Many major and minor cities all across North America were not designed for the car, as much as they may seem so today. They were designed for the streetcar, with commercial blocks strung out along those streetcar corridors.
In older bigger cities these streetcar corridors densified and became commercial districts, while in younger ones they were on the precipice before the car and rigid zoning stopped the transition.
These corridors remain as valuable arteries awaiting a return to their original designs. Simple and affordable upgrades like bus rapid transit, small apartment buildings and bike lanes could once again transition them into being powerful parts of a transportation network that does not rely on car ownership.
> These corridors remain as valuable arteries awaiting a return to their original designs. Simple and affordable upgrades like bus rapid transit, small apartment buildings and bike lanes could once again transition them into being powerful parts of a transportation network that does not rely on car ownership.
Throwing money at public transport doesn't have a good track record in modern North American (US + Canada).
Instead (or in addition) you can try things that are free or even earn money:
- remove other subsidies for car ownership, both explicit and implicit
- consider congestion charges and tolls
Once you enact things like the above, bus rapid transit might even become profitable to run privately. After all streetcars were famously profitable back in the day.
> bus rapid transit might even become profitable to run privately
Growing up in Toronto, I always assumed that public transit just provides transportation and nothing more. Their income comes from tickets and from government subsidies.
In areas of the world where profitable private mass transit exists, the transit company also deals in real estate. They own land near stations before construction and either rent it out or sell it. They build and own malls on popular stations. This is a large reason why financially sustainable private transit companies exist. This is also known as value capture.
The upside to private transit companies is that it is not a political debate about how much to subsidize them - they are self-funding.
Many major and minor cities all across North America were not designed for the car, as much as they may seem so today. They were designed for the streetcar, with commercial blocks strung out along those streetcar corridors.
In older bigger cities these streetcar corridors densified and became commercial districts, while in younger ones they were on the precipice before the car and rigid zoning stopped the transition.
These corridors remain as valuable arteries awaiting a return to their original designs. Simple and affordable upgrades like bus rapid transit, small apartment buildings and bike lanes could once again transition them into being powerful parts of a transportation network that does not rely on car ownership.