22. Mutiny in the Forest Service

Soon after Reforming the Forest Service was published, we began to see signs of dissension within the Forest Service. They were subtle at first: a memo here, a policy decision there. They became more overt when an on-the-ground timber sale planner in Oregon started a group called Association of Forest Service Employees for Environmental Ethics. Then they became a flood bursting through a dam as all of the forest supervisors in the West joined a movement against decisions being made by the Washington DC office of the agency. The results figuratively turned the agency upside down.

The story actually goes back to 1979, when Max Peterson replaced John McGuire as chief of the Forest Service. Unlike all of his predecessors, Peterson was a road engineer, and he was probably picked precisely because he wasn’t a forester as the agency had been under fire for its timber dominance. But from an environmental view, road engineers were even more suspect since it was feared that his agenda would focus on developing the roadless areas.

But with Ronald Reagan’s appointment of John Crowell as deputy secretary of Agriculture, Peterson ended up spending most of this tenure defending the forests against increased timber cutting. Crowell made it clear that he believed the national forests should be selling 20 billion board feet of timber a year, not the 10 or 11 billion they had been selling. Allowable sale levels could only be increased through forest planning, and under Crowell the Department of Agriculture issued new planning rules that emphasized timber sales. Continue reading

How New Starts Harms Transit Riders

Rail transit lines built with federal support have done more harm than good to transit riders and urban transportation systems as a whole. Too often, the high cost of rail has forced transit agencies to cut bus service and raise fares. In the worst cases, the systems lost more bus riders than they gain rail riders. In most other cases, per capita ridership and/or transit’s share of commuting declined. These regions and transit systems would have been better off without the federal government enticing them into build rail transit.

Click image to download a 6-page PDF of this policy brief.

A little over a century ago, more than a thousand American cities, including every city with more than 15,000 people, had some form of rail transit. Then, in 1927, the first buses were produced that cost less both to buy and to operate than rail transit. By then, many of the rail lines built in the nineteenth century were wearing out, so transit riders appreciated the buses because they were faster and more comfortable than the railcars and could easily take on new routes. Buses can also move more people per hour than almost any rail line because buses, though having lower capacities per vehicle, can safely operate far more frequently than rail lines. Continue reading

21. Reforming the Forest Service

Sometime in 1986, an editor from Island Press called me to see if I would write a book for them. A non-profit book publisher, Island Press was created in 1984 to focus on environmental issues. It relied on grants and donations to fund about half of its operation so it could publish books that might not have a huge audience. Drummond Pike, the Shalan Foundation director who helped us start Forest Planning magazine, was one of its early supporters and referred them to me.

I agreed to write a book, but book writing turned out to be hard. I had written enough 5,000- to 10,000-word reports that I could imagine a report outline in my head and just start writing. But most books are around 100,000 words, and it was hard to conceive of something that big all at once. Even now, six books later (plus three or four that were never published), I have to worry that I’ll repeat something in chapter 9 that I already wrote in chapter 4.

In the fall of 1986, writer Bill McKibben asked if I could give him a tour of old-growth forests in southwestern Oregon, which had been made famous by Earth First! blockades of road construction. I gave him my pitch about the incentives created by the Knutson-Vandenberg Act, which — based on what he has written since then — made absolutely no impression on him at all. Continue reading

Transport Costs & Subsidies by Mode

Supporters of increased subsidies to urban transit and intercity passenger trains often argue that all transportation is subsidized, so it’s only fair that transit and Amtrak should also be subsidized. While it’s true that most transportation is subsidized, it is worth looking at the extent of those subsidies to judge whether subsidies to some forms of transport should be increased or reduced.

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

Americans spent about $1.3 trillion of their personal incomes on transportation in 2017 (based on the Bureau of Economic Analysis’ National Income and Product Accounts (NIPA) table 2.5.5, lines 53 and 116). On top of this, transportation received about $200 billion in subsidies from federal, state, and local governments (based on subtracting total government expenditures on transport from total government revenues from transport). Continue reading

20. You’re Especially Proud of That?

CHEC’s work had attracted enough attention that the Colorado and Arizona departments of natural resources each hired us to help them understand some of the plans in their states. While I was between reviewing two forest plans in western Colorado, I spent the weekend visiting the Gunnison National Monument and other scenic areas.

While I was driving around, I listened to the radio as underdog Los Angeles Raiders, led by quarterback Jim Plunkett (who Jim Monteith said was his roommate at Stanford), were beating the Washington Redskins in the SuperBowl. The game sounded so interesting that I went back to my motel to watch the last half, which meant I got to see the Apple 1984 commercial. The Macintosh looked interesting, but without a hard drive and a decent printer it wasn’t much use to us.

