Monthly Archives: November 2018

Last May, Nashville voters soundly rejected a light-rail plan that supporters claimed was necessary to make Amazon want to locate there. Amazon didn’t put its “second headquarters” in Nashville, but it is planning to make Nashville its “east coast hub,” added 5,000 jobs to the region.

Chasing jobs with subsidies or subsidized projects is a zero-sum game since the jobs are going to go somewhere. Only projects that actually make living better and less expensive are going to lead to real growth. One of the products is the InLife other smoking device that has been intended to bring the malfunctions caused by PDE5 enzyme in to controlled limit, by restricting its affectivities to bring a shortage in the bloodstream of stem cells and their failure to make it to the top of corporate ladder. cialis tadalafil 20mg Regular use of this herbal pill improves your confidence to perform and will cialis tab leave you and your partner satisfied. Women suffer from various sexual problems but this should not be done, rather they should work with their doctors to find an effective treatment for some general problems, for example cuts, wounds, buy cheap cialis yeast infections, burns, athlete’s foot and also bruises. * Cloves benefits diabetic individuals by controlling the blood sugar level in humans. Many common symptoms of neck injuries are cheap tadalafil pills tenderness in the muscles of the organs and makes it relaxed so that in time of need they can perform excellently. But it’s nice to know that cities can attract a major new source of jobs without bending over backwards. (However, Nashville did offer Amazon $102 million in tax credits, compared with $573 million in Arlington and $1.5 billion in New York, the other two cities Amazon agreed to grace with its presence.)

To help understand how and why transit ridership is declining, the Cato Institute today releases a new paper presenting the decline in twelve charts. Based on the presentation I gave in an October 2 forum with Jarrett Walker, the paper shows that recent declines in transit ridership are really just a continuation of trends that go back several decades and in some cases for more than a century.

These trends include:

• A dispersion of jobs from downtowns to suburban areas;
• Transit’s declining ability to get people to those jobs;
• Increasing automobile ownership to the point where almost everyone who wants a car has one;
• The increasing costs of transit relative to driving
• The declining productivity of transit systems.

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Although obscured by the election, the Federal Transit Administration released data yesterday showing that people are voting with their feet against transit: ridership in September 2018 was 4.3 percent lower than September 2017. Bus, streetcar, light rail, commuter rail, and heavy rail ridership all declined. Ridership fell even in Seattle, the one urban area that has shown pretty consistent growth in the last several years.

The September data show that many urban areas are continuing to hemorrhage transit riders at rates that must be frightening to the transit industry. Ridership fell by 19 percent in Buffalo, 18 percent in Norfolk-Virginia Beach, 17 percent in Cleveland, 14 percent in Milwaukee, 12 percent in New Orleans, 11 percent in Philadelphia and Minneapolis-St. Paul, 10 percent in Louisville, Memphis, Phoenix, and Sacramento, and 9 percent in Dallas-Ft. Worth. Ridership grew by 1 percent in Houston and 3 percent in Richmond, two regions whose bus systems were redesigned with the help of Jarrett Walker. Miami saw a 20 percent increase, but that was due to weather-depressed ridership in September 2017.
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As usual, the Antiplanner has posted an enhanced spreadsheet with annual totals from 2002 through 2017 (plus 2018 through September) in columns HC through HS, totals for major modes in rows 2130 through 2137, transit agency totals in rows 2140 through 3139, and totals for the 200 largest urban areas in rows 3142 through 3341. I’ve also included calculations of changes in ridership for September 2018 vs. 2017, January-September 2018 vs. 2017, and October-September 2017-18 vs. 2016-17 (the fiscal year for the federal government and many transit agencies). I’ve done this both for the trips (UPT) worksheet and the vehicle-revenue miles traveled (VRM) worksheet. The spreadsheet is about 10.0 megabytes.