» 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
Continue reading Frequent service, not escalator access, is what attracts transit users »
» 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
Continue reading You’ve got $50 billion for transit. Now how should you spend it? »
» Calgary’s popular transit system proves public transportation can work even in a sprawling boom town. But a downtown where auto use is discouraged is a must.
Calgary is a boomtown — the center of Canada’s resource economy, whose explosion in recent years has led to big gains in Calgary’s population and commercial activity. It’s the sort of place that might seem completely hostile to public transit; 87 percent of locals live in suburban environments where single-family homes and strip malls predominate; surrounding land is mostly flat and easily developable farmland; the city is almost 10 times bigger than it was in 1950, meaning it was mostly built in a post-automobile age; and big highways with massive interchanges are found throughout the region. Even the transit system it has serves many places that are hostile to pedestrians and hardly aesthetically pleasing.
It’s an environment that looks a lot more like Dallas or Phoenix than Copenhagen.
And yet Calgary
Continue reading Calgary’s soaring transit use suggests high ridership is possible even in sprawling cities »
» We have failed to come to terms with the fact that the transit we’re building is too slow.
Residents of the Twin Cities greeted the opening of the new Green Line light rail link last month with joy and excitement, finally able to take advantage of a train connection between downtown Minneapolis and St. Paul. The 11-mile rail line runs through a relatively densely populated area, serves two business districts, and travels through the heart of a university.
It’s also alarmingly slow. Green Line trains are taking up to an hour to complete their journeys, and even optimistic schedules released by the local transit agency put running times at 48 minutes, or less than 14 mph on average.
Of course, the Twin Cities are hardly alone in their predicament. Recent transit lines elsewhere in the country feature similarly leisurely travel times. The new Houston North Line, for example, is averaging 17 mph.
Continue reading The value of fast transit »
» 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 »