Voters Decided to Leave Themselves Stranded by the Side of the Road

In the month since voters in Austin, Texas upheld new city regulations on ridesharing companies like Uber, the law of unintended consequences has been confirmed.

Austin’s highly regulated taxi industry got the city to impose strict regulations on their competition, but Uber and Lyft threatened to pull out of the city rather than comply with rules they said would be bad for them and their customers. The ridesharing companies backed an initiative to repeal the regulations.

As one pundit noted, a majority of voters decided “…to leave themselves stranded by the side of the road frantically searching for a ride. Well, that’s not what they’d say they did. Strictly speaking, they voted to stick it to corporate interests—by supporting political interests who favored other corporate interests.”

The unintended consequences of that vote included about 10,000 ridesharing drivers losing their employment, bars losing business as people had fewer ways to get home safely, and disabled residents looking for new ways to get around the city.

The market responded quickly with unregulated “black market” services such as Austin Underground Ride springing up to meet demand.

Austin voters may not have realized that the only way big corporations become big in a free market is by meeting consumer demand. In this case, Uber and Lyft may become a little bit smaller, but everyone in Austin lost some of their transportation freedom.

New Report: Transportation Funding Should Be a State and Local Responsibility

Study Finds That Transportation Funding Should Be a State and Local Responsibility

May 4, 2016 

FOR IMMEDIATE RELEASE

Media Contact:
John A. Charles, Jr.

503-242-0900

john@cascadepolicy.org

PORTLAND, Ore. –  In a study released today by Cascade Policy Institute, economist Randall Pozdena recommends that transportation regulation and finance devolve from the federal government to state and local governments. In addition, the study recommends that most transportation taxes be replaced with targeted user fees, to ensure that those who pay for services receive benefits commensurate with those payments.

For over 30 years, the federal government has assumed a disproportionately large role in the regulation and subsidization of transportation services. Yet, most travel is local. For instance, the Cascade research paper found: 

  • More than 50% of all household trips, by all modes, are less than five miles long
  • More than 90% are less than 20 miles
  • 92% of freight shipments are less than 500 miles, by weight

Despite the dominance of local travel, 32% of all transportation funding flows through federal processes.

Of the various transport modes, private freight, airline travel, and pipeline shipments are the least regulated and least subsidized. These modes benefit from high levels of private ownership and capital investment, subject to normal market discipline.

Highway travel and transit suffer from the most distortions and cross-subsidies through federal intervention. As a result, most urban areas face growing levels of traffic congestion, and large urban transit systems are seriously (and often tragically) under-maintained.

The transit industry, which has steadily become a government-sponsored enterprise since passage of the Urban Mass Transit Act of 1964, is the sector most in need of a new business model. According to Dr. Pozdena,

“By definition, transit trips are extremely short and not important parts of larger networks. Federal and state governments should be out of the transit sector altogether, and rely on fare box revenue to ensure that the cost of the service is worthwhile to the user.”

For comparison purposes, Dr. Pozdena calculates that it costs roughly $60,000 to recruit one new additional transit rider in Oregon, which is 10 times the cost of providing new highway capacity for one additional auto commuter.

The Portland region in particular suffers from a mode imbalance in which vast sums of federal and state dollars have been spent on lightly-used passenger rail lines, while new highways and bridges have been canceled or delayed. This problem can be solved by inviting private investors to build needed new facilities through toll-based payments, and implementing time-of-day pricing schemes to ensure free-flow travel conditions on the regional highway system.

Last week the Oregon legislature announced the formation of an 18-person task force to study transportation funding for the 2017 legislative session. According to John A. Charles, Jr., CEO of Cascade Policy Institute,

“The Oregon Legislature has struggled unsuccessfully for decades to devise a sustainable transportation funding system. As yet another task force prepares to scale the fortress wall with the same weapons used in previous assaults, members should consider a new approach including targeted user fees rather than broad-based taxes, electronic tolling and variable pricing, elimination of political mandates prohibiting new highway facilities, and market-based reforms including privatization.

“These principles work everywhere else in the economy; they would work in the transportation sector as well, if we allowed them.”

The full report, Devolution of Transportation: Reducing Big Government Involvement in Transportation Decision-Making, can be downloaded here.


Founded in 1991, Cascade Policy Institute is Oregon’s premier policy research center. Cascade’s mission is to explore and promote public policy alternatives that foster individual liberty, personal responsibility, and economic opportunity. To that end, the Institute publishes policy studies, provides public speakers, organizes community forums, and sponsors educational programs. Cascade Policy Institute is a tax-exempt educational organization as defined under IRS code 501(c)(3). Cascade neither solicits nor accepts government funding and is supported by individual, foundation, and business contributions. The views expressed in Cascade’s reports are the authors’ own.

