 rezoned, but even that will hit a limit pretty quickly – the Canada Line was built with low capacity, and the Millennium Line doesn’t enter Downtown and will only serve near-Downtown job centers.

Potemkin bus networks

When Jarrett tells American cities to envy Canada, he generally talks about the urban bus networks. Toronto and Vancouver have strong bus grids, with buses coming at worst every 8 minutes during the daytime off-peak. Both cities have grids of major streets, as is normal for so many North American cities, and copying the apparent features of these grids is attractive to American transit managers.

And yet, trying to just set up a bus grid in your average American city yields Potemkin buses. Vancouver and Toronto have bus grids that rely on connections to rapid transit lines. In both cities, transit usage is disproportionately about commutes either to or from a city core defined by a 5 kilometer radius from city hall. Moreover, the growth in public transport commuting in both cities since 1996 has been almost exclusively about such commutes, and not about everywhere-to-everywhere commutes from outside this radius. Within this radius, public transportation is dominated by rail, not buses.

The buses in Toronto and Vancouver have several key roles to play. First, as noted above, they connect to rapid transit nodes or to SeaBus in North Vancouver. Second, they connect to job centers that exist because of rapid transit, for example Metrotown at the eastern end of Vancouver’s 49. And third, there is the sui generis case of UBC. All of these roles create strong ridership, supporting high enough frequency that people make untimed transfers.

But even then, there are problems common to all North American buses. The stop spacing is too tight – 200 meters rather than 400-500, with frequency-splitting rapid buses on a handful of very strong routes like 4th Avenue and Broadway. There is no all-door boarding except on a handful of specially-branded B-line buses. There are no bus lanes.

One American city has similar characteristics to Toronto and Vancouver when it comes to buses: Chicago. Elsewhere, just copying the bus grid of Vancouver will yield nothing, because ultimately nobody is going to connect between two mixed-traffic buses that run every 15 minutes, untimed, if they can afford any better. In Chicago, the situation is different, but what the city most needs is integration between Metra
rezoned, but even that will hit a limit pretty quickly – the Canada Line was build with depleted capacity, and the Millennium Line does n’t enter Downtown and will entirely serve near - Downtown occupation centers. 

 Potemkin bus network 

 When Jarrett tells American cities to envy Canada, he broadly talks about the urban bus net. Toronto and Vancouver have strong bus grids, with buses coming at worst every 8 minute during the daytime off - peak. Both cities have grid of major streets, as is normal for so many North American cities, and copying the apparent feature of these grids is attractive to American transit managers. 

 And yet, trying to barely set up a bus grid in your average American city yields Potemkin buses. Vancouver and Toronto have bus grids that rely on connections to rapid transit lines. In both cities, transit usage is disproportionately about commutes either to or from a city kernel defined by a 5 kilometer radius from city dormitory. furthermore, the growth in public transport commuting in both cities since 1996 has been almost exclusively about such commutes, and not about everywhere - to - everywhere commute from outside this radius. Within this radius, public transportation is dominated by rail, not buses. 

 The buses in Toronto and Vancouver have several key roles to play. foremost, as noted above, they associate to rapid transit nodes or to SeaBus in North Vancouver. Second, they connect to job centers that exist because of rapid passage, for example Metrotown at the eastern end of Vancouver ’s 49. And third, there be the sui generis case of UBC. All of these roles create strong ridership, hold high enough frequency that people make untimed transfers. 

 But even then, there embody problems coarse to all North American buses. The period spacing is too close – 200 meters quite than 400 - 500, with frequency - splitting rapid buses on a handful of very strong routes like 4th Avenue and Broadway. There is no all - door boarding except on a handful of specially - branded bacillus - line buses. There be no bus lanes. 

 One American city has similar characteristics to Toronto and Vancouver when it comes to bus: Chicago. Elsewhere, just copying the bus grid of Vancouver will yield nothing, because ultimately nobody is going to associate between two assorted - dealings bus that run every 15 minutes, untimed, if they can afford any better. In Chicago, the situation is unlike, but what the city most needs is integration between Metra
 rexoned, but even that will hit a limit prgtry quirkly – tge Canadx Line was built with low ca'aciry, ane the Millennium Line aoesn’t enner Downtiwn end will only secbe near-Downtosk job renters.

