Toledo ohio (Tarta)

Keeping the jobs downtown while expanding housing in the suburbs is the dumbest thing America has done

The NEC is pretty heckin cool. Probably the closest we get to a European style rail system

Well we should look at Bangladesh BRT for case study lol 😂

Since you turned off the comments on your most recent video, ill comment here. Yes, there seems to be a lot of space dedicated to parking, its not ideal. But my city has a lot of parking, but its always taken up. Difficult to find places to park. How do you fix it? You build a parking garage, but that costs money and takes time. On a side note, your comparison in your last video is not a very good one. You took a place that isnt near a road and compared it to a large road instead of comparing a parking lot. Its a bit misleading. Also dont turn off comments on your videos, either take the good and bad comments together, or dont make videos.

Even if ignoring C.C. and pollution, just registering, owning, operating and insuring a car is more he¢k expen$ive in and of itself than transit.

I take metrolink on the OC line to work 3-5 days a week, and thanks to the improved AV line schedule I take it to see my gf in the SCV area on weekends.

I’m very pro transit and yes it is about making a profit or else you’re destroying wealth and making people’s quality of life worse in other areas. Though lack of orofitability in transit is usually due to shitty urban planning not market forces.

Yup, PATCO was a pioneer as the first Great Society Metro! Not only was it the first line in North America to use automatic train operation or ATO when it opened in January 1969, but it was also a pioneer when it comes to fare collecting as it employed automated fare collection and tickets with magnetically stored data in 1969 as well! PATCO was actually the second line in the world to have ATO, only opening three years later than the London Underground's Victoria Line. All of this is on top of the fact that PATCO operates 24/7, and when it opened, it was also one of the fastest rapid transit systems at the time as it had a top speed of 75 mph (121 km/h) on the surface portion, but this caused excessive wear on the traction motors and was cut back to 65 mph (105 km/h) in the 1970s! PATCO had more in common with the M1/M3s built for the commuter MNR and LIRR systems than it did with other subway designs, as it even had similar motors as the M1/M3s! The Baltimore Metro SubwayLink was originally envisioned a 71-mile system of six lines/corridors, converging at Charles Center! Phase 1 consisting of slightly reworked versions of the Northwest and South lines. The northwestern terminus was moved from Randallstown to Owings Mills, and the branch to BWI was eventually redesigned to be encompassed in the single line. Affluent residents of Ann Arundel County opposed it because they feared racial integration, and so the South Line didn't happen and eventually became light-rail. When the subway opened in 1983 between Charles Center and Reisterstown Plaza, it was a shell of the original plan, with only eight revenue miles of track compared to the 24 originally planned for Phase 1, and since been extended to Owings Mills and Johns Hopkins Hospital for a “grand total” of 15.4 miles. Miami's Metrorail being elevated makes sense because of both the water table and not having to deal with FDOT (it was also built along the US Route 1 ROW which was formerly Florida East Coast Railway ROW). For the Metrorail, when the system first opened in 1984, it opened with the MetroPath or M-Path underneath the tracks, originally a 10.5-mile trail for cyclists that crosses different intersections. This was built along the former the Florida East Coast Railway's main line ROW between Miami and Kendall, which was abandoned in 1972 and purchased by the county in 1979 for Metrorail. As a result of the success of the High Line in NYC, plans were made to revamp the MetroPath in 2014 as a linear park, dubbed the Underline. The first phase was completed in Brickell in 2021, the second phase from Brickell to just south of Vizcaya station was completed in April 2024, and when the third phase is completed, it will be completed to Dadeland South! Besides being a path for jogging and cyclists, it features things like bike repair stations, exercise equipment, art installations, and will provide access to public transportation to a university, over 20 schools, hospitals, urgent care facilities, major malls and over 10,000 businesses! Just south of Dadeland South, the paved path continues south as the South Dade Trail, all the way to Florida City. The entire route forms a 31-mile corridor!

