My latest at streets.mn does the carbon accounting which should have been part of the Draft 2040 Transportation Policy Plan developed by the Met Council.
Thrive MSP 2040, the new regional plan for the 7-county metro adopted by the Metropolitan Council, includes moderately strong language about addressing climate change. But the main implementation tool we’ve seen so far from the Council, the Draft 2040 Transportation Policy Plan, doesn’t go nearly far enough. In fact, it doesn’t even start where it should, with a baseline of emissions.
In this and future posts, I’ll try to do what I think the Draft Transportation Policy Plan should have done – identify where we’re starting from and where we need to go in terms of transportation-related greenhouse gas emissions.
It’s got charts, so you’ll want to read the rest.
The Metropolitan Council held a public hearing tonight on their draft Transportation Policy Plan. If you care about transit or transportation issues in the region, you should comment (you can do so through October 1). Here are four comments I have on the plan:
- Our urban areas are significantly underserved by this plan. Even under the “increased revenue scenario”, we will spend $5 on transit to serve suburban commuters for every $1 we spend on transit improvements to places where transit makes economic sense (see here for my attempt at a geographic breakdown of projects). The Met Council, in the Thrive 2040 plan, has said they want to match transit service to the number of riders and intensity of land use. This plan does not do that.
- The plan currently prioritizes projects like Gateway BRT (9,000 riders at $50,000 per rider) over projects like Hennepin Ave BRT (23,000 riders at $896 per rider). This is an example of how our urban areas (that are expected to grow significantly) are underrepresented in this plan.
- The Transportation Policy Plan, as an implementation plan of Thrive 2040, should identify how our transportation system will be planned to reduce greenhouse gas emissions (another goal of Thrive). While the plan mentions “reducing vehicle trips”, there is no analysis in the plan of whether the scenarios presented will increase or decrease emissions from our regional transportation system. We can’t wait another 10 years for the next update of the regional plan to take significant action on climate change.
- It’s definitely not all bad. The Met Council for the first time has identified regional priorities for a bicycle network, which will give communities the ability to apply for funds to upgrade their local network if it matches the regional plan. Many of the transit projects identified are much needed improvements (Hennepin, Chicago, West Broadway), but are simply not adequately prioritized.
My latest at streets.mn is all about positivity:
I’ll start by saying I have strong feelings about Southwest LRT. So do some people on this very blog. You probably do too. However, I won’t be contributing further to the gallons of spilled real and virtual ink or weeks of public testimony. I’d like to talk about how we can set the stage for some other projects that could be really beneficial for transit-dependent and transit-interested communities. Nothing in this post should be interpreted as diminishing the importance of that LRT project, the upcoming decisions that will determine it’s fate/depth of its tunnel, or the correctness of any particular opinion about it. But I have this urge to start some positive conversations about other projects that need some support. Weird, right?
At streets.mn, I update my peak travel series with new 2012 data from MNDOT. Total mileage is up for the first time since 2006, although per capita miles continue to drop.
Over at streets.mn, I detail some of my first impressions of one of Minneapolis’ newest car-sharing options, Car2Go.
According to MPR, by 2014 there will be over 400 vehicles available to car-sharing customers.
The bulk of these will be in the fleet of Car2Go, which operates on a different business model than the rest, offerring “point to point” service. Walk to a car anywhere in Minneapolis, drive where you want to go, then park it at any curb space in Minneapolis (expect rush hour zones). Other companies require that you return their cars to a specified location at a specified time. The trade-off is that their rates are generally cheaper.
Read the rest.
Autonomous vehicles may bring a myriad of benefits, but I anticipate that one of the largest may be the actual reduction in the total size of the vehicle fleet. Eventually autonomous vehicles will allow “whistlecar” service, and whether fully autonomous or not would, this service is likely to fundamentally change the ownership model of automobiles. Like present-day car-sharing services or taxis, a whistlecar subscription would mean one car could serve the needs of many people, instead of remaining parked most of the day waiting for its one owner to return. Once you’re done with a car, it can drive off and serve someone else in the vicinity, drive to a charging station (if it’s electric), drive to a garage for service, or perhaps even deliver packages. When you can subscribe to an on-demand travel service available 24-7 (and eventually cheaper than owning a car), many people will choose not to own.
Setting aside all the other benefits of autonomous vehicles for the moment, I’ll explore just this one: the benefits of a reduction in the car fleet. And in a limited way: the greenhouse gas implications of this reduction in vehicles. Continue reading
For the last two years, I’ve mapped the flows of the Nice Ride bikes. I’ve always been slightly dissatisfied with the results, since bikes were obviously shown taking routes that any sane Nice Rider would never take (Hennepin Avenue between Lake and the bottleneck, for example). Try as I might, I could never get ArcGIS to prioritize trails, lanes and bike boulevards sufficiently.
Enter the good people at Cyclopath. Cyclopath is something like a bike route wiki, in that it is constantly updating it’s database of bike routes using ratings from users. So every street in their database has a rating from bad to awesome (actually 0 to 4). And this database includes the whole metro and beyond. Best of all, they were willing to share it!
The latest version of ArcGIS has a new “restriction preference” setting, meaning there are six levels of preference for a link from “Highly Avoid” to “Highly Prefer”. So I combined cyclopath’s street ratings with these preference settings and got a new and better route analyzer. Here are the results:
As a reminder, here is what the old version looked like:
A few changes of note:
- Hennepin is obviously not so popular anymore, save in downtown where there are more Nice Ride Stations.
- The Cedar Lake Trail got a little more popular, perhaps 500 trips in some locations, since it was a Highly Preferred route.
- West River Parkway south of the Washington Avenue bridge got a lot less popular (although crossings at Franklin stayed nearly the same).
- There is generally just a lot less jigging and jogging on small streets as trips tend to condense onto major routes (see the major difference on Summit Avenue in Saint Paul).
Here is a version with a base street map for orientation: