St. Augustine leads Intermodal Way

Photo: Skybus Airlines at St. Augustine Airport
Will the Nations Oldest City Lead the Way?

Those familiar with St. Augustine's Airport location north of the ancient city, realize there is scant room to expand. Now that it has gone commercial with the Skybus Airlines, which came and went, being the first of what might become a community of carriers. St. Augustine is trying to figure out how to expand and build a terminal worthy of America's FIRST tourist destination. In the background is the State of Florida and Amtrak's long efforts to move one of the Florida trains back onto the Florida East Coast Railway between Jacksonville and Miami. Those tracks are just across the big 4-lane spread of US Highway 1, between downtown Jacksonville and St. Augustine. Toss in the long delays in full system funding for Amtrak, (something every administration has refused to do since the company was started in 1971) suddenly looking like they may finally get those long needed dollars. To this add the efforts of the Jacksonville Transportation Authority (JTA) and plans for a BRT bus system to the County line, and the statement, "We'd like to do rail, someday..."
Suddenly the little old City down the road had a vision right out of a good Sci-Fi "Space" movie with NASA at the center of the plot. They went to work on a plan to span the giant road with a multi-modal terminal of their own, one that would serve as Airport Terminal, Amtrak Station, JTA buses, Commuter Rail and anything else that can roll, fly or float... Yes, there is a river right behind the property. I thought you might like a look at a tiny piece of what the St. Augustine Airport Authority is saying about their plans.

• Multi-Modal transportation Facility - the physical limitations surrounding the development of the airport precludes easy expansion of landside facilities support of unprecedented growth. Community and Airport planners have advocated the development of a multi-use transportation facility to address demand. The proposed 50,000 sq. ft. facility would accommodate aviation, rail and all surface vehicle demands in a facility that would eliminate the costly duplication of infrastructure otherwise required for each transportation mode. Estimated total cost is projected to approach $20 million. The lead community agency (the Airport Authority) is pursuing State grants to start the facility. The likelihood of a federal funding requirement is significant if the innovative approach to regional transportation is to be realized.

My hat is off to St. Augustine for showing the way to big sister Jacksonville, and the rest of Florida. But then, being first is not new here, they have been doing it since that first European Flag came ashore.

It really isn't the matter that Skybus chose a time of high flying fuel prices to start up an airline. What got the industrys attention is that little airport that filled nearly every seat on every flight. With Skybus gone, you can bet someone else is already watching.

More Faux Trolleys = More Faux Riders

More Faux Trolleys = More Faux Ridership at JTA

Somehow, Jacksonville is under the illusion that a "Trolley" is anything shaped like a shoe box and runs on streets, be they rubber tires, or pogo sticks, as long as they have no real suspension system, are fare free, and have hard wooden seats. Guess none of the JTA guys ever rode in the real leather seats of the old Interurbans I grew up with, or the Velvet seats of others? Nope, cane or wicker were once in vogue too, but even they had some give to the nether regions. The formula for success seems to be something like this:

1. We think our Citizens are not transit savvy and clueless, so they'll never know the difference.

2. Cheap "reptile farms" have fake trolleys and they are "REAL" tourist attractions, so why can't Jacksonville climb to reptile farm status?

3. Not having to pay for much longer lasting Electric buses, Skyway extensions or classic shuttle buses really saves us money. Buy the Yugo, and tell the citizenry it's a Rolls Royce. Don't tell them about it's short service life.

4. Never mind the vehicle, now we'll spend like drunken sailors to build route infrastructure, shelters, stations, landscape, and all the fittings, for what really amounts to a semi-dedicated route with a "Shoe box on a potato chip truck frame."

The Florida Times-Union wrote that: JTA spokesman Mike Miller said similar plans are taking shape for trolleys in Springfield and San Marco. The trolley would not disrupt the regular bus service, but would boost public transportation options during the day. Miller said buses running along Riverside Avenue make stops roughly every half-hour compared with the eight minutes between the proposed trolley stops. JTA has eight trolleys in its fleet, but plans are to add three more next year. Miller said the 30-foot-long vehicles, which already have a downtown presence, are more mobile than standard buses and seat 25 to 28 passengers. "People like it," Miller said. "It's retro-looking. People think of it like the old street cars."

