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M.T.A. Says Mayor's Plan to Ease Traffic Will Cost $767 Million to Accomplish - New York Times

October 8, 2007
M.T.A. Says Mayor's Plan to Ease Traffic Will Cost $767 Million to Accomplish
By ROBERT D. McFADDEN

Mayor Michael R. Bloomberg's plan to ease traffic congestion by charging motorists who drive into the busiest parts of Manhattan would cost hundreds of millions of dollars for new bus and subway services and mass transit improvements to accommodate tens of thousands of new riders, transportation officials say.

The Metropolitan Transportation Authority, in a report to a commission created to evaluate the mayor's plan, estimated that expanded transit service and capital improvements for city and suburban riders who would give up their cars to get into Manhattan over the next five years would cost $767 million.

The total, the authority said, comprised $284 million in 2008 and 2009 for 367 new city and suburban buses, 46 new subway cars and many station renovations and service enhancements; $163 million for other subway and bus improvements from 2010 to 2012, and $320 million for two new bus terminals in Queens and Staten Island.

In Pursuit of a Better, if Costlier, Subway Ride - New York Times

September 28, 2007

Public Lives

In Pursuit of a Better, if Costlier, Subway Ride

By ROBIN FINN

FROM one straphanger to another, the Metropolitan Transportation Authority’s executive director, Elliot G. Sander, consciously straddling the fence between polished bureaucrat (his upwardly mobile career) and put-upon proletarian (his roots in Jamaica, Queens), confides that the pending — read inevitable — bus and subway fare increase to $2.25 from $2 a trip is not his preference. But.

“I would prefer not to have a fare increase, and I want to keep the cost of transportation as far down as I can, but I am calling on our customers to basically keep up with the cost of living,” he said. “My objective is for the M.T.A. not to go into a death spiral, go where it was in the ’70s and ’80s when you had derailments, breakdowns, graffiti, track fires, you name it. This authority has been a high-wire act for the last 20 years.” Without a safety net.

SEPTA hikes fares again | Philadelphia Inquirer | 09/27/2007

SEPTA hikes fares again

By Paul Nussbaum

INQUIRER STAFF WRITER

The SEPTA board voted this afternoon to raise the price of bus and subway tokens and paper transfers, starting next week.

The fare hikes, which SEPTA says it needs because a court case stopped it from eliminating 60-cent paper transfers, saddle riders with higher fares less than three months after other fare hikes.

As part of its fare hike resolution approved this afternoon, the SEPTA board agreed to review today's fare hikes if it wins a court appeal and is allowed to scrap the paper transfers.

The new fares, effective Monday, increase the price of a token to $1.45 from the current $1.30 and the price of a transfer to 75 cents from the current 60 cents. The cash fare would remain $2 - one of the nation's highest.

Riders, still smarting from SEPTA's July fare hikes, are outraged.

Streetcar bumps into federal bias for buses - OregonLive.com

Streetcar bumps into federal bias for buses
Money - Grant-givers say people-hauling efficiency is their primary goal, not urban revitalization
Tuesday, September 25, 2007
DYLAN RIVERA
The Oregonian

In the Bush White House, the political appointees who set the nation's mass transit policies view Portland's streetcar system as an extravagance: A sweet way for a relatively few privileged urbanites to move about a city that prides itself on dense downtown development. Rapid bus lines, in the administration's view, would move more people from place to place at less expense.

That thinking could cost Portland, which is hoping to expand its streetcar line and become the first in the nation to be built with substantial federal money. The city has spent years building political and neighborhood consensus about the new route, which would cross the Broadway Bridge and go south to the Oregon Museum of Science and Industry, nearly completing a streetcar loop of the city's core.

But the project now navigates a political battlefield. Think tanks, Democrats in Congress and the White House are fighting over whether the federal government should help cities use streetcars to promote urban revitalization, or simply fund buses that move the most people over the greatest distances for the least amount of upfront money.

