Thread
Yglesias is absolutely correct:
It is IMPOSSIBLE to grasp the fundamentals of how to improve US transit without visiting a major Canadian city.
It is IMPOSSIBLE to grasp the fundamentals of how to improve US transit without visiting a major Canadian city.
This all goes back to the "lines on a map" derangement syndrome seen too often in US planning, instead of examining networks, ridership, and service.
Common comparison is Toronto vs Chicago: similar pop but JUST LINE 1 of the TTC carries more riders/day than the ENTIRE Chicago L
Common comparison is Toronto vs Chicago: similar pop but JUST LINE 1 of the TTC carries more riders/day than the ENTIRE Chicago L
Why?
There are a multitude of reasons, but the basics:
1. Service: TTC Subway NEVER falls below 5 min scheduled headways. Peak hours there's a train every 2.5 min or better. In Chicago it's normal to wait 15-20 min for a train, because of interlining.
There are a multitude of reasons, but the basics:
1. Service: TTC Subway NEVER falls below 5 min scheduled headways. Peak hours there's a train every 2.5 min or better. In Chicago it's normal to wait 15-20 min for a train, because of interlining.
In the US, 15min service is viewed as the "gold standard" of frequent service. In any major Canadian city a 15min wait would be considered unacceptable.
2. Connections:
Rail transit stations are almost always fed with multiple frequent bus lines, even in the deepest suburbs.
2. Connections:
Rail transit stations are almost always fed with multiple frequent bus lines, even in the deepest suburbs.
Keep in mind that Canadian suburbs look much like any US one: Sprawling, single family homes, wide arterial roads.
The difference is that the bus connecting to the train runs every 5-10 minutes, all day.
The difference is that the bus connecting to the train runs every 5-10 minutes, all day.
Even in Ottawa, (the city everyone is dunking on @mattyglesias for an unreliable LRT spine) there's an emphasis on a frequent, transfer based network.
All the yellow lines are high frequency busses feeding the LRT line (highlighted in Red).
All the yellow lines are high frequency busses feeding the LRT line (highlighted in Red).
This connectivity allows for many more trips to be made on transit outside of the downtown commute: bus+train+bus suburb-to-suburb trips are common.
In the US, priority is placed on guaranteeing one seat rides at the expense of network connectivity and service frequency.
In the US, priority is placed on guaranteeing one seat rides at the expense of network connectivity and service frequency.
It's so pervasive that almost every US transit network is radial and mode-focused: you either ride the BUS or TRAIN to work. Anything else is an inconvenience.
The best example of this is AC Transit: ALL of these highway busses run long, duplicative trips of BART.
The best example of this is AC Transit: ALL of these highway busses run long, duplicative trips of BART.
3. Land Use:
The "dying" NA downtown is a common trope, but Canadian cities completely flip this notion on its head.
Downtowns have high levels of residential density - a primary factor behind the rapid recovery in foot traffic post COVID.
(From @FutureModelTO)
The "dying" NA downtown is a common trope, but Canadian cities completely flip this notion on its head.
Downtowns have high levels of residential density - a primary factor behind the rapid recovery in foot traffic post COVID.
(From @FutureModelTO)
This is in stark contrast to almost all US downtowns (outside NYC), which have a majority of land zoned exclusively for office and commercial space.
It makes sense why US transit networks work like they do: the way we've built our cities means the downtown commute is essential!
It makes sense why US transit networks work like they do: the way we've built our cities means the downtown commute is essential!
This means that Canadian transit networks also succeed at providing local trips within downtown:
Since walking modeshare is so high, a smaller, frequent grid can also be provided downtown - as sort of a "walk accelerator." Walksheds cover the entire central city.
Since walking modeshare is so high, a smaller, frequent grid can also be provided downtown - as sort of a "walk accelerator." Walksheds cover the entire central city.
4. Suburban Density:
Aside from high levels of transit service, Canadian cities create nodes of high density outside downtown. 30-40 story towers along suburban arterials, served by frequent bus lines, next to single family homes are the norm.
Aside from high levels of transit service, Canadian cities create nodes of high density outside downtown. 30-40 story towers along suburban arterials, served by frequent bus lines, next to single family homes are the norm.
Although "tall and sprawl" is usually regarded as bad planning (a refusal to upzone SFH neighborhoods), it's objectively better than US cities that reject any and all density in suburban areas.
Every US city should learn that it's OK to build towers in the suburbs.
Every US city should learn that it's OK to build towers in the suburbs.
I've highlighted 4 things, but this is just scratching the surface.
1. Transit service
2. Network connectivity
3. Downtown land use
4. Suburban Density
Just looking at the subway map, it's baffling why the TTC's ridership is triple that of Chicago's. But dig a little deeper...
1. Transit service
2. Network connectivity
3. Downtown land use
4. Suburban Density
Just looking at the subway map, it's baffling why the TTC's ridership is triple that of Chicago's. But dig a little deeper...
When US officials visit Euro/Asian cities, it's often easy to associate good urbanism and transit with cultural, societal, or other external factors.
Often you hear excuses that "there's a bike culture in NL" or "Korea just funds subway construction"
Often you hear excuses that "there's a bike culture in NL" or "Korea just funds subway construction"
But there's no way to make excuses for Canadian cities. They're similar enough to American ones, yet have wildly different outcomes because of specific details.
They provide the perfect petri dish for urban analysis and learning - so you can isolate the fundamentals.
They provide the perfect petri dish for urban analysis and learning - so you can isolate the fundamentals.
Thanks for reading!
To learn about the successes and failures of Can cities, my good friends @EnglishRail , @RM_Transit , @sanpabloavenue , and @augustAP12 post about this topic and what US cities can learn.
To learn about the successes and failures of Can cities, my good friends @EnglishRail , @RM_Transit , @sanpabloavenue , and @augustAP12 post about this topic and what US cities can learn.
I myself moved to Canada from the US and it's truly helped me gain a deeper understanding of the true pitfalls of American cities. I truly hope every American planner can have the same eye-opening experience.
