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Beware the ethical car - macwright.org
"On Tuesday, Lyft released a dataset for self-driving car development, along with a blog post. Here’s a snippet:
Avoidable collisions, single-occupant commuters, and vehicle emissions are choking our cities, while infrastructure strains under rapid urban growth.

And that translates to an efficient ecosystem of connected transit, bikes, scooters, and shared rides from drivers as well as self-driving cars. Solving the autonomous vehicle challenge is not just an option — it’s a necessity.

And then the CEO’s quote:
Not only can self-driving tech save two lives every single minute, it is essential to combat climate change by allowing people to ditch their cars for shared electric transportation. Lyft is committed to leading this transportation revolution.

Here’s what’s they’re doing: by co-opting the language of climate change, companies are going to try and make cars ethical.

Evidence so far

We should be wary. First, because ridesharing has already claimed to reduce emissions and traffic congestion, and has done the opposite.

See, Lyft claimed in 2015 that their service harmonized with public transit, rather than competed with it. That didn’t work out. Not only have they stolen trips from public transit, they’ve reduced support for transit and replaced walking & biking trips, too. They’ve increased traffic deaths by 2-3%, while increasing the number of cars on the streets.

Improved cars are a suspiciously convenient change agenda

California, eager to top its subsidy of mansions as blindingly regressive policy, decided to subsidize electric cars to the tune of $7,500 each, in the form of a tax credit. Tax credits, of course, are wealth transfer from some taxpayers to others: and in this case, we’re transferring our money to the deserving buyers of $90,000 sports cars.

That isn’t enough: we also allowed electric cars to drive in HOV lanes for years, until too many did so, traffic built up again, and the perk was removed.

While we subsidize the rich, we subsidize public transit less than almost everywhere else and make a grisly show of cracking down on fare evasion.

Space and selfishness

Lyft links to two articles in their blog post - one to a Washington Post ‘brand studio’ (sponsored, ghostwritten) article, and the other to The Atlantic. The Washington Post article is there to substantiate the climate change claim and here’s the crux of its argument:
Fulton’s analysis found little societal or environmental benefit from driverless vehicles unless they are both electric and shared.

Which brings us to the question of self-driving technology: will it be used for shared, communal transit like public transit works today, or will it be a way for rich people to have private luxury rooms?

All current signs point to the worse scenario. Here’s the carpooling, from the Washington Post article:
Carpooling peaked during the 1970s energy crisis, then dropped to 9 percent in 2014 from 20 percent in 1980.

Here’s what Elon Musk thinks of public transit.
“It’s a pain in the ass,” he continued. “That’s why everyone doesn’t like it. And there’s like a bunch of random strangers, one of who might be a serial killer, OK, great. And so that’s why people like individualized transport, that goes where you want, when you want.”

Would Musk encourage people to carpool in their self-driving Teslas? Do serial killers own Teslas? This hasn’t been an issue so far, because Tesla owners can drive by themselves in carpool lanes.

Or consider how people reacted to increasing vehicle efficiency, and were given the choice: save the environment, or bigger cars?
The global S.U.V. boom is a roadblock in the march toward cleaner cars that has been aided by advances in fuel-saving technology and hybrid or electric vehicles. Compared to smaller cars, S.U.V.s are less efficient, generally by about 30 percent.

*******

Cars are a broken format. We shouldn’t give them a lifeline, or a new coat of paint, and society shouldn’t find a way to assuage the guilt that surrounds them.

Sure, cars should be electric. There are a lot of places in the world where transportation infrastructure isn’t sufficient and cars are the native transportation medium. Maybe they should be self-driving too, if the technology is safer than human drivers. Right now, it isn’t.

But to a large extent this is a zero-sum problem. Ridesharing already has substantially hurt public transit. The blue sky dream of self-driving cars is spawning galaxy-brain reckons like replacing the subway with underground highways, or replacing the subway with tunnels. These dreams are built around selfishness: they always offer private pods flying through space. Hyperloop promotional material portrays it as an alternative to being on the surface, with all those other people.

Avoiding climate catastrophe is obviously necessary, and we should consider all the options. But it’s hard to believe in car-centric solutions that don’t come with a vision of social and cultural change."
cars  carpooling  carsharing  lyft  uber  elonmusk  electriccars  transportation  transit  publictransit  climatechange  technology  technosolutionism  space  selfishness  society  globalwarming  ethics  ridesharing  california  subsidies  policy  highspeedrail  trains  hovlanes  suvs  emissions  hyperloop  tommacwright 
11 weeks ago by robertogreco
Car Crashes Aren't Always Unavoidable - The Atlantic
"The automobile took over because the legal system helped squeeze out the alternatives."

...

"Further entrenching automobile supremacy are laws that require landowners who build housing and office space to build housing for cars as well. In large part because of parking quotas, parking lots now cover more than a third of the land area of some U.S. cities; Houston is estimated to have 30 parking spaces for every resident. As the UCLA urban-planning professor Donald Shoup has written, this mismatch flows from legal mandates rather than market demand. Every employee who brings a car to the office essentially doubles the amount of space he takes up at work, and in urban areas his employer may be required by law to build him a $50,000 garage parking space.

For those who didn’t get the message from the sprawling landscape that zoning has created, the tax code sharpened it by lavishing rewards on those who drive and punishing those who don’t. On its own terms, the mortgage-interest tax deduction is neutral as to the type of home financed, but—given the twin constraints of zoning and mortgage lending—the deduction primarily subsidizes large houses in car-centric areas. Those who walk or bike to work receive no commuter tax benefit, while those who drive receive tax-deductible parking. Another provision of the tax code gives car buyers a tax rebate of up to $7,500 when their new vehicles are electric or hybrid; buyers of brand-new Audis, BMWs, and Jaguars can claim the full $7,500 from the American taxpayer. Environmentally, these vehicles offer an improvement over gas-powered cars (but not public or active transit). Even so, 85 to 90 percent of toxic vehicle emissions in traffic come from tire wear and other non-tailpipe sources, which electric and hybrid cars still produce. They also still contribute to traffic, and can still kill or maim the people they hit. Why are we taxing bus riders to pay rich people to buy McMansions and luxury electric SUVs?"

...

"
Tort law is supposed to allow victims to recover for harms caused by others. Yet the standard of liability that applies to car crashes—ordinary negligence—establishes low expectations of how safe a driver must be. Courts have held that a higher standard—strict liability, which forces more careful risk taking—does not apply to driving. Strict liability is reserved for activities that are both “ultrahazardous” and “uncommon”; driving, while ultrahazardous, is among the most common activities in American life. In other words, the very fact that car crashes cause so much social damage makes it hard for those who are injured or killed by reckless drivers to receive justice.

In a similar spirit, criminal law has carved out a lesser category uniquely for vehicular manslaughter. Deep down, all of us who drive are afraid of accidentally killing someone and going to jail; this lesser charge was originally envisioned to persuade juries to convict reckless drivers. Yet this accommodation reflects a pattern. Even when a motorist kills someone and is found to have been violating the law while doing so (for example, by running a red light), criminal charges are rarely brought and judges go light. So often do police officers in New York fail to enforce road-safety rules—and illegally park their own vehicles on sidewalks and bike facilities—that specific Twitter accounts are dedicated to each type of misbehavior. Given New York’s lax enforcement record, the Freakonomics podcast described running over pedestrians there as “the perfect crime.”"

...

"All of these laws can be reversed directly by the legislative bodies responsible for passing them in the first place. However, a growing body of academic research suggests that, even when most people favor less restrictive zoning, local officials will side with wealthy homeowners who favor the status quo. In these cases, state legislators can be called upon to help. Reformers have succeeded in doing so in Oregon and have shown promise in California. Far less attention has been paid, however, at the federal level. Recently, several Democratic candidates for president have released federal plans to prod states and cities to relax their zoning.

Congress could condition a small share (say, 5 percent) of federal funds on the adoption by states of housing-production goals or Vision Zero design standards calibrated for safety. Conditional appropriations, which are how Congress goaded states into raising the drinking age, are already in use for numerous transportation programs.

Litigation for dangerous street design is another promising way to hold public entities accountable. So far, plaintiffs have mostly sought money damages, but they can also seek design changes through injunctive relief, including by class action. This has the potential to move not only laws and budgets but the entire discourse around street safety.

Finally, reformers could seek recognition of the freedom to walk. The federal Americans With Disabilities Act and state and local counterparts, as well as case law recognizing a constitutional right to movement, suggest such a right to mobility.

Americans customarily describe motor-vehicle crashes as accidents. But the harms that come to so many of our loved ones are the predictable output of a broken system of laws. No struggle for justice in America has been successful without changing the law. The struggle against automobile supremacy is no different."
2019  cars  law  zoning  accidents  insurance  policy  government  taxes  publictransit  pedestrians  parking  cities  urban  urbanism  transportation  transit  speedlimits  california  us  design  safety  health  risks  tortlaw  negligence  oregon  housing  litigation  gregoryshill 
july 2019 by robertogreco
Shade
[via: https://twitter.com/shannonmattern/status/1122670547777871874

who concludes…
https://twitter.com/shannonmattern/status/1122685558688485376
"🌴Imagine what LA could do if it tied street enhancement to a comprehensive program of shade creation: widening the sidewalks, undergrounding powerlines, cutting bigger tree wells, planting leafy, drought-resistant trees, + making room for arcades, galleries, + bus shelters.🌳"]

"All you have to do is scoot across a satellite map of the Los Angeles Basin to see the tremendous shade disparity. Leafy neighborhoods are tucked in hillside canyons and built around golf courses. High modernist homes embrace the sun as it flickers through labor-intensive thickets of eucalyptus. Awnings, paseos, and mature ficus trees shade high-end shopping districts. In the oceanfront city of Santa Monica, which has a dedicated municipal tree plan and a staff of public foresters, all 302 bus stops have been outfitted with fixed steel parasols (“blue spots”) that block the sun. 9 Meanwhile, in the Los Angeles flats, there are vast gray expanses — playgrounds, parking lots, and wide roads — with almost no trees. Transit riders bake at unsheltered bus stops. The homeless take refuge in tunnels and under highway overpasses; some chain their tarps and tents to fences on Skid Row and wait out the day in the shadows of buildings across the street.

Shade is often understood as a luxury amenity, lending calm to courtyards and tree-lined boulevards, cooling and obscuring jewel boxes and glass cubes. But as deadly, hundred-degree heatwaves become commonplace, we have to learn to see shade as a civic resource that is shared by all. In the shade, overheated bodies return to equilibrium. Blood circulation improves. People think clearly. They see better. In a physiological sense, they are themselves again. For people vulnerable to heat stress and exhaustion — outdoor workers, the elderly, the homeless — that can be the difference between life and death. Shade is thus an index of inequality, a requirement for public health, and a mandate for urban planners and designers.

A few years back, Los Angeles passed sweeping revisions to the general plan meant to encourage residents to walk, bike, and take more buses and trains. But as Angelenos step out of their cars, they are discovering that many streets offer little relief from the oppressive sunshine. Not everyone has the stamina to wait out the heat at an unprotected bus stop, or the money to duck into an air-conditioned cafe. 11 When we understand shade as a public resource — a kind of infrastructure, even — we can have better discussions about how to create it and distribute it fairly.

Yet cultural values complicate the provision of shade. Los Angeles is a low-rise city whose residents prize open air and sunshine. 12 They show up at planning meetings to protest tall buildings that would block views or darken sunbathing decks, and police urge residents in high-crime neighborhoods to cut down trees that hide drug dealing and prostitution. Shade trees are designed out of parks to discourage loitering and turf wars, and designed off streets where traffic engineers demand wide lanes and high visibility. Diffuse sunlight is rare in many parts of Los Angeles. You might trace this back to a cultural obsession with shadows and spotlights, drawing a line from Hollywood noir — in which long shadows and unlit corners represent the criminal underworld — to the contemporary politics of surveillance. 13 The light reveals what hides in the dark.

When I think of Los Angeles, I picture Glendale Boulevard in Atwater Village, a streetcar suburb converted into a ten-lane automobile moonscape. People say they like this street for its wall of low-slung, pre-war storefronts, home to record stores and restaurants. To me, it’s a never-ending, vertiginous tunnel of light. I squint to avoid the glare from the white stucco walls, bare pavement, and car windows. From a climate perspective, bright surfaces are good; they absorb fewer sun rays and lessen the urban heat-island effect. But on an unshaded street they can also concentrate and intensify local sunlight."



"At one time, they did. “Shade was integral, and incorporated into the urban design of southern California up until the 1930s,” Davis said. “If you go to most of the older agricultural towns … the downtown streets were arcaded. They had the equivalent of awnings over the sidewalk.” Rancho homes had sleeping porches and shade trees, and buildings were oriented to keep their occupants cool. The original settlement of Los Angeles conformed roughly to the Law of the Indies, a royal ordinance that required streets to be laid out at a 45-degree angle, ensuring access to sun in the winter and shade in the summer. Spanish adobes were built around a central courtyard cooled by awnings and plants. 15 As the city grew, the California bungalow — a low, rectangular house, with wide eaves, inspired by British Indian hill stations — became popular with the middle class. “During the 1920s, they were actually prefabricated in factories,” Davis said. “There are tens of thousands of bungalows, particularly along the Alameda corridor … that were manufactured by Pacific Ready-Cut Homes, which advertised itself as the Henry Ford of home construction.” 16

All that changed with the advent of cheap electricity. In 1936, the Los Angeles Bureau of Power and Light completed a 266-mile high-voltage transmission line from Boulder Dam (now Hoover Dam), which could supply 70 percent of the city’s power at low cost. Southern Californians bought mass-produced housing with electric heating and air conditioning. By the end of World War II, there were nearly 4 million people living in Los Angeles County, and the new neighborhoods were organized around driveways and parking lots. Parts of the city, Davis said, became “virtually treeless deserts.”"



"It’s easy to see how this hostile design reflected the values of the peak automobile era, but there is more going on here. The destruction of urban refuge was part of a long-term strategy to discourage gay cruising, drug use, and other “shady” activities downtown. In 1964, business owners sponsored another redesign that was intended, in the hyperbolic words of the Los Angeles Times, to finally clear out the “deviates and criminals.” The city removed the perimeter benches and culled even more palms and shade trees, so that office workers and shoppers could move through the park without being “accosted by derelicts and ‘bums.’” Sunlight was weaponized. “Before long, pedestrians will be walking through, instead of avoiding, Pershing Square,” the Times declared. “And that is why parks are built.” 19"



"High-concept architecture is one way to transform the shadescape of Los Angeles. Street trees are another. Unfortunately, the city’s most ubiquitous tree — the iconic Washington robusta, or Mexican fan palm — is about as useful in that respect as a telephone pole.

