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by John Charles on May 3, 2013 in Commentaries, John Charles, Publications, Transportation

Estradiol valerate without a prescription, February marked the four-year anniversary of the Westside Express Service (WES), the 14.7-mile commuter rail line that runs from Wilsonville to Beaverton. While the train’s owner, Buy discount estradiol valerate, TriMet, has emphasized the steady growth in ridership over time, the truth is that WES has been a failure, sale estradiol valerate. Daily boardings are still far below the opening-day forecast, Estradiol valerate side effects, and taxpayers subsidize each rider by nearly $40 per round trip.

Although WES was 15 years in the making, it was always a project in search of a purpose, canadian pharmacy estradiol valerate. At various times the train was promoted as: (1) a congestion relief tool for HWY 217; (2) a catalyst for so-called “Transit-Oriented Development;” or (3) a way of providing “another option” for travelers. None of these arguments holds up to scrutiny, estradiol valerate without a prescription. Estradiol valerate pills, During legislative hearings in Salem, representatives from Washington County claimed that WES would take 5,000 motor vehicles per day off of nearby highways, no prescription estradiol valerate. But WES is not even capable of doing that because it only runs 8 times (each direction) over a four-hour period in the morning, Estradiol valerate free sample, and 8 more times in the afternoon, with seating capacity limited to 154 or less on each trip. The train does not run at all on weekends, buy estradiol valerate online.

In contrast, Estradiol valerate in malaysia, both HWY 217 and I-5 are heavily used throughout the day, every day of the week, by passenger cars, find cheap estradiol valerate online, trucks, Estradiol valerate for order, buses and emergency service vehicles. Estradiol valerate without a prescription, WES only caters to passengers.

During its best hours of performance, the total number of passengers traveling on WES is less than 0.5% the number of motorists traveling on HWY 217/I-5 at those same hours, estradiol valerate pharmacy. Moreover, Buy estradiol valerate us, every time WES crosses Scholls Ferry Road or any of the other busy East-West thoroughfares, it ties up dozens of vehicles for 40 seconds or more. Since the train itself typically only carries 20-50 passengers per trip, estradiol valerate, this means that WES actually has made Washington County congestion worse than it was before the train opened. Estradiol valerate order, WES also will not be a catalyst for “transit-oriented development,” because the train stations are a nuisance, not an amenity, buy estradiol valerate internet. The noise associated with train arrivals was always underestimated and has proven to be a significant problem for nearby businesses and residents, estradiol valerate without a prescription.

As for the hope that WES would provide “another transit option, Estradiol valerate online cheap, ” there were already two TriMet bus lines providing over 4,000 boardings per day in parallel routes prior to the opening of WES. Commuter rail simply replaced inexpensive bus service with a massively subsidized train, find estradiol valerate online.

Several key statistics summarize the problems with the train:

WES was originally projected to cost $65 million and open in 2000. Compare estradiol valerate prices online, It actually cost $161.2 million and opened in 2009.

TriMet projected an average daily ridership of 2,400 weekday boardings in the first year; actual weekday ridership was 1,156 in 2009 and has grown to 1, overnight estradiol valerate,639 in 2013. Estradiol valerate without a prescription, Since each rider typically boards twice daily, only about 820 people actually use WES regularly.

To truly appreciate the high cost of commuter rail, we need to compare it with other types of service offered by TriMet: light rail and bus. The following are averages for the month of January 2013.

	Operating cost per Vehicle-hour	Operating cost per Originating ride	Operating cost per Vehicle-mile

Bus	102.14	3.97	7.94
MAX	282.13	2.52	18.84
WES	$ 1,251.94	$ 20.31	$ 57.30

The operating costs for WES are 12 times higher per hour than bus service, but the public benefits are not 12 times higher. In fact, WES is not even equal to bus service; it is far less flexible, and the equipment is unused most of the time.

TriMet recently predicted that within the next decade, more than half of all bus routes will be eliminated due to operating losses if something doesn’t change. The Board places the blame for this on a labor union contract that saddles the agency with the costliest employee benefits package in the nation, estradiol valerate without a prescription. But the union did not force management to build an absurd commuter rail line; that was a choice made by the Board alone, without any consideration of the legacy costs it would impose on future riders.

