Tag Archives: transit

Is there any transit construction project that is so expensive that a transit agency will say, “Let’s not do this”? The Antiplanner has argued that the answer is “no”; instead, the only question agencies ask is, “Where are we going to get the money to do this?” Evidence for this view has recently come to light in San Francisco and Baltimore.

Architect’s model of the planned San Francisco transit center. Note the bottom level has commuter trains on the outer tracks and high-speed trains on the center tracks even though the prospects of high-speed rail ever reaching San Francisco are dimming every day.

Last January, I observed that the price of a 1.3-mile commuter-rail extension that San Francisco was planning had increased from $5.0 billion to $6.7 billion, or more than $5 billion a mile. I pointed out that there were several viable alternatives to spending what would be a record amount of money per mile on a transit project, including replacing the trains with buses or terminating the trains at a different location just seven minutes away. Now comes the news that the cost of the project has increased again to $8.25 billion, or more than $6.3 billion a mile. Continue reading →

Abu Dhabi, the capital of United Arab Emirates, has begun operating a bus-rapid transit system with a couple of twists. First, the buses are gigantic: with two trailers (illegal in most U.S. cities), they can easily hold 200 passengers and squeeze in 240. Second, they will be completely automated despite using existing infrastructure. Some videos show a driver at the wheel, but I presume this was solely during a trail period.

The battery-powered buses operate over a 27-kilometer route with about one station per kilometer. The city of Abu Dhabi consists of several islands, and the buses connect Abu Dhabi island with Yas Island, a major tourist center. Because the buses are oriented around tourists, for now they only operate on Fridays, Saturdays, and Sundays. Continue reading →

Boston’s transit agency, the Massachusetts Bay Transportation Authority (MBTA or T for short), appears to be on the verge of collapse. Eight years ago, it reported a $7.3 billion repair backlog, which has probably grown since then. As I read its 2022 financial statement, it also has $5.4 billion in unfunded pension and health care liabilities.

No one was particularly surprised when an Orange Line train caught fire last year. Photo by Marissa Babin.

State officials have known about the T’s serious maintenance and safety problems at least since 2009, when an outside report commissioned by the governor found that it had a $3 billion maintenance backlog and wasn’t even spending enough on maintenance to keep that backlog from growing further (which is why it grew to $7.3 billion six years later). This was creating serious safety problems, the report charged, finding that the agency’s maintenance program was addressing only about 10 percent of the system’s most serious safety issues. Continue reading →

A 3/4-cent sales tax increase for transit is “seen as a game-changing model to fund transit service — and the envy of many cities nationwide,” reports the Minneapolis Star Tribune. What the article doesn’t say is how the tax will change the game for the worse for transit riders and transportation users in general.

Twin Cities transit ridership had been going downhill before the pandemic, declining nearly 10 percent between 2015 and 2019. Photo by Metro Transit.

What this means is that Metro Transit will no longer care about ridership numbers. Instead, it can freely spend hundreds of millions of dollars a year on projects that do little to generate ridership with no repercussions. Continue reading →

St. Louis has more miles of light rail than any other Midwestern urban area, yet fewer people rode St. Louis transit in 2019 than in 1991, before the region opened its first mile of light rail. According to a new report from the Show-Me Institute, this is because Metro, the region’s transit agency, has planned its transit system for the 1910s, not the 2020s.

Click image to download a 4.3-MB PDF of this report.

That means that Metro has built a system that assumes that most people work downtown, live in dense residential neighborhoods close to light-rail stops, and don’t have access to automobiles. None of those conditions have been true for at least 50 years, and Metro’s system is especially unsuited to the post-pandemic world. Continue reading →

Here’s a fun new game you can buy. It’s called Transform Transit and the goal of the game is to complete new transit projects such as building new stations or replacing the vehicle fleet. While attempting to manage projects, players have to keep employee morale up and get stooges transit bloggers to write glowing reviews of the projects.

One thing that is missing is actually getting people to ride transit, but that’s perfectly realistic as that no longer seems to be a goal of transit agencies. Related to that is increasing fare revenues, but again that’s no longer a goal of transit agencies. Instead, the goal is to keep politicians and political allies happy so the transit agency can get a continuous stream of subsidies to fund more projects. Continue reading →

Portland’s TriMet transit agency is attempting to serve a 2020s urban area with a 1910 transit system, says a new report published by the Cascade Policy Institute. The agency’s infatuation with rail transit underscores this problem, as rail transit makes no sense for rapidly evolving regions with multiple economic centers. TriMet’s current route map works well only for downtown employees: while more than 40 percent of downtown workers took transit to work before the pandemic, less than 3.5 percent of workers in the rest of the urban area used transit.

The Cascade Policy Institute report proposes to replace TriMet’s current bus route map with a hub-and-spoke system using nine hubs. Yellow circles are the hubs. Blue lines represent non-stop buses from every hub to every other hub. Red lines represent local buses radiating away from each hub. The lines are not exact routes and only show the origins and (in the case of the red lines) approximate destinations of each route. Click image for a larger view.

All of these problems were made worse by the pandemic, which hit rail transit especially hard and which greatly reduced the importance of downtown Portland as an economic center. According to the latest report, Portland’s downtown has the second-worst recovery of any of the nation’s 50 largest downtowns, with less than 40 percent the economic activity of the pre-pandemic period. Yet TriMet still wants to build two new light-rail lines to downtown even though the last line it opened gained no net new riders for the transit system. Continue reading →