Author Archive | Jarrett

ask your transit agency about mobile ticketing!

Everyone! This is the next app that Every Serious Transit Agency Needs to Implement ASAP.  It could easily be as transformative as realtime information.  

PhonesA while back, our Portland transit agency Tri-Met unveiled a mobile ticketing app, which my colleague Evan Landman reviewed here.  It allows you to purchase tickets in bulk with a credit card and store them on your phone.  When you need one, you push a button and a "ticket" appears on your phone, very much like an airline boarding pass.  Right now in Portland, you just show that to the driver, but before long I expect we'll scan a barcode just as we do to board airplanes.  

Our two fulltime staff and I are all occasional transit users, so not motivated to buy monthly passes, and all three of us can now report that we use transit more in Portland because we can use it spontaneously without worrying about whether we have $2.50 in cash.   This not only reduces cash handling and thus speeds up boarding, it attracts more occasional riders!  

And if you're a transit agency, you need to love occasional riders, not just regular ones.  A vast number of citizens who find you occasionally useful, and whom you welcome with an easy boarding experience no matter how long it's been, can be a big part of your political base.

So congratulations to Capital Metro in Austin for rolling out a similar app.  And if your transit agency doesn't offer this liberating tool, encourage them to develop it.  It increases ridership, builds broader loyalty, and speeds up boarding.  What's not to love?

quote of the week: on groupthink

The antidotes to groupthink …, I have found, are: one, leaders who are willing to question their own assumptions and surround themselves with strong critical thinkers who are willing to do the same, and, two, leaders who also have the willingness to seek out and listen carefully for the underlying interests (or even the kernel of a good idea) in the voices of the people initially perceived or expected to be on “the other side.” That mysterious blend of arrogance and humility is hard to find.

David Bragdon,
head of strategy for former 
New York Mayor Michael Bloomberg, 
and former elected head of 
Portland's regonal government, Metro.

 

when is a fare hike really a fare cut?

Images-6When it provides free connections, as a Los Angeles Metro report is finally proposing to do.  The Bus Riders Union is screaming about a fare hike, but for many riders — those whose trips require a connection — the proposal is a fare reduction, because the transfer penalty to be eliminated ($1.50) is far bigger than the hike in the base fare ($0.25)

The vast dense core of Los Angeles is one of North America's great grid systems, designed to allow easy travel between any point A and any point B via a single connection.   Unfortunately, their current fare structure charges for a connection.  This makes as much sense as a road tolling system that charges only for turns. 

It's nonsense.  Connections are an inconvenience to passengers that is required by the structure of an efficient network.   Charging for connections encourages riders to demand wildly inefficient services like the late and famous 305, which zigzag diagonally across the grid, increasing complexity without adding much useful service.  It amounts to punishing customers for helping Metro run an efficient and attractive service pattern. 

Like other fees, fare penalties for connections arise in part because journalists and activists over-react to the base fare figure, creating more political heat for raising that number.  So like money-losing airlines, the agencies have to look for other things to charge for to hit their fare recovery targets.  But charging for connections is counterproductive, because connections are the foundation of the network.  Airlines don't do it.  In fact, airfares via a connection are often cheaper than the nonstop.  That's because the connecting itinerary lets the airline run a more efficient service pattern.  

So don't believe the news about a proposed fare hike in LA.  Some people will experience one, but many cash paying passengers, who are often among the lower-income riders, will save.  

And one thing's even more important than that:  The pricing scheme won't be crazy anymore.

 

new york: 8 spaces left for my transit network design course.

Starrett-lehighThanks for the wonderful response to the New York offering of my  Interactive Course in Transit Network Design on February 6-7.   You still have time to register, but act very fast.  Early bird discounts end January 15, and we have only 8 spaces left.

We'll have an amazing group representing five countries, with a diverse range of professions and backgrounds.  

I'll also be giving a public talk and book signing at the New School for Design the evening of February 6.  RSVP for that here.

The course is designed to give you a felt understanding of the geometry of transit and the questions it requires us to think about.  It's ideal for anyone in the land use and development world, as well as people in transportation policy or advocacy — anyone who needs to understand how transit can help build the city they are seeking, and how to create urban structures in which transit can succeed. 

It's also, as one participant called it, "inexcusably fun."

Read all about the course here!  For a tabulaton of student feedback from a recent course, see here.  

