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Monthly Archives: May 2021

VMT Recovers to 97.2% of Pre-Pandemic Miles

By | | Transportation, Useful Data
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Miles of driving in March 2021 were 19 percent greater than March 2020 and just 2.8 percent less than March 2019, according to data released late last week by the Federal Highway Administration. This is the first time in more than a year that driving exceeded 93 percent of pre-pandemic levels.

Motor vehicles and highways have proven to be the most resilient form of travel during and after a pandemic.

At 99.7 percent, rural driving was nearly at 2019 levels. Urban driving lagged at 96.0 percent, but was still well ahead of urban transit. Continue reading →

Honolulu Rail Disaster Gets More Disastrous

By | | Transportation
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When we last looked at the Honolulu rail project, less than a month ago, the projected cost had risen from $5 billion (when the city decided to build it) to $11.3 billion and the date it was expected to open had been delayed by more than 11 years. It’s gotten even worse since then.

Wheels that are too narrow will slip off tracks at joints like these, known as “frogs.” Photo by Meggar.

The latest problem is that the railcar wheels are too narrow for the tracks. To negotiate “frogs,” the places on switches where tracks cross, the wheels need to be a half-inch wider. Continue reading →

Amtrak Acela vs. Maglev

By | | Transportation
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Amtrak’s CEO, William Flynn, agrees with the Antiplanner on at least one thing: the proposed Baltimore-Washington maglev is a bad idea. The maglev, he told a Congressional subcommittee last week, “would only serve a small number of affluent travelers.”

Of course, that’s the pot calling the kettle black. Flynn probably thinks 0.1 percent of passenger travel (which is what Amtrak carries) is a large number, but it’s not. Amtrak fares in the Northeast Corridor are much higher than bus fares, so Amtrak itself is only serving a small number of affluent travelers.

Flynn also pointed out that the maglev will use a lot more energy than the cars, trains, and buses it would replace. I made the same point in my comments on the maglev, which I submitted last week. Based on the amount of greenhouse gases generated by Maryland’s current electric power plants, the maglev would add more than 300,000 metric tons of greenhouse gases into the atmosphere each year. Wayne Rogers, CEO of the maglev project, told the subcommittee that the maglev would divert “up to 16 million car trips,” but the power required to do so would generate far more tons of carbon dioxide than it would save. Continue reading →

Restoring Trust to the Highway Trust Fund

By | | Policy brief, Transportation
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In what some considered to be a backroom deal, the New Jersey Turnpike Authority agreed last month to give more than $500 million a year in toll revenues to New Jersey Transit, up from $164 million a year in the previous five years. The decision was a surprise to the public, as it was made with no preliminary discussion under an agenda item innocuously listed as “State Public Transportation Projects Funding Agreement.”

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

This decision to use highway user fees to prop up a transit agency known for its bad management, including “nepotism, cronyism and incompetence,” further erodes the trust highway users have in the people managing state and local transportation resources. This trust is important partly because roads are mostly funded by a variety of excise taxes that don’t automatically adjust for inflation. Increasing the taxes is more politically difficult if users don’t believe that the funds will go for the facilities they thought they were paying for. Continue reading →

Bringing the FRA into the Fantasy World

By | | Transportation
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“As in many other arenas, California has taken the lead nationally to advance high-speed rail, starting an economically transformative project in the Central Valley and assuming the challenges that come with that leadership.” That sounds like something someone might have made in 2009 when excitement was building over California’s plan to build a high-speed rail line from Los Angeles to San Francisco. There’s no way anyone would talk like that today given what we know about 100 percent cost overruns, more than a decade of delays, and the inability of California to raise the money to finish more than a fraction of the project.

Yet that statement was made just three months ago by Amit Bose, who President Biden has nominated to lead the Federal Railroad Administration and serve as the administration’s cheerleader for high-speed rail and other passenger rail projects.

Bose’s career clearly demonstrates a faith in big-government spending on transportation projects of little value to travelers or shippers. He worked for New Jersey Transit early in his career, and during the Obama administration he worked closely with Secretary of Immobility Ray LaHood, who firmly believed that 8-mile-per-hour streetcars were better than buses despite the buses’ higher speeds, greater capacities, and lower costs. While at DOT, Bose arranged a $2.5 billion federal “loan” to Amtrak to buy new Acela trains despite knowing that Amtrak is unlikely to ever have the funds to repay such a loan (unless they come from other federal grants). Continue reading →

March 2021 Transit Ridership Down 59%

By | | Transportation, Useful Data
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Public transit carried 33 percent fewer riders in March 2021 than in March 2020 and 59 percent fewer than in March 2019, according to data published yesterday by the Federal Transit Administration. Since the pandemic started having an effect on transit in March 2020, we have to go back to 2019 to compare with pre-pandemic levels.

All forms of transport are recovering but some have recovered more than others. March driving data are approximate; actual numbers should be released in a week or so.

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Who Lives in Rural Areas?

By | | News commentary
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One of the provisions of President Biden’s American Jobs Plan is to spend $100 billion bringing broadband internet services to “more than 30 million Americans” who live in rural “areas where there is no broadband infrastructure that provides minimally acceptable speeds.” That’s $3,333 per person or about $8,800 per household.

Rural home in desperate need of high-speed internet.

Who are these people who deserve such a big subsidy? Well, I’m one of them. Here in rural central Oregon, we have DSL speeds that are barely faster than dial-up. The alternative is satellite, which is pretty fast but I don’t like the idea of paying by the gigabyte. That’s just me; some of my neighbors have it and it works pretty well for them. Satellite is available everywhere, so it’s not like any rural Americans are physically deprived from broadband. Continue reading →

The Columbia River Crossing Rises Again

By | | Transportation
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After being declared dead seven years ago, the proposal to replace the bridge over the Columbia River between Portland and Vancouver has been revived. Proponents of a new bridge have a web site that must be designed for Generation Z, as I find it pretty incomprehensible.

The original Pacific Highway bridge, now known as the Interstate Bridge, had two lanes of traffic including room for trolley cars.

Part of the existing structure opened as a two-lane bridge in 1917, and its capacity was doubled by building a duplicate bridge in 1958. Later the bridges were re-striped for three lanes to match the Interstate 5 freeway lanes north and south of the river. Continue reading →

Making Massachusetts Housing Affordable

By | | Housing, Policy brief
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by Joshua Rosen and Randal O’Toole

Massachusetts covers 7,800 square miles of land, yet thanks to a variety of land-use rules 92 percent of its residents are confined to a fifth of that land. Even in the Boston metropolitan area, thousands of acres of open space persist. Satellite imagery reveals huge stretches of open, largely undeveloped lands as close to twenty miles from downtown Boston.

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

Unlike Pacific Coast states that use urban-growth boundaries to keep people in existing urban areas, Massachusetts’ land-use patterns result from a variety of causes, including the abolition of county governments, several programs that aggressively acquire land for conservation, and large-lot zoning by the towns that control much of the land in the state. These policies and programs combine together to reduce the affordability in Boston and other Massachusetts cities. Continue reading →