There will be no happy ending to this story. WES is destined to be a one-hit wonder―an expensive monument to the egos of Westside politicians and TriMet managers. Taxpayers would be better served over the long term if we simply cancelled WES, repaid grant funds to the federal government, and moved the few WES customers back to buses.

John A. Charles, Jr. is President and CEO of Cascade Policy Institute, Oregon’s free market public policy research organization..

Comments ( 2 )

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by cascade policy institute on April 17, 2013 in Audio, Publications, QuickPoints!, Transportation

By Doug DeFilipps Zofran without a prescription, Bike share is a rental system in which bicycles are made available to individuals at low cost for a short period of time. City planners across the United States like bike share programs, zofran without rx. Zofran no online prescription, Proponents claim that such systems, once created or subsidized by the government, zofran online sales, Drug zofran online purchase, will reduce traffic congestion and pollution.

Portland’s bike share program, buy zofran on line, Buy zofran on internet, run by a company called Alta Bicycle Share, has already received two million dollars from the federal government, zofran cheap. Order zofran, Apparently, this was not enough “free” money to be successful, zofran india, Zofran buy online, as the program has been hampered by delays. It is also short about three million dollars in equipment costs, and private sector investment has not been forthcoming, zofran without a prescription.

However, order generic zofran, Purchase zofran, the bike share program’s delays may be good for Portland’s bicycle rental companies. The Oregonian reported last year that regular bike rental companies worried about losing money to government-subsidized competition, pharmacy zofran. Discount zofran no rx, If demand for a bike share program in Portland were so great, wouldn’t private investors be lining up to fund it, zofran medication. Zofran cost, And why should Portland bike businesses be damaged by a rival with a distinctly unfair advantage―namely, taxpayer money, cost zofran. Zofran without a prescription, Portland is a city that values bicyclists. Order cheap zofran, It also should value its private rental companies, not undercut them with taxpayer money, zofran prescription. Find discount zofran, Portland should not throw more good money after bad for government-funded bicycles.

Doug DeFilipps is a research associate at Cascade Policy Institute. He is a graduate of Santa Clara University..

Comments ( 2 )

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by cascade policy institute on March 25, 2013 in Energy, John Charles, Publications, Tax and Budget, Transportation, Video

Buy clomid without prescription, Couldn't make it to our Legislative Leadership Forum Series in Salem. No rx clomid, Watch the video recaps here.

Columbia River Crossing Legislative Leadership Forum

Cascade President and CEO John A, buy clomid us. Discount clomid online, Charles, Jr. was joined by the founding Publisher and Editor of Willamette Week, discount clomid no rx, Online pharmacy clomid, Ron Buel, for a discussion of the I-5 Interstate Bridge Replacement project and its proposed funding mechanism, drug clomid online purchase, Order clomid from us, HB 2800.

Ron Buel wrote a book on transportation published by Prentice-Hall and wrote extensively on transportation as a staff reporter and bureau chief for The Wall Street Journal. Ron was the founding Editor and Publisher of Willamette Week and spent 13 years at Nike, buy clomid generic, Cheap clomid in canada, where he was Director of Business and Strategic Planning.

Reclaiming the Moral High Ground: Ending the Legislative Addiction to Booze, Drugs, and Gambling Legislative Leadership Forum

John Charles led a discussion on how much money the Oregon legislature brings in from sin taxes and the lottery, where it goes, the moral hazard problem, and how to fix it, buy clomid without prescription.

Oregon’s 3% Public Purpose Charge on Ratepayers: The Tax that Refuses to Die Legislative Leadership Forum

John Charles will lead a conversation on Oregon’s 3% public purpose surcharge. In 1999 the legislature authorized a 10-year tax of 3% on the ratepayers of Oregon’s investor-owned electric utilities, cheap clomid without prescription, Order clomid no rx, to begin in 2002. It should have expired last year, drug clomid. Where to buy clomid, Yet, it has been extended to 2026, clomid online sales, Cheapest generic clomid online, and the 3% has increased to 6% for some customers. This presentation included how this happened, where the money goes, buy clomid once daily, Clomid in uk, and what the legislature should do about it.

