can you find north underground?

DSCF3394
Following up on this widely-discussed post about styles of navigation, today's New York Times has an informal survey of ordinary people's ability to identify north.

Of 20 New Yorkers interviewed — some beneath Union Square, some in
the sun in the park itself — 13 pointed to north accurately and
instantly, 4 pointed in the wrong direction, 2 pointed to the sky …

(Perhaps, when New Yorkers say "I'm going up to Albany," some people are taking that literally.)

They also gave a simple test that seems to me to capture the difference between spatial navigation and narrative navigation, as I used the terms here.

As an extra challenge, we asked a few people to try a “homing task.”
Mr. Vinci was one of the participants. Using chalk, we marked Mr.
Vinci’s position on the ground, then asked him to close his eyes, take
two steps forward, three steps to the right, spin 180 degrees, and then
return to his original location.

All the others who were asked to perform this dance reversed their
steps to return back to their starting point. Scientifically, this is
known as a “route-following” approach; anecdotally, it’s a
less-efficient but fail-safe method.

But Mr. Vinci stepped diagonally back into place, using what’s called
a “path-integration strategy.”

The "route-following" approach, I think, corresponds to narrative navigation: understanding location through the steps required to get there.  Narrative navigators have followed a story to get from A to B, so to get back they can only follow the same story backwards.

Only a spatial navigator would be able to step back diagonally to the starting point.  Whereas a narrative navigator can remember a series of steps, and reverse them, the spatial navigator is remembering an actual map, so he can "see" that there is a shorter path back than the one he had taken.

What does this have to do with transit?  I think transit agencies need to be conscious of these different styles of navigation when they design information and directions.  Only a spatial navigator can tell you if a map works well.  Only a narrative navigator can tell you if directions do.

Quote of the Week: Railways vs Democracy

From Vilas Bajaj’s New York Times profile of India’s over-capacity and low-speed railway network.  (The system moves 7 billion passenger trips per year, or roughly 7 times the population of the country.)

Critics say the growth and modernization of Indian Railways has been hampered by government leaders more interested in winning elections and appeasing select constituents, rather than investing in the country’s long-term needs. It is one of the many ways that the political realities of India’s clamorous democracy stand in contrast to the forced march that China’s authoritarian system can dictate for economic development.

Has any democracy found an effective way around this?  Journalists here in Australia love to reduce all transport infrastructure questions to political calculations around marginal seats in Parliament — and sometimes they’re right.  The best solution we encountered in the Sydney Morning Herald Inquiry was to create a professionalized agency with a bit of autonomy from the Minister of Transport — responsive to government for large-scale goals but not detailed decisions of implementation, phasing, and operations.  If you don’t like these things, you call them bureaucracies.  But so far, they seem to be the least-bad solution I’ve seen.

Is Speed Obsolete? … The wrap-up, for now

Almost two months ago now, I did a post focused on startling claims, by Professor Patrick Condon of the University of British Columbia, that we should focus more of our transit investment on relatively slow services — for which his model is the Portland Streetcar — rather than faster ones, such as Vancouver’s SkyTrain driverless rapid transit system.  The resulting post is just the overture.  Discussion continued in the long, rich comment string.  There’ve also been some follow-up posts, and I’ve featured his response. Continue Reading →

Oakland: A New Streetcar Proposal

Bravo to Chip Johnson of the San Francisco Chronicle for doing a column on Daniel Jacobsen’s Oakland Streetcar Plan, which was just released.

Oakland Stcar alignment Jacobsen is an undergraduate at Stanford University who did the entire plan as a research project.  Drawing on the well-established literature of the US streetcar revival movement, including trips to Seattle and Portand to observe their streetcars, Jacobsen lays out a plan for a streetcar along Broadway, from Kaiser Medical Center at the north end to 2nd Avenue and the Amtrak station at the south end.  (The north end is very close to MacArthur BART station, and suggests the possibility of a Phase 2 extension west along 40th to this station and potentially on to the high-rise centre of Emeryville, just off this map to the left.) Continue Reading →

Johannesburg: Gautrain Open in Time for World Cup

320px-Gautrain-in-depot-retouched Bravo to South Africa for opening the first segment of the Gautrain,
linking Johannesburg’s Tombo airport (JHB) to Sandton and Rosebank, in
time for the World Cup.  Sports events continue to be one of the best motivators for getting big infrastructure projects done.

But do you notice one rather basic fact missing from the Guardian’s otherwise thorough article on the subject?  Continue Reading →

Can U.S. States Lead on Urban Planning?

The Transport Politic proposes the need to consolidate more multi-modal planning authority at the level of the states.  While multi-modal planning authority is a good thing at any level of government, I wonder if US states are poorly suited for this purpose because so many US metro areas cross state boundaries. I notice this problem more from my current perch in Australia, because Australians even flirt with the idea of abolishing their state governments entirely.  While that’s certainly not the answer in the US, Americans do need to think about which level of government is best suited to which kind of task. Continue Reading →

Barcelona: “Treat Buses Like Ambulances”

Barcelona BRT_route map_low-res_650pix
The new “rapid bus” network proposed for Barcelona looks a lot like the Los Angeles Metro Rapid:  No exclusive lanes, but strong signal priority, emphasis on fast implementation, and judging from the map, very wide stops.  I would resist calling this Bus Rapid Transit, though, unless you want the term to mean “any and all corridor-wide attempts to make buses a little faster.”  Continue Reading →

On the US Downtown Bus Plaza

Lately, Conor Friedersdorf of the Atlantic has been riding the bus.  We’re seeing more good press for buses lately, as more national commentators focus on urban mobility problems.  Friedersdorf’s figuring out most of what I’ve long advocated …

I’ve already argued for simplified routes, system maps, and route numbering schemes. Other innovations that you should lobby your local bus agency/municipal government to adopt: dedicated bus lanes, express routes, GPS on the bus, estimated time of arrival signs on bus stops that change in real time, clear signage, and easy methods of payment that don’t require exact change.

But it’s interesting that this struck him as new: Continue Reading →