Search Results for: kansas city streetcar

Old Technologies for New Starts

By | | Policy brief, Transportation
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As part of the president’s proposed 2023 budget, the Federal Transit Administration plans to give out an unprecedented $4.45 billion on new transit capital projects, sometimes called New Starts and Small Starts. For comparison, in 2022 it gave away less than $2.5 billion. The difference, of course, is due to passage of the infrastructure law, which massively increased federal subsidies to transit.

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This increase in spending and the projects that the FTA proposes to fund demonstrate that neither the transit industry nor the legislators funding it are responding to changes resulting from the recent pandemic. Transit was already declining before the pandemic, and the pandemic led to a much larger decline, much of which is likely to be permanent. Transit’s response to the decentralization of downtowns and cities should be to rely on smaller vehicles. Yet the New Starts proposals all presume that downtown job numbers and transit ridership will rapidly grow and thus more spending and larger vehicles are needed to accommodate that growth. Continue reading →

How Cato Sold Out California Property Owners

By | | Housing, Policy brief
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In September, 2021, California Governor Gavin Newsom signed a bill abolishing single-family zoning. This bill was a victory for the Yes in Other People’s Back Yards (YIOPBY) movement, as well as for urban planners who sought to densify California urban areas, which are already the densest in the nation.

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It was also a victory for the Cato Institute, which was proud of the fact that it was working hand-in-hand with left-wing groups that sought to force Californians to live in ways in which they didn’t want to live. Cato’s work was led by Michael Tanner, whose previous experience with housing issues was nearly nil. In supporting this movement, Cato and Tanner ignored everything I had written in two books and seven policy papers for Cato over the previous fourteen years. Continue reading →

August Transit <50% of Pre-Pandemic Levels

By | | Transportation, Useful Data
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Transit’s recovery falters as ridership in August was just 49.97 percent of August, 2019 numbers, according to data released yesterday by the Federal Transit Administration. This is only slightly above July’s 49.13 percent of July 2019.

I’ll post Amtrak and driving data when they become available.

August data are not yet available for Amtrak or driving, but both were well above transit levels in July. August flying fell slightly from July, probably because of worries about a new wave of COVID and associated health mandates. These factors may have also depressed transit ridership for the month. Continue reading →

Applying Value Engineering to Transit Projects

By | | Policy brief, Transportation
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In 1997, Tidewater Regional Transit—which served Norfolk and Virginia Beach, Virginia—proposed to build an 18-mile light-rail line between the two cities. Virginia Beach voters, however, rejected the plan. So, in 2000, the transit agency (which since 1999 had been known as Hampton Roads Transit) decided to build 7.4 miles from downtown Norfolk to the Norfolk-Virginia Beach city limit. In 2003, the project was estimated to cost less than $200 million and attract 10,500 riders a day.

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Few places were less suited to rail transit, which is mainly designed to bring lots of commuters into job-rich downtowns. Although the Hampton Roads area has nearly 1.5 million people, it doesn’t have any large job-filled downtowns. According to Wendell Cox’s analysis of central business districts, downtown Norfolk had fewer than 25,000 jobs in the mid- to late-2000s, and fewer than 800 of them took transit to work. Continue reading →

Transit: Browner Than Ever

By | | Policy brief, Transportation
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With ridership stuck at around 37 percent of 2019 levels, transit advocates have stopped claiming that transit is energy-efficient and climate-friendly. Even in 2019, transit wasn’t particularly green, but the fall-off in ridership associated with the pandemic has completely destroyed any claim that transit agencies may have that they save energy by providing an alternative to the automobile.

