When the Elizabeth Line opened, London breathed a sigh of relief. This east-west underground line was originally slated to begin operations in 2018, but its launch was delayed by four years, with costs ballooning from £14.8 billion to nearly £19 billion. Public outrage was palpable, and the media derided it as a “white elephant project.” Two years later, the criticism has faded, and the trains are full. Each day, 800,000 commuters rely on it, re-establishing the city’s core. It turns out that delays can be forgiven, waste can be remedied, but a misguided direction is irretrievable.
The significance of the Elizabeth Line lies not in its new carriages or attractive stations, but in its “capacity.” During peak hours, it operates 24 trains per hour, each carrying about 1,500 passengers, allowing for a total of 36,000 people to be transported in one direction every hour. To achieve the same throughput with cars, assuming 1.2 people per vehicle and 2,000 vehicles per lane per hour, at least 15 to 20 lanes would be required. Imagine a twenty-lane highway cutting through London—green spaces would vanish, homes would be demolished, and noise, pollution, and congestion would ensue. That is not construction; it is self-destruction. Ironically, even if such a monstrosity were built, it would not alleviate congestion—more cars would flood the city until it was paralyzed once again.
The same logic applies to Paris’s RER A line. Double-decker trains can transport 78,000 people per hour; to replace this with cars, over thirty lanes would need to be constructed. Paris prefers to dig underground because they understand: the surface should be reserved for people, not cars. Railways provide concentrated transport, are energy-efficient, space-saving, and reliable. This is not romanticism; it is rationality.
Meanwhile, Americans continue to build roads. Each expansion generates new demand, leading to more cars and greater congestion. Cities become increasingly sprawled, distances grow longer, and taxpayers foot the bill for congestion year after year. Even with the rise of electric vehicles, which can reduce emissions, traffic jams remain unchanged. No matter how clean the vehicle, it still occupies space; no matter how wide the road, it will eventually fill up. When everyone drives, no one can move quickly.
The solution lies in pricing. Driving should incur real costs. Charging by the mile—paying for every mile driven—and adding fees for entering congested areas would ensure that those who use the roads more pay more. This is not a punishment; it is a correction. Roads are a public resource and should not be free. The fees collected should be earmarked for the expansion of subways, buses, and railways, making public transport denser, more punctual, and more convenient, naturally reducing the need for cars.
Public transport is not a welfare program; it is an investment. It enables faster travel and enhances urban efficiency. The success of the Elizabeth Line proves that true modernization lies not on asphalt, but on tracks. Cities should transport people, not pile up cars. Building more lanes will only create greater chaos. Fewer cars mean cleaner air; fewer roads mean more vibrant lives.
With the right direction, time will prove the value. Although the Elizabeth Line was late, its delay was justified. True civilization is not measured by how fast cars can go, but by how well cities can breathe.
