Transportation, Land Use, and Freedom | Libertarianism.org

Transcript

Trevor Burrus: Welcome to Free Thoughts from Libertarianism.org and the Cato Institute. Im Trevor Burrus.

Tom Clougherty: And Im Tom Clougherty.

Trevor Burrus: Joining us today is Randal OToole, Senior Fellow at the Cato Institute, specializing in urban growth, public land and transportation issues. Welcome to Free Thoughts, Randal.

Randal OToole: Hey, Im glad to be here.

Trevor Burrus: So the first question is the big one as we often do on Free Thoughts. How is transportation important to human freedom and flourishing?

Randal OToole: Well mobility is really important because mobility gives people access to more economic resources, more social resources, more recreation opportunities. Mobility of course has completely transformed in the 20th century. Before 1800, hardly anybody in the world had ever traveled faster than a horse could run and lived to tell about it. Although during the

Trevor Burrus: Lived to tell about it, its like people who fell out of hot air balloons and

Randal OToole: Or off a cliff.

Trevor Burrus: So they got a quick moment of OK.

Randal OToole: Yeah. So by 1900, we had developed steam trains and bicycles and streetcars and cable cars and those things accelerated the pace of life for many people and yet by 1910, most Americans were no more mobile than they had been in 1800 because frankly streetcars and steam trains and things like that were more expensive than the average American could afford.

Most Americans still lived in rural areas and they didnt have access to those, to streetcars or bicycles. Even Americans in urban areas, only middle class people could afford streetcars. Pretty much working class people had to walk to work. It was only when Henry Ford developed a moving assembly line that allowed him to both double worker pay and cut the cost of his cars in half, which made automobiles affordable to the working class that suddenly mobility was democratized and suddenly travel speed is accelerated from an average of 3 miles an hour to an average of 30 miles an hour or more.

That gave people access to far more jobs. If you were producing something, it gave you access to a far bigger consumer market. If you wanted to socialize with people who were like you, you didnt have to live right next door to them. You could get into your car and be near them. You have access to recreation opportunities. Things like national parks became popular only after the car became popular. Before cars the number of people visiting Yellowstone and people like places like that were numbered in the hundreds or low thousands each year. Now its the millions.

Trevor Burrus: Now you certainly have no Disneyland without people being able to drive to it and

[Crosstalk]

Randal OToole: You dont have Costco. You dont have supermarkets. You dont have Wal-marts. You dont have a lot of things that we take for granted today. Shopping malls, a lot of things. So the auto mobility transform lives for many people. For example, the only way blacks were able to boycott buses in Montgomery, Alabama after Rosa Louise Parks refused to get walk to the back of the bus was because they had enough cars that they could transport each other to work.

So cars were called by Blacks freedom vehicles. Cars play a huge role in womens liberation. It was only when families became two-car families and both the husband and the wife could own it, could have a car and become wage or salary earners that womens liberation became truly an important change in our lives.

So cars have transformed everybodys lives. Cars have transformed farming for example. Before cars, at least a quarter, perhaps a third of all of our farmland was dedicated to pasture for the horses and other livestock needed to power the farms.

By releasing that land, we ended up getting 100 million acres of forest lands, 100 million acres of crop lands. We have far more lands available for growing crops than we had before because of the internal combustion engine, powering tractors and trucks and other farm vehicles.

Trevor Burrus: Well, if you talk to people now though, its kind of I mean it is this mind-blowing thing when you start thinking about the effect that the car had on American life. But now a lot of people want to say that cars are bad for a variety of reasons, not seeming to understand the effect on this and a lot of the kind of urban planning and ideas of what a city should look like, it seems to be kind of anti-car in some basic level.

Randal OToole: Thats absolutely right. Theres a huge anti-automobile mentality out there, especially among urban planners and curiously, every city in the country has urban planners on their staff because they think theyre the experts. But its actually because the Supreme Court has made decisions that have said that the property rights clause or the Fifth Amendment of the constitution can be amended if you have an urban can be ignored if you have an urban planner on your staff. Basically, you dont have to worry about that if you have an urban planner who has written an urban plan for your city.

Trevor Burrus: This is like Kelo pursuant

[Crosstalk]

Randal OToole: Every single Supreme Court decision that has taken away peoples property rights has mentioned in that decision that the city or other entity that wanted to take away peoples property rights had written an urban plan. So if you have an urban planner on your staff, you can ignore property rights. You can take land by eminent domain. You can regulate land without compensation if you have an urban planner on your staff.

