From the Archives - Examiner.com exclusive - Randal O'Toole on Virginia high-speed rail

Publisher's note: This article was originally published on Examiner.com on April 9, 2010. The Examiner.com publishing platform was discontinued July 1, 2016, and its web site went dark on or about July 10, 2016.  I am republishing this piece in an effort to preserve it and all my other contributions to Examiner.com since April 6, 2010. It is reposted here without most of the internal links that were in the original.

This was my fifth article published on Examiner.com. Eventually I wrote about 500 articles that appeared on the now defunct news site over the six years between April 2010 and June 2016. This is the one-hundredth from that archive to be republished here.

Examiner.com exclusive - Randal O'Toole on Virginia high-speed rail
April 9, 2010 5:10 PM MST


According to an article in the Richmond Time-Dispatch by Eugene Trani, former president of Virginia Commonwealth University, Virginia has received more than $75 million in federal stimulus money to spend on high-speed rail between Richmond and Washington, D.C. The money will go toward improvements on 11.5 miles of track north of Fredericksburg. An additional $10 million will be used to improve a railroad bypass on the outskirts of Richmond.

The question of whether money used toward high-speed rail is well-spent was one of the topics addressed at a Cato Institute briefing on Capitol Hill on April 9, where transportation experts Randal O’Toole (a senior fellow at Cato) and Ronald Utt (a senior research fellow at the Heritage Foundation) spoke.

According to the Bureau of Transportation Statistics and other federal sources, the cost per passenger mile for air travel is 13 cents, of which one-tenth of a cent is paid through federal subsidy. For automobiles, the cost per passenger mile is 23 cents, of which one-half of a cent is paid through taxpayer subsidy. For Amtrak, the cost per passenger mile is 56 cents, of which 22 cents is subsidized by taxpayers. For transit (e.g., light rail or subways), the cost per passenger mile is 85 cents, with 61 cents coming from tax funding.

After the program ended, O’Toole answered a few questions about the prospects for high-speed rail in Virginia.

He said that what the government wants to do is “to spend a lot of money running trains a little faster than they run today. We’re not talking about bullet trains. We’re talking about running trains at a top speed of 110 miles an hour, which means an average speed of about 70 miles an hour.”

Continuing, O’Toole noted, “That’s not going to get a lot of people out of their cars, but it is going to cost taxpayers a lot of money. We’re talking about spending a lot of money to get very little benefit for anybody.”

With regard to how best to spend federal stimulus money to improve transportation in Virginia, O’Toole said:

“I think the way to spend the money would be to give loans to states and local areas that would be repaid out of user fees. Because if a transportation project can be repaid out of user fees, we know it’s worthwhile, we know that users want it. But if it requires huge subsidies that the users are never going to come close to paying for, then we shouldn’t be doing it in the first place.”

O’Toole, author of the 2010 book, Gridlock: Why We’re Stuck in Traffic and What to Do About It, recommended that people interested in more information about high-speed rail and related topics should visit his blog, The Anti-Planner, and the web site of the American Dream Coalition.

From the Archives: Aviation policy expert Robert Poole talks about transportation privatization

Publisher's note: This article was originally published on Examiner.com on April 10, 2010. The Examiner.com publishing platform was discontinued July 1, 2016, and its web site went dark on or about July 10, 2016. I am republishing this piece in an effort to preserve it and all my other contributions to Examiner.com since April 6, 2010. It is reposted here without most of the internal links that were in the original.

Aviation policy expert Robert Poole talks about transportation privatization

A Cato Institute briefing on Capitol Hill on Friday, April 9, asked the question, “When Does Rail Transit Make Sense?” and featured policy experts Randal O’Toole and Ronald Utt. The event attracted mostly young congressional staff members but also in the audience was Robert Poole, the Reason Foundation’s director of transportation studies.

As it happened, the lead article in the commentary section of the Washington Times that day was written by Poole, in which he argued that the federal government should get out of the business of screening airport passengers. He made two primary recommendations:

“First, TSA should be divested of its airport screening duties. TSA should regulate and oversee security, but each airport should be responsible for all aspects of its security (passenger and baggage screening, perimeter security, etc). Airports would be free to hire their own security forces or contract with TSA-certified firms.

“Second, the cost of airport security should be paid for by those who use airports: a combination of airlines and passengers. This change would cut billions from the federal budget, eliminating the large portion of airport security costs not covered by current airport or airline security taxes. It also would make the costs of airport security more visible to airlines and travelers.”

After the Cato briefing, Poole replied to a question from the Charlottesville Libertarian Examiner about the future of transportation privatization.

“It’s very up in the air right now,” Poole said. With regard to surface transportation, the chairman of the House Committee on Transportation and Infrastructure, Congressman James Oberstar (D-Minn.) “wants to basically create a federal czar to have the last word, to say yes or no at the eleventh hour on any proposal for privatizing highways. That’s got the whole industry really, really nervous because nobody wants to take the risk of proposing and researching a project, then having it vetoed at the last minute after they’ve spent millions on putting their numbers together.”

