» New Orleans fantasizes about new streetcar routes as its buses barely make the grade.
Public transportation expenditures are typically divided into two buckets: One for operations expenditures — the money that goes primarily to pay the costs of gas, electricity, and driver labor — and the other for capital investments, which sometimes means maintenance but often means new vehicles and system expansions. Because of the way in which these two buckets are funded, a transit agency that may be in dire straights in terms of paying for system expansions may be providing excellent, well-funded daily services. Or the opposite could be true. This is a consequence of the fact that federal transportation grant support, and also often local system revenues, are required to be spent in one of the two areas, with little ability to transfer funds between them. The division between capital and operations funding produces some strange dynamics
Continue reading When transit service is substandard, can we plan for capital expansion? »
» Washington’s Silver Line opened to acclaim. It is already being hailed as the pedestrian-oriented transformer for the suburban Tysons business district, but the project may not create walkable, urban neighborhoods.
After years of talk, the Washington Metro was expanded by more than 11 miles last month, finally connecting it to Tysons, a suburban, auto-oriented business district in the heart of Fairfax County, Virginia. The new Silver Line that will make the connection via the existing Orange and Blue Line trunk through downtown Washington is expected to serve 25,000 daily boardings at five new stations, providing service every six minutes at rush hours and 12 to 15 minutes off peak. A second phase of the more than $5 billion project will add another 11.5 miles and extend into Loudoun County, via Dulles Airport, in 2018.
This first phase is very significant from the perspective of expanded rapid transit service; it is the second-lengthiest single line opening in the history
Continue reading What kind of TOD can occur around Dulles Metro? »
» There are another four years to go before Crossrail 1 opens, but consultation is advancing quickly on Crossrail 2. London is ready for more fast cross-town links.
As Paris begins construction on a massive new program of circumferential metro lines designed to serve inter-suburban travel, London has doubled down on its efforts to improve links within the center of the metropolitan area. The two approaches speak to the two regions’ perceived deficiencies: Paris with its inadequate transit system in the suburbs, London with a core that is difficult to traverse.
There’s one thing both cities deem essential, though: Much faster transit links to reduce travel times around each respective region. In London, that means growing support for additional new tunneled rail links designed to bring suburban commuters through the center city while speeding urban travelers.
Since the conclusion of the second World War, London’s Underground network has grown very slowly: The Victoria Line was added in 1968
Continue reading For London, one Crossrail isn’t enough »
» Thanks to political initiative and the need to serve a growing region, Toronto’s GO Transit is increasingly making its commuter rail services not so commuter-oriented.
In North America, “commuter rail” has come to mean something very specific: Large, heavy trains operating almost entirely at peak, providing services to downtown in the morning and away from it at night along corridors that extend into the suburbs. It’s a definition that makes sense for a world where regions are structured with one central business district whose workers live in the suburbs and work nine-to-five jobs on weekdays.
Of course, that’s not the world we live in. Of the 100 largest U.S. metropolitan areas, only two have a majority of their jobs located within three miles of their downtown, and most suburban workers don’t work in city centers. A sizable share of the population doesn’t work a “normal” workweek.
Yet most commuter rail providers continue to operate as
Continue reading Make the effort, and commuter rail can be as effective as rapid transit »
» Coupling real estate investment with the construction of new transit lines is the future, but the conditions need to be right.
Public development and ownership of the transportation system in the United States provided some broad, important social benefits that would not have been possible had our governments left it in the hands of the private sector. The downfall of the public transit and rail industries between the 1930s and 1970s throughout the country (itself partly a consequence of government investment in roads) was due to the fact that those services were no longer profitable. Government intervention through takeover of bankrupt lines kept those services operating and ensured the continuing existence of what is truly an essential public service in our major metropolitan areas.
Yet with the governments takeover of transit services, our regions lost a powerful skill that private transportation providers a century ago used well: Connecting new development with transit investments. The history of
Continue reading How broadly applicable is the All Aboard Florida development strategy? »