“Transit is resilient,” claims transit industry consultant Paul Comfort, who is also executive director of the North American Transit Alliance, an association of private companies that earn money providing service to transit agencies. Comfort made this claim after visiting several transit agencies to see how they were spending the billions of dollars Congress gave them to compensate for the loss of ridership during the pandemic.

I don’t think that word means what Comfort wants us to think it means. The dictionary defines “resilient” as tending to recover from or adjust easily to misfortune or change. The panicky press releases sent out a year ago by transit agencies and advocates do not suggest that an industry that adjusts easily to change. Comfort’s examples of agency “resilience” are mostly about how they are spending the money Congress gave them on masks, sanitizers, and, for some reason, complete streets. He says nothing about actual ridership or other real performance measures. Here are a few tests that can be used to tell if an industry or institution is resilient.

1. Does the industry need a big bailout every time there is a downturn in the economy? Continue reading →

Transit ridership at the Santa Clara Valley Transportation Authority (VTA) has declined in every year since Nuria Fernandez was made CEO of San Jose’s principle transit agency at the end of 2013. By 2019, transit fares collected by VTA covered just 9 percent of operating costs, far lower than the national average of 32 percent. VTA light-rail cars carried an average of just 14 passengers, compared with a national average of 24. Most San Jose light-rail “trains” are just one car long, meaning they could easily be replaced by buses at a huge savings to taxpayers.

VTA light rail: a model of government waste. Notice the HOV lanes that could have supported buses carrying more people to more destinations than the light-rail line.

Before Fernandez arrived, VTA had spent billions of dollars building a light-rail system that did nothing but jeopardize the agency’s finances, which in turn contributed to the dramatic decline in ridership: Between 2002 and 2019, the region’s population grew by 15 percent yet transit ridership fell by 29 percent. While she didn’t make the decision to build those light-rail lines, she is proud that she was able to get federal funding to help build a subway line into downtown San Jose. Continue reading →

No one expects transit agencies to work very hard to provide safe, efficient services taking people where they need to go. But sometimes urban residents need a reminder that it is their job to rearrange their lives and risk their health and safety to insure that transit has enough riders to justify the huge subsidies it receives.

At least, that’s the opinion of Chicago Sun-Time columnist Laura Washington, who urges Chicago residents to “get on the L or bus. Or both.” After all, she reasons, “If riders don’t return to the CTA [Chicago Transit Authority], Metra [commuter trains] and Pace [suburban buses], look for layoffs, service cuts and hefty fare hikes.” Her view is enthusiastically endorsed by Streetsblog Chicago.

The latest data — compiled several days after Washington wrote her article telling people they had to risk getting COVID in order to save transit — indicate that less than 20 percent of Illinois residents and less than 18 percent of Cook County (Chicago) residents have been fully vaccinated. But apparently that’s no reason to hesitate taking transit. Continue reading →