Front Range Commuter Rail: A Terrible Idea

The Colorado Department of Transportation (CDOT) has issued a request for proposals to plan a commuter-rail line from Ft. Collins to Pueblo, a population corridor just east of the mountains known as the Front Range. CDOT estimates building this line would cost between $5 billion and $15 billion, depending on speed. The agency expects to build all-new tracks within the existing BNSF and UP rights of way, which it says the railroads are willing to allow.

Click image to download a four-page PDF of this policy brief.

The Colorado legislature gave CDOT $2.5 million for passenger rail studies, and CDOT wants contractors to provide a “clear vision” for a referendum that could appear on the November 2020 ballot. Part of that vision would include an eventual extension to Cheyenne on the north and Trinidad (population under 10,000) on the south. No doubt some of the money spent on studies will find its way into campaign war chests. Continue reading

13. “You Showed Very Poor Judgment in Coming Here Today”

The West in the 1970s and 1980s was the site of increasingly strident conflicts over the national forests that became known as the Timber Wars. On one hand were the sawmills that depended on sales of federal timber, along with the loggers, truck drivers, mill workers, and others who depended on those sales for jobs. On the other hand were environmentalists seeking protection for wilderness, endangered species, fisheries, and other resources that weren’t so easily marketed.

Environmentalists appealed timber sales, went to court over endangered species, and lobbied Congress to pass wilderness legislation. Timber companies asked their employees to attend rallies and engaged in their own lobbying. Both sides rallied their supporters to comment on Forest Service and BLM land-use and timber management plans.

Eventually, the hostility got so bad that some of my friends were hung in effigy by timber industry supporters. I worked far enough in the background that I escaped that fate, but I still stuck my neck out on several occasions. Continue reading

The Feebleness of Twitter

Twitter is great. The strict limits on the length of your tweet means you can say anything you want and no one expects you to back it up because you don’t have room. Or, you can do what the Antiplanner does, and include a link to a fuller statement.

Greg Shill, whose Atlantic article I critiqued in this week’s policy brief, responded with a tweet: “Randal O’Toole, prominent Cato advisor & climate denier, has published on his site Antiplanner—motto: ‘Dedicated to the Sunset of Government Planning’—what he styles a ‘policy brief’ denouncing my Atlantic article. It’s full of falsehoods, but also irony.” He was nice enough to include a link to my brief, but he must have forgotten to include a link to any statement of what falsehoods or ironies were in my brief.

A soldier in the War on Cars named Aaron Naperstek replied to his tweet saying, “An attorney friend of mine just deposed O’Toole. He’d been hired as an expert on demography. My buddy slapped him around so badly and O’Toole’s arguments were so weak that he had to ask to withdraw his opinion instead of answering more questions.” Continue reading

12. No One Forced Americans to Drive

A recent article in the Atlantic rewrites history by claiming that the law forces Americans to drive automobiles. “Our laws essentially force driving on all of us,” asserts University of Iowa law professor Gregory Shill, “by subsidizing it, by punishing people who don’t do it, by building a physical landscape that requires it, and by insulating reckless drivers from the consequences of their actions.”

Click image to download a four-page PDF of this policy brief.

Shill is wrong on almost every point he makes. The reality is that Americans (and people in other countries) took to the automobile like ducks to water. If anything, the laws he claims forced Americans to drive were written as a result of the fact that driving had become the dominant mode of transportation. Continue reading

12. Graduate School

As a student at the University of Oregon, my main source of income was a federal program called work-study. The federal government paid 80 percent of the wages for part-time student employees, and non-profit organizations willing to pay the other 20 percent were eligible to hire students under the program. I received a call from Dave Brown, an assistant director of the Survival Center, an on-campus environmental group, asking me to work for them writing reviews of Forest Service plans.

The Survival Center was located in the latest, 1973 addition to U of O’s student union. I had office space, a desk, an IBM Selectric typewriter to write on, and a phone that was hooked into the state telephone network, allowing me to make unlimited calls to any city that had a state college or university. Although I rented a small room in a house in nearby Springfield for, as I recall, $55 a month, the Survival Center became my real home, and initially I only left because the building was closed to students after 11 pm. Later, they allowed students with a key to stay after 11 and I sometimes would work there until 2 or 3 in the morning.

I continued my cycling advocacy in a small way. Part of the cycling route between Eugene and Springfield was on a designated bike path that emptied onto a city street in Springfield. The city of Springfield had decided that it was too dangerous to let cyclists ride in the street and required that they use the sidewalk. The sidewalk wasn’t very wide and had something like 40 driveway cuts, each one requiring bicycles to go down a dip and then up a bump. Sometimes part of the sidewalk was blocked by signposts and it often had wet leaves, litter, and other obstacles. Continue reading

Does Rail Transit Stimulate New Development?

