» Thanks to last year’s transportation authorization legislation and a lack of applications from transit authorities, aid from the TIFIA program is likely to be heavily biased towards roads projects.
In his State of the Union address on Tuesday, President Obama argued that federal transportation funding in the United States should follow a “fix-it-first” philosophy, where the rebuilding of roads and bridges (and presumably transit lines) with structural deficiencies is prioritized over the construction of new infrastructure. There is a lot to like about this idea: It would maximize the use of our existing resources, and it would ensure that the government isn’t sponsoring an expanded mobility infrastructure before our existing structures are up to date.
Everyone should be able to get behind this idea.
Yet the projects the Administration will begin financing through the TIFIA reduced-interest loan program are likely to take the opposite tact, for the most part supporting new
Continue reading TIFIA Loans Likely Skewed Towards New Road Projects »
» Construction continues on rapid transit expansion projects around the country.
This year, more than $64.3 billion worth of transit expansion projects will begin construction, continue construction, or enter into service in the United States. It’s a huge investment, much of it the product of extensive state and local spending.
What is evident is that certain cities are investing far more than others. Among American cities, Denver, Honolulu, Houston, Los Angeles, New York, San Francisco, Seattle, and Washington stand out as regions that are currently investing particularly dramatically. Toronto has the biggest investments under way in Canada. These metropolitan areas have invested billions of local dollars in interconnected transit projects that will aid in the creation of more livable, multimodal environments. Dynamic, growing cities require continuous investment in their transit systems.
Yet the federal government also continues to sponsor a number of these investments, contributing half and sometimes more of
Continue reading Openings and Construction Starts Planned for 2013 »
» A change in power in Washington will affect federal commitment to sustainable transportation, but so will local ballot measures.
The first two years of the Obama Administration, accompanied by Democratic Party control of the U.S. House and Senate, produced significant new investments in transportation projects nationwide. Over $10 billion was distributed to intercity rail projects across the country, new funds were devoted to streetcar and bus rapid transit lines, and the government began an unprecedented period of cooperation between the Department of Transportation and the Department of Housing and Urban Development.
Since early 2011, however, much of this progress has been stalled thanks to a stingy U.S. House newly controlled by the Republican Party. Their leadership, both in the Transportation and Infrastructure Committee and the Budget Committee, has promoted a significant decrease in funding for alternative transportation. A House committee voted in favor of legislation that would eliminate the guaranteed
Continue reading The Vote 2012 »
» New York and Chicago debate putting BRT lines in street medians.
Last week, the New York City Department of Transportation announced that in the Bronx’s planned Webster Avenue bus rapid transit corridor, buses will run in lanes along the side of the street — not in the median lanes previously being evaluated. For this 5.3-mile route through the center of the borough, the decision will reduce bus travel speeds, increasing rider commute times and ultimately limiting the benefit of the BRT investment. The move evoked concern that the city was settling for less-than-best when it comes to bus transport in New York.
Yet the issue is more complicated than that, since many BRT lines share their routes with local buses. This has implications for cities across the country that are investing in BRT.
Here’s the problem: In addition to BRT along Webster Avenue, New York plans to
Continue reading Combining Local and Express Bus Services in One Lane »
» The change in service will cut off service to stations south of Roosevelt for five months. The move will be controversial and inconvenience many, but it will solve problems that would otherwise take years to fix — at a lower cost.
In less than a year’s time, the Chicago Transit Authority will eliminate service on the portions of the Red Line that run through the city’s south side, affecting roughly 80,000 daily journeys for a period of five months. The effort is designed to allow for the quick renovation of this rapid transit segment, replacing about 10 miles of degraded track with desperately needed new infrastructure. It’s a risky move, likely to enflame tensions in an area of the city that has suffered decades of economic difficulties. But if the CTA pulls the project off successfully, Chicago may be setting a precedent for other cities to follow.
The southern portion of the
Continue reading Chicago Plans to Shut Red Line South to Perform Quick Rehab »