Good report. I would have highlighted the Quincy extension of the Red Line (MBTA) as the main early example of an existing system extension built to post war standards. As well a little bit about LA's Red Line, as then you would have covered virtually all the pre 2000 American rapid transit lines. I guess a word or two about Cleveland's Red Line too which was very Park-n-Ride ish.

The mid-century metros remind me concept-wise a bit of the S-Bahn-Systems in the German-Speaking Areas. They provide a great connection from the suburbs to the city, but in the City, they have one or two trunk-lines, where all services go through, like the S-Bahn in Vienna, Munich or Frankfurt. Whats missing, is a complementary high-capacity-system for the fine distribution of the commuters/travellers eg., like the metro and tram in Vienna and Munich or the light rail and tram in Frankfurt.

I traveled from the Shewsbury station to Lambert Airport on the St. Louis Metro-Link. kzfaq.info/get/bejne/g6ugf6Rkzr-Vg2w.html

Thank you for the mention of Jacksonville

Everyone who's not from Chicago mysteriously thinks Chicago public transit is great, probably because they mostly spend time in the Loop where it's of acceptable quality

They do everything bad on purpose. Some don't even have level boarding. If you look at transit in Asia or Europe, it's way more advanced than USA.

Chicago has a lot of wonderful SKYSCRAPERS and SKYLINE 🏙. However, Chicago needs a World 🌎 Class Transit 🚇 Rail 🚈 System to match.

The DC metro is such a delight to ride. The stations are so beautiful and the trains are really comfortable

I don't like them because they are bad for cyclists

GO DC METROOOOOOOOOOOOOO

I like my car. But metro serves its purpose 😊

I like brick driving surfaces and narrowing of streets

I just wanted to remind you that BART was the system that recieved the least subsidies from the federal government. It was taxpayers from Alameda, Contra Costa, and San Francisco conties the ones who actually pay into the system on top of help from tollpayers of the bay bridge and the actual riders. BART is a great system, but it needs more TOD, higher speeds, express tracks and more covarge both in the suburbs and in the urban areas. If BART was given appropriate funding, we would see the system very differently as to what we see today.

I am a chicago resident and I’m glad CTA is on the A tier!

The SacRT Gold Line uses the right-of-way of California's fist railroad (Sacramento Valley Railroad) which later became the beginning segment of the Transcontinental Railroad.

Hey, where's MSP?😡😡

Onika BURGERS 💜

Impressive piece... But you really should have looked deeper into MARTA. It's not just a lack of state support that is at fault, its really more the hostile political environment between Atlanta and it's suburbs and plain blatant racism. 2 referendums denied funding for expansions and it always came down to "keeping out crime" and "quality of life issues". A lot of people want expansion but race continues to be a major problem. Even BART had the same class warfare arguments thats why its not expanded into Marin County. I wish more urbanists and their channels really delve into that part of the conversation regarding transit and housing

I have been to Phoenix in my life. It is the place where my mom grew up. Where she graduated from high school in 1980 Where she got married to my dad in 1990 At the end of 1997 beginning of 1998 My parents as a married couple moved to Salt Lake City And in August 2001, I was born

Sure it’s had its headaches… But I think it’s totally worth it. No more having to walk from BART to Chinatown for lunch!

As a #ProudDCNative I love WMATA. It's one of the things that I miss about my hometown of Washington, DC

Sadly, the legacy fleet of BART is fading away 😢,

As an Atlantan, I can tell you those infill stations are not happening anytime soon. They were announced to distract from the fact the mayor wants to kill the light rail project. The stations were studied in 2016 for moreMARTA funding but didn't get it due to poor ROI. The mayor announced these stations out of the blue without telling anyone, including MARTA, not to mention funding isn't identified. Let's call the BS so we can actually get stuff like these infill stations built

Now they just put in light rail or bus rapid transit and call it a day

The overreliance on park and ride is what limits the ridership potential of these mid-century systems. There are at least two possible solutions: improved land use around stations, adding housing, businesses, and services, and improved local transit connectivity with frequent buses or streetcar lines that feed riders to the metro. There are a couple of Canadian examples. Toronto has a frequent bus network feeding subway stations, and some infill development. Vancouver emphasizes "town centre" residential and commercial development at key stations, but has good bus connections to most stations also. Parking availability is rare - one exception is Scott Road Station in Metro Vancouver (Surrey), once the terminus of the Expo Line (this parking is slowly being replaced with development and the line has a second extension currently under construction). Both cities have significantly higher ridership than most American metros on both aggregate and per capita measures.

