Archive for the ‘Commuting’ Category

Like a giant urban hovercraft sucking up traffic in its wake.

Notes dvice.com:

Do you hate waiting behind a bus as it loads and unloads? Well, friend, does China have the craziest solution for you! A Chinese company is looking to build buses so big cars can drive right under them, which will ease congestion. The company is serious about it, too.

Being developed by the Shenzhen Huashi Future Car-Parking Equipment company, the buses are currently planned for Beijing’s Mentougou district, where tracks on the road will make sure they stay straight as cars drive under them — and they drive over cars. Passengers get on and off at elevated stations, as the bus/trolley/what-have-you are so tall.

Interesting, but left unanswered is the question of how to keep cars in their lane.

(thanks Matt)

… but the ETA (the one in the U.K., not Spain) says it’s not thinking creatively.

I was intrigued by Hoboken’s Corner Cars program — essentially a Zipcar style car-sharing program, albeit with even more direct car access — as I had written a bit about here before, so when New York Times “City Critic” Ariel Kaminer said she was going to check it out, I gladly hopped along for the ride (and, maybe it was just lucky timing or something, but I traveled by subway/PATH train from Brooklyn to Hoboken and was there shockingly quickly, even in this age of diminishing service, with no need to brave the city’s legendarily bad parking, pay the tolls, risk my life to NYC’s quantifiably substandard drivers — three cheers for transit!). One interesting question raised by the article (and please note that’s the NYT identifying me as a “traffic expert,” not me — though who isn’t a traffic expert in this town?) is the psychic hurdle of getting people to move past car ownership (in an area, ironically, where many people rent their houses):

There is another obstacle to car sharing in New York, perhaps the biggest of all. Given the paucity of street parking, the expense of garage parking, the traffic, the insurance costs and the toll to vehicle and psyche, New York car owners who aren’t motivated by true need must be motivated by some very strong force of will. So strong, perhaps, that it is impervious to reason. Is there any dollars-and-cents argument that could persuade New York’s discretionary drivers to give up their cars?

“I asked that question back when I was in city government in the ’70s and ’80s,” said Sam Schwartz, the transportation engineer who was once New York’s deputy commissioner of transportation. “In the ’80s we did several focus groups and we tried to find out what made them drive. And a very common theme is that they felt they were smarter than the people down in the tube. They’re the Brahmins. They deserve it.” He added, “I never heard of it anywhere else.”

Not to mention the endowment effect; i.e., once people own something, they feel it’s more valuable than before (even if, of course, the very value plummets the moment you drive the new car off the lot). One question for such programs, and the reason some people buy a car to begin with, is the issue of peak demand for weekends — it’s hard for a spontaneous lets-go-apple-picking trip when all the cars have been rented weeks in advance. And I’m not sure what to do about the alternate-side problem. That’s as intractable as the sabbath, or some force of nature.

Thoughts?

All the votes have been tallied, the loose chads swept off the floor, and “Nimble Cities,” the latest in Slate’s “Hive” series, has drawn to a close.

Check it out here, and thanks to those of you who voted/submitted ideas.

The three leading vote-getters at the Nimble Cities project, explained.

I found myself on the carerra septima this afternoon in Bogotá just shy of 5 p.m. (having just consumed a wonderful dish of la posta negra de Cartagena at the Club Colombia, watched the Netherlands defeat Uruguay, and had a cup of tea from coca leaves to counter the effects of altitude sickness — it seemed to do the trick). In any case Carerra 7 is one of the city’s principle arteries, multiple lanes divided by an island. At 5 p.m., though, something curious happens on this street: It turns into a massive one-way boulevard out of the city, and towards the north. This is an old and much-discussed idea — contraflow lanes — one that was practiced briefly in cities like Los Angeles and made a splash recently in emergency management circles for mass disaster evacuations.