So are FAUX TROLLEYS really "Trolley Cars?" Strictly speaking, No. The American Public Transportation Association has the following to say about the potential of us creating a tourism or commuter mecca from our fakes. Today many cities use rubber tired vehicles which are decorated to look somewhat like trolleys, but these vehicles are not real trolleys nor streetcars and are not the subject of this website. Some people may feel they can obtain the benefits of a heritage trolley line by using these inexpensive faux trolleys, but the economic, developmental, and visitor attracting benefits are not generated by these bus trolleys. Authentic rail based systems are required to achieve the benefits.

But guess what JTA? I don't agree with the APTA either! I think there is an avenue that hasn't been explored here or elsewhere that might have a very positive impact on shuttle transit. It just might even develop a little tourism following and maybe some Hollywood magic. Why not explore the world of the vintage bus or the Faux Vintage bus. The Mayors aide recently asked me, what's the difference? Why would someone want to ride a Faux vintage bus but not a faux vintage trolley? Simple really. A faux trolley isn't a rail vehicle, no amount of "dolly dressing," on the shoe box is going to make it a trolley. To any of the some 4-5 Million dedicated railroad buff's in the World, (EVERY ONE of them a potential Jacksonville visitor) our faux trolleys would make them lose their lunch. As I've said before, seeing a sign along the super-slab somewhere in Kingsland, Georgia, to "SEE the JACKSONVILLE JAGUARS up close and in person... get your photo taken with the team" all at Billy-Bob's Chevron Station. Being a dedicated fan, you head down the exit to spot the cardboard cut-outs of the whole team across the front of the gas station. Hardly the Jaguars you wished for isn't it?

Now turn it around. "RIDE THE ROSA PARKS BUS!", "Ride the vintage buses", "See the historic buses of Jacksonville..." Yes, I said Rosa Parks, there is a completely reconstructed duplicate of the original, with added AC and automatic transmission, painted and looking for all the world like that historic vehicle, available with support for $10,000 dollars. Hum? The Faux trolleys are more like $250,000 each! Now take it up a notch, did you know the same companies that supply the Theme Parks with all those cool historic transportation vehicles will do the same for us? Did you know we can buy, OFF THE SHELF, authentic 1920's vintage buses built to our order. Why are they so different? Well, no matter how you cut the date, the duplication, modeling, or rebuilding, it is still a bus... A vintage bus. NOTHING FAKE about that. I've done an informal poll downtown, and found that almost everyone I meet had MUCH rather ride in a classic 1920's bus or auto, rather then a fake shoebox trolley on rubber tires...

What other American City or World City for that matter, could boast a Buck Rogers Monorail overhead, Excellent Transit Buses on the ground and REAL 1920's and 1950's vintage shuttle buses in the downtown? If our Rail study and some of our BRT hits the road, add in a Streetcar and we would be the "WORLDS TRANSIT DISNEYLAND". To the great masses of people that might not seem like much, but I can tell you there are millions of us. Not you? Tell me you avoided all transit options down on "Main Street USA" when YOU visited the mouse... "Yeah, I thought so." Come on in JTA, I'd love to get this moving. Why don't we lead the pack for a change? "One Token for the Jacksonville Omnibus please..." I'm waiting in line already.

The Jacksonville Skyway Story, Without the Tears

" A Skyway,

From
Nowhere to Somewhere
in the
Future "

The JTA's Loudest SkywayCritic considers the history, and the future of this unwanted lemon, and offers a few thoughts on how to make lemonaide.

"What if you built a Transit System, and NOBODY CAME TO RIDE!" Was the recent headline of Charles Herman's, ABC News story. This horror story was carried around the world, something Herman himself may not have been fully aware of. I watched it, squirming on my sofa, on the 19Th floor of a Medellin, Colombia, high-rise. I caught hell the next day when fellow railroad engineers and planners suggested that the story was about something "Bob thought up".

So let's roll the clock back to the 1970's. You might recall that the private railroads had lost the battle for the passenger train, when the Federal Government took railroad tax dollars and built a parallel Interstate Highway system. That the whole exercise was orchestrated by railroad legal departments and cronies in the Nixon administration is obvious from the Penn Central Executive that went dancing through the office tower shouting to the top of his lungs, "We've done it! We've shot the passenger Train!" Railroads would all soon be dead and with them would go every manner of railroad technology. The Age of Aquarius had no room for steel wheels on steel rails. The moniker of the day was "Monorails are the future of all of mankind. Funny since Monorails had been around almost as long as railroads and had never gotten beyond the novelty stage, suddenly Baxter Ward, Los Angeles County Supervisor was proposing a huge Mega system all over the LA basin. Streetcar systems were being talked about in, San Diego and Hollywood, but it was mostly talk. Railroad savvy Interurban fans realized the national conspiracy that had killed the great Pacific Electric Railroad in Southern California, and they set to work placing that tale into a cartoon of epic box office success, "Who Framed Roger Rabbit?"

