Friday, August 04, 2006
Speech given in 1964 at the completion of the Capital Beltway
Text can be found onlike starting on this page at the Maryland Archives Web site
Governor J. Millard Tawes presided over the opening of many freeways in Maryland during his two terms as Governor (1959 to 1967), much like California's Gov. Pat Brown. Perhaps the most-famous Maryland freeway completed then was I-495, the Capital Beltway. Below is the speech given by Gov. Tawes in August 1964.
ADDRESS AT OPENING OF THE CAPITAL BELTWAY
INTERSTATE 495
August 17, 1964
There are few days in the history of the growth of our State more important than today.
By the addition of the Capital Beltway to our highway system, we give to Maryland additional opportunities for economic growth, additional opportunity for success in the fight for highway safety, additional opportunity for the savings of time and money on the part of the motorists who will use this great highway, additional opportunity for safer and more efficient travel by both local and through traffic. The Capital Beltway is truly a road of opportunity. Not only, my friends, will it benefit the great counties of Prince George's and Montgomery, but it will benefit the State and the nation as well. Permit me briefly to examine a few of the many benefits and opportunities made possible by the completion of this great road.
Most of you know that highway safety has been one of the most vigorously pursued goals of my Administration. The rapid construction of expressways to handle large volumes of traffic has been one means of attacking the safety problem. We must remember that Maryland's expressway and primary highway system carries 70 per cent of the traffic.
The death rate on these big freeways is 60 per cent less than it is on ordinary roads. Here are some examples: The death rate on the Baltimore Beltway is only two per 100 million vehicle miles, a tremendously-low rate even with its traffic counts of 40 thousand a day. The Kennedy Memorial Highway has not experienced a single fatality since it opened on November 14, 1963. And more than four million vehicles have traversed that road to date. On the Baltimore Harbor Tunnel Thruway only two persons have died since it opened in 1957. This facility carries as much as 63 thousand cars a day.
These records of safety are amazing. And now, we have the opportunity for additional safety on the Capital Beltway. With its three lanes in each direction, the Beltway can be safer than them all and will entice traffic from the congested local street systems. It will add to the entire pattern of safety in the Washington metropolitan region.
In addition there is the opportunity for saving of time. The trip from one suburban community to another—from Hyattsville to Bethesda, for example—will be considerably shorter in time. The completion of this highway affords opportunity for the savings of money. No longer will the lateral traffic of the area be subjected to stop and go movement which prevails on existing street systems. It has been estimated that travel on modern freeways is two cents a mile cheaper than on conventional highways. To the commuter, the trucker and others who constantly travel the corridor traversed by the Beltway, this represents a ubstantial saving each year.
There is a further opportunity for our State in the completion of the Capital Beltway. How often have we heard of the economic growth which follows the construction of freeways? The Baltimore County Economic Development Office has estimated that the Baltimore Beltway and its connecting freeways will mean an additional five hundred million dollars worth of industry to the county within 20 years. In Boston, $113 million dollars worth of assessable property along Route 128, a Beltway-type road, has been developed by new industry since the highway was opened a decade ago.
What will the Beltway do for Montgomery and Prince George's counties in the field of industrial growth, in the creation of new jobs for its people? At this point, the impact is difficult to forecast. Can we foresee how great the impact will be? How many jobs will be created? How much the economic posture of these counties will be aided? There is little question it will be great. The only question is how great. Therein lies an opportunity for county government to make the most of this road. Proper planning and proper land use with relation to the Beltway can do much toward lifting the economy of these counties.
With these opportunities, however, comes responsibility. The motorist, of course, has the responsibility to use this road wisely, to stay alert, to make sure his vehicle is operating properly, to learn the new driving skills associated with freeway travel. The opportunity for economic growth is accompanied by responsibility on the part of local government. Hodge-podge growth creates hodge-podge communities. Proper exercise of planning and zoning powers on the part of local government can maintain orderly beauty along this corridor while your economy grows. Keep these counties good places in which to live and play at the same time that you provide new jobs for your citizens.
