Coyote Blog

Richard Conniff in the NYT:

But we need language to remind us that this is our government, and that
we thrive because of the schools and transit systems and 10,000 other
services that exist only because we have joined together. Instead of
denouncing taxes, politicians would do better to appeal to the
patriotic corners of our hearts that warm to phrases like "we the
people." "Taxation" is a throwback to the time when kings picked our
pockets. "Paying my dues," a phrase popularized in the jazz music
world, is language by which we can stand together as Americans.

I am confused as to what the substantial difference is between 1 king picking our pockets and 535 kings picking our pockets.   Just because I get the annual opportunity to cast a meaningless vote between the Coke and Pepsi party does not change my view of government. 

To my mind, this is the #1 incorrect perception people have about the American Revolution.  So many people, like this author, seem to think it was about voting and democracy.  Bleh.  The Revolution was about the relationship between human beings and government.  Voting was merely one tool among many the founders adopted to try to protect man from government.  Unfortunately, this intellectual battle is being lost. 

JFK was the president that first made it clear that those of us who love freedom have been losing this battle.  In his famous quote "ask not what your country can do for you - ask what you can do for your country,"  JFK defined the heads-statists-win-tails-freedom-loses choice that people like Mr. Conniff continue to try to present us with.   These collectivists define our relation to government as either the recipient of unearned loot or milch cow to the whims of the voters.  Neither part of JFK's challenge represents a relation between man and government a freedom-loving person should accept.

More on why voting is not what makes our country great here.

The Anti-Planner has an absolutely fabulous article about a Wisconsin passenger rail proposal, but in fact what the article really is about is how government decisions get made.

According to RTA's latest newsletter,
the KRM would cost about $200 million to start up and would require a
$6.3 million annual operating subsidy. For that it would carry about
1.7 million trips per year, which translates to 6,700 per weekday.

In other words, RTA wants to spend $200 million to take 3,350 people
to and from work each day. The Milwaukee-Racine-Kenosha urbanized areas
have about 750,000 commuters, so RTA's proposal would take less than
half a percent of them to work. But they would all have to pay for it
in the form of some local taxes plus a diversion of a share of federal
and state gasoline taxes to fund the rail line.

By the way, though this post isn't meant to be entirely about rail itself, let's use Coyote's test on this rail proposal.  As a reminder, here is Coyote's test:

Take the total capital charge and compare it to the cost of buying every projected rider at $22,000 Prius.  Then, take the operating subsidy (which is always higher than projected) and see how it compares to the average gas consumption in a year of said Prius's.  If the projected capital charge and subsidy could have bought every rider a car and all the gas they need to drive it, then the rail line is not only an average run-of-the-mill government boondoggle, but a total and complete ripoff.

And, the KRM... FAILS.  And fails miserably.  The $200 million charge would have bought every rider TWO Prius's and still have some money left over, and the operating subsidy, sure to be larger in reality, would buy each rider about 627 gallons of gas a year, which at 30mpg would get them 19,000 miles per year.  But don't worry, KRM, every single new rail system to which I have applied the test has failed (Phoenix, Houston, LA, Albuquerque).

But lets continue:

The planned commuter line would run 14 round trips per day, which
means each train would have about 240 people on board. That's about
five bus loads. So why not just buy five buses for each planned
trainset and move people by bus instead?

The newsletter explains that RTA considered a bus alternative, but
it would attract only a third as many people as the rail line. It would
also cost only an eighth as much to start up, so I always wonder why
don't they just invest three-eighths as much in buses and carry as many
people as the rail line.

But then I noticed that the rail line was projected to have seven
stops between Milwaukee and Kenosha, while the bus line would stop 27
times. As a result, the bus would take almost twice as long as the
train. No wonder it attracted so few people!

The train would average just 38 miles per hour and RTA admits that
it would not go significantly faster than motor vehicles, so there is
no reason why buses could not be run on schedules similar to the train.
So why didn't they consider an alternative in which buses stopped only
seven times?

