Nashville Post
William Williams
Mass transportation for Nashville.
Utter the four words and the reactions will be varied. Indeed, many locals hold strong opinions and emotions regarding the topic, their memories of failed bus rapid transit system The Amp still strong.
Those opposed to full-scale mass transit in Music City (and who, typically, embrace private vehicle usage) consider the topic anathema — noting only bohemians, the poor and socio-political progressives will use. They are particularly opposed to public dollars being spent on a system.
Advocates contend Nashville will embrace a system that goes beyond standard bus routes (with a smattering of bus rapid transit options thrown in for good measure), thus more reasonably justifying its cost.
As the city and region continue to gain population (the city’s consolidating metropolitan statistical area is expected to have upwards of 3 million people by 2040), its need for efficient and effective mass transit, in theory, increases.
Jo Ann Graves, executive director of the Transit Alliance of Middle Tennessee, says a far-sighted approach is needed.
“Our current bus system was designed for a mid-sized city several years ago,” she notes. “[The Metro Transit Authority] is currently undertaking a study of transportation needs not only for the demands of today but also for the demands of the future. Not only do we need a system for the people who live in the Nashville area, but we must also have a system that allows people who reside in the surrounding counties to commute to work.”
Graves offers several options that would serve Nashville and Middle Tennessee effectively: an enhanced bus service that runs longer hours; an expanded express bus system that offers direct routes with limited stops; a light rail system in a heavily congested area; and a commuter train that offers trips in both directions multiple times a day.
“All of these are dependent on what citizens are willing to bear in cost,” she says. “A multi-modal approach — city buses, express buses, light rail and commuter rail — will meet the needs of the Middle Tennessee area for years to come.”
Graves feels Nashville needs to look at peer cities for an idea as to what might be successful.
“Nashville [leaders] have visited several cities — Austin, Denver, Cleveland, Dallas and others — to learn what works best for them and is the most efficient,” Graves says. “Many of these cities are our competitors for companies that are looking to relocate or expand their businesses. We have seen that these cities are using a variety of transit options, and they are working well.”
Graves specifically highlights Cleveland’s HealthLine, a comprehensive BRT system for which the vehicles run on rubber tires and in dedicated lanes — and look somewhat like modern streetcars.
“As demographics [and development] change, the transit line can be moved,” she says of BRT in general. “We have learned that we have choices to make depending on the needs of the population.”
Graves points to a recently initiated effort, The Nashville Area Chamber of Commerce’s Moving Forward plan, that could prove helpful.
“The plan not only involves business and community leaders in the discussion of our transit needs, but it also asks these very same people to come up with solutions,” she says. “This is a great avenue for public input and citizen action.”
Given The Amp failed to gain public traction (despite being on course to have received $24 million in federal funding), Moving Forward faces challenges. However, the chamber move to tap Bridgestone CEO Gary Garfield as chair of the initiative might be genius. Highly respected, Garfield can bring a reasoned and measured approach to advocating for mass transit. Perhaps more than anybody, he can subtly sway transit foes (see Lee Beaman of Beaman Automotive).
Specifically, Moving Forward seeks to complete updates to the strategic plan for the Regional Transit Authority and the Metro Transit Authority within one year, ensure Tennessee and the federal government raise revenue for regional transit within two years, engage at least 30,000 people in transit discussions over the next two years and identify and secure a dedicated local funding source for regional transit within three years.
“Our goal, along with the chamber, is to break ground on a transit system by the year 2020 — if not sooner,” Graves said.
To do so will not be cheap. The Amp would have carried a $174 million price tag. Any future comprehensive mass transit system might be even pricier and, of course, met with resistance.
For example, in November 2014 Austin — a city heavily populated by progressives who seemingly would embrace mass transit — voted down a plan to float a transportation bond that could have funded a roughly 9.5-mile $1 billion urban light rail project.
The issuing of a bond could be one option to fund any future major mass transit project locally. However, there are other funding vehicles and they typically are combined for such projects.
Cincinnati, for example, is using various sources to pay for a 3.6-mile $102 million streetcar line. For the total cost, $25 million will come from capital bonds; $25 million, from tax increment financing from downtown property taxes; $31 million, from private contributors, partners and sponsors; $11 million, from proceeds from the sale of the Blue Ash Airport; and $10 million, from state grants.
Graves says that the current climate in Washington, D.C., could render it “difficult … but not impossible” to secure federal funding.
“There are grants that could be used for capital expenses but not operating expenses,” she says. “The Nashville Metropolitan Planning Organization works to keep abreast of what grants are available for transit.”
Michael Skipper, MPO executive director, notes the region already receives federal funds for mass transit.
“We could decide to spend even more of those funds on transit projects if we are willing to make tough decisions about which projects we should be funding with our share of funding that is distributed via formula to Tennessee and the MPO area from the federal gas tax,” Skipper says. “The MPO’s Regional Transportation Plan is the official gateway to those funds. Right now, we have the bulk of our region’s federal funding tied up on roadway projects that have been in the pipeline for several years. The key to making this shift is to recognize that transit projects are a vital part of our roadway system.”
Skipper says that as the region plans roadway improvements, incorporating into their design technology and alternative modes of transportation (for example, sidewalks and bicycle lanes) is critical.
“All that said, most large transit construction projects do compete for additional federal funding through discretionary grants that are managed by the U.S. Department of Transportation or the Federal Transit Administration in Washington, D.C.,” he explains. “The Amp project included federal formula funds from the MPO and was awarded discretionary funds from the FTA New Starts Program — one of the most competitive federal grant programs in the nation.”
Skipper says the Metro Transit Authority is currently implementing improvements along Nashville’s so-called “BRT lite corridors” (Gallatin Road and Murfreesboro Pike, with Charlotte Avenue on the way) with funding from the federal Transportation Investment Generating Economic Recovery program.
“It’s very likely that we will pursue some of this discretionary funding in the future for other projects if it continues to be available,” he says. “The programs are very, very competitive, and their continued existence is in question as the U.S. Congress has routinely failed to shore up the Highway Trust Fund, which is not keeping up with the cost of projects as inflation has eroded the buying power of the per-gallon gas tax last adjusted more than 22 years ago.”
(In December 2010, Middle Tennessee’s mayors and county excutives adopted the 2035 Regional Transportation Plan. See here.)
Bob Murphy, president of Nashville-based RPM Transportation Consultants, says landing federal funds is a “competitive process,” particularly since many cities vie for such funding each year.
“However, as long as we propose mass transit projects that make sense, Nashville should be very competitive due to our current needs, our growth rates and our strong city leadership,” Murphy says. “Nashville was successful in being approved for federal funding for The Amp project, so there is no reason to think that we can’t successfully compete for more funding in the future.”
Beyond that, Murphy says Nashville’s challenges with mass transit will be hampered by those who fail to realize its importance to Middle Tennessee regarding economic and quality of life perspectives.
“It is important that our state leaders understand that the transportation solutions, such as high-capacity mass transit, that are needed for urbanized areas like Middle Tennessee are different from transportation solutions for many other areas of the state,” he says. “Precluding future transit options or limiting funding opportunities for Middle Tennessee puts us at an economic and competitive disadvantage with other urban areas around the country.”
