportation
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Bloomberg News, or at least a writer named Stephen Smith, has discovered that the transit industry is gouging taxpayers with its schemes for high-cost rail transit and high-speed rail. Smith says there are two causes for this gouging.

First, “agencies can’t keep their private contractors in check,” and instead hire “consultants who consultant with consultants and advisers who advise advisers.” This drives up the cost of planning and building rail lines. Second, antiquated labor practices drive up the cost of operating the trains.

Smith makes good points, but his implicit assumption, that fixing these problems would make passenger rail transportation economically feasible, is wrong. He cites several examples in Europe and Japan of “how it ought to be done,” but the fact is that European and Asian countries are wasting their money on rail transit as well.

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Is Amtrak Cheaper Than Flying?

By | | Transportation
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The London Telegraph reports that flying is less expensive than taking the train in about half the routes in Britain. This shouldn’t be a surprise: trains require far more infrastructure than planes and maintaining that infrastructure is expensive.

Passenger trains in the United States have an advantage over those in Britain: the former share most of their rail infrastructure costs with freight, but rails carry very little freight in Britain. According to data from the European Union, British lorries carry more than 6.6 times as much freight as trains, while data for the United States indicate rails carry at least 120 percent as much freight as the highways.

Partly due to this advantage, but mainly due to heavy subsidies from the state and federal governments, Amtrak fares are lower than airfares for many city pairs. Still, the airlines nearly meet and sometimes beat Amtrak fares in a number of corridors. American Airlines fares between Portland and Oakland start at $79 compared with Amtrak’s $80. Delta is $112 between Baltimore and Atlanta vs. Amtrak’s $115. Jet Blue is $60 between Los Angeles and Oakland, compared with Amtrak’s $56.

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Still Corrupt After All These Years

By | | Transportation
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The Oregonian reports that construction of the Sellwood Bridge was rife with “graft, kickbacks and corruption”–or at least it was when the bridge was first planned 87 years ago. As comments to the article point out, not much has changed.

Today, the region is planning an expensive replacement bridge that is twice as wide as the existing one–but will have no more lanes of traffic. Instead, the additonal width is supposed to be for bicycles and pedestrians. The huge cost of that additional width, of course, is borne mainly by people who get around by automobile. Just down river, the region is building an even more expensive bridge that will solely be for light rail, bicycles, and pedestrians. Total passenger traffic on this bridge will probably be a fraction of one lane of the Sellwood Bridge.

This banyan tree still stands in the Horniman Circle Park, buying cialis online frankkrauseautomotive.com Mumbai. Many scientists have come up with some of the benefits of sex that make pfizer viagra discount lives better. discount bulk viagra All hypnotherapy has the same aim. Thus, the muscle ache of tension-type headache is present for more than 15 days a generic viagra online month or two. Meanwhile, Portland has developed urban renewal to perfection. The city buys land for fair-market value, then removes obsolete structures and installs streets, water, sewer, and other infrastructure–all costs that developers would ordinarily have to pay themselves. Then the city sells the land at below-market prices to favored developers on the condition that they build high-density, mixed-use developments. In return, the favored developers make large political contributions and gush over the city’s transportation policies. Not quite the same as graft, kickbacks, and corruption, but close.

The good news is people are revolting against the system. Clackamas County residents calling themselves “clackastanis” are challenging urban renewal and light rail. Even inner-city residents are protesting new high-density developments that the city is planning without parking. Until the city and TriMet go bankrupt, however, these efforts probably won’t be enough to stop the Portland rail juggernaut.

Amtrak Dominates? Not Really

By | | News commentary, Transportation
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The New York Times reports that “Amtrak Dominates Northeast Corridor Travel.” That’s absolutely true–as long as you don’t count buses. Or cars. Or intermediate points between Boston, New York, and Washington.

The Times says that Amtrak has a 75 percent share of the “air/rail” market between Washington and New York, but it only has a 54 percent share of the “air/rail” market between New York and Boston. It doesn’t say anything about intermediate points.

In a more realistic assessment, page 4 of Amtrak’s 2010 Vision for the Northeast Corridor reports that Amtrak carries 6 percent of travel in the Northeast Corridor, while planes carry 5 percent and the remaining 89 percent goes by highway. Amtrak doesn’t break out bus travel, but I estimate buses carry significantly more passengers than Amtrak, or approximately 8 to 9 percent of the corridor market.

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A Model for the Nation

By | | News commentary, Transportation
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Secretary of Immobility Ray LaHood says that Washington DC’s Silver line is a “model” for “other places in the country.” Let’s see:

Is the line over budget? Of course.

Will the new line disrupt service on other transit lines? Totally.

Is the region building new rail transit lines even when it doesn’t have enough money to maintain existing lines? Absolutely.

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Is the rail line being built by an agency known even to LaHood for its corruption? Yep.

Is the rail line being funded by stealing money from other transportation users? Naturally.

That’s quite a model you have there, Mr. Immobility.

300,000 Miles — Availability by 2017

By | | Transportation
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Google says that its self-driving cars have now gone 300,000 miles with no accidents (except once when one of the cars was rear-ended at a stoplight).

Google released the above video a few months ago in celebration of reaching 200,000 miles. Everything in it seems normal until the car parks in a handicapped parking spot. I thought, “Whoa! Google is going to have to teach its cars not to use those spots.” Then the video revealed that the “driver” was, in fact, “well passed legally blind.” It was a moving demonstration of how self-driving cars will change our lives.

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How the Feds Put the Brakes on High-Speed Trains

By | | Transportation
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It is an article of faith among passenger rail advocates that the federal government killed intercity passenger trains by subsidizing the Interstate Highway System. “There were a number of reasons for the rapid decline of rail passenger service, but the overwhelming factor was the explosion of government funding for new highways and airports,” says the Progressive Policy Institute, which adds, “In 1956, Dwight Eisenhower signed the Interstate and Defense Highways Act.”

One major problem with this is that intercity rail ridership began declining decades before Congress approved the Interstate Highway System. As the chart above shows, per capita rail passenger miles peaked in 1919 and fell by half during the “roaring 20s.” They declined another 50 percent during the Depression, then grew to a second, but quite artificial, peak during World War II.

After the war, per capita passenger miles dropped precipitously despite rapid economic growth. By 1949, they had fallen to 1929 levels; by 1960–after Congress authorized the Interstate Highway System but before very many miles had been built–they had fallen to less than at the depths of the Depression. The interstates obviously had nothing to do with this. Since 1970–the year before Amtrak took over–they have hovered between 20 and 30 passenger miles per capita, or 10 to 15 percent of what they were in 1919.

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