Search Results for: honolulu rail

Another High-Cost, Low-Capacity Transit Line

Panama City is opening a new rail transit line this month, but the Antiplanner’s review of the project found a significant flaw: though it cost as much to build as a heavy-rail line, it’s capacity to carry people is less than a light-rail line. The city says it can move about 15,000 people an hour, which is not very many considering that the city estimates nearly 100,000 people enter the city during a one-hour period on weekday mornings. But the 15,000 is at crush capacity, and I estimate a more realistic number is about half that.

As with the Mumbai monorail, I have to ask: if you are going to the expense of building a heavy-rail line, why are you providing the capacity of a light-rail line or less? One answer is the city expects the low-capacity trains to be full, thus giving the impression that the project is a great success.

I’ve never been to Panama City, and early responses to my review suggest that the bus-rapid transit alternative I propose wouldn’t work on Panama City streets. But I suspect it would cost a lot less to modify a few of the streets to allow more buses that could move a lot more people than the rail line will be able to handle.
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Courts Approve High-Cost, Low-Capacity Transit

The Ninth Circuit Court dismissed objections to the plan for Honolulu’s 20-mile, $5 billion rail line. Though proponents call it a high-capacity rail line, in fact it uses trains whose capacity is actually lower than light-rail–which term really means “low-capacity rail.”

A line with three-car light-rail trains can move about 9,000 people per hour. The maker of the Alstom trains Honolulu wants to run claims they can move 15,000 people per hour, but that’s at crush-capacity. At crowding levels that Americans will accept, the capacity is probably less than 7,000 people per hour.

By comparison, the Antiplanner estimates double-decker buses can move 17,000 people per hour on a city street and more than 100,000 people per hour on a freeway lane. Buses are faster too: Alstom trains in other cities average just 20 mph.
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Sacrificing Safety

The Wall Street Journal points out (search for “Bay Area Shutdown” if this link doesn’t work) that the BART employees who are on strike represent an industry that has seen one of the steepest declines in worker productivity in history. By just about any measure–transit trips per worker, revenues per worker-hour, costs per passenger mile–the transit industry has gone backwards more than a century in both labor and capital efficiency.

The really scary thing, at least if you are a transit rider, is that the result of this strike will be that BART, along with other transit agencies, will sacrifice safety in order to politically accommodate its workers. Many public employees have fat pensions and guaranteed health-care for life, but if paying for these things forces your local planning department to not pass a few new rules or your local library to buy a few less books, no one is going to be particularly damaged.

However, transit agencies–and especially rail transit agencies–can and do cut maintenance budgets in order to keep the money flowing to workers with cushy jobs. This is because of the asymmetry in union-employer negotiations when the employer is a public agency that reports to elected officials who depend on union support to get elected. In the case of transit, this asymmetry is both local and national in scope, as federal law requires that transit agencies keep unions happy in order to be eligible for federal grants.

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LaHood’s Cost-Effectiveness Rule

It was with some trepidation that the Antiplanner finally took the time to carefully read the Department of Transportation’s final rules for major transit capital grants. Long-time readers may recall that the Antiplanner is concerned about the cost-effectiveness of these grants, and urged the Department to strengthen those requirements–without much hope that the Obama administration would pay any attention.

The law requires the Department to take cost-effectiveness into account when it considers applications for funds for streetcars, light rail, and other “New Starts” transit projects. But the Federal Transit Administration had always given this only token consideration until Bush’s second Secretary of Transportation, Mary Peters, put some strict limits on just how expensive projects could be if they were to get any federal funds.

Secretary LaHood chafed at these limits, particularly because they prevented any funds being given for streetcars. So he announced in 2010 that he was going to get rid of the limits. On behalf of the Cato Institute, the Antiplanner commented on LaHood’s proposal to make the change and then commented on the draft rules.

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Streetcars as an Intelligence Test

The Antiplanner spent much of last week in San Antonio releasing a review of the city’s plans for a downtown streetcar. The trip turned out to be a lot more hectic (and with a lot less Internet access) than I expected, which is why I made so few posts last week.

Sometimes I wonder if streetcars are tests of intelligence or gullibility, as they are such bad ideas it is hard to believe that cities are falling all over themselves to fund them. As I point out in my report, 100 years ago, both streetcars and automobiles went at average speeds of about 8 miles per hour. Today, autos routinely cruise at 80 mph (at least in Texas), but San Antonio’s proposed streetcar will still go at just 8 mph.

