Paying for a More Comfortable Transit Ride

Today on the Streetsblog Network, we bring you some reflections on commuter comfort from network member Cap’n Transit.
As he points out in a post called "Many Segments of the Population Are
Too Old for This Shit," a lot of people are put off of certain modes of
transit because of the perception — and often the reality — that they
are crowded and uncomfortable (yes, New York subway, we’re looking at
you).

He points out that higher-priced transit
alternatives, such as commuter rail, can prevent at least some of that
group from opting for the perceived superiority of the automobile:

6855305_b1a936b9a9_m.jpgNot everyone wants to put up with this. Photo by Shira Golding via Flickr.

I
live walking distance from the Woodside LIRR station, and there are
times when I will spring for the $5.75 or whatever it is and be home in
25 minutes (if I’m near Penn Station to begin with). Of course, the
commuter rail lines don’t stop in very many places and they don’t all
have convenient schedules, but when it works out it’s great.

There’s
[another] option: express buses. As I understand it, many routes were
specifically designed to capture some of the market that was leaving
the transit system. There was one time when I needed to read books and
articles and take notes. The subway was impossible: even if I got a
seat, there was nowhere to put the book while I was writing the notes.
I tried taking commuter rail, but it was actually too fast to get
anything done. What worked pretty well, though, were the express buses.
For at least part of every trip I had two seats to myself, and was able
to spread out. Even when I didn’t, the seats were wide enough that I
could manage. And it was quiet: cell phone conversations were kept to a
minimum, nobody was rowdy or intrusive. On the way home in the
evenings, I think half the bus was snoring.

The
commuter trains, of course, are full of people who feel like they’re
well off enough that they don’t want to put up with the noise and dirt
of the city. Some of them were born to it, others strove for it. The
particular express bus route I rode, I noticed, was full of older black
and Puerto Rican women. I never had much of a conversation with them,
but I got the feeling that they had taken the subway when they were
younger, but after twenty or thirty years in whatever office or bank
branch they worked at, they were too old for that. They had earned the
$4 price of the bus ride, and the extra time it took to get to Midtown,
and they needed it to keep their sanity.

Without the express bus
system, these women would be driving cars. Without the commuter trains,
the suburbanites would be driving into Manhattan too. These modes are
helping transit to work for the middle class. They work. Let’s use them
more.

Of course, with operating budgets under
intense pressure around the country, many transit systems are becoming
less comfortable rather than more — and the price of a ride is going
up, to boot. With ridership remaining strong, how are municipalities
going to fund the kind of transit systems we need for the future,
systems that can attract and retain riders who feel that they’ve earned
the right to a comfortable commute?

If you’ve got that figured out, let us know in the comments.

Second Avenue Sagas has this proposal: Use market-rate parking to fund transit.

Plus: M-bike.org has some thoughts about yesterday’s NY Times piece on Detroit’s "potential to become a new bicycle utopia."

  • marcos

    “I tried taking commuter rail, but it was actually too fast to get anything done.”

    And just how is this undesirable for 99% of commuters? Perhaps if there were more stops with more dwell time, this commuter would be satisfied. Stop deconsolidation through infill stations anyone?

    “For at least part of every trip I had two seats to myself, and was able to spread out.”

    And just how is unsold capacity like this is favorable to transit operators’ bottom lines?

    The hub and spoke model which the airlines have adopted for 30 years now seems the most efficient model with which to deploy scarce and expensive transportation

    This notion of point-to-point express busses simply cannot scale economically, especially when the selling point is slower transit times at partial capacity.

    -marc

  • I should probably take it as a sign that I’m reading too many transit blogs if I’ve already read all the posts you linked to, even before this post went up.

  • Dpassage

    Makes me think of the Bauer’s WiDrive service. It started out as a group of Cisco employees who were jealous of the Google bus working with Google’s contractor to make it work…

    http://www.bauerswi-drive.org

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