Palm trees have been identified with southern California since 1893, when Canary Island date palms — the fatter, stouter cousin — were displayed at the Chicago World’s Fair. On the trunk of one of those palms, boosters posted the daily temperatures at a San Diego beach, and the tree itself came to stand for “sunshine and soft air.” In his indispensable history, Trees in Paradise, Jared Farmer traces the palm’s transformation from a symbol of a healthy climate to a symbol of glamour, via its association with Hollywood. 26

Despite that early fame, palm trees did not really take over Los Angeles until the 1930s, when a citywide program set tens of thousands of palms along new or recently expanded roads. They were the ideal tree for an automobile landscape. Hardy, cheap, and able to grow anywhere, palm trees are basically weeds. Their shallow roots curl up into a ball, so they can be plugged into small pavement cuts without entangling underground sewer and water mains or buckling sidewalks. As Farmer puts it, palms are “symbiotic infrastructure,” beautifying the city without making a mess. Plus, as Mary Pickford once pointed out, the slender trunks don’t block the view of storefronts, which makes them ideal for window-shopping from the driver’s seat. The city’s first forester, L. Glenn Hall, planted more than 25,000 palm trees in 1931 alone. 27

Hall’s vision, though, was more ambitious than that. He planned to landscape all of Los Angeles’s roads with 1.2 million street trees. Tall palms, like Washingtonia robusta, would go on major thoroughfares, and side streets would be lined with elm, pine, red maple, liquidambar, ash, and sycamore. A Depression-era stimulus package provided enough funds to employ 400 men for six months. But the forestry department put the burden of watering and maintenance on property owners, and soon it charged for cutting new tree wells, too. Owners weren’t interested. So Hall concentrated his efforts on the 28 major boulevards that would serve the 1932 Olympics — including the now-iconic Ventura, Wilshire, Figueroa, Vermont, Western, and Crenshaw — and committed the city to pay for five years of tree maintenance. That may well have bankrupted the tree planting program, and before long the city was urging property owners to take on all costs, including the trees themselves.

This history partly explains the shade disparity in Los Angeles today. Consider the physical dimensions of a major city street in Hall’s time. Between the expanding road and narrowing sidewalks was an open strip of grass, three to ten feet wide, known as the parkway. Having rejected a comprehensive parks system, Los Angeles relied on these roadside strips to plant its urban forest, but over time the parkways were diminished by various agencies in the name of civic improvements — chiefly, road widening. 29 And the stewardship of these spaces was always ambiguous. The parkways are public land, owned and regulated by the … [more]
losangeles  trees  shade  history  palmtrees  urbanplanning  electricity  inequality  2019  sambloch  mikedavis  urban  urbanism  cars  transportation  disparity  streets  values  culture  pedestrians  walking  heat  light  socal  california  design  landscape  wealth  sidewalks  publictransit  transit  privacy  reynerbanham  surveillance  sun  sunshine  climatechange  sustainability  energy  ericgarcetti  antoniovillaraigosa  environment  realestate  law  legal  cities  civics 
april 2019 by robertogreco
Introducing Transit Insights, a Visual Tool to Track Transit Ridership in American Cities - TransitCenter
[See also: http://insights.transitcenter.org/

"Transit Insights displays changes in public transit ridership, service characteristics, and demographics for the 55 most populous U.S. Metropolitan Statistical Areas (MSAs) and their transit agencies. TransitCenter partnered with Axis Maps to build the tool.

Transit data are from 2006 to 2017, collected from the National Transit Database (NTD). The highest-ridership transit agencies per MSA are displayed individually, and the rest are aggregated into “Other.” Agency data are assigned by headquarter location for MSA-level tabulations. Bus ridership includes “unlinked passenger trips” (UPTs) on local, express, commuter, and trolley buses. Rail ridership includes UPTs on light, heavy, commuter, hybrid, and streetcar rail, as well as on monorail and cable car. Transit ridership and other indicators are reported for all modes. All transit indicators are presented as percent change.

Demographic data are from the U.S. Census Bureau's 5-year American Community Survey estimates from 2010 to 2016. Jobs data are from the U.S. Census Bureau’s Longitudinal Employer-Household Dynamics estimates from 2010 to 2015. All demographic indicators are presented as absolute, percentage point change, except for total population, median household income, and density (presented as percent change).

Transit service shapefiles and frequency designations are from 2018. Interline exported the data from the TransitLand API. Transit service shapefiles for Memphis, Tennessee and Richmond, Virginia are unavailable. Note: low-frequency service is only visible by zooming in from the regional map view.

View the data dictionary for term definitions. Download the ridership data by agency or export static images with the icons in the top right. Visit the project’s GitHub repository to learn more about the data collection, analysis, and production. Visit this repository to access scripts and documentation on exporting transit stop and route shapefiles. Email ridership@transitcenter.org with any questions, comments, or suggestions for improving Transit Insights."]
maps  mapping  transit  transportation  publictransit  us  2019 
april 2019 by robertogreco
Where Exactly Is “the Bay Area”? | SPUR
"The San Francisco Bay Area has long been understood as a region made up of the nine counties that touch the Bay. This definition has a simplicity that other large metro areas lack; not all can be organized around a natural feature that is significant in geologic time and scale. But the nine-county border doesn’t always hold. The reality today is that counties such as Merced and San Joaquin are growing quickly and housing more and more of the people who work in the nine counties.

SPUR has launched a multi-year project, the SPUR Regional Strategy, to develop a civic vision for the Bay Area over the next half-century. The goal is to collectively imagine what kind of region we want to be and develop an actionable set of strategies to get us there. Addressing many of our current regional challenges — such as job access, housing affordability and congestion — will require working at many scales: at the local level with cities, at the nine-county level with regional agencies and sometimes at the level of the Northern California megaregion.

Given this, is the traditional nine-county definition the correct scale for this project? Should we consider including more counties? Or should we look instead at systems instead of counties?

To answer these questions, SPUR gathered experts, looked to other efforts to define geographies, and studied maps and data to decide which scale(s) will work best for addressing the region’s greatest challenges."
bayarea  sanfrancisco  norcal  cities  urban  urbanism  urbanplanning  transportation  transit  policy  population  2018  spur  megaregions 
june 2018 by robertogreco
Transit Agencies Must Sell Freedom – Remix
"Some of you may have watched the recent Winter Olympic Games, during which, Toyota ran several ads highlighting individual mobility. The core message: celebrate the notion of freedom. Yet, absent from these commercials were actual vehicles.

Vehicle manufacturers have long sold themselves as purveyors of freedom. For decades in America, the purchase of a vehicle was not just a financial transaction, but the key to personal freedom. Through their commercial, Toyota was similarly connecting the notion of athletic freedoms to the personal freedoms granted by their vehicles.

[image]

On the other hand, public transportation is often portrayed as an alternative to driving, or the option you use when driving is too expensive or unavailable to you. But at its core, there is no difference between the function of a private vehicle and a public transportation vehicle. Both are used to get you from wherever you are to where you want to be.

The Freedom Frame

Willful motion is a basic characteristic of life. Being able to move when you want and go where you want is a core element of personal freedom. In my work as a transit planner, I’ve found that when I am able to describe my work in the context of personal freedom, people engage. I believe that more transit agencies should use this “Freedom Frame” to plan, promote, and communicate their services to showcase the benefit they bring to their communities.

Using such a ‘Freedom Frame’ to talk about our work has several advantages.

1. It keeps the focus on what matters most to people — their ability to access destinations quickly and affordably.[1]

2. It allows you to transform beyond the individual experience and plan for a type of collective freedom.

3. It allows you to tap into the broader transportation market.

Fortunately, there are more and more tools becoming available to transit planners to measure transit freedom. These tools are known as transit accessibility analysis, isochrone analysis, or in the Remix world, Jane. Using Jane to estimate the accessibility for different demographics, such as low-income, minority, youth or seniors, has allowed me to make the transit Freedom Frame relevant to diverse audiences, and gain broad-based support for potential service changes.

[images]

Freedom is Greater Than Efficiency

Too often, our conversations about transportation and transit are focused on operational details or efficiency metrics — roadway capacity, vehicle delay, passengers per hour, vehicle loads, etc. But it turns out, that no one really cares about efficiency for efficiency’s sake. In my experience, people care about efficiency only to the extent that it allows them to do something they otherwise would not be able to do. In other words, if we cannot explain our efficiency enhancements in terms of expanded freedom, they will continue to be undervalued or actively resisted.

This reality has implications for both transit planning and marketing. As an example, transfers are essential for an efficient network. However, it’s very difficult for a rider to accept this trade-off and they often resist adding new transfers to a network. You can reduce some of this resistance by illustrating and quantifying the number of new places riders can get to with the new transfer. Mapping one’s transit freedom immediately encourages the public to to imagine new trips they could make rather than focusing on the inconvenience of the transfer.

Freedom as a Business Bottom Line

When marketing to local employers, quantifying the size of the workforce that is accessible to them because of transit speaks to them in terms of their bottom lines. If they can move their workforce on transit, they can rethink their parking strategies and needs. If employers have commute trip reduction goals or targets, for example, marketing transit to their employees starts to be in their own self-interest. In the case of a small business owner, illustrating the number of people who could potentially arrive at their doorstep because of the bus stop could change their perspective. They come to see the bus stop as a virtual on-street parking space that turns over much more frequently than an actual parking spot. Through this lens, they too, have an interest in supporting people using transit.

[images]

Collective Freedoms Enhance Individual Freedoms

Another significant challenge in transportation planning is that we tend to think about travel from our personal experience, which leads to individually optimized solutions. In transit we experience this, when certain customer groups approach us to ask what special service, or route, we can provide for them. Invariably the request stems from the desire to get a certain group or type of person to a specific type of destination to do a specific type of activity. Common examples include seniors getting to the grocery store, youth to a recreational center after school, a certain employer’s employees to their office building, or even concertgoers to a venue.

Approaching transportation from the perspective of the individual requires agencies to know a lot about each individual — where they live, where they’re they going, and when they’re going. Developing highly tailored services around individual trip patterns results in networks that are brittle (fragile to changes in the community) and less efficient. Further, optimizing for an individual will make the network less attractive to everyone but that individual.

To counter this trend, transit agencies need to pivot toward a collective approach. Begin by refocusing on freedom. At the core of each of those individual trips is the same desire, to get from where one is to where one wants to be. Connecting more people to more places more often will result in more seniors, more youth, and more employees reaching their destinations.

If we optimize a network for collective mobility, rather than individual trips, we will have a network that will enhance the individual freedoms for the greatest number of people. Not to mention, the network itself will be more resilient to change, more efficient, and require less specific knowledge about individual trips.

A Willingness to Pay for Freedom

The promise of freedom in transit is primarily sabotaged by its operating budget. The Freedom Frame however, has encouraged me to dramatically expand my vision beyond the limitations of an existing operating budget. We typically think about our current operating budget as the starting point for people’s willingness to pay for transit. For most small and even middle-sized transit agencies, this funding level is insufficient to provide freedom to the general population let alone our current passengers. This lens artificially limits transit’s potential.

I would challenge transit agencies to consider a “Freedom Frame” approach to funding. This changes the question from “How much should we spend on transit?” to “How much should we pay for the freedom to move?” As the automobile industry and Toyota have confirmed, people are willing to pay a lot of money for their personal freedom. Much more, in fact, than any transit agency’s operating budget.

For example, the two-county area surrounding Boise, Idaho, known as the Treasure Valley, is home to over 600,000 people. Residents of the Treasure Valley pay an estimated $1.5 billion per year on operating their own vehicles. By comparison, the transit operating budget for the Treasure Valley (including paratransit and demand response options) is $15 million — or one percent.

[images]

This single statistic explains:

1. Why transit currently provides little freedom in the Treasure Valley

2. The remaining market share of what transit could provide

Today, asking people to take transit in the Treasure Valley is like asking them to step out of a world of $1.5 billion of freedom and into a world of only $15 million of freedom. Our residents experience this loss of freedom in terms of the bus not coming often enough, not coming on the days they need, or not taking them to their needed destinations. Understandably, few people, compared to the entire population, choose transit[1].

Catch the Freedom Train

If people are willing to spend $1.5 billion on their own freedom, why are we limiting ourselves to incremental transit expansion programs? Could transit provide more freedom to more people with less money than the current arrangement?

Of course it can! So, why isn’t that our target? Why aren’t we telling this story in terms of freedom rather than in terms of transportation needs assessments, alternatives, efficiencies, or environmental impacts?

Transit is about providing more freedom to more people at a lower cost. And those costs are not only out-of-pocket financial costs but also lower social costs, lower land requirements, and lower environmental costs. These concepts of transit freedom are not new, but have been elevated through new technology that transit planners now have at their fingertips.

There is truth in Toyota’s advertising: when people are free to move, anything is possible. Whether looking at the past and the tunnels cut by hand through the Rocky Mountains, or the ribbons of asphalt and concrete that crisscross our country, or looking to the future with investments in automated vehicles, Hyperloops, etc., it is clear that anything is possible when you provide people the freedom to move. Transit agencies will be much more likely to realize the investments they need to remain relevant if they are able to tap into people’s desire to move freely."
transmobility  2018  transportation  transit  publictransit  freedom  efficiency  mobility  collectivism  fundign  government  trains  buses  stephenhunt 
may 2018 by robertogreco
Visualizing Transit-Rich Housing: What Would SB 827 Really Look Like?
"On January 4th, 2018, California State Senator Scott Wiener announced a series of proposed housing bills. By far the most attention has been directed at Senate Bill 827 (SB 827), which would override local zoning controls on height, density, parking minimums, and design review on properties within a certain distance of major public transit infrastructure.

I was really interested what that would look like on the ground in California, so I spent a few days attempting to make a map that would show how SB 827 would affect zoning as currently proposed. Please note that I am not an expert in this area, and that this map should only be used as a beginning point for the policy discussion around the bill and not for making any important decisions. I cannot state strongly enough that there are multiple errors with this map, due to missing and incorrect data, probable misinterpretations of the proposed law as written, bugs in my software, and multiple other reasons.

I make no warranties as to the correctness of this map, and by using this map, you agree that you understand that.

That all being said, let's look at the map! Feel free to play with it and scroll around the state, and then join me below the map for some discussion of SB 827 and what this map can tell us."
sb827  california  urban  urbanism  policy  housing  transit  publictransit  transportation  2018  scottwiener  zoning  cities  development  maps  mapping 
february 2018 by robertogreco
Gap Finder | AllTransit
"Enter a location to see where households are underserved by transit.