The Antiplanner’s report for San Antonio is called “The Streetcar Fantasy,” partly because the feasibility study for the San Antonio streetcar is filled with fabrications and imaginary data. For example, page 68 the study discusses how the Boise streetcar was financed and page 69 discusses how the Arlington, Virginia streetcar contributed to economic development–yet neither Boise or Arlington have streetcars.

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A Nation in Decline?

Without a doubt, yesterday’s election was the most important one held in America at least since 2010, and possibly even 2008. Der Spiegel, the German magazine, argues that the election campaign is evidence that the United States is a nation in decline. Certainly the political system is having its problems, but Der Spiegel‘s prescription of going further into debt to build high-speed trains and other European follies is a dubious way to fix those problems.

The real decline is in the Republican Party, which couldn’t manage to capture the White House or the Senate despite high unemployment and other economic problems. Republicans began shooting themselves in their collective feet early in the last decade when they made immigration a big issue, thus earning the enmity of Latinos, the nation’s fastest-growing and second-most important ethnic group.

Unfortunately, our two-party system too often limits voters to a choice between a social & fiscal liberal vs. a social & fiscal conservative (or, worse, a social & fiscal liberal vs. a social conservative & fiscal liberal). A large percentage of potential voters don’t feel comfortable in either party, and the libertarian side of me thinks, or hopes, that many of those “independents” are socially liberal but fiscally conservative.

By focusing on fiscal issues, the tea parties seemed to provide an alternate route, one that set social issues (few of which are really decided at the federal level anyway) aside. But too many Republican candidates made social issues a major part of their campaigns, thus alienating both Democrats and independents. Romney didn’t help by offering an inconsistent message, as often criticizing the president for cutting budgets, such as medicare and defense, as for spending money.

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Private Buses or Public Boondoggles

A team of graphics artists has attempted to map the private buses that carry workers from San Francisco to Silicon Valley, reports the Wall Street Journal. At least six employers–Apple, ebay, Electronic Arts, Facebook, Google, and Yahoo–offer such services, but they are very secretive about where they go and how many people they carry.

Click image for a larger view.

The artists who developed the map estimate that these private buses carry about a third as many people as CalTrains commuter trains between San Francisco and San Jose. CalTrains cost taxpayers more than $110 million a year, but Silicon Valley firms obviously don’t believe they adequately serve their employees, probably because the rails don’t go near their campuses. Google alone has more than 100 buses in its fleet, about as many as serve the entire fixed-route system in the city of Stockton.

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Here and There

Atlanta wisely voted down a transportation tax. Some thought it spent too much on highways; some too much on transit. But wherever the money would be spent, why should transportation be paid for out of taxes when users will (and should) pay for it?

Meanwhile, the race for mayor of Honolulu is heating up with pro-rail groups spending $1 million against former Governor Ben Cayetano, who has vowed to kill the city’s $5 billion rail project. Cayetano nevertheless appears certain to get a plurality of votes in next Tuesday’s election, but probably not enough to avoid a runoff election in November.
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Meanwhile, the Antiplanner has started a new blog dedicated to the Silver Age of passenger trains, which the Antiplanner defines as lasting from 1934, when the first streamliners appeared, to 1971, when Amtrak took over. As a fan of those trains, the Antiplanner has collected hundreds of pieces of rail memorabilia, which I’ve scanned and will post at the rate of at least one per day over the next year or so with only occasional political commentary. Regardless of how you feel about transportation policy, if you love trains, you’ll enjoy this new blog.

Interlude

The Antiplanner came away from a trip to Las Vegas last week with a sense of awe that such a place actually exists and a feeling that Las Vegas is what America will be. At least, the retail portions of America, from WalMart to Krogers to Penneys to Macys, will have to be as exciting as Las Vegas if they are to compete against the Internet. (One retailer who has long understood this is Jungle Jim’s International Farmer’s Market, outside of Cincinnati, but that’s another blog post.)

Unfortunately, I also came away with a bad head cold, so in lieu of a regular post here are some links to some recent PowerPoint shows and other noteworthy articles.

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Unsafe at Any Speed

Three months ago, Washington MetroRail’s Blue and Orange lines shut down when parts fell off the braking gear of one of the railcars, damaging another car. Hundreds of riders had to evacuate and train service was delayed for hours.

The disk brake that fell off the Metro railcar in December.

Metro initially blamed the malfunction on “premature wear,” but another railcar’s brakes fell apart in a similar manner just a month later.

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