So they all have urban planners and urban planners all go to the same schools and most of these schools are architecture schools where they learn that we shape our buildings and our buildings shape up.

So if we want to shape society, we have to design our cities in a way to shape the way people live. Well, it has been proven over and over again that it doesnt work. It doesnt get people out of their cars, to force people to live in high densities.

San Francisco for example, the San Francisco Bay area increases population density by two-thirds between 1980 and 2010 and per capita driving increased. Per capita transit ridership declined by a third. It didnt change anything at all except for it made a lot more congestion.

So theres an anti-automobile mentality and the reality is most of the virtually all of the problems with automobiles can be solved by treating the problem, not by treating the automobile.

Trevor Burrus: Like congestion you mean.

Randal OToole: Well, congestion, air pollution, greenhouse gases, energy, traffic accidents, whatever. In 1970, people drove about 40 percent as much as they do today and we had 55,000 people killed per year. So today were driving 150 percent more and we only had 33,000 people killed last year. So fatalities are going down because they made both automobiles and highways safer. Thats only going to increase.

In 1970, many of our cities were polluted. You had a mile of visibility or less. In Portland, you couldnt see Mount Hood. In Seattle, you couldnt see Mount Rainier because the pollution is so bad. So we created the Environmental Protection Agency to solve the problem and they said lets do two things. Lets put pollution control requirements on new cars but lets also encourage cities to discourage driving by spending more on transit and increasing densities to encourage people to live closer to work.

Well, they di
d both things and today, pollution has gone down by more than 90 percent. Total pollution has decreased by more than 90 percent from what it was in 1970 and 105 percent of that decline is due to the pollution controls they put on cars. Negative 105 because

Trevor Burrus: More than 100 percent.

Randal OToole: Right, because the other thing they did that investing in transit and increasing densities to get people out of their cars failed. Instead what that did is it increased traffic congestion and cars pollute more in congested traffic than they do in free flowing traffic. So we ended up having more pollution thanks to the policy of trying to get people out of their cars. It failed miserably and yet were still pursuing that policy in many places supposedly to reduce greenhouse gases, to save energy and so on. It wont work but were doing it anyway.

Tom Clougherty: So I think one of the interesting, maybe disturbing things about transportation policy is that you have an obvious problem in congestion, a problem which is very costly. You also have a solution that virtually every economist is going to agree on and thats congestion pricing.

You also have on top of that a widespread perception that its politically impossible, that it will never happen. So therefore we have to go into a lot of these other things, which as youve pointed out may not be effective.

Do you see any future for congestion pricing? Could you maybe elaborate on that principle a little bit?

Randal OToole: Well, there are two things that are going to happen in the next 10 years. First of all, a lot of cars are going to become self-driving cars and thats going to be a very rapid transformation because starting in about 2020, you will be able to buy a car that will be able to drive itself on the vast majority of American streets and roads without your input at all.

Pretty soon you will be able to drive a car buy a car that will drive itself everywhere and they wont even have steering wheels. Well, a lot of congestion happens because of slow human reflexes and as soon as we get self-driving cars which have much faster reflexes, the capacity of roads is going to increase tremendously. Its typical that an urban freeway lane can move about 2000 vehicles an hour at speed.

With self-driving cars, we will be able to increase that to 6000 or more vehicles an hour. So thats going to take care a lot of the congestion problem right there. The other parallel development is that were moving away from gas guzzlers.

Cars that burn gas are burning less and less gas all the time and a lot of cars are not burning gasoline. That means that gas taxes which have paid for our roads have really paid for 80 percent of all the roads weve built and 100 percent of all the state highways that have been built in the country and interstate roads.

Those gas taxes arent going to be around anymore. So were going to have to find a new way of paying for roads. My home state of Oregon was the first state to have a gas tax to pay for roads in 1919 and today my home state of Oregon is experimenting with mileage-based user fees. Its the first state to experiment with them and what theyve done is theyve asked people to volunteer to pay a mileage-based user fee rather than a gas tax and I was one of the first people to volunteer.

