Richmond’s own Maritza Pechin, the planner charged with heading up our City’s master planning process, guested on the most recent episode of the Talking Headways podcast. She talks about Richmond 300, the Pulse, and how better transit can help build better cities. Here’s a short clip of her talking about what she’d like to see the future of Richmond look like:
Mayor Levar Stoney announced the launch of Richmond’s first dockless electric scooter program today in Monroe Park along with Will Nicholas, Bolt’s Executive Vice President of Operations.
Bolt Mobility is the first company in the city to be permitted to operate and will deploy 500 e-scooters within the city limits. They’ve also committed to locating 35% of that fleet in low-income areas of the city. The scooters are available to the public for rent for 25 cents per minute ridden. Bolt also offers a program called Bolt Forward, which gives a 50% reduced fair for qualifying individuals with lower-incomes.
Virginia Commonwealth University signed a three-year paid agreement with the GRTC Transit System on Tuesday to fund unlimited transportation access on Pulse Bus Rapid Transit, local and express routes for all VCU, VCU Health System and Virginia Premier students and employees effective Aug. 1.
Unlike basically every other mid-sized city in America, Richmond is right smack in the middle of an unprecedented increase in bus ridership—and VCU’s unlimited rides program has been a huge part of that growth. At the moment, VCU-adjacent folks make up 12% of GRTC’s total ridership (you can check out ridership trends by route for the whole system in this PDF). V-C-U! Go Rams, go!
VCU’s original pilot program with GRTC, which was set to end on July 31st, cost the University $1.2 million. With way more VCU folks riding buses all over town than originally expected, the effective cost per ride for the University went way down. Ultimately, this starts to become an equity issue with some rides costing less than other rides. That’s why it’s good to see that VCU will increase their financial support for GRTC immediately, and then continue to increase it each year, presumably paralleling projected ridership increases.
Under the new agreement, VCU will pay GRTC $1.42 million for services in the first year, $1.57 million for the second year, and $1.65 million for the third year to cover the cost of ridership for students and employees on local routes and the Pulse and to maintain 10-minute headways for the Pulse.
Additionally, the University has shown its commitment to encouraging people to get on the bus by eliminating their Campus Connector.
In an effort to eliminate redundant services and contribute to the cost of the new partnership, VCU will eliminate its Campus Connector transportation service, effective July 1.
Heck, why not even go a step further and eliminate the M Lot Route as suggested by @_smithnicholas_?
Now, how can the Commonwealth of Virginia create the same deal for their Richmond-based employees? Or what about SunTrust? If Richmond’s other major employers decided to “get on the bus” so to speak, we’d see some real mode shift take place in the city.
The fundamental principle is this: Mid-sized cities can quickly increase public transportation ridership by spending money making things fast, frequent, and reliable. It works! Take it from Richmond!
KCC, y’all! Here’s an excellent example of how the Richmond Police Department can support our city’s Vision Zero goals by enforcing existing regulations:
It all began with a simple Twitter exchange between a transit agency and an engaged resident, who, according to her handle, “believes in Jesus, bicycling, and the oxford comma.”
The Pulse, central Virginia’s first and only bus rapid transit line, theoretically has 3.5 miles of bus-only lanes—7 miles, if you count both directions. Dedicated right-of-way like this is a critical feature of rapid transit that keeps buses (and light rail for cities with the density and budget to justify it) out of the tangle of car traffic and zipping speedily along. Toronto recently forced cars off of King Street to give priority to a streetcar, and, as a result, ridership has increased by 25%! And we’re seeing the exact same results in Richmond: The Pulse and its dedicated right-of-way has doubled the original ridership estimates by 100% and now sees over 7,000 rides on a weekday.
Unfortunately, a huge chunk of Richmond’s bus-only lanes—0.4 miles of the westbound section from 9th Street to 3rd Street, around 6% of the total—is unusable due to about five legal parking and loading zone spaces on Broad Street westbound between 3rd and 4th Street. Because of this half-block of parking, most Pulse operators, who aren’t dummies, immediately merge into mixed traffic after leaving the Government Center station. From the operator perspective, it’s a smart decision as it saves them wasted time merging in and out of traffic to avoid parked vehicles. From a rapid transit perspective, it’s a total waste of those beautiful transit-only lanes we worked so hard to get.