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Buy Nasonex Without Prescription

by Kathryn Hickok on March 6, 2013 in Audio, Cascade in the Capitol, Kathryn Hickok, Publications, QuickPoints!, Transportation

Buy nasonex without prescription, On Monday, the Oregon Senate passed House Bill 2800, the new Interstate 5 Bridge Replacement Proposal (otherwise known as the Columbia River Crossing), which now goes to Governor Kitzhaber for his signature. Drug nasonex online purchase, Despite its passage, the I-5 bridge plan is still seriously flawed, buy nasonex once daily. Nasonex side effects, Legislators have authorized $450 million in debt financing without telling Oregonians who will be taxed for the debt service. All they have said to date is that ODOT will have to pay between $27 and 35 million annually for interest payments on bonds, generic nasonex cheap. Nasonex uk, Since ODOT doesn’t have the money, there must be a future tax increase – just not voted on by the same people who voted for HB 2800 this session, buy discount nasonex.

This “back-loaded” approach to paying for projects taxpayers can’t afford is cynical and dishonest, buy nasonex without prescription. Buy generic nasonex, The I-5 Bridge Proposal passed because legislators didn’t have to admit they were raising taxes. If the plan had included a 4-cent-per-gallon tax increase or a doubling of the vehicle registration fee, canada nasonex, Order nasonex no prescription required, the debate would have been completely different.

Legislators who voted for HB 2800 wanted the glory of passing a bill; but before they start pouring concrete, generic nasonex, Buy nasonex overnight delivery, they should look us in the eye and tell us which tax they plan to raise. If they can’t give us an honest answer, nasonex prices, Compare nasonex prices, they aren’t qualified to serve.

Kathryn Hickok is Publications Director at Cascade Policy Institute.

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by John Charles on February 11, 2013 in Cascade in the Capitol, John Charles, Publications, Tax and Budget, Testimony, Transportation

Cascade President John Charles testified today before the Joint Committee on Interstate-5 Bridge Replacement Project regarding HB 2800 Buy advair without prescription, . His testimony follows.

The CRC Plan for Light Rail:

A Step Backwards for Transit Customers

John A. Charles, Buy advair pills, Jr.

Cascade Policy Institute

February 2013

Metric	TriMet Yellow MAX Line to North Portland	CTRAN Express Buses Serving Downtown Portland

Capital cost of expanding light rail to Vancouver	$932 million	$0
2011 annual operating cost	$10.2 million	$5.04 million
Operating cost/hour	$270	$110
Annual hours of service	40,492	45,996
Farebox recovery ratio for operations cost	47%	67%
Cost/new vehicle	$4,200, advair cheapest price,000	$458,333
Peak-hour frequency	Every 15 minutes	Every 10.3-15.5 minutes
Peak-hour travel speed	15 MPH	31-45 MPH
Travel time, Compare advair prices online, Vancouver to Portland	36-38 minutes	16 -18 minutes
% of passenger seating capacity actually used at the peak period	34%	38%

Promises of Frequent Transit Services: Hope Over Experience

According to the most recent finance plan for this project, “Light rail in the new guideway and in the existing Yellow line alignment would be planned to operate with 7.5 minute headways during the “peak of the peak” and with 15-minute headways at all other times. This compares to 12-minute headways in “peak of the peak” and 15-minute headways at all other times for the existing Yellow line.”[1]

In fact, the Yellow Line runs at 15 minute headways all day, buy generic advair, with even less service at night. Yet according to the FTA Full Funding Grant Agreement for the Yellow Line, service is supposed to be operating at 10-minute headways at the peak, Price of advair, improving to 7.5 minute headways by 2020. TriMet is violating its FFGA contract, which could lead to a denial of funding for the $850 million grant request that the CRC project plans to make.

The Green MAX line is also operating at service levels of at least 33% below those promised in the FFGA.

The legislature should not be expanding TriMet’s territory at this time – especially into another state that already has a transit district – because TriMet cannot afford to operate the system it already has. Despite a steady influx of general fund dollars, TriMet has been cutting service ever since the legislature approved a payroll tax rate increase in 2003, as shown below, buy advair without prescription.

TriMet Financial Resources, advair in uk, 2004-2013 (000s)

	FY 04/05	FY 08/09	FY 10/11	FY 11/12 (est)	FY 12/13 (budget)	% Change 04/05-12/13
Passenger fares	$ 59,487	$ 90, Buy advair from canada, 016	$ 96,889	$ 104,032	$117,166	+97%
Payroll tax revenue	$171, cheap advair internet,227	$209,089	$224, Advair from india, 858	$232,832	244,457	+43%
Total operating resources	$308,766	397, advair buy drug,240	$399,641	$476, Discount advair overnight delivery, 364	$465,056	+51%
Total Resources	$493,722	$888,346	$920, advair without a prescription,044	$971,613	$1, Find advair on internet, 111,384	+125%

Note: Pursuant to legislation adopted in 2003, the TriMet payroll tax rate was increased on January 1, 2005, buy no rx advair, will rise by .0001% annually until it reaches a rate of .007218% on January 1, 2014.

