Will killing train kill jobs?

Here’s a shirttail to my post on the future of high-speed trains. A company that opened in Milwaukee to manufacture and maintain high-speed train cars says if Wisconsin cancels its proposed high-speed rail project between Madison and Milwaukee, it will have to leave.

Talgo, the Spanish-owned company, is working on an order for Oregon trains. The piece in the Daily Reporter of Milwaukee says:

“We were hoping to stay in Wisconsin and we were expecting our business to grow,” said Nora Friend, a Talgo spokeswoman. “But once the order for the Oregon trains are done, we would have to shut down the facility. I don’t think that’s what the new governor wants.”

The trains to fulfill an order from Oregon are to be completed by the spring of 2012. Talgo recently hired 40 workers and expects to eventually employ 125, she said.

Gov.-elect Scott Walker has opposed the project, for which Wisconsin received an $810 million federal grant. On Wednesday the Wisconsin DOT suspended all work, although it has already signed an agreement with the federal government for use of the money. What happens next is not clear.

High-speed rail plans still on track?

What do Tuesday’s election results mean for passenger rail in North Carolina? The apparent Republican heir to the chairmanship of the House Transportation Committee, Rep. John Mica of Miami, says he wants to re-examine President Obama’s almost $10 billion in high-speed rail grants. He doesn’t oppose high-speed rail, he told the AP, but disagrees with some of the states that won grants. Hmmm. In January Florida snagged $1.25 billion for a Tampa-to-Orlando (and eventually to Miami) line. But Mica thinks the Northeast is the only corridor that can support high-speed rail.

North Carolina won a $545 million federal grant. It was part of the stimulus package for “high-speed rail” projects, although in North Carolina’s case, don’t be imagining bullet trains. The state plans to use most of its half billion to upgrade the Raleigh-to-Charlotte route. It projects top speeds of 90 mph, eventually reducing the average Raleigh-Charlotte trip nearly an hour from the current 3 hours 10 minutes.

I checked in with Patrick Simmons who heads the rail division of the N.C. Department of Transportation. What does he foresee for North Carolina’s high-speed passenger rail project with Republicans in charge of the U.S. House, not to mention both houses of the N.C. legislature?

Simmons said he expects additional scrutiny and questions, but that the funding the state has received is secure. The state is very close to signing an agreement with the feds, he said. “Short-term, I feel good,” he said. Long-term? He expects the whole U.S. passenger rail program to be questioned at a national level.

A savvy observer might find reason for concern. After all: The Wisconsin DOT on Thursday told contractors to stop work on that state’s Milwaukee-to-Madison high-speed rail line, which had won $810 million in federal money. Republican Gov.-elect Scott Walker has promised to cancel the project, although shortly before the election the current governor’s administration and federal administrators signed an agreement to commit the state to spending all $810 million of federal stimulus money.

And in Ohio, the Republican governor-to-be, John Kasich, who defeated incumbent Gov. Ted Strickland, opposes to plans for faster train passenger service there – the 3Cs line connecting Cleveland, Columbus and Cincinnati. The Obama administration gave that project over $400 million this year.

What might it mean for North Carolina’s passenger rail, I asked Simmons, that the legislature will be dominated by Republicans? He reminded me that the whole idea for the NCDOT’s role in passenger rail came during the administration of Republican Gov. Jim Martin.

Yonah Freemark of The Transport Politic has a good national analysis. The map is cool, too.

Sustainability: Can Charlotte sustain enthusiasm?

What will the Charlotte region be like in 2030? “Charlotte 2030: A Sustainable Vision for our Region,” released on Monday by the nonprofit Sustain Charlotte, paints an idealistic image of sustainability nirvana. It’s a 16-page wish list put together after a gathering last spring, and includes envisioned goals in 10 different areas. Examples:

• “The region is a national leader for clean energy and green jobs,
which include research, design and manufacturing of innovative
technologies.”

• “Energy usage per person is reduced by at least 20% – or 1% per year.”

• “Acres of parkland per person meets or exceeds the national average.”

• “Economic growth is not viewed as dependent on infrastructure
expansion.”

• “New development takes place near existing development
or on previously developed sites (re-development).”

• “Buildings are designed for reconfiguration to accommodate
changing needs.”