But it was striking to see it in action. At just the stroke of 5 our car was still on 7, and there was already a small stream of vehicles beginning to seep across from the other lane. Their movement was cautious, exploratory, with the first vehicles coming across employing their hazard flashers. Their numbers began to surge, and it was immediately evident that staying on 7 was not prudent. There were one or two traffic police scattered about, and there are signs advising of the change, but one got the sense this was just a bit of ingrained civic behavior, as routine as the clock itself.

I’m wondering if the new development pattern in the Lakewood scheme is having any effects on transportation (i.e., what’s the VMT of people living in Belmar versus others)? And on the subject don’t miss the National Academies podcast (and paper), “Driving and the Built Environment.”

(Thanks Michael)

Over at KCRW’s Design and Architecture, Francis Anderton considers a part of the built environment often overlooked in transportation questions: Shade. It is remarked that trees in Los Angeles are placed to provide shade for cars, not people walking on sidewalks.

Over at the Nimble Cities project, I sift through some of the latest developments in bicycle infrastructure for cities, from “bicycle superhighways” to “bicycle boulevards,” that are being rolled out around the world. Further examples/concepts always welcome!

Via Ian Sacs, here’s a program that speaks to the heart of the networked, “cloud commuting” city I talked about earlier, vis a vis Adam Greenfield (and it turns out “cloud commuting” has already been theorized by frequent Traffic appearer David Levinson): Hoboken’s Corner Cars:

The program, called Hoboken Corner Cars, seeks to sprinkle car-sharing vehicles on-street throughout the entire city – complete with exclusive, reserved parking spaces - so that these vehicles are much more accessible and convenient than any personally owned car. Existing car-sharing statistics in Hoboken justify this special treatment; for every one of these vehicles placed in the community, over 17 households will choose to give up their cars, taking cars off the street and culling the glut of “recreational” ownership for residents who commute daily via transit. An additional 20 or more households say they postpone or stop considering buying a car because car-sharing vehicles are available. The cherry on the sundae is a potential savings per household of $3,000 to $5,000 over vehicle ownership.

It’s early days over at Nimble Cities, but the ideas are coming in fast and furious (click here to see the most popular so far).

There’s some good proposals already, a mix of pragmatism and futurism, wild-eyed rants and thoughtfully considered suggestions. One thing I’m not seeing a lot of though is already existing ideas, in cities around the world, that should be extended to other metropoles. But I trust these will emerge as ideas and voting continues.

Photo by Stanza/Flickr

Over at Gerry Gaffney’s User Experience podcast, there’s an interesting conversation with Adam Greenfield (among other things, a user experience designer at Nokia) that takes a brief turn towards transportation:

I’ve been doing a lot of thinking lately about something that I’ve been calling transmobility. And I go into this to some degree in the new book, “The city is here for you to use”, the notion that once you take a vehicle, or any other object, and you make of it a networked resource, it’s no longer an object anymore, it becomes something with the nature of a service, it becomes something that you can schedule, something that you can share, something that has a presence on the network and is capable of locating itself, and you can book it or swap it or any of the other operations that you can perform on a networked piece of data you can now perform on that physical vehicle.

So yes, absolutely one of the things Urbanscale is interested in doing is the next generation of network shared bicycle systems.

Lovely word, that: Insufflate. But I was intrigued by Greenfield’s concepts (and thought they’d be suitable for the Nimble Cities project), which, I should say, are somewhat in spirit with the “mobility internet” as envisioned by Bill Mitchell and the other authors of Reinventing the Automobile (and please turn here or here for remembrances of Mitchell, by two friends of his, and mine; I didn’t know Mitchell but had engaged with his work on various occasions).

And I wonder if there’s some useful metaphor here vis a vis cloud computing; instead of just having one’s application (e.g. music library) running native on one’s own device (limited in memory, etc.), one can gain access to a shared music library as one needs, where one needs, through the cloud, for an arguably richer experience in which the whole is greater than the sum of its parts.

I hereby trademark the phrase: “Cloud commuting.”

I’m slow to this, but the video debate, featuring Charles Komanoff and others, is here.