Public transit is critical to a successful and equitable economic infrastructure. However, even places that have access to transit can include gaps where underserved communities would benefit from improved service. This tool reveals where transit improvements could provide the most impact by highlighting underserved areas where demand is strongest."
transit  transportation  publictransit  maps  mapping  inequality  accessibility  access 
february 2018 by robertogreco
Reasons To Be Cheerful
"I’m starting an online project here that is an continuation and extension of some writing and talks I’ve done recently.

The project will be cross-platform—some elements may appear on social media, some on a website and some might manifest as a recording or performance… much of the published material will be collected here.

What is Reasons To Be Cheerful?

I imagine, like a lot of you who look back over the past year, it seems like the world is going to Hell. I wake up in the morning, look at the paper, and go, "Oh no!" Often I’m depressed for half the day. It doesn’t matter how you voted on Brexit, the French elections or the U.S. election—many of us of all persuasions and party affiliations feel remarkably similar.

As a kind of remedy and possibly as a kind of therapy, I started collecting good news that reminded me, "Hey, there's actually some positive stuff going on!" Almost all of these initiatives are local, they come from cities or small regions who have taken it upon themselves to try something that might offer a better alternative than what exits. Hope is often local. Change begins in communities.

I will post thoughts, images and audio relating to this initiative on whichever platform seems suitable and I’ll welcome contributions from others, if they follow the guidelines I’ve set for myself.

These bits of good news tend to fall into a few categories:

Education
Health
Civic Engagement
Science/Tech
Urban/Transportation
Energy
Culture

Culture, music and the arts might include, optimistically, some of my own work and projects, but just as much I hope to promote the work of others that has a proven track record.

Why do I do this? Why take the time? Therapy, I guess, though once in awhile I meet someone who has the connections and skills but might not be aware of some of these initiatives and innovations, so I can pass the information on. I sense that not all of this is widely known.

Emulation of successful models- 4 guidelines

I laid out 4 guidelines as I collected these examples:

1. Most of the good stuff is local. It’s more bottom up, community and individually driven. There are exceptions.

2. Many examples come from all over the world, but despite the geographical and cultural distances in many cases others can adopt these ideas—these initiatives can be utilized by cultures other than where they originated.

3. Very important. All of these examples have been tried and proven to be successful. These are not merely good IDEAS; they’ve been put into practice and have produced results.

4. The examples are not one-off, isolated or human interest, feel-good stories. They’re not stories of one amazing teacher, doctor, musician or activist- they’re about initiatives that can be copied and scaled up.

If it works, copy it

For example, in an area I know something about, there was an innovative bike program in Bogota, and years later, I saw that program become a model for New York and for other places.

The Ciclovia program in Bogota"
davidbyrne  politics  urban  urbanism  bogotá  curitiba  addiction  portugal  colombia  brazil  brasil  jaimelerner  cities  society  policy  qualityoflife  economics  drugs  health  healthcare  crime  ciclovia  bikes  biking  bikesharing  activism  civics  citybike  nyc  medellín  afroreggae  vigariogeral  favelas  obesity  childabuse  education  casamantequilla  harlem  civicengagment  engagement  women'smarch  northcarolina  ingridlafleur  afrotopia  detroit  seattle  citizenuniversity  tishuanajones  sunra  afrofuturism  stlouis  vancouver  britishcolumbia  transportation  publictransit  transit  velib  paris  climatechange  bipartisanship  energy  science  technology  culture  music  art  arts  behavior  medellin 
january 2018 by robertogreco
How to make the Bay Area's tangle of public transit options less chaotic - San Francisco Business Times
"Have you ever tried to transfer from BART to Muni downtown, entering and exiting separate gates after you walk up and down two sets of stairs? Or made the same maneuver transferring from Caltrain to BART in Millbrae? The transfer takes minutes when it should take seconds — and that’s just one way the Bay Area’s transit system can bewilder riders.

SPUR, the region’s urban policy think-tank, just released a hulking 51-page report on how to make the Bay Area’s transit systems less chaotic. Much of the conversation surrounding public transit woes centers on funding shortfalls and overcrowding.

But there's another issue: when there are 27 different Bay Area transit systems, it's difficult for people to use them. The sheer number of intersecting systems makes the Bay Area arguably the most complex public transit network in the country, the report notes. “The Big 7” agencies — Muni, BART, AC Transit, Caltrain, VTA, SamTrans and Golden Gate Transit — each have more than 9 million riders a year.

“I ran into these problems when my family visits. They learned how to use BART but nothing else,” Ratna Amin, SPUR’s transit policy director, said at a panel discussion on Tuesday announcing the report. “While we like transit, we don’t use it because it’s too uncertain.”

It’s not just her family, of course.

There’s been a 14 percent drop in public transit usage per capita in the Bay Area since 1991. Aside from Dallas, Houston and Atlanta, that's biggest decrease among large metro areas. That’s bad company to be in if you care about transit-oriented development, traffic, the environment and making life better for 29 percent of Bay Area commuters who pass a county boundary to get to work every day.

The report notes that the region’s “divergent maps, schedules and fares to uncoordinated capital planning and investment” plays a big role. Part of that decline is because “having so many different transit systems makes it harder for riders to understand and use the services available to them,” SPUR notes.

How can policymakers ease the tension?

The report doesn’t just call for all-out consolidation among agencies because that could be onerous. It does call on state legislators to think of ways to provide financial incentives for just that. SPUR’s interviews found “some apathy among stakeholders about” solving the problem because “state and federal transit funding programs have not emphasized integration.”

SPUR mostly lays out a mixture of small and ambitious steps. They include designing new signage and a region-wide map to be more like New York and London’s signature looks; improving revenue-sharing between agencies; standardizing fares; and using bus fleets more efficiently by letting them provide more service across counties.

The shining example of Bay Area transit agencies working together was the creation of the Clipper Card in 2010. The service allows riders to use one re-loadable card across bus and rail systems. But that system has a major flaw: it includes several different fare structures, penalizing people who switch transit operators. Fixing this would require improved revenue sharing, the report notes.

The group also calls out the Metropolitan Transit Commission, the state-authorized transit coordinator in the region, for stopping short of requiring transit operators to change routes and business rules. For example, there are still no timed transfers from BART to feeder buses, the report said.

SPUR found in interviews that MTC also has strained relationships with its operators.

Planning easier transfers for riders is also important because major transit hubs will soon come online. Those hubs include the Valley Transit Authority’s BART-Silicon Valley Extension to San Jose, Caltrain’s Downtown Extension in San Francisco and the Municipal Transportation Agency’s Central Subway.

“We have shortcomings to identify — interagency disputes, transit lines that stop at one boundary,” State Senator Jim Beall said Tuesday morning at the panel. “if we were starting from scratch, no one would invent the transit system we have in the Bay Area.”"
bayarea  transportation  transit  publictransit  sanfrancisco  bart  muni  trains  2017  sanjose  marin  vta  smart  oakland  caltrain  publictransportation  marincounty 
november 2017 by robertogreco
Solving the Bay Area's Fragmented Transit Dilemma
"The last time I wrote about Bay Area public transportation, my final conclusion was that the region needed to consolidate all of its disparate operators into a single agency, much like the MTA in New York or New Jersey Transit in the entire state. I have since significantly revised my stance on this subject, but before I get into that, I want to first direct you to an interesting statistic compiled by the MTC, the Bay Area’s metropolitan planning organization:

[chart: "The Bay Area is the only metro area in the country without a primary transit operator."]

So even in America’s famous preference for local and decentralized government, the Bay Area stands outs. There is no primary transit operator here who has managed to capture a majority of the region’s transit riders. There is only a hopelessly disjointed patchwork of more than two-dozen local agencies (click here for map) an arrangement that is failing to provide a seamless transit service that would be expected of a world-class region. Back in 2009, the MTC noted this problem in its Annual Report:
“We have multiple layers of decision-making and service delivery -- 28 separate transit agencies, each with its own board, staff and operating team, that confound efforts to deliver a regional system passengers can understand and effectively navigate, and that can keep pace with changes in demand. And at times we … have made decisions to invest in system expansion when reinvesting in the existing system might have been the wiser choice.”


And they have since failed to do anything meaningful about it. The status quo is supported by band-aid fixes and duct tape and disappoints on multiple fronts, but these three are the most significant:

First of all, there is no standardized visual guideline that determines what station signage, vehicle design, nomenclature, and maps look like. Each agency has different names for the same thing (e.g. Limited, Rapid), uncoordinated schedules, dissimilar visual guidelines (colors, fonts, logos), and most perplexing of all, there is a procession of maps of all shapes, sizes, and colors that confound earnest attempts from tourists and locals alike to navigate the system. Just designing and displaying a unified map that realistically displays every route and different levels of service would go a long way to facilitate wayfinding."



[continues]
edmundxu  bayarea  transit  transportation  trains  2017  bart  sanfrancisco  sanjose  marin  vta  smart  oakland  caltrain  publictransit  publictransportation  marincounty 
november 2017 by robertogreco
Bay Area transit fails to put riders first - San Francisco Chronicle
"The northern terminus of SMART, the new passenger-rail system in the North Bay, is the Sonoma County Airport Station in Santa Rosa. But after my 8-year-old son and I flew in, we learned the airport is more than a mile from the train.

There is as yet no dedicated shuttle from plane to train. My son wasn’t up for walking. A public bus that would get us nearer to the train wouldn’t show up for hours. Uber wasn’t picking up, and my Lyft app kept crashing. The four cabbies outside the airport refused to take us on such a short, cheap trip.

The Bay Area is our richest large metropolitan region because it skillfully connects the world. But if you need to make transit connections in the Bay Area, good luck.

Lured by this summer’s preview rides on SMART, I recently spent three days navigating the Bay Area sans car. I enjoyed trains, ferries and buses. But I was bewildered by the failure of a place famous for integrating culture and technology to integrate its own infrastructure and transportation.

The SMART train is eventually supposed to reach the Larkspur Ferry Terminal, a 35-minute boat ride from San Francisco. But the first segment ends 2 miles short of the ferry. There’s a bike path to the terminal, and a bus station in San Rafael that can get you to the ferry, but that bus ride would take 26 minutes. We opted for an Uber and got there in eight minutes.

We shouldn’t have hurried: The ferry left 10 minutes late. But on a clear day, we enjoyed views of the Golden Gate Bridge. At the Ferry Building, I bought my son ice cream at Gott’s.

After meetings in San Francisco, we went to BART’s Embarcadero Station, heading for Oakland Airport and a flight home. But the first six trains were too full to board. BART is a system built for 60,000 riders that moves more than 400,000 daily. The system badly needs more cars, better maintenance, governance that isn’t dominated by unions and a second tunnel under the bay.

When the seventh train arrived, we pushed our way in. “That’s rude,” said one rider.

“We’re from L.A.,” I replied.

We made the flight, but the day produced sticker shock. The four-station ride from San Francisco to Oakland’s Coliseum Station, from which a tram takes you into the airport, cost $10.20 each. Add that to my $11.50 ferry ticket (my son’s was $5.75), the $9 Uber ride to the ferry, the $11.50 one-way fare on SMART (kids are half-price), and $10 for the airport cab ride, and our journey was pushing $70. In L.A., a Metro ride is just $1.75, with free transfers.

A few days later, I was back in San Francisco, contending with delays on the local Muni system, when I needed to get to San Jose, a city BART doesn’t quite reach yet. That meant riding Caltrain. BART and Caltrain share a station in Millbrae, but the schedules aren’t synchronized, meaning possible delay. So I walked 25 minutes from BART’s Powell Street Station to the Caltrain at Fourth and King.

In San Jose, I disembarked at Diridon Station, which may have a bright future as the northern end of high-speed rail. But for now, it is just another setting for connection frustration, as I waited a half-hour for a train on Santa Clara County’s VTA system.

The next day, to get to San Jose Airport, I took Caltrain to the Santa Clara Station, which offers a VTA bus shuttle. But the bus driver refused to open the bus door for 15 minutes, even during a brief rain. And the shuttle took a meandering route with a stop at a soccer stadium.

If the Bay Area is ever going to be the design-savvy ecotopia of its dreams, it must combine transit systems and put the rider’s needs first. Right now, using transit there makes you feel powerless. And that should be unacceptable in California’s most powerful region."
bayarea  transit  transportation  trains  2017  bart  sanfrancisco  sanjose  marin  vta  smart  oakland  caltrain  joematthews  publictransit  publictransportation  marincounty 
november 2017 by robertogreco
SFTRU - San Francisco Transit Riders
"SF Transit Riders is a rider-based grassroots advocate for world-class transit in San Francisco"
muni  sanfrancisco  publictransit  transit  grassroots 
november 2017 by robertogreco
A map of San Francisco's subway system that almost was
"The original 1956 plan for the Bay Area Rapid Transit system was way more complex on paper than it is in reality. Designer Jake Coolidge has imagined a universe in which this full plan was implemented. And even though it doesn't involve filling in the Bay or underground rocket trains or pyramids, it does complement world-building for any tales about an alternate reality San Francisco rather nicely."
maps  mapping  bart  history  sanfrancisco  bayarea  1956  jakecoolidge  trains  transit  publictransit  classideas 
march 2017 by robertogreco
Bay Area 2050: the BART Metro Map
"Introduction
The BART Metro Map consolidates the Bay Area’s existing transit — currently spread over two dozen different transit agencies — and aggregates proposed, planned, and under-construction projects. The map envisions a “best-case scenario,” in which every proposal currently under consideration around the Bay has been funded and constructed (wishful thinking, of course). As we trudge down Geary on the 38, jam ourselves into rush hour BART, or as CalTrain experiences yet another delay, this map imagines an integrated, reliable, and truly regional transit future.

Purpose
The Bay Area has over two dozen different transit agencies. The lack of coordination and the competition for funds costs our region economically both in terms of inefficient government spending on poorly planned routes, and lost productivity due to poor service for commuters. In addition, as the population in nearly every city around the Bay grows, it is clear that our current infrastructure is inadequate to handle future growth, much less the recent tech boom. Although proposals and plans have sprung up left and right to augment transit capacity and service in the 9 counties, in isolation it can be difficult to visualize how these different projects would improve transportation in the Bay.

I’ve created this map to help people understand what is being considered and what our transit future could look like with more funding and more commitment from local governments. You can also take a look at SPUR’s hypothetical unified Bay Area rail map and CalUrbanist’s map of current regional rail.

