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Archive | July, 2011

paris: did rail worsen freeway congestion?

Posted on July 30, 2011 in Light Rail, Paris, Streetcars (Trams)

Can transit projects be judged based on the "welfare" of various user groups?

IMG_0771 If you know how to equate the "welfare" of a transit rider with the "welfare" of a motorist, and are not concerned with any other forms of welfare, you can do a calculation that appears to say whether a transit project was a good idea.  

From a new paper in World Transit Research by Rémy Prud'homme. 

In Paris, an old bus line on the Maréchaux Boulevards has been replaced by a modern tramway [the T3, opened in December 2006]. Simultaneously, the road-space has been narrowed by about a third. A survey of 1000 users of the tramway shows that the tramway hardly generated any shift from private cars towards public transit mode. However, it did generate important intra-mode [shifts]: from bus and subway towards tramway, and from Maréchaux boulevards towards the Périphérique (the Paris ring road) for cars. 

… The welfare gains made by public transport users are more than compensated by the time losses of the motorists, and in particular, by the additional cost of road congestion on the Périphérique. The same conclusion applies with regard to CO2 emissions: the reductions caused by the replacement of buses and the elimination of a few cars trips are less important than the increased pollution caused by the lengthening of the automobile trips and increased congestion on the ring road. Even if one ignores the initial investment of 350 M€, the social impact of the project, as measured by its net present value is negative. This is especially true for suburbanites. The inhabitants (and electors) of Paris pocket the main part of the benefits while supporting a fraction of the costs.

So here is our plate of facts:

  • On series of boulevards running parallel to the Périphérique, the motorway that circles Paris, traffic lanes were removed and a light rail line was added.  This was done less than five years ago.
  • The light rail line didn't attract new riders beyond those already on the bus and subway systems.
  • The closure of traffic lanes caused traffic to shift from the boulevards to the motorway, increasing congestion on the motorway, therefore affecting many motorists traveling long distances around the edges of the city. .
  • As a result, the benefits tended to fall heavily within Paris, among public transit patrons on affected boulevards, while the disbenefits fell on suburban motorists.

All that may be true.  Does this mean the rail line was a mistake?  Discuss.

an oxford innovation: take the bus that comes!

Posted on July 23, 2011 in Legibility, UK

Oxford_City_Birdseye Oxford, England seems to have taken a step toward a more North American way of thinking about transit.

In the "deregulated" ideology governing public transit in the UK outside London, the ideal bus line is a "commercial" one, consisting of two or more bus companies running on the same street competing for passengers.  Customers are supposed to feel empowered to choose between Joe's Buses and Jim's Buses, though in practice they're likely to feel frustrated when they hold a Joe's Buses monthly ticket and therefore have to let Jim's bus go by.  The idea that the customer might just want to get where she's going, and thus just wants to get on whatever bus comes first, never fit the ideology very well.

So I was struck by this news from longtime UK reader Peter Brown:

I thought you might be interested in a significant development in the UK deregulated bus scene.  Starting on Sunday 24 July Stagecoach and Oxford Bus Company cease competing on Oxford's main bus corridors and start a co-ordinated network branded 'Oxford SmartZone'.
 
This arrangment was brokered by Oxfordshire County Council (the transport authority) using new powers introduced under the Labour Government whereby local authorities can negotiate a cessation of bus competetion where they judge that the free market is not providing the best service to the public. 
 
Oxford has been a major success story since deregulation in 1986, in that two large bus companies compete vigorously on all main corridors as was intended by the legislation.  Elsewhere in the UK bus companies have tended to consolidate by acquisition eventually forming regional monopolies.

[JW:  Note that to say Oxford was a "success" after deregulation says nothing about whether customers were served better, though that may have been the case.  As Peter notes, the deregulation movement saw competition as the goal, not any improved mobility outcomes that supposedly flowed from it.  Clearly, too, Oxford's sky-high transit demand has nothing to do with deregulation; as Peter explains, it's a feature of the city …]

Oxford's success is due to its geography, it's historic city centre which is unsuitable for unrestrained car access, its huge student population, and a pro-public transport local government.  The result is that buses account for 50% of the modal split on journeys to/from the city centre. 

However the council wishes to expand the pedestrianised area in the city centre which would concentrate bus movements onto fewer streets to an unacceptable level.  The Council therefore brokered a co-ordinated network with fewer (but larger) buses on the main corridors, reducing bus movements but maintaining capacity.  The alternative was to remove bus access to the city centre forcing passengers to transfer to shuttle services to access the pedestrianised core. 
 
More information on SmartZone can be found at:
 
http://www.oxfordbus.co.uk/main.php?page_id=224
 
http://www.stagecoachbus.com/oszindex.aspx
 
http://www.oxfordmail.co.uk/news/9100485.D_Day_set_for_Oxford_buses_shake_up/
 
You will see both companies have the same network map.  The timetables on each site show the same times but in differing formats.  Impressive frequencies until late into the evening.

North American transit advocates who think Europe Does Everything Better might want to contemplate Oxford's achievement, which is a small step toward the a simplicity that most North American transit riders take for granted.  Imagine: Your ticket can now be used on the next bus that comes!  Since this situation arises directly from a "deregulation success," it would seem to question the whole UK deregulation model, though in this case the shift is led by the companies themselves.  I suppose it could be called virtuous (and legal) collusion, and like the elimination of fare penalties between New York's buses and subways, the result is likely to be higher ridership all around.  So what were we competing about exactly?

