Transit agencies, whether they run buses, trains, ferries, bike share systems, or other mediums of mobility, exist in a state of paradox. While their vehicles, signage and street furniture is highly visible and they serve millions of customers each year, many lack a physical connection with their customers. But some transit providers are working to change that.
There is no such thing as “a” complete street. No single street is “complete.” Complete streets encompasses more of an idea—and an attitude—than a typology.
Ambitious, Rapidly Expanding Vision Zero Movement Seeks to End Vehicular Deaths
By some accounts, Uber and Lyft, which are each operating in dozens of metro areas around the country, have only one major challenge left to overcome. It is the one that has baffled transportation planners, highway builders, soccer moms and weary executives for generations: mobility in the suburbs.
If a beer company can fool the public into throwing away its money on the same old product, then aren’t transit agencies doing the very same thing when they promoting and rebrand themselves?
Today, transit agencies are abandoning the passive approach to ridership. A confluence of design technologies, communication technologies, new trends in urban development and—perhaps most importantly—a cultural shift among young, smartphone-wielding city-dwellers has led to a new, more sanguine approach to the promotion of transit.
Megabus and BoltBus rolled out brand new coaches, appealing liveries, easily navigable websites, relatively low prices, and, not insignificantly, curbside pick-up and drop-off. They endeavored to be everything that the conventional bus companies were not.
Transit-Oriented Developments Multiplied and Held Their Values Comparatively Well in the Housing Crisis. Will the Trend Continue Post-Recession?
Fear of terrorists using the county’s rail network as a vehicle of destruction is all too real in the post-9/11 world.
Social media’s stock on the rise as a tool to reach the public
As parking requirements facilitate the use of cars, total travel increases, public transit use decreases, buildings scoot farther away from each other, density diminishes, central cities go into tailspins and sprawl increases-all of which, in turn, increases the need for more parking.
A certain radical fringe contends that the benefits of free transit — that is, transit with a 100 percent subsidy (a la schools) — would pay for itself many times over. That might sound a little nuts, except that it’s hard to define a substantive difference between the argument in favor of fare-free transit and that in favor of toll-free roads.
Cities that have no money for infrastructure investments, are crushed by byzantine planning codes, or are otherwise skittish about upsetting the status quo now have no excuse not to consider parking reform.
If I’m guilty of anything, it’s hometown pride, except without the real town. The subway might change that. I
After over a decade of dormancy and a litany of mishaps, civic leaders are trying to get Los Angeles’ famously chaotic public transportation scheme in order, and a focal point of these efforts is the extension of the subway to the Westside, a project whose prospects have, over the past 35 years, wavered between inevitable and unthinkable.
America’s 200 million drivers and their 10 trillion annual vehicle miles traveled pose possibly the greatest collective action problem in human history. Transportation thus may be the great untapped resource—the Saudi Arabia of climate change mitigation.