Meanwhile in Jacksonville, a 1971 report by the Area Planning Board, climbed on board with a Buck Rogers, plan of their own. What if "The Bold New City Of The South," could build a monorail metro system? The fortune 500's, the NFL and perhaps some of Mickey's friends would beat a trail to our Northeast Florida Metropolis. I was indeed in on the plan. However far from it's "father" as my Colombian counterparts claimed, I was it's Nemesis. I wrote a plan based on a wild idea San Diego had to take a seldom used freight railroad line, and rebuild it, string overhead wire and purchase modern European style streetcars. San Diego said they would build 15 miles from downtown to the Mexican border with $86,000,000 Million Dollars. In Jacksonville, taking the best of San Diego's plan, linking it to our own former "S" line of the old Seaboard, from Union Station to Springfield, then returning on the old Fernandina and Jacksonville Railroad line, otherwise known as the Maxwell House Branch. To complete the loop, I considered a line from Union Station, over to Water to Independence to Bay, where it would intersect with the loop. At the time Jacksonville Shipyards was still downtown and there was still track in place from and along Bay across the front of Metropolitan Park and up into the Talleyrand District. To prevent it from having to compete with the political machine of JTA and City Hall, I proposed we build it was federal grants as a "Heritage Trolley". We could then always convert it to Light Rail at a later date.



By 1984, the decision was firmly made, there would be NO trolleys in Jacksonville, Heritage or otherwise. We would cast our lot with the star ships and monorails, and never look back. In fact during this time JTA dumped the entire records, photos and ledgers of the old Traction System, and the City or contractors destroyed 4 perfectly good Jacksonville streetcars that suddenly had become eye-sores. Though the same cars had stood their ground since 1936, they were reduced to sawdust. The streetcar barns were torn down to make way for a new highway interchange and a freeway that was to run through the old Jacksonville Terminal yards. By 1987 the City was hard at work on the first .07 miles of the Monorail.

According to Representative Bob Carr, the "Monorail thing" was not for transportation reasons, but for political reasons. Washington, DC had decided to award 3 major Cities with downtown "People-Movers", a Federal gift project, to see if these new machines, also called enthusiastically labeled "Personal Rapid Transit Vehicles", would create a building surge and turn around years of downtown decay. Miami, Detroit and Jacksonville, won the awards, and the race was on for each City to raise the bar. Jacksonville announced the new system would carry 56,000 persons a day, Skyway critic Marvin Edwards, blames JTA for the wild numbers, as we counted down toward opening day, the projections were adjusted down to 30,000 daily, then to 18,000 daily, then again to 10,000 a day.

JTA had sold the system to the City fathers on the basis of it's huge ridership potential. The public hearings said it would replace most surface buses downtown, making downtown a walkable and more livable place. Quiet, swift electric trains would whisk commuters to and from a network of outlaying parking garages and bus transfer facilities. The politic was told, it's completely modern break from old fashioned streetcars. JCCI and JTA even falsified reports and insisted streetcars were slow, old, had to run down streets, and compete with automobiles. The hype was dangled in front of then Mayor Jake Godbold, who hung onto every word JTA uttered on the subject. They convinced Congress to dump half of $182,000,000 dollars into our system. But sticker shock hit when the daily ridership slowly peaked at a pitiful 1,200 a day. By 1993, ABC news among others was beating down the door at JTA and City Hall. In 1993, JTA member Miles Francis, shot back, "Until this thing is finished there is no way to measure it's performance or it's potential." The Federal Transit Administration issued a false statement of their own, that "We have NEVER supported it" in 1994. Two years later, the Skyway, was again floating in cash as the river crossing over the new Acosta Bridge was completed and the line into the Southbank opened. Reaching only 2.5 of it's originally planned 4+ miles, the "People Mover" was converted to a true Monorail. By 2002, the ridership had climbed to 2,871 persons a day, not even close to the projections of just the original segment. Banners spanned Bay Street, as a cartoon Monorail proclaimed "I'm Going To The Stadium". Suddenly the bubble burst, and the banners came down. The Skyway was now a hot political potato. Just a core 2 1/2 miles of what should have been a 5 or 6 mile railroad.

