Tag Archives: public transit

Let’s Talk About Infrastructure

What is government for?

That is the question at the root of all political philosophy, and by extension, all punditry. After all, the way we evaluate how well a government is functioning is by comparing its operation with its mission: is the state doing what it is supposed to be doing? If so, how well?

I began my most recent book by cataloging the areas of “broken-ness” in American governance–what I (and most commenters to this blog) believe to be areas where our government is failing to perform. And that, of course, raised the question: what should government do? Why do humans need the collective mechanism we call government (at least, beyond restraining Leviathan, per Hobbes)?

My conclusion–with which, obviously, you all may differ–is that government is needed to provide necessary infrastructure–both physical and social.

The dictionary defines infrastructure as the “basic physical and organizational structures and facilities needed for the operation of a society or enterprise.”

Most of us are familiar with this definition in the context of physical infrastructure: roads, bridges, sewers, the electrical grid, public transportation, etc. Within the category of physical infrastructure I’d also include physical amenities like parks and bike lanes. Schools, libraries and museums probably fall somewhere between physical and social infrastructure. Purely social infrastructure includes laws that prevent the strong from preying on the weak, and the various programs that make up what we call the social safety net.

I have just returned from Europe where I attended a conference in Stockholm; on the way home, I stopped in Amsterdam to see my middle son, who now lives there. Sweden and the Netherlands vastly eclipse the U.S. when it comes to both kinds of infrastructure.

The academic conference I attended was on “Social Citizenship,” a concept commonplace in Europe and utterly foreign to Americans. (The conference was focused upon the effects of significantly increased migration on the social unity fostered by the European approach to social welfare–tribalism isn’t restricted to the U.S.and Europe is far more diverse than it was even a decade ago.)

Social citizenship and policies that support unity are topics that increasingly intrigue me; my most recent book focused on them and I routinely blog about them. But right now, I want to rant about physical infrastructure.

I took the subway in both Stockholm and Amsterdam (In Amsterdam, I rode their interconnected transit system, which includes trams, subway and buses). In both cities, the subway stations were immaculate, and there was lots of public art. Electronic signs informed passengers when the next train was due–usually, within 4-5 minutes. The cars themselves–and in Amsterdam, the trams–were shiny and clean, and looked new–although in Amsterdam, my son said they were several years old, and simply well-maintained.

Well-maintained. What a concept…

It wasn’t only public transportation. Streets and sidewalks looked equally well-tended; in Amsterdam, according to my son, sidewalks throughout the city are replaced every 30 years. Also in Amsterdam, where there are 1.3 bicycles for every resident and absolutely everyone bikes, protected bike lanes are everywhere–usually, they separate the sidewalks from the roadways.

Thanks to robust public transportation and the culture of biking, there were far fewer cars on the streets than there are here, and among those that were I saw numerous hybrids. Efforts to use clean energy were prominent. (Coincidentally, a friend just sent me an article about a European consortium that plans to deploy 1,000 fuel cell buses in European cities, and to provide the necessary hydrogen infrastructure.)

All in all, the clear impression was that we are a community, and we care. 

In these European cities, government’s approach to infrastructure provision appears to be a collective effort to ensure a workable, efficient and pleasant environment for all citizens–not a grudging and slapdash accommodation for those who cannot afford private vehicles.

I’m jealous.

Comments

Ideology versus Scholarship

One of the most irritating aspects of contemporary policy debates is the lack of respect for evidence, and the willingness–even eagerness– to cherry-pick information. (This intellectual dishonesty can be treacherous for academic researchers who are increasingly approached by ideologically-motivated funders wanting to buy specific results rather than honest analyses.)

In Indianapolis, we are seeing an example of this tactic in connection with the proposal to improve our public transportation system, beginning with a bus rapid-transit project called the Red Line.

Let me be clear: people who oppose the project may have perfectly good reasons for that opposition. I happen to support the Red Line, but I am certainly not suggesting that all opposition is dishonest or disingenuous.

Some, however, is.

The Indianapolis Star reports that opponents of the Red Line commissioned a “study” from Randal O’Toole of the Cato Institute. Cato, of course, is a libertarian think-tank opposed to much of what governments do. I find them congenial on issues of civil liberties, but disagree with their resistance to virtually all regulatory efforts and social welfare programs. (I might note that the largest financial supporters of Cato have been the Koch Brothers.)

Mr. O’Toole comes with a “point of view” and a reputation as an opponent of mass transit; he makes his living speaking and writing as an “anti-transit expert.” That wouldn’t disqualify his argument if he had tendered an accurate report, but apparently this was a “cut and paste” job. It certainly displays a lack of familiarity with Indianapolis.

A few observations:

  • He says there are only 73,000 downtown jobs, and a population density of 2,100/per square mile. The Public Policy Institute at IUPUI, which tracks these numbers, finds that in just the 2.8 square miles around the Circle, there are more than 120,000 workers  (an employment density of 42,000 per square mile). The total number of downtown workers is actually 137,000.
  • He says that IndyGo has “not made any effort” to determine the feasibility of this effort or the possible alternatives. Had he done even a cursory investigation, he’d have found that this proposal is the end result of decades of study–including a 2013 analysis of alternatives.
  • He asserts that “Transit is largely irrelevant to most Indianapolis residents.” That would come as a shock to the thousands of people who depend upon IndyGo now, and the additional thousands who are flocking to new housing options in the urban core (in contradiction to his assertion that there is “little demand” for urban living). Ten percent of those moving into the booming downtown housing market do not own cars, and have expressed a preference for public transportation.
  • His blithe comment also ignores the growing number of seniors throughout the metropolitan area who can no longer drive, and the people with disabilities who rely on transit or would if it was more convenient. (As with most of his assertions, he cites no surveys or other authority  supporting this facile dismissal.)
  • He says the reason transit is “so little used” in Indianapolis is because “nearly everyone has access to a car.” (If you don’t happen to be one of those lucky folks, well, tough. File that one under “let them eat cake.”) Actual scholarship supports a rather different thesis: current routes and too-long headways discourage use by people who would opt for transit if it was more frequent and dependable.
  • He calls electric buses an “environmental disaster” because electricity is generated by coal. He has only been in Indianapolis twice in 30 years, so perhaps he didn’t hear that IPL’s Harding Street plant recently switched from coal to natural gas. Or that IndyGo has access to solar arrays to power its electric fleet.) It’s just more of those pesky facts about Indianapolis that are inconvenient for his “analysis.”

I could go on. And on.

Suffice it to say that Mr. O’Toole is a propagandist, not a researcher. (Interestingly, O’Toole recently argued against light rail with a commentary titled “Rapid-Bus Systems a Smarter Investment Than Light Rail in U.S.” Blatant inconsistencies were easier to hide before Google.)

What O’Toole does provide is an example–as if we needed another one–of today’s “spin it to win it” approach to policy argumentation. It’s an approach that can be particularly effective when, as here, an honest debate requires accurate data and background information that most citizens are unlikely to have.

What was that famous line from Pat Moynahan? We’re all entitled to our own opinions, but we aren’t entitled to our own facts. Someone should tell Mr. O’Toole.

Comments