One hundred years ago, the United States had a public transportation system that was the envy of the world. Today, outside a few major urban centers, it is barely on life support. Even in New York City, subway ridership is well below its 1946 peak. Annual per capita transit trips in the U.S. plummeted from 115.8 in 1950 to 36.1 in 1970, where they have roughly remained since, even as population has grown.
The maps illustrate the vast swaths of urban areas untouched by full service bus routes. For those who do live near one, it’s quite likely that the bus wouldn’t get them where they need to go, unless their destination is downtown.
From top left corner: Columbus, Ohio, does not have a single route that meets the full service standard. In Charlotte, North Carolina, the the newly extended Lynx LRT helps a little. Denver, Colorado is adding light rail and commuter rail, but many still struggle to get to the rail station without a car. So do people in Portland, Oregon, despite its large light rail network and forward-thinking transit culture. Washington, D.C.’s Metro is one of the most well-used U.S. rapid transit systems, but connecting bus service is limited. It’s Toronto, Canada, that shows what properly high level of transit service looks like in North America.
Out here, there's a bus that runs by about once an hour, and you only need to hike a couple of blocks or so to get to the stop. It takes you to the shopping mall located at the interface of two suburban burgs. It's probably fine if you want to buy clothes or eat at their upstairs dining plaza. The return trip ends at another commercial wasteland. Why would I pay to ride a bus when I can get to these places by riding a bike or driving a car if I felt the desire to visit? And I haven't been to the mall in years; I prepare my own meals, and I don't tend to buy a lot of stuff. What I feel I need, I get from the local little grocery store - though I occasionally buy clothing online. Malls, I believe, are mostly for women and children.
So much for the streetcar.