UPDATE:  In Peter's comment, some useful updates:

Here is a local press report on the first few days. It appears that the 25% reduction in buses has been noticed, if not the fact that the new fleet are double deckers and thus capacity has been maintained.  [JW:  I'd expect that in such a bus-congested corridor, effective frequency has been maintained as well.]  For US readers I have also found an interview with the Commercial Director of one of the UK's best bus companies that has really thrived since deregulation by focussing on what passengers want.

public input into ongoing projects

Posted on July 20, 2011 in Public Outreach

A frequent reader asks

In your experience, what are the most effective means of maintaining public input into an ongoing transit project? Assuming they are a possibility, are formal advisory committees the way to go? Informal contact with the project team? Public meetings? A project storefront? What do you do to ensure that public concerns have some weight as the concept is translated into perhaps a less-than-ideal reality? If you have citizens' committees, do you prevent the involvement of people interested in seeing the project fail? For all of these, I am interested in the perspective from both sides – the public and the professional – and in any tips you might have.
Professionals, please leave your thoughts in the comments, including links to good resources on this.  It's not my core speciality.
But in my experience there are three questions here:
  • What media should be used for public communication?  On this, I think the best practice is "get the information out there in every possible medium, and invite comment in every possible medium."  Inclusion of non-techie people is important, which is why snailmail still matters.  Public meetings require so much effort from the participants that they tend to attract only people with strong views, leading to unedifying shouting matches.

  • Are there inner and outer circles of "the public"?  One common strategy is to appoint a "project committee" or "stakeholder committee" of interested people, with the idea that these people will get to know the project better, debate it more deeply, and engage with the larger public about it.  This last bit is usually what's missing.  These committees really need to reflect stakeholder communities and participants must feel obliged to represent those communities, not just their own point of view.

But the hardest and most important question is "What is the public being asked?"

I think it's very common to ask the public very general "what do you think?" questions, on the assumption that this lets everyone express their view.  It does that, but the answers to such vague questions are almost impossible to use inside the study, and a good part of the public will sense that. 

That's why I try to use questions that ask the public to consider the real choices facing the city or transit system.  That requires a process that listens and educates at the same time, and in which project planners give the public information and a framing of the problem.  This post, despite a dead link, is a pretty good overview of that mode of thought.  My network design course is also based on "planning games" that allow stakeholders to experience the tradeoffs themselves.  It's the same idea.

maps and aesthetics: washington’s hidden spiral

Posted on July 19, 2011 in Maps, Washington DC

Transit maps always express a choice about how you see the city.  Do you want to show the city in its geographical detail?  Or do you want to be able to show the structure of the transit system, which involves expanding some areas and reducing others, often leading to distortions of scale that mislead the geographically-minded rider?  Like many, the classic Washington DC Metro map does this, shrinking outer distances and exploding inner ones.

Washington_metromap

Structure can be rendered many ways, and once you're free of literal geographic scale, it's tempting to create some other visual logic.  Do you want to emphasise the concentric quality of your city, or do you want it to display many equally important points?  Which is bigger, the lines or the stations?  Do lines meekly serve stations, or are stations mere decorations on lines? 

Even more basic, what kind of structure makes you happy?  The designers of the Wellington, New Zealand transit map like diagonals, rounding all routings off to the nearest 45 degree angle.

  Wlg slice

It sacrifices certain geographical information to show the system in a certain pleasing way, which is fine. 

Point is, you can find any balance of geographical accuracy, systemic clarity, and sheer visual pleasure, and still be accurate.  As for whether it's useful, that depends on the audience and purposes.

So there's nothing technically wrong with mapping Washington DC's metro system like this (follow link for sharper one):

Bossi spiral

… as Andrew Bossi does.  As a system map, it's a strong visual choice, but it's not inaccurate!

parents worry: my boy is too interested in bus schedules!

Posted on July 19, 2011 in Amusing, Journalism, Seattle

Ever seen a human-interest news story profiling someone for doing more or less what you did?

That could have been my first reaction to the Seattle Times profile of transit planner Ted Day, but there's no time for envy.  The main story is that a boy who stayed out of trouble at age 10 by collecting and memorizing bus schedules turned out to be a successful family man and transit planner.  Like all such "different drummer" narratives, perhaps it will help a few parents embrace the unexpected transit-geekery of their children, and speed the coming-out of kids who hide bus schedule collections in their mattresses out of fear of parental or social disapproval.

Not every boy who studies bus schedules at age 10 turns out like Ted Day.  One turned out like me.  My fine collection of 1970s and 80s bus schedules from Portland and Los Angeles is still in a box somewhere.  I especially recall the Portland "East Burnside" timetable (c. 1973) which predates the numbering of the lines and reveals the evasive maneuvers that this bus made for decades before the 1982 advent of Portland's  frequent grid.

So congrats to Ted Day for his well-deserved rise to fame!  The human-interest potential of transit planners' lives is just beginning to emerge into public consciousness.  Has your newspaper profiled one lately?  😉

how to post long comments

Posted on July 18, 2011 in General

Among the moronic features of the TypePad platform is a bias against long comments.  Please be clear:

        I value long comments, but am in the grips of a mindless machine that doesn’t.

The problem appears to arise if you’ve been typing in the comment window for a while.  TypePad somehow decides that you’re “idle,” and when you post it rejects the comment, often with a perplexing message such as “we cannot accept this data.”

The workaround appears to be:  Copy your comment.  Open a new browser window.  Navigate back to the post and to a new comment box.  Paste your comment.  Submit.

I know, it’s maddening.  Let me know if you find a nonmaddening blogging platform. 

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