Big news: Thanks to a sponsorship from the Transit Center, we're able to offer a significant discount for this session only.  The two-day course, which is a $500 value, will cost only $300 if you register before January 15, and $333 if you register later.  The tuition will likely never be this low again.

IMG_2817Still bigger news:  Starting in New York, we intend to offer American Planning Association (APA) Credit (15 credit hours for the two days). APA members can earn a big chunk of your 2014 AICP Certification Management credits early in the year.  We're excited about that, because the course is really for planners and city builders who need to understand how transit interacts with what they do, especially if they're not "transit geeks" themselves.

Hope to see you in New York!  And if you'd like the course offered in your city, see here

quote of the week: the decline of local journalism

From a midwestern newspaper journalist's anonymous email to Andrew Sullivan:

When you see the metrics every day, and it’s clear that quick-hit crime stories or freak-show stories generate as many clicks as an investigative piece that took weeks to report, what rationale can there possibly be for doing the investigative work, the longer-form stories that actually help explain the workings of a community to the people who live there?

If you care about the quality of journalism, consider a policy of refusing to click on crime and freak-show news, no matter how much the headline arouses your curiosity.  One advantage of online journalism is that when I refuse to click on those stories, that disinterest is recorded.   Obviously I'm in the minority, but the conscious behavior of consumers is the only thing that moves corporations.  

Portland Mayor Charlie Hales recently said that one of his biggest problems as mayor is the lack of credible local journalism, which has made it impossible to have a public conversation about issues that matter to the city and region.   Would the great achievements of consensus in the past have been possible without our newspaper of record, the Oregonian, as a universally recognized forum for discsussing the issues of the day? 

It's not just that the Oregonian has ceased to publish on paper, it's also that its website looks trashy and conveys the company's low self-esteem.  Big O, before your name is utterly forgotten, wake up and realize that your marketing advisors are killing you.  Fire whoever suggested that your website be called "Oregon Live" instead of "The Oregonian," and that it should look like the website of a cheap fly-by-night aggregator instead of like that of a newspaper.  The credibility that comes from a long and respected history is the only thing legacy newspapers have as a competitive advantage, and the Oregonian is throwing that away.  

When you really start thinking about this, it's hard to face how scary it could be.  Sure, there are other ways of getting news, usually news pre-digested for those who share your political views.   But there's no other way for the whole city to have a conversation.  How can we do planning without that?

solidarity with frozen transit staffs

A deep cold snap is affecting North America east of the Rockies today and/or tomorrow, with many cities plunging toward near-historic lows.  It's been an unusual winter all around, including an epic ice storm in Toronto.  

As a gesture of solidarity and appreciation toward all the heroic work that's going into keeping transit running today, I thought I'd pass on this photo taken last week by Twitter user @madhava.  It's a view from Toronto's CN Tower out over the harbor to Toronto Island.  

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The narrow sliver of clear water is where the hard-working Toronto Island Ferry is carefully clearing a channel so that it can resume service.  This photo has everything: The molecular stillness that is the definition of cold, the hugeness of the city, and the tiny but heroic the acts of diligence and problem solving by people who's job is to restore your freedom to get around.

Stay warm everyone, and if you see a transit staffer working hard against the elements, thank them.

word wars: urbanism, urban

The Atlantic Cities staff have done a nice year-end piece on Ten Urbanist Buzzwords to Rethink in 2014.  In the next few days I'll do quick posts on them all.  

Amusingly, the Atlantic's title for its  Ten Urbanist Buzzwords to Rethink in 2014 uses one of the ten words it's questioning, a good sign of how hard buzzwords are to unwind.  But they took on that problem as #1:

Urbanism: At first glance, this word might seem utilitarian: urban is a perfectly fine word, and-ism, meaning a "distinctive practice, system, or philosophy, typically a political ideology or an artistic movement," a frequently helpful English language suffix. But this particular combination never fails to makes me cringe when I hear it spoken aloud. Not only does it imply that there exists some universally accepted ideology of the best way to construct, organize, and manage any given urban area, it's frequently misapplied as a term for the study of urban issues (shouldn't that be urbanology?) or the basic interaction of people and things within an urban environment. Deploying this word should be undertaken with extreme caution, and always with the understanding that it almost never carries real meaning.  -Sommer Mathis

Like the Atlantic Cities crowd, I use urbanist routinely to mean "people who care about sustainable cities and the livability of dense cities in particular. "   I haven't found another good word for this, and on reflection, I think urbanism deserves a vigorous defense.   

