Passenger rail needs to pay for itself? Take off the transportation blinders

From Dave Zweifel of Madison's Capital Times: Plain Talk: Take off the transportation blinders

It’s long been a myth that the streets, highways and bridges that accommodate our love affair with the automobile are all paid for by highway taxes.

Far from it. Just check your local city and county budgets and see how much general purpose tax revenue is siphoned into street repair every year. Property taxes help fund a lot of those orange trucks you always see on the roads.

Or how about the $8 billion that the Bush administration funneled into the highway trust fund in 2008 and the $7 billion that the Obama administration ponied up in 2009 because the gas tax money is falling short? And that’s not counting the $3 billion of taxpayers’ funds that went into the “cash for clunkers” automobile fix or the $81 billion in federal aid to GM and Chrysler.

So it’s always with some amusement that I hear politicians insist that — come hell or high water — passenger rail improvements need to pay for themselves. They’re demanding from rail what they don’t demand from every other mode of transportation, airlines included.

It’s a primary reason that America’s public transportation systems lags the rest of the developed world’s.

There was reason to rejoice earlier this year when President Obama announced that $8 billion of the country’s massive stimulus program would go to help build “high-speed” rail projects, which, hopefully, will include a Chicago-Milwaukee-Madison segment that has been on the drawing boards for years now.

But even our high-speed projects are laughable when compared to those that exist elsewhere. Japan is running its “bullet” trains at 188 miles an hour. France’s new high-speed railroad runs at 125 mph. Israel’s new Tel Aviv-to-Jerusalem line is upgrading to 120 miles an hour. China, which recently committed a trillion dollars to develop fast trains, plans on running them at 235 miles an hour.

Should the “high-speed” train between here and Chicago ever come to fruition, it will probably run at 79 miles an hour initially, but could be upgraded eventually to 110 mph. That’s because our rail infrastructure is designed mainly to handle freight trains, which operate at much lower speeds and don’t need the tighter standards and banked corners that faster trains need.

Ironically, our passenger trains in 2009 are slower than they were in the 1940s. According to Woodrow Wilson Center fellow Mark Reutter, “streamliners” such as the Super Chief, 20th Century Limited, Denver Zephyr and Hiawatha routinely topped 90 to 100 miles an hour between stops. And that was with the old steam locomotives.

“While the rest of the world has advanced, America’s passenger rail has stalled, if not reversed direction,” he says.

Most of Amtrak’s routes today are lucky if they average 50 miles an hour. Even the acclaimed Acela Express along the East Coast, the nation’s supposed answer to the bullet trains, averages only 67 mph along much of its route, even though it can hit 150 miles an hour on some short stretches of improved track.

This should be a national embarrassment, yet there are strong special interests in the country that fight passenger rail development, fiercely protecting transportation funding for more and wider roads that serve only to promote yet more automobile traffic.

If we’re ever going to develop a balanced transportation system in the United States, we need to take the blinders off. Rail, for all the efficiencies it represents, needs to get the monetary assistance that other modes of transit routinely receive. Once the infrastructure is brought up to snuff, then passenger rail can actually work to pay for itself.

Dave Zweifel is editor emeritus of The Capital Times.

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