Making Cities Safe for Pedestrians & Cyclists

In 2008, wildfires in Butte County, California led to the evacuation of 9,000 people from the town of Paradise. Fortunately, firefighters saved the town from any damage, but severe delays during the evacuation led a grand jury to warn that Butte County needed to upgrade evacuation routes, which then consisted of three two-lane roads and a four-lane road.

Click image to download a 5-page PDF of this policy brief.

Instead, prompted by a state grant, officials put the four-lane road on a “road diet,” reducing it to two lanes of travel. Obstacles known as “traffic calming measures” were installed throughout the town, including bump-out’s, center medians, and extended sidewalks. Continue reading

A Little Victory

According to both the 2009 and 2017 National Household Travel Survey, automobiles in the United States carry an average of 1.67 people (see page 58). Yet for table VM-1 of the Federal Highway Administration’s Highway Statistics annual reports, the Obama administration arbitrarily reduced this number to 1.38.

When this first appeared in the 2009 Highway Statistics report, I contacted the Federal Highway Administration to find out why they made the change. I was told that the lower number was based on then-latest 2009 National Household Travel Survey. When I pointed out that the survey found 1.67 people per vehicle, they said this number was “miles-weighted,” and if it were weighted by trips, it would be lower. When I expressed doubts that the difference would be that great, the person who I was communicating with insisted that he had a spreadsheet proving that the lower number was correct. When I asked him for a copy of that spreadsheet, he refused to give it to me, saying it was proprietary.

Since I used this number to calculate passenger miles, the mile-weighted method made more sense anyway. This meant that, whenever I wanted to quote passenger miles data, I would have to recalculate the numbers instead of relying on table VM-1, and then provide a justification for my recalculation. Continue reading

25. The Collapse of the Federal Timber Program

Exaggerated yield tables. Misclassification of unsuitable timber lands. Below-cost sales. Overestimated timber prices. Fallacious FORPLAN models. Perverse incentives. Conflicts between timber and other resources, especially those dependent on old growth. All of these issues indicated that the Forest Service was selling far more timber than it could sustain.

Associates such as Cameron La Follette and Andy Stahl were focusing on the old-growth question, while Tom Barlow had identified the below-cost sales problem. Since Barlow left NRDC, however, I had been leading the charge on all of these issues other than old growth, and in fact on most of them I was the sole person in the environmental movement doing the research showing that the Forest Service was off course.

The Forest Service was clearly very different than it had been some forty years before. While clearcutting was the dominant timber prescription in the 1980s, in the late 1940s the Forest Service bragged that it almost exclusively practiced selection cutting. The Forest Service had a large photo file for media purposes with photographs going back many decades — a few taken by the agency’s founder, Gifford Pinchot, himself — and some of them compared “bad forest practices” on private land, namely clearcutting, with “good forest practices” on national forests, namely selection cutting. Continue reading

The Case for Single-Family Neighborhoods

Housing prices continue to rise and in many places they now exceed prices at the peak of the 2006 housing bubble. Incomes in many regions have failed to rise to match those prices, with the result that housing is unaffordable—that is, median home prices are at least four times median family incomes—in California, Colorado, Hawaii, Nevada, Oregon, and Washington, as well as the Boston, Miami, and New York urban areas.

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

Prices are high in these areas because of urban-growth boundaries or other restrictions on development of rural areas at the urban fringes of these states and regions. Collectively known as growth management, such restrictions increase the price of developable land, allow cities to impose development restrictions without fear that developers will go outside the cities, and increase labor costs as home construction workers fight to find affordable housing along with everyone else. Continue reading

August Ridership Drops in 40 of Top 50 Regions

August 2019 transit ridership in the New York urban area grew a massive 5.1 percent above the same month in 2018, according to National Transit data released last Thursday by the Federal Transit Administration. That was enough to push nationwide transit ridership up, but only by 0.3 percent. Not counting New York, transit ridership fell by 3.2 percent.

August ridership fell in Phoenix by 16.2 percent, which may have been due to the weather: temperatures rose about 105 degrees for 21 days in August 2019, vs. just nine days in August 2018. Ridership also fell by 16.6 percent in Louisville, 14.1 percent in New Orleans, and 11.2 percent in Virginia Beach-Norfolk.