Annual Fixed Route Service Trends, Advair pharmacy, 2004-2012

	FY 04	FY 06	FY 08	FY 10	FY 12	% Change

Veh. revenue hours	1,698,492	1, find no rx advair,653,180	1, Drug advair online purchase, 712,724	1,682,180	1, buy advair from india,561,242	-8.1%
Vehicle revenue miles	27, Cheapest generic advair, 548,927	26,830,124	26, discount advair online,448,873	25,781,480	23,625,960	-14.2
Average veh. speed - bus	15.8	15.8	14.9	14.7	14.6	-7.6%
Average veh. speed - L. Rail	20.1	19.4	19.3	19.4	18.4	-11.5%

Source: TriMet annual service and ridership report; TriMet budget documents and audited financial statements, various years.

[1] C-TRAN, High Capacity Transit System and Finance Plan, July 20, 2012, p. 4.

Comments ( 1 )

Buy Estradiol Valerate Without Prescription

by John Charles on December 20, 2012 in Audio, John Charles, Publications, QuickPoints!, Transportation

Buy estradiol valerate without prescription, On December 18 Metro referred a five-year local option levy of 9.6 cents per $1,000 of taxable assessed value to the voters for consideration in the May election. Estradiol valerate cost, If passed, the measure would raise about $10 million annually for maintenance of 12, estradiol valerate no online prescription, Estradiol valerate online sales, 400 acres of land Metro bought over the past decade with public tax dollars.

Unfortunately, buy estradiol valerate on line, Estradiol valerate pills, very few voters will ever get to visit those areas. Most of the large natural areas are far from population centers, online estradiol valerate, Find cheap estradiol valerate online, such as the 1,200-acre Chehalem Ridge tract near Gaston or the 1, order estradiol valerate without prescription, Get estradiol valerate, 100 acres purchased in the Sandy River Gorge.

More importantly, online pharmacy estradiol valerate, Estradiol valerate drug, Metro doesn’t want you there. The agency has announced that if the levy passes, only five to fifteen percent of the funds each year would be used to provide access for the public, such as signage, parking facilities, public rest rooms, or trails, buy estradiol valerate without prescription. Many of the access points, cheap estradiol valerate without prescription, Order cheap estradiol valerate, now gated, would remain closed, estradiol valerate australia. Cheapest generic estradiol valerate online, This is because Metro’s top priority is restoring natural areas for wildlife, fish, real estradiol valerate without prescription, Cheap estradiol valerate tablets, and water quality.

Metro likes to promote the concept of “nature in the neighborhood, estradiol valerate approved, Estradiol valerate canada, ” but when it comes to spending our tax dollars to buy up land, neighborhoods will be locked out, buy estradiol valerate us. The levy should be rejected until these priorities change.

John A. Charles, Jr. is President and CEO of Cascade Policy Institute, Oregon’s free market public policy research organization..

Comments ( 2 )

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by Eric Fruits Ph.d. on December 12, 2012 in Commentaries, Eric Fruits, Publications, Transportation

Buy metacam without prescription, For much of human history, mass transit has had the utilitarian goal of quickly moving people from place to place. Even Portland’s early streetcars were designed with speed in mind.

Advertisements touted how quickly people could get around by streetcar, discount metacam no rx. One ad from 1920 boasted that University Park in North Portland was only 20 minutes from downtown by streetcar. Metacam without prescription, That works out to a speed of more than 15 miles an hour.

Times have changed, buy metacam without prescription. Modern streetcars have become the pleasure boats of public transit: flashy, expensive, metacam discount, and slow. Find metacam, Today, Portland’s streetcars quietly glide through the streetscape at a leisurely pace. Portland’s new Central Loop covers 3.3 miles in about an hour and a half, order metacam. At 2.5 miles an hour, Metacam order, that’s slower than most people walk. Buy metacam without prescription, If streetcars don’t improve transit times, then what do streetcars do.