Jump below for a comprehensive list of the projects referenced in this map, as well as an explanation of the style."

[See also: http://sf.curbed.com/2016/6/23/12017204/bart-metro-map-bay-area-future-plans

Another project: http://www.jakecoolidgecartography.com/regional-rapid-transit-bay-area.html

And more: http://www.jakecoolidgecartography.com/regional-rapid-transit-bay-area.html
]
maps  mapping  bart  muni  sanfrancisco  bayarea  trains  transit  publictransit  2050  future  adamsusaneck  spur  caltrain  classideas 
march 2017 by robertogreco
Why Are BART Trains So Loud? | Bay Curious | News Fix | KQED News
"Also, Kolesar says BART’s banshee wail is not a mistake. It isn’t the result of some design mishap. It came from a conscious engineering choice.

Engineers had to make a trade-off back when they started building BART more than 50 years ago. They decided to make the wheels solid axle — or connected — so that they rotate at the same rate. Kolesar says that makes the trains quiet on the straightaways, which constitute a majority of BART’s tracks. But because of the design, one of the wheels ends up getting dragged against the rail on turns, which causes that high-pitched squeal.

“So one wheel has to be sliding while the other is rolling,” Kolesar says. “Or they both have to be slightly sliding, because they are turning at different speeds going around that bend. It just makes noise.”

Now there is a plan to make BART quieter. New train cars will have tapered wheels that drag less on the rail. That will help a little. But there’s a bigger change coming with the new cars.

Kolesar says the “the doors are the key.” No matter what you do, the wheels will always squeal a little. The current doors let in lots of that sound, but the new trains will have better insulated doors that could make the trains two or three times as quiet.

Again, we’ve got to wait a few years to enjoy that kind of relative quiet. All the old squealing cars won’t be replaced until around 2021."
classideas  bart  sanfrancisco  transportation  transit  trains  2016  noise 
march 2017 by robertogreco
The Future of Cities – Medium
[video (embedded): https://www.youtube.com/watch?v=xOOWk5yCMMs ]

"Organic Filmmaking and City Re-Imagining

What does “the future of cities” mean? To much of the developing world, it might be as simple as aspiring to having your own toilet, rather than sharing one with over 100 people. To a family in Detroit, it could mean having non-toxic drinking water. For planners and mayors, it’s about a lot of things — sustainability, economy, inclusivity, and resilience. Most of us can hope we can spend a little less time on our commutes to work and a little more time with our families. For a rich white dude up in a 50th floor penthouse, “the future of cities” might mean zipping around in a flying car while a robot jerks you off and a drone delivers your pizza. For many companies, the future of cities is simply about business and money, presented to us as buzzwords like “smart city” and “the city of tomorrow.”

I started shooting the “The Future of a Cities” as a collaboration with the The Nantucket Project, but it really took shape when hundreds of people around the world responded to a scrappy video I made asking for help.

Folks of all ages, from over 75 countries, volunteered their time, thoughts, work, and footage so that I could expand the scope of the piece and connect with more people in more cities. This strategy saved me time and money, but it also clarified the video’s purpose, which inspired me to put more energy into the project in order to get it right. I was reading Jan Gehl, Jane Jacobs, Edward Glaeser, etc. and getting excited about their ideas — after seeing what mattered to the people I met in person and watching contributions from those I didn’t, the video gained focus and perspective.

If I hired a production services outfit to help me film Mumbai, it would actually be a point of professional pride for the employees to deliver the Mumbai they think I want to see. If some young filmmakers offer to show me around their city and shoot with me for a day, we’re operating on another level, and a very different portrait of a city emerges. In the first scenario, my local collaborators get paid and I do my best to squeeze as much work out of the time period paid for as possible. In the second, the crew accepts more responsibility but gains ownership, hopefully leaving the experience feeling more empowered.

Architect and former mayor of Curitiba Jaime Lerner famously said “if you want creativity, take a zero off your budget. If you want sustainability, take off two zeros.” It’s been my experience that this sustainability often goes hand-in-hand with humanity, and part of what I love about working with less resources and money is that it forces you to treat people like human beings. Asking someone to work with less support or equipment, or to contribute more time for less money, requires a mutual understanding between two people. If each person can empathize for the other, it’s been my experience that we’ll feel it in the work — both in the process and on screen.

Organic filmmaking requires you to keep your crew small and your footprint light. You start filming with one idea in mind, but the idea changes each day as elements you could never have anticipated inform the bigger picture. You make adjustments and pursue new storylines. You edit a few scenes, see what’s working and what’s not, then write new scenes. Shoot those, cut them in, then go back and write more. Each part of the process talks to the other. The movie teaches itself to be a better movie. Because organic is complicated, it can be tricky to defend and difficult to scale up, but because it’s cheap and low-resource, it’s easier to experiment. Learning about the self-organizing, living cities that I did on this project informed how we made the video. And looking at poorly planned urban projects reminded me of the broken yet prevailing model for making independent film in the U.S., where so many films are bound to fail — often in a way a filmmaker doesn’t recover from — before they even begin.

Jane Jacobs said that “cities have the capability of providing something for everybody, only because, and only when, they are created by everybody.” I’ve worked on videos for companies, for the guy in the penthouse, for nobody in particular, in the developing world, with rich people and poor people, for me, for my friends, and for artists. I’m so thankful for everybody who allowed me to make this film the way we did, and I hope the parallels between filmmaking and city building — where the stakes are so much higher — aren’t lost on anyone trying to make their city a better place. We should all be involved. The most sustainable future is a future that includes us all.

“The Future of Cities” Reading List

(There’s a longer list I discovered recently from Planetizen HERE but these are the ones I got into on this project — I’m excited to read many more)

The Death and Life of American Cities by Jane Jacobs
The Triumph of the City: How Our Greatest Invention Makes Us Richer, Smarter, Greener, Healthier, and Happier by Edward Glaeser
Cities for People and Life Between Buildings by Jan Gehl
The Well-Tempered City: What Modern Science, Ancient Civilizations, and Human Nature Teach Us About the Future of Urban Life by Jonathan Rose(just came out — incredible)
Walkable City: How Downtown Can Save America, One Step at a Time by Jeff Speck
The City of Tomorrow: Sensors, Networks, Hackers, and the Future of Urban Life by Carlo Ratti and Matthew Claudel
Happy City: Transforming Our Lives Through Urban Design by Charles Montgomery
Dream Cities: Seven Urban Ideas That Shape the World by Wade Graham
Connectography: Mapping The Future of Global Civilization by Parag Khanna
Delirious New York by Rem Koolhaas
Low Life and The Other Paris by Luc Sante
A History of Future Cities by Daniel Brook
Streetfight: Handbook for the Urban Revolution by Janette Sadik-Khan and Seth Solomonow
Tactical Urbanism: Short-term Action for Long-Term Change by Mike Lydon & Anthony Garcia
Living In The Endless City, edited by Ricky Burdett and Deyan Sudjic

“The Future of Cities” Select Interviewees:
David Hertz & Sky Source
Vicky Chan & Avoid Obvious Architects
Carlo Ratti: Director, MIT Senseable City Lab Founding Partner, Carlo Ratti Associati
Edward Glaeser: Fred and Eleanor Glimp Professor of Economics, Harvard University Author of The Triumph of the City
Helle Søholt: Founding Parner & CEO, Gehl Architects
Ricky Burdett: Director, LSE Cities/Urban Age
Lauren Lockwood, Chief Digital Officer, City of Boston
Pablo Viejo: Smart Cities Expert & CTO V&V Innovations, Singapore
Matias Echanove & Urbz, Mumbai
Janette Sadik-Khan: Author, Advisor, & Former NYC DOT Commissioner
Abess Makki: CEO, City Insight
Dr. Parag Khanna: Author of Connectography
Stan Gale: CEO of Gale International, Developer of Songdo IBD
Dr. Jockin Arputham: President, Slum Dwellers International
Morton Kabell: Mayor for Technical & Environmental Affairs, Copenhagen
cities  urban  urbanplanning  urbanism  bikes  biking  cars  singapore  nyc  losangeles  janejacobs  jangehl  edwardglaeser  mumbai  tokyo  regulation  jaimelerner  curitiba  nantucketproject  carloratti  vickchan  davidhertz  hellesøholt  rickyburdett  laurenlockwood  pabloviejo  matiasechanove  urbz  janettesadik-khan  abessmakki  paragkhanna  stangale  jockinarputham  slumdwellersinternational  slums  mortonkabell  urbanization  future  planning  oscarboyson  mikelydon  anthonygarcia  danielbrook  lucsante  remkoolhaas  dayansudjic  rickyburdettsethsolomonow  wadegraham  charlesmontgomery  matthewclaudeljeffspeck  jonathanrose  transportation  publictransit  transit  housing  construction  development  local  small  grassroots  technology  internet  web  online  communications  infrastructure  services  copenhagen  sidewalks  pedestrians  sharing  filmmaking  film  video  taipei  seoul  santiago  aukland  songdo  sydney  london  nairobi  venice  shenzhen  2016  sustainability  environment  population  detroit  making  manufacturing  buildings  economics  commutes  commuting 
december 2016 by robertogreco
Mini Metro
[More at: https://www.macstories.net/reviews/game-day-mini-metro/ ]

[See also: https://itunes.apple.com/us/app/mini-metro/id837860959

"Mini Metro, the sublime subway simulator, now on iPhone and iPad.

• BAFTA-nominated
• IGF award-winning
• Over 250,000 copies sold on desktop

Mini Metro is a game about designing a subway map for a growing city. Draw lines between stations and start your trains running. Keep your routes efficient by redrawing them as new stations open. Decide where to use your limited resources. How long can you keep the city moving?

• Random city growth means each game is unique
• Eleven real-world cities will test your planning skills
• A variety of upgrades so you can tailor your network
• Normal mode for quick scored games, or Extreme for the ultimate challenge
• Compete against the world every day with the Daily Challenge
• Colourblind and night modes
• Responsive soundtrack created by your metro system, engineered by Disasterpeace

"If you love the city-planning aspect of Sim City but can't handle the pressure of playing god, then you may have just found your new favorite time-waster." - Ashley Feinberg, Gizmodo

"Take my word for it that a game about mass-transit system design can be a tense, white-knuckle thriller." - Owen Faraday, Pocket Tactics

"Mini Metro: fun game simulates planning and running public transit system." - Cory Doctorow, Boing Boing"]
games  videogames  ios  android  subways  transportation  publictransity  transit  gaming 
october 2016 by robertogreco
The Long History of America's Constitutionally-Challenged 'Border Zones' | Atlas Obscura
"The extension of Customs and Border Patrol's mandate to a 100-mile zone has alarmed civil liberties' groups for years."

"Recently Maria Abi-Habib, a journalist at the Wall Street Journal, had a troubling experience. As she detailed on Facebook (picked up by Motherboard), customs agents at Los Angeles airport tried to take her phones after grilling her for an hour—something she protested as a violation of her rights. But it went further than that. "My rights as a journalist or U.S. citizen do not apply at the border," she wrote, "since legislation was passed in 2013 giving DHS very broad powers."

This is true, but the meaning of "border", a concept that one normally assumes is a hard line, has been shifting for much longer than that. In particular, a technical definition in federal regulations established in 1953 has resulted in 100-mile “border zones,” sometimes encompassing entire states, and some groups becoming increasingly alarmed by the implications of such wide-ranging border areas.

In 1952, the government authorized the United States Border Patrol (initially established in 1924) to patrol “all territory within 25 miles of a land border” and board and search vehicles for illegal aliens, according to the website of its successor agency, the U.S. Customs and Border Patrol (CBP). Immigration officers—then and now—receive their authority from Title 8 of the Code of Federal Regulations. Currently, section 287 of Title 8 of the Code of Federal Regulations authorizes immigration officers to search and interrogate, without warrant, any person suspected of being in the United States illegally within a “reasonable distance” of any external boundary of the United States. In 1953, the Department of Justice amended section 287.1 of 8 CFR to define “reasonable distance” as 100 miles, a distance the American Civil Liberties Union insinuates was arbitrarily determined.

“[O]ther than their presence in these publications, there is no public history as to why the Justice Department chose 100 miles as the ‘reasonable distance’ from the border under the INA. It may simply be that 100 miles has a history of being the distance considered to be reasonable regarding the availability of witnesses for examination, responses to subpoenas, and numerous other discovery issues under other federal laws,” the ACLU notes in their fact sheet on the issue.

Given that over two-thirds of the U.S. population lives within 100 miles of an external boundary, the ACLU and others argue that the 100-mile distance—coupled with the expanded mandates afforded to immigration officers as part of the “wars” on drugs and terrorism—creates “border zones” where ordinary American citizens could be caught up in warrantless searches and interrogations with no legal recourse.

Journalist Todd Miller provided a gripping depiction of the alarming scenario in a 2013 article written for the Nation, which he opened with a dramatic recounting of U.S. citizen Shena Gutierrez’s detention by CBP agents in Arizona:
Shena Gutierrez was already cuffed and in an inspection room in Nogales, Arizona, when the Customs and Border Protection (CBP) agent grabbed her purse, opened it, and dumped its contents onto the floor right in front of her. There couldn’t be a sharper image of the Bill of Rights rollback we are experiencing in the US borderlands in the post-9/11 era.


While Gutierrez’s story is a gripping reminder of the protections provided by the Bill of Rights—and the brutality that could be visited upon any citizen if those protections are undermined—it’s reasonable to question whether such a blatant violation of citizens’ rights could occur to any person living in Maine, Vermont, or any of the other states entirely within the 100-mile zone without public outcry.

According to a 2013 blog post from the National Constitution Center, the ACLU and other groups are overstating the threats to constitutional rights within the border zone. Citing two 2009 analysis papers from the Congressional Research Service, the NCC argues that because border agents must have a reasonable suspicion of criminal activity, and because they can only search individuals who have recently crossed the border, most searches should not violate the Fourth Amendment’s protection against unlawful search and seizure; the NCC does, however, note that searches at border stops and airports do not require reasonable suspicion.

The requirement of “reasonableness” has, in fact, been used by federal courts to uphold the legality of warrantless searches in the border zone, as Kate Huddlestone notes in a legal note published in the Yale Law Journal examining the constitutionality of Texas House Bill 2 vis-a-vis the burden it places on undocumented immigrants within border zones. Essentially, because people live and work in border zones, immigration officers must have a reasonable suspicion to conduct a search; if border zones were purely areas of transit (like an airport), officers could (and, as we all know, do) search everyone, no suspicion required.