For those of you who are, say, too gripped by World Cup analysis (Nani is out? Lee Dong-guk might return for South Korea?) to devote too much time to this sort of thing at the moment, Felix handily provides a crib sheet to the full video.

For my money, Reihan Salam is the most interesting voice in this debate: A conservative writer for National Review — which one might think would place him close to Corey Bearak in this debate — who is actually staunch defender of public transit — the result of being of a longtime outer-borough resident and subway commuter (of course, many right-wingers favor congestion charging — one might say, to rephrase the old saw about liberals and conservatives, ‘a congestion charging advocate is a free-marketeer who has been mugged by New York City congestion.’)

“The idea that you should pay $2 or $9 to drive in to New York when other folks have to pay some amount to take a subway into New York and have a much smaller impact, in terms of traffic congestion, seems pretty fair.”

Photo by Tom Vanderbilt

Over at The City Fix, I picked up some facts about urban autorickshaw drivers in India, via a study by Leslie Phillips and her team at the University of Texas:

It is more than 50% likely that a driver has a family of up to 8 people to support, and in order to do so, a driver works an average of 10-12 hours per day. Recent statistics from Delhi suggest that nearly 80% of auto rickshaw drivers rent their vehicles, and pay out roughly half of their daily revenue in rental fees.

They are socially distanced from the government and the manufacturers of their product:

While they are an integral part of transportation in almost every major Indian city, the auto rickshaw drivers are perceived as a nuisance to the system. The findings of our study corroborated this point: auto rickshaw drivers are a struggling population caught in a system where they are treated with utter disregard by the government and are often resented by their own customers. Most of the recent auto rickshaw reforms have been reactionary, as regulatory authorities and traffic police attempt to crack down on poor behavior (traffic violations, emissions) as opposed to implementing systemic reforms. Meanwhile, manufacturers generally do not perceive rickshaw drivers as their end client, but rather focus on the passenger when designing and positioning their vehicles. This has created a crucial disconnect in the auto rickshaw industry, where the very people who ultimately drive the success of the industry (the drivers) are left out of the process.

These pressures result in some unsavory practices (though this no doubt made for fascinating fieldwork):

While the interviews with randomly selected auto rickshaw drivers went relatively smoothly, the MBA group’s experience in India with the auto rickshaw drivers (what could be considered the “tourists’ perspective”) was the complete opposite. The majority of students who rode in auto rickshaws in Delhi and Bangalore were not given the option to use the fare meter but rather had to negotiate the fare from one destination to the next. Despite the agreed upon destination, drivers often took us to a different tourist location (commonly a souvenir shop) while still demanding to be paid. Many of our classmates speculated that there must be a kick-back for drivers who delivered tourists to these locations. Indeed, two auto rickshaw drivers who we interviewed revealed the details of the tourist payment scheme: If they succeed in bringing a group of tourists to a local shop, the driver will receive a two-liter gas coupon from either the owner of the shop or the “rickshaw boss.” A two-liter coupon is enough to keep a rickshaw tank full for at least a day and thus provides a strong incentive to break the agreed-upon route – and trust – with the tourist customer.

There’s hope yet for the drivers, with organizations like NyayaBhoomi, a cooperative that is “intended to create a brand image for auto-rickshaws by providing radio (call) auto-rickshaw service, improving driver behavior through training, instituting a formal fare collection system through GPS devices installed in vehicles, and creating an organized sector with employment benefits (i.e. insurance and pension policies, uniforms, regular vehicle maintenance) for drivers from revenues obtained through advertising.”

This advertising revenue would come from advertisements on the autorickshaws themselves, which already tend to be fairly well adorned, as the painted mudflaps below indicate (though, sadly, this is a somewhat fading art form, replaced by sticker-based art, or none at all).

Photo by Meanest Indian/Flickr

Charles Komanoff gets a deserved star turn in this month’s Wired, courtesy of Felix Salmon.

