» Evidence suggests expanded rail operations produce higher ridership gains than more bus service.
In researching the article I wrote last week for the Atlantic Cities on bus rapid transit (BRT), I wanted to provide a basic piece of evidence that offered support for the idea that typical bus operations were not offering the sort of service that attracted riders effectively. My sense (hardly a unique perspective, of course) was that bus services in cities around the country are often simply too slow and too unreliable for many people to choose them over automobile alternatives. Rail, particularly in the form of frequent and relatively fast light and heavy rail, may be more effective in attracting riders, but so might, the article hypothesizes, BRT services, which provide many of the service improvements offered by rail.
To provide such evidence, I compared ridership growth between 2001 and 2012 on urban bus and rail services on the ten
Continue reading Recent Trends in Bus and Rail Ridership »
» 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 »
» Montgomery County officials propose a 160-mile “RTV” system that they hope will revolutionize transportation patterns in the area.
Montgomery County, Maryland is one of the core counties of one of the nation’s most appealing metropolitan regions — the nation’s capital. Yet much of the county is relatively built out — mature, one might describe it — making the construction of any significant new transportation capacity, especially in terms of roadways, very difficult, if not impossible. The Intercounty Connector that opened last year is likely to be the last major road built in the area. But the demand for movement will continue to increase.
This is the challenge that has motivated the county’s Transit Task Force, appointed last year by County Executive Isiah Leggett. Earlier this month, the group released its proposal for a network of 160 miles of new bus rapid transit lines crisscrossing the county. The roughly $2 billion plan would
Continue reading Major Ambitions for Improved Transit in the Inner Suburbs North of Washington »
» A series of bus lanes will link commuter rail stations, downtown, and the Navy Pier. It’s not quite a transitway — despite the branding — but it will speed movement for thousands of passengers.
A year and a half after Chicago won $24.6 million in federal funds for the construction of an urban circulator downtown, the city announced this week that it will contribute $7.3 million in tax increment financing to improve the state of bus service in the urban center and link commuter rail stations to office buildings. Together, the money will provide for painting dedicated bus lanes on the Madison/Washington and Clinton/Canal Street pairs for a total of two miles, offer signal priority, improve bus shelters, and add bike lanes. New buses and a small bus transit center at Union Station are also part of the plan.
Though the improvements will be most visible
Continue reading Chicago Commits to Downtown Bus Priority »
» A private push to build a short line down Woodward may find itself in official plans once again.
Just three weeks after Detroit leaders announced that they had abandoned efforts to build a 9.3-mile light rail line down Woodward Avenue, the city’s central strip, Mayor Dave Bing revealed on Friday that he would allow a shorter link funded by a private group to move forward if it submitted an acceptable business plan within 90 days.
The project will have to be built right: Even at just 3.4 miles, the line could serve as a quick, reliable connector between the waterfront and the New Center, via Midtown, but that will only be possible if trains run in their own lanes, if they run frequently, and if they are funded with no negative effect on the city’s already under-financed bus system. There is evidence that those conditions will not be
Continue reading Back to Basics for Detroit Light Rail »