Unlike almost every other developed nation, the U.S. has no national transportation strategy. The nation fails to raise taxes that are supposed to pay for roads and rails. Gasoline taxes, for example, cover only about 50 percent of road projects, much lower than in the past, according to recent Federal Highway Administration figures.The analysis refers to public projects. Improvements in the freight railroad infrastructure go on, unseen and generally unremarked.
Once upon a time, The New York Central could give us Buffalo Central Terminal and the Michigan Central Station, neither of which ever realized their full potential as railroad stations and office towers, both of which remain compelling as ruins. Cleveland's Terminal Tower is doing somewhat better, although with only rapid transit at track level, and with a more practical heavily planted roof.America certainly isn’t developing the design, construction and management capacity to build on a large scale to global standards.
Looking at renderings of the West Kowloon Terminus, I see giant roof-supporting columns that ascend through the 600-foot- long atrium like intertwined tree limbs. From the exterior, the heavily planted roof, threaded with walkways, curves in a great U around a parklike plaza, which will lead to the West Kowloon Cultural District, a waterfront complex of parks and arts institutions that will rise just to the south.
The fallout from the November election has led to changes in transportation spending in the states.
"High-speed rail" conjures up images of sleek bullet trains that whip around Europe and Asia at over 200 m.p.h. (320 km/h), but so far Obama is pushing bullet trains only in California and Florida. Much of his program is actually "higher-speed rail": gradual upgrades to Amtrak lines that share track with freight railroads and can never exceed 110 m.p.h. (180 km/h). This is not crazy. When the goal is to provide alternatives to long drives and short flights, top speeds matter less than overall trip times, and relatively modest investments can generate real improvements that attract new riders — which in turn can generate momentum for additional investments, and so on. Slicing an hour off Chicago–St. Louis makes sense. Improving Charlotte-Raleigh in North Carolina makes sense.But Ohio and Wisconsin said no to even those modest investments, and California picks up some of the money instead.
The French, and to some extent the British, use a similar approach, with TGVs and Eurostars going onto existing, in some places 150 year old, trackage to enter cities.California fortunately got more than half of the $1.2 billion diverted from Ohio and Wisconsin, which will help it expand its first link to cover 120 miles (190 km) between Fresno and Bakersfield, the Central Valley's two largest cities.
That said, no one in their right mind would spend billions of dollars to build a Fresno-Bakersfield line in isolation either. It could only make sense as a jump-start for a line connecting L.A. to San Francisco in less than half the driving time; laying track around the densely populated endpoints would have been much more expensive, controversial and time-consuming than in the primarily agricultural Central Valley.
The editorial comment that concludes the article, however, places too much faith in public-supported internal improvements.
By then, the first stakes will be sunk in Florida, and opponents will be mocking the Tampa-Orlando project as a ridiculous relic of a free-spending era, while supporters will be hailing it as an inspiring throwback to the days when America dreamed big and built big. It will be a proxy for a larger argument about the role of American government, and the outcome may well determine whether Obama gets to ride the train as President — and, perhaps, whether the train ever really leaves the station.Once upon time, the passenger railroads dreamed big and built big, and the freight railroads still do. Moon shots and Manhattan Projects have biased too many analysts' thinking.