Of course, illegal searches can and do happen, all the time. But the 100-mile border zones established over 70 years ago may not be the Constitution-free lands of unauthorized search and seizure some fear. Regardless, the border zones serve as a timely reminder that national borders aren’t as cut-and-dry as putting up a wall."
border  borders  us  mexico  2016  policy  law  legal  airports  transit  migration  canada  maine  vermont  arizona  borderpatrol 
august 2016 by robertogreco
Los Angeles Future Rail & BRT | Transit Maps by CalUrbanist
"Transporting the masses has always been a zero-sum game in Los Angeles. L.A. was built by streetcars; then modern L.A. was built around the car. Only recently have Angelenos begun to realize that any metropolis of 16 million*, no matter how lowrise, cannot live on roads alone. The long-term project to rebuild the Red Car network got underway in the ’80s, but 2008 was a turning point. That’s when voters approved Measure R, a 30-year tax to, among other things, build multiple Metro Rail lines. This fall, voters will get an opportunity to double down on Measure R by raising the tax, making it permanent, and building more lines. The map below is based on that proposition, Measure M. It also includes a couple of unrelated projects that are largely funded and likely to happen. Stylistically, the diagram draws on clean and simple Central European examples. (* Depending on how you measure it, there are somewhere between 13 and 19 million people in Greater Los Angeles.)"
losangeles  transportation  future  transit  publictransit  trains  measurer  measurem  maps  mapping  lightrail  metro 
august 2016 by robertogreco
Transit Maps: Apple vs. Google vs. Us — Medium
"Transit maps are beautiful. You see them plastered on bus shelters and subway stops. Your parents kept one in their pockets. You might have one burned into your brain.

A transit map is much more than a list of stations. It’s the underlying anatomy of your city. It shows how people move, how neighbourhoods are connected, and how your craziest city adventures begin.

Of course, transit maps are also incredibly functional: they’re abstract diagrams that show you how your transit system works. They have rigid lines and fixed-angles. While they’re not geographically accurate, they do a pretty good job of helping you figure out how to get from A-to-B. Every transit line has a different colour, and intersecting lines show you where to transfer.

You can ask any transit agency designer: creating a transit map is a painstaking process. Transit agencies put lots of thought into making diagrams that are equally beautiful and functional…

…although no two cities approach transit maps exactly the same way.
Which is great!

Unless you’re trying to design a transit map for every city in the world.

Imagine that: every transit line in every city, condensed into one, single, beautiful, curvy, map. Millions of stops, thousands of lines, hundreds of agencies.

Google Maps and Apple Maps have tried to do it, but we thought we could do better.

They have lots of resources. We don’t. But then again… we have Anton.

In this post, we’ll show you how Anton, our algorithm alchemist, took on both Apple and Google. He’ll be posting a technical follow up soon, so if you’re into that, we’ll let you know on Twitter. (If you want to take our word for it though, maybe just download our app? See our transit maps in all their titillating, unadulterated glory.)"
maps  mapping  application  ios  mobile  android  iphone  googlemaps  applemaps  apple  google  transit  transitapp  publictransit  2016  design 
july 2016 by robertogreco
San Francisco’s transit system stopped being polite and got real about complaints on Twitter - Vox
"Wednesday was a rough day for two of the biggest public transit systems in the US. First, the Washington, DC, Metro shut down its train service for 29 hours Wednesday for safety inspections. Then on Wednesday night, electrical problems caused delays on the Bay Area Rapid Transit (BART) network.

And when BART customers complained on Twitter about yet another delay, the people behind the system's Twitter account started getting real.

Rather than a cheerful, anodyne apology for the delay and a promise to do better, they detailed the systemic problems afflicting mass transit in the Bay Area and elsewhere. They told their customers the truth: These issues aren't easy to fix, and Wednesday's delays are unlikely to be the last.

[embedded tweets]

This isn't just a Bay Area problem — its transit agency is just being unusually honest. Mass transit systems throughout the US are in very, very bad shape. A study in 2010 by the Federal Transit Administration found that 26 percent of rail mass transit systems were in poor or marginal condition.

An association of most of the nation's largest transit systems — including BART and DC's WMATA — reported in 2015 that transit systems need $104 billion in backlogged repairs in order to bring them up to good working order. They're not getting it, and the backlog keeps growing."
sanfrancisco  bayarea  bart  transit  masstransit  publictransportation  transportation  2016 
march 2016 by robertogreco
Amid Renaissance, Tijuana Looks to Improve Transit
"Tijuana may finally be making progress on improving its public transit.

It’s been a long time coming. The city’s current bus fleet, for instance, is made up of secondhand U.S. school buses, painted in multicolor and privately run. The city’s mayor has acknowledged the issue.

But Tijuana has begun construction on a 23-mile bus rapid transit system – a higher-quality bus service with dedicated lanes, larger and nicer stations and more regular service. It’s expected to be finished in less than a year and will run up to the Puerta Mexico, the Mexican side of the San Ysidro Port of Entry.

The city has also has laid out plans for a light-rail system that links up to the Mexican portion of the railroad known as the Desert Line, or the Via Corta, which is also being renovated for use as a cargo train at night and a passenger train during the day.

Those plans, however, are still just plans. It’s far from a sure thing they’ll ever come to pass.

Oscar A. Cortes, executive coordinator of Binational Relations for the Federation of Civil Engineers from Mexico, said these improvements were a long time coming, but now they’re needed to continue the urban revitalization Tijuana’s gone through in recent years.

“But to continue to do this, we need to pay attention to how we move people,” Cortes said in Spanish.

The BRT will go from Florido, in the southeastern part of Tijuana, to Puerta Mexico, running down Avenida Revolucion and on highways beside the Tijuana River Channel. The project has been in the planning stages for the past four years. It received a grant of roughly $50 million from the Mexican government. Known as La Ruta Troncal or Ruta 1, the BRT will provide service to an estimated 300,000 passengers daily, for the price of a little less than a dollar per ride, said Cortes.

The renovation of the Via Corta, a freight rail that runs from Tecate to Tijuana, is still in its conceptual stages, with plan proposals and studies under way.

The company that’s handling the renovation of the freight line, as well as the Baja government, both presented their visions for the cross-border train and urban light-rail line during the October meeting of a binational group focusing on bridge and border crossing issues, said a spokesperson of the Bureau of Western Hemisphere Affairs at the State Department.

“Right now, this railroad doesn’t do anything,” Cortes said, in Spanish. “It’s causing big economic delays in the region because we can’t use it.”

A trolley system proposal has also been laid out in a planning document from the Baja secretary of infrastructure and urban development. It is proposed to span about 20 kilometers in Tijuana and could serve 65,000 passengers and would ultimately connect with Via Corta. But it’s is in the very early stages and doesn’t have a funding source yet, Cortes said.

BRT projects have been the public transit of choice in many cities in Latin America, said Dario Hidalgo, director of integrated transport at EMBARQ, a World Resources Institute program that helps the Mexican government oversee public transportation projects it finances.

“Most cities have chosen BRT and bus improvements for its cost-effectiveness,” said Hidalgo. “There are some initiatives for light rail and rail in Tijuana, but as with any federal funding they need to go through an evaluation process and many projects don’t make a cut.”

San Diego’s business community is keeping a close eye on Tijuana’s public transit investments."
tijuana  sandiego  mexico  border  borders  transit  transportation  2015  mayasrikrishnan  busrapidtransit 
december 2015 by robertogreco
No one cares about your jetpack: on optimism in futurism - Dangerous to those who profit from the way things areDangerous to those who profit from the way things are
"This review [http://paleofuture.gizmodo.com/tomorrowland-is-like-watching-a-jetpack-eat-itself-1706822006 ] of Disney’s Tomorrowland (and others like it that I have read) got me thinking about something I was asked at the Design In Action summit last week in Edinburgh. I was there participating in the “Once Upon a Future” event, where I read a story called “The Dreams in the Bitch House.” It’s about a tech sorority at a small New England university. And programmable matter.

After I did my keynote and read my story, I did a Q&A. After a few questions, someone in the audience asked: “Why so negative?”

I get this question a lot. I’ve been involved in a couple of “optimistic” science fiction anthologies, namely Shine (edited by Jetse de Vries) and Hieroglyph (edited by Kathryn Cramer and Ed Finn). But people don’t invite me to these because I’m an optimistic person. In fact, it’s usually quite the opposite. Evidence:

[https://www.youtube.com/watch?v=InDOzrtS42M ]

When I was trained as a futurist (I have a Master’s in the subject), I was taught to see the whole scope of a problem. That’s at the root of design thinking. The old joke about designers is that when someone asks how many designers you need to change a lightbulb, the designer asks “Does it need to be a lightbulb?” Because really, what the room needs is a window. When people talk about innovation, that’s what they mean. A re-framing of the issue that helps you see the whole problem and approach it from another angle.

America’s problem is not that it needs more jetpacks. Jetpacks are not innovation. Jetpacks are a fetish object for retrofuturist otaku who jerked off to Judy Jetson, or maybe Jennifer Connelly’s character in The Rocketeer. “We were promised jetpacks!” they whine. Yeah, dude, but what you got was Agent Orange. Imagine a Segway that could kill you and set your house on fire. That’s what a jetpack is.

Jetpacks solve exactly one problem: rapid transit. And you know what would help with that? Better transit. Better telepresence. Better work-life balance. Are jetpacks an innovative solution to the problem of transit? Nope. But they sure look great with your midlife crisis.

But railing against jetpacks isn’t an answer to the question. Why so negative? Three reasons:

1) We have more data than we used to, and we’re obtaining more all the time.

Why don’t we fantasize about life in space like we used to? Because we know it’s really fucking difficult and dangerous. Why don’t we research things like food pills any more? Because we know eating fibre helps prevent colon cancer. We know those things because we’ve done the science. The data is there, and for every piece of technology we use, we accumulate more. It’s hard to argue with that vast wealth of data. At least, it’s hard to do so without looking like some whackjob climate change denier.

2) Less optimistic futures have the power to comfort the afflicted and afflict the comfortable.

When people ask me, “Why can’t you be more positive?” what I hear is, “Why can’t you tell me a story that conforms to my narrative and comforts me?” Because discomfiting futures have real power. As Alf Rehn notes:
What we need, then, is more uncommon futurism. A futurism that cares not a whit about what’s hot right now, who remain stoically unimpressed by drones and wearable IT, and who instead take it as their job to shock and awe CEOs with visions as radical as those of the futurists of yore. We need futurism that is less interested in agreeing with contemporary futurists and their ongoing circle-jerk, and who takes pride in offending and disgusting those futurists who would like to protect the status quo.


The truth is that the horrible dystopia you’re reading about is already happening to someone else, somewhere else. What makes people nervous is the idea that it could happen to them. That’s why I have to keep sharing it.

3) The most harmful idea in this world is that change is impossible.

Octavia E. Butler said it best: “The only lasting truth / is Change.” And yet, we act like change is impossible. Whether we’re frustrated by policy gridlock, or rolling our eyes at Hollywood reboots, or taking our spouses on the same goddamn date we have for for twenty years, we act as though everything will remain the same, forever and ever, amen. But look around you. Twenty years ago, thinks were very different. Even five years ago, they were different. Look at social progress like gay marriage. Look at the rise of solar power. Look at the shrinking of the ice caps. Things do change, they are changing, and they will change. And not all of those changes will be positive. Not all of them will be negative, either. But change does occur. Rather than thinking of change as a positive or a negative, as utopian or dystopian, just recognize that it’s going to happen and prepare yourself. Futurists don’t predict the future. We see multiple outcomes and help you prepare for them.

In the end, the lacklustre performance of Tomorrowland at the box office has nothing to do with whether optimism is alive or dead. It has to do with changing demographics among moviegoers who know how to spot an Ayn Rand bedtime story when they see one. There are whole generations of moviegoers for whom jetpacks don’t mean shit, whose first memories of NASA are the Challenger disaster. And you know what? Those same generations believe in driverless cars, solar energy, smart cities, AR contacts, and vat-grown meat. They saw the election of America’s first black president, and they witnessed a wave of violence against young black men. They don’t want the depiction of an “optimistic” future. They want a future where their concerns are taken seriously and humanely, with compassion and intelligence and validation. And that’s way harder than optimism."
culture  future  futurism  discourse  madelineashby  2015  tomorrowland  alfrehn  dystopia  octaviabutler  optimism  pessimism  realism  demographics  aynrand  race  establishment  privilege  drones  wearables  power  innovation  jetpacks  telepresence  transit  transportation  work  labor  scifi  sciencefiction  systemsthinking  data  retrofuturism  climatechange  space  food  science  technology  change  truth  socialprogress  progress  solar  solarpower  validation  compassion  canon  work-lifebalance 
june 2015 by robertogreco
Why One Silicon Valley City Said “No” to Google – Next City
"Big money and even bigger egos are colliding in the tech world’s new company towns."



"In 2012, Mountain View and Google entered into a $222,000 annual contract for Google to pay for city planning staff to handle all the reviews needed to get Google’s projects off the drawing board and into construction phases. Today, that contract is valued at $377,838. While the city normally charges companies an hourly rate for municipal services, the vetting of Google projects required more hours than the city had available. Instead of rejecting the company’s plans outright for lack of staff, Mountain View asked Google to fund the hiring of two additional planners. It was an unusual arrangement, the kind usually reserved for corporate polluters that must pay for large-scale government cleanups.

The agreement to have Google subsidize public servants didn’t necessarily raise many local eyebrows. After all, like it had before, Google solved the problem it had created, albeit by playing a major role in government affairs.

But local will for such involvement appears to have waned. In rejecting the vast majority of Google’s campus expansion, the Mountain View city council also rejected most of the company’s $240 million community benefits package, from the bike lanes and affordable housing, to the $15 million public safety center and ecological restoration, all planned at Google’s behest and design.

The vast majority of the North Bayshore area was instead granted to LinkedIn, which offered far fewer community benefits, but had one major factor in its favor: It’s not Google.

The political climate for tech companies in the Bay Area is, to a great extent, confused. The Googles of the world are blamed for a sharp rise in the cost of living and an increased strain on public services and infrastructure, but at the same time, no one can deny the huge boost they’ve given local government coffers.

Still, there is a discrepancy between the billions of dollars these companies make and the checks they write to the local governments that host them.

The sales tax model that served California cities for decades doesn’t work in the knowledge economy. While Apple remits local tax on the products it sells, Google and Facebook don’t collect sales tax on the digital ads we click away and the data we unwittingly share. Community benefit deals can potentially bridge the gap between those taxes and impacts, but they allow companies to determine which civic projects should be priorities. Facebook might want more police and Google might want more local ecology — but what do residents want?