They opened up volunteers at midnight on July 1st and at 12:01, I sent in my application and they sent me a little device that I plug into my car and now it keeps track of how many miles I drive and if I leave the state, I dont pay anything. In the state I pay a penny and a half per mile and they refund me all my gas taxes that I pay when I buy gas.

So the intention is to phase this in over time. So if you buy an electric car, you will have to get a mileage-based user fee device. If you buy a gasoline-powered car, you will be encouraged to do it and over time, we will transition from all gasoline or all gas taxes to all mileage-based user fees.

Well, with mileage-based user fees, it will be real, real easy to make a congestion fee, to make it a variable fee. Presumably the device you plug into your car when you say I want to go to work, you will tell your car take me on this to this address. The car will say, well, here are three different routes. If you go this way, youre going to have to pay this fee. If you go this way, you will have to pay this fee and it will take you five minutes longer. If you go this way, you will have to pay a lower fee and it will take you 10 minutes longer or whatever. You will have a choice of which route, which fee you pay and you will make that choice and that will encourage people to avoid congested routes and eventually solve that $200 billion congestion problem.

Trevor Burrus: This is interesting because you see all these technologies which werent even thought about a few years ago, whether its the device to measure how much your car is driving or a driverless car.

It kind of reminds me were talking about urban planners and who these people are and were and to sort of whether or not any urban planners in 1980 thought about driverless cars or the possibility of having something to measure how much youre driving and that and they probably did and so

Randal OToole: Well, the real question is are any urban planners in 2016 thinking about

Trevor Burrus: Yeah, so thats a better at the Car History Museum, I know you at one point were in Denver for the light rail fight. In the car museum, they have a Denver urban plan from 1955 or something like that. Its a 50-year urban plan. So this was what Denver looked like in 2005, which is just ludicrous. I mean it seems absolutely ludicrous.

Tom Clougherty: You mean they didnt get it right?

[Crosstalk]

Randal OToole: In 1950, nobody had ever taken a commercial jet airline flight. Nobody had ever direct dialed a long distance phone call. To make a long distance call, you had to call the operator and have them dial it for you. Of course almost nobody had ever programmed a computer. There was certainly no internet. Nobody could predict in 1950 what was going to happen in 2000.

Well today we can see driverless cars on the horizon but nobody can predict what is going to happen. Is everybody going to use an Uber-like car or are we going to own our own cars? Is it going to make people drive more because more people are going to be driving? Because you can be nine years old and drive a driverless car. I can put my dogs in the car and send them to the vet. I dont need to go with them.

Trevor Burrus: Thats going to be a service. It could be like Bark Car and they just put them in there and it drives them to the vet, yeah.

Randal OToole: Or is it going to lead to less driving because everybody is going to be not owning a car but Uber-ing their car? The thing about that is when if you own a car, when you say Im going to go to the store now, you figure Im going to pay the marginal cost to driving, the cost of gasoline. But if youre renting a car, you have to pay the average cost which is a much higher per mile cost. So thats going to change the calculus. Those people who decide not to own a car will probably travel less themselves than they would have traveled if they had owned a car because of that.

So is it going to lead to more or less driving? Nobody knows the answers to these questions. Urban planners, they know they dont know the answers to these questions. So their solution is to ignore the problem, to ignore the issue, design for the past because they know the past. So they design for streetcars. They design
for light rail because those are the past forms of travel. They know how people lived when those were the forms of travel that people used.

So they designed cities to be streetcar cities. Thats really the urban planning fad today is to design cities to be like they were in the 1920s when the people who got around not on foot took streetcars.

Of course there were still a lot of people who got around on foot because they couldnt afford the streetcars and that of course is going to be a complete failure. Its not going to work. Its going to impose huge costs on those cities because theyre going to be designing for the wrong thing. Its going to put a huge cost on the people in those cities but theyre doing it anyway because thats the urban planning fad.

Trevor Burrus: So theyre thinking of sort of high density urban development with a lot of public transportation like streetcars and light rail and things like this, which is odd but it kind of makes you wonder if the entire concept of urban planning is just kind of silly. Are you kind of saying that?

Randal OToole: It doesnt make me wonder that. Its not kind of saying. Urban planning is a profession that doesnt deserve to exist. Thats why I call myself the antiplanner and I have a blog called The Antiplanner. Look up antiplanner and Im the first thing on the list. I write about this every day.

