» Despite the sound intentions from the mayor, opposition may kill Nashville’s BRT project.
One of the primary arguments made for investing in bus rapid transit (BRT) is that such systems can be implemented not only more cheaply, but also with more ease, than rail lines.
A look at the situation in Nashville suggests that there are limitations to that “ease.”
Much like in cities across the country, residents of Nashville have strenuously debated the merits of investing in a 7.1-mile, $174 million BRT line called the Amp. The project would link the city’s east and west sides, running from the Five Points in East Nashville through downtown to St. Thomas Hospital, past the city’s West End. With dedicated lanes along 80% of its route, frequent service, pre-paid boarding, level platforms, transit signal priority, and an improved streetscape to boot, the line could potentially serve about 5,000 rides a day, double the
Continue reading Is Effective Transit Possible in a Transit-Hostile City? »
» 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 »
» Transit agencies are investing billions upon billions of dollars into new transit expansions. We’ll get hundreds of miles of improved transit service as a result, but cost effectiveness could be improved for rail projects.
Virtually every metropolitan region in the United States and Canada is investing millions of dollars in new transit expansion projects. The map and database available here provide an overview of all of the major rail and bus capital expansion projects either being completed in 2014 or to be under construction at some stage in 2014. They also include some major renovation projects of lines or stations.
Look back at the compilations of openings and construction starts from previous years for a refresher: 2009 | 2010 | 2011 | 2012 | 2013.
This year, dozens of new lines will open to the public, including light rail lines in Houston, Minneapolis, Edmonton, Dallas,
Continue reading Openings and Construction Starts Planned for 2014 »
» A major roadway is advanced, in violation of the consensus-based plan.
Yesterday, the Chicago Metropolitan Agency for Planning (CMAP) Metropolitan Planning Organization (MPO) policy committee voted to approve the addition of a major new highway to the regional plan document. If built, the Illiana Expressway will run 47 miles between I-55 and I-65 in Illinois and Indiana, about 10 miles south of the existing built-up area of the Chicago region.
The project was supported by the relevant state departments of transportation as an essential complement to the existing mobility system and an economic development tool. But the decision to add it to the regional plan suggests a breakdown in what had been until recently a metropolitan-wide consensus about which projects to fund. Though the adoption of the project does not mean the end of the plan, it does imply that sticking to a regional plan in the face of political
Continue reading In the Chicago region, a setback for regional planning »
» A new report attempts to quantify the relative merits of development near transit. What value can this tool bring for planners?
Transportation and land use are inextricably linked. Building a new rail line may expand development; new development may expand use of a rail line. The direct connection between the two makes differentiating between cause and effect difficult to measure. Transportation planners frequently make the argument that a new investment will produce new riders, for example, but whether those riders would have come anyway is not a simple question to answer. There is no counter-factual.
Nevertheless, planners have invested decades of considerable work in the pursuit of transit-oriented development (TOD), under the presumption that clustering new housing, offices, and retail will result in rising transit use and, in turn, reduce pollution, cut down on congestion, and improve quality of life. There remains some controversy about the effectiveness of TOD investments
Continue reading Defining Clear Standards for Transit-Oriented Development »