Public Transit First Design

In North America, many cities have been designed around the needs of private transportation since cars are most commonly used by men and they are the default gender to design for. The people in executive and planning positions are typically men (Criado-Perez, 2019,

p.32). This has led to a bias towards cars because the people that control our infrastructure do not realize that women

have different needs. Based on the research earlier in this thesis, men are the ones designing and benefiting from these car-centric societies (Criado-Perez). Many

Figure 2.0 An example of a bus only lane in Portland, Oregon (NACTO, 2019).

low-income households and women are experiencing the negative implications of using public transit in a car-centric society (Turner and Grieco, 2006, p.54).

The solution that this thesis has produced is building cities for transit first design. Transit first design means that public transit is prioritized over cars. Public transit

should not be the second option for people who cannot afford a car. City planners have to start prioritizing the arrangement of

transportation routes, such as our buses, subways and streetcars to help improve the movement of its citizens.

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An example of transit first design is the

integration of transit only lanes. Transit

only lanes would allow for buses and

streetcars to have their own lanes amid use public transit in car-centric societies. Along with the transit only lanes, proper sidewalks can help to equalize the transportation experience of users (Surico,

busy city traffic. The benefits of transit only When Are Bus Lanes 2019). Wider sidewalks could help women Warranted? lanes include greater access to convenient with prams get to and from the bus Victoria Transport Policy Institute public transportation methods, safer entry stop easier since they wouldn’t have to “A developed country is not a place where the poor have cars. It's where the rich use public transportation.” and exit routes for passengers and reduced ― Enrique Penalosa, Former Mayor of Bogota, Colombia maneuver around obstacles. Sidewalks travel time for passengers (Litman, 2016). should not be forced to the side of the 1. Introduction road; they need to be prioritized and properly integrated into the flow of traffic (Surico). Prioritizing sidewalks and transit lanes are both crucial parts of transit first design. Cities are, by definition, places where many people and activities locate close together, so urban space, particularly road space, is always scarce and valuable. As a result, to be efficient and equitable urban roadway management must favor higher value trips and more space-efficient modes under congested conditions, so travellers will choose more efficient modes, for example, using buses and ridesharing (car- and vanpools) when commuting on congested corridors. Transit only lanes increase “economic opportunity for physically, economically and socially disadvantaged people, “ There are several possible ways to favour higher value and spacewhich reflects the principle of -efficient trips, including road By integrating transit only lanes into cities, pricing, or priority intersection treatments and dedicated lanes for certain vehicles such as freight vertical equity (public policies it is creating a convenient and faster trucks, buses and High Occupancy Vehicles (HOVs). This report focuses on bus lanes (Figure 1), and should help disadvantaged people)” method of transportation for everyone, their variations such as HOV and High Occupant Tolls (HOT) lanes. Bus lanes can significantly increase transport system efficiency and equity; this study suggests that they are widely justified. However, Litman (2016) few cities implement comprehensive bus lane network especially women. It encourages more use s, and many proposed bus lanes have been Based on statistics, transit only lanes will by being reliable and on time. High quality delayed, abandoned, or compromised (such as allowing lower occupant vehicles, motorcycles and greatly help women that are compelled to public transit can cause an increase in alternative fuelled vehicles) due to inadequate benefit analysis and political opposition.

Figure 1 Bus Lane Examples (Arbury 2010)

Curb Bus LanesCURB BUS LANES Center Bus LanesCENTER BUS LANES

Arterial bus lanes can be located along the curb or center median.

Figure 2.1 Diagrams of bus lane examples (Victoria Transport Policy Institute, 2015).

This paper explores these issues. It discusses bus lane benefits and costs, examines how they are 35 evaluated in conventional planning, provides guidance for identifying when bus lanes are justified, and describes ways to support their implementation. This is part of broader discussions concerning how best to improve public transit, efficiently manage road space, and evaluate transport system performance. Many of these conclusions apply to other transit improvements and roadway management strategies. This analysis should be of interest to policy analysts, transport planners and

users and fare revenue and a reduction in the number of cars on the road (Litman,

2016). Without segregated lanes, people

have to choose between congested traffic in a car or congested traffic in a bus; with

them, people have a much easier choice (Litman). Transit only lanes save travel

time for people planning their day and encourage more use from all genders (Litman, 2016).

A typical bus lane could “reduce total transit door-to-door travel times by 5-15%” (Litman). “

This benefit of transit only lanes could help to efficiently move the large population of people that live in cities.

Transit only lanes allow passengers to have safer ways of boarding and exiting vehicles. They can get on and off the bus or streetcar without fear of cars hitting them. In Melbourne Australia, they analyzed traffic accident data from a bus

priority perspective and discovered a 14%

reduction in total accidents and a 31%

reduction in fatal or serious accidents;

it went from 42 to 29 annual incidents

(Litman, 2016). Transit only lanes and

wider sidewalks allow the female-dominant user group to have safe and accessible travel experiences.

Designers have to consider these benefits of transit only lanes and wider sidewalks in urban cities. This segregation of public and private transit lanes will provide access to convenient methods of public transit, a safer environment for people to get on and off vehicles and reduce travel time. Developing infrastructure for transit only lanes and sidewalks helps to accommodate people that cannot afford private vehicles. It creates equal opportunities for all residents to have safe and accessible travel options, regardless of their gender or income.

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