Archive | 2011

best u.s. cities for transit?

US News and World Report claims to have identified the 10 best US cities for public transit:

1. Portland, OR

2. Salt Lake City

3. New York

4. Boston

5. Minneapolis-St. Paul, MN

6. San Francisco

7. Los Angeles

8. Honolulu

9 (tie). Denver

9 (tie). Austin

All fine cities.  The methodology:

The rankings take into account per capita spending on public transportation, number of safety incidents per million trips, and the number of trips taken per capita.

But then there was this:

Analysis of data from the Federal Transit Administration and APTA shows which cities are among the best in the country for public transportation. All of these cities' systems have unique features that set them apart. Portland's public transit provides riders with a variety of travel options, including buses, light rail, commuter rail, streetcars, and an aerial tram.

Aargh!  Diversity of technologies says nothing whatever about travel options!  And if Portlanders really did have the options of a bus, a light rail train, a commuter rail train, a streetcar, and an aerial tram all competing for the same trip, that would be a pretty silly network, wouldn't it?

UPDATE:  Followup post is here!

45th century transit information (quote of the week)

I'm unsuccessfully trying to go to sleep reading Iain M. Banks's science fiction novel Matter.  His heroine is thinking of making a trip:

Even without consciously thinking about it, she was there with a diagrammatic … representation of this section of the galaxy.  The stars were shown as exaggerated points of their true colour, their solar systems implied in log-scaled plunge-foci and their civilisational flavour defined by musical note groups …

An overlay showed the course schedules of all relevant ships and a choice of routes was already laid out for her, colour-coded in order of speed, strand thickness standing for ship size and schedule certainty shown by hue intensity, with comfort and general amenability characterised as sets of smells.  Patterns on the strands — making them look braided, like rope — indicated to whom the ships belonged.

— Iain M. Banks, Matter, p 95

If you've ever tried to make a clear and informative transit map, look up at the night sky!  Maybe somewhere out there, right now, unimaginable aliens are debating whether "schedule certainty" should be a hue, a pattern, or a smell.

comment of the week: “expertise as a human being”

Danny sees the deeper theme in my post on the difficulty of figuring out how far people are willing to walk to transit.

I have run into analysis situations like this before. After factoring in psychological bias, demographic trends, purchasing behavior, opportunity costs, and incentives, you end up with an answer that is so complex that it isn't even worth mentioning to anybody. And then everything changes the next month and your analysis is worthless again.

And of course, everybody out there has a theory backed by their own expertise as a human being. And everybody is qualified to say what makes them choose one or another usage pattern. Unfortunately, we tend to extrapolate our own preferences onto others, even though we rarely actually have the same preferences as others.

Randomized controlled trials will work wonders, but for that to happen, people have to be open to the possibility that their favorite theory is wrong. Unfortunately people rarely do things like that…and when they do accept that their theory is wrong, they only do it implicitly after being forced into accepting some other theory by competitive pressure. Its a sad state of affairs.

I'm always struck by how often even highly educated people explain their view of a transit issue by reference to their own experience, as though everyone experiences things the way they do.  Just the other night, for example, an accomplished architecture professor told me that she would ride trains but would never ride a bus.  She preceded this by emphasizing that she knew nothing about transit except what she experiences as a customer, which I later realized was maybe a subconscious way of claiming to speak for all people at that level of expertise — clearly the majority in most cities.

Although she would never claim to speak for anyone's experience but her own, she presumed she was part of some larger consensus on this question, which made her experience possibly relevant as a basis for public policy.  Watching the larger mass of transit debates, it's always striking how quickly "I would never ride a bus" turns into an unverified claim that "most people would never ride buses."  Most of us want to feel that we're part of the majority, however invisible or repressed.  At another point on the spectrum, you'll hear the same pattern, "I feel x, therefore most people feel x," in claims that transit is an effete distraction from real people's needs because real people (like the speaker) want to drive their cars. 