If cities want to take greater control of their future, they’ll have to create and enforce new tax revenue streams — something Mountain View council member Lenny Siegel says he is working toward.

Without a significant local tax burden, companies can afford to drive policies and services, superseding the role of local government and advancing their own ideology. When that ideology includes bike lanes and public school support, this arrangement might work well.

But in a region in the grips of a controversial housing crisis spurred in no small part by an influx of high-paid tech talent, Silicon Valley companies on the whole appear comparatively disinterested in funding the affordable homes these cities so desperately need."



"Big companies in small cities are bound to exert some of their own power, either purposefully or passively. Much of this seems inevitable — it’s how this valley was named “Silicon” decades ago. But these companies are no longer dealing just in silicon. Regardless of Google’s loss in North Bayshore, soon Mountain View will feature Google-designed cars running on Google-funded roads planned by Google-paid city engineers. Where they once built semiconductors and software, tech is shaping the future of human communication, infrastructure, transit, law and collective lived experience — all the things that make up a city."

[Related: “New Balance Bought Its Own Commuter Rail Station [in Boston]: Instead of asking the cash-strapped public-transit system to add a stop, the company simply paid for one itself.”
http://www.theatlantic.com/business/archive/2015/05/new-balance-bought-its-own-commuter-rail-station/392711/ ]
siliconvalley  google  mountainview  california  infrastrcuture  taxes  2015  susiecagle  government  governance  economics  publictransit  transportation  housing  law  transit  boston 
may 2015 by robertogreco
How Washington Derailed Amtrak - NationalJournal.com
"WHO'S TO BLAME for this sad state of affairs? It depends whom you ask. To conservatives, America has a second-rate train system because the government is running it. Republican Rep. John Mica of Florida, a longtime Amtrak skeptic, told me it was both a "Soviet-style" and "third-world" passenger service. If by "Soviet-style," he meant that labor costs are out of whack, it's true that a 2009 report by the Amtrak Office of Inspector General found the company's infrastructure workers to be 2.3 times more expensive annually than their European counterparts. And if by "third-world," he meant that Amtrak is often bumbling and incompetent, it's true that Acela's cars were originally built four inches too wide, preventing them from handling curves with any deftness. (The problem was eventually solved.)

To liberals, however, the problem is that the government hasn't invested nearly enough. After all, countries that boast more advanced systems support their trains with public subsidies that Amtrak could only dream of. (Britain's private rail network, for instance, received roughly $8 billion from the government last year.)

In November 2011, Robert Dove, a managing director at the Carlyle Group, the D.C.-based asset-management firm, delivered a presentation to the annual meeting of the U.S. High Speed Rail Association (USHSR), a lobbying-cum-cheerleading group formed shortly after Obama's election. Dove began his slide show with the usual embarrassing stats about America's high-speed-rail ineptitude (290 million annual high-speed-rail passengers in Japan; 3 million in America). He went on to estimate that for the Northeast Corridor alone to facilitate legitimate bullet-train travel, up to $117 billion in improvements were necessary. (Amtrak itself, in a 2012 plan that will probably never come to fruition—New York to Boston in 94 minutes!—put the number at $151 billion.) "You will not find the private sector willing to come in at the construction stage or the development stage," he warned. For that, the government would have to pick up the tab. Only at that point would you "find people like me very, very willing to come in and buy it." In other words, to get to the conservative dream of a privatized Amtrak, you would first have to pursue the liberal path of spending a massive amount of public money.

Dove's plan might be more realistic if we conceived of Amtrak as a piece of infrastructure—like a bridge or a tunnel—rather than as a for-profit corporation that can't quite turn a profit. "This is a public service," argues Andy Kunz, president of USHSR. "Our highways don't make a profit. Our airports don't make a profit. It's all paid for by the government." (Together, the Highway Trust Fund and the Federal Aviation Administration receive about 45 times what Amtrak does, through subsidies and gas taxes.)

That line of thinking isn't persuasive to everyone, evidently. In 2008, the last time a major Amtrak reauthorization was passed, Congress introduced a game-changing new rail policy: The law stipulated that, on all routes except for long-distance and Northeast Corridor trains, the states had to pay for trains' operating costs, while the feds would still handle the bulk of any needed investments. In theory, this was a good idea. Not only did it get more potential funders and political partners involved, but it was probably more fair. "Otherwise," as Railway Age contributing editor and Amtrak maven Frank Wilner puts it, "the federal government is robbing St. Petersburg to pay St. Paul, extracting a handling fee as the money flows through Washington.""
trains  us  amtrak  2015  transportation  transit  rail  highspeedrail  highspeed 
april 2015 by robertogreco
Engineering a mass-transit app for a city without mass-transit - Quartz
"In 2014, a research collaboration between the University of Nairobi, Columbia University’s Center for Sustainable Urban Development, Groupshot, and MIT’s Civic Design Lab yielded a project dubbed “Digital Matatus”. Their goal was to develop a better understanding of Nairobi’s informal transit system.

To get the data, a team of volunteers were armed with GPS-tracking cellphones, and told to ride the matatus as usual.

Using that raw data, researchers cobbled together an exhaustive list of matatus routes, arrival times, and stop locations. They then converted it into GTFS, which is the standard way for transit agencies to publish their scheduled data on the web.

The final step was to comb through the chaos of that data, and find out how Nairobi’s informal transit system was functioning in vivo.

When they saw the findings, they were shocked.

Despite the lack of government coordination between matatus, the market doesn’t yield a slapdash tangle of contradictory bus lines.

Instead, it responds to demand with a surprisingly logical transit network.

There is a remarkable method to the madness: matatus follow 130 regular routes, congregate around the same stops, and do so at frequencies designed to maximize revenue.

The network isn’t perfect: downtown routes are often jammed, and less popular areas can be under-served. But for a system without any centralized planning, Nairobi’s performs rather well.

And when the researchers printed their findings out onto a map, they looked surprisingly similar to the sort of systems we’ve mapped ourselves in Berlin, Toronto, and San Francisco!

What’s more amazing is that the matatu system has evolved to deal with congestion. An (albeit imperfect) equilibrium has been met between routes travelling down highways, arterials, and local roads. All things told, Nairobi’s informal transit system has adapted extremely well to extremely difficult circumstances.

Extremely difficult circumstances, but ones that haven’t deterred us.

Using the data collected from the Digital Matatu project, Transit App will be the first public transportation app to integrate Nairobi’s transit system.

Before, the lack of public transit information forced commuters to plan their day around the particular matatus they happened to be familiar with.

But now commuters in the city will have the flexibility to find which ride will get them to their destination at their own personal convenience. They can access a list of nearby routes — where to board, how frequently they arrive, and where they’ll stop.

And if riders need to go somewhere new? Our trip planner will tell them how to get there. This capability is important: one of the discoveries of the Digital Matatus project was that some Nairobians don’t take the most efficient routes — simply because they don’t know the options. Even Google Maps doesn’t support transit in Nairobi yet."

[Also available here: https://medium.com/@transitapp/hello-nairobi-cc27bb5a73b7 ]
nairobi  kenya  africa  informaleconomy  mobile  phones  transportation  publictransportation  masstransit  2015  technology  matatus  cities  urban  urbanism  digitalmatatu  transit  buses  application  transitapp  maps  mapping 
march 2015 by robertogreco
Minutes From a Meeting at the Bay Area Radical Transit Association Known as Lyft - The Awl
“Hey guys. I’ve got an idea. It’s kind of crazy, but stick with me. Getting around in cities, it kind of sucks, right? Things are far apart but it’s so crowded and the traffic is bad and you have to waste all this time driving, when you could be checking your email or your Twitter or playing Clash of Clans or whatever. And thousands—maybe millions—of people are facing this same dilemma. So, like, imagine if there were places you could go in the city, like designated spots, maybe like intersections or something in these densely populated areas, and these designated spots never changed, and if you went to them at certain times, you could pay a nominal fee to get into a vehicle of some kind that would just like take you to other spots within a designated area. And not just you, but like, practically anyone, like the public, man. We could call it…HotSpots. I know it’s like almost cheesy but I think it works really well because the spots are popular, like hot, and I really think that people will need something familiar, because like wireless hotspots, to wrap their head around this concept, because it’s so totally radical.”

“Wow. It could fail miserably because no one’s ever done anything like that, but we have to try. We just have to. Not just for the public. But for our investors.”

[via: https://twitter.com/karenmcgrane/status/573943818753605632 ]
humor  transportation  lyft  uber  masstransit  publictransportation  2015  siliconvalley  reinventingthewheel  cities  urbanism  urban  transit 
march 2015 by robertogreco
Third Los Angeles Project | Occidental College | The Liberal Arts College in Los Angeles
"A series of public conversations examining a city moving into a dramatically new phase in its civic development.

Los Angeles, as it finally builds a comprehensive public transit system and pays serious attention to its long-neglected civic realm, is in the midst of profound reinvention. Or perhaps it’s better to call it a profound identity crisis. Either way, the old clichés about L.A. clearly no longer apply. This is a city trying, and often struggling, to define a post-suburban identity.

At the same time, it’s important to remember that all of the things that L.A. is aiming to add (and in fact grew infamous around the world for lacking) in the post-war years -- mass transit, places to walk, civic architecture, forward-looking urban planning, innovative multifamily housing -- it actually produced in enviable quantities in the early decades of the 20th century. Contemporary L.A. also shares with that earlier city an anxiety about the environment, in contrast to the confidence about controlling nature that shaped Los Angeles in the post-war decades.

In the most basic sense, that’s why we’re calling the initiative the Third Los Angeles Project. We are not just entering a new phase. We are also rediscovering the virtues and challenges of an earlier one -- and acknowledging the full sweep of L.A.’s modern history.

In the First Los Angeles, stretching roughly from the city’s first population boom in the 1880s through 1940, a city growing at an exponential pace built a major transit network and innovative civic architecture.

In the Second Los Angeles, covering the period from 1940 to the turn of the millennium, we pursued a hugely ambitious experiment in building suburbia –- a privatized, car-dominated landscape –- at a metropolitan scale.

Now we are on the cusp of a new era. In a series of six public events, some on the Occidental College campus and others elsewhere, the Third Los Angeles Project will explore and explain this new city.

The Third Los Angeles Project is a unique collaboration between Occidental College, Southern California Public Radio and Christopher Hawthorne, professor of practice in the Urban & Environmental Policy Department at Occidental, as well as architecture critic at the Los Angeles Times since 2004. A corresponding academic course is running concurrent with the public events.

All events are open to the public and free of charge. Register by clicking on any of the events below:

Welcome to the Third Los Angeles - Thursday, Feb. 12, 7:30 PM
The series kicks off with an introduction to the goals and central themes of the Third Los Angeles project.

Post-Immigrant Los Angeles - Wednesday, Feb. 18, 7:30 PM
Immigration to Southern California peaked in 1990, and we’ve now entered a post-immigrant phase, with foreign-born residents likely to be more financially and culturally stable and better connected than they were a generation ago.

City of Quartz at 25 - Wednesday, Mar. 4, 7:30 PM
Arguably the most important book written about Los Angeles in the last four decades -- and easily the most controversial -- City of Quartz is about to turn 25.

A Debate over the New LACMA - Wednesday, Mar. 25, 7:30 PM
Architect Peter Zumthor’s plan to radically redesign the Los Angeles County Museum of Art has divided critics and architects in L.A. like no other proposal in recent memory.

The Future of the Single-Family House: New Housing Models for Los Angeles - Wednesday, Apr. 8, 7:30 PM
At once vulnerable and inviolate, a disappearing architectural species and the most protected building type in the city, the single-family house continues to play an outsize role in debates over architecture, planning and growth in Los Angeles."
losangeles  christopher  hawthorne  events  future  history  occidentalcollege  immigration  socal  urban  urbanism  cities  2015  cityofquartz  mikedavis  peterzumthor  development  transportation  transit  suburbia  housing  infilling  masstransit  architecture  thordlosangeles  futures  lacma 
february 2015 by robertogreco
Citymapper- the ultimate transit app- New York City, San Francisco, Chicago, Washington DC, Boston, London, Paris, Berlin, Madrid, Barcelona, Rome, Milan on the App Store on iTunes
"The ULTIMATE TRANSIT APP! * 2013 Apple's App of the Year (runner-up) * Apple Editor's Choice * Grand Prize Winner of MTA NYC App Quest 2013 * Best Overall Mobile App 2014 (GSMA/Mobile World Congress) * Designs of the Year 2014 - London Design Museum * Essential App of the Year- Stuff Magazine *

Live in: San Francisco, Chicago, New York City, Washington DC, Boston. London, Paris, Berlin, Madrid, Barcelona, Milan, Rome. (more coming)

- "Citymapper is quite simply the best travel app to be introduced to New York City"- NYTimes
- "The most useful app I have on my Phone."
- "Its reason alone to get an iPhone. It's that good."
- "Life changing. This app really changes the way you travel."
- "I never thought I could love an app so much."

Citymapper is reinventing the everyday urban transit app and making the large complicated city simple and usable. A to B trip planning, real-time departure data on all modes of transit where available, weather, alerts, disruptions, cab booking through Hailo and everything you need and may not even realize that you need to manage your life in the city."

[See also: https://citymapper.com
https://twitter.com/Citymapper ]
ios  iphone  applications  maps  mapping  cities  android  via:robinsloan  transit  tripplanning  publictransit  publictransportation  weather 
october 2014 by robertogreco
» seattle’s booming sd urban
"I’ve been blabbering to anyone who’ll listen about the density increase we witnessed in Seattle, from the Amazon-induced construction-on-every-block in South Lake Union just north of downtown, to the five-to-eight story buildings going up in every near-urban neighborhood. And it’s not anything new – Seattle has been building multi-unit housing at a rate twice that of San Diego for years (more data here)."



"Imagine if we had hundreds, if not thousands, of new units going into Hillcrest, North Park, Golden Hill and Mission Hills. Because that’s exactly what was happening in the similar neighborhoods of Seattle. And this rainy city is priming itself for the future after years of high unemployment by building the housing that its tech workforce requires. How is Seattle able to overcome NIMBY opposition to smart growth, while San Diego isn’t?

Seattle’s also building the mass transit and bike facilities younger workers seek, while raising its minimum wage to $15 as our mayor vetoes our much smaller increase. The Seattle metro’s unemployment rate is the nation’s lowest, at 5.9%. It’s the fastest-growing large metro in the country. I wonder where our city’s economy will be 20 years from now versus Seattle, as our skilled workers move away in search of affordable housing, our aging population continues to fight development, our hourglass economy worsens, and we continue to expand our freeways for ‘boomers in the ‘burbs."

