Liberals might be overly optimistic when it comes to high speed rail, but devotion to trains looks downright sensible relative to those who argue for the efficacy of streetcars. Voters despise streetcars; taxpayers have been opposed to them in almost every municipality where they’ve been installed. The streetcar in Charlotte, the pet project of Anthony Foxx, is such an example, and one reason why I’ve argued in the past that he would make a much weaker statewide candidate than many believe.
Due in no small part to Foxx’s position as Transportation Secretary, Obama’s new budget contains a $75 million grant which will advance the next phase of the streetcar project, a 2.5 mile extension to the 1.5 miles of track already laid down. It’s part of the Obama administration’s focus on revitalizing infrastructure in this country. Despite the fact that the city spent $12 million appealing to the federal government for a grant, even Democrat Mayor Pro Tem Barnes sounds very skeptical about the project, saying something to the effect that at some point the city might have to cut its losses. Supporters say the project will help the economy in high-poverty western Charlotte, as the streetcar is so slow and inefficient that people will be able to solicit businesses in the area, then hop back on without the car advancing more than several yards.
Needless to say, don’t expect Charlotte’s representatives in Congress to support any budget provision which will dole out more money to the streetcar project. The resistance of Reps. Pittenger and Hudson and Sens. Burr and Tillis will almost surely result in a red light, but it could become a political issue in the metro Charlotte area. The streetcar is supported mostly by the predominantly African American West Charlotte area and rejecting the federal grant could help mobilize voters in this area.
But don’t count on it. There’s only one guy excited about the project, and he’s now in charge of Transportation for the entire federal government. Opposition to the streetcar is a lot broader and a lot more intense. Candidates who try to make a wedge issue out of it are likely to face swift backlash from voters in the Charlotte suburbs. If Charlotte area Republicans stand in the way of the grant, they’ll in all likelihood receive kudos from voters who demand fiscal responsibility from their government.
John Wynne is the “conservative voice” at PoliticsNC, where he also provides polling analysis and commentary on legislative campaigns. When not writing about politics, he enjoys gardening and listening to opera. Contact: johncwynne@gmail.com.
Nearly every medium-sized city in France now has a tram system– check it out. The technology has changed in the past few decades. If we in NC didn’t sprawl all over the landscape, we could have them too.
Let’s not get these transportation options confused. There are streetcars, light rail, heavy rail (L-subway), commuter rail and bus rapid transit in addition to the standard buses.
Light rail usually runs in its own roadbed (except in the center of cities) and can run at near expressway speeds.
And the systems are expanding. Portland is adding a fifth light rail line; last year Salt Lake City expanded its light rail to three lines and expanded all of them; Dallas has four light rail lines, all of which have expanded in recent months, with more expansion planned. San Francisco added a light rail line along the south waterfront to go with the existing four lines.
New streetcar lines are rarer. Portland is in the process of expanding its second streetcar line to make a full circle, Salt Lake City just added a streetcar line, San Francisco expanded its Market Street streetcar line all the way to Fisherman’s Wharf
Washington is in the process of extending its heavy rail Silver Line to Dulles Airport; other cities are adding to their L-subway systems.
In Utah, a new commuter rail line now runs from Ogden through downtown Salt Lake City to Provo. Portland,has added a westside commuter rail connection. Many other cities are using existing rail lines to establish commuter rail. Charlotte would like to start commuter rail between downtown and Mooresville, perhaps reducing the need for a very expensive expansion of I77.
Many of the opponents of alternate systems would rather spend the money on continuing expansion of highways, and yet rush hour gridlock seems unavoidable.
Growing up in Pittsburgh the trolleys were well loved and are sorely missed. Bring ’em back where a good analysis shows integration with future densities. I’m in favor of them .
Basically it all comes down to a subtle mix of socioeconomic data, cultural vision and political leadership. You need density or at least demonstrable population growth in key areas to make the underlying case for why investment in this area is truly needed. Charlotte has surely done research on this… most every city has at some point because the top line potential is attractive. The problem is that the proposed solution has to serve a large enough percentage to justify not only the upfront but recurring costs to keep the system healthy and ubiquitous.
NC civic leaders are certainly not unique in turning away from infrastructure development of this sort and given the current political climate there, I could never imagine anything like this getting off the ground unless it was almost completely privatized. Of course those models don’t ever work out because its too long of a putt for commercial ventures to attempt to sink.
As a native Tar Heel now living in Portland, often pointed to as a model of how this can work in an American context, I encourage you to read through the following:
– Good Portland Transportation Overview (http://en.wikipedia.org/wiki/Transportation_in_Portland,_Oregon)
– Austin TX looks at Portland for a model (http://projects.statesman.com/news/portland-rail/)
– Overall look at the value of Light Rail as a transportation option (http://www.citylab.com/commute/2014/04/have-us-light-rail-systems-been-worth-investment/8838/)
It is worth noting that the TriMet system here serves a bit more than just 3 counties and based on the continuous population growth (http://www.oregonlive.com/washingtoncounty/index.ssf/2014/06/portland-area_population_could.html), is continuing to put pressure on the car-centric side of the infrastructure thereby increasing the viability of the non-car options.
Another wrinkle to consider: Dunno if this is still the case but when I grew up in NC, the snarky version of the state motto was “First in Roads, Last in Education”. Everything is paid for through taxation to some degree. Roads are typically maintained through gasoline taxes which everyone pays for at the pump. With the growth of all-electric and/or hybrid vehicles of all sizes, shapes and uses, those taxes are going to begin to decline. If the current modus operandi is to reduce taxation then how will the sole transportation option maintain itself as NC’s population continues to grow?
Look, I don’t have a horse in this race, but, really, John, ya gotta give a reader more substance than that—or at least try to. No references, examples, or URLs to back up your positions that “voters despise streetcars” (I bet they don’t despise them in San Francisco); that the project may be an economic albatross; or that the Charlotte project is supported mainly by AfAms (and not much by other racial/ethnic groups). And where is any mention of the possible advantages to the system? Maybe such a project helps reduce urban smog/pollution and the carbon footprint, saves workers on gas and car expenses, helps a struggling light manufacturer recruit workers to work at its plant, or, hell, I don’t know, helps increase bar/tavern business liquor sales (’cause folks won’t be risking drinking and driving). Did you bother to check out the possible “pro’s” to counter what appears to be your partisan (anti-Foxx) “con’s”?