In closing, I would like to congratulate the State Roads Commission, its engineers, contractors, inspectors, right-of-way agents and all who contributed so much time and effort to see that the Beltway, the largest public works project in the history of the Washington suburban region, was delivered on schedule. To the Federal Bureau of Public Roads, I would express my personal thanks and the official gratitude of the people of Maryland, for the very important role the federal government played in this mammoth and exacting job. I could not refer to the Bureau of Public Roads without congratulating Mr. Whitton and his able staff on the progress our nation is making on the vast interstate system of which this Beltway is a part. In addition, I am delighted to see that Maryland is upholding its end of this federal-state partnership in work on the interstate system. With the opening of the Beltway, Maryland now has 70 per cent of its interstate mileage under traffic, placing it sixth in the nation. We are proud of our record, Mr. Whitton, and I can assure you here today that we will continue to cooperate with you and your fine field offices to keep Maryland's interstate mileage on the move.
The Maryland National-Capital Park and Planning Commission deserves great credit today. The foresight of its planning operation and the coordination between its staff and the State Roads Commission is an example of what can be done with a good relationship between local and State governments. Also, the job the County Council of Montgomery County and the Prince George's County Commissioners have done with regard to the Beltway has been immense. All of us, federal, State, and county government, plus private business and individuals, now face new challenges, new responsibilities in making wise and proper use of this road of opportunity.
Governor J. Millard Tawes presided over the opening of many freeways in Maryland during his two terms as Governor (1959 to 1967), much like California's Gov. Pat Brown. Perhaps the most-famous Maryland freeway completed then was I-495, the Capital Beltway. Below is the speech given by Gov. Tawes in August 1964.
ADDRESS AT OPENING OF THE CAPITAL BELTWAY
INTERSTATE 495
August 17, 1964
There are few days in the history of the growth of our State more important than today.
By the addition of the Capital Beltway to our highway system, we give to Maryland additional opportunities for economic growth, additional opportunity for success in the fight for highway safety, additional opportunity for the savings of time and money on the part of the motorists who will use this great highway, additional opportunity for safer and more efficient travel by both local and through traffic. The Capital Beltway is truly a road of opportunity. Not only, my friends, will it benefit the great counties of Prince George's and Montgomery, but it will benefit the State and the nation as well. Permit me briefly to examine a few of the many benefits and opportunities made possible by the completion of this great road.
Most of you know that highway safety has been one of the most vigorously pursued goals of my Administration. The rapid construction of expressways to handle large volumes of traffic has been one means of attacking the safety problem. We must remember that Maryland's expressway and primary highway system carries 70 per cent of the traffic.
The death rate on these big freeways is 60 per cent less than it is on ordinary roads. Here are some examples: The death rate on the Baltimore Beltway is only two per 100 million vehicle miles, a tremendously-low rate even with its traffic counts of 40 thousand a day. The Kennedy Memorial Highway has not experienced a single fatality since it opened on November 14, 1963. And more than four million vehicles have traversed that road to date. On the Baltimore Harbor Tunnel Thruway only two persons have died since it opened in 1957. This facility carries as much as 63 thousand cars a day.
These records of safety are amazing. And now, we have the opportunity for additional safety on the Capital Beltway. With its three lanes in each direction, the Beltway can be safer than them all and will entice traffic from the congested local street systems. It will add to the entire pattern of safety in the Washington metropolitan region.
In addition there is the opportunity for saving of time. The trip from one suburban community to another—from Hyattsville to Bethesda, for example—will be considerably shorter in time. The completion of this highway affords opportunity for the savings of money. No longer will the lateral traffic of the area be subjected to stop and go movement which prevails on existing street systems. It has been estimated that travel on modern freeways is two cents a mile cheaper than on conventional highways. To the commuter, the trucker and others who constantly travel the corridor traversed by the Beltway, this represents a ubstantial saving each year.
There is a further opportunity for our State in the completion of the Capital Beltway. How often have we heard of the economic growth which follows the construction of freeways? The Baltimore County Economic Development Office has estimated that the Baltimore Beltway and its connecting freeways will mean an additional five hundred million dollars worth of industry to the county within 20 years. In Boston, $113 million dollars worth of assessable property along Route 128, a Beltway-type road, has been developed by new industry since the highway was opened a decade ago.
What will the Beltway do for Montgomery and Prince George's counties in the field of industrial growth, in the creation of new jobs for its people? At this point, the impact is difficult to forecast. Can we foresee how great the impact will be? How many jobs will be created? How much the economic posture of these counties will be aided? There is little question it will be great. The only question is how great. Therein lies an opportunity for county government to make the most of this road. Proper planning and proper land use with relation to the Beltway can do much toward lifting the economy of these counties.