A year later, Apple began making its LaserWriter printer, the first affordable laser printer. As soon as I saw it and the range of fonts Apple was offering, I thought “calligraphy.” When in high school, I had met Reed College art professor Lloyd Reynolds, one of the most famous calligraphers in the world, and took a class in calligraphy taught by one of his students. I didn’t know it, but Steve Jobs had also learned calligraphy from Reynolds, and the experience had helped inspire his work on the Macintosh and LaserWriter. Continue reading

And the Winner Is . . .

Asking what American city has the best transit is like asking which one has the best lutefisk. It may sound like an interesting question, but unless you are in the one urban area where it really matters (New York in the case of transit, Minneapolis-St. Paul in the case of lutefisk), or are a real die-hard fan, the answer is pretty much irrelevant to most Americans.

Nevertheless, WalletHub.com took the time to consider which of the nation’s top 100 cities has the best and worst transit systems. To answer the question, they used 17 different criteria, including such things as airport accessibility, the presence of dedicated bus or rail lines, and fatalities per passenger mile.

They concluded that Seattle has the best transit system, with a score of 77.97 out of a possible 100, followed closely by Boston, which scored 77.84. New York, which scored a measly 68.87, was only the seventh-best. The worst was Indianapolis, with only 21.13 points, slightly bettered by Tampa and St. Petersburg, which each scored about 24 points. Continue reading

Moving into Your Socialist Home

“Housing is a human right,” asserts Oregon’s U.S. Representative Earl Blumenauer in a paper titled Locked Out: Reversing Federal Housing Failures and Unlocking Opportunity.” That’s debatable, but if Blumenauer really believes it, then why does he support Oregon’s land-use laws that heavily restrict suburban development? After all, that’s the only kind of housing development that is truly affordable.

Click image to download this 28-page report.

Blumenauer was a first-term state representative in 1973, when the legislature passed the state’s land-use law, and he’s been around enough since then to know how urban-growth boundaries have driven up land prices in the cities. Yet his paper completely ignores the role of this law in creating the housing crisis. Continue reading

Congestion Is a Problem, Not a Solution

Phoenix has seen the least increase in congestion of any major urban area in America. According to the data set accompanying the Texas Transportation Institute’s recently released 2019 Urban Mobility Report, the average commuter in Phoenix suffered from 80 hours of delay in 2017, up 26 hours from 1982. That compares with an 82-hour growth in delay per commuter in the San Francisco and Washington urban areas and an average 53-hour increase in delay for the nation’s top 50 urban areas.[*]

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

Phoenix’s relatively small increase in traffic congestion is largely due to the massive increase in freeways in the region. According to an earlier edition of the urban mobility report, Phoenix had 210 lane-miles of freeways in 1982, growing to 2,015 by 2017. Part of this increase was due to an expansion of the urban area, leading to the addition of freeways that already existed but were previously outside the urban area. But the region has little more than doubled in land area since 1982 while the freeway lane-miles increased by nearly ten times. No other region has seen such a large increase in freeway lane-miles. Continue reading

July Transit Ridership Up 1.9 Percent

Transit ridership in July 2019 was 1.9 percent greater than the same month in 2018, according to data released by the Federal Transit Administration last Friday. The increase was partly due to the fact that July had one more work day in 2019 than in 2018.

In addition, the New York City subway had partly recovered from serious delays and other problems experienced in July 2018, which led to a 5.5 percent increase in New York urban area ridership. Subtract New York and ridership in the rest of the country declined by 1.0 percent. The difference between New York and the rest of the country was underscored by modal numbers: July ridership fell for commuter rail, light rail, hybrid rail, and streetcars, but grew for heavy rail and bus.

Ridership grew in exactly half of the top 50 urban areas. However, ridership for January through July 2019 grew over the same months in 2018 in just 15 of the top 50 urban areas. Continue reading

19. More Research

I once attended a conference in Washington state and met some employees of the Washington Department of Natural Resources. Most western states owned and managed forests, but Washington owned more timber, and made far more money selling that timber, than any other state.

Knowing I was interested in old growth, one of the employees asked me, “Have you seen our giant western red-cedar on the Olympic Peninsula? It’s the largest western red-cedar in the world.” I told him I hadn’t seen it.

“It was part of a timber sale, but the company that bought the sale measured it and realized it was a world-record tree, so they left it standing. Another tree nearby was the world’s second-largest western red-cedar, but they cut it down.” Continue reading