» The city will begin studying dedicated lanes for its streetcar. Will it be the first among many to do so?
During its first four years of operation, Seattle’s South Lake Union streetcar—the nation’s second modern streetcar (after Portland’s)—recorded rapidly growing ridership. Annual passenger counts on the 1.3-mile line increased from 413,000 in 2008 to 750,000 in 2012 (about 3,000 riders on a peak summer day). The figures reflected the blossoming of the South Lake Union neighborhood into an extension of the downtown business district, as well as the region’s growth as a whole (Seattle is one of the nation’s fastest-growing cities) and the strong performance of transit there. The share of people taking public transportation to work in Seattle increased from 17.6 percent in 2000 to 19.3 percent in 2013—a remarkable growth spurt brought on in part by the opening of the streetcar and the Central Link light rail
Continue reading Does Seattle offer the path forward for the national streetcar movement? »
» New York City’s LaGuardia Airport is its rail-inaccessible stepchild. A proposal to spend half a billion dollars on a new transit link there, however, may do little for most of the region.
LaGuardia Airport is the New York City airport closest to the nation’s largest business district in Midtown Manhattan. Getting there, however, is inconvenient and slow for people who rely on transit and expensive — and often also slow — for those who receive rides in cabs or shuttles. In other words, the experience of reaching the airport leaves something to be desired.
The New York region’s two other major airports — Newark and J.F.K. — each have dedicated AirTrain services that connect to adjacent commuter rail (and Subway services, in the case of J.F.K.). These lines were built by the Port Authority of New York and New Jersey in the 1990s and 2000s to improve transit access to these airports, leaving
Continue reading For LaGuardia, an AirTrain that will save almost no one any time »
» 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 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 »
» 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 »