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In 2019, the transit industry as a whole used more energy per passenger-mile than the average light truck and emitted about the same amount of greenhouse gases per passenger mile as the average car. In October 2020, based on agencies for which data are available, transit used about twice as much energy per passenger mile as the average light truck and emitted twice as much carbon dioxide per passenger mile as the average car. Continue reading →

What Infrastructure Crisis?
Bridges & Roads Are In Great Shape

By | | Policy brief
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America’s bridges and highways are in very good to excellent condition, according to data recently released by the Federal Highway Administration (FHwA). Moreover, to the extent that their condition is changing over time, it tends to be improving as highway agencies replace outdated infrastructure and conduct regular maintenance on existing infrastructure.

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These conclusions are completely contrary to the story told by interest groups such as the American Society of Civil Engineers, whose latest infrastructure report card gave highways a “D” grade and bridges a “C+.” These groups want Congress to pass a giant infrastructure bill, spending money the nation doesn’t have building infrastructure the nation doesn’t need, all to the benefit of engineers and other groups supporting such a bill. Continue reading →

Transit’s 93-Year-Old Technology

By | | Policy brief
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In an era when transit industry buzz is all about light rail, streetcars, bus-rapid transit, and similar exotic (and expensive) services, it is often forgotten that the workhorse of the industry is the conventional bus (which Federal Transit Administration jargon calls the motor bus). Plodding along at average speeds of about 12 miles per hour, stopping as often as six times every mile, conventional bus services carry more daily riders than any other kind of transit and almost as many as all other modes combined. They aren’t sexy, yet close examination reveals a lot of problems within the transit industry.

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The first modern bus was developed in 1927 by the Twin Coach company. That in itself is a problem because it one of the newest technologies used by today’s transit agencies: streetcars, heavy rail, and commuter trains are all much older. Light rail is newer only as a slight variation of streetcars. The only technology that is really newer than buses is automated guideway systems such as peoplemovers in Detroit and Miami, but they are almost universally regarded as failures. Continue reading →

Transit’s Diminishing Returns in 2019

By | | Policy brief, Useful Data
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The nation’s transit industry carried 19 million more trips in 2019 than in 2018, representing a 0.2 percent increase in ridership, according to the 2019 National Transit Database that was posted by the Federal Transit Administration last week. To get that increase, transit agencies had to spend 5 percent more on operating costs and increased capital spending by more than 10 percent.

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While even a 0.2 percent increase would have been welcome to a transit industry that had seen declines in each of the previous four years, the reality is that ridership declined in the vast majority of urban areas, and it took a 92-million trip increase in the New York urban area to overcome all of those declines. New York ridership had been depressed in 2018 due to delays caused by work being done on the city’s subway system, so the growth in 2019 was due more to the end of such work rather than any real recovery in transit ridership. Continue reading →

Rapid Bus: Finding the Right Model

By | | Policy brief
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In 2005, Kansas City opened its Main Street bus-rapid transit line, one of the first of its kind in the nation. The buses were “branded’ with distinctive paint jobs and, like light rail, stopped less frequently than regular buses, increasing their average speeds. They also ran four times per hour instead of the twice-per-hour schedules of many local buses.

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Sharing lanes with other traffic, the buses didn’t have a dedicated right of way, didn’t require people to pay before they board, didn’t have priority at traffic signals, and didn’t use other advanced technologies. Despite this, the increased frequencies and speeds generated a 50 percent increase in ridership on the route. Continue reading →

The Transit-Industrial Complex

By | | Policy brief
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Everybody knows that transit saves energy and protects us from climate change. Everybody knows that transit helps the poor. Everybody knows that transit generates economic development. None of these things are true, but many people believe them because public transit is backed up by a powerful lobby.

Wikipedia has an entry on the highway lobby, but no entry on a transit lobby. In fact, the transit lobby is much bigger than the highway lobby even though highways move a hundred times as many passenger miles as transit, not to mention far more freight. The transit lobby is nonetheless bigger for good reason: most federal and state highway funds come from user fees, so the only thing the highway lobby has to do is protect those user fees from being diverted to other uses, whereas less than a quarter of transit costs come from user fees, so the industry has to scramble for every last transit dollar it can get. Continue reading →