With these opportunities, however, comes responsibility. The motorist, of course, has the responsibility to use this road wisely, to stay alert, to make sure his vehicle is operating properly, to learn the new driving skills associated with freeway travel. The opportunity for economic growth is accompanied by responsibility on the part of local government. Hodge-podge growth creates hodge-podge communities. Proper exercise of planning and zoning powers on the part of local government can maintain orderly beauty along this corridor while your economy grows. Keep these counties good places in which to live and play at the same time that you provide new jobs for your citizens.
In closing, I would like to congratulate the State Roads Commission, its engineers, contractors, inspectors, right-of-way agents and all who contributed so much time and effort to see that the Beltway, the largest public works project in the history of the Washington suburban region, was delivered on schedule. To the Federal Bureau of Public Roads, I would express my personal thanks and the official gratitude of the people of Maryland, for the very important role the federal government played in this mammoth and exacting job. I could not refer to the Bureau of Public Roads without congratulating Mr. Whitton and his able staff on the progress our nation is making on the vast interstate system of which this Beltway is a part. In addition, I am delighted to see that Maryland is upholding its end of this federal-state partnership in work on the interstate system. With the opening of the Beltway, Maryland now has 70 per cent of its interstate mileage under traffic, placing it sixth in the nation. We are proud of our record, Mr. Whitton, and I can assure you here today that we will continue to cooperate with you and your fine field offices to keep Maryland's interstate mileage on the move.
The Maryland National-Capital Park and Planning Commission deserves great credit today. The foresight of its planning operation and the coordination between its staff and the State Roads Commission is an example of what can be done with a good relationship between local and State governments. Also, the job the County Council of Montgomery County and the Prince George's County Commissioners have done with regard to the Beltway has been immense. All of us, federal, State, and county government, plus private business and individuals, now face new challenges, new responsibilities in making wise and proper use of this road of opportunity.
Highways vs. Transit
Over at Planetizen, Patrick H. Hare discusses (as he puts it) "the useless war of highways versus transit."
I don't agree with all of his points, but they could form a basis for further discussion. See what you think at this link.
I don't agree with all of his points, but they could form a basis for further discussion. See what you think at this link.
Thursday, August 03, 2006
[Letter] D.C.: Fed funding feeds Metro’s mismanaged policies, contracts
See also what Ron Utt wrote about this previously, H.R. 3496: The Biggest Pork Barrel Earmark in History?
This is mentioned elsewhere on our Web site, but a reference to it here is appropriate
[The text below was written by Randal - it's just a cut-and-paste
job by me.]
CONFERENCE TEACHES PEOPLE TO PROTECT THE AMERICAN DREAM
A new book by Anthony Flint credits the American Dream Coalition with
"branding the opponents of sprawl as bent on undermining the American
dream," says "Urban Land" magazine. The Coalition is "able to
manipulate the media and steer public opinion against smart-growth
initiatives and light-rail projects."
Flint attended the 2005 Preserving the American Dream conference
about a year before his book, "This Land: The Battle over Sprawl and
the Future of America," was published. While Flint himself supports
smart growth, we accept his comments as high praise for our work.
If you agree that smart growth -- including forced densification of
cities and wasteful rail projects -- threatens the American dream,
then you should attend the 2006 Preserving the American Dream
conference in Atlanta this September 15-17. This conference helps
people protect the American dream in their cities and regions.
This year's conference will feature many new speakers and presentations:
* Robert Bruegmann, author of "Sprawl: A Compact History," will show
how sprawl is not the problem its opponents claim it to be;
* James Dunn, author of "Driving Forces: The Auto and its Enemies,"
will talk about the politics of mobility;
* Robert Poole and other experts from the Reason Foundation will
present that group's Mobility Project, a vision for future federal,
state, and local action;
* Steven Greenhut, author of "Abuse of Power: How Government Misuses
Eminent Domain," will show how deregulation does more to stimulate
economic development than urban renewal subsidies;
* Harvard researcher Bryce Adam Ward will show how government
regulation makes housing unaffordable.
Other speakers will include U.S. Senator Johnny Isakson, Wendell Cox,
transit expert Robert Behnke, John Tillman of Americans for Limited
Government, and many more. In all, we expect to have more than three
dozen speakers on a variety of land-use and transportation topics.
