Broadening the city through a universal fare card

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» The Paris region plans a single monthly fare for transit access, eliminating zones for pass holders, with the dual goals of encouraging more transit use and social integration.

What if it were possible to travel as much as you’d like by train or bus within Connecticut, from Stamford to New Haven, Hartford, New London, Waterbury, Danbury, Putnam, and hundreds of other towns, and then to travel within them, all on one transit fare card at the monthly price of just $76?

That’s what, in essence, will occur beginning in September in Île-de-France, the region that surrounds and includes Paris and which is practically the physical size of Connecticut—albeit far more populous and benefiting from a far more extensive transit system.

The plan is to eliminate the current five-zone transit fare system for people holding weekly or monthly passes and replace them with a universal, unlimited fare. The universal card will apply to virtually

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The value of fast transit

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» We have failed to come to terms with the fact that the transit we’re building is too slow.

Residents of the Twin Cities greeted the opening of the new Green Line light rail link last month with joy and excitement, finally able to take advantage of a train connection between downtown Minneapolis and St. Paul. The 11-mile rail line runs through a relatively densely populated area, serves two business districts, and travels through the heart of a university.

It’s also alarmingly slow. Green Line trains are taking up to an hour to complete their journeys, and even optimistic schedules released by the local transit agency put running times at 48 minutes, or less than 14 mph on average.

Of course, the Twin Cities are hardly alone in their predicament. Recent transit lines elsewhere in the country feature similarly leisurely travel times. The new Houston North Line, for example, is averaging 17 mph.

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In France, a Truly Low-Cost High-Speed Rail Option

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» To convince even more passengers to take the train, the SNCF national rail carrier plans to offer very cheap tickets.

France’s SNCF national rail service has, since the introduction of the TGV in 1981, held to the belief that fast trains should not be segregated to serve only higher-paying passengers. As a result, fast trains have replaced all slow-speed service on most long-distance travel throughout the country; passengers are able to take advantage of fare deals that allow them to journey between cities hundreds of miles apart at €25 or less, as long as they book in advance.

This dedication to opening up speedy trains to people across the income spectrum is unique compared to most other European and Asian countries. In Germany, for instance, train service between major cities is often available at two speeds — fast Intercity-express and slower InterCity, at very different prices. In the

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Commitment to Tramways Makes France a World Model for New Urban Rail

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» Over the past twelve years, the total route mileage of tramways systems in France has multiplied by five — at a cost reasonable even for small cities.

Last weekend, the city of Brest, on the far western coast of France, opened its new tramway, a 14.3-km (8.9-mile) line that connects the center city to the west and northeast. 50,000 daily riders are expected in a city of about 140,000 inhabitants. This Friday, Orléans, an even smaller city in central France, will open its second, 11.3-km tramway line. The first already attracts about 40,000 daily users.

These two cities are far from alone in France. Across the country, cities large and small have adopted the construction of modern tramways* to bring their citizens a modern form of public transportation that has led to improved circulation, more convenient networks, and renovated downtowns. Like American streetcars, these tramways operate at

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Opportunities Abound for Transporting Goods by Tram — If Properly Coordinated

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» Though a proposal in Amsterdam has been abandoned and freight transport in Zurich and Dresden is limited, Paris considers options for using its new tramways to move goods to stores.

There was a lot of excitement in the transportation press in mid-2007 when Amsterdam signed a deal to allow the transport of local goods by tramway beginning in 2008. In theory, fifty light rail trains operated by a company called CityCargo would move freight from warehouses to local stores without interruption along the city’s existing and extensive passenger tracks, reducing the need for trucks in the city center by half while cutting down on pollution significantly. A network of 600 electric trucks would move the freight minimal distances from the trains to the stores.

Unfortunately, the company fell short of its goal to raise the €150 million necessary to commence operations and the city refused to subsidize the project, so the

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The Site / The Fight

by Yonah Freemark

yfreemark (at) thetransportpolitic (dot) com

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