This isn’t some sort of mistake, oversight, or the result of a bunch of misguided scofflaw motorists. No! For some incomprehensible reason, this was the plan. Here’s a look at the street layout, from the project’s Roadway Design Graphics (PDF):
You can see how the westbound bus lane, marked in red, terminates at 4th Street, directly into a stack of parked cars. Adding to the inefficiency, Pulse buses must wait behind cars at the light at 3rd Street so they can quickly and awkwardly merge over to service the Convention Center station just feet after the intersection. Why is the City prioritizing less than a half dozen parked cars over thousands of Richmonders trying to get around each day? Why have they decided to devalue the significant investment we have already made in public transportation? THESE ARE GOOD QUESTIONS.
The fix here is obvious: Remove these parking and loading zones spaces and convert that block into a proper bus-only lane. If, after talking to the businesses on that block, the City decides that those spaces need to be preserved, there’s plenty of room around the corner on 3rd Street north of Broad Street. This is such an easy, quick, and low-hanging-fruit fix that would benefit a ton of Richmond’s transit riders. Let’s get it done!
If you’d like to gently encourage Richmond to give the transit-only lanes back to transit, you can:
- Email Mayor Levar Stoney and tell him you’d like to see transit given its rightful priority in the transit-only lanes. (email@example.com)
- Email Councilmember Robertson and tell her you’d like to see transit given its rightful priority in the transit-only lanes. (Ellen.Robertson@Richmondgov.com, make sure you copy her liaison, too: firstname.lastname@example.org).
- Tweet righteously about it! Make sure you tag @GRTCTransit, @GrtcPulse, @LevarStoney, and/or @ellenrva.
Streetfilms has a new video up about Life on a Dutch Woonerf. In Dutch, woonerf means “living yard,” and, as you’ll see in the video, streets which prioritize people are excellent places to live. NACTO calls these Residential Shared Streets, and has a bunch of recommendations to turn your neighborhood street into a place safe enough for children to play, ride around in a cool bike squad, or get into just the right amount of kid-appropriate mischief.
Do streets like this exist in Richmond? If so, tell us! More likely, you probably have an idea for where such a street could exist in your community with the right improvements. Yeah, tell us about those, too!
WTAF is this crosswalk near the MCV campus?
That… is clearly not what a real crosswalk should look like. But it’s not just the region’s medical college that can’t settle on a simple, standard way to build a crosswalk. (BTW, there have been a number of complaints about pedestrian safety in that area of town over the past few weeks. From sidewalk closures to potholes to VCU employees blocking sidewalks with their big-ass vehicles, it does seem recently that VCU is walking all over us (weird pun intended?)). Richmond has gone back and forth over the years when it comes to crosswalks. At one point, we fell in love with brick crosswalks but haven’t done the best job maintaining them in some areas. Brick-red stamped asphalt crosswalks are less maintenance but collect dirt and become less visible over time, which is not what you want out of a crosswalk.
Good news: the City of Richmond has started retrofitting the the Fan’s traditional parallel line crosswalks (boo!) with high-visibility, ladder-design crosswalks (yay!). This is similar to a campaign recently undertaken by the District of Columbia to make sure that pedestrians have a clear place to cross and that drivers can see that crosswalk from as far away as possible. This is great because, according to NACTO, “High-visibility ladder, zebra, and continental crosswalk markings are preferable to standard parallel or dashed pavement markings. These are more visible to approaching vehicles and have been shown to improve yielding behavior.”
And since we’re talking about the “art of a good crosswalk,” what about this masterpiece in Scott’s Addition? Is it more effective than a ladder-style crosswalk? Who knows?! No data! But it is the first and only artistic crosswalk intersection in Richmond (that we know of), and it looks cool. Why not experiment more with our street design?
Speaking of experiments: the City installed a new Rapid Flashing Beacon (RFB) crosswalk at 17th and Dock Street, where cars fly by on their way to and through downtown. A push of a button will cause yellow lights to flash, warning drivers that you, a human, are crossing the street. It’s pretty new, so too soon to say if it is effective at that location (you can find another RFB on Forest Hill Ave), but it will definitely take a change in driver culture before we see drivers immediately stop when those flashing lights come on.
But at least—AT LEAST—we haven’t started demanding that people look like nervous air traffic controllers at every crosswalk by offering them courtesy crossing flags (“Take It To Make It,” as Kirkland, WA helpfully suggests). We shouldn’t send folks out into traffic waving a flag while we ignore the real problems plaguing our streets: bad infrastructure design and distracted/selfish driving.
Everyone uses crosswalks—no matter where you live, where you’re going, or what you’re doing. Cities should install them at every intersection that needs them, get creative with their design (without compromising their integrity — ahem, VCU), and, please, keep their paint fresh and visible.
Thanks for reading the first post in our new project, Streets Cred.