Author Archive | Jarrett

human transit, age two

Posted on April 21, 2011 in Meta

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.

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)

Posted on April 19, 2011 in Amusing

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”

Posted on April 19, 2011 in Advocacy, US Federal Policy

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

Posted on April 19, 2011 in Bus Rapid Transit, Sydney

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!

conservatives commit to federal funding of transit (in australia)

Posted on April 14, 2011 in Melbourne, Sydney, US Federal Policy

US readers watching the Federal budget process, in which one major party is proposing Federal disinvestment in city-serving infrastructure, might note that Australia is moving the other way. The Labor government created Infrastructure Australia in 2008 to be a conduit for federal funding of transit infrastructure, a role similar to that long played by the Federal Transit Administration in the US. Now, the more conservative opposition — the "Coalition" of the Liberal and National parties — has endorsed the contination of that policy, signaling that this role is likely to continue regardless of who is in Government. On his party website, Opposition Leader Tony Abbott states:

The Coalition supports Infrastructure Australia (IA) and in government will strengthen its role, creating a more transparent, accountable and effective adviser on infrastructure projects.
We’ll keep it, we’ll fund it and we’ll listen to it because important infrastructure decisions should be made on the basis of rational planning …
The Coalition will ensure that Infrastructure Australia has guaranteed ongoing funding. … The Coalition’s commitment means that IA will be provided with the resources necessary for it to do its job properly.

It's interesting to think about why urban issues that are bipartisan in Australia seem to become Democratic concerns in the US. In both countries, most of the population lives in urban areas, but there is a crucial difference in language that creates a difference in habits of thought. Americans think of big "cities" as separate from their "suburbs," and often use these terms as shorthand or euphemism for a range of other oppositions. (Only in America, for example, would a style of music associated with black people be called "Urban.") Americans also have the idea of a suburban center (what Joel Garreau calls an "Edge City') that clings to the outer orbit of a big city but can think of itself as unrelated to it. Hence someone in Tyson's Corner, Virginia, say, may be happier thinking of their metro area as "Northern Virginia" rather than "greater Washington DC."

Those word choices lead to a US political reality in which big cities — narrowly defined in exclusion of their suburbs — represent a minority of the population and thus attract the interest of only one side of the political divide.

By contrast, when Australians say "Sydney" or "Melbourne" they usually mean the entire urban area — the continuous patch of lights that you see from an airplane. So people who live in what Americans would call the suburbs of Sydney think of themselves as living in Sydney. This way of speaking encourages them to accept that the problems of Sydney are their problems, whereas a resident of Tyson's Corner may feel quite removed from the problems of "Washington." When cities are understood in that inclusive way, it follows that most Australians live in cities, so naturally both sides of the political divide must care about them.

should inaccessible employers subsidize transit?

Posted on April 14, 2011 in Access, San Francisco, Transit-Oriented Development (TOD), Urban Structure

Lisa Margonelli has a nice short piece in the Atlantic today on the sustainable transport achievements of Bishop Ranch, an enormous business park in suburban San Ramon east of San Francisco.

The park was developed from farmland by Masud Mehran's Sunset Development Corporation in 1978 on the belief that San Francisco real estate would soon become expensive and companies would need cheaper space for their administrative services. His grandson, Alexander Mehran, describes the transit program as "a necessity that developed into a whole different animal." When the park started, it was simply too far from anywhere. "We were getting crushed by people going to work in Walnut Creek and Dublin," where the BART stations are. As a result, the ranch bought a fleet of buses and worked with the city and county transit agencies to subsidize both bus routes and bus passes for workers. There are now 13 different bus routes running to the park, and the connections to BART and various local train and express bus services are coordinated. On its website, the Ranch now pitches its transit program as a competitive advantage.
The most important word in that paragraph, of course, is subsidize. Suburban business parks are expensive, per customer, for transit to serve, so a suburban employer can't expect attractive or useful service simply by demanding it.