Now comes this pundit’s commentary: Obviously our city, region, state and nation need to get a lot smarter about our energy use, develop new sources and learn to better conserve what we produce. We need to transition into a way of life that isn’t so wasteful of our land, our resources and our public money. The Charlotte 2030 vision would be grand, if even half of it comes to pass.

But if I had $10 for every laudable “envision Charlotte” brochure or pamphlet or website produced in the past 20 years I’d be blogging at my leisure from the south of France between glasses of the local red while I live off my accumulated wealth. Will this effort be The One to succeed at changing the behavior of businesses and people? I confess to skepticism. I’m writing this on an election day when experts predict a takeover of Congress by a party that rejects the idea of carbon limits (“the energy tax”), vows to stymie the EPA at every turn and holds many members who cling to the notion that global climate change is a hoax perpetrated by all the world’s climate scientists except a brave few. (I personally cannot envision a group of people less easily herded into a global hoax than a large collection of scientists and academics, many of whom relish bursting conventional wisdom bubbles and try their best at revisionist history.)

These are the people that a majority of voters are going to give our government to? This doesn’t bode well for much action at the national level beyond continued mountaintop removal (see photo above), offshore oil spills, declining air and water quality.

So it will be up to cities, and a few states (but not likely North Carolina). Will Charlotte be one of the cities that rises to the occasion? Hard to say. Many of our elected officials are happy to be environmentally friendly until it means they actually have to displease any businesses or spend any government money on the notion.

But I’ll end on a modestly cheerful note: Sustain Charlotte drew a crowd of about 60 to its launch at Trade and Tryon uptown, and is drawing on a lot of people relatively new to the region and enthusiastic about the mission. Plenty of things are happening at the small, local level regardless of what happens in Congress. And for now, that will have to suffice.

Photo: Kayford Mountain, West Virginia, victim of coal mining that removes the mountaintop. Credit – Observer file photo/AFP/Getty.

‘A citadel of bigotry and Babbitry’

My furlough week (no work, no pay) begins in a few hours, during which I’m not allowed to do anything that smacks of Observer work, so no Naked City postings (or comments moderated) until Monday Nov. 1. In other words, don’t think I’m ignoring you because I don’t like you. I’m ignoring you because federal law says I must.

Until then, have fun with this item from former Observer Forum editor Lew Powell, who’s staying busy in retirement posting interesting tidbits from N.C. history at North Carolina Miscellany, a blog offered by the North Carolina Collection at UNC Chapel Hill’s Wilson Library. Here’s a great bit, “The Making of ‘The Mind of the South,’ “ which includes a paragraph describing Charlotte that may sound familiar to many of you, even today. It was delivered by former Observer editorial page editor Ed Williams, and it refers to the writings of W.J. Cash, in H.L. Mencken’s American Mercury magazine:

“Other articles in the Mercury would follow, including an indignant portrayal of Charlotte as a citadel of bigotry and Babbitry, besotted by Presbyterianism and in love with Duke Power Co., a city where life for many consisted of ‘a dreary ritual of the office, golf and the church’ that is ‘unbearably dull even for Presbyterians.’

If you explore the site you’ll find a fabulous photo of Ike and Mamie Eisenhower in their bathrobes, waving to a crowd from a train car in Salisbury in 1952.

This time, Atlanta gets streetcar bucks

The news emerged last week, and official word came today. Atlanta won a $47 million U.S. DOT grant to help it build a proposed $72 million streetcar line. Here’s a link to the Atlanta Journal-Constitution article with details. Salt Lake City also won a streetcar grant, for $26 million, and Los Angeles won $20 million for its Crenshaw/LAX light rail line. Yonah Freemark of The Transport Politic offers an analysis here. He notes that of the $600 million total in these so-called TIGER II grants most went to small-scale projects in small and mid-size cities for street improvements, building transit centers, and rehabilitating freight lines. Here’s a link to the USDOT site where you can find the list of capital project grants and the list of planning grants.

Asheville won an $850,000 planning grant for its East Riverside Sustainable Multimodal Neighborhood plan. The project will “integrate existing master plans and revise codes and regulations (emphasis mine) to create sustainable development.” For a bit more information, see Page 22 of the link for planning grants.

