» 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 »
» The future of transportation funding may be in question in the halls of federal, state, and local governments, but investment in improved transit continues at a remarkable pace in 2015. Explore The Transport Politic’s interactive database of projects across the continent.
The failure of the U.S. federal government to increase the gas tax since 1993 — in spite of inflation, an increasing population, and degraded infrastructure — has dominated the discussion on transportation policy since the late 2000s.* All that discussion, though, has failed to result in the development of long-term national revenue sources that accommodate the needs of municipalities interested in expanding their local transportation systems, and funding has stagnated. As a reaction to that state of relative austerity, policymakers from Arizona to Maine have argued for “fix-it-first” policies that emphasize enhancements of the existing system over any new construction.
The lack of expansion in federal revenues,
Continue reading Openings and Construction Starts Planned for 2015 »
» New Orleans fantasizes about new streetcar routes as its buses barely make the grade.
Public transportation expenditures are typically divided into two buckets: One for operations expenditures — the money that goes primarily to pay the costs of gas, electricity, and driver labor — and the other for capital investments, which sometimes means maintenance but often means new vehicles and system expansions. Because of the way in which these two buckets are funded, a transit agency that may be in dire straights in terms of paying for system expansions may be providing excellent, well-funded daily services. Or the opposite could be true. This is a consequence of the fact that federal transportation grant support, and also often local system revenues, are required to be spent in one of the two areas, with little ability to transfer funds between them. The division between capital and operations funding produces some strange dynamics
Continue reading When transit service is substandard, can we plan for capital expansion? »