In terms of airports, Poole said, “we have a little boomlet going on right now of cities that want to lease their airport under the federal airport privatization pilot program. I’m guardedly optimistic about that. Midway Airport is the most visible one but there are four others, at least, that have filed applications with the FAA.”

While none of these airports are in Virginia, there is one close by, Poole explained:

“Baltimore has talked about it but they haven’t filed. The state runs the airports in Maryland, and the governor said he would be open to an offer for BWI, which I was astonished to hear, but glad to hear. New Orleans and San Juan are two of the other leading candidates; they have applications filed. It could happen this year.”

Poole recommended that Examiner.com readers interested in transportation privatization issues should check out the Reason Foundation’s annual privatization report and Reason’s Airport Policy and Aviation Security Newsletter.

Water Taxis and Eliminating Government's Transit Monopolies

Yesterday's Washington Post includes a front-page a Metro section story with the headline, "Water taxis in Washington could be viable, study finds."

The article begins:

A water taxi that would ferry commuters across the region’s rivers is economically viable given the area’s burgeoning population and the proliferation of jobs along the water, according to a consultant’s study.

The year-long study found that at least four of two dozen possible routes across the Potomac, Anacostia and Occoquan rivers have enough demand to support a daily water taxi service that would be operated by a public entity or as part of a public-private partnership.

Well, well, well -- it's about time.

On April 21, 1995, the Arlington Journal published an article I wrote about meeting mass-transit needs through creative, free-market solutions that included this paragraph:

■ Restore the Potomac's status as a highway. The cities of Washington and Alexandria lie where they are because the Potomac River was once a major transporter of goods and people. A water-taxi service between Old Town Alexandria and Georgetown, with stops at the Washington Marina and in Arlington, could make the Potomac once again a significant people mover.

Why did it take so long for local governments to pay a high-priced consulting firm to come to the same conclusion that I did -- for no charge -- 18 years ago?

The piece also included suggestions for permitting private jitney services and for instituting sliding-scale highway tolls based on passenger occupancy.  (Something like that latter idea has been adopted on the interstates in Northern Virginia and the Maryland suburbs.)

From the archives, here is the full text of "End the government monopoly on mass transit service":

- - -

Some local government officials are moving in the right direction as they discuss the future of Metrobus service (“N.Va. systems threaten transit giant,” April 11), but most see too wary to step toward creativity and market-based decision making.

These local government officials deserve credit for their willingness to consider privatization of Metrobus routes as a means to make the system more cost-effective. Unfortunately, it seems that to them “privatization” is still limited to a county- or city-owned bus system to replace Metro or – at best – a government-granted monopoly to a private company within a single jurisdiction.

Why not consider more and varied alternatives that, when used together, will have the ultimate effect of reducing costs, improving efficiency, increasing mass-transit usage, and alleviating pollution.

Here are some examples:

■ Legalize jitney service. Jitneys are vehicles smaller than buses, such as vans, that operate independently (like taxis) but on a predetermined route (like buses). The operators set their own fares, which they can base on distance traveled or on other factors. Different jitneys can compete for the same passengers along the same routes, or a fleet of jitneys can divide up territory. Jitneys could operate within and across jurisdictions, feeding into Metrorail or connecting Tysons Corner to Silver Spring.

Island Queen ferry docked in Bayfield, Wisconsin

■ Restore the Potomac's status as a highway. The cities of Washington and Alexandria lie where they are because the Potomac River was once a major transporter of goods and people. A water-taxi service between Old Town Alexandria and Georgetown, with stops at the Washington Marina and in Arlington, could make the Potomac once again a significant people mover.

■ Turn Interstates 66 and 395 into toll roads, with tolls based on the number of passengers. For instance, instead of the dreaded high-occupancy vehicle lanes, we could charge vehicles a toll based on a sliding scale, such as $2 for lone drivers, $1.50 for two-passenger cars, $1 for three passengers, 75 cents for four passengers, and no charge for more than four. Such a scheme would persuade some people to take Metrorail, some to take the bus, some to car pool, and some to bear the economic price of the toll, depending on their preferences.

■ End the government mass-transit monopoly. These three examples only touch the surface of creative, market-based solutions that are there for us to consider and to use. The best way to encourage more use of mass transit, however, is to make more types of mass transit available, and to give commuters and travelers more choices than they have today. Allowing private services to compete with Metro on the same routes will be a good first step.

After all, we would never think it proper to grant Giant a monopoly in Fairfax County and Safeway a monopoly in Arlington County, and not let them compete against each other – or against 7-Eleven. If consumers can pick a grocery story, why not let them pick a type of mass transit? And why not let entrepreneurs give them what they want?

Richard E. Sincere Jr. of Arlington chairs the Libertarian Party of Virginia.