Tag: transit

State

Public Transportation

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I have just changed my commuting from riding the bus to driving. This was not due to my own choice – my office moved and I was unwilling to take an extra 2 to 3 hours per day to get to and from this highly underserviced area. Coincidentally I had to buy gas on my way to work on my first driving day. It threw some real perspective on the price of riding the bus

At my old building the bus took 30 to 45 minutes each way while driving took 20 to 30. At my new location the bus would take at least 90 minutes each way but more likely 2 hours while driving takes 25 – 35 minutes. Of course the bus has never been portrayed as the fastest method of commuting so lets look at cost. The bus cost me about $6 a month because my employer paid the other $70 for my pass. I no longer have that option so a bus pass costs me almost as much as my gas ($60) plus my insurance while taking 3 or 4 times as long to make the trip. Imagine if I were paying on a per trip basis for my bus riding – that would be $99 a month to ride the bus – not counting the taxpayer money that supports UTA. Notice that all the prices I am quoting for the bus are not the express passes or the trains, just the regular bus system.

As I started to put all that together I realized that despite the fact that I believe that good public transportation is a good idea, it is notanywhere near economically competitive with private vehicle ownership. Whatever money we spend as a society to prop up our public transit system we need to realize that we are not making any significant economic benefit to those who use the system – they come out a little bit ahead of simply hiring a taxi every time they need to go somewhere.

I still favor the idea of public transportation in theory, but in practice I’m not sure that our taxes should be used simply to hide the fact that the system is not economically competitive. If we are unwilling to pay enough to make it beneficial then our tax support is wasted.

Tags economics, taxes, transit

culture State

Taking a Long View

Aside from my interested in transit and my general appreciation for the possibilities of Utah County, I did not expect that I would have much to gain from FrontRunner South now that I have moved North. When I read about the groundbreaking for FrontRunner in Utah County the comments helped me see that I still have a stake in the project.

This comment:

Great, now I can take commuter rail all the way to Cougar football games on fall afternoons.

Reminded me that I will not likely go to many BYU games with family memebrs which has been a fun event once or twice a year for me while I lived in the area. Once the line is finished I could go from Bountiful as easily as I did from Lehi for those games.

Another:

They really should finish first what they have now considering the line from Ogden to Pleasant View City is still not complete.

Reminded me that there are still detractors who must still be countered with leavel-headed reason. Which section of rail is likely to have more riders per mile – Ogden to Pleasant View, or Salt Lake City to Provo?

Tags FrontRunner, Salt Lake Tribune, transit, Utah County

State

Fallout from Statewide Four 10’s Schedule

Post author By David
Post date August 9, 2008
No Comments on Fallout from Statewide Four 10’s Schedule

As I was riding the bus home yesterday there were very few riders. I overheard some people discussing it and suggesting that it might be related to the new four 10’s schedule of most government offices. That explanation makes sense to me. It also got me thinking about how wide an impact that could possibly have. I wonder if some of the commuter bus lines (the ones that only run into downtown in the morning and out of downtown in the evening) might add an extra bus at the beginning and/or end of the day on Monday thru Thursday to accomodate the extended hours of government workers. If they did, this might encourage others who have any flexibility in their schedules to shift their days earlier or later to avoid the rush of the 9 to 5 crowd. It occurred to me that this might result in a substantial change in traffic patterns every day of the week and not just on Fridays as I had previously expected.

Tags commute, government, transit, transportation

culture technology

Progression of Transit

Hopefully the idea of growing into light rail does not come as a real surprise to anyone.

{Darrell Cook}, executive director of Mountainland Association of Governments, said if the dedicated bus system linking Utah Valley University, Brigham Young University and Provo’s East Bay works as expected, the system could, in time, be replaced by a light-rail system.

There would seem to be a natural progression for public transit that city planners could prepare for that would allow for public transit to be tailored to the current needs of a community with a defined growth potential as ridership needs increase over time. With advanced planning it should be relatively painless to meet expanding needs by starting early without investing prematurely in expensive systems.

The transition from BRT to light-rail is a last step along one line of progression, but I think there may be two progressions available. There is the regional transportation which starts with simple bus service and graduates to more complex bus service (with BRT and dedicated bus lanes etc.) before converting dedicated bus lanes into light rail – assuming that the growth and ridership supports each successive transition. Then there is the longer range transportation between metropolitan areas which starts with shuttles or express buses and eventually graduates to commuter rail or even high-speed rail. There may even be a step between the express/shuttle phase and the commuter rail phase that can be filled with DMU’s.

If early development incorporated the possibilities of future transit options then it might be easier and less costly to build and maintain transit commensurate with population.

