Last October, Portland, Oregon, played host to an event
immodestly called “Rail-Volution.” Portland is widely touted as a
public transportation mecca and model “green” city, and more than a
thousand public transport enthusiasts descended on this burg of
about 580,000 to gush and gawk at the sights. When they weren’t
riding demo trips on the light rail, they attended seminars with
names like “Bikeways and Green Streets,” “High-Speed-Rail and
Development Paradigm Shifts,” and “Sustainable Communities for the
New Economy.” Portland’s mayor presided over one of the seminars,
and Earl Blumenauer, the left-wing congressman who represents
Portland’s east side, was a featured speaker. The event, one local
wag noted, had the air of a religious revival.
Yet even the most zealous Jacobins of the Rail-Volution would
have been hard-pressed to ignore the protest that occurred just
outside its doors as the seminars were under way. More than 200
employees of TriMet, Portland’s public transit agency, picketed the
event, protesting proposed changes to their health care plan.
Like many public transport agencies nationwide, TriMet is in a
deep financial hole. For its current fiscal year, TriMet is facing
a $27 million deficit, and there is no relief in sight. As the
rail-volutionaries celebrated in the face of financial catastrophe,
it was hard not to think of an old story about fires and
fiddles.
It’s somewhat odd that Portland is considered ideal for transit
development. Motorists here face none of the hellacious conditions
that denizens of Los Angeles or Washington endure, and like most
cities in the American West, its layout is decentralized. (Many of
the area’s big employers are actually located at highway exits
outside the city limits.) Most neighborhoods have a suburban feel,
with wide streets and single-family homes. And then there’s the
weather. Two hundred days of rain a year is not exactly conducive
to the walking and busing way of life — at least if you value dry
feet. (Although we do have the rain to thank for Portland’s booming
craft beer business.) Huddling and shivering at a rainy rail stop
may be “green,” but it’s certainly not very pleasant.
Unsurprisingly, then, only 7.4 percent of all work trips in the
Portland area are undertaken on public transport.
TriMet’s profligacy has not made success any easier; its
financial distress is a caricature of the governmental largesse
that is now dousing municipal and state budgets in red ink
nationwide. The findings of a recent audit are breathtaking. TriMet
funds “the entire health care tab for union employees, their
families and all retirees….TriMet is actually responsible for
more in fringe benefits than wages.” In sum, “for every dollar
paid, TriMet is responsible for $1.52 in benefits.” Even the
Oregonian, Portland’s liberal paper of record,
editorialized, “Talk about ‘fringe’ benefits. These move TriMet
into the ‘cringe’ and ‘unhinge’ zone. They make TriMet operators
outliers not only among transit operators, nationally, but also
among public employees.” As its retirement and benefit costs have
skyrocketed, TriMet has seen its revenue fall, all the more so
during the economic slowdown. What’s more, fewer than 50 percent of
TriMet employees are engaged in operations; a huge portion of
TriMet’s budget goes toward marketing, research, and other fields
that have little to do with moving people from point A to point
B.
TriMet is now trying to cajole its workers into paying for a
portion of their health care. Thus far the union has refused —
hence the protesters outside the Rail-Volution. So it’s TriMet’s
customers who have taken it on the chin. Two bus lines have been
cut altogether, and service frequency has been reduced throughout
the system. The bus line near my home, along a busy commercial
strip, used to run every 15 minutes all day — at peak times, every
five minutes. These days, it comes every 18 minutes, and after 8:00
p.m., every 35 minutes. For the privilege of less service,
Portlanders now face a fare hike from $2.00 to $2.05.
A PECULIAR 21st-CENTURY OBSESSION with that most 19th-century of
technologies — rail — is also pushing TriMet ever closer to the
precipice. Like many transport authorities across the country,
TriMet is obsessed with light rail, arguing it will attract riders
who refuse to take the bus. Portland currently boasts four light
rail lines as part of its MAX (Metro Area Express) network, which
TriMet considers its crown jewel. But it is not clear that the
rider experience on light rail is worth its exorbitant cost.
Rider surveys show that public transport users value speed and
frequency more than anything. On these two counts, MAX, the toast
of transit enthusiasts nationwide, can only be deemed a failure.
Take the Blue Line, which connects downtown Portland with the
suburb of Hillsboro, 19 miles away. On MAX, the ride takes 50
minutes, meaning that the Metro Area “Express” travels at an
average clip of less than 23 miles per hour. Or consider the Green
Line, which opened only last year, and which runs from downtown
Portland to Clackamas, a suburb to the southeast. Not only does
that 11-mile distance take 42 minutes to traverse (that’s average
speeds of 16 miles per hour, for those of you keeping score at
home), but at off-peak times, the train runs only every 34 minutes.
All in all, people in a hurry do well to avoid MAX.
And they do, according to TriMet’s leading critic, John Charles
of the free market Cascade Policy Institute. Charles has done years
of rider counting at MAX stations, and has found that TriMet
exaggerates how many people take MAX.
