Imagining a city without its public transportation

The Atlantic Cities reviews the work of WMATA (DC’s transit agency) on the business case for transit.  They turned off public transportation in the regional transportation model.

“It was literally just imagining Washington, and all of a sudden, you wake up tomorrow, and the transit system isn’t there, Antos says. “What would you do?”

People, it turns out, do something very interesting. They stop making long car trips because the traffic is so bad. In one hypothetical scenario, Antos took away the transit but kept the rest of the area’s road infrastructure the same. People were allowed to change their trip patterns – to chose different jobs or shopping centers – and most of them stopped crossing the region to get to those things.

“The congestion was forcing people to regress into a more local economy,” Antos says. “We looked at that and realized we were watching the economy splinter. All of a sudden, we weren’t watching a regional economy function where workers could find jobs in the whole region.”

People weren’t crossing county lines – or even rivers – to get anywhere.

Let’s welcome “Rapid Bus”

Metro Transit is studying 11 corridors for significant upgrades to bus service.  These corridors represent high-ridership, dense locations with high potential for service improvements.  Sharp-eyed readers might recognize these “rapid bus” corridors as something that is called “arterial bus rapid transit” in the 2030 Transportation Policy Plan.

So what designates a rapid bus route? Fewer stops, off-bus fare collection, all-door boarding – all equal faster service.  At the open house last week, project displays showed between 20 and 30% travel time savings, depending on the corridor.  Stops will become stations, with shelters, dynamic signage and possibly raised curbs and bumpouts.  These look like great improvements.

Metro Transit staff told me the next step is to identify first corridors for implementation by looking at what corridors have the most potential for service improvement (and probably which are most politically feasible).  The rapid bus concept will also be used in the alternatives analysis for Nicollet (sometimes called the streetcar study).

Census: Minneapolis bike commuting remains steady, transit grows

New American Community Survey 1-year estimates are out for large places, which means we can check in on commuting information for our #1 bike city, Minneapolis.

  • Bike commuting seems to be remaining steady (within the margin of error)
  • Transit is up beyond the margin of error
  • Carpooling continues it’s descent
  • Working at home continues to increase slowly
The above chart is courtesy of the City of Minneapolis.

Going green but getting nowhere

A sobering Op-Ed by Gernot Wagner in the NYT.  This link deserves it’s own post.

Leading scientific groups and most climate scientists say we need to decrease global annual greenhouse gas emissions by at least half of current levels by 2050 and much further by the end of the century. And that will still mean rising temperatures and sea levels for generations.

So why bother recycling or riding your bike to the store? Because we all want to do something, anything. Call it “action bias.” But, sadly, individual action does not work. It distracts us from the need for collective action, and it doesn’t add up to enough. Self-interest, not self-sacrifice, is what induces noticeable change. Only the right economic policies will enable us as individuals to be guided by self-interest and still do the right thing for the planet.

Every ton of carbon dioxide pollution causes around $20 of damage to economies, ecosystems and human health. That sum times 20 implies $400 worth of damage per American per year. That’s not damage you’re going to do in the distant future; that’s damage each of us is doing right now. Who pays for it?

We pay as a society. My cross-country flight adds fractions of a penny to everyone else’s cost. That knowledge leads some of us to voluntarily chip in a few bucks to “offset” our emissions. But none of these payments motivate anyone to fly less. It doesn’t lead airlines to switch to more fuel-efficient planes or routes. If anything, airlines by now use voluntary offsets as a marketing ploy to make green-conscious passengers feel better. The result is planetary socialism at its worst: we all pay the price because individuals don’t.

It won’t change until a regulatory system compels us to pay our fair share to limit pollution accordingly. Limit, of course, is code for “cap and trade,” the system that helped phase out lead in gasoline in the 1980s, slashed acid rain pollution in the 1990s and is now bringing entire fisheries back from the brink. “Cap and trade” for carbon is beginning to decrease carbon pollution in Europe, and similar models are slated to do the same from California to China.

Alas, this approach has been declared dead in Washington, ironically by self-styled free-marketers. Another solution, a carbon tax, is also off the table because, well, it’s a tax.

Never mind that markets are truly free only when everyone pays the full price for his or her actions. Anything else is socialism. The reality is that we cannot overcome the global threats posed by greenhouse gases without speaking the ultimate inconvenient truth: getting people excited about making individual environmental sacrifices is doomed to fail.

Can Americans tolerate a robot car?

Slate explores whether autonomy-loving Americans will be able to handle robot cars.

This American emphasis on the individual’s sovereignty poses a problem for new technologies designed precisely to deny personal agency. Autonomous technological agents—from military drones to the self-driving car—are increasingly prevalent. Their potential benefits and conveniences are immense. Yet as the currently cutting-edge becomes commonplace, these technologies could bump up against the prized American autonomy.

The United States drives more than any other society, and the self-driving car provides the glorious possibility of a hands-free cross-country road trip. But how will it harmonize with American drivers’ varied preferences for tailgating, conscientious speed-limit-monitoring, passive aggression toward walkway pedestrians, or highway-traversing pursuits of the fastest lane? General Motors, Volkswagen, Audi, BMW, Volvo, and Google are each currently testing driverless cars, with intentions to make the vehicle availablefor mass consumption by 2018. Recently, Nevada became the first state to pass legislation asking the Department of Motor Vehicles to formulate guidelines for driverless cars.

While engineers are perfecting the technology, they still must grapple with the drivers, who must both trust and enjoy the automated-car experience. Making a driver-free car safe and effective requires overlooking the uniqueness of each individual’s driver personality. Research suggests that autonomous technological agents like service robots and anthropomorphic computer interfaces can diminish users’ experiences of control. And we hate to give up control.