This time, Atlanta gets streetcar bucks

The news emerged last week, and official word came today. Atlanta won a $47 million U.S. DOT grant to help it build a proposed $72 million streetcar line. Here’s a link to the Atlanta Journal-Constitution article with details. Salt Lake City also won a streetcar grant, for $26 million, and Los Angeles won $20 million for its Crenshaw/LAX light rail line. Yonah Freemark of The Transport Politic offers an analysis here. He notes that of the $600 million total in these so-called TIGER II grants most went to small-scale projects in small and mid-size cities for street improvements, building transit centers, and rehabilitating freight lines. Here’s a link to the USDOT site where you can find the list of capital project grants and the list of planning grants.

Asheville won an $850,000 planning grant for its East Riverside Sustainable Multimodal Neighborhood plan. The project will “integrate existing master plans and revise codes and regulations (emphasis mine) to create sustainable development.” For a bit more information, see Page 22 of the link for planning grants.

Happy Birthday, Lewis Mumford

John Clark (the longtime WDAV general manager and local arts leader who decamped in 2007 to Asheville but recently returned to Charlotte) sends along this reminder that Oct. 19 is the birthdate of Lewis Mumford, the New York-based writer on cities, born 1895, died in 1990.

Here are some of Mumford’s observations:

• A day spent without the sight or sound of beauty, the contemplation of mystery, or the search of truth or perfection is a poverty-stricken day; and a succession of such days is fatal to human life.

• Adding highway lanes to deal with traffic congestion is like loosening your belt to cure obesity.

• It has not been for nothing that the word has remained man’s principal toy and tool: without the meanings and values it sustains, all man’s other tools would be worthless.

• The city is a fact in nature, like a cave, a run of mackerel or an ant-heap. But it is also a conscious work of art, and it holds within its communal framework many simpler and more personal forms of art. Mind takes form in the city; and in turn, urban forms condition mind.

• Without fullness of experience, length of days is nothing. When fullness of life has been achieved, shortness of days is nothing. That is perhaps why the young have usually so little fear of death; they live by intensities that the elderly have forgotten.

• A man of courage never needs weapons, but he may need bail.

CATS wants input; more of us recycle; read about a great NC street

(I’m cleaning out the old email inbox today)

CATS wants your ideas. The Charlotte Area Transit System is holding a series of forums this week and next to help it formulate ways to improve its bus service in Mecklenburg County and the region. Two meetings are tonight, 6-7:30 p.m., one at North Regional Library and one at Independence Regional Library. (Maybe if you live near there you can zip on down there tonight.) Thursday one will be at Arbor Glen Outreach Center (1520 Clanton Road). The last will be at the Charlotte-Mecklenburg Government Center on Oct. 21 (next Thursday).

Recycling Rises: The City of Charlotte today sent word that recycling has risen since the debut of the green roll out bins. On any given day, approximately 53 percent of all households are setting recyclables out for collection. That compares to only 42 percent during a study in October 2009.

Also, the city reports collecting 37 percent pounds more recycling in August compared to August 2009, and 22 percent more in July compared to July 2009 (3,177 and 2,599 respectively); however, there was a 37% increase in tonnage collected in August 2010 when compared to August 2009 (3,338 and 2,426 respectively).

Still can’t remember which week is your recycling week, now that it’s collected only every other week? If so, you are not alone. Visit this web site for all kinds of useful information on recycling. Go to the GeoPortal where there’s a bunch of interesting information, plug in your address and check on “services.” You’ll either be a “green” or “orange.” Then visit here to see the calendar in color, or here for a black and white, printer-friendly version. We have a copy posted on the fridge. Or you can call 311. If you have the time to sit on hold …

Great Street: We all know North Carolina has some of the world’s great places, but the American Planning Association this year has dubbed New Bern’s Middle Street one of its Great Places for 2010. Here’s what the APA writes: “From a scenic waterfront to historic architecture, Middle Street encapsulates everything that makes New Bern special. The town’s rich history — including colonial, Civil War, and early 20th century — is embodied in the street’s beautifully restored homes, five churches, the early 20th century Blades Mansion, and vibrant commercial district. Access to the Trent River is just steps away. At the same time, the street is a cornerstone for the city as it works to reinvigorate its economy by capitalizing on its two greatest assets: its history and waterfront.”