For September 2010, TriMet reported 124,410 MAX “boardings” on
an average weekday. But Charles says, “One customer who commutes
accounts for at least 2 (if not 4) boardings per day; the number
would be one-half of boardings or less. Also we still have a
‘free-rail zone’ [in Portland’s inner core, where the MAX is
accessible from the sidewalk, it’s free], many rail boardings are
just pedestrians hopping on and off after a few blocks.”
TriMet brags that high-earning professionals at Nike and Intel
commute via MAX to their suburban campuses in droves. But Cascade
has counted MAX commuters at Intel’s campus west of Portland;
there’s a station directly at the entrance. On a recent morning
between 6:30 and 8:30, Cascade tallied 632 vehicles, two cyclists,
10 walkers, and 23 MAX riders entering the campus. At Nike’s
headquarters, meanwhile, Cascade found that only about 3 percent of
employees commute by MAX. More generally, more Portlanders work at
home than commute by public transport, and Wendell Cox, a public
transport expert, has shown that since the advent of MAX, the
percentage of Portlanders who commute via public transport has
actually fallen. This gives the lie to the claim that light rail is
uniquely poised to overcome people’s reluctance to use public
transport.
LIGHT RAIL IS very costly. As of 2004, $3 billion had already
been spent on MAX in Portland, and the Green Line has added another
$557 million to the total. This has added significant stress to the
already stretched TriMet budget. Even without light rail, TriMet
would be in trouble because of labor costs; MAX just makes matters
worse. To wit, TriMet has already begun deferring maintenance of
its MAX trains and tracks.
You know the adage, “When you’re in a hole, stop digging”?
TriMet has revised it to: “When you’re in a hole, build more light
rail.” Despite its financial distress, TriMet now plans to build
another MAX line, its most expensive yet. Construction is slated to
begin this summer on a segment connecting Portland and Milwaukie, a
sleepy town of 20,000. The price tag: $1.5 billion. As the line
would stretch only 7.3 miles, the cost per mile would be a little
more than $200 million. The federal government has agreed to foot
half the bill, and TriMet plans to fund most of the rest by
floating $724 million in bonds.
Alaska’s Bridge to Nowhere has met its match: this is the Light
Rail to Nowhere. Numerous buses already run between Milwaukie and
Portland, and traffic on the extant corridor is relatively light.
Fanciful utopian thinking is providing the intellectual impetus for
the project. Environmentalists are thrilled that a bridge that
would be constructed as part of the new line would allow rail,
bicycles, and pedestrians, but not cars, and they’re championing
the project as an example of “green” development. TriMet,
meanwhile, claims that 8,000 to 12,000 people who do not currently
use public transport would elect to ride the new MAX line
daily-this in spite of the low ridership that Cascade has
recorded.
Of course, the taxpayers themselves have not been consulted on
the project: TriMet’s board is appointed by the governor, and it is
they who “greenlit” the plan. Residents have instead taken to
voicing their disapproval with TriMet in any way they can. Last
November voters rejected a bond measure that would have purportedly
been used to buy new buses. Jack Bogdanski, a law professor at
Lewis and Clark Law School, credited the defeat to “a backlash by
taxpayers who are fed up with wasteful rail boondoggles.”
But the public has little recourse. Public transport authorities
exist outside of democratic accountability; they’re not elected,
and thus come under little oversight. Should TriMet wish to build
an astonishingly expensive and needless light rail line, there’s
little the taxpayer can do to stop them. If it wishes to sacrifice
utilitarian bus service at the altar of light rail, the people have
no veto. TriMet serves the interests of its workers and
environmentalist sycophants. Its customers are increasingly left in
the rain.
THIS BLEAK PICTURE presents a stark contrast to the reputation
that Portland’s public transport network enjoys in the national
media and among public transit enthusiasts. The New York
Times calls Portland the “city that loves mass transit,” and
runs gushing tributes to the supposed triumphs of TriMet. The
L.A. Times muses, “What can Portland teach Los Angeles
about transportation?” (One wonders whether TriMet’s dozen
person-plus PR and advertising staff deserves credit for this state
of affairs.) Jennifer Dill, a professor at Portland State
University and high priestess of the TriMet clan, is a celebrated
speaker worldwide, giving talks with names like “Toward Sustainable
Urban Mobility: Insights into Portland’s Journey.” Nor is this a
new phenomenon: almost 20 years ago, the Atlantic
purported to answer the question of “How Portland does it.”
Thanks at least in part to Portland’s PR successes, cities and
states across the country are now replicating Portland’s failures.
Los Angeles is currently building an 8.6-mile light rail line that
will cost almost $900 million. Seattle just opened the first 15.6
miles of its nascent rail network at a cost of $2.4 billion. The
first phase of a rail project that will connect Dulles airport with
Washington, D.C., will cost $2.65 billion. This is occurring as
highways are deteriorating — yet there is no precedent to indicate
that residents of automobile-oriented Los Angeles, Seattle, and
Northern Virginia will suddenly abandon their cars for light
rail.
Portland’s experience with public transport holds lessons for
the rest of the country. But they’re not the lessons that the
Rail-Volutionaries think they are.
