Cities over Europe created elaborate plans to suit cars, bulldozing numerous noteworthy neighborhoods to create a way for wide streets and parking. Urban zones extended drastically with the development of rural areas and modern towns. There was an important distinction with what was happening over the Atlantic. Not at all like their American partners, European organizers outlined unused rural areas in ways that made transit use still reasonable. Numerous modern towns were built around train and metro stations.
Lesson 2: Using Existing Space
Many, in spite of the fact that not all, major cities within the U.S. have a number of rail lines transmitting out of their centers. Most of them are as it was used by freight or a couple of commuter train trips a day. It’s a colossal, undiscovered asset. There’s no reason why those railroad lines can’t be turned into what are successfully metro lines—high-capacity courses that permit individuals to urge over the city quickly—without the immense cost of tunneling. In Europe, what we ordinarily call “commuter rail” operates frequently, all day, and cost the same admission as other nearby transit. That’s the contrast between territorial rail and commuter rail. A travel framework with a benefit that's as it were valuable to 9-to-5 commuters to downtown will never be a valuable one for most people.
Lesson 3: Improve The Buses
A great feeder transport framework can spare colossal capital costs, since it can bring individuals to the existing rail line, hence disposing of the need to bring a rail line through existing improvement to the riders. Converting existing rail lines to run genuine travel benefits can be shockingly cheap. Ottawa changed over a lightly-used cargo course to a five-stop rail travel line with trains every 15 minutes for as it were $16 million. By comparison, one station on New York’s Second Road Tram taken a toll $740 million; the 2.2-mile-long D.C. Streetcar taken a toll $200 million. Indeed on lines with overwhelming cargo activity, including additional tracks for traveler benefit costs a division of the fetched of subway tunnels.
Lesson 4: Don't forget what you learned
The 1950s, ’60s, and ’70s were a time of nearly unimaginable highway development, in both the U.S. and Europe. Many European metros are encompassed by expressway systems that would awe anybody from L.A. or Houston. - In Germany, for case, high-speed Expressway goes almost all over. The arrival of BMW and Mercedes-Benz gloats a solid car culture, and its plans for a national arrange of expressways were, to begin with shaped within the 1920s. Without a doubt, these interstates made a difference to inspire America’s interstate build-out. But Germany never halted building rail frameworks. The U.S. did halt building rail, in spite of many conversations among American organizers of “balanced” transportation plans that included both interstate and open travel enhancements. There were about no significant rail ventures between the New Deal era within the 1930s and early ‘40s, and the Great Society period of the 1960s. Amid that long gap, the mastery of U.S. builders decayed, which made a difference drive up development costs.
Lesson 5: Make sure fares are fair
Fares need to be low enough that people can afford to take transit. New York City will soon join other cities like Tucson and Ann Arbor in having discounted fares for low-income people. That is important to make transit accessible to everyone. But fair fares isn’t just about keeping fares low, it’s also about eliminating arbitrary inequities. People shouldn’t have to pay a transfer penalty or a double fare just because they switch from bus to rail, transfer between agencies, or travel across the city limits. A transfer is an inconvenience—you shouldn’t have to pay extra for it.
Sources:
No comments:
Post a Comment