As cycling becomes more and more popular, how should transit planning respond? I’ve suggested before that better integration of cycling can be crucial to expanding the reach of rapid transit, and possibly eliminating some of the need for less efficient local-stop transit. That post also attracted great comments from experienced bike+transit riders hammering out the details.
But the details of whether and how much this can work vary a lot from one city to another. Continue Reading →
Eight months ago, a freelance reporter asked for my views on the emerging argument over Honolulu’s proposed rail transit line, which would stretch most of the length of the populated southern shore, from west of Pearl Harbor through downtown to Ala Moana Center on the edge of Waikiki. The Transport Politic has covered the background here and here and here. A good blog on the subject is here. Continue Reading →
UPDATE February 2016: While this post’s deep dive is valid enough, I would no longer agree with my past self that exclusivity of right of way is secondary in defining the difference between streetcars and light rail. I no longer agree with this post’s claim that exclusive right of way is more important for longer transit trips than for short ones. It is always a crucial driver of reliability, and its absence continues to be the defining features of what most Americans call “streetcars” as opposed to light rail.
Yonah Freemark at The Transport Politic proposes a curious definition of the difference between streetcars (trams) and light rail:
The dividing line between what Americans reference as a streetcar and what they call light rail is not nearly as defined as one might assume considering the frequent use of the two terminologies in opposition. According to popular understanding, streetcars share their rights-of-way with automobiles and light rail has its own, reserved right-of-way.
But the truth is that the two modes use very similar vehicles and their corridors frequently fall somewhere between the respective stereotypes of each technology. Even the prototypical U.S. light rail project — the Portland MAX — includes significant track segments downtown in which its corridor is hardly separated from that of the automobiles nearby. And that city’s similarly pioneering streetcar includes several segments completely separated from the street.
A while back I posted some City of Portland data showing that in the past 12 years, during which four new rail transit segments were opened, the percentage of Portlanders who take transit to work, called the journey-to-work mode share, didn’t improve at all.
Several commenters wondered if data for the whole Portland region, as opposed to just the city, would look different. One also raised questions about the representativeness of the City survey’s sample.
So Portland reader Nathan Banks dug into the Census for similar data. His charts show census data for 1990 and 2000, plus American Community Survey (ACS) data for the years since 2000.
He’s done charts for all three of the Portland area counties. You can see a PDF of his charts here: Continue Reading →
It’s a rite of passage for a blogger to encounter his first populist attack-link. The widely-read Portland blogger Jack Bogdanski had this to say about my post wondering if all-day parking in downtown Portland might be too cheap:
Let’s kill off downtown Portland once and for all
Jack up the cost of parking down there even higher. Jarrett, old buddy — a lot of us ain’t gonna ride your goofy streetcar, no matter how much you charge for a parking space.
Longtime Human Transit readers will find that streetcar reference pretty funny, considering this.
If you want to live in a city with fewer cars, how do you get there? What do low-car cities have in common? Anything? Or are there in fact different ways to reach low car-dependence, demonstrated by very different cities achieving the same high scores?
All these questions came to mind as I perused Wikipedia’s helpful list of the US cities over 100,000 population with the most zero-car households (thanks to commenter Alon Levy). I find the list so interesting that I’m just going to copy all of it here, then add some thoughts at the end. The figure given for each city is the percentage of households that do not own a car. Continue Reading →
In the last post I pointed to a set of data out of the City of Portland showing that in a 12-year period when the city added four new rail transit lines, including the globally marketed Portland Streetcar, the percentage of Portland residents who take transit to work (called transit’s “journey-to-work mode share”) seems not to have changed at all.
Commenter Pantheon dug into Canadian statistics and found that in the period 1996-2006, when Portland’s transit journey-to-work mode share was idling in the 12-15% range, Canadian cities posted these gains: Continue Reading →
Portland is supposed to be one of the US’s great transit success stories. Is it still? Do we know what it’s achieving? Do we know how to measure it?
A couple of months ago, Portland reader Adrian Lawson pointed me to an Oregon Catalyst article ridiculing the Portland Metro goal of tripling non-auto mode share by 2035. The author, John Charles, Jr., is the CEO of the Cascade Policy Institute, a conservative Oregon think tank that opposes Oregon’s land use planning system and generally favors roads over transit, so this is not a surprising view. Continue Reading →
Planetizen points out a new paper by Jeffrey R. Brown and Gregory R. Thompson of Florida State University, called “Bus vs. Rail: an Oversimplified Comparison.” From the abstract: Continue Reading →
Are the streets of your downtown all too similar to each other, all full of lots of cars and maybe a few trucks and buses? Do the differences between parallel streets, in commercial character and pedestrian life, seem feeble compared to the mass of identical traffic lanes that dominate the visual impression? Often, the most efficient downtown network designs, and the best urban design outcomes, result from making parallel streets more different from each other, more specialized around different functions. Streetcars (trams) used to drive such specialization, and sometimes still do, but elsewhere cities need to find their way back to that logic, with or without streetcars. One of the first big American successes in this direction was the Portland transit mall, which opened in 1977. There, two of the most central streets in downtown were given over primarily to transit, while parallel streets one block over were devoted mainly to cars. Continue Reading →