Steve Arrington, Director of Engineering for the Jacksonville Transportation Authority, and Skyway apologist, said it's no secret that the numbers are not where we would like them to be. You have to understand, we didn't meet the projections not through any fault of our own or of the Skyway, it's because of a general downturn in the economy of downtown Jacksonville in the 1990's that led to a decrease in development. Other factors have come into play that we couldn't anticipate, such as higher parking fees and gas prices. But Arrington still believes in his monorail, "You just don't build a system like this for the here and now, you build it for 20 or 30 years into the future."

As the Skyway's number one critic, I'd have to still say in my opinion it should have NEVER been built. But what is done is done. We have dusted off the Light Rail Jacksonville plans and now look at ways to blend it all together. Frankly, using a less costly type of track system, we should revisit the Skyway, let's finish it to the Riverside office area, get it over the (always) blocked FEC railroad tracks to a San Marco Station, and let's finally take it to the stadium, coliseum, fairgrounds and Metropolitan Park. Tied to BRT, Mega-Parking, Trolley-Bus, Streetcars and commuter rail, we just might raise that bar beyond Miami and Detroit. As the third largest City on the East Coast of the United States, it's been a long, long wait for our train to arrive.

The Story of Jacksonville Transportation, or "How to snatch defeat from the jaws of Victory!"

Teaching Drivers About Transit and Trains

Colombia - The train crash over a milk truck near to Nemocón, originally uploaded by yalilaguiselle.

This photo from a Colombian Tourist Train, demonstrates the complete distain some people have for those old railroad crossing. As Mass Transit takes root around the globe, these tragic scenes will become more common place unless we work to inform drivers of the dangers of "playing with trains".

In this case the railroad is very modern, diesel powered and carrys large freights of coal from the mines, to various utilities, and for export. Nobody pays much attention to the "cute" weekend service for trourists using one of the old American made, Baldwin steam engines.
In this case the milk delivery truck simply decided he was bigger and faster, a fatal mistake. No truck, no automobile and certainly no pedestrian is the equal to 300,000 pounds of locomotive. Had the train been modern transit, Light Rail, or one of Colombia's modern European type passenger trains, the results would have been similar. If ever in doubt, just remember the rules, STOP - LOOK - LISTEN.

Florida East Coast Local to Miami, mid-1960's, why not to Gainesville - TODAY?

If you have already read the piece on the Del Monte Train, in the right column, then note this photo of the "FLorida East Coast Local To Miami," leaving Jacksonville at 9:55 AM in 1966. Not unlike the Del Monte, the Local carried a regular long distance coach, and a tavern-lounge-observation car. The lounge car served light snacks, meals and cold drinks. As a City and as a reigon, it is time for Jacksonville to organize with our neighboring locales and push for the return of these types of services to places such as Tallahassee, Pensacola, Fernandina Beach, and Gainesville. As the one-time hub of Southeastern Railroading, we cannot afford to sit back and wait for Congress or Amtrak to do this for us. We need to be pro-active and get involved in the processes that brought about such things as the Cascade Corridor trains in the Pacific Northwest, Amtrak North Carolina, Amtrak California and maybe even the return of the Del Monte. The route to Gainesville is part mainline, and part excellent branchline, traffic on half of the route is very light, and the door is open.

FREE POWER FOR JTA LIGHT-RAIL?

Could this be part of the future for Jacksonville Transit? While wind speeds in Florida generally are not strong enough to power wind generators, there are thousands of locations throughout the West and Southwest where such generators can be located. If JTA, JEA or any other combination of our City helped build and own such a location in Oklahoma (for example) we could then work out power swaps equal to our generation stations input into the grid. For example our generators might power something in Arkansas. Arkansas might then pass it to Georgia, and Georgia pass it along to us. It really could be FREE TRANSIT.

Ride the Wind!

Fuel-Free Transit in Canada!

The C-TrainThe C-train is Calgary's light rail transit system. Every day, thousands of commuters hop on board to go to school, to work, shopping, and more. The C-Train runs on electricity, which is carried above the tracks by overhead wires. Powerful electric motors propel the C-train down polished steel tracks, giving the train a quiet, smooth ride. Electric motors are far more efficient than automotive engines, and produce no harmful exhaust emissions.
The Calgary light rail transit system is powered by electricity.

By giving commuters a fast, reliable transportation alternative, the C-Train helps to solve traffic problems. Each day, riders board the C-Train 189,000 times. If each commuter had traveled alone in his or her car instead of on the C-Train, the daily mileage would have amounted to 1.2 million kilometres. These car commuters would have used 107,000 litres of fuel, and produced some 270,000 kg of carbon dioxide, nitrous oxide, carbon monoxide, and other pollutants. The C-train is not only a convenient form of alternative transportation, it is an environmentally friendly one too!


