HOW CAN YOU CUT TRAFFIC AND POLLUTION, EXCEPT WITH MASS TRANSIT?

                         Roanoke Times
                 Copyright (c) 1995, Landmark Communications, Inc.

DATE: MONDAY, March 22, 1993                   TAG: 9303220401
SECTION: EDITORIAL                    PAGE: A-4   EDITION: METRO 
SOURCE: BETH FRANCIS
DATELINE:                                 LENGTH: Long
HOW CAN YOU CUT TRAFFIC AND POLLUTION, EXCEPT WITH MASS TRANSIT?
STEPHEN Moore's March 8 commentary ("The costly myths of mass transit") alleges that transit's beneficial role in this and other communities across the country is a failed investment.
Moore lists four "myths" and supports them with contradictory facts. For instance, he states that it is a myth that "modern rail systems attract riders," then goes on to say that new rail systems in Washington, Buffalo and Miami do attract new riders, albeit not as many as were forecast.
Similarly, Moore states that it is a myth that "transit subsidies reduce road congestion," then goes on to contradict himself in stating that Portland, Atlanta, and other major transit systems have diverted at least some passengers from automobiles. Figures from the American Public Transit Association show that for every 11 passengers on a bus or rail car, 10 cars (usually occupied only by one person) are removed from the road.
His claims that federal transit assistance has not led to an increase in ridership are unfounded. As the federal transit program matured between 1970 and 1990 (following the collapse of privately owned operations), transit ridership increased from 7.3 billion trips annually to almost 9 billion.
In Roanoke, transit ridership steadily has continued to grow. In January 1990, Valley Metro was averaging 4,354 passenger trips per day. In January 1991, that number had grown to 4,801 and in January 1992, 5,079. This past January, average daily ridership had reached 5,388.
So even in a city the size of Roanoke, where urban problems like congestion are not as severe, transit ridership has increased by more than 19 percent in the past three years. Why? Because more and more Roanoke commuters want to do something about congestion and the environment, and they recognize public transportation as a solution.
Moore states it is a myth that "transit subsidies will conserve energy," following that with figures that say 80 percent of bus seats are empty. In Roanoke, this is not true, as Valley Metro buses average more than 33 percent occupancy on any given trip, with some trips filled beyond capacity.
Because a bus with only seven passengers is more energy-efficient than the average commuter car, and because buses carry 40 seated passengers, Valley Metro's average occupancy is actually twice as energy-efficient as the average commuter car. And every commuter among us who switches from driving alone to riding transit saves 200 gallons of gasoline a year, reducing the amounts of foreign oil it is necessary to import.
Moore states it is a myth that "increased transit subsidies lead to more and better service." Valley Metro is seeking just such a subsidy to finally replace the oldest buses in its fleet, which date back to 1976. New buses mean fewer breakdowns, less maintenance, better gas mileage, more vehicles equipped with wheelchair lifts, added comfort and convenience for the passenger. So ask Valley Metro's 5,300 daily passengers how they feel about the significance of transit subsidies.
In the '80s, federal transit assistance fell by more than half, while a 17 percent increase in federal highway funding effectively encouraged more cars and increased miles of vehicle travel. So in contrast to reduced transit aid, Washington spent more than $192 billion on roads from 1975 to 1990.
Yet, even with substantial highway funding, motorists faced a 96 percent increase in congestion on urban interstate highways during those years. No sooner do we build a new road than it is overcome by congestion. Had some of that highway money been allocated to transit, we would have seen at least some improvement.
Regarding transportation planning, Moore's opinions of transit's worth are particularly shortsighted. The Federal Highway Administration estimates that traffic congestion will increase by as much as 400 percent within the next 12 years. Already, there are more than 140 million private automobiles traveling more than 2 trillion miles per year in the United States.
Clearly, there are limits to the number of cars our roads can carry, to the number of roads we can build, to the amount of oil available to fuel those cars, and to the amount of auto-related pollution that is acceptable. How do we address these limits and maintain mobility, both now and in the future, if not by getting more people into fewer vehicles?
It costs money to build and maintain a transit system, and Moore would have us believe that transit is not worth the investment. But without it, today there would be an additional 9 billion annual commuters clogging the roads, adding to ozone pollution, lining up at the gas pumps, or sitting at home without a way to get to work, shopping or medical facilities, and hundreds of thousands of transit providers, engineers and builders without jobs.
Transit is no longer merely a public service for those who have no other means of transportation - it is a vital part of all America's mobility, and plays a crucial role in the nation's economy. Federal, state and local legislators recognize that fact, and are shifting the focus on transportation policies from moving vehicles to moving people.
How would Moore address the staggering gridlock, pollution and energy shortages brought on by the number of single-occupant vehicles which threaten our future mobility?

Beth Francis is director of marketing for Valley Metro in Roanoke.

by Archana Subramaniam by CNB