For more information about the conference, including a complete
agenda and registration forms, see
http://americandreamcoalition.org/pad06.html
If you plan to attend, the deadline for reserving hotel rooms at the
special conference rate is August 25. After that date, the rate may
still be available but is not guaranteed. See the above web page for
more information about reserving rooms.
If you are unable to attend the conference, please pass this
information onto a colleague who could benefit from a session
bringing together the nation's leading experts and activists on
land-use and transportation issues.
Better yet, I hope to see you in Atlanta!
Randal O'Toole
American Dream Coalition
P. O. Box 1590
Bandon, Oregon 97411
541-347-1517
541-297-6798 cell
541-982-2226 voice mail
http://americandreamcoalition.org
job by me.]
CONFERENCE TEACHES PEOPLE TO PROTECT THE AMERICAN DREAM
A new book by Anthony Flint credits the American Dream Coalition with
"branding the opponents of sprawl as bent on undermining the American
dream," says "Urban Land" magazine. The Coalition is "able to
manipulate the media and steer public opinion against smart-growth
initiatives and light-rail projects."
Flint attended the 2005 Preserving the American Dream conference
about a year before his book, "This Land: The Battle over Sprawl and
the Future of America," was published. While Flint himself supports
smart growth, we accept his comments as high praise for our work.
If you agree that smart growth -- including forced densification of
cities and wasteful rail projects -- threatens the American dream,
then you should attend the 2006 Preserving the American Dream
conference in Atlanta this September 15-17. This conference helps
people protect the American dream in their cities and regions.
This year's conference will feature many new speakers and presentations:
* Robert Bruegmann, author of "Sprawl: A Compact History," will show
how sprawl is not the problem its opponents claim it to be;
* James Dunn, author of "Driving Forces: The Auto and its Enemies,"
will talk about the politics of mobility;
* Robert Poole and other experts from the Reason Foundation will
present that group's Mobility Project, a vision for future federal,
state, and local action;
* Steven Greenhut, author of "Abuse of Power: How Government Misuses
Eminent Domain," will show how deregulation does more to stimulate
economic development than urban renewal subsidies;
* Harvard researcher Bryce Adam Ward will show how government
regulation makes housing unaffordable.
Other speakers will include U.S. Senator Johnny Isakson, Wendell Cox,
transit expert Robert Behnke, John Tillman of Americans for Limited
Government, and many more. In all, we expect to have more than three
dozen speakers on a variety of land-use and transportation topics.
For more information about the conference, including a complete
agenda and registration forms, see
http://americandreamcoalition.org/pad06.html
If you plan to attend, the deadline for reserving hotel rooms at the
special conference rate is August 25. After that date, the rate may
still be available but is not guaranteed. See the above web page for
more information about reserving rooms.
If you are unable to attend the conference, please pass this
information onto a colleague who could benefit from a session
bringing together the nation's leading experts and activists on
land-use and transportation issues.
Better yet, I hope to see you in Atlanta!
Randal O'Toole
American Dream Coalition
P. O. Box 1590
Bandon, Oregon 97411
541-347-1517
541-297-6798 cell
541-982-2226 voice mail
http://americandreamcoalition.org
Wednesday, August 02, 2006
UK: The mini-motorbike menace
Here in the United States, I have observed these "mini" motorcycles on the streets of the District of Columbia as well, never with a license plate displayed, and often being driven in a reckless manner by minors. Of course, the District's municipal police force, the Metropolitan Police Department, is busy with higher priorities.
Tuesday, August 01, 2006
Thanks for the Compliment
In this article David Roberts interviews Anthony Flint about his book This Land: The Battle Over Sprawl and the Future of America which chronicles the fledgling smart-growth movement. Mr. Flint, who attended the 2005 Preserving the American Dream Conference, says some interesting stuff alluding to our work here at ADC such as, "You have... think tanks and critics of smart growth who are making sure with... blogs and the like, that this smart-growth stuff doesn't take hold." - Exactly right. Thanks!
Is TIF a Nickname for Convention Center?
East Coast, NC - The hotel-convention center project has been in the talking stages for some 10 years in Elizabeth City, and was revived in November 2004 when North Carolina voters approved a constitutional amendment to allow for "self-financing bonds" in public-private partnerships (evil TIF). At that time, City Manager Rich Olson said the amendment opened up new funding possibilities by enabling cities and counties to borrow money without first getting voter approval for infrastructure improvements in a designated economic development district. The debt is then repaid through higher taxes on the improved property in the district. Also on tap for tonight's joint meeting is the need for a "big sports complex" and a transportation master plan. Sounds like a very scary meeting!