Alberta's Electrical SupplyThe C-Train system uses 21,000 MWh of electricity each year, enough to wash over nine million loads of laundry! In Alberta, most of that electricity is produced at coal-fired generating stations. Coal is used because it is cheap and plentiful in Alberta. The downside of using coal for making electricity is that it cannot be used as efficiently as other fuels, and it produces far more air pollution than natural gas or hydroelectricity, the other two main sources of electrical power in Alberta.

The vast majority of Alberta's electricity comes from burning coal. Wind is a good source of energy in Southern Alberta. Alberta is a windy place, ideal for setting up electricity-generating wind turbines. To take advantage of the strong, steady winds, commercial-scale wind turbines are being installed south of Calgary in ever-greater numbers. The turbines are located on the tops of hills facing the Rockies, where strong westerly winds pour through mountain passes.

The newest turbines installed in southern Alberta have impressive statistics. Each is mounted on a tubular steel tower 40 metres tall, and is equipped with three propeller-like blades sweeping a circle 44 metres across. Each turbine can produce more than 600 kilowatts of electricity, or 1.3 million kilowatt-hours of electricity annually - enough to meet the total yearly needs of nearly 250 average Alberta homes. Each turbine blade is built like a high-performance aircraft wing. Air blowing past the blades generates an aerodynamic force called "lift," which turns the entire turbine. A generator inside the head of the turbine uses this turning motion to produce electricity. This electricity is sent through the power lines and added to Alberta's electrical grid.

Wind energy is an excellent source of electricity. Unlike fossil fuels, wind energy is pollution free, and virtually limitless. As well, wind turbines have become incredibly efficient and reliable. Nonetheless, there are times when winds are too light to produce electricity. For this reason, it is not possible to rely on wind power alone to meet all our electricity needs. Imagine your frustration if your computer game turned off every time the wind stopped blowing! Fortunately, other energy sources, like hydropower and fossil fuels are available for producing electricity when winds are calm.

Despite occasional periods when winds are too light for making electricity, it is reasonable to expect that as much as 20% of our electricity can come from wind turbines like those in southern Alberta. However, less than 0.3% of Alberta's total electrical supply presently comes from wind power.

Ride the Wind!!TM In September 2001 the City of Calgary announced its decision to use commercial wind energy as the primary source of the C-train's electricity. The program is called Ride the Wind!TM because people using the C-Train would actually be traveling with the help of energy captured from the wind. Calgary's C-Trains now run on wind-generated electricity.

Before the switch to wind power, the C-Train's energy supply accounted for about 20,000 tonnes of greenhouse gases and other air pollution every year, less than 1/10 of the pollution that would have resulted if all C-Train passengers had driven in their own cars. Under the Ride the Wind!TM program, these emissions are reduced to practically zero. The reduction in greenhouse gas emissions resulting from this change is like taking another 4,000 cars off the road for a year. This makes the C-train one of the most environmentally friendly forms of transportation you can use.

Wind energy is rapidly gaining popularity in Alberta. For the City of Calgary, wind energy is helping the city reduce air pollution and the emissions of climate-altering greenhouse gases. Recent changes in the regulations that govern the sale of electricity in Alberta allow anyone to buy electricity from companies producing wind power. As more and more customers buy wind power, wind electric companies will be able to slowly increase the share of Alberta's electricity produced from this clean and endless energy source.

Missing the Sign's

Welcome to Jacksonville, our Skyway is here to serve you. We hope you enjoy your journey and are able to find your station, since we don't know where it is. None of our signs are in "Plainview".

For as long as their have been railroads, (Okay, Skyways, monorails, interurbans etc...) there have been large signs that decorate the ENDS of the platforms or station buildings. Everyone rolling into a station, need only glance out the window and knows where they are at. I am amazed that somehow the guys who did the Skyway station designs, didn't know this little fact?

So where are the signs? Why don't we have nice signs on the ends of all of the stations loudly but tastefully announcing the place of arrival? You see, "Plainview" should be more then just a City in Texas, with great station signs, those signs should be ours as well.

WHAT WE DO RIGHT!

