Nearly
130 communities across the United States adopted Complete Streets policies in
2012, and Northfield, Minnesota, was one of the best.
That’s
according to the National Complete Streets Coalition, a Washington-based organization
dedicated to Complete Streets advocacy. On Monday the Coalition released its
list of Top 10 policies of 2012, and number 5 on the list was Northfield Policy
Resolution 2012-017.
“Northfield’s
policy should be a national standard,” said Stefanie Seskin, Deputy Director of
the National Complete Streets Coalition. “It takes a strong stand for everyone
who uses our streets, including people young and old, walking, driving, or
bicycling, riding a bus or out shopping.”
“This award is partly about recognizing Northfield’s leadership on this issue.
It’s also about showing other cities what a great Complete Streets policy looks
like. Northfield has done that extremely well,” Seskin said.
“Transit
for Livable Communities is a strong supporter of Complete Streets,” said Barb
Thoman, executive director. TLC participated in the MnDOT study of complete
streets in 2009 and was a member of the statewide Complete Streets Coalition
that worked for passage of the state Complete Streets policy in 2010. TLC staff
member Steve Clark currently serves on MnDOT’s Complete Streets Advisory Group.
Many of the projects funded through the federal program Bike Walk Twin Cities
that TLC administers are projects that work to make streets, segments of
streets, or intersections “complete.”
Complete
Streets policies help make sure everyone—regardless of age, ability, income, or
ethnicity, and no matter how they travel—can get around safely and
conveniently. In many cities that means changing how roads and sidewalks are
designed and built, to be “complete” streets.
See
the full list of this year’s Complete Streets policies and learn more about
what makes a great Complete Streets policy at www.smartgrowthamerica.org/complete-streets-2012-analysis. Also of
local interest, Maplewood, Minnesota, a Twin Cities suburb with a population of
38,000, recently adopted a Living Streets policy, the culmination of an
extensive stakeholder process to establish a common vision for the community's
future.
The Metropolitan Council recently took public comment on an
amendment to add 58 transportation projects totaling $159 million in federal funding to its
project list known as the “TIP.” These projects were selected by the Met
Council’s Transportation Advisory Board (TAB) in 2012. The applications were
first submitted back in 2011.
Here is a sample of four of 58 projects being funded—one
from each of the four categories and the amount of federal funding to be
awarded:
$6 $7 million widening of TH116 in Anoka County
from two lanes to four lanes in the cities of Andover and Ham Lake (Surface
Transportation Program category)
$1 million for an extension of the Point Douglas
Regional Trail in Washington County (Transportation Enhancement category)
$6.4 million for improved bus service on
Snelling Avenue in Saint Paul (Congestion Mitigation and Air Quality Category)
$1.6 million for replacement of a Hennepin
County bridge on TH46 over Godfrey Parkway in Minneapolis (Bridge Improvement
and Replacement Category)
Click
here for the full list of projects by category.
As a fairly new member of the Transportation Advisory Board,
let me attempt to decode how this process works.
Every couple of years, the Twin Cities region decides how to
spend a good chunk of federal transportation funds—approximately $160 million
to $180 million. The Twin Cities Transportation
Advisory Board (TAB) is tasked with running a process to make these funding
decisions. TAB, an extension of the Metropolitan Council, is comprised
of 33 members including elected officials.
The federal funding allocated by TAB is a relatively small amount
compared to larger sums of state and federal transportation funding that MnDOT,
and to a lesser extent, the Met Council and regional transit agencies,
allocate. However, the variety of transportation projects that can be funded
with this money is less constrained (i.e. no state constitutional limits
restricting funds for “highway purposes only”), and could have a greater amount
of public input.
The Transportation Advisory Board (with assistance from a
Technical Advisory Committee) creates funding categories and develops detailed
scoring criteria to select what it believes is the best slate of projects proposed
by local units of government and other public agencies. The Regional Solicitation process gives all
cities and counties in the region an opportunity to submit projects for TAB’s consideration.
When approved, the Metropolitan Council will add this new roster
of 58 projects to its running list—the Transportation
Improvement Program (TIP) document. These projects are planned for
implementation over the next few years. The
TIP includes a listing of all road, bridge, transit, and non-motorized
projects in the region funded with federal money.
