» 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 »
» New proposals for light rail connections to LAX put in question whether an extension project will offer any major benefits.
Of the nation’s largest cities, Los Angeles is one of the remaining few with no direct rail connection to its airport.* Over the past two decades, L.A. County has expanded its Metro Rail network considerably, but the closest it has gotten to a station at its largest airport — LAX — is a stop about a mile away from terminals on the Green Line light rail service, which does not reach downtown and requires customers to make a connection to a surface bus to get to and from check-in areas.
According to current plans, that will change in the next few decades. Metro dedicated $200 million to a light rail connector in its Measure R spending packaged passed by voters in 2008. The agency began studying potential direct links from its
Continue reading Light Rail to Los Angeles International: A Questionable Proposition? »
» The failure of a local sales tax to produce revenues as expected should dampen excitement around the latest extension of Miami’s Metrorail system.
Last week, Georgia voters overwhelmingly denied the passage of the T-SPLOST referendum, which, among other things, would have provided $7.2 billion for transportation over the next ten years to the Atlanta region thanks to income from a 1¢ sales tax. About half of that funding would have gone to public transit operations and expansion; in the city of Atlanta itself, the program would have paid for the beginning of work on the Beltline transit corridor, a light rail line to Emory University, several BRT lines, and a MARTA heavy rail extension. Voters were clearly unconvinced of the value of the transportation investments, were motivated by anti-tax sentiment, and felt that the projects would not benefit them directly. The result may be decades of increasing
Continue reading Where There Were Once Many Lines Planned, Just One Opens in Miami »