In the end, Komanoff found that every car entering the CBD causes an average of 3.23 person-hours of delays. Multiply that by $39.53—a weighted average of vehicles’ time value within and outside the CBD—and it turns out that the average weekday vehicle journey costs other New Yorkers $128 in lost time. At last, urban planners could say just how big the externalities associated with driving are, knowing that the number was backed up with solid empirical analysis.

Via Donald Shoup. I could watch this stuff all day. Not a helmet in sight.

With some out-of-town visitors to entertain, my destination yesterday was (where else!) the MTA’s Transit Museum. There I noticed a small detail that had escaped my notice prior — i.e., the presence of bike tolls on the Triborough Bridge. Can any transpo geeks out there enlighten us as to any more details about this? What was bike traffic like across the bridge when it opened? Was there a special toll booth, or did cyclists merge into a car lane? When was the toll scrapped? And for that matter, when did the (little-observed) policy of cyclists walking their bikes across the bridge(s) come into being?

For an excellent case study of incredibly thoughtful and detail-oriented transportation planning — see a few of the details below — I recommend this dispatch by Meena Kadri, reporting from Ahmedabad, in the Indian state of Gujarat.

On board the buses the most applauded feature is the provision of at-grade boarding — a hallmark of the best BRT systems, whereby passengers enter and exit buses at raised station platforms, without having to climb or descend stairs. Not only does this improve accessibility for the elderly, challenged and very young; it’s also been hailed as a plus point by many saree-clad female passengers. The span of income groups using the service is immediately evident and signals one of the BRT’s biggest impacts in Ahmedabad. Even motorists are being lured by the efficiency of Janmarg. Raju Schroff, who owns a local factory, now takes the bus to work. As a result, he says, “My daily commuting time has been more than halved, and I arrive at work calm rather than hassled from being stuck in traffic.” Jagu Desai, a tribal laborer, affirms her appreciation of its speed and comfort, and she seems pleased that her views were as much of interest to me as Schroff’s. Voice announcements and LED displays in both Gujarati and English — also a new feature for public transport in the city — are appreciated by the diverse passengers. As bus operator Panchal Kirti reports: “Not only can deaf people watch and blind people listen but people who can’t read are not excluded from being informed. So everyone on board can relax till their destination is announced.”

Ahmedabad’s comprehensive planning has pushed well past the mere concept of BRT — right through to encouraging physical resilience and solidarity amongst bus operators. Driver Jintendra Patel recalls that the two-month training included daily yoga sessions. “Yoga helps maintain calm and focus while driving,” he says, “and it counters the back problems that develop from sitting for long periods.”

Next up for Streetfilms: Ray Kelly?

I came across this line in William Sims Bainbridge’s new book, The Warcraft Civilization, on the social sciences of the virtual World of Warcraft:

Some long-distance travel is free, using the public ship, zeppelin, or teleportation systems. But much flight from point to point has moderate costs. Maxrohn found that a nonstop flight from Light’s Hope Chapel in Eastern Plaguelands to Nethergarde Keep in the Blasted Lands costs thirty-one silvers and fifty nine coppers. However, it is possible to fly from Light’s Hope to Stormwind for nine silvers and sixty-three coppers, and from Stormwind to Nethergarde for seven silvers and forty-seven coppers. Thus, stopping at Stormwind saves fourteen silvers and forty-nine coppers, or slightly over 45 percent.

It’s intriguing that this rather echoes the market for using frequent-flier points — i.e., it will cost you less for a flight with stops. This raises all kinds of interesting questions: What dynamics account for the pricing (e.g., does greater network traffic increase the cost of travel) and the network disequilibrium? Why would anyone pay to travel if one can teleport for free (a question for Patricia Mokhtarian)? Is there a Kayak-type application for analyzing the costs of travel, or is it all trial and error? Do people interact on the public ships and zeppelins? Is private flight much faster than the public options (presumably teleportation is instantaneous), and is there a “last mile” or connectivity problem with the public options (so to speak)? And lastly: Are there any travel externalities in World of Warcraft?