Steven Higashide, Better Buses, Better Cities: How to Plan, Run, and Win the Fight for Effective Transit. Island Press, 2019.
Why are American cities finally taking buses seriously? Because, as Churchill famously said, “Americans will do the right thing, after they’ve exhausted all the alternatives.”
I’ve been following transit in America for 35 years, and working in the field for 25. During that time, cities have growh frustrating to get around in, with dire consequences for people’s access to opportunity. But throughout that time powerful people have always been telling me that buses just don’t matter. Development interests cared only about rail or ferries. Technology marketers have always shiften the conversation to new patented things, of which some are useful but many are tragic distractions. To the extent that buses have mattered to the powerful, it’s often been as a social service — a charity that they give pennies to out of pity but whose functionality they barely care about.
And that’s not even to mention the active hostility to bus service that transit planners encounter daily: the shopping mall or hospital that refuses to let a bus get anywhere near the building, the communities that want buses out, the urban businesses who think that motorists are the only customers who matter.
But having exhausted all the alternatives, American cities are finally rediscovering this essential tool. No remotely functional city in the world lacks a transit system, and the bus is always a critical layer – the thing that goes to all the high-demand places that rail can’t go. As we enter the inevitable hangover from the mid-2010s sugar-rush of tech boosterism, people are finally doing the math to see why, for a city to function for everyone, buses simply must be allowed to succeed.
Steven Higashide has written a great little book charting the current and incipient bus revolution. In a skillful balance of facts and stories, Higashide explores what successful bus services look like, and how to overcome the barriers to bus service reform. He interviews the architects of some of the most impressive achievements, and also delves well into the deep challenge of equity and public engagement.
Do I have quibbles? My only serious one is that I wish the book were clearer about where activists should direct their constructive rage. US transit agencies are less powerful than they appear and are often not the source of the biggest problems. Much of what they do is defined by their poverty and by the great mass of regulations and labor contracts that form the boundaries of their world.
At times Higashide understates the danger of telling transit agencies to do so many things that everything they do suffers from lack of focus. Transit agencies desperately need to focus on designing and running good transit systems. Demanding they take on other battles often comes at a cost to that core business, by dividing staff and elected attention.
For example, Higashide suggests that transit agencies lead on pedestrian infrastructure around stops, a massive task that falls in the city (and sometimes state) role in managing streets. Cities must be pressured to adopt their own transit goals that lead to those kinds of investments, as leading ones like Seattle have done for years. Just because transit is connected to everything doesn’t mean transit agencies should have to solve every related problem with their own meager budget, as they are often told to do. That just leads to ever-lousier bus service.
But this book is so good in so many ways that I don’t mind disagreeing with it here and there. The messages are critically important. The writing is lively and fun. You can read the whole thing in a couple of hours, and it’s short and logical chapters support easy snacking. It’s a great tool for giving you hope, and focus. Buy it, read it, give it to people who need it. It will make a difference.
I live near two bus routes that run on 15 min. intervals during the daytime. After 6 pm it is 30 min intervals. They have racks on the front bumpers for two bicycles. I can ride for 2 hours for a 75 cent fare.
Apparently I haven’t visited your blog in a few weeks, since I’m just now seeing this post. It lifted my spirits out of the gutter that the election in Washington (I-976) had thrown them into. Looking forward to reading the book. Thanks!