Advocates should take note that local decision-making about
how to spend much of this federal money has great flexibility, particularly in the
category called the Surface Transportation Program (STP).
Unfortunately, the TIP amendment is the end of a lengthy
project selection process and, as such, is not the best
opportunity to shape outcomes. So where does the greatest opportunity for
public impact lie?
The key shapers of outcomes are: 1) how the regional solicitation
is designed, 2) the TAB policies that put certain projects in certain
categories, and 3) the scoring criteria and selection of projects by the TAB/Met
Council.
Given recent changes in federal law, the Met Council has
recognized the need to re-assess, from the ground up, the categories, selection
process, and scoring criteria for this flexible federal funding. The Council is
also developing a new long-range regional plan (Thrive MSP), which will inform
the Council’s Transportation Policy Plan, which then informs how money, including
this federal funding, gets spent.
Bottom line: As we’ve reported previously, how Twin Cities
residents get around is changing greatly, with less car travel and far more
transit, bicycling, and walking (partly made possible by more compact,
mixed-use development and improving transportation options). The biggest
opportunity for change will come in the future when there is an opportunity to
influence the criteria and policies that drive the type of projects that can be
submitted and how they are scored. Stay tuned for future communications about opportunities
to help shape how our region grows and how it invests federal, state, and local
resources.
New
data from the Federal Highway Administration (FHWA) show the average
American drove 9,360 miles in 2012—44 fewer miles than they drove in 2011. More
surprising is that the peak in miles driven per
person (aka vehicle miles traveled, VMT) occurred back in 2004, when
Americans, on average, drove 10,118 miles. Driving per person is down 7.5
percent over the last 8 years. This persistent decrease in driving is occurring
as transit ridership, bicycling, and walking are all increasing (e.g. The American
Public Transit Public Association just announced
a record 10.5 billion rides on US public transit in 2012; the 2012
Bike Walk Twin Cities Count Report shows that in the Twin Cities over the
last 6 years bicycling is up by 51 percent and walking by 24 percent).
Looking at this trend in a different way, the FHWA also reports
total miles driven in the US rose
slightly in 2012, but the percentage of the increase was less than the increase
in population for the year. Total miles driven in the US peaked at 3 trillion
in 2006 and 2007, and hasn’t hit the 3-trillion-per-year mark again since.
A variety of factors have been cited
for the decline, including retiring Baby Boomers; less enthusiasm for cars
among Millennials; a move in many places toward more compact and mixed-use
development; and demand-side policy efforts, including TDM [travel demand
management], tolling, and market-pricing of parking. In addition, some trends
that fueled VMT growth in the last century have eased: The transition toward women
working outside the home is essentially complete, car-ownership has gone from
rare to common, and people’s time budgets for car travel may have reached their
maximum.
As we await the release of Minnesota’s own 2012 numbers
this May or June, what might the national decline in driving tell us about the future?
It’s good for the air, public health, and
community livability.
This decline in driving should give us pause
about adding to the size of our state highway system. Minnesota already has a
large road network (the 5th largest road system in the US, and 8th
largest regional highway system in the US), and in the future we could have trouble
maintaining a highway system that doesn’t align with driving trends.
Our state should also consider and respond to the
preferences of residents as we make investments. A recent statewide poll found widespread
agreement among Minnesotans that transit is a good investment for the state,
and also that building more roads will not solve traffic congestion alone.
We hope these changing travel patterns will mean
a greater focus on investment in transit service and repair of the roadway
system we have. The trends also reinforce the goal of retrofitting more of our roadway
networks as complete streets—safer for people who are choosing different ways
to get around.
For more on driving trends in Minnesota see information
from MnDOT here (PDF).
By Jennifer Harmening
Thiede, Communications Associate
Transit for Livable Communities will soon have a new home!
After nearly 14 wonderful years at 626 Selby,
we’re excited to announce our move into a new office space on April 1. We’ve
enjoyed sharing a location with the amazing staff at Neighborhood Energy
Connection and will miss having our friends at Mississippi Market right
downstairs. Nevertheless we are also looking forward to the benefits our new location
and space.