Urban planning always fails. They cant predict the future. So instead of predicting it, they try to envision it and they envision a past that they understand. Then they try to impose that on the future by passing all kinds of regulations and all kinds of laws.

Trevor Burrus: As I went to Tom being British, a town called Milton Keynes in or Keynes I think is how they say it.

Tom Clougherty: Milton Keynes. Its a must-see.

Trevor Burrus: In England, which is one of these post-war, fully-planned towns. I mean down to especially in England. They were really big on this. Have urban planners become less hubristic? I mean in England, they were just planning entire towns, entire blocks, trying to figure out everything that people wanted. Have they become less hubristic and a little bit more respectful of human freedom or are they just as planning as ever?

Randal OToole: Absolutely not. They have not become less hubristic and a lot of places a lot of private developers have built what are called master plan communities. The private developers did the planning and they were planning for the market. They were trying to figure out what do people want to live in and will build them a community like they want to live in.

They figure out, well, they want to be somewhat close to stores. So they have to have as many enough people in their community to convince a supermarket to open up a store, to come into Costco or something like that, to open up a store. They like to be near some nice restaurants. But they also like to have a yard. They also like to have wide streets to drive on.

So they plan for what people want. The urban planners that Im talking about are government planners and they plan for what they think people should have. They plan for what they think people should want, not what they do want. They think people should want to live in higher densities, that they should want to get around on transit, rather than driving, and so thats what they planned for even though nationwide only about two percent of travel is by well, one percent of travel and about two percent of commuting is by mass transit. Its insignificant outside of New York City, Washington and about four other urban areas. Transit is irrelevant really.

Tom Clougherty: Yeah. I mean its interesting that youre talking a lot about how contemporary urban planning is certainly anti-car, anti-automobility and yet I wonder whether the darkest era of urban planning was excessively pro-car. If you think of a lot of post-war development, the interstate highway system often driving major roads through established neighborhoods. Really trying to change peoples lives and the whole way they lived in the opposite direction of what theyre trying to do now. Is what we have now in urban planning almost a reaction to some of the mistakes of the past?

Randal OToole: No. I think what you have to whats consistent about urban planning is that its pro-middle class and anti-working class, anti-low income people. They call working class neighborhoods slums. This has been the trend for 125 years. Working class neighborhoods are slums. So we have to clear out those slums as if if we move the people out so that we dont have to look at them, they dont exist anymore.

Urban renewal in the 1950s was called by some negro removal because a million people were displaced by the urban renewal movement and most of them were Blacks, so 80 percent of them were Blacks.

They had to move from places that they could afford to places that were less affordable because they werent slums anymore. So the problem that urban that cities had in the 1940s and 50s that they saw they had is that the middle class people had moved to the suburbs and the people who were left were had lower incomes and they said, OK, these are slums. We have to get them out of here. You get the middle class people back into the cities and they looked at the interstates as a way of doing it.

The original interstate highway system as planned by the transportation engineers was going to bypass all the cities, was not going to enter the cities. They brought this proposal before congress and the cities went to congress and said, No, we want our share of the interstate money.

So they rewrote the system. They added 10 percent more miles all of which were in the inner cities and came back to congress in 56 and congress passed it with the endorsement of the urban mayors because the mayors wanted to use interstate highways as a vehicle for slum clearance.

They were to clear out the slums that the highways were built on. They would clear out the neighborhoods around those highways with eminent domain. That was all approved by the Supreme Court in the famous 1952 case here in Washington DC. Yeah.

And forced the people out and then build nice middle class neighborhoods. Today its the same thing. The whole complaint about urban sprawl is not a complaint about wealthy people moving in suburbs. Wealthy people started moving to the suburbs in the 1830s and nobody complained about urban sprawl then.

Middle class people started moving to the suburbs in the 1890s and nobody complained about it then. Weve had suburban sprawl for almost 200 years.

It was only when middle class people or simply when working class people started moving to the suburbs in the 1920s because they were able to buy Henry Fords affordable cars that people started complaining about urban sprawl.

The early complaints about urban sprawl were very class-oriented. You have these inelegant people out there in all stages of dress playing this ridiculous music on their Victor-Victrolaphones and dancing wildly and gesticulating and eating weird food.

Trevor Burrus: Showing their ankles.

