The Antiplanner » Home Page

Densities Do Not Ride Transit

By | | Transportation
35 Comments

A few weeks ago, a San Diego news outlet breathlessly reported that, “When more people live near a trolley station, more people use the trolley.” A careful look at the numbers shows, however, that the reason why more people in some areas use the trolley (San Diego’s light rail) is because there are more people, not because people in dense areas are more likely to ride transit.

The article reported “a strong correlation between daily activity at trolley stations and the number of people who live within a half mile of each station.” This was important, the writer noted, because when San Diego has proposed transit-oriented developments (TODs), “people who live in the area affected aren’t usually thrilled about the prospect of increased density, and the parking and traffic concerns that come with it. Often, those residents are wary of the idea that density spurs ridership,” notes the article. “But the data mostly proves developers and city planners right.”

Actually, it doesn’t. While the correlation between density and transit was moderately strong (correl=0.40), it was also not very steep. The slope of the line representing the relationship between density and ridership was 0.55, which means doubling the density results in 55 percent more riders. If density led people to ride more, doubling the density should result in more than double the number of riders. Since that doesn’t happen, the increased number of people are probably traveling by car a lot, which means local residents were right to be wary about TOD proposals.

Continue reading →

Is the EPA Confiscating SUVs?

By | | Transportation
7 Comments

Recently, the Antiplanner suggested that electronics the Obama administration wants to mandate in all new cars would allow government bureaucrats to turn off your car if they thought you were driving too much. Even I wondered if that was a bit over the top, but last week, Fox News broadcast a disturbing report that the Environmental Protection Agency had confiscated people’s sport-utility vehicles for polluting the air.

If this report is true, it certainly would help make my case that we should be wary of government-mandated electronic controls in our cars. However, it turns out there a few minor errors in the Fox report: First, it wasn’t the EPA. Second, the car wasn’t confiscated because it polluted (or, at least, not just because it polluted). Third, it didn’t even happen in South Carolina.

Continue reading →

Back in the Air Again

By | | Housekeeping, News commentary, Regional planning, Transportation
3 Comments

The Antiplanner is in the Twin Cities this week giving presentations on land-use and transportation issues in that region. Here are the sessions, most of which are open to the public:

  • “Thrive Planning vs. the American Dream,” sponsored by the SW Metro Tea Party, Chanhassen Recreation Center, 2310 Coulter Blvd., Chanhassen, 7:00-8:30 pm, Monday, August 4
  • “Rebalancing Transportation Planning,” sponsored by Expose the Truth, Dayton’s Bluff Recreation Center, 800 Conway St., St. Paul, 5:00-8:00 pm, Tuesday, August 5
  • “Transportation and Your Business,” sponsored by the MetroNorth Chamber of Commerce (must pre-register), Harvest Grill, 12800 Bunker Prairie Road, Coon Rapids, 11:15 am to 1:15 pm, Wednesday, August 6
  • “The Folly of High-Speed Rail,” Goodhue County Fairgrounds, 8:00 pm, Friday, August 8

Some patients’ testicles will be atrophic. 3.Patients with acute mumps viagra online purchase orchitis have pain in their testicles. When Henrik Vanger asks Mikael Blomkvist not to divulge what he knows, he says – Congratulations; you’ve managed to corrupt me. cialis 10 mg However, there are some specific guidelines (e.g. – prohibited for those suffering from heart problems, etc.) which must be strictly followed to achieve 100% success. viagra sample india Popularly say, unhealthy lifestyle cheapest viagra prices http://robertrobb.com/category/uncategorized/ is the enemy of Improvement: Instructional Leadership To Support Standards-Based Practice.

By coincidence, the Antiplanner’s faithful ally, Wendell Cox, will also be speaking in Minneapolis about the Thrive plan at 7:30 am, Wednesday, August 6 at the Doubletree Hotel Park Place, 1500 Park Place Blvd., pre-registration will save money if done by noon, August 5.

If you are in the Twin Cities area this week, I hope to see you at one of these events.

The Dead Billionaire’s Club That Runs the Environmental Movement

By | | News commentary
10 Comments

A new report from the minority staff of the Senate Committee on Environment and Public Works shows just how a handful of left-leaning foundations have taken control of the once-grassroots environmental movement. These foundations both shape the environmental agenda and help put people in power in the Environmental Protection Agency and other bureaucracies.


Click image to download the 2.3-MB report.

The report uses the unfortunate term “Billionaire’s Club” to describe the funders who give groups like the Environmental Defense Fund, Natural Resources Defense Council, and Sierra Club Foundation millions of dollars a year. In fact, in most cases it would be more accurate to describe it as the “Dead Billionaire’s Club,” as most of the money comes from foundations set up by wealthy people who were often fairly conservative, but their foundations are now run by their liberal children and/or left-wing staffs.

Continue reading →

Streetcar Skeptics

By | | Transportation
15 Comments

The Antiplanner and Matt Yglesias don’t agree on a lot, but we agree that streetcars are a stupid idea. He points out that the Washington DC streetcar now under construction “will make mass transit slower and less convenient” and that it is not only slow, but it “slows the buses down.”

Similarly, Seattle transit advocate Bruce Nourish calls streetcars “a momentary lapse of reason.” Both Yglesias and Nourish dislike streetcars partly because they fear they divert resources from their goal of building rail transit lines that have exclusive rights of way, like Seattle’s $626 million per mile University Link light-rail line or Northern Virginia’s $3,900 per inch Silver Line.