Here are three questions to ask about a word, if you're suspicious of it:

  • Is it trying too hard to please me?  (Or: Is it trying to sell me something?)  
  • Does it say what it means? 
  • Is it easily misunderstood?  (Ask especially, "what opposites does it suggest?")

Sometimes we have no choice but to use a word that fails on some of these points, but if we want to help people think, we should resist those that fail on most or all (see "Smart Growth".)  

As Mathis concedes, Urbanism seems to approximate its meaning fairly well, and it seems to be referring more than selling or flattering us.  What's more, it's a word worth fighting for because urban is a word with fighting for, and the fight is on between two definitions of that word:

  1. As including the suburbs, i.e. "the opposite of rural."  This meaning shows up in the term urban area and in numerous social-science and statistical categories.  It's also implied by the term urban sprawl.    This meaning, I will suggest, is not helpful and a source of confusion.  It could even be called hegemonic or imperialist in a sense I'll outline below.
  2. As distinct from suburban, as well as from rural.  This sense of urban refers to the generally pre-war dense and walkable parts of cities.  Urbanism, to the extent it's about both promoting those places and fostering similar new places, tracks this meaning, and needs to insist on this meaning.1  The history of the word suburban — whose Latin roots imply separation from the urban — is also on the side of this meaning.

Why be  dogmatic on this point?  Does a dull bureaucratic term like urban area really constitute  threat to the thriving walkable inner cities?  Yes, for this reason:  It prevents people who care about dense, gridded, walkable, usually pre-war parts of big cities from saying what they mean.  It prevents me, in many reports, from saying urban and forces me to find ways to say "dense, gridded, walkable, usually pre-war parts of big cities" over and over.  

This is not a two-way street.  Insisting on the second meaning does not make it impossible to discuss the first, "urban area" meaning.  There is still a perfectly good word for that:  metropolitan, metro area, etc..  Talk about metro areas, metro area mobility, and there's no problem.  

As anyone who's explored the language dimension of civil rights history can tell you, dominant cultures routinely co-opt and corrupt the words that the minority needs to think about itself and its situation.   

 Not suprisingly, the Texas Transportation Institute, whose "Urban Mobility Report" is a study of inconvenience to motorists, uses urban in the first, imperialist sense: as referring to an entire metro area and denying us the language to talk about dense and walkable areas as something different from suburbs.  But again, if we concede that meaning, what word is left to mean "dense, gridded, walkable, usually pre-war parts of cities"? 

City, as you've noticed, experiences similar tension, as any patch of development, at any density, can decide to call itself a city.  Ultimately, it's the same battle, because in practical language urban has become the adjectival form of the noun city.  So it is the same struggle.

That's why I like urbanist.  It's not just saying what it means, it's helping to fight for the word urban, without which people who care about walkable cities simply can't talk about them, and be understood.

1African-American uses of the word urban, as in "urban music" and "National Urban League," also deserve credit for holding this original sense of urban.  There are likely other threads I'm not thinking of.

 

resolution: find more dimensions

Here's a new year's resolution that would help everyone in transit and sustainable urbanism.  

        Now and then, I will step outside of the binarisms that energize me.  

Or perhaps more simply, 

        I will find and explore more dimensions.

This is not vague spiritualist babble.  Here's what I mean.  

A binary conflict (or binarism, or dualism) is simply a pair of opposites that engender strong feels of attraction or repulsion toward one end or the other:    Capitalism vs socialism.  Competitive vs collaborative.  The underclass vs the overlords.  Labor vs. management.  Car-centered thinking vs. sustainable transport options.  Buses vs. trains.

If you have a strong attraction to one of these poles over the other, then whatever the conflict is, it's really "us vs them".  And that engenders excitement.  If the "us vs them" binarism did not fundamentally animate us to action and joy and devotion, nobody would care about sports.  

Here's why I'm thinking about this:

Untitled

This blog normally putters along around 2000 pageviews per day, more when I post more often, lower in the holidays.  Now and then, though,  I take on some piece of journalism that expresses ignorance about the whole project of creating viable alternatives to the private car.  I did that on December 29, making an example of Brian Lee Crowley's anti-transit rant, and of the Globe and Mail for publishing it without fact-checking and without marking it as opinion.

(As I wrote that last sentence, my pulse went up a bit.  That's part of my point.  Bear with me.)

