It might be news to some Memphians that the city has a light rail transportation system, and its not just on paper. Plans for rail service in three corridors connecting Downtown to DeSoto County, Collierville and Millington have been in development for more than a decade and are available on Memphis Area Transit Authoritys Regional Rail Web site. And although meetings have not been frequent lately, the city has had a Regional Rail task force on the case since 1993. Because discussion about light rail service has been going on for so long without any signs of significant progress, the idea may seem as remote as -- well, as remote as a major league professional sports team used to seem. But there is track, as well. The $58 million Madison Avenue trolley line, which opened in 2004 as part of the citys relatively slow, primarily Downtown circular streetcar system, was built to accommodate electrically powered light rail, on the assumption that Memphis eventually will join the growing ranks of American cities that offer citizens an attractive alternative to the automobile. First in line for light rail -- a double set of tracks intersecting with the trolley line at Madison and Pauline, then south to Lamar, southeast to Airways, and south to an airport station, a fleet of new 60- to 92-foot cars that seat up to 72 passengers and travel at speeds up to 70 mph, and seven rail stations along the way. Part of the line would be laid in the street, part on its own right-of-way -- all at a cost of roughly $400 million, less than two FedExForums. The line would be coordinated with bus route changes to help passengers make connections. Designed to connect people to major employment centers, its also seen as a significant economic development tool along a route that would benefit from the kind of new private investment that usually follows successful light rail systems. The most recent estimate has the line handling about 10,000 boardings a day, but an update is in progress. When the plan might become a reality is anybodys guess, but light rail proponents have been encouraged by the change to a more rail-friendly administration in Washington. Particularly encouraging was the Jan. 14 announcement by U.S. Transportation Secretary Ray LaHood that new funding guidelines for major transit projects will be based on such issues as economic development and environmental benefits, as well as the extent to which new projects shorten commute times in comparison to their cost. There is even talk that the feds could return to the funding formula -- 80 percent federal, 20 percent state and local -- that existed before the Bush administration reduced the federal share to 50 percent. U.S. Rep. Steve Cohen, a friend of the concept since his days on the Shelby County Commission in the 1970s, now promotes light rail for Memphis as a member of the House Transportation Committee. Cohen thinks the time is right to revive interest in the plan. With this administration committed to the greening of our economy and weaning us off reliance on foreign oil, theres no time like today, Cohen said. My transportation legislative aide is very steeped in light rail issues. Were working strongly with MATA on their request for funding when we make our voices known on earmarks and grants and things. We shoot for everything we can. Mayor A C Wharton met with Cohen on the issue during a visit to Washington last week and reiterated his plan to make light rail a major priority of his administration. Light rail is one element of a fuller strategy to improve connectivity throughout the metropolitan area, Wharton said, also encouraged by positive signals from Washington that the administration cares as he does about public transportations role in long-term growth, economic development, the environment and recruiting new talent to the city. Simply put, young people want to live in areas with inexpensive, safe, reliable bus and rail service, Wharton said. This is another area where Memphis cannot afford to cede ground to other cities. As MATA acknowledges in its planning documents, light rail does face a perception problem in Memphis. Mass transit, the overwhelming majority of which is by bus, doesnt attract a lot of choice riders. Its clientele is people who cant afford to go by car. But why shouldnt Memphians choose to commute by rail? What makes us any different from the people of Phoenix, which just over a year ago initiated a $1.4 billion, 20-mile light rail starter line that has been exceeding its ridership forecasts by a third? Or Salt Lake City, where monthly ridership on its 11-year-old system exceeds a million? Dallas has always had a car culture, too. But as of last July, according to The Dallas Morning News, more than 65,000 passengers were hopping aboard the Dallas Area Rapid Transits light rail trains every day. In fact, dozens of U.S. cities have reduced traffic congestion, reduced fossil fuel consumption, improved efficiency, held down pollution levels and soothed commuter frustration with clean, attractive light rail systems. The idea of building new systems and modifying others to accommodate riders who need wi-fi service, either on the trains, in the stations or both, could be the latest draw for the light rail alternative. Currently there is no loud clamor for light rail in Memphis, notes City Councilman Myron Lowery, who has been discouraged by neighborhood resistance to light rail in such areas as Cooper-Young, where a proposed light rail route was abandoned in 2006. Any time you do something for the greater good of the community which might cause disruption in a neighborhood, you find people coming out in force to say no, Lowery said. Another impediment in Memphis has been resistance by railroad companies to the idea of sharing their tracks with light rail commuters. Citizen proponents such as Walter Cygan of Germantown, a retired Navy optometrist who travels frequently to cities where light rail is a popular way to get around, believes the city should bring more pressure to bear on the railroads to lower the cost. Were like in the Dark Ages here, said Cygan, whos considering moving to Atlanta simply for its superior transportation system. Not enough people have pounded on the desk saying we want light rail to be a priority. Former city councilman John Vergos, a recent addition to the MATA board, advocates a steady focus on the feasibility of light rail while the agency also improves its bus routes. Keeping his eye on what happens at the federal level at MATA is director of planning and capital projects Tom Fox, who sees light rail more likely to become a reality if the funding shifts back to 80 percent federal. Even then, a local funding source will have to be dedicated to an operating subsidy. No one expects the public to support fares high enough to operate without help. Debates at City Council and County Commission meetings on that topic date at least to 1997. But strong support for the concept -- among planners, local officials and the public in general in Memphis, Collierville, Lakeland, Millington and elsewhere -- has been recorded at least since 1996. Light rail development dovetails perfectly with growing support throughout the metro area for neighborhoods that offer a sense of community, more green space, and the efficient use of tax dollars. The basic idea is to move people rather than cars. Its reading a novel or working on a laptop on the way to and from work, rather than sitting in a long line of cars behind a three-car pileup on the way to work. Its getting to know your neighbors, connecting with people face to face rather than by Facebook. It would not be a new concept for Memphians who travel on vacations to cities where its simply a lot easier to use the train to find their way to museums and ballparks. But will it ever become a reality? The Metropolitan Planning Organizations long-range transportation plan suggests that commuters could be lured onto light rail by developing around each stop a safe, comfortable customer delivery system complete with attractive and convenient amenities. And because most regular transit users walk or bike to and from the stop, a network of sidewalks, safe street crossings, bike facilities, multiuse paths, and pedestrian-level lighting should complement the amenities provided at the stop. Thats the kind of environment that could help take the quality of life in Memphis to another level, challenging communities such as Portland, Seattle, Denver, Austin and Salt Lake City on the livability index. The question is how badly Memphians want to get there. Michael Kelley is an editorial writer for The Commercial Appeal. Contact him at 529-2785. Print this article Back to Top
Posted on: Mon, 26 Jan 2015 19:15:44 +0000
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