Tag: bus

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Business News Transportation

Cincinnati’s new transport payment system should be world leader

As Cincinnati’s transport officials prep for the introduction of a modern streetcar line in 2012, and potential bus rapid transit in the coming years, further improvements need to be made to the network. One of the most striking improvements needed is a new payment system for those using Cincinnati’s various bus systems, the streetcar, taxis and bike and car share programs if they ever materialize.

In Korea the T-Money Card rules. Based off of a simple yet wildly successful tap-and-go pay system, the card can be used all over the place. In Seoul, one can use the T-Money Card to pay for taxis, trains, buses, museums, vending machines, stores, fines, taxes and more. And in addition to the transit stations, the card can be purchased at convenience stores all over the metropolis.

The functionality is brilliant, and policy makers there have decided to use the data collected, from the system, to determine funding allocation for transit routes. This means that the most heavily used routes and stations get the most investment. Furthermore, the efficient tap-and-go system allows for quick payments and faster boarding on crowded buses and trains.

London has recently decided to go a step further. Their new Oyster Card not only offer the same benefits of the T-Money Card (minus taxi use), but the system also allows for people with contactless bank cards to use those as their tap-and-go payment. Both the T-Money and Oyster cards offer customization as well. The Oyster Card has custom holders and card designs, while the T-Money Card has custom card designs and sizings.

There are flaws with both systems from which Cincinnati can learn as it upgrades its payment system over the coming years. The first lesson is to have broad appeal. Cincinnati should engage various stakeholders to help develop a system pay card that can be used on all of the regional bus systems, streetcars, pedicabs and water taxis. While doing this the city should keep in mind future integration with any bike or car sharing programs.

Flexibility should also be a part of the new payment system being discussed in Cincinnati. The beauty of electronic pay is that the payment plans are limitless. A rider should be able to choose from buying a certain number of trips, specified time frame (i.e. 30 days) or even just a certain dollar amount. Offering riders choices will help fuel ridership and attract riders of choice.

While Cincinnati has been late to the game when it comes to upgrade its decades-old payment system, it allows transport officials to learn from others around the country and world. Innovative technologies and approaches should be used to make sure Cincinnati is on the cutting edge. London and Seoul have great payment system solutions, and Cincinnati should combine them for an even better one.

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News Politics Transportation

New express bus routes fall victim to Kasich’s $70M transit cut

Ohio Governor John Kasich (R) was quick to give away a $400 million federal investment in Ohio for high speed rail to California and Florida. And now it seems as if his opposition to transport extends beyond high speed rail and includes all forms of transit.

Last week Kasich announced he would reduce transit funding by $70 million. The original three-year, $150 million pledge made by former Governor Ted Strickland (D), in part, included $1.3 million to establish express bus service that would connect Westwood (Glenway Crossing) and Butler County (Liberty Township/West Chester) with Uptown and the University of Cincinnati.

“It’s too early to know the long-term impact on our funding,” said Metro’s Chief Public Affairs Officer, Sallie L. Hilvers. “The immediate loss is the Innovative Services grant for express service to Uptown which was in the planning stage.”

The idea was to invest $10 million into transit systems around the state in a way that would connect people with important job centers and education hubs like Uptown.

In Columbus, $3.2 million would have gone to connect Ohio State University, Columbus State, Franklin University and the Capital Law School with regional hospitals. Nearby, Dayton had received $534,000 to pursue similar transit goals.

This move, combined with the return of $400 million for high speed rail and consideration of pulling $50 million in state funding for the Cincinnati Streetcar, appears to point to a dramatic policy shift from Strickland to Kasich, and one that does not favor the state’s transport network.

When asked about this striking policy shift and what it might mean for Metro, Hilvers said, “We really can’t comment until we have more facts. There just isn’t enough information yet to really know what the future impacts will be.”