I'm glad you mentioned that about Detroit! Yes, the Detroit People Mover was meant to be part of a bigger system! It was meant to be a downtown distributor for a proposed city and metro-wide light rail transit system for Detroit in the early 1980s. Plans included an underground subway that would've been built from downtown to New Center, where it would transition into an elevated rail line running to McNichols (Six Mile). From there, it would've been a street-level light rail and extend beyond Detroit and into Royal Oak, and possibly later into Pontiac (this "Woodward-Michigan service" would've included lines to Detroit Metropolitan Airport and a Fort line towards Pennsylvania Rd in Southgate), with additional rail lines running on Grand River Ave, Mound Road, Harper Ave, and Gratiot Ave, and commuter lines from Detroit to Ann Arbor and Port Huron. However, it and the suburbs couldn't decide on anything for the 600 million promised by Gerald Ford, and so only the circulator got built and the money was withdrawn by Reagan. So the QLine built in 2017 was a step closer to that old vision. Now the QLine is still useful, it serves Wayne State University, Fox Theatre, Amtrak, Little Caesars Arena, and is walking distance from the Lions and Tigers stadiums as well from Grand Circus Park. But being curbside and not being in the median for most of its length hurts it and slows its down, and when asked by transit advocates during the planning, the QLine people were like "Yeah so?", they didn't care, they didn't want it to be true transit, they just wanted a casual touristy streetcar to attract development. But I still have hope for Detroit, in 2016, a plan was put forward that included lots of BRT, cross-county connector routes, more frequent routes, and even commuter rail to Ann Arbor. 894K approved and 911K rejected, but it shows more people are willing to fight for transit! Besides that plan, Detroit has tried many other times to build a subway or an L, like in 1920 when the proposal was vetoed by the mayor (and the council failed to override the veto by JUST ONE VOTE), the vote for a subway (this one was envisioned to be an extensive 21-mile system) was put off the ballot last minute in 1927, 72 percent rejected it in 1929, 68 percent approved in 1933 but the federal government refused to fund it, a scaled-down system was proposed in July 1941 but after Pearl Harbor happened, it fell off the radar, a 1945 plan envisioned subway lines along Woodward and Grand River, but it too didn't happen...yeah. And before this, Detroit had an insane interurban network and streetcar network! By the 1910s, Detroit was the hub of one of the largest unified electrical transportation systems in the world. Detroit United Railways operated what may have been the largest regional electric rail system in the world. It had more than 800 miles of track, more than 200 of them in the city limits of Detroit, where one fare would get you across town, and 600 miles in the high-speed interurban lines. The streetcars were 24 hours a day and ran every few minutes!

A lot of these have seemingly been built intending them to be commuter rail. Every 15 mins is considered good enough for a lot of these systems.

Ohhhh Marta Marta Marta… you mentioned in your video that Marta is finally getting new stations! New stations that the mayor announced without the knowledge of Marta, without a plan to get it done, and no plan for funding. They also just cancelled the 5 points transformation project (which probably needed to be cancelled) and the mayor is taking a stance against adding light rail lines to the beltline. I’d say 2 years ago, Marta’s future looked bright. Now, I’d say we probably aren’t getting anything new for the next 10 years except summerhill and Campbellton BRTs and whatever the hell an “ART” is. Nothings changed for the last 20 years since the last Marta expansion. Empty promises and cancelled plans. Ohhhh Marta my beloved. They treat you so poorly…

Bart is an sbahn without good urban design

Good job. Well done video. I can't imagine the SF Bay Area without BART. Our highways now are constantly bumper-to-bumper. BART is actively redeveloping its parking lots into TODs. Walnut Creek is finishing up some projects and two stations in Berkeley (North Berkeley and Ashby) are in the planning process to build-out their parking lots. BART also has plans further down the road to do more parking lot conversions in the future. By general conscience, the biggest problems facing BART is passengers not feeling safe and the general cleanliness of the trains and stations.

