Tag Archives: light-rail transit

After six contentious years, Peter Rogoff will leave his $379,600 a year job as CEO of Sound Transit, where he oversaw the construction of billions of dollars of light-rail lines that he didn’t believe in. It’s not clear that his departure is entirely voluntary: he apparently told the Sound Transit board that “he did not foresee remaining in his role beyond the end of 2022.” The board responded by not renewing his contract, which expires in May, effectively firing him.

Peter Rogoff speaking about “advanced transportation technologies” (which don’t include light rail) in 2016. Photo by AvgeekJoe.

I liked Rogoff when he was making $180,000 a year as the administrator of the Federal Transit Administration in the early Obama years. In his first year, he made three discoveries:

1. America’s rail transit systems had a $77 billion maintenance backlog (since increased to more than $100 billion);
2. America’s rail transit agencies would rather build new rail lines than maintain their existing ones;
3. In most situations, bus-rapid transit could do everything rail transit could do for a lot less money.

Continue reading →

Seattle taxpayers pay some of the highest taxes in the country so that Sound Transit can build $75 billion worth of light-rail and other transit facilities. Some of those taxpayers must have been overjoyed to read a Sound Transit press release saying, “Local taxpayers to save more than $500 million through USDOT financing assistance.”

Those same taxpayers, however, may be wondering: are they going to get that $500 million back in rebates on the taxes they have paid to date? Is Sound Transit going to reduce future taxes to take this savings into account? Or will Sound Transit just throw a big party with an open bar and invite Seattle taxpayers to attend? How about none of the above.

Early this year, Sound Transit admitted that the cost of two planned light-rail lines will be as much as 70 percent more — than originally projected. That’s $6.2 billion. The agency faces a $6.5 billion shortfall in funds, which plans to deal with by delaying completion of several promised light-rail lines to as late as 2041 — 44 years after taxpayers began paying for them. Continue reading →

When the 2021 COVID-19 relief bill included funding for the BART expansion to San Jose, which didn’t have much to do with the coronavirus, Republicans labeled it Pelosi’s subway. Others disputed this description, saying that the BART line was 50 miles away from Speaker Pelosi’s district. Nevertheless, the earmark has apparently been removed from the bill.

$1.7 billion spent digging a hole and filling it up.

The bill still included $1.675 billion for transit capital improvement projects, which are not obviously vital considering that transit ridership is down by 65 percent. The American Public Transportation Association has created a list of 23 projects that are eligible for these funds. The San Jose BART line is not on the list. Continue reading →

Duke University’s basketball teams inspire hostility nationwide, but now the school has earned the scorn of of nearby community leaders due to its rejection of the $3-billion Durham-Orange counties light-rail project. In refusing to donate land for the rail right of way, Duke cited concerns about electromagnetic interference, vibration, and other threats to Duke research and medical programs.

$151 million a mile to take 0.08 percent of vehicles off the road.

Some argued that Duke’s decision left the project only “99 percent dead” because the GoTriangle transit agency could use eminent domain to take the land from Duke. But, nearly three weeks after Duke made its decision, the GoTriangle board “unanimously but reluctantly” voted to kill the project. Continue reading →

Duke University has until tomorrow to agree to donate land to the Durham light-rail project, or the project may die. As a result, project supporters have been trotting out advocates who claim that light rail will benefit the community.

Interestingly, none of those benefits have anything to do with transportation. In particular, some leaders of the black community think that light rail will help revitalize their neighborhoods. In fact, at best it will do nothing for those neighborhoods; more likely, it will lead to subsidized gentrification pushing black residents out.

Ironically, the neighborhood they hope to benefit is one that was previously damaged by past urban-renewal projects. Somehow, it hasn’t occurred to the black leaders that the local government’s plan to tear down existing homes and building expensive transit-oriented developments will be more likely to harm than help the current residents of the neighborhood. Continue reading →

Local officials are “astounded,” astounded I tell you, that Maryland’s Purple Line will be nearly a year late and at least $215 million over budget. The line is being built under a public-private partnership contract, which transit officials claim saves money. But apparently they forgot to write into the contract that there could be no cost overruns. (In fact, public-private partnership contracts are mainly a way of avoiding legal debt limits, since private partner borrowings don’t count against the public partner’s debt even though the contract obligates the public to pay the private partner enough to repay the debt.)

Until recently, the state of Maryland, which is overseeing the project, has claimed that the line would open on time, that is, by March 2022. But now the private partners have informed the state that it cannot possibly open before February, 2023.

The 16-mile light-rail line was supposed to cost $2.0 billion, which was a condition of getting support for the project by Maryland Governor Hogan. But the Federal Transit Administration says it will really cost $2.4 billion, which includes some costs that the Maryland Transit Authority hid from the governor. That’s at least $500 million more than it was expected to cost back in 2011. The latest overrun will increase the total cost by nearly 10 percent. Continue reading →

Having lost two light-rail ballot measures at the polls, and having built a semi-commuter-rail line that flopped, you’d think Austin’s Capital Metro would have learned its lesson. But no, twice as much to start, as originally projected, now costs nearly ten times as much per vehicle mile as Austin commuter buses, yet still only carries around 1,400 round trips a day. As the Antiplanner never tires of saying, it would have cost less to give every daily round-trip rider a new Toyota Prius every year than to run this.

On top of this, Capital Metro has lost 19 percent of its transit riders since 2012. Capital Metro hasn’t significantly cut either bus or rail service, so most of the lost riders were probably taken by ride sharing. Continue reading →