Too little, too late? A decade of transit investment in the U.S.

Cities across the U.S. added more than 1,200 miles of expanded transit service between 2010 and 2019. But all that construction isn’t keeping up with the need.

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Is transit ridership loss inevitable? A U.S.–France comparison

Change in transit ridership from 2010.

Urban transit ridership has declined every year in U.S. cities since 2014. It has increased every year in France since 2000. What is going on?

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The politics of wishful thinking: American cities and their commitment to the expressway

» If cities want to reduce automobile use and address climate change, the status quo simply isn’t good enough. In Chicago, a once-in-a-lifetime opportunity to transform the lakeshore could turn into a step backwards.

For American cities, highways are a drug. They’re expensive to acquire. They devastate healthy tissue and arteries, replacing previous modes of nourishment with destructive ones. They force the rest of the body to adapt to their needs, and they inflict pain on those nearby.

After a massive slash-and-burn campaign that forced the demolition of hundreds of already inhabited, central-city neighborhoods from the 1950s through 1970s, few U.S. cities continue to build new expressways within built-up areas (though there are some depressing exceptions to that rule). Less funding from the federal government, combined with active opposition, seems to have done these projects in.

But the difficulties related to drug use don’t stop after the user has begun. Indeed,

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U.S. transit systems are shedding riders. Are they under threat?

» Transit agencies are losing ridership across the country. Just how bad is this problem?

Between 1996 and 2014, overall transit ridership in the U.S. grew by about 35 percent, roughly twice as quickly as the nation’s population as a whole. That increase was driven, to a large degree, by very significant growth in boardings on New York City’s Subway, which in 2017 accounted for more than a quarter of all transit trips in the country. The rest of the country kept up, seeing relatively steady increases, particularly in places where new light rail systems opened.

Yet over the past few years, the trend reversed itself. Overall ridership declined by about six percent, or almost 600 million rides annually, between 2014 and 2017. In the context of the breakdown in service on New York’s Subway, the crises of confidence in Washington’s Metro, the arrival of ride-hailing services, and automated vehicle testing, the future

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Nashville plans for a big boost in local transit, and is hoping its voters will step on board

» The city’s mayor has announced a multi-billion-dollar plan that would bring new light rail and bus rapid transit routes to the city’s core, but critics are suggesting it won’t work. It depends on the design.

Nashville is booming. The region that encompasses it is growing by an average of 100 people a day, and the rhythm has held up for several years now. The combined city-county Nashville-Davidson has added more than 60,000 residents since 2010 alone.

Developers are catching up, constructing thousands of new residential units, office buildings, and other projects; much of the development is happening downtown.

Yet the city’s transportation system isn’t made for the growth. The highway system is bottleneck-after-bottleneck, and the transit system is underfunded and underused.

Nashville Mayor Megan Barry’s hope is to offer an alternative through a massive new transit program that she announced in October. It would rely on voter-supported tax increases.

But the

Continue reading Nashville plans for a big boost in local transit, and is hoping its voters will step on board »

The Site / The Fight

  • by Yonah Freemark
  • Twitter: @yfreemark
  • yfreemark (at) thetransportpolitic (dot) com
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