» Do we have the political will to build a different type of transportation system? Or will the rise of autonomous vehicles simply reinforce existing norms?

There is now no debate over whether automated technology will revolutionize the transportation system—the question is just when it will do so. Industry watchers who four years ago predicted it would take a decade and a half to realize fully driverless cars now suggest they’ll be online, everywhere, by 2020.

Indeed, just this week, Tesla announced that all of the vehicles it is producing, including its newest, cheapest Model 3, will have “full self-driving capability at a safety level substantially greater than that of a human driver.” Its cars will feature eight cameras and 12 ultrasonic sensors, designed to evaluate the world around the cars and respond immediately. The technology won’t be activated immediately; it will collect data as drivers use the cars to improve its

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The boundaries that divide our transit systems


» In New York City, transit providers create new services to handle disruptions—even when existing lines can support the load.

Beginning early this month, PATH—the metro rail system operated by the Port Authority of New York and New Jersey that connects Manhattan and Northern New Jersey—began installing new signals, forcing the closure of a section of its network in New York City. In the process, the agency is providing a bus shuttle service as a substitute over the course of 17 weekends, shuttling passengers on an above-ground route between the Midtown business district and the World Trade Center, where PATH trains continue to run.

All of this might make sense under normal circumstances; in fact, in places like Chicago where rail lines have been shut down, bus service replacement has worked well. Yet in New York, the service being replaced runs on a corridor shared by other subway lines*—but

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Frequent service, not escalator access, is what attracts transit users

Boston's Green Line

» Boston’s Green Line extension, bloated after years of planning, gets slimmed down. A lesson for other cities. 

Given how reliant the people of New York City are on their Subway, an outsider just looking at ridership data might conclude that the system must be paved with gold, or at least its stations must be decent to look at. After all, it wouldn’t be unreasonable to assume that the comfort of a transit system plays an essential role in encouraging people to abandon their cars and get on the train or bus. That’s why, some would argue, it’s so important to put amenities like USB charging and wifi into transit vehicles.

Yet anyone who has ever ridden the Subway knows first hand that its success has nothing to do with aesthetics or access to luxury amenities. Stations are hardly in good shape, trains are packed, and cell service is spotty

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You’ve got $50 billion for transit. Now how should you spend it?

Light rail here, there, and everywhere in new plans for Seattle. Source: Sound Transit.

» Metropolitan Seattle plans to offer its voters the chance to fund a large new transit expansion program. But are the projects chosen for initial funding the right ones?

Building a regional fixed-guideway transit network is no quick or easy feat, at least in the United States in our era of high costs and relatively slow construction timelines. Seattle’s first light rail line was funded by voters in 1996 but didn’t open its first section for thirteen years; the full extent of the initial line just opened last month, a full twenty years later.

[pullquote align=”right” cite=”” link=”” color=”” class=”” size=””]ST3 may be the most ambitious transit expansion package in the entire country, but is it more important to provide access to far suburbs or to focus on corridors where transit can do best?[/pullquote]

Despite the slow pace, residents of big cities across the country are hungry for more, hoping to spread the

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In L.A., efforts are afoot to make bike share a genuine part of the transit network

L.A. bike share

» Late to the bike-sharing game, Los Angeles nevertheless could offer an important innovation: Transfers to and from transit.

You might say that bike sharing has conquered the world, invading city after city since the first modern systems featuring information technology opened in Europe in the 1990s. Now more than 40 U.S. cities have systems in operation. They’ve been attracted to the relative ease of implementing bike sharing, the low costs of operation, and the popular interest in the programs which indeed do a lot to expand mobility in cities.

Los Angeles is the glaring outlier, the only one of the ten largest American cities with no system. Though the City of Los Angeles planned a system in 2013, that proposal fell apart after difficulties with permitting got in the way. In the meantime, other cities in L.A. County—including Santa Monica and Long Beach—have implemented new dock-less networks.


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The Site / The Fight

  • by Yonah Freemark
  • Twitter: @yfreemark
  • yfreemark (at) thetransportpolitic (dot) com
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