Does Seattle offer the path forward for the national streetcar movement?

» The city will begin studying dedicated lanes for its streetcar. Will it be the first among many to do so?

During its first four years of operation, Seattle’s South Lake Union streetcar—the nation’s second modern streetcar (after Portland’s)—recorded rapidly growing ridership. Annual passenger counts on the 1.3-mile line increased from 413,000 in 2008 to 750,000 in 2012 (about 3,000 riders on a peak summer day). The figures reflected the blossoming of the South Lake Union neighborhood into an extension of the downtown business district, as well as the region’s growth as a whole (Seattle is one of the nation’s fastest-growing cities) and the strong performance of transit there. The share of people taking public transportation to work in Seattle increased from 17.6 percent in 2000 to 19.3 percent in 2013—a remarkable growth spurt brought on in part by the opening of the streetcar and the Central Link light rail

Continue reading Does Seattle offer the path forward for the national streetcar movement? »

For LaGuardia, an AirTrain that will save almost no one any time

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» New York City’s LaGuardia Airport is its rail-inaccessible stepchild. A proposal to spend half a billion dollars on a new transit link there, however, may do little for most of the region.

LaGuardia Airport is the New York City airport closest to the nation’s largest business district in Midtown Manhattan. Getting there, however, is inconvenient and slow for people who rely on transit and expensive — and often also slow — for those who receive rides in cabs or shuttles. In other words, the experience of reaching the airport leaves something to be desired.

The New York region’s two other major airports — Newark and J.F.K. — each have dedicated AirTrain services that connect to adjacent commuter rail (and Subway services, in the case of J.F.K.). These lines were built by the Port Authority of New York and New Jersey in the 1990s and 2000s to improve transit access to these airports, leaving

Continue reading For LaGuardia, an AirTrain that will save almost no one any time »

With no new rail tunnel on the horizon under the Hudson, New York faces a looming transport crisis

» Damage to the North River tunnels could cut off most rail service into the nation’s center unless a new link is built soon.

There are many cities where rail lines serve an important purpose: They help connect important destinations; they reduce congestion on particularly intensely used corridors; they concentrate development and produce agglomeration benefits. These benefits are useful in making those cities more livable, economically vibrant places.

But only in certain cities — the largest, most densely developed places, particularly those with geographical constraints on growth — are those rail lines essential to making the metropolitan economy work. In New York City, there is no question that this is true; the region’s subway and commuter rail lines carry the bulk of peak flow into the Manhattan business districts thanks to the ability of trains to handle upwards of 40,000 people per hour on each line. Without those lines, people simply wouldn’t be able to get to work.*

Given the city’s reliance on those rail lines,

Continue reading With no new rail tunnel on the horizon under the Hudson, New York faces a looming transport crisis »

With infill stations, older transit agencies extend their reach

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» A new station on Boston’s Orange Line prepares for opening, but infill stations of its type are all too rare.

Want to know a secret? One of the best ways to increase transit ridership at a reasonable price requires little additional service. It requires no new line extensions. And it can be done to maximize the value of existing urban neighborhoods.

This magic solution comes in the form of the infill station–a new stop constructed along an existing line, between two existing stations. Next week, Boston’s MBTA transit agency plans to open a new stop, Assembly Station, along the Orange Line in Somerville, a dense inner-ring suburb just to the northwest of downtown Boston.

Assembly is the latest in a series of recent infill stations in the U.S. located along older heavy rail lines whose other stations were generally constructed decades ago. Washington, D.C.’s NoMa Metro Station opened in 2004; the San Francisco region’s West Dublin/Pleasanton BART Station followed

Continue reading With infill stations, older transit agencies extend their reach »

A Call for Minimum Service Standards

» All across the country, transit agencies are opening new rail lines with inadequate service.

At $37 million for two miles of track, Salt Lake City’s new S-Line, sometimes referred to as the Sugar House Streetcar, was one of the cheapest rail transit projects recently completed in the United States, with per-mile costs equivalent to the typical bus rapid transit project. From a capital cost perspective, it’s a great success.

Too bad the S-Line is such a dud when it comes to ridership. According to recent data from the local transit system, the project is serving fewer than 1,000 riders a day, far fewer than the 3,000 expected for the project. One explanation is that the short route doesn’t attract many people. Another is that the line’s frequency is simply too low to convince people to orient their lives around it.

The thing is, providing new rail lines isn’t enough — service standards really matter when it

Continue reading A Call for Minimum Service Standards »

The Site / The Fight

by Yonah Freemark

yfreemark (at) thetransportpolitic (dot) com

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