Urban Structure

A Visit From the Loyal Opposition

Very interesting and civil comment threads have grown on the last several posts.  Comment threads, of course, have a tendency to start with the post’s topic but then turn into conversations among the commenters, often leading far from the source.  As long as everyone’s civil, I don’t worry about that much.  I’ve learned not to treat the comment count as a measure of my relevance.

But I do want to note the efforts of commenter Watson, who lucidly argued for parking subsidies, sprawl land use patterns, etc. on the this recent post.  The resulting comment thread is worth a read.  On the subject of whether downtown Portland all-day parking rates should be higher, he began:

Be careful what you wish for. In the short-term, a sharp increase in central city parking prices might induce a significant shift from autos to transit. But over the long-term, the primary effect may be to drive businesses and people out of the city and into the suburbs where land is cheaper and parking can be provided at lower cost.

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Chokepoints for Effective Transit: The Example of Seattle

Seattleskyline1cropped In December, Alex Steffen wrote a provocative article at Worldchanging proposing that Seattle aim to become North America’s first carbon-neutral city.  I’m not an expert on carbon-neutrality as a whole, but I can certainly comment on the transport dimensions of it.  Here are some reasons to bet on Seattle, in particular, as a place that might get closer to carbon-neutrality in transportation than most other North American cities.  Ultimately, all of these are about geography. Continue Reading →

Why Isn’t Through-Routing More Common?

All-new-york-rail-lines-3A reader asks:

[Alon Levy’s] post on The Transport Politic about through-routing commuter rail in New York brought up a question I’ve had for several years regarding transit systems. Why isn’t through-routing more common? This applies to rail, BRT, regular bus, etc. It seems that through-routing all or most of a city’s lines via a central transit center provides all the benefits of the “hub-and-spoke” model but also eliminates the need for transfers for a significant minority of people. Is there a downside or cost that isn’t apparent at first?

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How Paris is Like Los Angeles (via New York)

All-new-york-rail-lines-3 Alon Levy, guest-writing at The Transport Politic, recently did a great piece proposing that the New York region’s commuter rail lines, which currently all terminate in Manhattan, should be connected to each other so that trains would flow through, for example, from Long Island to New Jersey and back.  The inspiration, of course, is the Paris RER, a system in which commuter rail lines on opposite sides of Paris flow across the city into each other.  Because all these commuter trains, merged into a common city segment, add up to reasonably high frequency, the RER also serves as an “extra-rapid metro” connecting major centres across the city with trips making just a few stops.  Alon’s plan  (part onepart two) is a great read, as is Cap’n Transit’s response to it. 

Such a system would be wonderful if it existed today.  Commutes from Long Island to New Jersey would certainly be much easier, and it would also be great to get the space-consuming and time-consuming end-of-line functions out of the core.  

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