Tags DMU, planning, Salt Lake Tribune, transit, transportation, Utah County

State

An Informed View of Congestion-Pricing

Post author By David
Post date July 21, 2008
14 Comments on An Informed View of Congestion-Pricing

I always like to see when someone with lots more information and better credentials than me comes to the same conclusion on an issue that I have come to. In this case it is Michael R. Brown stating that Congestion-pricing positives outweigh negatives. Mr. Brown is a Certified Transportation Planner and he has been participating in a study on the issue of implementing congestion pricing along the Wasatch Front. One thing he does that I have never thought about is to define the fundamental difference between standard tolls and congestion pricing:

The purpose of tolls is to provide revenue to pay off construction bonds. You pay even when there is no congestion. It amounts to unfair taxation. The purpose of congestion pricing is primarily to ensure the freeways do not fall below 60 mph. At times or places where that wouldn’t be an issue, then the price can be free. (emphasis added)

Secondly he provides his personal top 10 list for the advantages of using congestion-pricing:

(10) More use of off-peak capacity
(9) Increased transit usage
(8) Increased capacity
(7) Reduction of side-street spill-over
(6) Point A becomes closer to point B
(5) Fuel is saved, air quality improved and carbon dioxide reduced
(4) Economic competitiveness
(3) “Tragedy of commons” is avoided
(2) Generates revenue.
(1) More productivity

I like the list he presents except that #6 seems a bit ethereal to me. (This comment seems to be a good clarification of #6.) If you don’t like his list I would recommend reading his version (which includes some explanations) before settling on an opinion.

Tags congestion-pricing, Deseret News, tolling, transit, transportation

culture

Transit Oriented Development

Post author By David
Post date June 19, 2008
10 Comments on Transit Oriented Development

The idea that we need more transit friendly ways to develop our urban and suburban areas is nto new to me. I have long believed it. The idea that government restrictions hinder as often as they help is also easy for me to accept. That’s why I was interested to read about the ways that existing zoning laws often impede smart development.

Many of us will abandon our big gas-guzzling vehicles and forsake new land-guzzling, auto-dependent suburban developments in favor of commuter hubs and “new urbanism” communities clustered near mass-transit stations.

We’ll live sensibly for a change. . . We won’t go kicking and screaming, either. Just give it a little more time. Let the air pollution and traffic congestion and gas pumps that ring up $50, $60, $70 in a blur sink in, and we’ll embrace smart growth and new urbanism and commuter hubs like grandmas hug babies and babies hug puppies.

It’s already starting to happen . . . But there’s still one big obstacle . . . If commuter hubs and bus stop/train station developments are going to become the norm, if we’re going to change our wasteful ways and ease the burden on our environment and pocketbooks, local governments have to lead, or at least get out of the way.

“High density” can no longer be dirty words. Commercial and residential zones must be melded. Those tired old requirements of two parking spaces for every doorstep have to go.

My ideals for my family living situation include a large yard and I begin to wonder if that conflicts with my ideals for smarter growth and a more transit-centric lifestyle.

I think I’ll try to tackle that issue with some ideas of how to meld the two ideals – not just for me, but in general municipal planning. Any thoughts for me to consider?

Tags community, economics, ideas, transit, transportation

Local State

Another City Overrulled

Why did State lawmakers mandate a FrontRunner stop for Bluffdale? In some ways this sounds like the decision by UDOT to toss the Lehi City proposal for the Mountain View Corridor.

SB286, sponsored by Sen. Sheldon Killpack, R-Syracuse, exempts UTA from complying with city ordinances – as long as that city lies in a first-class county and the rail spans at least two counties. . . Killpack acknowledged his bill targeted Bluffdale.

I do see some glaring differences though. In the MVC case it was an acknowledged fact that there had to be a route through Lehi as part of the Mountain View Corridor project – the only real question was what was the best way to fill that need. I do not see that same basic agreement existing in the FrontRunner case.

As far as I know, Bluffdale was not blocking the rail route, only the stop. If that’s the case, wouldn’t it be cheaper for UTA to build the line without the station – not moving the station elsewhere, just build one fewer stations on the line if Bluffdale does not want a commuter rail stop in their city. Does anyone know of a reason why they have to have that stop for FrontRunner?

Tags FrontRunner, government, transit, transportation

General

Good News on Frontrunner

I was excited to read this news. Now if only we could get to the point where they ran the same story with one little tweak. I would like it to read that “Frontrunner Commuter rail line in Utah County is 50% complete.” That will take a while.

Voters in the areas covered by the Frontrunner line in the report approved money for Frontrunner 6 years ago. They expect to be up and running in less than 2 more years. In Utah county we have the chance next week to approve money for the southern portion of Frontrunner which will run through our county. If it is developed at the same pace we could have commuter rail by 2014. First things first, the voters in Utah County need to approve the Opinion Question on the ballot next week which would provide money for Frontrunner. That is why I was lamenting that there seemed to be so little publicity about the issue.

Tags reactions, State, transit