So I can share all of Danny's reasons for declaring it a "sad state of affairs."  Still, we all get out of bed in the morning, despite it all …

basics: walking distance to transit

The question of walking distance in transit is much bigger than it seems.  A huge range of consequential decisions — including stop spacing, network structure, travel time, reliability standards, frequency and even mode choice — depend on assumptions about how far customers will be willing to walk.  The same issue also governs the amount of money an agency will have to spend on predictably low-ridership services that exist purely for social-service or “equity” reasons. Continue Reading →

can we define “livable and lovable” cities?

That's the nice slogan from a new Phillips Corporation initiative praised today in the Atlantic by NRDC's Kaid Benfield.  The Phillips think tank suggests that we can gather all the qualities of a "livable and lovable" city into three virtues: 

  • Resilience, which replaces the more bureaucratic and depressing word sustainability, but means roughly the same thing.  Some great work has already been done on the concept of resilience.  There's already a Resilient Cities movement, and an excellent book on Resilience Thinking
  • Inclusiveness, which is about "social integration and cohesion," demonstrated for example in the lack of discrimination or social exclusion based on race, religion, age, and all the other usual categories.
  • Authenticity, which means "the ability to maintain the local character of the city," including "heritage, culture, and environment." 

Below is their graphic summary.  (The PDF [Download] is much sharper!)  Below that is a bit of affectionate heckling from me.

Philips

Personally, I have some practical discomfort with the framing of the Inclusiveness category because it is easily exaggerated into visions of a socialist paradise in which we have abolished competition.  When Philips says that "inhabitants should have equal opportunities to participate in the activities of the city," does that mean that when our city's team in the playoffs, we'll give out tickets by lottery rather than selling them, in order to avoid discriminating against the poor?  If we're talking only about nondiscrimination by extraneous demographic categories, fine.  But when you imply that you can neutralize the impact of differences in wealth, you lose so much of the politicial audience — at least in North America, Australia, and the UK — that you've probably lost the game.  This issue comes up often in transit, of course, notably whenever anyone suggests that in a capitalist economy, it's foolish not to use pricing to help citizens understand the intrinsic cost of things that they take for granted.  It's a tough one.

Note, also, the lingering contradictory message in their framing of resilience.  On the one hand, the train station signifies that resilient cities acknowledge their "interdependence" with other cities.  On the other hand, the emphasis on local farms and local energy generation suggests the opposite, that resilient cities aspire to greater and greater self-reliance.  This is philosophically interesting, especially because high volumes of international trade — including in food, which is the opposite of local self-reliance — are the most reliable mechanism that human society has found to prevent large-scale wars. 

I make both of these comments in the spirit of meditation.  I am not claiming to know how better to define inclusiveness or resilience.  Rather, I'm just marvelling at how difficult it is. 

 

the “cities vs suburbs” trope

We all have too much to read, so here's a tip to save time.  Whenever any article (such as this one) cites information about incorporated US cities as a basis for any claim about trends in the culture, quit reading.  US big-city boundaries are irrelevant to most people's lives, and to anything else that matters about our culture, economy, or destiny. 

Christopher Leinberger makes this point in a New Republic article recently, usefully expanded on by Sarah Goodyear at Grist.  Leinberger argues that "city" and "suburb" is no longer a useful opposition, and that what really matters are walkable urban places vs drivable suburban ones.  True enough, but replacing city with it's near-synonym urban doesn't take us far.   "City" and "suburb" are rich, evocative, and succinct words.  The word city in particular must be fought for, redefined in ways that defend its profound cultural heritage.  The word has an ancient and clear lineage from Latin, one that forms the basis for the word citizen, not to mention civic and civilization.

Greek and Roman political theory was all about the city, in a sense of that word that we can recognize today: groups of people living together in a small space for reasons of security and economy, but also the  site of humanity's cultural and intellectual development.  City is a word of enormous evocative power to capture a range of ideas that drive urbanism.  Leinberger himself can't describe what really matters without using the word urban, which evokes a similar history and resonance.

What Leinberger is really complaining about are discussions of data about incorporated US cities, which are a very narrow and specific problem.  A few of the oldest US cities (San Francisco, St. Louis) have coherent boundaries that describe real cultural and demographic units, but many are bizarre shapes of purely historical interest.

