Hand-picked by Transportation Secretary Gene Conti to work with the Metropolitan Transit Commission and its Red Line Task Force subgroup as a consultant, Morris just two weeks ago assumed his new position in Raleigh as one of the highest-ranking officials in the North Carolina Department of Transportation.
While that doesn’t mean anything is automatic, local rail transit boosters and regional transportation authorities won’t be at a disadvantage when it comes to competing for attention in Raleigh.
Between finishing up his duties with Greenleaf Strategies, working damage control on the coast and learning the ropes of his new responsibilities, Morris spent some time answering questions asked by the Citizen’s Andrew Warfield.
Citizen: What is your current level of optimism for the future of the Red Line?
Morris: Under the reformed agenda, the project has taken great strides forward and is showing significant opportunities for success. I am very optimistic about the prospects for the project.
Q: How do you go about winning the hearts and minds of what is a generally skeptical public over the viability of the Red Line?
A: It has been a long and arduous journey and the aspirations for the project are as high as ever. The impetus for moving forward prior to the economic downturn still resides with many local community leaders. As such, we have taken the necessary steps to ensure the project maintains a clear economic focus, is built upon a foundation of dual benefit to freight and transit, and structured to ensure a unified structure for success.
Q: How would you characterize the level of interest from the private sector, not only on the ground along the corridor, but also as an overall investment?
A: Early indications suggest there is robust interest in the private sector partnering through a variety of means both to launch the project and capture its value along the way.
Q: Are you optimistic that Norfolk Southern will be an active financial participant in the Red Line as opposed to simply a beneficiary of it?
A: I am optimistic that Norfolk Southern is and has been an integral partner in the process and that will continue and grow as we move forward. Their interests are equally important to all others. A dual benefit solution includes the ability to advance their aims, while ensuring local community interests are served. As this new mission moves forward we will work closely with Norfolk Southern to ensure the best financial arrangements we can make to meet these goals.
Q: Is there an ideal scenario in terms of the authority operating the Red Line — CATS, NCDOT, Norfolk Southern or even an outside entity/ authority?
A: It is too early to know exactly what the preferred approach will be in terms of operating the system. Many options are being studied at this time, with the expectation that some form of joint powers authority will be formed to guide the project.
Q: Will dual tracks be a consideration or will the dual use of the Red Line rely on coordination between freight and transit schedules?
A: As I understand it, the expectation is that the corridor would remain primarily a single-track route with sidings and spurs to support the movement of goods and people. It is expected that, similar to how dual-function corridors in other parts of the country operate, that the scheduling and movement of trains will be administered through a central dispatch system.
Q: How would you characterize the level of interest in the Secretary of Transportation’s office to see the Red Line up and running?
A: Secretary (Gene) Conti has conveyed to the Metropolitan Transit Commission and the Red Line Task Force that this is a top priority. He has committed the financial resources and my help as deputy secretary to work with all the effected stakeholders to see it move forward, expeditiously and in the most prudent and cost-effective manner. To that end, he expects the knowledge gained and lessons learned to help inform consideration of similar efforts in other regions across the state.
Q: Do you perceive your new position in the Department of Transportation as an advantage to the Red Line?
A: While it is fair to say my involvement will continue to be high and certainly benefit from my ability to guide from within the organization, it is important to emphasize that Secretary Conti’s past and ongoing active involvement in the effort will be the most meaningful to the effort.
Q: Mooresville Commissioner Mitch Abraham and former mayor Thunberg are actively engaged in Red Line discussions via the LNTC, but what is your gauge on Mooresville’s overall position regarding a terminus near the Lowe’s campus?
A: The town of Mooresville, on behalf of Lowe’s, prompted the request to pursue the movement of the station from “north” Mount Mourne to “south” Mount Mourne. It is our anticipation that the “first build” project will, with the support of the town, be able to gain the MTC’s support to site the northernmost station at their desired south Mount Mourne location.
Q: How critical is the participation of Iredell County?
A: If the north corridor is to sustain and build on its competitive advantage as one of the region’s economic engines, Iredell County must be a part of that effort. Their mission to advance an economic agenda that serves industry and creates a diverse range of jobs, depends on sound infrastructure. There is evidence to indicate a quality dual benefiting rail corridor will be a necessary component of that equation. To that end, their involvement, guidance, support and participation are essential.
Q: The state looks favorably on comprehensive transportation plans that incorporate multiple planning regions. What are the specific advantages of Mecklenburg and Iredell counties joining together on a dual benefit commuter and freight rail project?
A: The north corridor from I-40 to I-85 has been, apart from the Charlotte central business district, the largest and fastest growth part of the region for the past five to 10 years. All indications are that this economic engine will continue along this same trajectory over the next five to 10 years, so long as it can maintain and improve its vital infrastructure.
This means providing a balanced set of industry and infrastructure to serve the burgeoning employment, housing and industrial distribution sectors. All indicators point to rail being a critical part of that equation, both to support movement of goods and people. Iredell County and Mooresville are essential players in managing and developing these assets now, and even more so in the future. Their support and guidance in structuring this investment will contribute to achieving that aim in a cost effective way.
Q: Is crossing into Iredell County a prerequisite for the state’s participation?
A: The state seeks to support transportation investments that enrich the economic vitality of the region and position North Carolina for competitive success in a global logistics market. Given that environment, the most important variables are location of key economic assets, access to critical resources and building upon past success. That means making the most strategic first move by connecting from Mooresville (Lowe’s headquarters) to downtown Charlotte and beyond.
Q: Is it necessary to cross county lines if there is no intention to seek federal funding for the project?
A: Crossing county lines and seeking federal funding aren’t related. Advancing a program that achieves tangible benefit for the region through a balanced funding approach depends on reaching where vital opportunity and demand exist. This means crossing county lines.
Q: We’ve heard a lot about so-called “P3” transportation projects lately, those which incorporate private and public participation. What are the options for P3 partnerships on the Red Line? Which option or options are viewed as the strongest in terms of viability?
A: I can say P3 partnerships come in all kinds of sizes and forms ... they all seek to serve the purpose of improving the timing, cost and efficiency of delivery. Depending on the entity they can do as little as provide financing to as much as taking responsibility for design, construction, operations, maintenance and financing of the project.
In assessing a possible P3 approach, our goal is to determine where along that continuum the interests of all the project stakeholders can be met, while capturing the best that the private sector has to offer.
Q: Are there any strong candidates from the private sector, particularly in the form of a major corporation or investor, in the P3 concept? If so, can it or they be identified at this time?
A: There are a variety of private investment entities that work in this arena, some of whom have expressed interest in being involved. At this time, it is premature to suggest who would be the appropriate fit for the project. We expect to have a better idea of the best options later in the fall.