In 2009 Main Street in Greenville, S.C., won a similar honor.

Big Sweep Swept Up Big Trash: During Charlotte-Mecklenburg’s annual creek- and lake-cleanup on Oct. 2, more than 500 people helped dredge up more than 8 tons of trash, mostly bottles, cans, food wrappers and other litter. They removed 707 bags of garbage and 27 tires. Also found:

• A dog house,
• A baby training
• A giant candy cane yard decoration.

NY writer likes us! He really likes us!

Krista Terrell of the Arts & Science Council just sent along a note revealing that the New York Times’ Frugal Traveler, Seth Kugel, spent a few days in Charlotte and blogs about it, “Making Pit Stops in Charlotte.”

While he wrote a lot about the NASCAR Hall of Fame and that he enjoyed his visit there despite not being a NASCAR fan, he also praises the ASC’s new public art tour and podcast, which is why Terrell was interested in sharing.

Here’s Kugel’s remark about NASCAR: “I know that Nascar is awesome in the same way I know that cricket and Tolstoy novels and contemporary dance are awesome. I personally can’t see the appeal, but enough reasonable people disagree with me that I believe in their awesomeness.”

He’s not exactly kind to the city’s image elsewhere, though (the bold-facing here is mine): “The city — which has experienced rapid growth (with a population of over 700,000, double what it was in the mid-1980s) and at the same time maintained a relative lack of identity (banking center and airline hub, total snoozer) — intrigued me. Something had to be going on there, and I would find out what it was.”

Here’s Kugel’s take on the public art tour:
“Uptown is one of those clean areas that people from grittier cities may at first perceive as sanitized and devoid of character, but the podcast will go a long way to dispel that, pointing out many works of public art, including the four statues that stand at the four corners of Trade and Tryon Streets. (Don’t miss the very odd bust of Alan Greenspan in the statue representing “Commerce”.)”

I wrote about the public art tour in a September op-ed, “The art of a city: more than mosaics.”

Transit, taxes and Tampa

This one is for transit and tax-policy wonks. It’s a piece from Yonah Freemark, in The Transport Politic, about the problems many transit systems are facing with sinking revenues. “When the recession strikes, little maneuvering room for transit” He points out that one reason for the problem is over-reliance on a very volatile revenue stream: sales taxes.

Most cities have been especially affected by the recession because of their reliance on the sales tax to provide revenue. Of the recent referendums on transit expansion programs, almost all have involved a 1/2 cent or one cent increase in that tax; few cities have looked to other forms of revenue, like an income tax or a payroll tax. The consequences of this decision, however, have been devastating because sales tax revenues have fallen considerably as a result of the recession and the reduced standard of living experienced by the majority of Americans over the past few years. A more stable financing program for transit, using other forms of taxation, would ensure that planned projects actually get built.

If you want to get deep in the weeds of transit finance, follow the link on “financing program for transit,” above. I haven’t read it all the way through yet, but it looks at the New York and Paris transit systems and how they get and spend their money.

In other transit-related news, here’s a piece about Charlotte that ran Sunday in Tampa, Fla., where voters next month will decide on – you guessed it, a sales tax – to pay for transit as well as roads and other transportation needs.

And here’s a fun contrarian piece from the Market Urbanism blog, “The Great American Streetcar Myth,” by Stephen Smith, who contends it wasn’t General Motors and Standard Oil who killed off streetcars as much as the Progressive Era and New Deal planners and politicians. Fare-increase restrictions, labor union requirements, publicly paid street-paving and road-building all combined to finish off streetcars, he writes. It’s an interesting perspective. Smith also points out:

“While the status quo’s more libertarian-minded backers will point to the gas tax as a user fee, the highway funds are hardly adequate to cover the true costs. Though state and federal governments do now cover most of the capital and operating costs of the highways, local roads are still paid for almost entirely out of general revenues. And when you consider the forgone taxes and opportunity costs, roads start to look severely underpriced – to say nothing of the last hundred years of subsidized road building (the mainstay of FDR’s WPA), eminent domain, anti-urban federal home tax breaks and lending programs, positive feedback loops, and density-limiting zoning and parking policies.”