SEPTA ordered to keep transfers | Inquirer | 08/17/2007

SEPTA ordered to keep transfers
The agency vowed to appeal the ruling in a suit brought by Philadelphia
By Paul Nussbaum
Inquirer Staff Writer

The transfers live.

A Common Pleas Court judge ruled yesterday that SEPTA must not eliminate the paper transfers that permit bus and subway riders to change vehicles for 60 cents.

The transit agency said it would appeal Judge Gary F. DiVito Jr.'s decision.

SEPTA had wanted passengers to pay full fares ($2 with cash or $1.30 with tokens) whenever changing from one bus to another. The city sued, saying that poor and minority passengers would be especially hard-hit by the elimination of the transfers.

In ordering the board to reinstate the transfers, DiVito called the SEPTA decision "capricious and . . . a manifest and flagrant abuse of discretion."

"What the evidence demonstrates," DiVito wrote, "is that SEPTA's board (1) voted to eliminate paper transfers (2) to mollify the legislature in hopes of ensuring funding (3) without any study of the impact on those who would be most adversely affected (4) without any semblance of a 'modernization plan' ready (5) with no agreement with the school board in place when (6) they could have designed a plan with an equitable impact on all of its riders."

L.A. could look to Denver for its transit template - Los Angeles Times

Los Angeles Times

Q & A | LOCAL GOVERNMENT

L.A. could look to Denver for its transit template

By Steve Hymon
Times Staff Writer
August 6, 2007

In November 2004, voters in the Denver metro region went to the polls and, much to the surprise of some political observers, decided to tax themselves to begin the nation's largest ongoing expansion of mass transit.

If all goes as planned, the Denver region is expected to build 119 miles of light rail and commuter rail by 2016. Among the projects are six new lines from Denver to the suburbs, including one to the airport, the extension of two other light-rail lines and a new rapid transit bus line.

It's a relatively unusual approach. Constrained by a lack of money, most cities build one or maybe two lines at a time. In Denver, they're betting the entire system can be built at once.

As with any massive public works project, there are reasons for skepticism. The projected cost of the program — called FasTracks — has grown from $4.7 billion to $6.2 billion because of rising construction costs, before construction has started. Transit officials and politicians continue to insist that each of the new lines will be built, but cuts will have to be made, perhaps in the form of smaller stations or lines that have only one track.

Ambiance Of Metro Might Take Sharp Turn - washingtonpost.com

Ambiance Of Metro Might Take Sharp Turn

By Lena H. Sun
Washington Post Staff Writer
Monday, July 2, 2007; A01

Metro's new general manager wants to get rid of the carpet in trains, brighten the lighting in stations and increase advertising in stations, trains and buses.

In many places, such mundane changes would be met with a shrug.

But this is the Washington area Metro, which has long prided itself on a dignified ambiance that is supposed to make it better than the average commuter system.

The changes are intended to help make the nation's second-busiest subway more modern and functional. As the system struggles to keep pace with growing demand, Metro's new top executive, John B. Catoe Jr., wants to focus the agency's limited resources toward moving people to and from work and away from some costly features that gave the subway a distinctive, first-class feel when it opened 31 years ago.

With ridership continuing to swell, the debate over those trade-offs is sharpening.

SEPTA board readies for doom | Daily News | 06/27/2007

SEPTA board readies for doom
By DAN GERINGER

Cash-strapped SEPTA's board of directors is expected to approve two drastically different survival plans tomorrow: one a modest 11 percent fare increase for existing service, the other a "doomsday" plan - raising fares 24 percent while cutting service 20 percent, which could devastate low-income workers, fixed-income seniors, the physically disabled and students.

If the state Legislature comes up with $100 million this summer to fill the chronically underfunded transit agency's budget hole, then the "doomsday" plan will be ditched, and only the 11 percent fare hike will go through.