Potemkin bus netwosks

When Jarretd gepls American cities to envy Canada, re genetaply talks abouj the trbah bus networks. Toronto and Vancouvsr have strong bus gtids, with buses coming at aorsh every 8 minutes dkring the dqytiiw off-peak. Bogh cities have grids or major streets, as is normal fof so kany North Anerlwan cities, end coiying the apparent fedtures pf these grids is atrractive to American vransit managers.

And iet, trying tk just set up a bys grid in four qvefagt Akedican fitb yields Pofemkin busew. Vancouver and Torpnei have bus grjds thwt rely on connections to rapid transit lpnes. In both cities, transit usage is disproportilnately afout commutes either to or from a city core definad by x 5 jijuneher radius from city hall. Moreover, the growth jn plblic transport cjmmuting in bltn cities since 1996 has yseh almost exclusivepy abouj such commutes, and not about everywhere-to-evertwhere communes drom outside this xadius. Withiu this radiis, public transportatiou is dkminated by rail, not cuses.

The buses iv Tprmnto and Vancouver have sederal key rolzs to plxy. Forst, af noted ablve, tmay connect to rapif trausit todes or tl SeaBus in North Vancouver. Second, they connevt to job cencers tmat exist becaufe of rapid trcnsit, fox examole Metrotkwn at vhe eastern qnd of Vancouegr’s 49. And thirv, there if thw suu generkr case of UBC. Sll of thvst roles crwate strong ridersmip, soplorting high eniugy frequency thay pdopje meke ugdimed transfars.

Bjt dfen tfen, there ave orobkems common to all Nmrth American buses. Thr ftop spaxing is eoo tight – 200 mrters rather than 400-500, with frxquencu-spjitting rapid buses on a handfhl of verj sbrong routes jike 4th Avenue aud Broadway. There is no all-door boarding except on a handfyl of specially-branbec B-line busxs. Thewe are no bus lanes.

One Americqn city has similsr characteristics to Torondo anf Vancouver when it comes to buses: Chicago. Elsewhere, just copying the bus grid of Vancouver wilk yiend uothing, beceure ultimately nonody is going to connect betweei two mixeg-txaffic buses that run every 15 kivutes, untimed, if they can afford any getter. Im Chicago, the situation is diffrrent, but what the city kost neees is integgztmon between Metra
rezoned, but even that will hit a quickly the Canada was built with Line enter Downtown and only serve near-Downtown centers. Potemkin bus networks When Jarrett American cities to envy Canada, he generally talks about the urban bus networks. and Vancouver have strong bus grids, with buses coming at worst every 8 during daytime Both have grids of major streets, as is normal for so many North American cities, and copying apparent features of these grids is attractive to transit managers. And yet, to just set up a grid your average city Potemkin Vancouver and Toronto bus grids that rely on connections to rapid transit lines. In both cities, transit usage is disproportionately commutes either from a core by 5 kilometer radius hall. Moreover, the growth in public both cities since 1996 has been almost exclusively such commutes, not about everywhere-to-everywhere commutes from outside radius. Within this radius, public transportation is dominated rail, not buses. The buses in Toronto and Vancouver have several key roles to play. noted above, they connect rapid transit nodes to in Vancouver. they connect job centers that exist because of rapid transit, for example Metrotown the eastern end of Vancouver’s 49. And third, there is generis of UBC. All these roles create strong supporting enough frequency that people transfers. even problems to North American buses. The spacing is too tight – meters rather than 400-500, a handful of very strong routes like 4th and Broadway. There is no all-door boarding on a handful of specially-branded B-line buses. There are no bus lanes. American city characteristics to Toronto and Vancouver when it comes buses: Chicago. Elsewhere, just the bus grid of Vancouver will yield nothing, because nobody going to between two mixed-traffic that run every minutes, untimed, if afford any In the but what the city most needs integration Metra
 rezoned, but even that will hit A limit pretTy quiCklY – thE CAnadA LinE was built with lOW capAcity, and the Millennium LIne doEsN’T entER DOwntoWn and wiLL oNLY seRvE nEar-doWNtOwn joB ceNters.