While these were the extremes, few major urban areas were exempt from the decline. Ridership dropped in Seattle (-2.6%) and Houston (-1.1%), both regions that had been once claimed to be exempt from the malaise that is affecting the nation’s transit industry. Ridership grew in only 10 of the nation’s 50 largest urban areas, and one of those — Dallas-Ft. Worth — is suspect as nearly all of the growth is in Dallas buses, which installed a new way of counting riders last fall that reports much higher numbers than before. Continue reading

24. Below-Cost Timber Sales

Tom Barlow, who coined the term “below-cost timber sales,” left the Natural Resources Defense Council in 1982 to move to Kentucky where he, improbably, managed to get himself elected to Congress for one term. Soon after that, his associate Gloria Helfand, who gathered most of the data for NRDC’s forest-by-forest analysis of timber profitability, ran off to Berkeley to get her Ph.D. in economics and now teaches at the University of Michigan.

That left the Wilderness Society, which had a couple of economists, and me to do the heavy lifting on money-losing timber sales. While NRDC was the first to look at timber profitability on a forest-by-forest basis, I was the first to look at it on a timber sale-by-timber sale basis in my analysis of 10,000 Forest Service timber sales sold in 1983.

In addition to reporting on the issue in Forest Planning/Watch magazine, I wrote many reports on timber sale economics. In 1980, Subsidizing the Timber Industry described how the Forest Service lost money on timber sales. The Citizens’ Guide to Forestry and Economics in 1986 looked at the overall picture of the inefficiencies of national forest management. In 1991, Growing Timber Deficits performed a detailed analysis of the Forest Service’s 1990 timber sale program. The Citizens’ Guide to the Forest Service Budget in 1992 went step-by-step through the timber sale process to show how the Forest Service increased its budget by losing money on timber. Continue reading

Home Prices Rise Higher in Restricted Areas

For the first time since the financial crash, the median U.S. home price crept up above three times median family incomes in 2018, according to the 2018 American Community Survey (ACS). Places with price-to-income ratios under 3 are affordable (meaning people can easily pay off a mortgage on a house that is three times their income); price-to-income ratios between 3 and 4 are marginally affordable; price-to-income ratios between 4 and 5 are unaffordable; and price-to-income ratios above 5 are extremely unaffordable.


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

The U.S. price-to-income ratio is barely in the “marginal” class, as it is under 3.007. But it has reached this level because several states continue to allow their anti-sprawl policies to push housing prices up in the unaffordable or extremely unaffordable categories. Rather than fix the problem, planners are attempting to blame expensive housing on single-family homeowners who don’t want to see multifamily housing built in their neighborhoods. Continue reading

23. The End of Forest Planning

By the late 1980s, forest planning was far from complete. As of 1987, eight years after the Forest Service published its final planning rules, more than half the plans were still unfinished. Still, the process was winding down, as reflected by the number of forest plan reviews I did each year. As near as I can tell, I had reviewed some 20 plans in 1985, but only eight each in 1986 and 1987, seven in 1988, and one a year for the next couple of years after that.

After considering appeals and do-overs resulting from those appeals, the planning process was taking a lot longer than originally projected. The plans were also a lot more expensive. Though Chief McGuire had guessed in 1976 that each plan would cost about a million dollars, Northern Arizona University forestry professor Richard Behan estimated that the actual cost was well over $10 million per plan.

One of the plans I reviewed in 1987 was for Ohio’s Wayne National Forest. Since the Wayne and the Hoosier were both only about a hundred thousand acres each, compared to western forests that were typically close to a million acres, both the Indiana and Ohio forests were managed out of the same supervisor’s office in Bedford, Indiana.

Continue reading

2018 Census Data Show Transit in Decline

The Census Bureau released data from the 2018 American Community Survey last week, and the big news is its finding that income inequality has worsened. America’s transit agencies contributed to that problem as they continue to build expensive transit systems into wealthy suburbs while they cut service to low-income neighborhoods.

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

As a result, people who earned less than $25,000 a year were 6 percent less likely to commute to work by transit in 2018 than people in the same income class in 2010, while people who earned $65,000 a year or more were 7 percent more likely to commute by transit. Moreover, the median income of transit commuters rose above the median income of people who commute in single-occupancy automobiles for the first time since the Census Bureau began keeping track of this information in 1960. Continue reading

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