The second most important word is cheaper, which in the suburban context is sometimes an illusion. Bishop Ranch exists because it was perceived as a cheaper location for business. It is, but partly because land value follows access. The cheapest site will usually be the one with the worst transportation problems, and if a business chooses the site solely on those grounds, they're transferring the hidden cost of transportation onto their employees, their customers, and the transit agency. Employees can quit, customers can go elsewhere, and increasingly, transit agencies, too, are pushing back against serving these cheap-because-inaccessible sites, by suggesting that employers take responsibility for some of the cost burden created by their choice of location.

Finally, it's worth noting that Bishop Ranch is a fairly intense business park, with many multi-story buildings. Effectively it was a single-use new town of considerable density, so while the location was difficult for transit, transit agencies still had a ridership motive in serving it. If it were being built today, I hope Bishop Ranch would be mixed-use, with some residences mixed in, and also located with greater care in relation to existing and potential transit corridors, on the "Be on the Way" principle. Still, for being what it is, Bishop Ranch deserves a lot of credit for taking responsiblity for the transit consequences of its site, and investing in services to help overcome those barriers.

futility, geometry, and action

Posted on April 11, 2011 in Meditations, Philosophy, US Federal Policy

To bypass the rage and righteousness around an issue, and move toward solving it, we first have to convince ourselves that solving it is impossible.

That's the thesis of Andrew Sullivan's piece today, "Why the Healthcare Question is Insoluble." He's talking about healthcare in the US context, but few countries have achieved widespread contentment on the issue. I'm not sure you can expect widespread contentment on an issue that requires thinking about sickness and death, at least not at humanity's current level of spiritual development.

My work on transit policy has always come from the same existential position that Andrew lays out. Like every family working out its budget, societies have to make choices between different things that they value. As in healthcare, arguments about these choices often use pre-emptive appeals to compassion or justice to shift our attention away from the the real choice. Government actions that are "compassionate" or that address "civil rights" seem to be responding to an absolute standard of goodness and truth, but often, they still cost money, possibly more money than any government can expect to spend.

I'm very glad to be in transit instead of healthcare, because a few hours debating healthcare makes transit problems look easy. Easy, but still impossible.

By easy that I mean that the questions are relatively easy to frame (Connections or complexity? Ridership or coverage? Wide stop spacing or close?) and it's not too hard to explain (a) the consequence of each choice and (b) why the choice is geometrically unavoidable. Laying out those questions is a key task of my book Human Transit.

But once you lay out those questions, you have to pause and see that by their nature, there's no answer that everyone will like. There may not even be an answer that a majority will like. And in that sense, the task of resolving the issue is impossible.

The geometry of transit tells us that each of these choices gives us a spectrum of possibilities. A transit network can go to the extreme of relying on connections, and thus minimizing complexity, or it can go to the extreme of avoiding connections, which maximizes complexity, but every time you move toward one desired outcome, you move away from another one. That's how a spectrum works. And you can appeal to "civil rights" or "compassion" or "common sense" or "the needs of working families" as much as you want; those appeals may prod policymakers to move one way or the other, but they don't change the geometry. In fact, they're dangerous to the degree that they encourage us not to notice what has to be sacrificed to move in the direction that the speaker advocates.

My experience with many transit agencies is that everyone is a little scared of stating these questions in such a simple way, because it means you really have to answer them. And answering them requires accepting, with some humility, that any possible decision will leave many people outraged. Faced with the courage that this requires, it's tempting to retreat into the confusion. It's tempting to want the issue to be complicated so that you'll never be called to account for making a clear, stark choice of this over that — even though true leadership lies exactly in the willingness to make those choices. So when an issue seems complicated, we always need to ask, "what interests are being served by the sheer complexity of this issue?" "Can the issue actually be made simple?"

I'm not sure that can be done for healthcare, but bravo to Andrew Sullivan for trying. I am pretty sure it can be done for many of the main debates in transit policy, and that's the core of my work right now.

comments of the week: ideal stop spacing is 400m?