New location
Our new office is located in the Specialty Building at 2356 University
Avenue in Saint Paul. We are on the southeast corner of Raymond Avenue and
University (map).
Our space is on the 4th floor, with the entrance on the southwest corner of the
building. Allen Gleckner from the Environmental Law and Policy Center will be
sharing space with us.
A big factor in making this move is our interest in being
more centrally located within the region and more accessible by transit,
bicycling, and walking. This will make it easier for our members, board, staff,
and partners to get to our space conveniently without a car. If you do drive,
the office is close to I-94 and Highway 280.
As of April 1, our new office
on the Green Line!
New transportation options
Our new location on the Green Line (aka Central Corridor) will
provide many travel options.
By bus: Metro Transit bus routes 16, 50, and 87 all
conveniently serve our new office. The office also is located right on the
Green Line light rail, which has a stop at Raymond Avenue—just adjacent to our
new building. We’re counting down until service begins in 2014!
By bike: You’ll find nearby north/south bike routes
on Raymond and Pelham, and connecting bike routes on Franklin, Marshall/Lake
Street Bridge, and Como Avenue. University Avenue provides a direct east-west
route with signs indicating cyclists may use the full right lane as needed.
Territorial Road or the U of M Transitway can also be good alternatives for
those on two wheels, as can the nearby Emerald/Wabash loop. Nice Ride
Minnesota’s handy green bikes (back for the season on April 6) will be just
three blocks away, at the bike-sharing station at Raymond and Ellis Avenue. Bike
parking is currently available on the southwest corner of the building, with
two more bike racks to come later this spring.
By walking: Learn more about the walkability of our
new neighborhood at walkscore.com.
When Green Line service begins
next year, light rail will provide another great option for reaching TLC’s new
office. Your stop: the nearby Raymond Avenue Station. Photo Credit: Met
Council.
New neighbors
We look forward to joining many partner organizations in our
new neighborhood including ISAIAH, Growth & Justice, and Jewish Community
Action. Our friends at the Minnesota Council of Nonprofits are located just down
the street. And of course the many restaurants, shops, and other small businesses
along the Green Line will be a quick bike, walk, bus, or train ride away.
We’re eager to welcome you at our new office soon! Stay
tuned for more information about an open house celebration in coming months
after we’re all settled in.
A bonus at future TLC member
meetings: a great view of the Green Line, with buses driving past in 2013 and
new trains running in 2014.
Our address as of April 1, 2013: Transit for Livable Communities, 2356
University Avenue, Suite 403, Saint Paul, MN 55114.
Note that our phone numbers will not change.Our new fax number will be 651-789-1001.
The 2013 Minnesota legislative session could be pivotal in delivering more transportation options for
people with disabilities—and all residents of the state. Several voices—including
the Governor, regional Chambers of Commerce, and the Transit for a Stronger
Economy coalition—are saying that more transit is essential to our economic
health. But whether these investments will happen depends on the votes at the
legislature this session.
The Transit for a Stronger Economy coalition supports
legislation (HF 1044 and SF 927) that would greatly expand transit (in the
metro and statewide) as well as funding for bicycling, walking, and compliance
with the Americans with Disabilities Act (ADA). With more than 45 members
statewide, Transit for a Stronger Economy unites unions, developers, people
with disabilities, low-income and underserved communities, and active
transportation, health, and environmental interests.
For people with disabilities, the bill and the new funding
that it would bring, would make a difference in three key ways:
1) Funding
to local cities and counties for ADA facilities.
The bill would provide $50 million per year to metro-area cities and counties
to address local needs, including ADA enhancements, safer sidewalks, bicycle
routes, and other transit investments, such as shuttles. By law, all new
facilities must be ADA compliant. These funds could help cities and counties
retrofit existing facilities or fund system enhancements for which funds are
never available.
“For instance, Metro Mobility could add
text messaging to users that their ride is approaching, just like taxicabs
currently have,” said Ken Rodgers, chair of the Minneapolis Disability
Committee. “Or, cities or counties could upgrade telephone systems for
paratransit so waiting queues aren’t so long.”