[See also post about Denver: http://sdurban.com/?p=8974 ]
pauljamason  sandiego  seattle  cities  denver  urban  trasnportation  housing  planning  urbanplanning  transit  publictransit  bike  biking  2014 
august 2014 by robertogreco
The future resident of Helsinki will not own a car
"Ten years from now, transportation in Helsinki may operate very differently from the current system.

The service will be run by transportation operators, through which the regular citizen can buy all they want with a click. This does not only entail public transportation within the city, but also carpool, taxi, a train ticket to Tampere or parking fees in the city centre.

Few want to own their own car in future, when everything can be shared. If one wishes to travel from Puotila to Pukinmäki, the "route planner" of 2025 will provide information on where to change the city bike for a car due to impending rain, in addition to information on the fastest connection.

The City of Helsinki believes in the model so strongly that it plans to test it at the turn of the year with a few major employers in Vallila. Employers are being persuaded to join in by building a platform that enables employees to buy transportation services with their own funds.

Later, the experiment will also cover Kalasatama, or another new area."
cars  helsinki  transportationn  transit  mobility  urban  urbanism  finland  2014 
july 2014 by robertogreco
Here's the Amazing LA Rail Map That Measure R2 Could Fund - Cool Map Thing - Curbed LA
"Ready for a Green Line that doesn't go from nowhere to nowhere? A Crenshaw Line through West Hollywood? That's what Move LA, the transit lobbying group headed by former Santa Monica Mayor Denny Zane, advocates for in their "strawman" proposal for Measure R2, a sequel to Measure R's half-cent sales tax increase that would last 45 years and produce about $90 billion for transit projects (not to be confused with Measure J, an extension of the original Measure R that narrowly failed in 2012). Metro is considering an R2 (most likely for the 2016 ballot), but this is just a draft Move LA put together "to generate discussion," according to Streetsblog; that said, many of these projects are already on Metro's wishlist and the proposal is pretty realistic."
losangeles  transit  publictransit  transportation  maps  mapping  2014 
april 2014 by robertogreco
Centerline Transit
"Multiple organizations and Mid-City residents have formed the Mid City Mobility Coalition. Mobility consists of the various modes of transportation that people use, including walking, biking, and the use of public transit. The coalition gathers to discuss mobility issues including how our residents get to work, school, shopping, play and other important service destinations. Many of our Mid-City residents face transportation challenges because of increased bus fares, lack of truly alternative public transit options, and unavailable or unsafe bicycle routes and pedestrian walkways.

The Mid City Mobility Coalition is organizing a Candidates Forum for all candidates of Council Districts Seven and Three at which to discuss mobility issues. Two Committees have been formed to organize this important forum. The tentative date is still to be confirmed (planned for the last week of April or the first week of May).

We believe that our City Council Representatives need to be active advocates and leaders in the areas of alternative transportation and building walkable and accessible communities. Get involved! Collectively, our coalition will represent many thousands of constituents in the Mid-City region."
transit  transportation  sandiego 
march 2013 by robertogreco
The City from the Valley, 2012 | Stamen Design
"Fundamental shifts are underway in the relationship between San Francisco and Silicon Valley.

Historically, workers have lived in residential suburbs while commuting to work in the city. For Silicon Valley, however, the situation is reversed: many of the largest technology companies are based in suburbs, but look to recruit younger knowledge workers who are more likely to dwell in the city. An alternate transportation network of private buses—fully equipped with wifi—thus threads daily through San Francisco, picking up workers at unmarked bus stops (though many coexist in digital space), carrying them southward via the commuter lanes of the 101 and 280 freeways, and eventually delivers them to their campuses.

What does this flow tell us about Silicon Valley, and the City it feeds?"
privatebuslines  privatebuses  process  walkingpapers  observation  shuttles  googleshuttles  movement  commuting  alternatetransportationnetwork  buses  design  siliconvalley  transit  transportation  mapping  maps  2012  stamen  stamendesign 
september 2012 by robertogreco
Mapmaker, Artist, or Programmer? - Arts & Lifestyle - The Atlantic Cities
"Ultimately, almost everything I have been making tries to take the dim, distant glimpse of the real world that we can see through data and magnify some aspect of it in an attempt to understand something about the structure of cities," he says. "I don't know if that comes through at all in the actual products, but it is what they are all building toward."

The 39-year-old Fischer, who lives in Oakland, developed his cartographic interest while at the University of Chicago, when he came across the windy city's 1937 local transportation plan. (It was a "clearly insane plan" to replace the transit system with a massive freeway network, he recalls.) Until a few weeks ago Fischer worked as a programmer at Google, gathering the data that guides his projects in his spare time.
twitter  flickr  exploratorium  chicago  sanfrancisco  transportation  dataviz  transit  bigdata  urbanism  urban  discovery  geolocation  geotagging  ericjaffe  cities  google  datavisualization  datavis  data  interviews  2012  mapping  maps  ericfischer 
august 2012 by robertogreco
Flickr: Transport Timetables and Ticket SCANS.
"A group for people interested in railroad, bus and airline timetables and tickets. Extracts from historic and current schedules from North America, Australia and worldwide. Discuss urban and long distance rail and bus timetables. Shipping and ferry timetables are included.

SCANS of transport tickets and timetables are sort. Please do NOT post photos of people holding a ticket or timetable."
masstransit  publictransit  transit  transportation  tickets  flickr  airlines  global  world  australia  us  canada  northamerica  schedules  rail  trains  buses  timetables 
may 2012 by robertogreco
Hip Cities That Think About How They Work - NYTimes.com
"The story of young people, full of ambition, energy, skill and talent, moving to enticing cities that call to them like a siren’s song is as old as modern civilization. And in a world where national borders are easier to traverse, where more countries are joining the prosperous global middle class and where the cost of a one-way plane ticket is more affordable, young professionals probably have more cities to choose from than ever before.

This survey is not based solely on quality of life, number of trees or the cost of a month’s rent. Instead, we examine some cities that aim to be both smart and well managed, yet have an undeniably hip vibe. Our pick of cities that are, in a phrase, both great and good:

Aukland, Berlin, Barcelona, Cape Town, Copenhagen, Curitiba, Montreal, Santiago, Shanghai, Vilnus"
via:gpe  cities  aukland  newzealand  berlin  germany  barcelona  spain  españa  capetown  southafrica  copenhagen  denmark  curitiba  brasil  montreal  Quebec  canada  santiago  chile  shanghai  china  vilnus  lithuania  planning  urbanplanning  livability  glvo  urban  urbandesign  policy  transit  masstransit  publictransit  sustainability  smartcities  environment  design  brazil 
november 2011 by robertogreco
Mapnificent - Dynamic Public Transport Travel Time Maps
"Mapnificent shows you the area you can reach with public transport from any point in a given time. It is available for major cities in the US and world wide.
You may be interested to watch a video about what Mapnificent can do, read a blog post about how Mapnificent works or jump to the Mapnificent API Documentation.
Mapnificent was originally inspired by MySociety's Mapumental which is sadly still in private beta.
Mapnificent was created by StefanWehrmeyer."
mapnificent  cities  urban  maps  mapping  visualization  publictransit  local  time  transit  travel  transportation  urbanism  fieldtrips 
june 2011 by robertogreco
Public transportation: New bus-tracking technology comes to L.A. County - latimes.com
"Is the bus late? Or did I miss it? How much longer will I be standing here? Now Metro riders can call or go online to see exactly when their bus will arrive at a particular stop."
losangeles  buses  time  transportation  publictransit  transit  metro 
may 2011 by robertogreco
Week 16: Busman’s holiday | Urbanscale [Oh, the implications for our education system as well: swarm-like behavior, informal solutions, tech integration, light touch of government…]
"…despite South Africa’s clear desire to benefit from so-called “South-to-South” knowledge transfer, Curitiba- or Bogota-style BRT strategies have proven untenable…more supple solutions have appeared, notably rise of informal transportation sector…

…swarm-like behavior…relatively effortless way in which taxi operators have incorporated tech…endlessly fascinating…But SA government’s pragmatic response to rise of informal transit…particularly clever & inspiring…[explained]…This kind of light touch on part of gov extends at least some basic protections to riders, w/out imposing laggy top-down planning on system as whole.

Pieterse really got me thinking about potential of informal transit for my own city…seems to be one of those areas where architecture of safety regulation, labor laws, & other protective measures we embraced in society—for good & sufficient reason!—also inhibits emergence of more flexible & potentially more effective & sustainable modes of getting around."
adamgreenfield  urbanscale  transit  mobility  informal  lcproject  toapplytoeducation  policy  flexibility  sustainability  southafrica  density  laborlaws  society  startingover  leapfrogging  regulation  diggingoutfromunderweightoflegallayers  safety  2011  technology  informalsystems  grassroots  thecityishereforyoutouse  pragmatism  johannesburg  edgarpieterse 
april 2011 by robertogreco
Rahm Emanuel's Task: The Reinvention of the Great American City - James Warren - Politics - The Atlantic
"Now, however, cities and states are troubled, with some on the verge of insolvency. There are predictions of defaults and bankruptcies amid staggering financial woes, with anger spreading vividly in Madison and Indianapolis, and more surely to come.<br />
Chicago, too, has a huge budget deficit, an awful pension situation, a woefully inconsistent school system, high crime, persistent segregation and a declining mass transit system in need of capital investments. It thus offers a laboratory for dealing with all the great issues facing the country: education, housing, transit, infrastructure, jobs and health care."
rahmemanuel  2011  chicago  cities  laboratories  urban  urbanism  schools  crisis  transit  masstransit  crime  segregation  education  housing  infrastructure  health  healthcare  pensions 
february 2011 by robertogreco
Cars (again) - Charlie's Diary
"By around 2050, I'm fairly sure that the human-driven automobile will be a specialised race-track toy for gear-heads, much as horse-drawn carriages in the developed world are a quaint hobby or a deliberate affectation demanded by certain cultural groups (I'm thinking Amish here). Privately owned cars will exist, but will function more like a chauffeur-driven limo. They won't even need to be parked by your house; whistle and it'll come when you need it. Poor folks won't have their own car, they'll just have fractional reserve part-ownership of a vehicle — after all, even at peak rush hour, 95% of the UK vehicle fleet is parked up; we don't need one car per person, we just need available wheels whenever we want to go somewhere. By 2110, I figure driving a manually-controlled car around will be looked on the way we'd look on someone carrying a sword in public; at best it's a weird and archaic affectation, and at worst — call the police!"
cars  future  travel  robots  technology  cities  trains  transportation  transit  driving  2050  2010  charliestross  predictions 
december 2010 by robertogreco
Transportation Nation
"Transportation Nation combines the work of public radio newsrooms and their listeners as the way we build, rebuild and get around the nation changes. Listen and stay tuned for more. Learn more about some of the reporters on the project."

[See also: http://marketplace.publicradio.org/projects/project_display.php?proj_identifier=2010/05/27/transportation-nation ]
transportation  us  urban  design  transport  publictransit  buses  trains  airplanes  airports  cargo  freight  busrapidtransit  cars  sustainability  cities  economics  highspeed  pedestrians  privatization  taxis  subways  technology  transit  tricks  trucking  planning  journalism  highspeedrail  rail 
november 2010 by robertogreco
Is the Digital Age Changing Our Desire to Drive? » INFRASTRUCTURIST
"The citation is an article from Advertising Age about the diminished importance of the automobile in the digital age. The piece points out that in 1995 people age 21 to 30 accounted for roughly 21 percent of automobile-miles driven in the United States. By 2001 that figure had dipped to 18 percent, and in 2009 it had fallen below 14 percent. All this while the proportion of people in this age group actually increased.<br />
<br />
The reason for this change, according to some experts, is that technology is doing for today’s generation what the car did for previous ones—namely, providing a sense of freedom. For one thing, the Internet has made telecommuting more common."
transportation  transit  urbanism  housing  driving  demographics  workflow  infrastructure  cars  technology  trends  mobility  telecommuting 
november 2010 by robertogreco
¿Cuánto le falta al Transantiago?
"Ahora puedes saber cuánto falta para que llegue el bus que estás esperando, directamente en tu iPhone o teléfono con Android."
iphone  android  transit  transportation  applications  santiago  transantiago  chile  buses  ios 
september 2010 by robertogreco
Car Capacity Is Not Sacred | PubliCola - Seattle's News Elixir [via: http://bettyann.tumblr.com/post/1102798385]
"The crucial point is that car infrastructure not only encourages driving, it also sabotages mobility by any other means. It’s a vicious cycle: roads beget sprawl begets car dependence begets roads, and so on. And the result is an ever-expanding built environment in which walking, biking, and transit are not viable options.

The only way to break the vicious cycle is to invest our limited transportation dollars in infrastructure that will help make walking, biking, and transit more attractive than driving. And here’s where we need to start being honest with ourselves: If we are serious about creating a city in which significant numbers of trips are made by modes other than cars, then we will have to accept that driving will become less convenient than it is today."
cars  bikes  pedestrians  walking  biking  transit  transportation  energy  cities  policy  money  infrastructure  capacity  seattle  pugetsound  washingtonstate  convenience  change  cardependence  carcapacity 
september 2010 by robertogreco
Abogo Transportation Cost
"Abogo is a tool that lets you discover how transportation impacts the affordability and sustainability of where you live." [via: http://www.good.is/post/is-your-neighborhood-transportation-smart/]
economics  housing  transportation  transit  maps  mapping  comparison  sustainability 
august 2010 by robertogreco
Real-time Muni and BART predictions for iPhone - Routesy Bay Area
"Have another coffee. The train is still 15 minutes away.

Real-time predictions for San Francisco Muni and BART
Bookmarks for quick access to your favorite stops
GPS-enabled to help you find the nearest stop
Fully compatible with iOS 4.0"
applications  bayarea  sanfrancisco  transit  transportation  bart  muni  buses  trains  iphone  tcsnmy  ios 
august 2010 by robertogreco
Can the MTA Revolutionize the City's Bus System? -- New York Magazine
"The MTA has a simple, not very expensive ticket for improving how the city gets around: Revolutionize the bus. But can even the most sensible ideas get implemented these days?"
nyc  planning  subway  busrapidtransit  buses  transportation  mta  transit 
july 2010 by robertogreco
velo-city blog | NYC | Programs
"Velo City’s mission is to introduce youth from diverse under served communities to urban planning and design concepts, community involvement opportunities, and career options in architecture, landscape architecture, urban planning and design through the medium of cycling."

