Transition from a Private to Public Transit System
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By the 1960s, the Cincinnati, Newport & Covington Railway (CNC) / Green Line was losing money because of its falling ridership rates. The decline was mostly due to two factors: the rise of the private automobile and the marked shift in population from the region's urban core to its suburbs. As shown in the graph to the right, the proportion of the population living in the five dense 'river cities' of Ludlow, Covington, Newport, Bellevue and Dayton, was steadily declining. By 1960, only 41% of the population lived in these older, denser areas. By 2010, the River Cities accounted for only 19% of Northern Kentucky's population.
Green Line Announces Its Closure
As population densities dropped, the Green Line tried to keep up by expanding its service further south into Kentucky. This directly led to the Green Line having to increase fares to cover the cost of running longer routes, which created less demand from its ridership base, which resulted in routes being run less frequently, which further decreased demand for service (Tenkotte and Claypool 2009). Eventually, unable to make the business profitable for over ten years, the Green Line announced it would terminate all transit in November of 1972 (Tenkotte and Claypool 2009).
Green Line Announces Its Closure
As population densities dropped, the Green Line tried to keep up by expanding its service further south into Kentucky. This directly led to the Green Line having to increase fares to cover the cost of running longer routes, which created less demand from its ridership base, which resulted in routes being run less frequently, which further decreased demand for service (Tenkotte and Claypool 2009). Eventually, unable to make the business profitable for over ten years, the Green Line announced it would terminate all transit in November of 1972 (Tenkotte and Claypool 2009).
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Below: TANK Logo
Source: Google Books
& TankBus.org
Public Transit Subsidies Established Nationally
Although they were no longer profitable, it became clear that transit companies provide a clear public good, allowing people who are unable to drive a car for financial or physical reasons to commute to work or school. Until this time, however, transit companies were not considered part of the public infrastructure, because they operated as private companies and generally received no public subsidies.
President Johnson's Great Society program created the Urban Mass Transportation Act in 1964, which put a framework in place to supply these much needed transportation subsidies. The prerequisite for receiving funding was that the local government jurisdictions had to form transit authorities and the jurisdiction's citizens had to vote to approve the funding to take over the private transit systems (Tenkotte and Claypool, 2009).
Transit Authority of Northern Kentucky (TANK) Formed
To meet the new federal funding requirements, a transit operating bond issue was put on the ballot in Northern Kentucky in November, 1972 (TANK n.d. b). Kenton County was to contribute $3.1 million, Campbell County $1.9 million, and Boone County $400,000, proportionate to each counties' population and usage of the system. The ballot passed with more than a 70% approval rate, and TANK was created. In late 1972, TANK took over the Green Line system, resuming its service and getting its equipment updated (TANK n.d. b).
Although they were no longer profitable, it became clear that transit companies provide a clear public good, allowing people who are unable to drive a car for financial or physical reasons to commute to work or school. Until this time, however, transit companies were not considered part of the public infrastructure, because they operated as private companies and generally received no public subsidies.
President Johnson's Great Society program created the Urban Mass Transportation Act in 1964, which put a framework in place to supply these much needed transportation subsidies. The prerequisite for receiving funding was that the local government jurisdictions had to form transit authorities and the jurisdiction's citizens had to vote to approve the funding to take over the private transit systems (Tenkotte and Claypool, 2009).
Transit Authority of Northern Kentucky (TANK) Formed
To meet the new federal funding requirements, a transit operating bond issue was put on the ballot in Northern Kentucky in November, 1972 (TANK n.d. b). Kenton County was to contribute $3.1 million, Campbell County $1.9 million, and Boone County $400,000, proportionate to each counties' population and usage of the system. The ballot passed with more than a 70% approval rate, and TANK was created. In late 1972, TANK took over the Green Line system, resuming its service and getting its equipment updated (TANK n.d. b).
Shortly after TANK was formed, the 1973 OPEC oil crisis affected the entire nation's approach to transportation. TANK accommodated a record 5.7 million passengers in 1976 (doubling ridership rates from 1971) (Tenkotte and Claypool, 2009). Because of the spike in ridership, and the doubled price of diesel, TANK requested additional funding to cover its increased workload. TANK was denied its requested funding at the polls and the transit system was again forced to cut its routes, service frequencies (eliminating much of its evening and weekend service), and raise its fares (Tenkotte and Claypool, 2009).
However, by the early 1980s, the price of gas had stabilized and people generally returned to using private automobiles to meet their transportation needs. During the same period, federal subsidies for public transit dropped significantly, forcing TANK to raise its fares several times. Predictably, TANK's ridership rates decreased to about four million passengers by the mid 1980s.
Previous Phase: Transition to Buses | Current Phase: Our Current Transit System
However, by the early 1980s, the price of gas had stabilized and people generally returned to using private automobiles to meet their transportation needs. During the same period, federal subsidies for public transit dropped significantly, forcing TANK to raise its fares several times. Predictably, TANK's ridership rates decreased to about four million passengers by the mid 1980s.
Previous Phase: Transition to Buses | Current Phase: Our Current Transit System