The mob is not the rest of us

BROOKLYN, NEW YORK, (Photo by Erik McGregor/LightRocket via Getty Images)

When the demand went out from activists earlier this year to “Defund the police,” Portland, Oregon responded. 

In June, the City Council cut $15 million from the police budget, rewarding Commissioner Jo Ann Hardesty, a key architect of the cut, with a big win. 

But when Hardesty pushed later for deeper cuts, she failed. At an Oct. 28 City Council Zoom call meeting, Hardesty proposed slashing the Portland Police Bureau’s budget by $18 million and shifting the money to other city services. When the proposal was tabled until a Nov. 5 meeting, Hardesty did not take it well. “I see it as a cowardly move to put this vote off until after the election,” she said. “I am a bit disgusted at the lack of courage on this council.”

Commissioner Jo Ann Hardesty

Citing 156 nights of street protests as a call for action, Hardesty said, “It is shocking that my City Council colleagues don’t know why people are taking to the streets.”

Hardesty either didn’t know, or didn’t want to acknowledge, that the people “taking to the streets” in this and other protests, and generating a lot of overwrought media coverage, don’t necessarily represent the community at large. Too many other politicians and members of the public often make the same mistake.

A recent Gallup poll, conducted as part of a newly launched Gallup Center on Black Voices, found that, in fact,  a large majority—81 percent—of black Americans want the same or increased levels of police presence in their neighborhoods. Just 19 percent of black Americans said they wanted the police to spend less time in their neighborhoods. This is similar to the 67% of all U.S. adults preferring the status quo, including 71% of White Americans.

Previously reported Gallup findings show the vast majority of Blacks believe police reform is needed, such as improving police relations with the communities they serve and preventing or punishing abusive police behavior, but that’s not the “Defund the police” message seen on protester’s placards.

“The “defund the police” movement is backed by progressive activists and politicians, who in turn are funded by nonprofit social-justice organizations and money from corporations shaken down by agitator groups…which pose as community organizations, though they have little popular representation or membership,” Charles Blain, the president of Urban Reform and Urban Reform Institute, asserted in City Journal, a publication of the Manhattan Institute for Policy Research. “They champion the most adverse policies for the very citizens they claim to be fighting for.”

Linked to this is the pressure by some activists to eliminate the Transit Police that patrol TriMet’s transit system. 

Activists have aggressively criticized The Transit Police, alleging that say they focus on people of color and make members of marginalized communities fearful. In response, the Portland City Council has already voted to pull the Portland Police Bureau out of group on Dec. 31.

The problem is research presented to TriMet’s board of Directors indicates there’s actually a high level of support for the Transit Police among TriMet riders. According to a TriMet survey, a lack of transit police makes half of all riders feel unsafe. The percent is higher for Blacks (67%), non-English speakers (58%), and people of color (54%). Just 24% of those surveyed said the presence of police makes them feel unsafe.

According to the TriMet survey, 61% of riders think the greatest threat to their safety isn’t the Transit Police,  but other riders who are too aggressive, perceived to be abusing drugs, or having mental health issues.

Then there are the Parlance Police who want to ram their word usage down our throats.

One of the best examples of these people in action is activists (including much of the media) pushing the public to embrace use of the term Latinx as a gender-neutral, pan-ethnic label to describe a diverse Hispanic or Latino population.

The term has come into wide use by entertainment outlets, magazines, corporationslocal governments, and universities to describe the nation’s Hispanic population. Politicians, in particular, have hopped on the Latinx trend. Sen. Elizabeth Warren, D-Mass., for example, marked Hispanic Heritage Month by promising in English and Spanish to champion Latinx families.  

But there’s a problem. Recent work by the respected Pew Research Center found that only 23% of U.S. adults who self-identify as Hispanic or Latino have even heard of the term Latinx, and just 3% say they use it to describe themselves.

“Progressives, Hispanics are not ‘Latinx.’ Stop trying to Anglicize our Spanish language,” Giancarlo Sopo, a public relations strategist, wrote in a USA Today Opinion column. “Hispanic Americans face plenty of challenges as it is. The last thing we need are English-speaking progressives ‘wokesplaining’ how to speak Spanish.”

Progressives argue that Latinx fixes the gendered nature of Spanish,” Sopo wrote.” It is true that nouns are gendered in Spanish, but it is unclear what, if any, problem this poses to Americans. Taken to its logical conclusion, a push for gender-neutral Spanish nouns requires dismantling a language spoken by 572 million people across the world.” 

“The term (Latinx) makes me sad and angry — it represents another anglicism of my native language and a feeble attempt at gender inclusivity,”  Laura Phillips-Alvarez, a student at the University of Maryland, wrote in an Opinion column for the school’s newspaper, The Diamondback. “…America is obsessed with labeling things, and “Latinx” is just another attempt at categorizing a group of people who are so frustratingly difficult to categorize.”

