The future of New York's transit system will be decided by non-New Yorkers. It didn't have to be that way. It doesn’t have to be that way again.
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With plummeting ridership, cuts in services, and higher fares, U.S. transit may be in mortal danger. But the seeds of the current crisis were planted long before the pandemic.
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An incredible video from 1906 San Francisco—colorized and digitally remastered—depicts a time when streets were truly available for every type of user.
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Often lost in debates about whether or not to “subsidize” transit: the total cost of a system in which everyone drives is much higher than the total cost of a system in which other forms of transportation are attractive alternatives.
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In some ways, Caltrain was in a better financial position than other public transit agencies. But the pandemic—and a political turf war—have thrown its future into jeopardy.
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Don’t ask if we can still afford public transit in American cities. Ask if we can still afford the alternative: car-dependent development, and universal car usage as a minimum ante to participate in society.
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The most exciting advances in public transit in North America are coming from some unexpected places, where they’re figuring out how to achieve more with less. Indianapolis might be the newest to join that club.
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For many, Los Angeles embodies car-culture—and the suburban-style development, freeways, traffic jams, and pollution that go with it. But it didn’t have to be that way. Turns out, LA was never designed to be a car city.
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Where did we spend our money building transit in the U.S. in the last 10 years? And what did we get for it?
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New York’s newest BRT line is being called the “Miracle on 14th Street.” But why is it so miraculous?
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An odd-bedfellows coalition of businesses, faith-based poverty advocates, and an idiosyncratic right-wing mayor, helped expand transit in one of the most auto-centric cities in the country. Here’s how.
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Skeptics cite empty buses and trains as proof that public transit isn’t worth the investment. But what if they applied their same standard to our rural highways?
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Why build a downtown transit system if you’re just going to close it at peak demand?
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Sacramento’s vice mayor gave Strong Towns founder Charles Marohn a shout-out in announcing the city’s new transit-oriented development rules. Our message is making a difference in the world.
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Even where transit service exists, older adults often face significant barriers to using it for a safe, comfortable, and predictable trip. Surveys of seniors’ transit needs suggest dozens of small, incremental changes that could improve access.
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When we obsess over the speed of travel—whether in our cars or on public transit—we’re missing the point of transportation. It’s not about how far you can get in a given time: it’s what you can get to.
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Less than 20% of the country lives in regions with high-quality transit systems that serve most of the population. There is a stark divide between the six or eight large metros that are the most urban in the United States, and everywhere else.
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One common argument against conventional public transit is that a transit agency could accommodate the same number of riders in a taxicab or dial-a-ride van. But is that really true?
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A temporary experiment catalyzed a lasting improvement to transportation in Boston.
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Incremental transit expansion should be Nashville’s new path forward.
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