Posted on April 11, 2011 in Access, Meditations, Stop Spacing

Zoltán:

My experiences in Leeds and Baltimore confirm the validity of a 400m standard for stop spacing. Rarely do you get to experiment with reducing or increasing stop spacing, but we can look at the sum of the experience of the two cities.
In Leeds, there have been a number of routes, normally small single-deck buses running every 30-60 minutes, that have stopped frequently and taken local roads to penetrate various neighbourhoods better than the frequent, relatively fast buses on the main arterials.
These have pretty much all disappeared with time, because people always proved willing to walk about 400m to the main arterials, which is about the furthest you're ever expected to. My experience of occasionally catching one of the slower local routes is that I would be the only passenger.
So, this demonstrates that people really are willing to walk to speed and frequency.
Meanwhile, in Baltimore, buses do stick to the main arterials. But they stop at every corner, just like the streetcars before them, which in Baltimore is about every 120 metres. And hell, are they slow – from Catonsville, MD to downtown Baltimore, I frequently spent 50 minutes to an hour to travel 8 miles that can be driven in about 20 minutes.
What's more, it's an uncomfortable ride, because the bus pulls violently to the corner at every corner, to keep the hell out of the way of traffic. And that's actually the problem with the frequent stops in Baltimore – while boarding time is a bit more complicated (though there's a fixed element to people getting up and making their way out of the bus, and people waiting for the driver's nod to start boarding), you can basically multiply the time spent waiting to pull out back into traffic by the number of stops.
So what you have is a slow service, and by that virtue, a less frequent service, because one bus can make fewer trips. So, if people will walk to speed and frequency where delivered by different routes, then we can assume that people will also walk to speed and frequency on existing routes when that's achieved by means of widely spaced stops.

In thinking about this sexless but profoundly consequential issue, you may want to refer back to this post, which clarifies the concepts of coverage gaps and duplicate coverage areas. (See that post for more explanation of this figure.)

Balancing these two considerations is the essence of the stop spacing task. Closer stop spacing means smaller coverage gaps but more wasteful duplication of coverage area. So a lot depends on the local land use. If there's more stuff along the transit corridor than in the coverage gaps, that argues for pushing stops wider.

The European HiTrans guides suggest 600m for stop spacing in busy areas where demand is high and local access is the intent. In general, Europeans and Australians are willing to go wider than North Americans in a similar setting.

So why on earth does any transit agency that aims to compete with cars put stops as close as 120m?? Well, these things creep up on you. If ridership is so low that you won't be stopping at every stop anyway, close spacing doesn't present much of a problem. But once ridership reaches the level where you're stopping at every stop, close spacing requires you to stop more, and thus run more slowly, to serve the same number of people.

On the tradition of very-close North American spacing, John offered an interesting speculation:

"But right now, a lot of transit (in North America especially) seems designed to compete with walking, rather than with the car. Do we have the balance right?"
I think the balance is off, and I think it's largely a legacy of the streetcar era, when transit only needed to be faster than walking to draw a huge mode share. In that situation, minimizing walking distance made sense. Then the competition changed when cars came along and average trip distances increased. The streetcars were removed, but nobody ever bothered to change the stop spacing. Now transit isn't time-competitive, and in most cities it serves only the transit-dependent and niche markets like express routes to the CBD.

Is very close stop spacing on North American bus systems really so old that it predates the car, and therefore reflects the competitive situation between transit and its alternatives as it was around 1910? That would be some sort of record for failure to adapt: a habit that has survived for an entire century after its obsolescence.

Obviously, too, many North American services aren't trying to compete with the car; they're social services intended only for the transit dependent, and in those cases travel time is presumed to travel less. But be careful about taking that attitude too far.

dissent of the week: stop spacing and transit’s multiple goals

Posted on April 10, 2011 in Access, Dissents, Meditations, Philosophy, Stop Spacing

Ben Smith from Toronto defends closely-spaced stops, on my post on imagining cities without mobility, which suggests the need to focus more on widely-spaced "rapid transit" stops.