Monday, July 31, 2006
Someone who uses (and even appreciates) an urban mass transit system
Some people consider us to be anti-transit, with never a kind word to be said about that mode of transportation. But such sweeping statements are seldom a good idea.
Consider this - in the Philadelphia Inquirer today, columnist John Grogan tells the story of Jack Murphy, a man that appreciates the service provided by the Southeastern Pennsylvania Transportation Authority (SEPTA) - the public agency that provides mass transit service to much of the Philadelphia metropolitan area, and some of its suburbs.
Don't believe me? You can read Grogan's column here.
Now it's important to point out that Mr. Murphy is a regular SEPTA patron at least in part because he is visually handicapped, and unable to operate a motor vehicle.
Thanks to my friend Sandy Smith for alterting me to the subject and content of this column.
Consider this - in the Philadelphia Inquirer today, columnist John Grogan tells the story of Jack Murphy, a man that appreciates the service provided by the Southeastern Pennsylvania Transportation Authority (SEPTA) - the public agency that provides mass transit service to much of the Philadelphia metropolitan area, and some of its suburbs.
Don't believe me? You can read Grogan's column here.
Now it's important to point out that Mr. Murphy is a regular SEPTA patron at least in part because he is visually handicapped, and unable to operate a motor vehicle.
Thanks to my friend Sandy Smith for alterting me to the subject and content of this column.
Free Transit Fares? (Part III)
The L.A. Times editorial page is critical of Los Angeles Mayor Antonio Villaraigosa's proposal to waive transit fares on the L.A. MTA bus and rail systems for one week.
No Free Metro Rides:
The mayor's idea for free transit for a day would be costly and ineffective.
See also previous posts in this blog here and here.
No Free Metro Rides:
The mayor's idea for free transit for a day would be costly and ineffective.
See also previous posts in this blog here and here.
GAO Report: 2006 HIGHWAY FINANCE States’ Expanding Use of Tolling Illustrates Diverse Challenges and Strategies
Highlights
(Adobe Acrobat .pdf, 58 KB)
Full report
(Adobe Acrobat .pdf, 1.04 MB)
Abstract:
Congestion is increasing rapidly across the nation and freight traffic is expected to almost double in 20 years. In many places, decision makers cannot simply build their way out of congestion, and traditional revenue sources may not be sustainable. As the baby boom generation retires and the costs of federal entitlement programs rise, sustained, large-scale increases in federal highway grants seem unlikely. To provide the robust growth that many transportation advocates believe is required to meet the nation's mobility needs, state and local decision makers in virtually all states are seeking alternative funding approaches. Tolling (charging a fee for the use of a highway facility) provides a set of approaches that are increasingly receiving closer attention and consideration. This report examines tolling from a number of perspectives, namely: (1) the promise of tolling to enhance mobility and finance highway transportation, (2) the extent to which tolling is being used and the reasons states are using or not using this approach, (3) the challenges states face in implementing tolling, and (4) strategies that can be used to help states address tolling challenges. GAO is not making any recommendations. GAO provided a draft of this report to U.S. Department of Transportation (DOT) officials for comment. DOT officials generally agreed with the information provided.
Tolling has promise as an approach to enhance mobility and finance transportation. Tolling can potentially enhance mobility by reducing congestion and the demand for roads when tolls vary according to congestion to maintain a predetermined level of service. Such tolls can create incentives for drivers to avoid driving alone in congested conditions when making driving decisions. In response, drivers may choose to share rides, use public transportation, travel at less congested times, or travel on less congested routes, if available. Tolling also has the potential to provide new revenues, promote more effective investment strategies, and better target spending for new and expanded capacity. Tolling can also potentially leverage existing revenue sources by increasing private-sector participation and investment. Over half of the states in the nation have or are planning toll roads to respond to what officials describe as shortfalls in transportation funding, to finance new highway capacity, and to manage road congestion. While the number of states that are tolling or plan to toll has grown since the completion of the Interstate Highway System, and many states currently have major new capacity projects under way, many states report no current plans to introduce tolling because the need for new capacity does not exist, the approach would not generate sufficient revenues, or they have made other choices. According to state transportation officials who were interviewed as part of GAO's nationwide review, substantive challenges exist to implementing tolling. For example, securing public and political support can prove difficult when the public and political leaders argue that tolling is a form of double taxation, is unreasonable because tolls do not usually cover the full costs of projects, and is unfair to certain groups. Other challenges include obtaining sufficient statutory authority to toll, adequately addressing the traffic diversion that might result when motorists seek to avoid toll facilities, and coordinating with other states or jurisdictions on tolling projects. GAO's review of how states implement tolling suggests three strategies that can help facilitate tolling. First, some states have developed policies and laws that facilitate tolling. For example, Texas enacted legislation that enables transportation officials to expand tolling in the state and leverage tax dollars by allowing state highway funds to be combined with other funds. Second, states that have successfully advanced tolling projects have provided strong leadership to advocate and build support for specific projects. In Minnesota, a task force was convened to explore tolling and ultimately supported and recommended a tolling project. Finally, tolling approaches that provided tangible benefits appear to be more likely to be accepted than projects that offer no new tangible benefits or choice to users. For example, in California, toll prices on the Interstate 15 toll facility are set to keep traffic flowing freely in the toll lanes.
