Multimodal passenger terminal | Atlanta Forward

Duelling op-eds at the Atlanta Journal-Constitution. Click through to read in their entirety.

More trains, tough choices for region

By John H. Friedmann

Regardless of whether you think more passenger trains for Atlanta is a good idea, a shared understanding of a few key facts is critical to the discussion about a downtown multimodal passenger terminal. Norfolk Southern would be pleased to work with developers and the state on the project, recognizing some geographic realities up front:

* Atlanta has a single rail corridor used by both Norfolk Southern and CSX through the downtown Gulch area. Every freight train that can’t go through this corridor means 250 to 400 more trucks on Atlanta highways.

* The downtown rail corridor is hemmed in by development, limiting land for new tracks for passenger trains.

* MARTA construction in the 1970s used up a lot of railroad right of way, meaning less vacant land is available now.

Norfolk Southern has worked hard to grow its business in Atlanta and throughout the country, and our routes here are busier than ever. Our freight volume through downtown Atlanta has grown by 78 percent in the last 30 years. Since 2001, Norfolk Southern has invested $162 million in new Atlanta-area terminals and tracks for handling the growing traffic. All that new freight uses the same century-old right of way, which is more constrained now than ever.

That’s why Norfolk Southern lacks capacity for new passenger trains inside Atlanta’s perimeter. Can new capacity be created? Sure, with tough choices about new passenger rights of way and public investment. Those choices should be part of any discussion about the MMPT.

John H. Friedmann is vice president of strategic planning for Norfolk Southern Corp.

Railroads must be partners in projects

By Doug Alexander

A tempest has been brewing among politicians, planners, activists and advocates over a letter recently sent by Norfolk Southern Corp. to the Georgia Department of Transportation. The letter outlined the railroad’s position on the long-proposed and hesitantly proceeding multimodal passenger terminal, or MMPT, to be built near the sites of the late Terminal Station and Union Station in the heart of downtown Atlanta.

Railroads are not insensitive to public opinion. But those who represent the public first must understand that railroads are primal capitalistic creatures; their First Priority is the health of their bottom line. Railroads exist to serve their customers, not politicians or planners or activists or even cities, states or the nation.

Built and operated with private capital, railroads often avoid public funds and all the strings that come with them. Yet when they are convinced that a public project can benefit their First Priority, railroads have been known to become excellent partners in bringing public projects to fruition.

Norfolk Southern’s letter does not close the door. It is instead an opening gambit. The railroads have long lists of things they want so they can serve their customers efficiently. Public funds may not only help the railroads ease their congestion issues, but they may also “pay the price” for future access for passenger trains.

But for that to happen, politicians, planners and activists need to start talking with the railroads, rather than at them as they often do. It’s hard to do, but necessary. The future depends upon it.

Doug Alexander is an Atlanta-based transportation and  policy consultant.

 

 

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