People with disabilities in
communities across the country continue to face barriers such as inaccessible
bus stops, intersections without curb ramps, street crossings and pedestrian
signals that are not audible to individuals with visual disabilities, and
barriers such as telephone poles blocking sidewalks. If people with
disabilities cannot even get down their streets, they will be unable to connect
to other forms of transportation.American Association of People with Disabilities
2) Expansion
of local bus service—in the metro and greater Minnesota.
The plan calls for a 4% increase in bus service in the metro, which means more
routes and longer service hours, including weekends and non-peak hours. In
Greater Minnesota, the funding would add 250 bus routes across 64 operating
systems, including adding transit service in un-served counties. Expanded
service means expanded access for persons with disabilities, both on regular
route service and via paratransit.
By law, paratransit service (service for
people with disabilities who are unable to use public transit) is tied to
regular transit service routes and hours. To be eligible for services such as
Metro Mobility, a person with disabilities must live within a certain distance
of regular-route bus service. Expanding coverage for bus service means,
therefore, that more people with disabilities will be eligible for paratransit service.
As noted by the American Association of
Persons with Disabilities (AAPD), “fixed-route public transit is the goal of
the ADA for those who are able to use it. Paratransit was envisioned only for
those people with disabilities who are unable to use mass transit systems, not
for those who merely choose paratransit.” Making regular route transit service
work for more people can mean adding curb cuts to make streets more accessible
and making fixed-route service more ADA compliant, says AAPD, adding that “sometimes
the biggest impediment to greater use of mass transit by an individual with a
disability is fear or inexperience.” This is also true for many people without disabilities who have not
tried riding the bus!
3) Higher-amenity
service makes boarding easier for people with disabilities. In the metro, the funding plan would add
high-amenity rapid bus service (also
called enhanced bus) on 12 routes. Rapid buses mimic light rail trains and have
lower boarding doors, making it easier for people using wheelchairs to board.
The region would also see three more
light rail lines (including Southwest, Bottineau, and an east-metro line) and
Bus Rapid Transit on four more highway corridors.
Keeping people with disabilities at home keeps them out of jobs,
away from shopping, and out of community life, and it prevents them from making
valuable contributions to our society as individuals, as workers, as consumers,
and as taxpayers.American Association of People with Disabilities
To learn more about the Transit for a Stronger Economy
campaign and legislation to fund transit, walking, bicycling, and ADA
compliance, visit www.transit4mn.org.
Show your support at the hearing
on March 20, 6-7:30pm, at the State Office Building, Room 10.
Statewide Poll and Transit for a
Stronger Economy Coalition
Support Investments in Transit, Bicycling, Walking, and ADA Compliance
St. Paul, Minn. (Feb. 28, 2013)—A bill introduced today calls for increased funding
for transit in the metro and greater Minnesota. The bill (HF 1044 and SF 927),
authored by Senator Bobby Joe Champion and Representative Melissa Hortman,
calls for an additional $300 million per year in the metro and $32 million in
Greater Minnesota to meet demand for transit and for safe, accessible
connections for people walking, bicycling, or using wheelchairs.
Co-authors of the bill in the Senate include Senators Scott Dibble (DFL, 61), Chuck Wiger (DFL, 43), John Pederson (R, 14) , and Chris A. Eaton (DFL, 40). Co-authors in the House include Representatives Frank Hornstein (DFL, 61A), Zachary Dorholt (DFL, 14B), Sandra Masin (DFL 51A), Leon Lillie (DFL, 43B), Raymond Dehn (DFL, 59B), Paul Rosenthal (DFL, 49B), Jason Metsa (DFL, 06B), Ron Erhardt (DFL, 49A).
“We need a transit
system that allows all our region’s residents to thrive,” said Senator Bobby Joe Champion, chief
author of the bill in the Senate. “This bill would dramatically increase access
to jobs for low income people and make it more affordable to get to work.
Transportation is the second largest household expense. It costs more than
health care or education. Existing transit riders need better transit options
and our region needs this to compete.”
Representative Melissa Hortman, chief author of the bill in the House, said, "Across
the state, people want more options and support investment in public
transportation. And they want bicycling and walking to be part of that
investment. This bill is an opportunity to solve problems for Minnesotans,
creating a more competitive, healthier state. "
Poll: statewide support for investments in transit,
bicycling, and walking.