(Adobe Acrobat .pdf, 58 KB)
Full report
(Adobe Acrobat .pdf, 1.04 MB)
Abstract:
Congestion is increasing rapidly across the nation and freight traffic is expected to almost double in 20 years. In many places, decision makers cannot simply build their way out of congestion, and traditional revenue sources may not be sustainable. As the baby boom generation retires and the costs of federal entitlement programs rise, sustained, large-scale increases in federal highway grants seem unlikely. To provide the robust growth that many transportation advocates believe is required to meet the nation's mobility needs, state and local decision makers in virtually all states are seeking alternative funding approaches. Tolling (charging a fee for the use of a highway facility) provides a set of approaches that are increasingly receiving closer attention and consideration. This report examines tolling from a number of perspectives, namely: (1) the promise of tolling to enhance mobility and finance highway transportation, (2) the extent to which tolling is being used and the reasons states are using or not using this approach, (3) the challenges states face in implementing tolling, and (4) strategies that can be used to help states address tolling challenges. GAO is not making any recommendations. GAO provided a draft of this report to U.S. Department of Transportation (DOT) officials for comment. DOT officials generally agreed with the information provided.
Tolling has promise as an approach to enhance mobility and finance transportation. Tolling can potentially enhance mobility by reducing congestion and the demand for roads when tolls vary according to congestion to maintain a predetermined level of service. Such tolls can create incentives for drivers to avoid driving alone in congested conditions when making driving decisions. In response, drivers may choose to share rides, use public transportation, travel at less congested times, or travel on less congested routes, if available. Tolling also has the potential to provide new revenues, promote more effective investment strategies, and better target spending for new and expanded capacity. Tolling can also potentially leverage existing revenue sources by increasing private-sector participation and investment. Over half of the states in the nation have or are planning toll roads to respond to what officials describe as shortfalls in transportation funding, to finance new highway capacity, and to manage road congestion. While the number of states that are tolling or plan to toll has grown since the completion of the Interstate Highway System, and many states currently have major new capacity projects under way, many states report no current plans to introduce tolling because the need for new capacity does not exist, the approach would not generate sufficient revenues, or they have made other choices. According to state transportation officials who were interviewed as part of GAO's nationwide review, substantive challenges exist to implementing tolling. For example, securing public and political support can prove difficult when the public and political leaders argue that tolling is a form of double taxation, is unreasonable because tolls do not usually cover the full costs of projects, and is unfair to certain groups. Other challenges include obtaining sufficient statutory authority to toll, adequately addressing the traffic diversion that might result when motorists seek to avoid toll facilities, and coordinating with other states or jurisdictions on tolling projects. GAO's review of how states implement tolling suggests three strategies that can help facilitate tolling. First, some states have developed policies and laws that facilitate tolling. For example, Texas enacted legislation that enables transportation officials to expand tolling in the state and leverage tax dollars by allowing state highway funds to be combined with other funds. Second, states that have successfully advanced tolling projects have provided strong leadership to advocate and build support for specific projects. In Minnesota, a task force was convened to explore tolling and ultimately supported and recommended a tolling project. Finally, tolling approaches that provided tangible benefits appear to be more likely to be accepted than projects that offer no new tangible benefits or choice to users. For example, in California, toll prices on the Interstate 15 toll facility are set to keep traffic flowing freely in the toll lanes.