On the other hand, Robert Steuteville, who believes in “better cities and towns” (meaning, presumably, ones with fewer automobiles) argues that streetcars are good even though they are slow and expensive. Why? Because they “can result in billions of dollars in economic development.” His evidence for this is, of course, Portland, which (he fails to mention) spent nearly a billion dollars subsidizing the development along most of its streetcar line–and got virtually no economic development on the part of the line where it didn’t offer developers any subsidies.

Continue reading →

No Streetcar for San Antonio

By | | Transportation, Urban areas
25 Comments

After being in office just one week, San Antonio’s new mayor, Ivy Taylor, proposed Monday that the city withdraw the $32 million it had promised to build a new $280 million, 5.9-mile streetcar line. Moreover, she persuaded Bexar County Judge Nelson Wolff, the region’s leading streetcar proponent, to join her in declaring the streetcar plan dead. Wolff has previously said that he is too busy waging a re-election campaign against a streetcar opponent to campaign in favor of the streetcar plan.


A planner’s fantasy of what a streetcar would look like near the Alamo in San Antonio.

The announcements come amid controversy over an initiative petition submitted by streetcar opponents asking that voters be allowed to approve or reject the plan in November. The city has tentatively rejected most of the signatures, saying they were improperly collected. The petitioners have a legal opinion saying the city is reading the law incorrectly. The new mayor may be hoping that, in announcing the plan is dead, the demand for a vote will go away. If the city rejects the petitions now and opponents go to court, the measure may have to go to voters in a later election.

Continue reading →

Obsolete Rail Line Opens in Virginia

By | | Transportation
37 Comments

To great fanfare, the DC Silver Line opened from Tysons Center to East Falls Church, Virginia. Although the news reports mentioned the cost–nearly $47,000 per foot or more than $3,900 per inch–a lot of other things were left unsaid.


The Silver Line will displace trains on the Orange and Blue lines, which are already being used at capacity. Click for a larger view.

Facts such as:

  • The transit agency that will operate it, WMATA, wanted an affordable bus-rapid transit line;
  • The cost doubled after the decision was made to build it;
  • Silver Line trains will displace Orange and Blue line trains that are now running full;
  • WMATA can’t afford to maintain the system it has, much less one that is even bigger;

Inflammation is also thought to play a role in heart disease, so it may be a common factor on line viagra http://www.midwayfire.com/career-reserve-firefighter-information/ in chronic disease. Safe for males with ED issues: – Although sample viagra, proficient erection aiding drug is safe and effective on impotent men. But, pfizer viagra generic midwayfire.com Sildenafil citrate is the best remedy for the issue. One pill that is healthy for you and effective all at the check this link price sildenafil same time.

Continue reading →

Because Exclusive Bus Lanes Aren’t Expensive Enough

By | | Transportation
54 Comments

Los Angeles transit officials are eagerly contemplating the opportunity to spend money converting the Orange bus-rapid transit line into a light-rail line. To promote this idea, they are letting people know that light rail will be faster, more comfortable, and operate more frequently (so riders will be less likely to have to stand) than buses.


These lanes are exclusively dedicated to buses, but transit agency officials say they need to replace them with light rail because there is no room to run more than one bus every eight minutes.

Of course, all of these things are wrong. The current bus line averages 26 mph, about 4 mph faster than the average light-rail line. Buses can be just as comfortable as light rail, and when vehicles are full, a higher percentage of bus riders get to sit down (about two-thirds as opposed to less than half). As for frequencies, the current schedule of the Orange line calls for one bus every eight minutes at rush hour. Since the road is closed to all other traffic, somehow I think they could squeeze a few more in if they wanted to.

Continue reading →

Transit and Congestion

By | | Follow up, Transportation
65 Comments

The Antiplanner was apparently exposed to a bad cold when traveling last week and didn’t feel up to writing a timely post for this morning. (Would I have avoided this if I had a driverless car to take me to San Francisco instead flying?)

However, someone emailed me in response to yesterday’s post asking if I was guilty of hyperbole when I said that, outside of New York, transit doesn’t “carry enough people to relieve much congestion.” So I prepared the above chart showing transit’s share of total travel (not just commuting) by urbanized areas. Only urbanized areas in which transit carries more than 2 percent of travel are shown.

Continue reading →

Who Needs Transit, Anyway?

By | | Transportation
44 Comments

Rail advocates often call the Antiplanner “anti-transit,” probably because it is easier to call people names than to answer rational arguments. I’ve always responded that I’m just against wasteful transit. But looking at the finances and ridership of transit systems around the country, it’s hard not to conclude that all government transit is wasteful transit.

Nationally, after adjusting for inflation, the APTA transit fact book shows that annual taxpayer subsidies to transit operations have grown from $1.6 billion in 1970 to $24.0 billion in 2012, yet per capita ridership among America’s urban residents has declined from 49 to 44 trips per year. A lot of that money ends up going to unionized transit workers, but the scary thing is that these workers have some of the best pension and health care plans in the world that are mostly unfunded–which means that transit subsidies will have to increase in the future even if no one rides it at all.

Capital and maintenance subsidies are nearly as great as operating subsidies, largely due to the industry’s fascination with costly rail transit. In 2012, while taxpayers spent $24 billion subsidizing transit operations, they also spent nearly $10 billion on maintenance, and more than $7 billion on capital improvements. In 2012, 25 percent of operating subsidies went to rail transit, but 56 percent of maintenance and 90 percent of capital improvements were spent on rails.

Continue reading →