But if the Legislature fails, riders will be forced to foot the bill by enduring longer waits for fewer buses and trains, and by paying much more for service:

SEPTA's base cash fare would rise from $2 to $2.50, tokens from $1.30 to $1.80, a TransPass from $18.75 to $25 weekly and from $70 to $95 monthly, and one-way Regional Rail fares would rise by as much as $1 during peak times and $2.50 off-peak.

Projects and Reports | Economy League - The Price of Inaction: An Analysis of Economic Impacts Associated with SEPTA's FY 2008 Operating Budget "Plan B" Alternative

Projects and Reports
The Price of Inaction: An Analysis of Economic Impacts Associated with SEPTA's FY 2008 Operating Budget "Plan B" Alternative
Executive Summary
As of May 2007, SEPTA has a budget shortfall of $129.6 million. Without a source of funding that can balance the transit organization's budget this summer, SEPTA would be forced to implement "Plan B," which would cut service by 20 percent and increase fares by 31 percent.

The Economy League worked with Econsult Corporation to analyze the economic impacts of Plan B on individuals, businesses, governments and the region's overall competitiveness. The analysis builds upon generally accepted data sets and research models including SEPTA's ridership figures, Delaware Valley Planning Commission congestion modeling, Philadelphia Tax Reform Commission work, and U.S. Census data.

Cool Reception for Plan to Let Elderly Ride Free - New York Times

May 13, 2007
Cool Reception for Plan to Let Elderly Ride Free
By ALISON LEIGH COWAN

STAMFORD, Conn, May 11 - To many commuters in Connecticut, the state's overworked mass transit system would be vastly improved by an infusion of new rail cars providing more seats and new bus routes to cover more ground.

But to Senator Donald E. Williams Jr., the system would also benefit from the infusion of something old, namely more residents 65 and older. Lots of them.

Trains (and Patience) Stretched Thin in Chicago - New York Times

March 26, 2007
Trains (and Patience) Stretched Thin in Chicago
By LIBBY SANDER

CHICAGO, March 25 - The century-old elevated train system here is as much a city fixture as the towering skyline and the piercing blue waters of Lake Michigan.

But deteriorating tracks and trains, chronic budget shortfalls and a region ever more dependent on rail service are forcing Chicagoans to confront the possibility that the system, commonly known as the El or the L, may be at a breaking point.

"We're living on borrowed time," said Frank Kruesi, the president of the Chicago Transit Authority, which runs the rail service. "The fact is, there's no magic wand when we're looking at modernizing a system that's 100 years old in a very dense urban environment."

The El, with its 1,190 rail cars and 222 miles of track, is the rail component of the transit authority, the second-largest public transit system in the country after New York's. The C.T.A.'s trains and buses serve the city and 40 suburbs, logging 1.55 million rides daily. The El alone accounted for more than 195 million rides last year.

Give L.A. a free ride - Los Angeles Times

Give L.A. a free ride
Eliminating subway and bus fares could put local mass transit on the road to success.
By D. Malcolm Carson, D. MALCOLM CARSON, an attorney and urban planner in private practice, is a member of the Los Angeles Board of Transportation Commissioners.
February 25, 2007

CLOSE TO HALF the travel time on most L.A. bus routes is spent at the curb. Bus riders know the frustration of waiting to board while someone coaxes a floppy dollar bill into the fare box. Likewise, plenty of irritated local drivers have been stuck behind that bus in the right-turn lane. Oh, and the despair of the train rider left struggling with an uncooperative ticket vending machine as the train pulls away.

So what would happen if, instead of hiking MTA fares as is currently under consideration, we made all the buses and subways free?

Eliminating transit fares is the logical flip side to the anti-congestion pricing schemes so favored by economists. London, for instance, charges a daily fee equal to about $15.60 to drive in the traffic-chocked central city between 7 a.m. and 6 p.m. weekdays. Just as such fees on cars supposedly discourage driving, eliminating fares could encourage public transit use.