Md.: Wind energy push loses power
I have no problem per se with windpower. But I have often wondered how much advantage we can take of electric power generated from the winds, given that sometimes the wind does not blow, and other times it blows too hard.
And I do find it amusing that there seems to be at least some not-in-my-backyard (NIMBY) opposition to the erection of windmills for electric power generation.
And I do find it amusing that there seems to be at least some not-in-my-backyard (NIMBY) opposition to the erection of windmills for electric power generation.
New From Demographia
World Urban Areas: 2005 Population & 2015 Projection (Adobe Acrobat .pdf, 374 KB)
Demographia World Urban Areas (World Agglomerations) Population & Density Estimates All Identified Urban Areas Over 500,000 (684) (Adobe Acrobat .pdf, 2.95 MB)
Demographia World Urban Areas (World Agglomerations) Population & Density Estimates All Identified Urban Areas Over 500,000 (684) (Adobe Acrobat .pdf, 2.95 MB)
Hood Nails It
Longtime friend of ADC, President of the John Locke Foundation, John Hood, has a great article in the Carolina Journal about the ongoing rail debate in Charlotte. There are plenty of witty comments including this gem: If you examine maps of commuting patterns for regions such as Charlotte, what you see is NOT a bunch of thick arrows pointing inward to a downtown. Automotive travel creates beehives and thickets all around town, not pristine hubs and spokes.
He supports his argument with a nice reference to our 2006 Preserving the American Dream Conference Saturday Night Gala Keynote Speaker Robert Bruegmann. He also gives props to our own Randal O'Toole with his statements about how rail transit and high-density Smart Growth policies are not really supposed to ease traffic congestion or increase options - they are intended to constrict traffic, and to force development. Good stuff!
He supports his argument with a nice reference to our 2006 Preserving the American Dream Conference Saturday Night Gala Keynote Speaker Robert Bruegmann. He also gives props to our own Randal O'Toole with his statements about how rail transit and high-density Smart Growth policies are not really supposed to ease traffic congestion or increase options - they are intended to constrict traffic, and to force development. Good stuff!
Calif.: Undo Hetch Hetchy's Dam Shame
Bill Stall writes in an L.A. Times op-ed about the Hetch Hetchy Dam and reservoir (located in Yosemite National Park) that supplies the City of San Francisco and many of its Bay Area neighbors with fresh water.
Like many residents of U.S. cities, people from San Francisco tend to consider themselves to have lifestyles that are better for the environment than families living in suburban areas. And San Francisco is also home to the Sierra Club.
Like many residents of U.S. cities, people from San Francisco tend to consider themselves to have lifestyles that are better for the environment than families living in suburban areas. And San Francisco is also home to the Sierra Club.
Are You Trying to Transport People or Revive Empty Buildings?
Charlotte, NC - Danny Rogers, a spokesman for the Charlotte Area Transit System, presented a study to the Metropolitan Transit Commission, which said it’s cheaper and more practical to use buses in the southeast corridor instead of building a light-rail line from uptown Charlotte to Matthews. Their study says light-rail transit costs much more that bus rapid transit in terms of capital and operational costs. It would also carry fewer people. But some eastside residents aren’t buying it, and they showed up to voice their support of light rail because in the past several years, more than 100 businesses have shut down along Independence Boulevard and these activists were hoping things would improve with the construction of a light-rail line along the road.
Sunday, July 30, 2006
Three op-eds for the price of one regarding the future of the Washington region
Please note! I don't agree with two of the three at all - but one of them is pretty good. Readers of our blog get to decide which is which.
The Next Washington -
How Do We Make Room for More People and More Cars?
The Next Washington -
How Do We Make Room for More People and More Cars?
Free Transit Fares? (Cont'd.)
Two columns from the Bay area on this topic:
Phillip Matier and Andrew Ross in The San Francisco Chronicle (SFGate.com): Freebie 'Spare the Air' rides a BART free-for-all
Paul Rogers in the San Jose Mercury News asks: 'Spare the Air': creative or wasteful?
See also Randal's post last week on this subject here.
Phillip Matier and Andrew Ross in The San Francisco Chronicle (SFGate.com): Freebie 'Spare the Air' rides a BART free-for-all
Paul Rogers in the San Jose Mercury News asks: 'Spare the Air': creative or wasteful?
See also Randal's post last week on this subject here.
