Human Transit

Last year, I got an inquiry from Russia’s fourth largest city, Yekaterinburg, about helping them rethink their transit system.  An excellent local NGO called Gorod.pro put the project together, and after the usual struggles over visas and insurance, I’m off to Yekaterinburg next week to work with City and foundation staff on new options for network design.  If you read Russian, you can follow along on the project page.

We’ve laid out an initial analysis of the system in our Choices Report, which is now public.  You can download it here: English.  Russian.

Yekaterinburg has several transit networks, which is not necessarily better than having one.  There’s a metro, a tram network, a trolleybus network, a local bus network, and a range of small-bus products, and they mostly look like they’ve been designed separately, rather than working together.  There’s an emphasis on low-frequency direct services rather than high-frequency connective services, so that’s a trade-off we’ll explore.

One key thing we did was to draw what may be the first map that shows all the transit services.  You can find it in the report, but here’s a slice.  The colors here mean frequency (red is 15 or better, green is 30 or better, green is 60 or better).  The number symbols distinguish the technologies.

We think maybe this could be simpler.

And of course, when you have a lot of infrequent lines piled up on the same long segments, it means you could afford more frequent lines if you combined them.

But it’s all about trade-offs.  I ask the questions but the locals answer them.  We’re happy to see people downloading and reading our Choices Report, and I’m looking forward to great conversations (in simultaneous translation) over the next two weeks.

… or as the City of Edmonton calls it, the frequency-coverage tradeoff, which is fair too.  We’re proud of our role in getting this conversation started, with City Council workshops a couple of years ago …

It’s here.  Background here.

Self Driving Cars Likely to Restore 70% of Lost Faith in Humanity.  (Planetizen)

Google Netherlands (who else?) Invents the Driverless Bicycle  (Excellent YouTube Video of Dutch people being adorable as usual.)

With typical tech-bro grandiosity, inventors promise that Duck Rapid transit will abolish that old fashioned subway system in Washington DC.  (Greater Greater Washington).

Community Transit (Everett, WA) will celebrate 40th Annversary by running its 1976 network on October 4.  Helpful diagram:

I’ll add more as the day progresses.  Send links to your favorites.

There’s more data than ever, so there are more ways than ever to draw brightly colored maps of supposed transit facts.  But that means it’s also easier than ever to take common types of confusion about transit and make them look like the outcomes of analysis.  Your results will always reflect your assumptions, and a lot of transit analysis is still built on common mistakes that are completely obvious if you stop to think about them.

Case in point today, US Department of Transportation wants to undertake a National Transit Map project.  This seems to mean drawing all the nation’s transit data feeds into a national database, which is certainly a good thing. But everything depends on the assumptions being made, and the initial video — recommended on Twitter by its narrator, Dan Morgan of USDOT — is not encouraging.  The big mistakes can all be found in a 3-minute stretch starting at 5:00.  Here’s the video.

The three big mistakes are:

1. Implicitly confusing land area with population in visual representations.  Starting at 5:00, the video presents a map of intercity access by car and train.  The “discovery” from this analysis is that Amtrak doesn’t stop for several hundred miles as it crosses West Texas.  It looks like a gap on the map, but it’s not a gap in reality because there are almost no people there.  Of course, people draw maps like this all the time (we’ll see a lot of them during election season) but good analysis provides some visual cue to caution the viewer that land area, which is what jumps out on maps, has nothing to do with people.  For example, this map could have been superimposed on a map of population density.
2. Assuming that having transit nearby is more important than transit being useful or liberating.   At 6:00 we see a map of the part of Salt Lake City in walking distance to transit, showing obvious gaps.This makes the previous mistake (there’s no indication of whether anyone lives or works in those gaps) but more importantly, it gives the impression that the primary problem with transit is that it doesn’t cover more area.   In actual transit systems with fixed budgets, the area you cover will be inversely related to the frequency, speed, and reliability you can offer, which means that a transit agency that spreads itself thin tends to offer services that are useless to almost everyone.  This geometric fact is the basis of the ridership-coverage tradeoff problem.  When we see analyses that imply that transit’s problem is that it doesn’t go enough places, we need to recognize this as implying an advocacy of coverage over ridership, and more generally an advocacy of spreading service so thin that none of it is useful to most people’s lives.
3. Focusing on peak hour service when discussing the access needs of poor people, even though most low-income people need to travel at all times of the day, evening and weekend.   Starting at 6:55, we get an analysis that identifies poor people who do not have good access to rush hour transit.  Poor people are rarely rush-hour commuters and they go many places other than the downtowns on which most peak service focuses.

I’m sure the analysts behind these examples thought that they were simplifying in a useful way.  In my consulting work we simplify all the time.  But we are careful to simplify in the direction of clarity about reality, rather than in the direction of helping people feel good about their often-false assumptions.  The simplifications in this video — and of so much transit analysis still — are of the latter kind.

You may have seen my recent Washington Post piece on why fixed route transit will always be essential.  Here’s my deeper dive for the Southern California Association of Governments Vision 2040 report.  It focuses more specifically on how a focus on geometry can help us be smarter about prediction.  Most important paragraph:

If you can recognize a problem as geometric — such as the need to use space efficiently in cities – you can become a smarter consumer of predictions. Cities will always have relatively little space per person, so no matter what technologies we invent, the amount of space that things take will always matter, and we’ll have to use that space wisely.

On March 24 at 1:30 PM I’ll be doing a presentation to the board of the Palm Beach County transit agency, PalmTran.  Conveniently, it’s in Boca Raton at the south end of the county, so it’s not too far from Fort Lauderdale or, for the truly motivated, from Miami.  

This is part of a new network review initiative from the new Executive Director, Clinton B. Forbes.  Obviously the presentation will touch on Palm Beach County examples, but much of it will be of general interest.

It’s unusual to have a board meeting noticed as a public event, but PalmTran is encouraging one and all to come.  It’s from 1:30 to 3:00 PM at the Boca Raton Municipal Building, 6500 Congress Avenue in Boca Raton.  The contact for further info is Steve Anderson, [email protected].  No RSVP appears to be required.

The one-day shutdown of the Washington DC Metro is a useful call to arms about the dreadful state of maintenance in some of the US’s major rapid transit systems — a subset of a larger issue about deferred maintenance in all kinds of infrastructure.  If it seems like this makes the US like the developing world, NPR reminds us that most developing world metro systems are in much better shape.  (My Moscow correspondent Ilya Petoushkoff was also quick with an email reminding me that when even one Moscow subway lines go down, emergency bus lanes are created with Jersey barriers.)

The Washington Post’s Philip Kennicott is also fine on how the subway’s failure ties to great themes of US urban decay.

I have no opinion about the wisdom of DC Metro CEO Paul Wiedefeld’s decision to shut down the subway for a day to inspect faulty wires, except that it seemed sudden and left little time for preparation.  Its attention-grabbing effect was unmistakable, and perhaps that was necessary to shock everyone into understanding the urgency of the problems. But it doesn’t appear to have been a PR stunt: the system’s faulty wiring had already caused a fatality, and sure enough, the one-day shutdown to inspect these wires turned up even more dangerous ones.

But do read this Vox piece by Libby Nelson on how transit agencies can be more honest with their customers, including on Twitter.  Bravo to the Bay Area Rapid Transit for telling customers the truth about the problems facing the agency — which is to say, facing the region.