Early this decade, transit agencies benefited from the entrance into the workplace of transit-loving young people. Some of those riders may now “age away” from transit, unless cities and transit agencies adapt.

A TransitCenter review of MTA/New York City Transit elevator performance data found that eight of New York City’s wealthiest real estate owners are shirking their legal obligation to maintain and operate their subway station elevators at stations adjacent to their properties.

A major capacity increase for New York’s commuter rail system is on the horizon, in the form of the LIRR’s pending connection to Grand Central Terminal. NYC leaders seeking more for the city from the railroad system should wage a fight over how that capacity will be allocated before it’s too late.  

New Yorkers are well versed in subway meltdowns and schleppy buses. But there is less public conversation about the quality of the spaces that get us to and from transit.

Public transportation allows people to get around without cars. It seems counterintuitive, then, that many transit agencies require job applicants to have a valid driver’s license even when driving isn’t expected as part of their duties.

As TransitCenter’s latest report, “From Sorry to Superb: Everything You Need to Know About Better Bus Stops” chronicles, nearly half of all public transit rides in the US begin at a bus stop. Yet our bus stops are woefully underfunded.

Fifty-five percent of US transit riders are women. But women make up just thirty-nine percent of the transit workforce. Of the nations twenty top agencies, just three CEO’s are women. Why is it so hard for women to rise to the top?

This week, we’re in Austin working with Capital Metro to test a new bus dispatching method in hopes of reducing bunching and improving reliability along the MetroRapid lines.