Matthews said it is important for Congress to realize that passenger rail offers a public good, just as street lights do. The question is not whether the Southwest Chief makes money, but whether the community makes money because the train is there.
As the thinking about more train service in the Midwest between major cities continues, it will likely take a lot to shift perspectives from making money to providing a public good. If more service is provided, will more people ride it? Of course, it is hard to know what could come of more service until it actually happens. My guess is that we are still a long ways off in the United States from more train service – people still like their cars – and it would be difficult to funnel money from other transportation budgets – such as road maintenance and construction – to trains.
This call for a shift in perspective could serve as a general reminder for all infrastructure projects: focus less on the cost now and think more broadly about what that piece of infrastructure enables. Roads, power lines, water, railroads, and more enable other activities to take place that depend on solid infrastructure.
This also reminds me of sociologist Frank Dobbin’s book Forging Industrial Policy: The United States, Britain, and France in the Railway Age. As railroads emerged in the mid-1800s, Dobbin argues France employed a top-down centralized strategy for railroads in the country, Britain had the most laissez-faire approach, and the United States was in the middle with some government support for railroads. While that occurred at the beginning of the railroad age, much of that transportation money in the United States has gone to roads and highways for roughly a century.