I'd like to be the devil's advocate for a minute and defend somewhat tighter stop spacing. Think of transit as an elevator: You're on the 7th floor and decide to walk up to the 8th floor, and feel that having the elevator stop there is a waste. However, someone who is getting on at the ground floor may also want to get off at the 8th floor, so having a stop there isn't a waste.
I'm not trying to say that transit should stop at everyone's doorstop, but there is a case for having a more local oriented transit with SOMEWHAT frequent stops. However, if demand and density is having your transit vehicle stop every 100m with a large number of passengers boarding at each stop, then it makes sense to use a higher-order transit vehicle with wider stops.

The easy answer to this is that if you can walk from the 7th floor to the 8th floor to get from one to the other, you can take the same walk from an express elevator that stops only at the 7th. But that may be too easy.

I personally am willing to walk as far to useful rapid transit (for a long trip across the region) as I will to a final destination. My personal mode choice algorithm (as far as I understand it) is that I want to (a) minimize total travel time and also (b) get exercise and (c) avoid waiting and especially passive uncertainty. So I'm as willing to walk the same distance to a place regardless of whether that place is my destination or I'm planning to catch rapid transit there.

Does my philosphical viewpoint on this depend too much on my own abilities and preferences? In other words, am I assuming that secretly everyone wants to be just like me? And if so, am I doing this more than anyone else does?

Obviously, as always, we need to recognize a portion of the population that can't walk far, but at the same time we have two widely articulated policy goals that push the other way:

health goals that support encouraging people to walk if they can.
sustainability goals that require transit with highways rather than with walking and cycling, which means competing for the trip that is well beyond most people's walking distance

Those considerations lead me to a provisional view that the main prioirty for public transit investment needs to be rapid transit that's worth walking to, not slow transit that stops near everyone's door and that looks intimate and friendly in a New Urbanist mainstreet. That was the core of my argument with Patrick Condon.

Obviously, there need to be mobility options for senior and disabled persons who have greater need for short-distance transit. There are also other logical markets for short-distance trips where very high frequency is possible (recalling that waiting time is often the disincentive for short trips) such as downtown shuttles.

But right now, a lot of transit (in North America especially) seems designed to compete with walking, rather than with the car. Do we have the balance right?

UPDATE! Ben Smith, the author of the dissent, has had an epiphany!

beyond grey

Posted on April 7, 2011 in Amusing, Architecture, Oakland, Rail Transit, San Francisco

San Francisco's Bay Area Rapid Transit system (BART) is, let's be frank, extremely grey. Most of its above-ground stations feature vast expanses of exposed concrete, true to the prevailing modernism of the age. (Most of the system was designed in the 1960s.)

At stations like MacArthur, where the grey station infrastructure interacts with the surround grey ramps of the freeways, one can wonder if the original BART planners were so obsessed with competing with freeways that they deliberately chose freeway-like lines and colors, especially where real freeways were nearby. This, of course, would be competition by resemblence rather than by differentiation. At one stage, that probably made sense.

And yes, cool grey can be beautiful, but only if there's color to throw it into relief. Modernism sometimes drew encouragement from the coolness of classical Greek and Roman architecture, but of course the ancient world seems colorless to us only because paints, fabrics, and other vehicles of color don't survive the centuries.

So it was fun to open my mail this morning and find this painting by Alfred Twu, reimagining the freeway-dominated landscape of MacArthur BART station with a more tropical sense of color. Why must we go to Germany to see bright colors and strong choices in design?

UPDATE: I can't resist highlighting a comment from jfruh:

I always think that BART is what someone in 1969 thought the future was going to look like.

If you're too young to remember 1969, I strongly recommend reviewing Stanley Kubrick's great film 2001: A Space Odyssey (1970). When I rode BART for the first time in 1976, I felt like I had arrived in the world of that film.

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