Randal OToole: Doing all kinds of things that were horrible and it was very class-oriented and their prescription Im reading to you from a book called the Town and Country Plan. It was written by a British author and the prescription was we will pen all those people up in high-rises in the cities and in 1947, Britain passed the parliament passed a Town and Country Planning Act that put greenbelts around the cities for bidding development and then put high-rises in the cities that
people lived in for a few years but was really only acceptable because a lot of housing had been palmed out. But as soon as people lived in it for more than 10 years, they realized we dont want to live like this. These are awful places to live in. So they revolted but

Trevor Burrus: This racial class part of the story seems to be I mean its you cannot separate it from the whole history of urban planning. Its about class and race and we have red lining. We have zoning. We have all these different things and its about the powerful who happen to be politically powerful in a given time trying to impose their view upon their fellow citizens and what the kind of city that they would like to live in which may not include you and your kind at least in my neighborhood.

Randal OToole: Well, I have a friend in California named Joseph Perkins whos a black radio talk show host and he says that he looks at urban planning smart growth as the new Jim Crow. He says the Sierra Club is the new KKK because theyre promoting these ideas and he goes to some place like Marin County, California which is just north of San Francisco and has very strict urban growth boundaries and low density zoning and he says he goes there and they he goes to these hearings and people are saying, We want to keep those people out.

He said, Well those people are people like me. But it isnt just people of color. Its a class thing. They want to keep the working class out. We dont like to talk about class in this country much but there definitely is a class structure.

You look at the progressives. They say, Well, we care about the working class. Well you might care about the working class but you dont like their values. They play country Western music which you hate. They drive around in big pick-ups.

Trevor Burrus: They drink soda.

Randal OToole: Yeah, they drink soda.

Trevor Burrus: They smoke cigarettes.

Randal OToole: They smoke cigarettes. They drink beer, not wine.

Trevor Burrus: Budweiser

Randal OToole: And they support Donald Trump and they oppose abortion and they do all the things that you say you care about them and yet your actual attitude is one of seething contempt.

Really zoning has always been about keeping working class people out of middle class neighborhoods and the whole planning today is about OK, were going to design transportation systems for the working class that will take them to work so that they can serve us and then take them home to places different from where we live and they can live a nice lifestyle in their high density apartment and walk down the stairs and go shopping so they dont have to shop in the same stores that we drive to. It sounds very idyllic if you

Trevor Burrus: Can afford it.

Randal OToole: No. If you can afford to not live that way, if youre a middle class person. But its not idyllic for the working class.

Trevor Burrus: So lets talk about some of these public transportation issues because I have this great classic Onion article because its tied in with all these ideas that public transportation is something that well, the headline is Report: 98 Percent Of US Commuters Favor Public Transportation for Others and weve had a spate of light rail, weve had streetcars and all these things have come up which it seems like the people who make them are not really theyre not using them. I expected them to probably not use them. They think other people should be using them. That seems to be a big story of public transportation.

Randal OToole: Well, theres a recent story that unfortunately it wasnt in the Onion but it was an authentic story in the Los Angeles Times that said despite the fact that were spending billions of dollars on transit, transit ridership is declining and thats true here in Washington DC as well. Transit ridership seems to have peaked about just before the financial crash and its not really recovering since the financial crash.

Really transit has been on a downhill since 1960 or 1950, the end of World War Two. What were seeing is people plowing more and more money into it and productivity is going down. The number of transit riders carried per transit worker is steadily declining.

The amount of money we spend to get one person out of their car has gone from a dollar in 1960 to $25 or more today just to get one person out of their car for one trip. We build transit lines that are so expensive that it would have been cheaper to give every single daily round trip rider on that transit line a new Toyota Prius every single year for the rest of their lives than to keep running that

Trevor Burrus: Im laughing and crying at the same time.

Randal OToole: And there are a lot of forces at work here. It started out in the 1970s. Congress had given cities the incentive to take over private transit. In 1965, almost all transit in America was private. By 1975, it was almost all public. Congress had said to cities you take over transit. We will pay for your new buses. We will pay for your capital costs. You just have to pay the operating costs.

So cities took them over and then in 1973, congress said, Oh by the way, if you have an interstate freeway thats planned in your city and you decide to cancel it, you can take the capital cost of that freeway and use it for transit capital investments. Well, cities thought that was great except for buses are so cheap that they couldnt afford to operate all the buses that you could buy for the cost of an interstate freeway.

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