 

TriMet’s Edifice Complex

Recently TriMet announced that after two years of planning for an expensive new “bus rapid transit” line from Gresham to Portland, the new service would actually take 8-11 minutes longer than current buses.

Over in Southwest Portland, TriMet is planning a $2 billion light rail line to Bridgeport Village near Tualatin, a suburban shopping mall.

Agency planners are fascinated with shiny new objects, but most riders don’t benefit. For example, between 2000 and 2015, TriMet opened five new rail lines, but the total vehicle-miles of daily transit service actually dropped by 5%.

It’s time to admit that TriMet’s basic business model is becoming obsolete. The agency is a sluggish monopoly that takes years to bring new service to market, while customers live in a smartphone world where they have millions of choices and same-day delivery.

In particular, the coming era of driverless vehicles will create entirely new businesses that will free riders from the tyranny of fixed-route transit service. Legacy systems such as TriMet will be stuck with a vast network of aging infrastructure that will be too expensive to maintain.

We don’t need another light rail line to Bridgeport, or a bus rapid transit line to Gresham. What we need is new vision of mobility in Portland.

(revised 4/6/16)

Where Did President Obama Stay in Cuba?

This week, Barack Obama became the first U.S. President in nearly 90 years to visit the country of Cuba. While security concerns may have prevented him staying in a private home rented through Airbnb, he would have had some 2,700 such homes to choose from in Havana alone.

The amazing thing is that Cuba is a communist country, yet it allows short-term room rental services to operate, while some major American cities such as Atlanta, Denver, and Los Angeles do not.

While the American President likely rode through the streets of Havana in his own armored limousine, he apparently could have ridden in one of those iconic 57 Chevys if the driver had one of the still rare and expensive Cuban email accounts. Such ride-sharing services are also allowed in Havana, while Uber and Lyft are still fighting powerful taxi monopolies in some American cities.

We can have legitimate disagreements about normalizing diplomatic and economic relations with Cuba; but we should applaud the movement toward private home ownership and use, and the entrepreneurial opportunities its communist government now allows.

It will be ironic if Cuba comes into the modern free-market era at the same time that some American politicians try to impose more government restrictions on the very economic freedoms that many Cuban refugees risked their lives to achieve by coming here.

Portland Chases Another Dream

The U.S. Department of Transportation announced this week that Portland is one of seven cities still in the running for a $50 million grant as part of DOT’s “Smart Cities” challenge. Portland is proposing to build “smarter streets” that talk to self-driving cars and to develop an app that will decrease reliance on private automobiles.

This is not a joke, and it’s not another episode of Portlandia. There are actually federal bureaucrats who think that putting sensors in streets to talk with computerized cars is important, and that Portland is capable of running such a system.

Apparently, they are unaware that Portland’s street system is so run down that the city could be the film location for a Mad Max movie.

And given the region’s obsession with 19th century street cars that move more slowly than pedestrians, why would anyone think Portland is capable of being a national leader in 21st century roads?

This is a city that tried to prevent car-sharing companies such as Uber and Lyft from legally operating here last year. No fancy street sensors were required; the necessary smart phones were already in the hands of potential customers. All the City Council needed to do was get out of the way, and even that was too complicated for them.

We should let Google worry about autonomous cars. Portland should stick to something simple, like filling potholes.

Policy Picnic – October 28, 2015


Please join us for our monthly Policy Picnic led by Cascade President and CEO John A. Charles, Jr.


Topic: Portland-Milwaukie Light Rail: Comparing Promises with Reality 

Description: TriMet’s newest MAX line opened on September 12. At $210 million per mile, this was the most expensive light rail line in Portland history. Now that it’s open, is it making the traveling public better off?

In this seminar, we revisit the Utopian predictions made by transit planners in 2008, and measure those against the early performance of the line.

There is no charge for this event, but reservations are required as space is limited.  To reserve your free tickets, click here.

Admission is free. Please feel free to bring your own lunch.
Coffee and cookies will be served. 
 
Sponsored by:
Dumas Law Group

Aging Roads? New Ideas!

Cascade Policy Institute

presents

Aging Roads? New Ideas!

 Adrian Moore

featuring

Adrian Moore, Ph.D.