And while we’re on the subject of mobs, let’s not leave out the college student activists who pressure campus administrators and intimidate the rest of the student body.

Recent events at Bryn Mawr College, a small women’s liberal arts college in Pennsylvania that charges $71,550 a year to attend, are a prime example of a student mob takeover that effectively shut down the campus and led to administration capitulation. 

After two Philadelphia police officers fatally shot Walter Wallace Jr., a Black man armed with a knife, on Oct. 25, a group of Bryn Mawr activists “embraced the dubious claim that their extremely progressive campuses were actually contaminated by a dangerous climate of racism that (quite literally) threatened the survival of black students,” the parent of one student’s parent wrote in Quillette, an online magazine. “In many cases, the ire was directed not only at administrators and non-ideologically-compliant faculty, but also at any student suspected of not supporting the strikers’ apocalyptic rhetoric, dramatic postures, and inflated demands. Anyone who sought to attend class, go to the dining hall, or even turn in schoolwork was denounced as a “scab,” and often faced acts of bullying.”

The leaders of Bryn Mawr’s student strike, which began on October 28th, said their goals were “to dismantle systemic oppression in the Bryn Mawr community,” and end the apparently crippling regime of “institutional racism, silencing, and instances of white supremacy.” Their demands, which by mid-November were a dense 24 pages long, included implementation of a “Reparations Fund” for grants to “Black and Indigenous students in the form of grants for summer programs, affinity groups, multicultural spaces, and individual expenses such as books, online courses, therapy, and any and all financial need beyond the scope of racial justice work.”

This would presumably mimic an action students at Georgetown University took in 2019 when they voted to increase their tuition(likely paid by their parents) to benefit descendants of enslaved Africans that the Jesuits who ran the school sold nearly two centuries ago to enhance its financial future.

On Nov. 16, Bryn Mawr President Kim Cassidy surrendered, sending an email to Bryn Mawr students, faculty, and staff saying, ” I am in agreement with the areas for action laid out in the November 12 demands. I have attached a response that details how specific aspects of demands will be fulfilled, including timelines and our commitments to invest the resources needed.” 

At the end of the strike, Bryn Mawr President Kim Cassidy said The Bryn Mawr Strike Collective’s actions ” have been brave and bold.”

On November 21st, Cassidy sent an email to parents saying the strike was over. The strike leaders, now named The Black Student Liberatory Coalition (BSLC), invited students and faculty to “continue to disrupt the fucking order.” 

According to the parent-written Quillette article, some professors have agreed to accept “strike work”—conversations with friends and family about racism, diary entries, time spent watching anti-racism documentaries, and so forth—in lieu of actual course work, even in math and science programs. 

Activists have every right to press their agenda, but decision makers, the general public and the media need to be more careful about assuming the activists speak for the rest of us.

 It’s like relying on Twitter to interpret the public mood. A small share of highly active Twitter users – most of whom are Democrats – produce the vast majority of tweets from U.S. adults, according to another Pew Research Center report. The most active 10% of users were responsible for 92% of tweets sent between November 2019 and September 2020 by U.S. adults with public-facing accounts. Democrats and Democratic-leaning independents accounted for 69% of these highly active Twitter users, while Republicans and GOP leaners accounted for 26%. 

Mobs are like that. They don’t speak for everybody.

These are difficult and dangerous times. Pandering to the mob makes things worse.

Is TriMet “riding the winds of change”? Not really.

Portland-Streetcar-cm

Think TriMet’s New Electric Buses Run on Wind Power? Think Again.

By Rachel Dawson

TriMet unveiled five new battery-electric buses (BEBs) in April 2019, the sides of which all donned images of windmills and sweeping gusts of wind. The BEBs each cost around $1 million, nearly twice as much as a traditional diesel bus. And these buses are just the beginning: The TriMet board voted last year to replace the entire fleet with battery-electric buses for $1.18 billion by 2040, a $500 million premium over a diesel fleet.

TriMet has been hailed an environmental hero for “riding the winds of change.” TriMet Spokesperson Roberta Altstadt claimed that TriMet was the first in the United States to “operate an electric bus on 100% renewable energy.” Without further research, it would be easy to think that TriMet’s new buses ran on clean wind energy. And that is exactlywhat TriMet is hoping you would think. But you would be wrong.

If the buses don’t run on 100% wind power, how is TriMet able to get away with saying they do?

TriMet spends $228.75 per month on what are known as renewable energy certificates (RECs) from PGE. RECs are a tradable commodity sold by renewable energy facilities (such as wind farms) to the wholesale market, that purport to represent the “environmental amenities” of certain renewable energy projects. By purchasing the RECs, TriMet has bought the legal right to claim it is using renewable energy; however, the agency has not purchased any energy itself.

This would be like my paying someone else to exercise at the gym for me, and then telling my family and friends I go to the gym. The person I pay reaps both financial and physical benefits while I merely get to pretend I have them.