Map_los_angelesNobody who understands the lived experience of Los Angeles would claim that the City of Los Angeles is a useful or interesting demographic unit.  While the city excludes a great deal of dense inner-city fabric close to downtown, it has long balloonlike tentacles extending north to take in the whole San Fernando Valley and also south to grab the port of San Pedro.  It also contains a good deal of near-wilderness in the Santa Monica Mountains.

The tentacular, pockmarked, pulsating blob that we call the City of Los Angeles is the map of a long-ago war over water and power.  The only people who care about it today are those who work for city government or serve as its elected officials, plus a few who've considered city taxes and services as a reason to locate in the city or out of it.

Americans should notice, too, that bizarre and misleading city boundaries are largely a US phenomenon.  Europe, Australia, and New Zealand generally allow central (state or national) governments to draw the boundaries of their local governments, so these boundaries usually (not always) end up making some kind of sense.  (With the exception of Queensland, Australian local government areas are too small to have much influence, but that's a different problem.)

As Leinberger says, we need a distinction between walkable urban communities and drivable suburban ones, and American city limits are useless for understanding that distinction.  But the word city — whose Latin ancestor meant "walkable urban" for millennia until about 1950 — is still worth fighting for.  Legal US "city limits" are an imperfect and aspirational approximation of what cities really are, and what they really mean for the human project.  Despite their pedantic misuse by the likes of Cox and Kotkin, city limits have no authority to tell us what a city is, and why we should want to live in a real city or not.  The deep attractions and repulsions that we feel for big cities are the key to a longer and truer cultural understanding of what cities are, and of why the civic is the root of civilization.

human transit, age two

The second birthday of this blog passed unnoticed, especially by me, about two weeks back.  I was jetlagged at the time, so confusion about dates was to be expected.

Things have been a little quiet here as I've moved through a series of location changes while focusing my spare time on the book.  But I'm encouraged by the stats. 

At the end of the first year, a year ago, I had written 242 posts, logged 3666 acceptable comments, and about 2000 pageviews per weekday.  Today, those numbers are 585 posts, 9807 acceptable comments, and still in the range of 2000-3000 pageviews per weekday, spiking unpredictably now and then but also crashing predictably every weekend.  So while readership is rather stable, engagement with the material (at least as measured by comments) is accelerating.

The two posts that have gathered the most attention, in links and other citations, are:

  • Streetcars: an Inconvenient Truth.  This July 2009 post said something very narrow and factual about the North American streetcar revival movement. 
  • Is Speed Obsolete?  The beginning of my debate with Prof. Patrick Condon about the merits of slower vs faster transit services.  Now that he and I are in the same city, we may get to do more of this in person …

Both of these are the opening of long conversations that extend through several linked posts.  Both also feature rich and interesting comment strings. 

I'm relieved to say that my book (out this northern fall) will steer firmly away from all the technology wars, though the question of transit's ideal speed, for both efficiency and urban form, does figure prominently.  The nucleus of some chapters is already here in my Basics series of posts. 

Per Google Analytics, the total traffic for the last year was:

752,705 pageviews
357,899 visits
116,143 unique visitors

And everyone loves lists of cities, so the top metro areas in readership for the second year were as follows.  The number is individual visits.

DSCN0937 24910 Vancouver
18715 Seattle
13006 Portland
11983 Los Angeles
10305 San Francisco (Bay Area)
10229 Toronto
10171 Washington
9628 New York
8112 Sydney
7802 Melbourne
6312 Brisbane
6136 Chicago
4040 London
3434 Minneapolis-St. Paul
2895 Atlanta
2857 Canberra
2821 Auckland

On a per capita basis that's a pretty spectacular result from Canberra (metro area pop. 400,000).  Of course, Sydney, Canberra, and Vancouver are the three cities I've actually lived in during the past year. 

The same data broken down by country, for countries with at least 1% of the total:

212,868 USA
68,025 Canada
27,890 Australia
9,275 UK
4,573 New Zealand
3,776 Germany
3,072 France

… the rest mostly smaller European countries and a thin scattering elsewhere in the world.

Thanks to everyone who's been part of this great conversation so far!  This year will bring a number of changes for me, but I'll do my best to keep this going in some form.  And remember, good guest posts are welcome!