I didn't promote this post more than any other, but Twitter exploded with retweets and and favoriting, driving traffic to be blog.  Troops briefly rallied to my side.  Why?  I had stepped into a known position in an already-mapped binary conflict between people who believe in sustainable transportation options and people who advocate car-centered thinking.1  So it was easy.  It drove traffic.  It was fun watching all that approval pile up.

But remember when George W. Bush said "you're either with us or you're with the terrorists"?  If you think of that spatially, he was saying: "the universe consists of only one dimension, and along that dimension there are two poles with nothing in the middle."  These are the two foundational assertions of the polarizer who invests in binary conflict as a way of life:

  • All meaningful points of view are on the line between A and B.

… and then, as it heats up …

  • There is not even a spectrum of options between A and B.  There are only the extremes.

Polarization is both claustrophobic and deafening.  If you're stuck in the binarism of "sustainable transport vs car-dependence" to the point that you can't hear someone who's thinking "liberty vs control," you're trapped.  It's no better than being stuck in "labor vs management" or "poor vs rich".  Critical thinking, the kind that makes us smarter, is multi-dimensional.  It may try on a binarism, see how it works, even advocate it as practically useful for certain purposes.  But it knows how to consider other binarisms, try them on, and it knows that they're all approximations of what really matters.  

The catch, of course, is that action requires some loss of awareness.  

Watch a cat.  Cats have an awake and scanning state where they are aware of a three dimensional environment.  But then they get interested in something: food, prey.  As the cat's pulse rises, its focus narrows, and at the end, when it's ready to pounce, its world is virtually one-dimensional and polarized:  me and the thing I want.  

Briefly losing awareness of multiple dimensions seems almost inseparable from action.  (I explored this idea more here, when I argued that considers every possible perspective in detail is never an action plan.)

Binary conflict rallies the troops.  Binary conflict raises hell.  But it's the opposite of critical thinking; it's one-dimensional, claustrophobic.  There's nothing wrong with it, but we have to be able to move back and forth between binary conflict and broader, more open thinking.  Ultimately, we have to be able to choose to do it, consciously.  

In the moments between the bouts of us vs. them conflict, step into another dimension.  It's still hard for me too, so it's my resolution for 2014.  Feel free to join me.  

 

 

although the absence of widely accepted terms for either of these positions suggests a certain space inside the binarism, perhaps other dimensions waiting to be released.  You could also argue that my specific suggestions in that post were in the spirit of this one, though I'm not sure that's why it was so popular.  

my letter to the globe and mail (update 1)

Sent just now to the Globe and Mail Public Editor, Sylvia Stead.  Beneath this I will post any reply I receive.

Ms Stead 

Thank you so much for your followup re the Crowley article [see yesterday's post, and Ms Stead's comment at the end].  As a professional consultant and author on public transit, I have one more thought.
 
Unknown-2The interesting journalistic question is "What degree of rhetorical exaggeration crosses a line into explicit falsehood, and requires a correction even for an opinion piece?"  I assume you'd agree that opinion pieces must still state accurate facts.  The New York Times runs corrections to its opinion pieces and columnists all the time, at least in its online version.
 
The issue is clearest in this paragraph of Crowley, which I believe warrants a correction:

Portland, Ore., has pursued road-skeptical policies similar to many major Canadian cities. The result is markedly worsened commuting times. According to the TTI, over the past 30 years Portland has gone from having the 47th worst congestion in the U.S. to the sixth worst.

 The second sentence not only untrue but the opposite of the truth.  Portland has among the best commuting times in the US.  As the third sentence reveals, when Crowley talks about "commuting times" he means "motorists' commuting times".  Portland's commuting times are relatively fast not just because lots of people walk, cycle, or take transit.  They're faster because people here tend to live closer to their jobs, the result of decades of careful land use planning that began with Oregon's 1972 laws limiting horizontal sprawl. 
 
Crowley's omission of that crucial word "motorists'" not only makes the sentence false, it reveals that a large part of the population simply does not exist to him.  People who do not commute by car do not count as commuters at all in this calculation.    
 
Does denying the existence of a large group of readers constitute a reasonable distortion for an opinion column?  Or is it just a falsehood?
 
(You can find my rebuttal of Crowley here.)
 
Regards, Jarrett Walker
 
UPDATE 1:  Globe and Mail's Sylvia Stead replies:
Yes thank you Mr. Walker. An opinion piece must be based on the facts so that a reader can come up with his/her own opinion. I will look into the points below and get back to you later this week.
More when I have it.