It is uncanny how many of these robot car issues have already been explored so thoroughly in Total Recall. (Start at the 17 second mark)

$70 million needed for freight rail interchange not accounted for in Southwest LRT alternatives evaluation

MNDOT says that in order to accommodate the proposed alignment of the Southwest LRT line in the Kenilworth corridor, which currently includes a freight rail line, a $70 million rail interchange would need to be constructed in Saint Louis Park to reroute freight trains.  From the Strib:

The new [freight] connection is under study because the Kenilworth corridor is part of the route selected for the proposed southwest light-rail line between Minneapolis and Eden Prairie.

Hennepin County, which owns the Kenilworth corridor, says pinch points along the route — between Cedar Lake and Lake of the Isles — do not leave space for both freight and light rail. The county has planned the light-rail line assuming the freight tracks would be moved.

The County may have planned the line this way, but it didn’t include these costs in the capital cost estimates for the 3A route.  This is from the Locally Preferred Alternative Evaluation Documents, Technical Memo #7A – Capital Costs:

Freight Rail Modifications – Modifications to freight rail operations were not separately quantified in the LRT alternative cost estimates. The relocation of TC&W near Louisiana Avenue is not considered a cost of any LRT alternative in this project. Minor shoofly alignments associated with bridge construction are included in the cost of the bridge in this estimate.

I assume this means that none of these costs made it into the Draft EIS which is under review by the Federal Transit Administration.

Train in the Woods

The Minneapolis Station Area Strategic Planning Document for the Southwest Transitway is a pretty good piece of analysis.  It lays out the existing conditions at each of the five station locations, including barriers to pedestrian access and other details of urban form important to transit-oriented development.  It provides what seem to be realistic recommendations for opening-day improvements, as well as hypothetical build-out scenarios for transit-oriented development around the stations.

While I disagree with some of the specific design elements (low-density, over-parked development at Royalston, bike trail intersecting with pedestrian realm at Van White), I realize those details are all likely far from finalized, and overall I think the document is a great jumping-off point to decide where public investment is needed, how regulation might need to change, and what questions still need answering.  It provides details where there used to be few, and that moves the line one step closer to successful implementation.

What the plan illustrates that frustrates me so much, is how inappropriate the routing decision for the Southwest LRT line through Minneapolis really is.

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Legislative Auditor: To Improve Transit Governance, Met Council Should Have Elected And Appointed Members

The Legislative Auditor has released a report, Governance of Transit in the Twin Cities Region, that recommends the Metropolitan Council be restructured to include both appointed members and local elected officials serving staggered terms. According to the report, local electeds would provide accountability, while staggered terms would provide institutional knowledge and “stability in strategic vision”.

Having a combination of local elected and appointed officials would provide the Council with an effective mix of regional and local perspectives. Additionally, having local elected officials on the Council would increase its credibility and accountability with transit stakeholders in the region. Option 2 would also enable the Council to implement regional priorities and provide continuity among its membership for ongoing initiatives.

I find the report to be a little too negative about directly electing Met Council representatives, claiming that it would not “promote consideration of regional perspectives”. Of course, this only applies if all members are elected from small districts, rather than at-large. I also fail to see how local elected officials can be seen to be less parochial than at-large elected members. The report notes that the Portland Metro is composed entirely of directly elected members, and we all know how poorly they do transit governance out there.

The good news from the report:

When compared with 11 peer regions around the country, transit in the Twin Cities region performed favorably. For example, in 2008, the Twin Cities region’s transit system performed better than most of its peers on efficiency measures, including subsidy per passenger and operating costs per passenger. The Twin Cities region also compared favorably when evaluating service-use measures, such as passengers per hour and passenger miles per mile of service.

Road Trains Tested In The Real World

Road Train Test

Road trains (also called vehicle platooning) are convoys of semi-autonomous vehicles with a professional driver in the lead vehicle.  The Safe Roads and Trains for the Environment initiative (SARTRE) describes road trains as:

…a convoy of vehicles where a professional driver in a lead vehicle drives a line of other vehicles. Each car measures the distance, speed and direction and adjusts to the car in front. All vehicles are totally detached and can leave the procession at any time. But once in the platoon, drivers can relax and do other things while the platoon proceeds towards its long haul destination.

Road trains were actually tested in the real world by Volvo, who is part of the SARTRE team, in December.  They cite the benefits of road trains as numerous:

Platooning is designed to improve a number of things: Firstly road safety, since it minimises the human factor that is the cause of at least 80 percent of the road accidents. Secondly, it saves fuel consumption and thus CO2 emissions by up to 20 percent. It is also convenient for the driver because it frees up time for other matters than driving. And since the vehicles will travel at highway speed with only a few meters gap, platooning may also relieve traffic congestion.

There are some potential downsides to road trains as well, but ideally they can deliver many of the benefits of intra-city transit without some of the drawbacks.  Really road trains are just a stepping stone to fully autonomous cars, and caveats of same apply here as well.

Guest Post: First Impressions Of The 46th Street “Online” Transit Station

This is a guest post by a Minneapolis resident and planner who has recently begun using the new 46th Street “online” transit station to commute to and from work.  The opinions expressed here are solely his or her own, and do not reflect those of his or her employer.


Freeway-level boarding area

Monday morning I tried out the new I-35W and 46th Street Station, on opening day of the bus stop in the median of the freeway beneath the 46th Street bridge. The station was constructed at the same time as the major Crosstown Commons project, and is expected to serve future bus rapid transit (BRT) routes on 35W and Highway 77. For now, it’s the only one of its kind in the Twin Cities transit system. Passengers walk down stairs or take an elevator in one of two towers from the bridge deck down to freeway level, where buses traveling on the freeway’s new high-occupancy toll (HOT) lanes can quickly pull over without completely exiting the freeway.

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