It turns out they did. The report
from the consultant hired by RTA included a bus-rapid transit
alternative that stopped fewer times than the regular bus alternative.
It included some exclusive busways, so it cost a lot more than the
regular bus alternative, but it would cost only half as much as the
train. Moreover, it was projected to carry as many riders as the train.

Naturally, RTA told the consultant to drop this alternative from further consideration.

The Anti-Planner shoots back what to me looks like a really good proposal:

The consultant had also estimated that the bus-rapid transit
alternative would disrupt traffic more than the trains. But if the
busways (which would move no more than about 5 buses per hour) were
opened to low-occupancy vehicles that pay a toll, they would actually
relieve congestion. Plus, the tolls would pay for most if not all of
the new lanes, and by varying the toll, the lanes would never get
congested so the buses could meet their schedules. This would result in
transportation improvements for both auto drivers and transit riders,
and at a very low cost to taxpayers

It seems that one of those cycles the US always castigates itself about is a perception that the Europeans have a better rail system than we do and that we should somehow emulate their system.  Which is why we still have federal subsidies of a half-assed Amtrak system and high-speed rail proposals are circulated breathlessly from time to time. 

By the way, I have been a consultant to French railroad SNCF and I gaurantee we do not want to emulate the European rail system.  First and foremost, the railroads are huge employment boondoggles.  I remember that the SNCF when I was there had something like 100,000 freight cars but 125,000 freight car maintenance people.  I suggested the railroad could assign one individual full time to his own car and still lay off 20% of the work force. 

The main reason we don't have inter-city passenger rail is a simple one that anyone spending 5 minutes with the numbers can understand -- there are distance break points where air travel is more economic than rail, and most US inter-city transit falls into the larger distance ranges.

Anyway, the anti-planner shares a bit of information that is seldom mentioned in the rail discussion that makes the US rail system look a lot more desireable:

Europe has decided to run its rail system primarily for passengers,
while America's system is run mainly for freight. Europe's rail system
has about 6 percent of the passenger travel market, while autos have
about 78 percent. Meanwhile, 75 percent of European freight goes by
highway. Here in the U.S., highway's share of freight travel is only 29
percent, while the auto's share of passenger travel is about 82
percent. So trains get 4 percent of potential auto users in Europe out
of their cars, but leave almost three times as much freight on the
highway.

In fact, the freight rail system is so efficient that to some extent we've obviated the need for the Panama Canal.  Many Asian container ships bound for Europe actually make port in Seattle or Vancouver, offload their containers onto trains which shoot across the country to New York or another eastern port where they are reloaded on ships for the trip to Europe.

By the way, in the same article, don't miss the hilarious proposal in Minnesota to spend taxpayer money for a high speed rail line from the Twin Cities to ... Duluth.  Yeah, that's the ticket.  New York to Boston barely makes it financially, but St. Paul to Duluth is going to be a winner.

We don't need more highway funds because right now, as estimated by the Anti-Planner, about 40% of Federal highway funds go to non-highway projects.   In particular:

Over the past fifteen years alone, America has spent well over $100
billion on rail transit construction projects but has little to show
for it. As mobility advocate John Semmens pointed out a few days ago in
a recent Washington Times op ed, transit's share of urban travel has actually declined since 1995.

Wow, money well spent, huh?  I have written many times on commuter rail follies in Phoenix and other western cities that are utterly unsuited to rail transit.  The most recent news here in Phoenix is that design flaws are appearing, even before the first train is run.

Tom Kirkendall observes that this could have been written about Houston light rail.  I would add that it also could have easily been written about Phoenix light rail, which I have criticized here and here and here.  And heavy rail? Don't get me started.

Beyond these impressions, Tom Rubin observes that VTA has "the worst
operating statistics fo any American transit operator." The reason for
this, he says, is that San Jose "” being built mostly after World War II
"” is one of the most spread-out urban areas in the country. Not only
are people spread out, but jobs are spread out, with no job
concentrations anywhere.

This makes large buses particularly unsuitable for transit because
there is no place where large numbers of people want to go. So what was
VTA's solution when its bus numbers were low relative to other transit
agencies? Build light rail "” in other words, use an expensive
technology that requires even more job concentrations.