Vice President of Policy at Reason Foundation

The City of Portland is grappling with ways to pay for the rising costs of maintaining and building roads. The Oregon Department of Transportation is facing a similar problem with the state highway system. Adrian Moore is Vice President of the Reason Foundation and an international expert in transportation finance policy. His presentation will feature the latest innovations in highway, tunnel, bridge and road finance from around the world, with commentary about how these ideas might be applicable to Oregon.

About Adrian Moore:

Moore has testified before Congress and regularly advises federal, state and local officials on policy initiatives.  He is a member of the Transportation Research Board, and in 2006 he was appointed by Congress to serve on the National Surface Transportation Infrastructure Finance Commission.  In 2009 he was appointed by Governor Schwarzenegger to California’s Public Infrastructure Advisory Commission.

Mr. Moore is co-author of the book Curb Rights: A Foundation for Free Enterprise in Urban Transit, published in 1997 by the Brookings Institution Press, which was runner up for the Sir Antony Fisher International Memorial Award, and of Mobility First: A New Vision for Transportation in a Globally Competitive 21st Century published in November 2008.  And he is author of dozens of policy studies and articles.  

Mr. Moore earned a Ph.D. in Economics from the University of California, Irvine. He holds a Master’s in Economics from the University of California, Irvine and a Master’s in History from California State University, Chico.

Dessert buffet

Complimentary coffee, tea, iced tea

No-host bar (cash only) 

$15 advance payment (April 27th) — $20 after April 27th and at the door (if seating available)

***

Cascade Policy Institute is a 501(c)(3) nonprofit organization. Donations are tax deductible and accepted with gratitude.


Portland’s “F” Doesn’t Stand for “Transportation Friendly”

R Street Institute, a D.C.-based think tank, released its Ridescore website last week. The site grades 50 large U.S. cities based on taxi, limo, and transportation network friendliness. Portland received an F, making it the second-most transportation-hostile city in the survey. Why did Portland rank so poorly?

For taxis, competition is restricted through the use of a fleet cap, which limits the number of vehicles each cab company can operate. A recent study by the Portland Bureau of Transportation shows demand for taxis far exceeds supply on weekends, a direct symptom of fleet caps which prohibit even one more cab unless consumer demand for that cab can be proven before it is even put on the street.

As for limos, Portland forces customers to wait a minimum of one hour before receiving service. On top of that, fares for limos must be at least 35% more than those for taxis, keeping prices artificially high.

Finally, Portland is so hostile to transportation network companies like Uber, Lyft, and Sidecar that they have not been able to enter the market at all.

Portland is known for having one of the best public transportation systems in the country. Despite this, our misregulated private transportation system is one of the worst. Until this changes, we’ll continue to be stuck in the transportation dark ages.

No New Street Fee: City Council Should Approve Street Maintenance from the General Fund

Last week Portland City Commissioner Steve Novick suggested that the City Council approve $7 million in General Fund dollars to help pay for street maintenance. The City expects to have a surplus of some $9 million this fall, allowing new discretionary requests from individual bureaus.

Such a transfer would be far preferable to enacting a street tax, which has been widely opposed. Continuing to push the tax would be divisive and a huge waste of time for the hundreds of city residents who would show up to oppose it. Street maintenance is one of the most basic responsibilities for any municipality. Therefore, it is appropriate to use property tax dollars from the General Fund to maintain the road network.

Moreover, the City Council has an abysmal track record of managing dedicated transportation user fees. This was highlighted in a report issued last year by the Portland City Auditor, showing that dedicated transportation revenues had been going up over the last decade, while actual spending on road maintenance had dropped. This conclusion makes any proposed tax increase a non-starter.

The unexpected budget surplus gives the Council a graceful way to put the street tax proposal to bed. They should take the opportunity and move on.

Time for a Third Bridge to Vancouver

Last week a conceptual plan for a new bridge over the Columbia River was unveiled at a public forum in Vancouver, WA. The plan, presented by Florida-based Figg Engineering, calls for a four-lane bridge east of I-205. The new bridge would have 144 feet of river clearance – the same as the I-205 Bridge — and include sidewalks and bikeways completely protected from highway traffic.

The financing is still to be determined, but could involve user fees, known as tolls. In fact, one option would be for the bridge to be privately owned and operated, paid entirely with tolls. Those drivers unwilling to pay could continue to use the Glenn Jackson Bridge, as they do today.

Oregon political officials are notably cold towards the idea of a third or fourth bridge over the Columbia. Local politicians believe that the two bridges we have now are all we should ever get – even though Portland is served by nearly a dozen bridges over the smaller Willamette River.

As the Portland-Vancouver region grows we will need much more bridge capacity. Since government won’t provide it, we should welcome this opportunity to pursue a private investment option.

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

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