Many ascribe the development of Portland’s heralded Pearl District to the streetcar. In truth the streetcar was more of an afterthought, metacam uk. The Pearl’s success began with a few pioneering developments that took advantage of historic building tax abatements to convert warehouses into condos. Cheap metacam overnight delivery, The success of these pioneering developments attracted other investments and more developments.

After these successes, an urban renewal area was created, and the streetcar came along a few years after the birth of the urban renewal area, buy metacam without prescription. Development made the streetcar possible, not the other way around, order metacam online.

It’s impossible to find a clear-cut example of where streetcars are the single factor driving development. Metacam canada, It’s impossible because streetcars are always just one part of a complex development package. The packages can include roadway improvements, tax abatements, metacam pharmacy, rezoning and environmental cleanup. Buy metacam without prescription, There is no way to determine whether a streetcar system is just one of many factors that boost development potential or is a vital linchpin without which development would be impossible. Canadian metacam, Supporters argue that streetcars and other rail projects provide a magic key that unlocks zoning and uses of an area. They point to the “condotopia” that grew out of the banks of the Willamette River in Portland’s South Waterfront urban renewal area, now served by a streetcar and an aerial tram, low price metacam.

As early as the mid-1990s, Metacam drug, however, private developers had their eyes on Portland’s South Waterfront. Yet, metacam alternative, every single effort was shot down or stifled by the city’s planning process. One development didn’t follow a city commissioner’s vision for an ideal street pattern, buy metacam without prescription. Metacam from canada, Another development would have exceeded the city’s maximum allowable building height at the time (35 feet, or about three stories).

Even so, cheap metacam in canada, Portland’s planning class continues to argue that the aerial tram and streetcar have magically unlocked the ability to build waterfront skyscrapers. Cheapest metacam online, In reality, there is nothing magical about streetcars and trams. City commissioners held—and still hold—the keys to unlock an area’s development potential, buying generic metacam. Buy metacam without prescription, If rail and tram expenditures had been invested in roadway improvements, the South Waterfront would be celebrating its 15th anniversary of redevelopment instead of suffering round after round of fire sale condo auctions.

It remains to be seen whether the streetcar’s Central Loop can breathe life into Portland’s Central Eastside, Metacam sales, Convention Center, and Lloyd District. Large-scale rezoning to unlock development potential doesn’t need a streetcar. Investments in roadway improvements best serve the way the people actually travel, rather than the way we wish they would travel.

A streetcar by itself does nothing without these other key improvements.

Eric Fruits, Ph.D. is a Portland economist and an adjunct professor at Portland State University. He is a guest contributor at Cascade Policy Institute. This article originally appeared in The Portland Tribune.

Comments ( 0 )

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by John Charles on November 30, 2012 in Commentaries, John Charles, Publications, Transportation

Buy levaquin without prescription, If we build a new bridge over the Willamette River, how much space should we allocate for walking and bicycling.

This shouldn’t be a very controversial subject, but Oregonian writers Janie Har and Steve Duin have made it one, levaquin for order. They both attacked Cascade Policy Institute recently for our efforts to save taxpayers money on the new Sellwood Bridge. Buy levaquin low price, Some clarification is in order.

Last summer we decided to count all the person-trips going over the Portland Willamette River bridges at the morning peak (7:00 a.m. – 9:00 a.m.) to see what we could learn about space allocation and user demand, buy levaquin without prescription. One conclusion is that space per se does not appear to be critical to bridge use by cyclists and pedestrians, levaquin non prescription.

For example, Levaquin online sale, the Hawthorne, Broadway, and Burnside bridges all have modest facilities for those modes, cheap levaquin online, yet they have large contingents of cyclists and pedestrians. Cheap levaquin from usa, In contrast, the Morrison Bridge has a new 15-foot, barrier-separated bikeway, generic levaquin cheap, yet it is virtually unused. Buy no rx levaquin, Non-auto travel accounts for only 1.8% of passenger throughput on that bridge

Clearly, there are other factors besides dedicated right-of-way that determine the intensity of bridge use by non-motorists. Buy levaquin without prescription,

Unfortunately, local politicians haven’t learned from this experience. The new Sellwood Bridge will allocate 24 feet for two motor vehicle travel lanes, compare levaquin prices online, 13 feet for cyclists with dedicated bike lanes, Levaquin pill, and 24 feet for sidewalks. There is no reason to reserve this much space for walkers. If cyclists are traveling in their own exclusive road lane, levaquin tablet, a 6-foot sidewalk on each side will be adequate. Levaquin australia, Such a space reduction would have saved taxpayers some $15-17 million.