[See also: http://www.kickstarter.com/projects/991833446/cycling-exploring-the-city-bikesplorations ]
via:adamgreenfield  nyc  bikes  biking  kickstarter  landscape  activism  urban  urbanism  urbanplanning  architecture  community  civics  youth  design  velocity  transportation  transit  bikesplorations  classideas  tcsnmy 
june 2010 by robertogreco
The Man Who Could Unsnarl Manhattan Traffic | Magazine
"Kheel hoped that Komanoff’s work would support a plan to offer completely free public transit. But Komanoff found that the system would still be overloaded at rush hour. Drivers had to be encouraged to travel at different times of the day. So he devised a new plan, one that charged both drivers and transit riders different rates at different times. ... Buses are always free, because the time saved when passengers aren’t fumbling for change more than makes up for the lost fare revenue. ...

Komanoff’s plan is vastly more sophisticated than a simple bridge toll. Instead of merely punishing drivers, he has built a delicate system of incentives and revenue streams. Just as a musical fugue weaves several melodic lines into a complex yet harmonious whole, Komanoff’s policy assembles all the various modes of transportation into a coherent, integrated traffic system.""

[via: http://kottke.org/10/05/taming-manhattans-traffic ]
architecture  cities  cars  manhattan  nyc  statistics  traffic  transit  transport  economics  data  transportation  excel  energy  complexity  subways  math  urban  taxis  buses  chaleskomanoff 
may 2010 by robertogreco
Quo vadis guiri? Get on the bus with mycitytrip!
"Mi amigo Marco nunca coge el autobús, dice que es el medio de transporte menos accesible para alguien que viene de fuera. Y no me extraña. Para utilizar el bus tienes que, además de tener tiempo o ser tu única opción, conocer la ciudad con cierta soltura. Nada ha aprendido el bus del metro con sus planos y sus paradas bien señaladas en los recorridos, en los andenes y en el interior de los vagones.
via:adamgreenfield  buses  travel  staycation  tourism  subways  maps  mapping  online  mycitytrip  cities  urban  information  interaction  urbanism  services  servicedesign  transit  urbancomputing  mobility 
may 2010 by robertogreco
The End of the Automobile Era? | Planetizen
"On a recent Thursday in February, two disparate incidents in cities on opposite coasts may have signaled the end of the hundred-year ascendancy of automobiles in American life. In Portland, Oregon, the city council voted 5-0 to accept a new bike plan with the ambitious goal of increasing the percentage of people riding bikes from 6% (the highest of any big city in the country) to 25%. Three thousand miles away, on the opposite coast, the New York City Department of Transportation announced that they would make permanent the closing of Broadway to vehicle traffic."
cars  transportation  transit  us  bikes  biking  newyork  portland  oregon  nyc  gamechanging  cities  urban  urbanism 
april 2010 by robertogreco
Mejor en Bici - Gobierno de la Ciudad de Buenos Aires
"El Programa Bicicletas de Buenos Aires tiene como objetivo fomentar el uso de la bicicleta como medio de transporte ecológico, saludable y rápido. Este programa está en línea con las tendencias mundiales. Las grandes capitales del mundo, como París, Nueva York, Barcelona y Bogotá, han adoptado ya a la bicicleta como aliada estratégica para alivianar el problema del tránsito y para promover una Ciudad con prácticas sustentables."
buenosaires  argentina  bikes  biking  transit  transportation  activism  sustainability 
april 2010 by robertogreco
Worldchanging: Bright Green: Streetfilms: Fixing the Great Mistake of Planning for Cars
""Fixing the Great Mistake" is a new Streetfilms series that examines what went wrong in the early part of the 20th century, when our cities began catering to the automobile, and how those decisions continue to affect our lives today.
urbanism  transport  environment  energy  cities  history  sunbelt  cars  transit  travel  traffic  streetfilms 
march 2010 by robertogreco
Human Transit: vancouver: an olympic urbanist preview
"What's special about Vancouver? It's a new dense city, in North America...closest NA has come to building substantial high-density city - not just employment but residential - pretty much from scratch, entirely since WWII. I noted in an earlier post that low-car NA cities are usually old cities, because they rely on development pattern that just didn't happen after advent of the car. In 1945 Vancouver was nothing much: a hard-working port for natural resource exports, with just a few buildings even ten stories high. But look at it now.

Such sudden eruptions of residential density are common enough in Asia, but North American cities rarely allow them on such a scale. There are many explanations for how Vancouver did it, but at its core Vancouver had a fortunate confluence of the 3 essentials:

* Natural constraints that limited sprawl even in pro-sprawl late 20th century.
* Economic energy, especially in the boom years of 1990s & early 2000s.
* Planning & civic leadership."
vancouver  britishcolumbia  cascadia  canada  via:cityofsound  development  density  cities  northamerica  urban  urbanism  planning  transit  transportation  geography  bc 
march 2010 by robertogreco
Move SD
"Who We Are: Move San Diego was formed in January 2004 by citizens, environmentalists, bicyclists, pedestrians and transportation experts to build broad support for sustainable transportation systems and land-use policies. Click for information about our Board of Directors or Officers and Staff.

Vision: Convenient, on-time, healthy, sustainable transportation throughout the San Diego region.

Mission: Organize and serve a broad collaboration of people and organizations to prioritize, fund, and implement sustainable, healthy, convenient transportation and related land use solutions that get people and goods wherever they are going, on time, throughout the San Diego region."
sandiego  planning  transit  development  sustainability  activism  urban 
march 2010 by robertogreco
Why Portland’s Mass Transit Rocks | Autopia | Wired.com
"There’s no end to the things that make the system, called TriMet, awesome. Its customer interaction system is amazingly useful and includes a real live person to help plan trips if you call during business hours. Its iPhone app should be widely duplicated. The Fareless Square, which allows people to ride for free downtown or just across the Willamette River, lets people move quickly and easy around downtown. The Metropolitan Area Express (MAX) rail system seamlessly transitions from inter-city streetcar to intra-city commuter rail and remains best method of transport anywhere. And the system actively looks for ways to improve, regularly handing out surveys to get feedback from riders."
portland  oregon  transit  masstransit  transportation  infrastructure  trains  buses  lightrail 
december 2009 by robertogreco
Who Controls Data About Public Transportation? | Electronic Frontier Foundation
"How should city transit authorities treat independent software developers who make use of public schedule data? What approach results in the best experience for their passengers and customers? Two models appear to be emerging to answer this question. One, typified by NYC's MTA & DC's WMATA, sees schedule & related data as valuable intellectual property, to be zealously protected, licensed & monetized. So far, the results of this approach appear to have been bad press, irate passengers, wasted money & stymied innovation. The other model, typified by SF's SFMTA & Portland's TriMet, holds that encouraging independent developers to make free use of schedule information can both save the city money & foster innovative applications."
portland  oregon  sanfrancisco  nyc  washingtondc  transportation  opendata  government  transit  via:adamgreenfield  dc 
september 2009 by robertogreco
Worldchanging: Bright Green: Free Parking Isn't Free
"parking spaces can cost between $10,000 and $50,000 – typically more than the cost of the car that occupies it. High parking requirements can raise the price of homes and apartments by $50,000 to $100,000, a serious challenge to affordability." Not enough people complain about subsidized parking, not nearly as many as those that oppose subsidized mass transit, and thus we live in the cities that result.
transportation  cost  urbanplanning  urban  urbanism  price  subsidies  parking  policy  transit  cars  economics  planning  cities  zoning  development  society  environment  sustainability  regulation  sprawl  costs  us 
august 2009 by robertogreco
sit down man, you're a bloody tragedy: Brutalism, friend of the Pedestrian
"While for Banham the autopia of LA was Progressive, we can't be so sure. Signified in the UK by the point in the '70s related in Joe Moran's On Roads when, to the horror of the motoring lobby, the InterCity trains surpassed the motorways in speed, the car is no longer 'progressive'. In any sensible society it would be all but obsolete, a privatised mode of motion which not only carries rates of death in its wake that would never be accepted on any other kind of transport, but which carries in its train a landscape of endless sheds, retail parks and malls which, for all its cold fascination, is not one which even its defenders can be bothered to make a serious case for. Brutalism's most retrograde element, its attempt to 'recreate' a city for the pedestrian, must now strike us as its most progressive aspect - especially as it is precisely in these pedestrian spaces that Brutalism created a genuinely new space, a new way of moving around the city."
via:cityofsound  brutalism  trains  cars  transportation  cities  urban  urbanism  progress  mobility  transit  pedestrians 
july 2009 by robertogreco
GOOD » Carpooling Quietly Booms in San Francisco»
"This practice is appropriately known as “casual carpool” by locals. To anyone who’s tried to manage a daily commute from East Bay communities like Oakland or Berkeley into San Francisco, the benefits are immediately apparent. The passengers are freed from the rigid schedule of the Bay Area Rapid Transit trains. Missing a BART train can mean waiting 15 minutes for the next one, but the carpooling spots have a steady stream of cars, allowing for a fluidly unscheduled commute. The drivers, by carrying a carload of three or more people, get to use the fast, toll-free carpool lane for High Occupancy Vehicles on the Bay Bridge. They skip a $4 toll and the gridlocked traffic that builds up at the tollbooths."
sanfrancisco  transit  carpool  carpooling  social  trends  bayarea  slugging  casualcarpooling 
february 2009 by robertogreco
Munich's Metro Stressful, But It Goes Everywhere | Autopia from Wired.com
"Munich's transit system is a sprawling network of light rail, subway, tram and bus lines that reach every corner of a city inhabited by 1.3 million people. It's an amazing system, but it can be overwhelming if you're a foreigner exploring the Bavarian capital.
munich  vienna  masstransit  transportation  travel  germany  transport  metro  transit  cities 
february 2009 by robertogreco
Google Maps añade capa de tránsito para transporte público - FayerWayer
"Google Maps ha añadido una capa de tránsito para transporte público a los mapas de algunas ciudades. Ahora es posible ver vistas de las rutas de autobús, tren, y líneas de metro.

Este servicio solo está disponible en 59 ciudades del mundo, incluyendo ubicaciones importantes como Brasil, México, Chile y Venezuela."
maps  mapping  googlemaps  chile  santiago  metro  transit  publictransit 
january 2009 by robertogreco
Is green U.S. mass transit a big myth?
"There is a bit of a paradox within these numbers. In spite of them, it is always the green move for any individual to take existing mass transit over their car. That's because the transit is running anyway, so the incremental cost of carrying one more passenger is indeed less than just about any private vehicle. It is similarly green to carpool in somebody else's car that's going your way.
transit  energy  sustainability  climatechange  transportation  efficiency  policy  trains  green  cars  environment  us  via:tomc 
december 2008 by robertogreco
The Bourne Infrastructure « Magical Nihilism
"We started talking about the Bourne movies, and how, particularly the first and the last are set in Schengen - a connected, border-less Mitteleurope that can be hacked and accessed and traversed - not without effort, but with determination, stolen vehicles and the right train timetables. Again, the triumph of dematerialisation - but with a twist. Rather than Bond’s private infrastructure expensive cars and toys, Bourne uses public infrastructure as a superpower. A battered watch and an accurate U-Bahn time-table are all he needs for a perfectly-timed, death-defying evasion of the authorities."
mattjones  dematerialization  transit  infrastructure  jamesbond  bourne  film  books 
december 2008 by robertogreco
New Ridership Record Shows U.S. Still Lured to Mass Transit - washingtonpost.com
"Ridership growth began hitting record levels last year and continued through the first and second quarters of this year, spurred in large part by gasoline prices that topped $4 a gallon in July, the industry group said. But the third-quarter increase is notable, it said, because gas prices began falling and unemployment rose, trends that tend to drive ridership down. Instead, ridership has gone up across the board nationwide. More than 2.8 billion trips were taken from July through September, rising 8.5 percent on light rail (streetcars), 7.2 percent on buses, 6.3 percent on commuter rail and 5.2 percent on subways."
transit  publictransit  us  trends  economics  urban  cities  masstransit 
december 2008 by robertogreco
Ecofriendly is good business | csmonitor.com
"College grads are picking where they want to live before they pick an employer, according to a 2006 study commissioned by CEOs For Cities, a Chicago-based nonprofit. Professionals in the 25-to-34 age group said they wanted cities with walkable downtowns that offered direct contact with a vibrant urban environment.

“I want to be able to stumble onto the fun,” says one study participant.

“Younger folks are looking for cities where they can lead an active life,” says Tom Radulovich of the San Francisco nonprofit Livable City. “The suburban notion of ‘drive to the gym’ doesn’t work for them. They want to be able to walk out their front door and shoot hoops in the neighborhood park, or find nearby trails and bike paths to jog or cycle.”"
politics  sanfrancisco  portland  oregon  seattle  washingtonstate  chicago  nyc  green  urbanism  environment  trends  bikes  transit  cities  livibilty  parkspace 
october 2008 by robertogreco
NuRide - the Rewarding Way to Go
"online ridesharing community where you can find friends and neighbors going your way, share a ride whenever you like, and earn rewards from local and national sponsors."
commuting  community  sharing  ridesharing  transportation  environment  carpool  traffic  carpooling  transit 
july 2008 by robertogreco
WorldChanging: Do Gas Taxes Cover the Costs of Roads?
"the idea that roads don't pay for themselves -- and instead, must sap money from other funding sources -- seems like quite an admission from a highway department"
infrastructure  oil  roads  taxes  transit  us  public  policy  transportation  politics  cars  texas 
july 2008 by robertogreco
The Boys and the Subway - Niemann Opinion Art Blog – Abstract City – NYTimes.com
"My sons Arthur, 5, and Gustav, 3, are obsessed with the New York City subway system...They can barely sit through an episode of “Sesame Street.” But when we go for aimless subway joy rides on the weekends, they sit like little angels, devoutly callin
abstract  art  children  subways  subway  transit  nyc  illustration  transportation  urban  nytimes  humor  stories 
july 2008 by robertogreco
GOOD Magazine | Goodmagazine - Train in Vain
"Europe and Asia have figured it out, so why is the American rail system still so unspeakably awful? GOOD hops aboard a transcontinental train to find out."
rail  trains  us  transportation  goodmagazine  amtrak  travel  energy  infrastructure  environment  peakoil  policy  politics  economics  masstransit  transit  transport 
july 2008 by robertogreco
California High-Speed Rail
"By linking all major cities in California with a state-of-the-art new transportation choice, high-speed trains will move people and products across our state like never before."
sanfrancisco  transit  transportation  california  rail  trains  losangeles  future  transport  sandiego 
july 2008 by robertogreco
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