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Author Archive | Jarrett

Holiday Greetings from a Post-Petroleum Moment

Posted on December 20, 2009 in Rail Transit, Sydney, Tourism

Downshifting into the holiday, here’s a bit of pure transit tourism.

Transit is often a source of frustration in Sydney, but no city I’ve encountered offers better transit options for getting into the natural world.  Sydney is ringed on all sides by spectacular national parks.   Most are served by the electrified outer-suburban train lines, which run usually every 30-60 minutes and deliver you to small stations right at a trailhead.  It’s remarkably easy to go for a long day of hiking, or even to launch a backpacking trip, without a car.  One of the longest day hikes I’ve ever done was 26 km along the coast of the Royal National Park just south of the city.  Using a train+ferry at one end of the hike and the train at the other, the whole trip was possible, and even pleasant, on transit. Continue Reading →

As Washington Shivers …

Posted on December 19, 2009 in Language, Public Outreach, Washington DC

Snowmap Anyone interested the transit effects of weather will appreciate this press release from WMATA in Washington DC, announcing the suspension of all above-ground transit services in the current snowstorm.

Metrorail trains will stop serving above-ground stations at 1 p.m.
today, Saturday, December 19, due to heavy snowfall that is covering
the electrified third rail, which is situated eight inches above the
ground. The third rail must be clear of snow and ice because it is the
source of electricity that powers the trains. Metro officials believe
that by 1 p.m. the exposed third rail will be covered by snow. All
Metrobus and MetroAccess service also will stop at 1 p.m. because
roadways are quickly becoming impassable.

Continue Reading →

Can Transit Perform Well in “Abandoned” Urban Cores?

Posted on December 19, 2009 in General

This post, which points out that transit can’t be judged on the low ridership of services where ridership isn’t the goal, drew this question from Rob:

I have a question about cities with weak urban cores. I don’t know much about Seattle, but the story that the numbers tell is that the city’s population is currently near its historical high. But what do you do in cities that are losing population, like many in the rust belt? In my hometown, Cleveland, the population is lower than it’s been since 1900. Many urban neighborhoods are no longer the densest areas (there are 3 inner-ring suburbs more dense than the city-proper). What do you think?

As I explained, if Seattle’s King County Metro were pursuing a pure ridership objective, it would cut almost all service in the low-density suburbs and put all those buses in Seattle as higher frequencies on dense corridors.  The principle is the same in any network:

If your goal is ridership, follow patterns of dense development with intense service.

Continue Reading →

Can Dial-a-Ride Get High Ridership from Low Density?

Posted on December 19, 2009 in Demand-Response

In this post, I argued transit can’t be judged on the low ridership of
services where ridership isn’t the goal, and explained that every transit system has “Coverage” services, designed to achieve a perception of equity and/or to meet the severe needs of small numbers of people.  Coverage services generally cover low-density areas where ridership will always be relatively low.

In the comments, David Marcus asked a really important clarifying question, one that I hear often from elected officials in low-density places:

Could the empty-running coverage-oriented buses be replaced with some sort of dial-a-ride system running full?

Continue Reading →

Why is New York’s Transit “Always in Trouble”?

Posted on December 17, 2009 in General

New York City transit supporters are on fire today as their transit agency, the MTA, announced deep service cuts.  Service cuts are happening all over the US this year, as the economic crisis has cut into most of the local funding streams on which agencies rely.  In many cases, including California and New York, the problems have been compounded by raids on state transit funding streams to help balance state budgets.

There seems to be plenty of blame to go around for New York MTA’s especially dire straits.  The New York Times offers three expert views on their “Room for Debate” forum, though the three don’t seem to be disagreeing.  Two emphasize the need for more secure government funding, while the third points out the need to push back harder on labor costs, and it sounds like they can all be right.  None of them says that service cuts are a good thing. Continue Reading →

Doggie-bags from Overtaxed Restaurant Analogy

Posted on December 10, 2009 in San Francisco

26-36In the last post, commenting briefly on how some San Franciscans were lamenting the deletion of the uncrowded and redundant bus line 26-Valencia, I compared the 26 to a restaurant ….

Yes, we all like to ride uncrowded buses.  I really enjoy dining in uncrowded restaurants too.  And yet the odd thing is, however much I patronize my favorite uncrowded restaurants, they seem to go out of
business sooner than the crowded ones do.  I wonder why that is.

As always, the danger of fast posting is that you end up with comments that are much smarter than the post.  Commenter Spyone, for example, explained some of the economics of the restaurant business. Continue Reading →

San Francisco: Loss of Empty Buses Mourned

Posted on December 8, 2009 in Cuts, San Francisco

26-36Streetsblog San Francisco reports on the first day of the most substantial bus network changes in 30 years, including the first Monday without the 26-Valencia bus line, which was finally abolished after a century of semi-redundant operations.

As I explained here, the 26 ran infrequently along Valencia Street, just one block west of very frequent services on Mission Street, so it’s long been the case that if you don’t see a 26 coming, it’s usually faster to walk to Mission than wait for the next 26. Continue Reading →

Boston: The “Rapid Transit and Key Bus Routes” Map

Posted on December 6, 2009 in Boston, Branding, Maps

Boston map slice As several commenters have mentioned lately, Boston’s transit agency recently published a new network overview map, part of an overhaul of the information system.   The new map is similar in function to a subway network map but with some key bus lines added.  Here’s a slice, but you can get the whole thing, in much better resolution, here.

Most large transit agencies with extensive rail transit publish a map of just the rail transit services.  These tend to be the fastest, most frequent, and highest-capacity services in the network, so it makes sense that if you zoom out to a full-system overview, these are what you should see. Continue Reading →

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