A statewide poll
conducted in January by the bipartisan team of Fairbanks, Maslin, Maullin, Metz
& Associates (D) and Public Opinion Strategies (R) shows public
transportation is broadly supported and that a majority favor including bicycle
and pedestrian projects in transportation funding proposals.
More than 90%
surveyed agree that public transportation is a good investment for the state.
Over two-thirds
(67 69%) of those surveyed favor including bicycle and pedestrian funding in
transportation proposals.
A majority
support paying more in taxes to expand and improve public transportation.
The top reasons
for supporting transit focus on creating jobs, reducing traffic congestion, and making
sure transit options are available to all.
Transit for a Stronger Economy Coalition
Transit for a Stronger
Economy includes more than 40 organizations from across the state and unites
unions, developers, people with disabilities, low-income and underserved
communities, and active transportation, health, and environmental interests to
promote funding for transit expansion this legislative session. The coalition’s
vision for the Twin Cities metro region includes expanding transit, including
bus and rail, and funding bicycle and walking projects, and Americans with
Disabilities Act (ADA) compliance. The coalition also calls for meeting transit
demand in Greater Minnesota.
“This coalition
recognizes the great need to provide safe, accessible connections to transit.
Transit, bicycling, and walking add much-needed activity to the daily commute,
making our communities healthier,” said Rachel
Callanan of the American Heart Association.
"We must make
smart investments in transit to create good jobs and address climate
change," said David Foster,
Executive Director of the BlueGreen Alliance. "We're proud to support
this effort to sustain and improve transit options in our state."
Developer Colleen Carey of The Cornerstone Group has worked on new projects all over the metro area.
“Transit is a win for all of us,” she said. “It is good for the environment,
good for our health, creates new jobs, improves the long-term economic
competitiveness of our region AND supports the needs of our lower income
households at the same time. We can't
afford NOT to invest in transit. The
Cornerstone Group strongly supports the vision of the Transit for a Stronger
Economy coalition.”
There will be hearings
on the bill in House and Senate in March. For more about the Transit for a
Stronger Economy coalition,, including a list of members, visit
www.transit4mn.org.
By Whitney Lawrence, Member Engagement/Senior
Organizer
“The
most significant opportunity to reduce carbon emissions . . . is transportation—which
in turn depends on community design.” —Peter Calthorpe
Last week, TLC members and allies gathered in
Minneapolis to take a closer look at the connection between transportation and
climate change. Over 50 people attended the event, which also featured
presentations from Jim Erkel of the Minnesota Center for Environmental Advocacy
and Joshua Houdek of the Sierra Club. Thanks to all who could join us!
The US Environmental Protection Agency affirms that "the more greenhouse gases we emit, the larger future climate changes will be." As discussed at our recent event, current Minnesota law specifies aggressive
goals for reducing greenhouse gas (GHG) emissions. Using 2005 as a baseline,
the goals call for decreases in GHG emissions by the following:
15% by 2015,
30% by 2025, and
80% by 2050.
How do we
get there? We will never meet the emissions standards outlined above if we do not
seriously address our transportation system. Transportation accounts for 24% of Minnesota’s total CO2 output, making
it the second largest contributor to our state’s GHG emissions.
This is consistent with patterns for the U.S.
at large. The EPA
reports that, with a 27% share, transportation is also the second largest
end-use contributor to GHG emissions nationally. Of this pollution, 62% comes from cars &
light trucks (SUVs, pickups, minivans).
Understanding how and why transportation
contributes to our GHG emissions is crucial to addressing the problem. First,
it is important to understand that transportation is a derived demand. Put
simply, people are not driving or riding the bus for fun—they are doing it
because they need to get from point A to point B.
The options we have for getting from point A
to point B have a significant impact on transportation patterns and GHG
emissions. The average Twin Cities commuter puts approximately
2.6 tons of GHG emissions into the atmosphere every year by driving alone
to work. And, an
estimated 78% of workers who drive to work drive alone. In the coming
decades, cleaner fuels and more fuel efficient vehicles will help. However,
reducing the number of vehicle miles traveled is the single most important
thing we can do to lower GHG emissions from transportation in Minnesota.