Now it has one of the, if not the, poorest-patronized light-rail
systems in America. So what is its solution? Build heavy rail, a
technology that requires even more job concentrations.

This is an interesting factoid from another Anti-Planner post:

The amazing thing to the Antiplanner is that anyone would take this
proposal seriously. The average urban freeway lane costs about $10
million per mile. The average light-rail line costs about $50 million
per mile and carries only a fifth as many people. Seattle's proposed
lines were going to cost $250 million per mile, making then 125 times
more expensive at moving people than a freeway lane.

Portland is the poster child for light rail "success," but this is an interesting definition of success:

"Many (Portlanders) use their public transportation system," says
Weyrich. In fact, 9.8 percent of Portland-area commuters took transit
to work before the region build light rail. Today it is just 7.6
percent. In a story repeated in numerous cities that have built rail
lines, rail cost overruns forced the city to raise bus fares and reduce
bus service. That's a success?

A lot more money for fewer total transit riders.  This is absolutely predictable.  Light rail creates huge investment along one single route.  The assets created are totally inflexible -- unlike buses, they can only run one single route.  For most western cities with low density and literally hundreds of different commuting routes this way and that, light rail is silly.  Here are a couple of analysis I did for Albuquerque, LA and Phoenix.  Here is more about Portland.

Growing up in Houston, one of the odder parts of the city, even for a local, is the underground tunnel system downtown.  The system was built, I presume, because you can't even cross the street in the summer time in 100 degree / 100% humidity weather without sweating through your suit coat.  The tunnel system has become quite extensive, such that you can navigate for miles without ever seeing the light of day.  Casual observers often comment on the lack of pedestrian traffic in downtown Houston, but that is perhaps because they never looked under ground.  Over time, underground shopping malls and restaurants and food courts appeared along the tunnels, bringing even more people under ground.

The tunnels are especially difficult to navigate, because there are no visual clues (e.g. we are heading to that building over there) and no signs.  We used to joke people had been lost down there for decades.

Well, the secret is apparently out, as the NY Times has discovered the Houston tunnels.

Seared by triple-digit heat and drenched by tropical storms, midday
downtown Houston appears eerily deserted, the nation's fourth-largest
city passing for a ghost town.

On the street, that is.

But
below, there are tunnels at the end of the light "” nearly seven
color-coded miles of them connecting 77 buildings "” aswarm with
Houstonians lunching, shopping and power-walking in dry, air-chilled
comfort....

"Nothing says north, south, east or west. You have to memorize the
buildings," said David Gerst, a lawyer who opened a lucrative sandwich
shop "” BeWitched "” off the East McKinney (green) tunnel network under
Commerce Towers, the former Chamber of Commerce building converted to
condominiums. For access to the 3,000 people who stream by his shop
each lunchtime in what tunnel merchants call the holy hours, Mr. Gerst
pays $2,500 a month rent for 800 square feet, more than what surface
lunch space may command.

This is the best part:

It was not centrally planned; it just grew, inspired by Rockefeller
Center in New York. But it is not connected to a transit network. And,
befitting Texans' distrust of government, most of it is private; each
segment is controlled by the individual building owner who deigns to
allow the public access during business hours "” and then locks the
doors on nights and weekends. Some parts, like those belonging to the
former Enron buildings now leased by Chevron, are closed to outsiders
altogether.

TJIC has a nice post on the arrogant paternalism inherent in urban planning.

The Party is making decisions about how we should live, and then, eventually, telling us about them.

The aim is to have 80 percent of new housing and new jobs in cities
and larger municipal centers such as Framingham, Peabody, Norwood, and
Marlborough. That would enable more people to walk or use mass transit
and thereby reduce traffic and pollution, according to the plan.

So, of the million possible variables, the ones they've chosen to
optimize are the minimization of the average distance one has to drive
to get to work.

Things they have implicitly then de-prioritized:

• open space per family
• privacy per family
• floor space per family
• minimal overall commute time per individual
• noise abatement
• etc.

