Our Government: By the Wealthy, For the Wealthy

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» Congress’ willingness to address the sequester, but only for the Federal Aviation Administration, is a disgusting sort of bipartisan agreement.

The sequester, which went into effect at the beginning of last month, cut more than $85 billion from the federal budget for this year alone. Its cuts, whose impacts will continued to be felt through 2021, were disproportionately focused on domestic programs. Public transportation, for instance, was dramatically affected: Almost $600 million was cut from funding directed towards mitigating the effects of Hurricane Sandy; another $104 million was cut from capital investment grants that fund new train and bus lines; Amtrak lost $80 million.

Other cuts, such as those to the nation’s affordable housing, Head Start, schools, and meals for seniors, are even more devastating for the nation’s least well-off.

Congress, however, has been incapable of addressing the issue, allowing the cuts to these essential programs to reinforce America’s growing

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Light Rail to Los Angeles International: A Questionable Proposition?

» New proposals for light rail connections to LAX put in question whether an extension project will offer any major benefits.

Of the nation’s largest cities, Los Angeles is one of the remaining few with no direct rail connection to its airport.* Over the past two decades, L.A. County has expanded its Metro Rail network considerably, but the closest it has gotten to a station at its largest airport — LAX — is a stop about a mile away from terminals on the Green Line light rail service, which does not reach downtown and requires customers to make a connection to a surface bus to get to and from check-in areas.

According to current plans, that will change in the next few decades. Metro dedicated $200 million to a light rail connector in its Measure R spending packaged passed by voters in 2008. The agency began studying potential direct links from its

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Where There Were Once Many Lines Planned, Just One Opens in Miami

MIA Metrorail Station

» The failure of a local sales tax to produce revenues as expected should dampen excitement around the latest extension of Miami’s Metrorail system.

Last week, Georgia voters overwhelmingly denied the passage of the T-SPLOST referendum, which, among other things, would have provided $7.2 billion for transportation over the next ten years to the Atlanta region thanks to income from a 1¢ sales tax. About half of that funding would have gone to public transit operations and expansion; in the city of Atlanta itself, the program would have paid for the beginning of work on the Beltline transit corridor, a light rail line to Emory University, several BRT lines, and a MARTA heavy rail extension. Voters were clearly unconvinced of the value of the transportation investments, were motivated by anti-tax sentiment, and felt that the projects would not benefit them directly. The result may be decades of increasing

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For L.A., How to Build an Airport Rail Connection That Makes Sense for Passengers?

Passenger Convenience Trade Offs

» Linking current and future light rail lines to the airport will require a corridor extension, the construction of an automated people mover, or improved bus service.

Los Angeles leaders, like those of many major cities, are very interested in improving public transportation access to the airport. Such projects are perceived to be politically palatable transit investments because they are appealing to a wide spectrum of the population, including people — especially the economically influential — who do not usually take the bus or train. Unfortunately, even when they’re built, these connections often fail to live up to expectations. Can L.A.’s planned airport rail link do better?

As part of Measure R, the sales tax approved by Los Angeles County voters in November 2008 that will dedicate billions to new rapid transit, $200 million was dedicated to the extension of the Green Line light rail to

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Does an Airport Line Have to Reach the Airport?

Dulles Airport Rail Links

» For Washington Dulles Airport, raising the unthinkable on a new rail link.

Yesterday, Robert Brown, a member of the Metropolitan Washington Airports Authority (MWAA), suggested rethinking his agency’s planned Metro rail extension out to Dulles Airport, the Washington region’s prime international gateway. Instead of the bringing this $2.8 billion rail link — frequently referred to as the Silver Line — directly to the airport, Brown noted that replacing the final 1.5-mile connection with a people mover would save $70 million thanks to a more limited right-of-way and the construction of one less Metro station.

The Silver Line is an extension of the Washington Metro’s Orange Line and will eventually reach Loudoun County. The first segment of the project, to Tyson’s Corner and Wiehle  Avenue, is planned to open for service next year.

Perhaps unsurprisingly, the idea was perceived as heresy, both by local commenters and board members. Mame

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The Site / The Fight

by Yonah Freemark

yfreemark (at) thetransportpolitic (dot) com

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