» The Republican Party, despite its claims about the importance of infrastructure—and big promises from Donald Trump—pushes a more limited federal role. Democrats, in line with Hillary Clinton, advocate large new investments.
During an election year where trade and terrorism have taken center stage, it’s hardly surprising issues related to transportation have played a limited role in the national discussion about how to move the U.S. forward. Some have noted that urban policy has largely been ignored, despite the fact that many American cities continue to face considerable problems related to public investment, poverty, and economic growth.
Yet the reality is that the Democratic and Republican parties and their respective candidates for the presidency, Hillary Clinton and Donald Trump, have laid out positions on the future of the nation’s transportation system through party platforms, candidate issue memos, and public statements. The approval of the two parties’ platforms over the past two
Continue reading Both parties claim support for investing in infrastructure. But how will they do it? »
» Over the decades, cities change size, but they gain and lose population in varying ways: Some in-town, some on greenfield land. How does that impact our understanding of population change?
Every few months, the U.S. Census releases new data on population change, chronicling the rise and fall of America’s cities, counties, and regions as they grow and shrink. The data are fascinating, bringing us useful insights about migration flows and economic shifts. They also point to fundamental changes in the places Americans live: Houston over Chicago, Phoenix over Philadelphia, and so on. And they produce breathless news reports that emphasize that the fastest-growing places are 15 cities you’ve never heard of.
Yet as data are released and evaluated, the trends as described by the levels of information presented by the Census often fail to directly represent underlying facts about how cities are changing–or they at least do not do so adequately. Comparing the changes in population size in
Continue reading Reorienting our discussion of city growth »
» 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.
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?
Despite the slow pace, residents of big cities across the country are hungry for more, hoping to spread the benefits of rapid transit to other
Continue reading You’ve got $50 billion for transit. Now how should you spend it? »