Tale of Two Cities: Why Party Matters for Keeping the Trains Running on Time
Tale of Two Cities: Why Party Matters for Keeping the Trains Running on Time
Urbanization requires solutions to increasing need for mass transit. In this case study, Republicans show core principles of competency & effective management in action.
In 2013, Americans took a record 10.7 billion transit trips across the country, with much of this increase occurring in relatively conservative metro areas like Miami, Salt Lake City, Anchorage, Houston, and San Diego. Moreover, public transit ridership is outpacing population growth and vehicle miles traveled (VMT) in the United States: from 1995 to 2013, population increased by 20.3%, VMT by 22.7%, and transit ridership by 37.2%. One thing is clear: Urbanization, as evidenced by the attendant increase in mass transit ridership, is here to stay.
The challenge is to offer rational, effective solutions to the problem of increasing mass transit service, access, and efficiency. However, as urbanization accelerates, fewer Republicans than ever are serving as mayors and on city councils across the country. Accordingly, we have been excluded from decision-making and planning on these deeply important and often expensive endeavors.
Where Republicans have had the opportunity to lead in transit projects, the outcomes speak for themselves. The same is true of when Democrats are in charge of such projects.
While Mesa, AZ is getting an on-time, fiscally efficient light rail system through its downtown, Washington, DC is still waiting for a late, over-budget streetcar system that will have to be rerouted with a few years of its still-unscheduled opening. Similarly, while Indianapolis has achieved success with targeted infrastructure upgrades planned at the neighborhood level, Boston and Massachusetts will be paying for the Big Dig for more than 20 years.
In the cases of Mesa, AZ and Washington, DC, we can see the stark contrast between how Republican- and Democrat-controlled governments manage mass transit projects. Planning began in 2010 for a 3.1 mile expansion of the Maricopa County (Arizona) Valley Metro light rail expansion to serve downtown Mesa. With 400,000 residents, Mesa was the largest American city without Sunday transit service until July, 2008, when Republican mayor Scott Smith added it. Valley Metro is a relatively new system, having opened its initial 20 miles in 2008 after a timely construction process. The Mesa expansion is budgeted at just under $200 million, for a cost of about $64 million per mile, roughly 16% lower than Metro’s initial per-mile cost in constant 2014 dollars. Additionally, the central Mesa expansion is presently at or ahead of schedule, with an estimated opening in early 2016, and adds to a line that has consistently exceeded ridership expectancies since opening.
Compared to the case of the DC Streetcar in Washington, where a mere 2.4 miles separate Union Station and the Benning Road-Oklahoma Avenue intersection by the Anacostia River, the road in DC has been vastly more arduous than in Mesa. Between 2003 and 2006, the District of Columbia government selected H Street Northeast, historically separated from the rest of the city by a bridge over the Union Station rail yards, as a target for redevelopment, including a streetcar, with the stated goal to make the neighborhood resemble Georgetown. At that time, the city planned to both lay track and upgrade the streetscape so as to avoid performing double the work, with a planned completion date of approximately 2008. While that did not go as planned, track was laid along H Street beginning in mid-2009 with an anticipated 2011 completion date. When this in turn did not happen, a goal of mid-2013 was set in August, 2011. Yet another delay occurred in early 2012, when allegations of impropriety arose regarding the bidding process for car construction. As infighting, poor planning, and general mismanagement ruled the process within Washington’s city council, H Street was developing of its own accord. Rather than the miniature Georgetown planners envisioned, the area developed into a hipster enclave, more reminiscent of Brooklyn, and built on the efforts of dozens of small business-owners and other entrepreneurs.
Finally, testing has begun on the system, and it is anticipated to open in summer of 2014, though tellingly, the District of Columbia Department of Transportation is hesitant to place a date on completion. Also telling is how difficult it is to find statistics on how much the DC Streetcar has cost. According to WAMU, as of December, 2013 some $79.2 million had been spent for 2.4 miles of revenue service, for a per mile cost of $33 million. Washington and Mesa are, of course, installing different systems, and streetcars are less expensive than light rail, but the fact remains that actual costs are substantially higher than initial projections, which placed costs at $43 million, or a little under $18 million per mile.
There’s more: according to DDOT studies, the H Street Bridget, the very structure that started Washington down this path, will have to be replaced in the next five years, at which point the Streetcar will have to be rerouted. The H Street line is just the first segment of the DC Streetcar set to open, and DDOT is working to obtain funding through the US Department of Transportation, making its third effort at obtaining $20 million of the approximately $64 million it will need for part of the Anacostia line. With that money, the Streetcar will be able to extend from the intersection of Howard Road and Firth Sterling Avenue to the 11th Street Bridge — a whopping nine-tenths of a mile. That cost does not include an estimated $16 million to acquire a CSX right of way or $15 million for a car barn. Finally, it is worth noting that the Streetcar will not be operated by any local governing body, but rather the Parisian transit authority.
Democrats’ shortcomings on infrastructure are not limited to the nation’s capital, nor are they limited to transportation projects. The cities of Indianapolis and Boston offer a similar comparison between the efficiency of conservative solutions and the “more is more” attitude of liberal solutions.
Greg Ballard, the Republican mayor of Indianapolis, announced in September, 2010 the first stages of an infrastructure initiative known as RebuildIndy. The core goal of the plan is to rehabilitate Indianapolis’s streets, bridges, and other public-use infrastructure facilities in an efficient, targeted fashion. Between 2010 and 2013, more than 30 road and bridge improvements, in addition to several storm water, drainage, park, and bike lane projects, were completed at a cost of approximately $500 million. The initiative has been sufficiently successful as to warrant a second round of funding, totaling $350 million over the next three years. Indianapolis has paid for its improvements without tax increases, using a combination of state and federal grants, preexisting city funds, and funds raised from the privatization of certain utilities, namely water and sewage.
Compare with Boston, with its infamous Big Dig, an urban revitalization project that centered on burying Interstate 93 and reconnecting downtown neighborhoods. Begun in 1991 with an initial completion date of 1998, the Dig was expected to cost $2.6 billion, but wound up being completed in 2007 at a cost of $14.8 billion. Moreover, the Big Dig is costing the state and its taxpayers an additional $7 billion in interest, which will not be paid off until 2038, in addition to increased salaries, benefits, and pensions for workers on the project and lost revenue from the extra decade of construction and closures. To pay for the massive overruns, Massachusetts hiked both the gas tax and bridge tolls. Sadly, towards the end of the Big Dig, part of the tunnel collapsed, killing one person.
The outcomes in D.C. and Boston are not for lack of ability, intelligence, or good intentions on the part of governing Democrats. Rather, it is the inclination to respond to any problem or challenge with more government action that is the problem. Whereas a conservative solution is predicated on an efficient use of public funds and time, liberal solutions rely upon mollifying groups that include public sector employees, labor interests, and the elected officials who depend upon such groups. As such, more government spending and involvement inevitably ensue, and taxpayers are left facing suboptimal outcomes both in terms of cost and service. This is not just an abstract theory: in the diverse examples of Mesa, Washington, Indianapolis, and Boston, we see how cities reap the benefits of conservative governance being applied toward traditionally liberal ends.
Written by Patrick Derocher, Policy Director - City GOP