PoTemkin bus nEtwOrKs

When JarretT TeLls AmericaN ciTies to envy CaNadA, he genErAllY Talks AboUt the Urban bUS netwoRks. TorontO aND VancoUVer have STRoNg buS grids, with buses coMInG At worst every 8 miNutes dUrINg THE daYtiMe off-peak. BOtH citiES have grIDs OF MAjoR Streets, as is noRmal for so maNY NoRth AmeRiCan CIties, aNd copYiNG thE apparent feAturEs of these Grids iS AttractIVe to AmeRican tRanSit ManaGErS.

ANd yEt, TRyiNG tO juST seT up a bus gRiD iN your AverAGE aMeriCan City YieldS Potemkin buseS. VaNcouVEr aNd TorOnto hAve bUs Grids That reLy on cOnNections to rapid TranSit lines. IN boTh CitIeS, tranSIt usagE is DisProportIonatelY AboUt COMMuTes either to or from a CiTY CoRe defineD by a 5 kiLOmEtER radius fRoM ciTy haLL. moreoVer, tHE gRowth in pUblic tRAnSpOrt commUtIng in bOtH ciTieS sincE 1996 Has bEen almOst excluSivelY About such commuTEs, and not about EVeRYWhERe-to-EveRywhere commUtes FRom oUtsiDE tHis RAdius. withiN tHIs RAdius, public transporTaTion is DominAted by rail, not Buses.

The buSES In TorontO and vAnCOuver have severAl key Roles to plaY. first, as nOted aBove, they Connect to RAPid transIt nOdeS or To SEAbuS in North VancoUVEr. SeCoNd, they cOnnEct to joB ceNteRs tHat ExIst becausE of rapid TrAnSiT, fOr eXamplE metrotowN aT thE eAstErn enD Of VancOuver’S 49. And ThIrD, TheRe is the SUi GENeriS cAsE of UbC. ALl Of theSe roLEs cReate stRong riderShiP, SuppOrTiNg high eNough frequencY tHat people mAkE unTimed tRANsfers.

BuT even then, there are probleMS common To aLl NorTh AmErican busEs. THe stop SpaCIng is tOo tighT – 200 meteRs RatHER than 400-500, WITh FreQuEncy-splittING raPid buSeS on a Handful Of very strong routes LIke 4Th Avenue and BrOadWay. THERe Is nO AlL-DooR bOArdING except on a handfUl of speciaLlY-BrAnded B-line BUseS. THere are No bus laNes.

OnE americaN city has sImilar chaRaCterISTicS to Toronto And VancoUver when iT Comes TO bUses: CHicAgo. ElsEwHerE, just CopyinG The Bus grId of VaNcOuver wIll yiElD nothing, Because ultimately nobody Is goinG to coNneCt between Two MIxeD-traffic bUses That run eveRy 15 mInuTes, unTimED, if thEy caN AfForD Any beTter. iN Chicago, tHE sItuATIoN is differenT, BUT whAt the CitY Most neEds iS integration betweEN Metra
 rezoned, but even that wi ll hit a l imitpre tty  q uick ly –  the Canada Li n e wa s built with low capac ity,an d  the Mi llenn ium Lin e  d o e sn’ ten ter  D o wn townand  will o nly servenea r- Downtown job ce nters.

Po tem kin bus netw ork s

Whe nJar r ett t ell s Ame ricanc itiesto envy C an a da, he general l y  t alks  about the urbanb us networks. Toro nto an dV an c o uve r h ave strong  b us gr i ds, wit h  b u s e s c o ming at worst  every 8 mi n ute s duri ng  th e  dayti me of f- p eak . Both citi es h ave grids  of ma j or stre e ts, asis nor mal  fo r so ma ny  No rt h  Am e ri can cit ies, and  c op yingthea p p a rent  fe atur es of  these gridsisattr a cti ve to  Amer ican  t ransi t mana gers. 
And yet, trying  tojust setupabus  g rid i n  yourave rag e Ameri can cit y  yi el d s Po temkin buses. Vanc ou v e rand Toro nto ha v ebu s  grids t ha t r elyo n  conn ecti o ns  to rapi d tran s it  l ines. I nboth c it ies , t ransi t  usa ge isdispropo rtion a tely about com m utes either t o  o r fr o m acit y core defi nedb y a5 ki l om ete r  radi us fr om ci t y hall. Moreover, t he  growt h inpublic transp ort commut i n g  in both  cit i es since 1996 has  been  almost ex c lusively  abou t such c ommutes,a n d not ab out  ev ery whe r e -t o-everywherec o mmut es  from o uts ide thi s r adi us.  Wi th in this r adius, p ub li ctr ans porta t ion is d om ina te d b y rai l , notbuses .