Transit agencies often justify their multi-billion rail projects by claiming that rail transit stimulates new development. This claim has, in fact, been refuted by research funded by the Federal Transit Administration and conducted by transit advocates. Despite their support for rail transit, the researchers reluctantly concluded that “Urban rail transit investments rarely ‘create’ new growth, but more typically redistribute growth that would have taken place without the investment.”

Click image to download a PDF of this policy brief.

In other words, development along the rail line is a zero-sum game: more development there meant less development somewhere else in the urban area. Total tax revenues in the urban area aren’t increased by light rail, except to the extent that taxes are raised to pay for it. Continue reading

Eight Reasons to Kill New Starts

Since 1992, federal taxpayers have helped fund construction of urban rail transit lines through a program called New Starts. This program is due to expire in 2020, and tomorrow, the Highways and Transit Subcommittee of the House Transportation and Infrastructure Committee will hold a hearing on whether or not to renew it.

No doubt most of the witnesses at the hearing will be transit agency officials bragging about how their expensive projects have created jobs and generated economic development. But a close look at the projects built with this fund reveals that New Starts has done more damage to American cities than any other federal program since the urban renewal projects of the 1950s. Here are eight reasons why Congress should not renew the program.

1. New Starts encourages cities to waste money. The more expensive the project, the more money New Starts provides, so transit agencies plan increasingly expensive projects to get “their share” of the money. As a result, average light-rail construction costs have exploded from under $17 million per mile (in today’s dollars) in 1981 to more than $220 million a mile today. Continue reading

11. A Few Cases

Growing up in Portland, I was taught that the city had the cleanest water in the world because it came from a watershed on the Mount Hood National Forest that had been set aside exclusively for Portland’s use. The Bull Run Trespass Act of 1904 closed the 102-square-mile Bull Run Watershed, along with a 41-square-mile buffer around it, to all public entry, and only Forest Service officials and employees of the Portland water bureau were allowed to enter the area.

This belief was so well known that a medical doctor named Joseph Miller bought a piece of land on the edge of the buffer strip and built a home. There he and his wife lived for many years, content in the knowledge that behind their house was 143 square miles of pristine wilderness that, unlike most wilderness, wasn’t even open to public recreation.

I was in Corvallis studying forestry when this myth came tumbling down in the form of a landslide in 1971. Portlanders woke up one morning to find their “pristine” water to be muddy brown, and they were advised to boil it before drinking it (as if anyone would want to drink brown water). The Forest Service hastened to announce that the landslide that had polluted the city’s water wasn’t caused by one of the clearcuts in the watershed. What it didn’t say was that the landslide was caused by a road leading to one of those clearcuts. Continue reading

APTA’s Delusional Awards

Every year, the American Public Transportation Association (APTA) gives out awards to various transit agencies that make no sense at all, unless the purpose of the awards is to give the agencies political cover for their screw ups. Last week, APTA gave a safety award to Virgin Trains (formerly known as Brightline).

Brightline/Virgin trains in Florida have killed 22 people since they began operating in late 2017, including several since the name was changed from Brightline to Virgin earlier this year. Virgin claims the accidents aren’t its fault; people are simply trespassing on its tracks. But if you put a dangerous animal, or a dangerous machine, in an urban environment, you can’t claim innocence when people are hurt or killed because they failed to avoid your danger.

APTA’s award to Virgin says that the company created a “mobile barbershop situated in a see-through container on the back of a truck” and took it to low-income neighborhoods, giving free haircuts to anyone promising not to play on the train tracks. Yet, amazingly enough, people are still getting hit by Virgin’s trains. Continue reading

NY Subways Up in May; Transit Elsewhere Down

New York City subway ridership in May 2019 was 2.1 percent greater than in May 2018, according to the May update to the National Transit Database. That was enough to lift national transit ridership in May to be 0.3 percent above the previous May. Without New York subways, ridership nationally fell by 0.4 percent.

New York subway ridership is still down 0.7 percent for the year to date, and nationally ridership is down 1.0 percent. Of the nation’s fifty largest urban areas, May ridership grew for 20 and declined for 30, while year-to-date ridership grew in 15 and declined in 35. May 2018 and May 2019 both had the same number of workdays, so a difference in workdays had no effect on transit ridership.
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As usual, the Antiplanner has posted an enhanced spreadsheet with annual totals in columns HK through IB, totals for major modes in rows 2146 through 2153, total for transit agencies in rows 2160 through 3159, and totals for 200 urban areas in rows 3170 through 3371. Due to the holiday weekend, I won’t be posting a policy brief tomorrow, but the next episode of The Education of an Iconoclast will still appear on Friday.