With this in mind, it is crucial that the
state and region fund the build-out of public transit and well-connected
networks for bicycling and walking so more people have the option to leave the
car at home or live without one. Transit emits a fraction of the pollution of
driving alone, and getting around by bike or on foot produces zero emissions. Unfortunately,
only 25% of metro households and 10% of metro jobs are conveniently served by our
current transit systems. It’s one of many reasons why TLC and the Transit for a
Stronger Economy coalition are spearheading a movement to accelerate the build
out of the regional transit system. (Learn more and get involved at www.transit4mn.org.)
Transportation and land use go hand in hand. Residents
who live in more compact, mixed-use areas use transit at a rate that is 2-5
times greater than the rest of the region, which reduces the number of car trips
they take by up to 50%. And less driving
means less GHG pollution.
The Minneapolis/Saint Paul area is one of
least compact metro regions in the nation. Our land use policies and transportation
investments have traditionally encouraged people to live far from where they
work: the average Twin Cities commuter travels 13 miles and crosses county
lines at least once reach to their job. This means they often have to drive, which
significantly increases CO2 output. As shown on the featured map, people living
near the core of the Twin Cities metro region—where there is higher density and
greater access to transit—have a smaller carbon footprint. Land use policies
that encourage transit-oriented development and communities designed for bicycling
and walking will be key to helping Minnesota achieve greenhouse gas (GHG) reduction
goals.
What else will help Minnesota put the brakes
on climate change? Try leaving the car at home for one extra trip each week and
make that trip by walking, sharing a ride, bicycling, or taking the bus or
train. We encourage you to drive differently and to drive less whenever
possible. More tips and inspiration for doing exactly that:
Sincere thanks to Jim Erkel at Minnesota
Center for Environmental Advocacy for contributing graphics and information for
this article.
By Jennifer Harmening Thiede, Transit for
Livable Communities
Ridership on the Twin Cities
transit system has grown to record levels, and our buses and trains operate
very efficiently. Continuing a decade-long upward trend, passengers boarded
transit nearly 94 million times last year in the metro. And as the Metropolitan Council reports, “local bus service continues to be the
workhorse of the region’s transit system.” But too many Twin Cities residents
still lack convenient access to transit. And many current transit riders need
more frequent, faster service and additional routes. Projected demographic
changes will only intensify future demand for transportation options.
Transit use and demand also are
growing in Greater Minnesota, where fewer families have access to transit, and
two counties have no transit service at all. In many cities in Greater Minnesota, evening and weekend service is
extremely limited if it exists at all.
There are well-developed plans
for expanding transit options, but in the region and statewide, these plans
lack funding. The map below is based on the Metropolitan Council’s long-range
plans for transit in the Twin Cities region. Note that the only lines that have
secure funding are shaded in blue.
Map Updated 02-20-13
TLC and the broad-based campaign
Transit for a Stronger Economy support meeting this demand and better serving
Minnesota’s working families, students, and seniors by building out the
regional transit system in the next 15 years, not 40, and expanding transit in
Greater Minnesota. Expanded light rail, bus rapid transit and regular bus
service, along with improved access for pedestrians and people using
wheelchairs and bicycles, will create 30,000 full-time jobs, help keep our air clean, and make daily commute
for millions of Minnesotans faster, cheaper, and more fair.
Where we stand today:
No funding
to expand and upgrade the bus system.
Recurring
fights to maintain the bus service we have
Uncertainty
about Southwest light rail and no funding for additional light rail in other
areas of the metro
Hugely
inadequate funding for safe walking or bicycling connections
Increasing costs
as transit projects are delayed
Building a better system:
The Minnesota legislature can and
should solve these problems and ensure a stronger Minnesota economy by
providing funding to build out and operate a transit system including, bus,
rail and safe connections by walking and bicycling and for people with disabilities.
The Governor’s recent budget proposal sent a clear signal that transit is essential
to building a stronger economy. His plan is a tremendous start, but does not
quite meet what we need for Minnesota to thrive. See our full response to the
Governor’s budget here.
How to show your support:
It is a pivotal year. If you
support more options for transit, bicycling, and walking in the Twin Cities
metro region and expanding transit service in Greater Minnesota, please get
involved!
