The Norfolk Virginian-Pilot published a guest editorial on Sunday, March 20, by Glen Bottoms supporting an extension to the Hampton Roads region’s light rail line (The Tide) to the Virginia Beach Town Center. The editorial, which lays out the reasons why the extension should make sense to conservatives, can be found here: http://pilotonline.com/opinion/columnist/guest/glen-d-bottoms-light-rail-a-wise-choice-for-hampton/article_3d43a53c-5b5d-5170-bd46-41b92bd0363a.html
Bill Lind and Glen Bottoms have collaborated on a penetrating article printed in The American Conservative entitled Don’t Railroad Amtrak: Americans Love Trains. So Should Conservatives. Lind and Bottoms tender persuasive arguments detailing why Amtrak deserves the strong support of conservatives across America. It can be accessed at http://www.theamericanconservative.com/articles/dont-railroad-amtrak/
Bill Lind and Glen Bottoms have penned an incisive article in the Texas Tribune urging Texas conservatives to support rail transit in the Lone Star State, including a private initiative to build high speed rail between Dallas and Houston. With expanding rail systems in Houston and Dallas, and a viable high speed rail initiative to connect Dallas and Houston making progress, Texas has the opportunity to demonstrate the transforming power of rail passenger transportation. Lind and Bottoms also describe the high speed rail project as a real game-changer with enormous potential. The article, entitled The Conservative Case for Public Transportation can be viewed at http://tribtalk.org/2015/07/19/the-conservative-case-for-more-rail-transit-in-texas/
Glen Bottoms has written a review of Benjamin Ross’ provocative book, Dead End: Suburban Sprawl and the Rebirth of American Urbanism. The review provides revealing insights into Mr. Ross’ research and oftentimes unconventional but firmly supported conclusions. The review was published in The American Conservative and can be read at: http://www.theamericanconservative.com/articles/how-to-reclaim-suburban-sprawl/
The book was published by the Oxford University Press and is available at local bookstores or through Amazon.
An article appeared in The New York Times on Saturday, January 2, 2016, entitled “In Atlanta, a Ride Many Scorn Is No Longer Free.” That title says it all and obviously requires no imagination to guess how the Times feels about Atlanta’s initial streetcar line. The sole motivation for the article appears to be the fact that people will now actually begin paying to ride the streetcar. While the streetcar just completed a year’s operation, the Times appears keenly disappointed with these first twelve months. The Times reaches the conclusion that the streetcar will have minimal impact in solving the traffic woes of the Atlanta metropolitan area. Really? The Atlanta Streetcar is a downtown circulator, that is, it is completely oriented to improving mobility and enhancing development prospects in the downtown area and, not incidentally, represents the first small segment of a much larger system that will tie together Atlanta’s central core.
Not mentioned in the article is a major catalyst for the streetcar system, the Belt project, a far-reaching initiative that will create a circular band of parks, trails, housing (affordable and otherwise) and, yes, a streetcar line circumnavigating a necklace of abandoned railroad rights of way around the city. The planned streetcar system will connect with this circular greenway at a number of locations. As with the streetcar, this has nothing to do with the commuters in the suburbs bound to their cars, trying to negotiate the Atlanta region’s epic traffic congestion created by maximum highway and minimal transit investment. This is about improving the quality of life in central Atlanta. Incidentally, the trail system buildout along the belt is already underway and the completed sections have become immensely popular.
The Times article slays the usual share of strawmen, quoting a spokesperson from a local libertarian think tank, who solemnly (and predictably) pronounces the project dead after the first year, saying
“They’re holding it [the streetcar] as the way of the future for the rest of Metro Atlanta, and heaven forbid we should follow the example of the City of Atlanta on the streetcar . . . We need to accept that this was a dismal failure . . .”
A libertarian think tank in Phoenix also made declarations of doom for that city’s light rail system before it opened. Not only is that system a roaring success, the city’s voters recently approved an increase in the sales tax to support a substantial expansion. That think tank has had little to say about the system since its initial predictions.