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News Transportation

Transit guide explains Cincinnati bus riding basics

A good map makes it easy to see what’s important. Highways don’t look the same as local roads on a good street map; similarly, major transit corridors shouldn’t look the same on a map as a bus that only runs twice a day.  Cincinnati activist Nathan Wessel created a map that highlights the most valuable and convenient Metro bus corridors – the transit equivalent of major arterial streets – and separates them from inconvenient and specialized routes.

“These frequent routes are the backbone of Cincinnati’s transit infrastructure, and understanding them is vital to riding the bus without stress,” Wessel explained. “A good transit map not only needs to represent spatial relationships, but show where and WHEN transit exists.”

Click to enlarge (PDF)

One of the biggest challenges of using transit in Cincinnati is understanding it. The new rider is presented with a complicated fare structure as well as a mess of schedules and maps so overwhelming and disjointed that many would-be riders give up. Metro is making strides towards streamlining the system, but in the interim, Wessel’s map makes understanding how the buses work a lot easier.

This map reduces the jumble to a legible system with an easily visible structure of primary, secondary, and tertiary routes that change clearly in both space and time. “The map is laid out so that people who are new to riding the bus can quickly and easily see which route they need to take, and how to do it,” Wessel said.

Long term, the goal is to have the map printed, distributed, and available potential transit riders. For example, the easy to understand transit map could be included in a welcome binder presented to incoming freshmen at UC, or handed to new out-of-town P&G employees looking for a place to live on a bus line. When printed, the map folds into an approximately 3-inch by 3-inch square with downtown routing information and some other important specifics on the back side.

Wessels is still looking to raise funds to make his idea a reality, as well as official acknowledgment from the the Southwest Ohio Regional Transit Authority, which operates Metro, and the Transit Authority of Northern Kentucky.

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Development News Politics Transportation

The surprising story of sustainability in Seoul

When thinking of the mega-cities in Asia, one does not often first think of sustainability or environmental stewardship. But the reality, as I experienced in Seoul, is much different from the perception.

As the 24.5 million-person mega-city continues to grow both up and out, Korean leaders have turned a watchful eye to environmental sustainability. Projects like the removal of an elevated highway to restore a stream through the heart of the city, riverfront park development, investments in transit, and a massive transition to electric-powered buses are powering the world’s third largest city towards a sustainable future that was once considered inconceivable.

Cheonggyecheon Stream Restoration:
In the heart of Seoul’s Jongno-gu is a sub-level stream. The Cheonggyecheon Stream stretches six kilometers and follows the path of what was previously an offensive elevated highway. The highway was removed and replaced by the stream and two narrow parallel roadways.

While the $900 million project received much criticism and pushback when it began in 2003, the result has been one of the most successful projects of Lee Myung-Bak’s administration. Since the stream opened in 2005, Koreans, and visitors alike, flock to the stream for casual strolls, use it as a place to jog or relax, and the stream has become the epicenter for major cultural events like the annual Seoul Lantern Festival.

Environmentally speaking, the restoration of the Cheonggyecheon Stream has helped to increase wildlife in the area, cool down the urban heat island effect in the immediate vicinity by an average of 38.5 degrees, decrease automobile traffic, and increase transit ridership.

What the stream does so successfully is provide a corridor of open space in an otherwise extremely busy and crowded city center. It serves as both a welcoming getaway as much as a symbol for the future of a more eco-friendly Seoul.

Banpo Hangang Park:
If you head south from the Cheonggyecheon you will pass by Namsan Tower and park, U.S. Army Garrison Yongsan, the famed Itaewon neighborhood along with several other neighborhoods. At that point you will reach the Han River. There the southern bank of the river has, in recent years, been transformed into a world-class park in an effort to restore the river’s edge while also creating a dynamic new park space for those living in the otherwise congested Seoul.

The project began in 2007 and saw its first elements come online in April 2009. Inside the linear park visitors are able to find playgrounds, an inline skating track, soccer field, basketball courts, bike lanes and a rental shop, picnic locations and other recreational opportunities.