I think Cleveland has its own metro line, and also a few light rail lines but it isn't as ridden as much of the other ones.

What i would give for the Houston plan to have had guaranteed funding 💔💔

0:14 lol at the guy running behind the departing Line 7 train in Queens. either hoping it would stop for him or trying to surf on its back à la James Bond

Bart is improving its land use. Aside from the TODs they themselves are planning for the land they own, Oakland and other east bay cities have pretty ambitious station area plans. Assuming BART survives long enough for those to be completed, we should see things really turn around for it.

hell yeah PATCO mentioned

24TH STREET/MISSION BART STOP MENTIONED.

Chicago lol????

Love the Patco. Wish they would extended to the shore

It's interesting and very disappointing that BART keeps getting lambasted by the online urbanist community for no reason. I'm just curios, what did BART ever do to you all? Is this some sort of a weird conspiracy or is this just a trend that a couple of transit tubers started and now no one really knows why they keep repeating this nonsense. 1. BART is far from "struggling with ridership because of mistakes in its design". In fact, BART reached about 4x the maximum original ridership that the system was ever planned/hoped to achieve. It's been a gangbusters success throughout most of its existence. The current BART system has had to undergo basically a complete overhaul to turn from a more regional rail/commuter system to something approaching a true regional metro service. Yes, the work from home trend is impacting the Bay Area a lot harder than other areas given that tech is the last major industry completely refusing to return to the office. But this has zero to do with BART or its design. Even now, as the Bay Area has by far the highest work from home rate in the nation BART still carries more riders that the areas that have fully recovered their commuters. 2. Where do people get the idea that BART stations are all park and rides"? BART has by far the largest number of stations with zero parking of all the Great Society metros. And it's not particularly close. Out of 50 stations, about half have no parking (4 in SF downtown, 2 in SF Mission, 3 in Oakland downtown, 1, Berkeley downtown, 1 at SFO, etc.), or extremely limited parking (MacArthur, Fruitvale, Ashby, North Berkeley, Walnut Creek, etc.) The core of the system has about the same amount of parking as similar European metro systems. And let's not forget that literally all the stations with parking have plans for full redevelopment into "station villages" with housing and retail. 3. Unlike the DC Metro, BART has been both incredibly financially successful, extremely technically competent, and wildly successful at expanding with practically no Federal money. BART has done it all on its own and has done a much better job than the DC Metro. People love to forget that the DC Metro just stopped catching on fire every week a year ago! And that they still haven't figured out how to run their "fully automated trains" not in manual mode. And this after getting orders of magnitude more money both for infrastructure and as running subsidies. Can someone explain to me why the online crowd hates BART so much? I'm genuinely confused.

WMATA is great, BART is also great but suffers I think more than WMATA in just the general urban geography of the Bay Area. As a tourist in DC, I could use WMATA rail to get around pretty easily, but I would be hard-pressed to use BART to get around as a tourist - it really is a commuter network. Unless your destination is downtown oakland or downtown SF it doesn't really get you to where you want to go. it's why BART ridership has suffered in recent years, pandemic hit downtown SF office space hard and ridership on BART is heavily correlated with SF office vacancy rates. i'd love to see more TOD on BART (more intense residential, but also actual destinations, i'm thinking of the diversity and depth of TOD that arlington county has for WMATA), and also BART extensions to westside SF and some infill stations in the inner east bay core, but right now BART (and a few other local agencies) are just worried about avoiding a fiscal disaster. maybe some unified wayfinding or coordination to help connect and feed other transit agencies into BART (like SF Muni, AC Transit, Caltrain) could be lower-cost ways of making BART more useful outside of 9-5s

✌🏾