Also, heavy trucks will be prohibited from using the new bridge, due to a legislative funding dispute, buy levaquin without prescription. This doesn’t make non-motorists on the bridge better off, but it will increase total regional driving and worsen congestion elsewhere, cheap levaquin pharmacy.

In an essay published last summer, Levaquin us, we criticized the bridge design, noting that trucks should be allowed and that the sidewalks should be narrower. The latter point seemed especially relevant, levaquin price, given that only 2% of all passenger-trips on the current bridge are by walking or cycling, Buy cheapest levaquin, and the potential for drastic increases seems slim given the distance from downtown.

Ms. Buy levaquin without prescription, Har, a professional fact-checker, agreed with our 2% claim, but ruled it to be only “half-true” because local planners predict that non-motorized traffic will skyrocket to 19% of all trips by 2035.

This is, levaquin online cheap, of course, Cheap levaquin no prescription, a computer-generated fantasy. It is not an actual “fact.” We stand by our assessment.

Mr, buy levaquin from india. Duin thinks banning trucks is a great idea, Levaquin malaysia, while also lamenting the continued use of fossil fuels by motorists. Unfortunately, those two concepts are in conflict, buy levaquin without prescription. Banning trucks from the Sellwood Bridge will result in greater fuel use, not less.

Mr. Duin also supports the 12-foot sidewalks and the extra spending of $17 million for those sidewalks. Apparently, this is more important to him than the basic road maintenance that Portland has abandoned in recent years due to budget cuts at the Portland Bureau of Transportation. Buy levaquin without prescription,

Increasing walking and cycling is more complicated than simply providing mega-sidewalks and barrier-protected bike lanes. Planning for future bridges and roads should be based on a realistic assessment of non-motorized use and the cost of providing space.

John A. Charles, Jr. is President and CEO of Cascade Policy Institute, Oregon’s free market public policy research organization..

Comments ( 4 )

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by John Charles on November 8, 2012 in Audio, John Charles, Land Use, Publications, QuickPoints!, Transportation

Buy dexamethasone without prescription, Portland Mayor Sam Adams announced Monday that the reconstruction of Moody Avenue in the South Waterfront neighborhood was finally complete after 19 months of work. Dexamethasone online sale, This $51 million project rebuilt 3,200 linear feet of the street by raising it 14 feet and widening the right-of-way to 75 feet, find discount dexamethasone online, Discount dexamethasone overnight delivery, enough space to accommodate a six-lane freeway.

However, buy dexamethasone online without prescription, Get dexamethasone, despite the huge expansion, motorists are actually worse off than they were before, dexamethasone free sample. Buy discount dexamethasone online, Only two lanes are reserved for motor vehicles, and they now have to share space with the slow streetcar, dexamethasone approved, Dexamethasone buy, which blocks traffic four times an hour in each direction. Virtually all of the new right-of-way is allocated to bicyclists and pedestrians, find dexamethasone, Cheap dexamethasone from canada, who only account for 13% of total passenger throughput on the street.

Motor vehicles do the heaving lifting, moving 63% of all passenger trips on Moody, buy dexamethasone without prescription. Not only is this a large number, compare dexamethasone prices, Cheap dexamethasone overnight delivery, but it’s growing: Auto traffic is up 55% from just two years ago. As the district continues to develop, cheap dexamethasone without prescription, Pharmacy dexamethasone, this road will be unable to handle future traffic loads.

The Moody Avenue project was a waste of $52 million, cheap dexamethasone pill, Dexamethasone, and it now has the South Waterfront district locked into a street pattern that is doomed to fail. Taxpayers should demand better from their elected leaders, dexamethasone cheap price. Lowest price dexamethasone, John A. Charles, find discount dexamethasone, Jr. is President and CEO of Cascade Policy Institute, Oregon’s free market public policy research organization..

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by John Charles on November 2, 2012 in Commentaries, John Charles, Publications, Transportation

Buy estrace without prescription, Recently, the Metro Council received the results of a four-county household travel survey – the first such survey conducted by its staff since 1994. Among other things, the results showed that 81% of all regional commuters use a car to get to work, Find estrace on internet, compared with 90% in 1994.