I liked this bit:

The problem is, the statists don't really care about green space per
se. They care about government owned (or at least government
controlled) green space. Which is better? 20 acres of land lumped into
a government owned wetland sanctuary that no one ever visits, or 20
houses, each on 1 acre lots, covered with gardens, yards, trees, and
tree-houses? The government employee doesn't get to meddle in the
individual lots, so he's always going to say that the government owned
patch is better.

Thanks to Tom Kirkendall for the link to my light rail post.  For quite a while, he has been "railing" against Houston's light rail proposals (where I was born and raised).  By the way, he is right that Phoenix is even less amenable to a rail-based system than Houston.  Houston has low population density and its downtown area is small compared to metro-friendly cities like New York, making rail an iffy proposition.  But Phoenix is even less dense and its downtown is tiny compared even to Houston.

A previous post of Tom's also gives me data to feel even more confident about my proposed bet, which was this:

If we take the entire cost of the system's construction, plus its
annual operating losses/subsides, I will bet that we could have bought
every regular rider of the rail system a nice car instead and gas for
life cheaper than the cost of the rail system.

Obviously we don't have Phoenix numbers yet, but he links an LA Times story with Los Angeles numbers:

Three light-rail lines have been added to L.A. county's transit system
in the last 20 years. Together, these cost $2.5 billion in capital
costs, they serve about 125,000 passengers per day and account for a
fiscal loss of approximately $252 million per year -- if one
acknowledges that capital costs are real, something that transit
operators and boosters often neglect.

Note that LA's system is actually a more desirable system from a rider standpoint than the one in Phoenix, since in some areas the trains avoid traffic lights, making them closer to heavy rail, and thus have a faster speed.  So lets run my bet against LA's numbers.  We don't really know what the core ridership numbers are.  Certainly its less than the 125,000.  And we don't know if an out in the morning and back at night commute counts in these numbers as one passenger or two (From here, it looks like 125,000 passengers making 2 trips each).

If the core ridership number is 125,000, the highest possible choice, then the total capital cost of the system per rider is $20,000 per rider.  This means I was right, that we could have instead bought ever rider a car for the same money.  Since the real ridership is probably less than that number, this means we could have bought ever rider a car and had money left over.  Concerned about the environment?  Then make every car a Prius, which the money would just about cover even without the volume purchasing discount they would likely get.

But what about gas?  Well, they say they have a $252 million per year operating loss.  This subsidy, which is above and beyond ticket sales, equates to $2,106 (!) per daily rider, even using the higher 125,000 figure.  At $2.50 per gallon, this equates to 15.5 gallons of gas per rider per week. 

So you can see with the LA numbers, even using the largest possible interpretation of their ridership numbers, the money used for the train could have instead bought every passenger a new car and filled the tank up with gas once a week for life.

Yes, I know, the argument is that the train reduces congestion.  Supposedly.  I have two responses:

• Rail has never reduced congestion in any city.  Go see London and Manhattan.  In fact, rail seems to encourage urban density that increases congestion. 
• In Phoenix, where rail will often replace existing lanes of roads, the train will likely carry fewer people than the lanes of traffic used to, so congestion will increase.

Just pulled out the new Washington State sales tax forms to do my September taxes. The form is now 8 (dense)pages long! This is really getting out of control. In contrast, the sales tax forms for Florida (which has other problems, but we will talk about those later) fit on one side of a 3x5 card.

Washington is the worst offender I have seen in at adding jillions of new small targeted sales based taxes. They have become even more complicated than California. The basic sales tax rate varies by industry and by location - and I am not talking about just by county or city but by town. Each of something like 350 towns have their own tax rate. Then there are add-on taxes that don't follow any recognized borders, such as convention taxes and transit district taxes. Then there are lodging taxes, that vary by town but also depend on the number of sites we have in a campground, but of course that threshold number of sites changes by town as well. I have spent litterally hours with maps trying to figure out what rate we collect at for each of our locations. The Washington State tax return takes longer to prepare than any 4-5 other returns we have.