» 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 »
» 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 »
» 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? »
» Washington’s Silver Line opened to acclaim. It is already being hailed as the pedestrian-oriented transformer for the suburban Tysons business district, but the project may not create walkable, urban neighborhoods.
After years of talk, the Washington Metro was expanded by more than 11 miles last month, finally connecting it to Tysons, a suburban, auto-oriented business district in the heart of Fairfax County, Virginia. The new Silver Line that will make the connection via the existing Orange and Blue Line trunk through downtown Washington is expected to serve 25,000 daily boardings at five new stations, providing service every six minutes at rush hours and 12 to 15 minutes off peak. A second phase of the more than $5 billion project will add another 11.5 miles and extend into Loudoun County, via Dulles Airport, in 2018.
This first phase is very significant from the perspective of expanded rapid transit service; it is the second-lengthiest single line opening in the history
Continue reading What kind of TOD can occur around Dulles Metro? »
» There are another four years to go before Crossrail 1 opens, but consultation is advancing quickly on Crossrail 2. London is ready for more fast cross-town links.
As Paris begins construction on a massive new program of circumferential metro lines designed to serve inter-suburban travel, London has doubled down on its efforts to improve links within the center of the metropolitan area. The two approaches speak to the two regions’ perceived deficiencies: Paris with its inadequate transit system in the suburbs, London with a core that is difficult to traverse.
There’s one thing both cities deem essential, though: Much faster transit links to reduce travel times around each respective region. In London, that means growing support for additional new tunneled rail links designed to bring suburban commuters through the center city while speeding urban travelers.
Since the conclusion of the second World War, London’s Underground network has grown very slowly: The Victoria Line was added in 1968
Continue reading For London, one Crossrail isn’t enough »