Monthly Archives: October 2007

Last month, the Congressional Research Service put out two reports on federal transit funding. These reports offer some intriguing alternatives for transit for the next round of federal transportation reauthorization, which is due in 2009.

The first report (above), issued in September, deals a little more with transit history and structure. The almost-identically titled second report (below) came out about two weeks later and deals a little more with transit finance. But the two reports overlap in many ways, including their recommendations.

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Let’s face it: urban planners hate automobiles. They probably don’t hate their own car — many of them drive as much as anyone else. But they believe that Americans drive too much.

Their solution is to increase traffic congestion. But the question has always been, how do they sell that idea to a public that relies on cars for more than 80 percent of their travel? The answer is to come up with some fluffy phrase that sounds nice.

Traffic calming is one such term. Who could object to calm? Originally, traffic calming was applied to neighborhood streets. Then cities like Portland proposed to do arterial traffic calming. This meant converting, say, a four-lane street into a two- or three-lane street with bike lanes and wider sidewalks.

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The Reason Foundation has posted a great video about traffic congestion featuring Drew Carey. Carey touts variable-priced high-occupancy toll lanes as a solution to congestion.

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The video features California’s SR 91 HOT lanes, which cost anywhere from $1.50 to $9.50 to use depending on the traffic. “Sounds pricey,” says Carey, “but each day about 40,000 people pay the toll.”

“Traffic can often keep parents from picking up kids at day care on time,” says Cary. “Imagine paying five bucks for each minute you are late.” Carey interviews a man who was paying $120 a week for daycare late fees. Now he uses the HOT lanes and saves most of that, plus his time.

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