The Site / The Fight

by Yonah Freemark
yfreemark (at) thetransportpolitic (dot) com
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Openings and Construction Starts Planned for 2015

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» The future of transportation funding may be in question in the halls of federal, state, and local governments, but investment in improved transit continues at a remarkable pace in 2015. Explore The Transport Politic’s interactive database of projects across the continent.

The failure of the U.S. federal government to increase the gas tax since 1993 — in spite of inflation, an increasing population, and degraded infrastructure — has dominated the discussion on transportation policy since the late 2000s.* All that discussion, though, has failed to result in the development of long-term national revenue sources that accommodate the needs of municipalities interested in expanding their local transportation systems, and funding has stagnated. As a reaction to that state of relative austerity, policymakers from Arizona to Maine have argued for “fix-it-first” policies that emphasize enhancements of the existing system over any new construction.

The lack of expansion in federal revenues,

Continue reading Openings and Construction Starts Planned for 2015 »

Calgary’s soaring transit use suggests high ridership is possible even in sprawling cities

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» 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 »

With no new rail tunnel on the horizon under the Hudson, New York faces a looming transport crisis

» 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 »

With infill stations, older transit agencies extend their reach

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» 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 »

A Call for Minimum Service Standards

» All across the country, transit agencies are opening new rail lines with inadequate service.

At $37 million for two miles of track, Salt Lake City’s new S-Line, sometimes referred to as the Sugar House Streetcar, was one of the cheapest rail transit projects recently completed in the United States, with per-mile costs equivalent to the typical bus rapid transit project. From a capital cost perspective, it’s a great success.

Too bad the S-Line is such a dud when it comes to ridership. According to recent data from the local transit system, the project is serving fewer than 1,000 riders a day, far fewer than the 3,000 expected for the project. One explanation is that the short route doesn’t attract many people. Another is that the line’s frequency is simply too low to convince people to orient their lives around it.

The thing is, providing new rail lines isn’t enough — service standards really matter when it

Continue reading A Call for Minimum Service Standards »