And how are other cities faring that have embraced the modern streetcar? Portland’s streetcar system, begun in 2001, is regarded as a success as is Seattle’s South Lake Union streetcar. Less known but equally successful is Tacoma, WA’s streetcar line. Tucson, AZ’s streetcar opened in July, 2014 and has quickly become an indispensable part of the city, spawning development and spurring a renaissance in transit riding. Dallas has opened an initial streetcar line connecting the downtown to nearby Oak Cliff. Washington, DC finally opened in February 2016 and service, like Atlanta, is initially free of charge. Cincinnati, Kansas City, and Detroit will open later in 2016. Oklahoma City, Milwaukee and Fort Lauderdale will soon break ground for their own downtown streetcar circulators. The point is that plenty of cities are opting to adopt the streetcar to enhance mobility in the urban core while spurring and channeling development in targeted corridors.
Certainly, the jury is out on the Atlanta Streetcar. It’s only been open for a year, and this is hardly the time to draw hasty conclusions. While the experience gained from this initial segment will be helpful, especially regarding development along the line, the overall utility of this segment can only be accurately assessed after it becomes part of a growing system, benefitting from the connectivity and resulting cohesion that many expect to help transform downtown Atlanta.
Articles such as this one make pursuing a long term project all the more difficult, as the naysayers will use their platforms to make simplistic criticisms and employ ridicule to intimidate and ultimately defeat less committed decision-makers. I always look for opponents to proffer alternatives, but if they don’t, I know they simply want to preserve the status quo, and that is a time-honored recipe for stagnation and ultimately rot. Yes, Atlanta’s initial streetcar segment may well be in for a bumpy ride but the promise that a comprehensive streetcar system brings to downtown Atlanta will be well worth the journey.
Glen D. Bottoms serves as Executive Director of The American Conservative Center for Public Transportation
I recently spent a week visiting friends in Los Angeles, and I quickly learned a basic fact about that city: rail transit works, cars don’t.
Every time we tried to go somewhere by car on L.A.’s famous freeways, we ended up taking forever because of stalled traffic. The time of day did not matter, although weekends offered an improvement. We were able to use the HOV-2 lanes, which also helped. But even with those lanes, going anywhere on a weekday was a nightmare. My friend’s marina is about 40 miles from his house. One weekday, using the HOV lanes, the trip took us 90 minutes inbound and two-and -a half hours home. The latter would have been longer but with the freeway going nowhere we got off onto arterials. Those were lightly trafficked. Unlike us easterners, when the freeways jam up, the locals just sit there. Using arterial streets and roads does not seem to occur to them.
In contrast, whenever we used rail transit, the journeys were speedy and relaxing. It was my first time on Metrolink, and I was impressed. The trains were on time and fast, the equipment was in good shape and off-peak the ridership was strong.
Metrolink does something other commuter rail authorities might want to emulate, to the benefit of their riders. Each Metrolink ticket contains a chip that gives a one-day, unlimited-ride TAP card, the card for L.A.’s subway and light rail lines. It made riding Metrolink a great deal. We saved more on light rail fares than the Metrolink ticket cost. I was greatly surprised that our combined ticket/TAP card was good the whole time we were in the city; I thought it might be valid for an hour or two, like a transfer. Score one for Metrolink for offering great value.
In the city we took advantage of the light rail lines. Again, then trains were in good shape and well-patronized outside the peak hours. My earlier experience of disorder on the Blue Line, a problem the system’s leadership acknowledged, do not recur, although we rode only in the immediate downtown area.
The transit critics did everything they could to block the creation of rail transit in L.A., swearing before the gods that people they would never give up their cars. Well, many of them have, because on the freeways the cars don’t move. L.A.’s rail transit does move, and people ride it in large numbers. Over and over, the critics’ predictions of failure prove wrong. Why does anyone take them seriously?
William S. Lind serves as Director of The American Conservative Center for Public Transportation based in Washington, DC