Tag Archives: Petition

More Efficient?

Advocates portray the No Build option as perpetuating unsustainable urban sprawl, and that the only option is to build a light rail system. Let’s look at this a little closer.

The latest revised DOLRT  projects 27,000 daily boardings (with NCCU extension in 2040) during 18.5 hours of daily operation across the 17.7 mile circuit (at a cost of $2.5 BILLION or $141 million per mile) to serve an average 730 passengers per hour (on each track). Running 150 train trips per day will result in an average ‘load factor’ of 10 passengers per vehicle mile traveled; or utilize 2% of the 500 passenger capacity heralded by GoTriangle. So for every one train that travels at the cited 500 passenger capacity, there will be ~50 trains running empty. Low capacity utilization is not  environmentally or economically sound.

While advocates will argue that LRT has higher ‘capacity’, it will not necessarily mean that it has higher ‘usage.’ We should not confuse capacity with usage.

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So how does that compare to the much hated highway? Well, not so well. A typical highways can accommodate 2,200 vehicles per lane per hour (human driven), utilizing about 5% of roadway capacity. And as autonomous vehicles become pervasive, this capacity will increase significantly, as the vehicles will be able to ‘platoon’ at much closer proximity thereby dramatically increasing the capacity of our existing roadway infrastructure. By using BRT, we will be able to organically add this capacity; whereas with LRT relying on steel rails, we will not, as it will be dedicated to only for the train and we will not be able to share with other autonomous vehicles.

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Generally, one-half or more of the light rail riders formerly rode bus services that were replaced by the rail service. The new ridership attracted to light rail from freeways is in fact quite small compared to the carrying capacity of a single freeway lane. The average freeway lane in US metropolitan areas that have built new light rail systems (since 1980) carries four times as many people per mile as light rail. Even signalized surface streets average twice as many people per mile as light rail. — Breach of Faith: Light Rail and Smart Growth in Charlotte

The mean travel time to work according to the 2014 US Census is 21.5 minutes (Durham County) and 22.0 minutes (Chapel Hill), yet the proposed DOLRT will take 46 minutes (+10 minutes at terminus) . Now include the waiting time for the next train, the time to get to/from the station (via Park&Ride, Kiss&Ride, bicycle, walking, or bus transfer), it will even be LONGER. So how is this faster than the automobile that it is supposed to replace?

Local

We recommend that you call AND write:

  • Ellen Reckhow
    Commissioner, Durham County (and TTA board member)
    200 East Main Street, 2nd Floor Old Courthouse
    Durham, NC 27701
    ereckhow@gmail.com
  • William Bell
    Mayor, City of Durham (and TTA chairman)
    101 City Hall Plaza
    Durham, NC 27701
    Bill.Bell@durhamnc.gov

State and Federal Representatives

Find your Congressional Representative by your home address

Find your state representative by your home address

Plan

The promise, when Durham (2011) and Orange County (2012) residents approved the 1/2 cent sales tax / public transit referendum, was for DOLRT to cost $1.4 BILLION (in 2011) of which 25% or $350 million would come from local funding and take 34 minutes end-to-end to start service in 2025 with $14.3 million operating cost.

Today’s reality, DOLRT will cost $2.5 BILLION (YOE) or 17.7 miles @ $141 million per mile, with 40% or $1 BILLION to come from local funding and take 46 minutes end-to-end travel with service in 2029 with $28.7 million operating cost. For reference, Charlotte BLE cost $126 million per mile. And GoTriangle has yet to break ground!

So 5 years into the project we get a slower train delivered 4 years later, requires 3X more local funding, costs 80% more to build (so far) that is financed into 2062, is 35% slower, 2X more expensive to operate, with 1/3 less platform capacity.

Meanwhile, Chapel Hill is building NS-BRT for $125 million (YOE) or 8.2 miles @ $15 million per mile, with service in 2022 and $3.4 million operating cost. http://nscstudy.org/

Chapel Hill BRT will deliver mass public transit 7 years sooner at a fraction of the cost. In fact, FREE BRT service would be cheaper for riders (and taxpayers), while providing better service, sooner than DOLRT!