Supporters of RECs claim the certificates offset fossil fuels and pay for the generation of new renewable energy. However, these claims are not entirely accurate. According to Daniel Press, a Professor of Environmental Studies at UC Santa Cruz, “RECs do little to reduce emissions in the real world because they have become too cheap to shift energy markets or incentivize businesses to build new turbines.” The income generated from RECs does not come close to the millions needed to construct more wind turbines, which means that RECs themselves don’t offset fossil fuels.

Despite its claims, it would be impossible for TriMet to run on 100% wind power unless it disconnected from the regional mixed grid and hooked up to its own personal wind farm. Even then, TriMet would be forced to rely on other backup power sources due to the volatility of wind generation.

While a wind turbine may be available to produce energy around 90% of the time, the average wind farm in the United States in 2018 had a capacity factor of only 37.4%. The capacity factor refers to the amount of energy produced in a year as a fraction of the farm’s maximum capacity. Wind farms produce electricity when winds reach about nine miles per hour and stop at roughly 55 mph to prevent equipment damage. If the wind isn’t blowing (or isn’t blowing strongly enough), little to no power can be generated.

This poses problems, as the electrical grid requires constant equilibrium or blackouts will result—power supply must meet energy demand. Every megawatt of wind power has to be backed up by an equal amount of traditional, “non-green” sources like coal and natural gas to account for times when wind energy isn’t generated. This would be like keeping a car constantly running at home in case the one you’re driving on the road fails.

Instead of a wind farm, TriMet receives its electricity from Portland General Electric, the same mixed grid your home is likely powered by. In 2020, this mixed grid will be made up of 37% natural gas, 28% coal, 18% hydro, 15% renewables, and 2% purchased power (power purchased on the wholesale market). Since wind only makes up a portion of renewables used by PGE, less than 15% of the electricity used by the “wind” buses is powered by wind. A greater percentage of the electricity used by TriMet’s BEBs comes from coal plants than wind farms.

If TriMet were honest with its riders, it would replace the windmills on the sides of the new buses with coal, natural gas, and hydroelectric power plants. In the name of accuracy, TriMet could place a windmill in the corner, demonstrating the small percentage of power generated by wind farms.

So instead of riding the “winds of change,” keep in mind that you’re just riding a really expensive bus.

Rachel Dawson is a Policy Analyst at Cascade Policy Institute, Oregon’s free market public policy research organization.

 

WES: going off the rails

stagecoach

“We’re in a fine fix, my friends.”  Stagecoach. 1939.

TriMet is buying 2 more train cars for WES, the Westside Express Service train that runs a 14.7-mile limited schedule between Wilsonville and Beaverton.

Hey, why not? When things are going downhill, double down.

On May 25, after just six minutes of consideration, TriMet’s Board of Directors voted unanimously to approve bidding on the purchase of two used Budd RDC passenger diesel railcars from Dallas Area Rapid Transit (DART) for a total of up to $1.5 million. An additional $550,000 is expected to be needed for retrofit work to make the cars service-ready.

“We need to plan for ridership growth,” TriMet spokeswoman Mary Fetsch told The Oregonian. “Staff believes that these cars would meet the expected demands for the growing WES service for at least the next ten years…,” Neil McFarlane, TriMet’s general manager, said to the Board in a May 25 memo.

Oh sure, plan for massive ridership growth.

In early 2009, TriMet predicted WES would have 2,400 daily riders its first year of operations and 3000 by 2020.

But things started to go south quickly. WES began operating in February 2009. By Dec. 2009, weekday boardings averaged 1,140. By June 2010, the last month of Fiscal Year (FY) 2010, weekday boardings for the year averaged 1,200, less than half the number TriMet had predicted.

TriMet General Manager Fred Hansen told The Oregonian it was way too early to say if the agency’s heavy-rail gambit was a mistake.

He was wrong.

In FY15, weekday boardings averaged just 1869. Equally disturbing, operating costs per boarding on WES are stubbornly high at $13.50, versus $2.83 on busses and $2.14 on MAX.

Operating cost per boarding ride measures the direct cost of providing each ride. Operating costs are expenses for labor, energy and expendable supplies to provide transit service and to maintain vehicles and plant facilities. It does not include general andf administrative costs, interest or depreciation.

WESgraphwithkey

Here we are in 2016 and the situation is still appalling.

As of April 2016, the most recent month for which I was able to obtain data from TriMet, average daily boardings in FY16 are just 1,779. Operating costs per boarding ride are also still substantially imbalanced, at $2.67 for busses, $2.01 for MAX and $12.56 for WES.

The WES figure translates into a fare recovery ratio of operating costs of just 8.1 percent. Operations costs are expenses for labor, energy and expendable supplies to provide transit service and to maintain vehicles and plant facilities.

And these figures don’t even take into account the $161.2 million spent to build WES.

Even if WES reaches 3000 average daily boardings, operating costs per boarding ride will remain much higher than for busses and MAX.

The fact is, WES is a train wreck.