Jacksonville has been it's own favorite whipping boy since I can remember. We have made some really stupid decisions in this City, chasing away Mr. Disney with the line, "We don't do business with carnival people," has to rank right up there with Chevy trying to sell Nova's in Latin America. (No - va = It won't move in Spanish) There have been others, local crooks skimming huge profits off of Flagler when he went to build Hotels in St. Augustine and Jacksonville (Pablo) Beach and caused him to buy out the railroad and build tracks from our City as fast as he could go. Not that the FEC RR is bad, it's just that all of that tourism and industry that fled South with it, once belonged to us. There was a second theme park in Busch Gardens that was stonewalled, and we tossed both the airline and banking industry to Miami, Orlando and Charlotte respectively. So what, if anything in transportation have we done right in Jacksonville? Glad you asked.

JTA, for all of my misgivings about it's "Mass Transit expertise" has done a banner job in highway development in the City. We led the State and indeed the nation (including California) back in the day. We still rank near the top in lane or freeway miles per resident. While I'm not a big fan of sprawl, the relief that has come from projects such as I-295 East (currently 9-A) or JTB has been a Godsend to many residents of the Beaches and Intercoastal Community. Wonderwood Connector to Mayport on the grade of the old Jacksonville, Mayport and Pabl0 Beach Railroad is brilliant. Frankly, the new outer beltway, a possible I-110 or I-210 will also grow to someday serve as a major reliever to downtown congestion. Arlington Expressway, I-95 South in San Marco, The Matthews Bridge, and the Hart Bridge approaches are all due for major redesign and reconstruction. Will it be painless? No. Will it solve everything? No. Then what is the value of it? In terms of congestion relief, Priceless...

JTA'S bus system. Another star in our crown, we rank with the "big boys" of American bus transit. In the October 2007 issue of Metro Magazine's annual 100 largest bus operations in North America, Jacksonville is number 66, behind 17Th ranked Miami-Dade Transit, and 53Rd ranked Broward County Transit, but in front of 71St ranked Lynx (Orlando), 82Nd ranked Pinellas Suncoast Transit and far ahead of 89Th ranked Hillsborough Area Rapid Transit (Tampa). In 1980 we did a internal review of the bus route structure in Jacksonville and found that most had not changed significantly since the last streetcar ran in 1936. Ed Muller, Then Director of JTA held several brain storming sessions before clearing the table of all of the old routes and rebuilding the system on a modern hub and spokes with several cross-current outer connector services.

Starting off about 1900, our bus system took charge when the streetcars were sold out, as one of the first major systems to fall in the now infamous National City Lines conspiracy case. But from this controversial start, we have continued to build and better our network. Today we have a true urban bus network. In fact, many of our buses are "beyond urban" and reach far out into the country or surrounding cities. Beginning with "Twin-Coach" and "Mack" buses all the way to today's new Gilligs, we have always had some of newest, best and brightest bus equipment in the South. Our bus system led the State of Florida in the design and implementation of Express buses and Quality Bus Commuter operations. We were at the top of the game when we introduced large new articulated twin unit coaches for our heavy commuter runs. In fact these same coaches went on a tour of Transit Agency's Statewide in order for them to learn from Jacksonville's leadership. The park and ride lots that sprouted in places like Mandarin, and in freeway cloverleaf's showed both forward thinking and great land use planning. They were originally implemented without disturbing the surrounding neighborhoods. All bus riders will fondly remember the giant new AMC coaches we purchased in the 1970's, nicknamed "Rattlers" because of a tendency for the window frames to produce a constant metallic chatter, they demonstrated to our city a new age of wide, comfortable transit buses. We also jumped on the new Grummans and the GM "new look" coaches as they came on line. Each with their own oddity's, Macks that took a body builder to steer, or Grummans with broken "A" frames. We have lived to improve, and in that light, JTA and Jacksonville has excelled.

We complain constantly about the lack of bus shelters, yet we have many of the newest types scattered throughout the City. We cough on the litter and lack of maintenance at bus stops, however we are a grand and old city with many blighted neighborhoods, and still our bus stops exceed the care given the same in Miami or Browards top ranked agency's. We go on about ugly or smelly buses, but I can truthfully say, I have NEVER been on a filthy Jacksonville bus. I cannot say the same about most other cities of the World I have visited. One memorable trip I made in the Western Hemisphere, included the "deluxe" bus. It had a spare transmission rolling and banging from side to side laying in the floor between the seats. The "deluxe" included a "VOMIT STOP" something some of our US systems might consider, but is just not needed here.

Combine good to excellent freeways and roads, one of the largest bus fleets in the America's and top notch equipment, and you have a recipe for the future. In this area of Mass Transit, Jacksonville doesn't follow the leader, we lead the pack.