For the cost of a single DOLRT mile, you could build an entire BRT system like Chapel Hill. For $2.5 BILLION, you could build 166 miles of BRT (vs 17 miles of DOLRT). Now THAT would be mass public transit!

The Transit Tax Referendum of 2011 and 2012

In 2011-2012, voters in Durham and Orange County approved a ½ cent sales tax increase to fund regional transportation needed for the growing Triangle Region. The tax was to provide partial funding for a plan developed by Triangle Transit (TTA – and now “GoTriangle”) to increase bus service, and provide light rail transit (LRT) connecting UNC and Duke.durham_ballot_turnout

Wake County’s decision changes everything

Last year, the situation changed when Wake County decided to not pursue GoTriangle’s plan and abandoned plans for LRT. Instead, Wake is exploring Bus Rapid Transit and/or Rail Rapid Transit (diesel cars running on existing rail lines) deliver county-wide transportation in a flexible, cost-effective manner.

During the same period, GoTriangle has spent approximately $40 million on LRT studies and has provided a small increase in bus service in Orange and Durham Counties. The LRT planning process has been fraught with issues ranging from route problems to degrading assumptions about speed, capacity, and value to the community. The Durham-Orange LRT does not provide service to Wake County, the largest and fastest growing segment of the Triangle.

Smart Transit Future is an alliance of community and civic groups throughout the Triangle that are asking Orange and Durham leaders to reconsider the DOLRT plan and pursue alternatives. We believe that the Durham-Orange, LRT should be put on hold, in order to work more closely with Wake County on alternatives that connect the entire Triangle. At the same time, funds in the short term can be redirected to improve bus transportation in Orange and Durham.

Durham-Orange LRT is beset with circuitous route, safety concerns, and funding gaps

In addition to Wake County’s exit from the plan, unexpected challenges are facing the Durham-Orange 17.7 mile LRT project including:

  • Routes and locations of facilities have changed and now negatively impact vulnerable seniors, schools, and residential communities;
  • The expected capacity, speed and convenience has degraded. Route travel time has degraded to 46 minutes (+10 minutes waiting at the station) from an original estimate of 34 minutes, and the existing bus routes used for comparison were grossly distorted (link to page showing comparison).
  • DOLRT will make it difficult for the rapidly growing Triangle Region to respond to changes due to telecommuting, decentralization of UNC and Duke facilities, and emerging automated vehicle (AV) technologies
  • DOLRT costs are escalating, and under new laws, the project will be short $270 million from the state. Federal funding is even more uncertain.

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The original plan overlooked other important factors, including:

  • It does not serve the exploding growth centers including Chatham Park, NC Commerce Center, and the redevelopment of RTP.
  • Durham and Orange County need more funds to modernize bus fleets and add routes, and implement BRT which is much more cost effective.
  • The DOLRT relies on at 42 unsafe at-grade crossings along the 17 mile route.

Bus Rapid Transit, Rail Rapid Transit and emerging technologies offer a more flexible and cost-effective platform for Triangle-wide transportation.

LRT is expensive, inflexible technology that will not effectively serve the growing Triangle Region. Federal, state and local dollars would be better spent on bus and bus rapid transit with dedicated guideways through dense corridors, and the reuse of existing rail lines with rail rapid transit.


With the final recommendations unveiled by GoTriangle. many communities are now actively seeking to stop this project. Upon deeper investigation, many of the GoTriangle planning assumptions are either highly questionable or so erroneous that making an informed decision on the options is impossible, We urge local, county, state and Federal decision-makers to require an independent review by external parties that have no role in the development of the PLAN and do not stand to benefit from decisions regarding the PLAN.

We the undersigned urge you to REJECT the current DO-Line plan.

Stop Durham-Orange Light Rail Train Petition