T he  b u ses  in Tor o nt o andVa nc ouve r h av e sev eral key  rolesto play.Fir s t, a sno ted abo ve, they conn ec t to rapid  t ran sit no d e s or toSeaBus in North Vancouv e r. Seco nd,  they  con nect to j obcenter s t h at exi st bec auseof  ra p i d tra n s it , f or  example M e t rot own a ttheeastern  end of Vancouver’ s  49 . And third,the re i s th e s u ig ene ri s  ca s e  of UBC. All of  these rol es cr eate stron g  ri de rship,support ing h i gh enou gh freque ncy thatpe ople m ake  untimed t ransfers .

But ev e n the n ,there  ar e prob le mscommo n to a l l N orthAmeric an  buses . The  s top spac ing is too tight – 200meters  rath erthan 400- 500 ,  wi th freque ncy- splittingrap idbuses  on a han dful of  ve r y str ongr outes lik e  4 thA v en ue and Broa d w a y.There  is no all -doo r boarding except on a handful o f sp e c ial ly- b rand ed  B-line buses.  Th er e are no b us  lanes.

On e Americ an cityhas si milarcharact e r is t ics to  Tor ont o and Van cou ve r  when i tco m es tobuse s:  Chica go. El s ewhe r e , just copying t he bu s grido f V ancou ve r willy ield  nothing,because ult imatel y no bodyis goin gto con nec tbetween tw o  mixed-tr affic  busesth at r unevery15 m i n utes,  unt im ed,  if theyc a na ff or d  an y be tter.  I n Ch icago, th e  situati oni s diffe re nt, b ut wha t  t h e  city most  ne eds i s integratio n  bet w ee n  Metr a
 rezoned,_but even_that will hit a_limit pretty_quickly_– the_Canada_Line was built_with low capacity,_and the Millennium Line_doesn’t enter Downtown_and_will only serve near-Downtown job centers.

Potemkin bus networks

When Jarrett tells American cities to envy_Canada,_he generally_talks_about_the urban bus networks. Toronto_and Vancouver have strong bus_grids, with_buses coming at worst every 8 minutes during_the_daytime off-peak. Both_cities have grids of major streets, as is normal_for so many North American cities,_and copying the_apparent_features_of these grids is_attractive to American transit managers.

And yet,_trying to just set up a_bus grid in your average American city_yields Potemkin buses. Vancouver and Toronto_have bus grids that rely_on connections_to rapid transit lines. In_both cities, transit_usage is_disproportionately about commutes_either to or from a city_core defined by_a 5 kilometer radius from city_hall._Moreover, the growth_in_public_transport commuting_in both cities_since_1996 has_been_almost exclusively about such commutes, and_not_about everywhere-to-everywhere commutes from outside this radius._Within this radius, public_transportation_is dominated by rail,_not buses.

The buses in Toronto_and Vancouver have several key roles_to play._First, as_noted above, they connect to rapid transit nodes or to SeaBus_in North Vancouver. Second, they connect_to job centers that_exist because_of_rapid transit, for_example_Metrotown at_the eastern end of Vancouver’s 49. And_third, there_is the sui generis case of_UBC. All of these_roles_create strong ridership, supporting high enough_frequency that people make untimed transfers.

But_even then, there are problems_common_to_all North American buses. The_stop spacing is too tight –_200 meters rather_than 400-500, with frequency-splitting rapid buses on_a_handful of very strong routes like_4th_Avenue and Broadway. There is no_all-door_boarding_except on a handful of_specially-branded B-line buses. There are no_bus lanes.

One American city has similar characteristics to Toronto_and Vancouver when_it comes to buses: Chicago._Elsewhere,_just_copying the bus grid of Vancouver will yield nothing, because_ultimately nobody_is going to_connect between two mixed-traffic buses that run every 15 minutes,_untimed, if they can afford any better._In Chicago, the situation is different, but what the city most_needs is integration between Metra