Beautiful Northbank of Jacksonville

A City ready to grab at first-rate Mass Transit

Busway to Bust?

Pittsburgh, PA. Where BRT ridership has

become worse each year, are we next?

Jacksonville's Busway to Bust

Would YOU Buy It?

Jacksonville...For whatever reason, a fixed guideway transit system, be it rail, monorail, people mover, trolley bus, or busway, always does better in passenger loads then a flexible type system. Sadly, buses ARE flexible transit in motion and the downside is, they are inferior in attracting a crowd. The Bus Rapid Transit Planners, tell us, "BRT could carry as many passengers as rail," or "BRT uses unique branded vehicles", or "BRT can be as fast as rail", or even their trademark slogan, "BRT is just like rail only cheaper".

Does BRT carry as many passengers as rail? Worldwide, the numbers tell a different story, BRT is not even close. In the few markets where it has excelled, Bogota and Curitiba, Brazil, both Cities are now planning a rail based Metro to replace the BRT trunk lines. This means the taxpayers will have to ante up for two transit systems, when they had a need for only one!

Branded Vehicles? Does this make a difference? Ask yourself if a blue bus will get you home any better then a red bus? How about a bus that is wrapped with advertising? Sorry to say, no matter what you do to the basic vehicle, paint, brand names, hide the wheels behind skirts trying to fool people into thinking they are rail vehicles. WHATEVER! It is still a bus.

BRT could drive as fast as rail? National averages place BRT dead in the middle between regular City Bus Transit and Light Rail Transit in speeds. While it is true the bus COULD go much faster, 50 or 60 miles per hour, the real world conditions of narrow busways or freeway HOV lanes, preclude it from achieving anything but short bursts of speed. Rail on the other hand can and does travel as fast as 79-90 miles per hour in many markets. If they manage to get a BRT bus up to those speeds, I don't want to be on it.

Is BRT really just like rail but cheaper? I'll give this statement the most honest answer I can by picking it apart. As we have seen in speed, usage, or guideway attractiveness it is NOT like rail. Likewise, in spite of JTA's claims, it isn't going to cause any private developers to run to the busway and unload a 200 million dollar building project, because it's a magic bus. The flexibility of the bus routes, and the fact that if BRT falters it can be quickly changed, is the very reason mass development won't happen along it's routes. Lastly, you won't see a single bus operator, pulling 9 more coaches down the street. For that reason alone, bus costs more to operate.

So is your host anti bus or BRT? Not in the least! BRT has a huge role to play in our transit future, both at home and across the nation, just don't try and sell it as a "Trunk Line" or "Mainline Transit." Jacksonville would soar to national and international prominence simply by going with rail, where we already have tracks. Next our City should be building a urban, ground based people mover system such as modern streetcars or even traditional streetcars. Complete the Skyway into the near urban neighborhoods and link it to a system of park and ride, easy exit, easy entrance, transit centers built around the City core. The transit centers would serve to transfer passengers from Auto, Commuter Rail, BRT, Bus, to downtown streetcars, Skyway and Trolley buses.

Quite simply put, everything has it's place and mix sells in transit just like it does at your favorite department store. Skyway, Streetcar and real electric trolley shuttle buses downtown would keep our urban heart clean and very mobile. Building a core on systems that are permanent would open a World of new smog-free development. In the suburbs, Commuter Rail could race for St. Augustine, Green Cove Springs, Orange Park, Flemming Island, NAS JAX, Nocatee, JIA, Baldwin, Marietta, Yulee and Fernandina Beach. From the transit centers BRT and regular City Buses could reach into the Beaches, JTB, Normandy, Blanding, Middleburg, Mandarin, Lem Turner, Edgewood, Moncrief, and Martin Luther King, using less costly HOV and restricted lanes, with some signal priority.

Jacksonville could go from distant follower, to true leader, if we just stand up and lead! Mister Mayor? I'll volunteer!

Poor Little Sheep In Jacksonville

"We are poor little sheep,

That have lost our way,

Bah, Bah, Bah..."

Mass Transit in Jacksonville, has become the "BLACK SHEEP," of a can-do City. Frankly, we CAN'T DO MASS TRANSIT! Why? The reasons are myriad, but not the least among them is a lack of will, a professional highway building agency playing Mass Transit expert, and a host of missteps and wrong turns at every junction in the path. Jacksonville needs to effect changes at JTA and restore its mission to that, in which JTA excels, building our highways. If JTA is to remain as our sole highway transportation provider, then consideration should be given to a new RTA or "Rapid Transit Authority," that could take over the hoped for: rail commuter district, downtown shuttles, Skyway and planned streetcars. My hope is that this blog will examine the past and present failures of Jacksonville, and help chart the course for remaking our City.