“terror” and “nuclear” options for transportation demand management (comment of the week)

On yesterday's post about the removal of Sydney's M2 bus lanes for construction, mysterious commenter "Quasimodal" laid out a useful theory of Transportation Demand Management (TDM) for such situations:

It's silly, and a missed opportunity, not to provide a bus priority lane through a construction area if you can, even if it takes away from general purpose capacity. What a great opportunity to perform well for an audience that would not usually take transit!

But there is a technique I call the transportation demand management [TDM] campaign of terror, which is fantastically effective at reducing construction impacts. If you blow a big enough horn about how gawd-awful the traffic will be during construction, that traffic will almost always not occur. People will rearrange their vacations and do whatever they need to do to avoid the problem area.

I don't know how long this [Sydney M2] construction is supposed to continue, and the TDM campaign of terror can't persist indefinitely, but if it's only a few weeks it's possible that the buses rerouted to local arterials will be a lot slower than those that brave the highway traffic if that traffic doesn't show up!

Note that the TDM campaign of terror is different from the TDM nuclear accident, in which one destroys one's economy, causing plummeting employment and related travel. That strategy has been very effectively applied over the past couple of years, reducing traffic volumes all over the world (with the unfortunate side effects of homelessness, despair and civil strife…) Fortunately, it seems governments around the world are establishing policies to continue this strategy for the foreseeable future, using anti-growth austerity programs. As a planner, I'm happy to be freed from the the endless cycle of growth, and to focus on a more environmentally sound steady state (though probably unemployed) future.

u.s. “transit lovers unite”

A new campaign by the American Public Transporation Association:

Washington, DC –The American Public Transportation Association (APTA) and its more than 1,500 members are launching “I <3 Transit”(I heart transit), a mobile text campaign, to engage riders across the country  and demonstrate the importance of public transportation to individuals, communities and the nation.  The campaign, which starts this week,  allows participants to show their support for increased public transit funding by simply texting “transit” to 86677.

Each year 10.2 billion trips are taken on the nation’s public transportation systems.  Riders depend on their local transit provider for freedom, mobility and access.  By texting “transit” to 86677 public transit riders and enthusiasts alike can stand together in support of public transportation.  This simple action helps spread the message that Americans want public transportation as a travel option in their daily lives. 

Supporters can also follow the campaign on twitter at @ihearttransit.

 

sydney: destroying the bus lane to save it

Why did I leave Sydney?  Partly because of things like this

TENS of thousands of bus commuters face hours of extra gridlock each week because traffic authorities have removed the requirement for an afternoon bus lane during widening of the M2 [the main radial freeway to the northwest suburbs of Sydney].

As part of the conditions attached to the $550 million M2 upgrade, Transurban [the toll road operator] was asked to set up a ''tidal flow'' bus lane to replace two bus lanes removed during construction. The flow of traffic on such a lane is reversed from morning to afternoon to match the heaviest traffic.

The Roads and Traffic Authority [RTA, the state highway agency] and the Department of Planning under the previous government dropped the requirement for a bus lane out of the city in the afternoon peak and agreed with Transurban the lane would be dangerous.

The idea that it's appropriate to remove transit lanes for a road construction project is backwards and upside-down.  Construction inevitably constrains a highway's capacity.  So if you want the economy to move, rather than just the cars, you go out of your way to attract more customers to transit during the construction period.  Instead, customers are being encouraged to drive instead of take the bus, which will make the freeway even slower, thus obstructing all road users regardless of mode and thereby maximizing the construction's negative impact on the local economy.
And this is priceless!
According to the Planning Department, the RTA said it had since done more traffic modelling and the lack of a bus lane would not affect travel times much. The RTA could not provide any extra modelling yesterday.
In other words:  "But mom!  It's not my fault!  Dad told me it was OK to destroy the bus lane!"
UPDATE:  So I was glad to see this today, the new government's much anticipated centralization of transit planning in Sydney that will strip RTA of much of its authority over public transport. 

[New transport minister Duncan Gay] said the RTA knew the public thought it had a ''culture of arrogance'', and that the organisation needed to change. ''You will not see the RTA the same after this process,'' he said.

Could be promising!