Transit Networks & Design with Jarrett Walker
Tuesday, Februrary 7
12 - 1 PM
1700 N. Charles Street at Penn Station
Please RSVP to firstname.lastname@example.org
Feel free to bring your lunch
The event is free and open to the public
“Public transit is a powerful tool for addressing a range of urban problems. But while many people support transit in the abstract, it's often hard to channel that support into good transit investments. Part of the problem is that transit debates attract many kinds of experts, who often talk past each other. Ordinary people listen and decide that transit is impossible to figure out.”
Jarrett Walker, an international consultant in public transit planning, believes that transit can be simple if we focus first on the underlying geometry that all transit technologies share.
In this discussion on Tuesday, February 7 at Noon, Mr. Walker will detail how this “fundamental geometry” shapes successful systems; and leads to transit-friendly development.
Walker will address the key questions that should be addressed and debated within communities in order to create systems that are both resilient and useful for the communities they serve.
Jarrett Walker has been designing public transit systems for over 20 years. He is an independent consultant in North America and Principal Consultant with MRCagney in Australia.
He writes the popular transit blog HumanTransit.org.
Copies of Human Transit will be available for sale.
"Let's Get to Work" initiative pushes for expanded MARC service, improved schedule
BALTIMORE - The Central Maryland region suffers from years of inadequate investment in transportation infrastructure - especially when compared to other major urban centers and the facts are daunting. In the past fifteen years, regions across the U.S. including San Diego, Salt Lake City, Denver, Dallas, Minneapolis, St. Louis, Charlotte and Norfolk have all invested hundreds of millions of dollars to build out rail systems that connect people to jobs. The Baltimore region extended the light rail to Hunt Valley and BWI Airport in 1997, but has not significantly expanded its rail system since.
Of course, all these drivers would also need somewhere to put their cars. Today, about 200,000 people a day ride some form of transit to the District’s downtown core. If all those people drove instead, the city would need the equivalent of 166 blocks of five-story parking garages. Wrap all of them around the White House, and it would looking something like this:
Transportation Equity Network
4501 Westminster Place, 3rd Floor
St. Louis, MO 63108
Note the massive stream of non-user funding for roads and the eensy weensy bit taken out for transit. Source: SSTI
We’ve said it before and we’ll say it again: Roads don’t pay for themselves.
But maybe they should....
Baltimore added a third line to its free Charm City Circulator service Tuesday, with the launch of the new Green Route at Johns Hopkins Hospital.
The Green line will run from Hopkins Hospital through Fells Point and Harbor East before heading north to City Hall and the Fallsway. It will then head back to Hopkins along the same route.
Would you walk this?
Vision of a new bike/ped +mass transit bridge.
No doubt many will write decrying a proposal to increase Maryland's gas tax. They will assert that taxes adequate to maintain our transportation system would impose an unacceptable burden on our citizens. However, they are complaining about a symptom, not the disease. They should be complaining about land use policies promoting sprawl and transportation decisions that starve public transportation, leaving our citizens with no alternative to continued addiction to gasoline.
Those meeting their transportation needs by walking, biking, using the bus or rail aren't vulnerable to oil-price driven increases in the cost of gas or proposals to increase gas taxes.
from Greater Greater Washington
Already, federal regulations impose greater burdens on transit projects. To get funding, transit projects have to meet complex cost-effectiveness criteria while highway projects do not. The FTA acts at times like it's the Federal Make Transit More Difficult Administration. That's not because they're anti-transit, per se, but simply that they are regulating transit, FHWA is regulating roads, and FTA is the stricter parent.