The park is part of the larger Hangang Renaissance Project, but represents a movement taking place around the world to transform flood-prone areas into functional park spaces. In Seoul, the addition of open space is of even greater importance than many other cities, but the Banpo Hangang Park is similar to the string of riverfront parks in Cincinnati including the new Central Riverfront Park, Sawyer Point, Bicentennial Commons, and the International Friendship Park.

Transit & Electric Buses:
In addition to having the world’s third largest subway system and a truly robust bus network, Seoul officials have announced that they intend to convert the city’s massive bus fleet to electric. In fact, transportation officials have announced that half (120,000 buses) of its entire fleet will be electric by 2020 – by far the most aggressive goal anywhere in the world.

The conversion of Seoul’s buses to electric is matched by their willingness to invest in their system. The city boasts a large bus rapid transit system that was smartly copied from Germany, fast and timely service, commuter and circulator lines, and a pay card system that integrates with taxis and trains all throughout the Republic of Korea.

Combine these projects with the wave of green building developments and other cultural movements towards sustainability and you have yourself a surprising mega-city in east Asia that has shifted its attention from simply growing as fast as possible, to growing the best way possible.

Categories
Development News Transportation

Cincinnati to examine bus rapid transit as part of expanding transit network

As Cincinnati moves forward with the development of the Midwest’s first modern streetcar system, a political leader is pushing for even greater transit improvements that would compliment an increasingly diverse collection of alternative forms of transport.

Cincinnati Vice Mayor Roxanne Qualls is proposing a robust network of bus rapid transit (BRT) that would connect the region’s commuters with major employment centers like Uptown and Downtown. Qualls believes BRT is a cost-effective and innovative transit strategy.

“Bus rapid transit incorporates many of the advantages of light rail, but is cheaper and can be implemented quickly,” Qualls said in a prepared statement. “Cities around the world and the country are giving commuters a great transit option now with rapid transit.”

Many cities around the United States and internationally are beginning to look at BRT more closely as a cheaper alternative to building dedicated rail transit systems. After first being popularized in Bogotá, Columbia, bus rapid transit now exists in 33 cities throughout the world with an additional 22 systems planned.

What differentiates BRT routes from other bus routes is the dedicated lanes they use. These dedicated corridors are often complimented by signal prioritization and timing that allows for faster travel times over long distances.

“Cities are looking to rapid transit to meet increased commuter demand and to spur development,” Qualls stated. “Because the conversion to rapid transit is faster and cheaper than developing light rail, it is an important interim step that helps build transit ridership and provides a great service in the near term.”

While some transit experts agree that BRT can serve as an integral part of an overall transit system, others believe that BRT can be compromised when pitched as an inexpensive alternative to light rail.

“If you look at Oakland, who was studying BRT, they’ve been working on the project for a long time and recently had the City of Berkeley decline to even study dedicated lanes even though that was the plan all along,” explained Jeff Wood, Chief Cartographer, Reconnecting America.  “They felt like they could do it cheaper than light rail, but now they aren’t even going to get any of the benefits of bus rapid transit.”

As part of Vice Mayor Qualls’ motion, BRT would be a portion of a larger multi-modal transit plan that would include the streetcar and light rail according to Cincinnati’s existing rail plan. Major corridors would include I-75, I-71, Queen City Avenue, Harrison Avenue, Vine Street, Reading Road, Madison Road, and Martin Luther King Drive. Qualls suggested the city aggressively pursue state and federal funds to pay for the development of bus rapid transit.

Those interested in learning more about bus rapid transit have the opportunity to meet with BRT expert Jack Gonsalves at the OKI Regional Council of Governments Board Room (map) on Monday, December 6 at 1pm.  Gonsalves will be joined by a variety of local leaders to discuss BRT and how it might be developed in Cincinnati.