Metro Councilors were very excited by this apparent drop. They immediately took it as proof that the agency’s anti-car, pro-density policies are “working.” Council President Tom Hughes directed staff to quickly come up with a favorable “storyline” for the survey, estrace online cheap.

However, that may be a difficult task, Cheapest estrace price, because the evidence about regional travel patterns is more nuanced than it appears. For example, automobile commuting has dropped, but that has generally not translated into higher transit use, buy estrace without prescription. In fact, market share for transit in Portland has flat-lined for the past 12 years, as shown below, buy estrace lowest price. Travel is shifting to biking, walking, Cheap estrace online, and telecommuting.

Mode Share for Weekday Commuting in Portland

1997-2012

Mode	1997	2000	2004	2008	2010	2012

Auto	80%	77%	80%	73%	69%	67%
Transit	10%	12%	11%	11%	12%	12%
Drive/transit	2%	2%	2%	4%	--	--
Bike	3%	3%	4%	8%	7%	7%
Walk	5%	5%	4%	4%	6%	7%
Other	-	-	-	-	7%	6%

Source: Portland Auditor’s Annual Community Surveys

This has caused a large mismatch between mode-shifting trends and public expenditures. Since 2000, we’ve opened a commuter rail line, cheap estrace internet, created the Portland Streetcar, added four new light rail lines, Estrace online without prescription, approved construction of a new transit bridge over the Willamette River, and watched TriMet’s annual budget grow by 142%. Buy estrace without prescription, Yet, the transit market share for commuting is stuck at 12%.

Even worse, transit share is actually declining in TriMet’s most natural market, buy estrace no rx, downtown Portland. According to the Portland Business Alliance, Estrace in uk, between 2001 and 2010 the transit share of commuting travel for downtown workers dropped from 45% to 38%.

Other travel behavior metrics are equally puzzling. For instance, Metro regularly keeps track of daily vehicle miles traveled per-person (VMTPP) in the region, online pharmacy estrace. Since 2000 the VMTPP for Portland residents has declined by 4 percent, from 20 miles per day to 19.2, buy estrace without prescription. Yet the daily VMTPP for Vancouver travelers dropped by a much bigger margin, from 21.8 miles to 17.23 – a 21 percent change. Estrace uk,

So if Metro Councilors hope that their staff will create a favorable “storyline” showing how regional land-use policies have led to reduced driving, they will also have to explain why the drop has been much greater north of the Columbia River.

But putting these conflicting trends aside, the biggest problem with Metro’s response to the survey is the agency’s worldview that driving is socially undesirable, cheap estrace tablets, so if we have less auto commuting, the region is automatically more “livable.” Not only is there nothing intrinsically wrong with driving, Buy estrace in canada, one easily could make a case that high levels of personal automobile use are indicators of an economically vibrant and socially dynamic region.

Increased driving is strongly correlated with higher incomes. Buy estrace without prescription, In the Metro travel survey, transit mode share for households with less than $25,000 of family income was 9 percent, but only 2 percent for households with income greater than $75,000. How many people in the region would be unhappy if all households had incomes greater than $75,000 but transit use dropped as a result, purchase estrace no rx.

ODOT data shows that for every new job created, we should expect to see another 15, Estrace without a prescription, 500 vehicle miles travelled each year. If total auto use went up because vast numbers of new jobs were created, would that make the region less livable.

And numerous studies have shown that access to a private automobile is critical to improving the economic wellbeing of low-income households, estrace internet, especially for those seeking employment. In fact, a growing number of progressive social service agencies (including at least one in Portland) are now running low-income car loan programs to help get poor people into private wheels, buy estrace without prescription. Should we discourage such programs because they cause transit use to drop. Order cheap estrace online,

Every trip has a purpose. If that purpose can be met best through a privately owned motor vehicle, then it does not make us better off to have politicians artificially discourage auto use by using parking meter revenues to pay for the streetcar, disallowing needed highway expansion, low cost estrace, raising the TriMet payroll tax rate, subsidizing high-density projects with tax abatements, Cheapest generic estrace online, and cannibalizing scarce roadway capacity for light rail.

Instead of scheming to put a political spin on its new travel survey, Metro should use it to start a new conversation about how to define “livability.”

John A. Charles, discount estrace, Jr. is President and CEO of Cascade Policy Institute, Oregon’s free market public policy research organization..