Contact your
legislators in person, by phone, online—tell
them you’re willing to pay more taxes to fund the vision for transit,
bicycling, and walking
Join us for
upcoming phone banking events and days of action at the Capitol; contact
Whitney Lawrence for more information: whitneyl@tlcminnesota.org or 651-789-1406
Learn more
about the Transit for a Stronger Economy campaign and pass it on: www.transit4mn.org
Join the
conversation and spread the word on Twitter with #transit4mn
See our
calendar at www.tlcminnesota.org for upcoming town hall meetings in your
district
Recent TLC blogs have reported on a number of local
highlights for transit in 2012. (Not to miss: Dave Van Hattum’s “Twin
Cities Transitways Update.”) In this new guest post, Aaron Isaacs recaps a
very full year nationally for bus rapid transit (BRT) and notes advances in
streetcars, light rail, and commuter rail.
Bus Rapid Transit services were launched or expanded in Chicago and several other cities across the US in 2012. Photo credit: Chicago Transit Authority.
Bus Rapid Transit
(BRT)
After a long gestation, bus rapid transit is finally taking
off. Many transit systems are
adding bus rapid transit as a higher speed, limited stop service in traditional
local bus corridors, incorporating typical light rail improvements such as
full-fledged stations with real-time departure displays, off-board fare
collection, and distinctive, high-amenity buses. Traffic signal priority is
common and a key feature of this service.
Bus rapid transit typically operates in dedicated on-street bus lanes,
although there is usually some mileage in mixed traffic.
BRT advocates have pushed for BRT on exclusive
rights-of-way, such as along abandoned railroads. But when that type of
corridor has been available, light rail usually has been the mode of choice.
For the Twin Cities, the launch of a new Cedar
Avenue BRT line will begin service in 2013, but 2012 saw several new BRT
openings across the country:
In Chicago, the
Jeffery Jump, a limited stop service, uses a new on-street bus lane on the
southeast side of the city, supplementing local service.
The Las VegasSahara Avenue
Corridor, a 12-mile BRT line, is part of a “Complete Streets”
reconstruction, with wide sidewalks, landscaping in
the median, dedicated bus lanes in certain areas of the corridor, and street
trees. It operates with double-deck buses and
raised station platforms that minimize the first step into the low-floor buses.
Monterey,
California, has implemented the 6.75-mile JAZZBRT. In addition to the usual
amenities, each bus shelter has a pair of video cameras to deter crime. At each
stop a bar code can be scanned with a smart phone and it will link the person
to a live recording of a performance from that year’s Monterey Jazz Festival.
Stockton, California, of all places,
has opened its third BRT route, the 6.3-mile Joaquin
Hammer Lane Corridor, with off-board fare collection and signal
priority. They report a tripling of ridership compared to the local buses that
preceded the BRT.
San Antonio’s
new Primo BRT has CNG-powered buses, free Wi-Fi, and LRT-style bike racks
inside the bus. An innovation to consider adopting here is the rear facing,
self-restraint wheelchair spot. The passenger in the wheelchair backs up
against a bulkhead and doesn’t need to be belted in by the driver--quite a time
saver.
New BRT vehicles in San Antonio are designed to make boarding easier and faster for passengers, including those using wheelchairs and boarding with bikes. Photo Credit: Via Primo
Streetcars
Modern streetcar pioneer Portland, Oregon, doubled its mileage with the opening of the
3.3-mile Eastside Loop. Following Portland’s lead, there has been a wave of
streetcar studies and construction starts across the nation, and some of those
will open in 2013.
Celebrating Portland's streetcar expansion, November 2012. Portland's streetcar vehicles are made in the U.S. Photo credit: Portland Streetcar, Inc.
Light Rail
Established light rail systems keep expanding. In Dallas, the Blue Line Extension
(4.5 miles) and the Orange Line
Phase 1 (5.4 miles) bring their system to 58 miles.
With the Blue Line Extension in 2012, Dallas added 4.5 miles of LRT service to the city's growing transit system. Photo credit: Dallas Area Rapid Transit (DART)
Los Angeles
opened the 6.5-mile Phase I of its Expo Line LRT, bringing the system mileage
to 60. Ironically, it uses the right of way of one of the former Pacific
Electric “Red Car” interurban lines, which was run out of business by auto
competition in the 1950s.