We have all heard the excuses, "Jacksonville is too small", "Jacksonville is too big", "Jacksonville doesn't have density", "Much of Jacksonville is too dense for rail." In a City of a million and a half persons, the reasons for JTA and FDOT's past failures are fading fast. Project after project has been canceled, half built, or abandoned to an unknown fate. The Hart Bridge-JTB freeway, The 20Th Street Bridge over the St. Johns River, The University Blvd Bridge over the St. Johns River, The incomplete and nearly abandoned Skyway, A stillborn light rail "study" and another commuter rail "study", all lost projects of JTA. Yet our press and our governing officials continue to run to respect JTA and FDOT for their expert advice on everything from parking meters, (which have killed downtown retail and restaurant business) to fare increases for lightly patronized buses (which will now be less utilized).

The Jacksonville Skyway Express was billed as "THE FUTURE" of rapid transit in America. We would have built a regional rail system of 15-20 miles for the Skyway investment, but we trusted UMTA and the Godbold administration to Shepard our money. The light-rail plan was labeled as a mere tourist toy, this is Jacksonville, THE CITY, we don't deal with carnival people or tourists. The City, JTA and FDOT, knew where we could get a REAL futuristic transit, so we played follow the leader. We were told a 4.3 mile "system" would do away with buses on surface streets. Sleek 4 car or 6 car trains would quietly and electrically whisk commuters above the downtown congestion. Millions of dollars of new development would follow our "Buck Rogers" planning and locate along the Skyway. 8,000 to 16,000 persons a day would flood the system to reach surrounding urban park and ride garages, each in turn becoming a mini-transit center. Lines would reach the Stadium District/Fairfield, 8Th Street Hospitals in Springfield, San Marco or even San Jose, and deep into Riverside. Union Station would become a hub of activity with a huge convention center/transit complex that would rival the great cities of the frozen North. The future was without limits, the Skyway could even someday reach the Airport and the Beaches claimed it's zealots.

Today, almost 30 years later, we still have 2 car trains. There has been no real development along it's route and perhaps ZERO that could be directly linked to it's presence. The crowds never came, today the Skyway operates empty, costing the taxpayers about $17.50 for every passenger that boards it. The convention center was under-built, the Skyway incomplete, and the transit center, just now on the drawing boards. If everything goes according to plan, the new transit center will sprawl over 8 blocks of downtown, just in time for us to move the Convention Center. Springfield? San Marco? Riverside? Stadium? Fairfield? never completed, ugly dead end Skyway tracks hang in the air where such progress was promised.

Not to fear JACKSONVILLE! Always one for a cheap bargin, we have found a new solution, we are going to build a new "SKYWAY" for City Buses. Over the top of railroad tracks that are already in place. With heavy promotion from Washington DC (the same fellows that GAVE us the Skyway in the first place) JTA now proposes to build elevated 2 and 3 lane freeways for buses. The cost? ONLY $26 MILLION dollars a mile! Trust the DC experts to fix Jacksonville, they will spread that sum over 25 years to build it out. So allowing for inflation on our 25 odd mile "super bus system" will cost a cool BILLION DOLLARS! When they are done, at the very least, we will have some more roads and a few more buses. At the best, they say it will cause a ridership explosion and when it does, we can then rebuild the whole system to RAIL.

This line of DC Talk, is rather like tearing the bathroom out of your house and rebuilding the old privy... (ripping out railroad lines and replacing them with busways)...then if there is a demand, we'll go back in and build a bathroom! (a new rail line). BRT is easy to convert to rail we are often told, well I hope so, because more and more cities that have it around the world are taking it down for rail.

In a very democratic process, they have held the required "town meetings" where citizen input was invited and carefully controlled. The local media didn't even bother to attend, most of the City never knew what was said or done. No one cared. Those few who did attend were snowed by a dog and pony show. Their positive comments droned on and on, and to the few who came to protest? "Your 3 minutes is up, please sit down!" Where points were scored against the BRT or "BUS RAPID TRANSIT PLAN," the record isn't clear. JTA seems to have lost the court reporters transcripts, and the tape recordings. Honest, we have asked for them. I'd love to print them here, both pro and con, but poof they're gone.

BAH! BAH! BAH!