Sacramento
and Pittsburgh each added one-mile
extensions to their existing LRT systems.
Heavy and
Commuter Rail
Miami’s
heavy rail metro finally reached the International Airport, increasing the
system to 22 miles.
Both the West Coast and the East Coast saw an
expansion of commuter rail lines in 2012. Seattle’s
Sounder rehabbed a run-down branch line to extend service to Lakewood, Washington. On the opposite
coast, Boston’s MBTA made a further
extension beyond Providence, Rhode Island, down the high-speed Northeast
Corridor to Wickford. Although known
for Amtrak service, six local transit authorities run commuter trains over most
of the Northeast Corridor.
Update:
The Governor’s State of the State address last night focused on providing
leadership to solve problems for Minnesota and end the chronic deficits we have
faced over the last several years. Transit for Livable Communities, a member of
the Invest in Minnesota coalition, believes that increased revenue must be part
of the solution to provide for a future that works for the residents of this state.
The Governor last night spoke of delivering jobs and support for business to
provide those jobs. More transit does this. He spoke about delivering efficient
services, maintaining a healthy environment, and efforts to keep seniors in
their homes and to make college more affordable. More transit helps do this.
Minnesotans by a vast majority support increased investment in transit—as a way
to reduce traffic, create jobs, and help make budgets balance for working
families, students, and seniors.
The Governor’s plan would broaden the sales tax and specifically fund transit
expansion through an increase in the sales tax. While it does not go the whole
distance, the Governor’s budget would put in place a stable base of funding for
metro area transit —bus and rail.
In the case of transit, there are clear indications that investing more will
have a high return on investment for the state.
As noted in our response to the Governor’s budget (see below), our coalition plan would do more.
The Governor has funded his vision. To those who criticize elements of his
plan, remember that to embrace the vision for better transit in Minnesota
without embracing the funding needed is false, empty leadership. Doing nothing
also is not an option. It is time to act. We need transit for a stronger economy.
Original Response to Governor Dayton's Budget Proposal:
Governor Dayton’s budget proposal today sends a clear signal
that transit is essential to building a stronger economy. It includes a mix of
cuts and new revenue, including for transit. The overall plan takes two major
steps forward.
Firstly, the Governor’s budget recognizes that building out
the regional transit system—bus and rail—will create jobs, attract top
employers, and make it more affordable to get to work and school. The build out
of the regional system will create 30,000 jobs, according to the Itasca Project
report (pdf). The experience of the Central Corridor shows that subcontractors and
workers come from all over the state.
Secondly, the Governor’s attention to the overall budget
structure hopefully will mean that we can count on steady and expanding transit
service, rather than funding battles that have resulted in whittling away of bus
service. A stable funding platform eliminates uncertainty for everyone—for businesses
and for individual families planning their budgets.
The Governor’s budget includes broadening the base of the
sales tax and adding a new ¼ cent sales tax in the metro. These funds would:
expand bus service by 1% each year—the first
increase to basic bus service in a decade, and
fund the Southwest LRT, Bottineau LRT, Gateway
LRT or BRT, I-35W South BRT, up to 12 Rapid Bus or streetcar corridors, and up
to 5 additional highway BRT lines.
This is a huge step forward in recognizing that we must
increase access to transit for Minnesota families, seniors, and students. We
know that transportation is the second largest household expense (after
housing) and more people are turning to transit as gas prices remain high. We
also know that more people are bicycling and walking for transportation.
We do have some concerns in these areas. As we dig deeper
into the governor’s budget and continue working at the legislature, TLC and the
Transit for a Stronger Economy coalition will be looking to make sure:
that greater Minnesota transit service is not
left behind. Transit use is growing in Greater Minnesota and makes a huge
difference to seniors, people with disabilities, and to residents in cities
like Duluth, Saint Cloud, and Rochester, and
that cities and counties have funds for
providing sidewalks, safer crossings, bike routes, and access for people with
disabilities.
The Governor’s budget sends a very strong signal about the
importance of transit. It’s a great floor for the session ahead, but it’s not
quite the whole structure we need for Minnesota to thrive.
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