I decided to focus my tools and strategies for transportation on Pittsburgh, PA where I plan to return to when I complete my degree. My overall strategy was to break down the plan into phases, beginning with small changes that can immediately be implemented to make a large difference and ending with large-budget projects that would entail significant funding and planning.
Phase I: Renovations to Current Modes: Buses, Bikes, and Cars
1. The current bus system in Pittsburgh uses a series of busways combined with regular street use, busways and dedicated lanes already exist to deliver passengers to their destinations quickly. The biggest drawback to the busway is that it is isolated from the commercial and residential streets and often creates barriers between communities. Instead of adding any additional busway routes, a sensory system should be set up, such as the one in Zurich, so that buses do not wait at red lights. This addition to the system would allow for less wait time and give priority to buses, encouraging ridership. Fares should be reduced if possible, or they should be reduced for a time period to incentivize people to ride.
2. Bikes should be given greater priority on the road, with the addition of bike lanes and paths and increased signage making drivers aware that they are sharing the road. If the city invests in small safety measures at once, bicycle riders will increase and the increase in visibility should lead to increased riders as well as greater sensitivity on the part of drivers.
3. Car traffic in neighborhoods should be reduced using traffic calming measures. Overall speed limits should be raised to increase safety. Instead of penalizing drivers monetarily, giving buses priority at intersections, and implying the danger of the automobile by raising speed limits will hopefully induce people to try out the bus system.
Phase II: Rehabilitation of Current Modes
1. Buses should be energy efficient, electric or hybrid. Pedestrian bridges should be built over busways at more frequent intervals to increase connectivity between neighborhoods. Busway stops should be better integrated with surrounding neighborhoods through transit oriented development. Bus stops should include shelters that are dynamic spaces and contain maps, schedules, and other relevant information as well as digital updates on when the next bus will arrive. Shared taxis and car shares should be investigated as ways of linking the busways with the larger community.
2. Pittsburgh has two unique features that should be investigated for public transit: inclines and waterways. There are two inclines ("hill trams") still in existence in Pittsburgh, however historically there were more, many connecting neighborhoods to food sources and transportation hubs. These have largely been replaced by highways, which now cut through the neighborhoods and further isolate them. In particular, this has happened to the largely black community living in the Hill District. Pittsburgh should consider replacing some of its inclines, and give special priority to low income communities who need increased access to resources as well as transit.
3. Pittsburgh has attempted to implement a water taxi service that has existed as a trial and has largely served as a tourist attraction. Instead of linking almost solely recreation centers better attention should be paid in linking business centers.
Phase III: New Construction
1. Pittsburgh's small light rail system should be extended, with special attention to establishing connectivity between its surrounding suburbs. City government should consider an incentive based system for developers to build around any new planned transit corridors.
2. Downtown Pittsburgh is relatively isolated because it is surrounded by rivers. Currently there are no tolls to cross bridges into the city. Although it would be wildly unpopular, AFTER new and effective transit has been developed, or at least after Phase II is complete the city should heavily penalize traffic into the city monetarily.
Sunday, October 14, 2007
Week of 10.14: The Ten Step Plan
I'm still a bit skeptical about the possibility of implementing the many and impressive improvements to public transportation that have been possible in various cities in Europe. I'm also semi-annoyed by the tone Register takes in Chapter 6. It's a bit sensationalist and rather than getting people excited, could very well just turn them off to the whole idea of getting rid of the car entirely. However, as is the case with all the readings we have done, there are many gems strewn throughout that point to some intriguing possibilities for a shift in transportation consciousness.
Here are ten of those gems that I think we could use here in Ithaca--especially because there is a progressive consciousness here- even if it is only in Utne Reader and not in reality.
One: Good Public Transportation as a Citizen's Right
We need to out the notion of public transportation into the public consciousness not as a new and funky progressive idea, but something that is due them by the democracy to which they subscribe by paying taxes, by voting, or neither- simply by birth. It is our right to have access to the places where we need and want to be. We should not be forced into a damaging relationship with a car in order to get groceries. This brings up the equity issue in terms of who really has a say within our political system. Public Transportation would make it possible for people, quite simply put, even to make it to the polling places on election days; beyond that it would make it possible for people to spend more time involved in their environment, noticing what's happening right next door or two blocks down, rather than speeding along in a car, all alone, bombarded by billboards and screeching advertisements on the radio from the US Army and WalMart.
Two: Using Public Voice
This is about Democracy too. We do have a public and political voice, and we should use it. If we don't, we won't even notice when it's taken away. So we better get our acts together and start speaking out and taking part in the decisions that are made on our behalf (or not?) every day. I don't know the political system well enough, but there must be a way to create a public referendum or something like they can and do in Switzerland- there, any citizen can start a referendum, and if it's supported by enough people, well, it becomes law.
And we better be prepared to deal with what happens, because it might not be exactly what we hoped for; when everyone has a voice, the outcome will change because it won't be based on what Richard Register thinks, but what the people think.
Three: Encourage Investment
It seems important to encourage both public and private investment in public transportation. Our tax dollars should pay for a system that supports all of us, not some of us. I think if the there really is a change in consciousness, then there will be a real demand for private investment in public transportation as well. A caution here, though. Do we want to simply market such things just like a new car is marketed, or should it be different? I suppose if there really is a shift in consciousness, then it will be.
Four: Proximity Policies
I really like these ideas from Register. Make it possible and reasonable to own a corner grocery store. I wish I didn't have to go all the way out to Wegman's to buy some groceries. Sure, I can go to Wilson Farms, but it's expensive because I think it's seen as a luxury to walk to the grocery store, something that is fun to do when you've got the afternoon off or something. I think it's backwards.
Of course, the questions of whether or not a landlord should refuse a renter based on where he or she works- well that is a tricky one and opens the door to all sorts of demons. Sounds like discrimination, which is not necessarily bad, but seriously walks the line.
Five: Car Sharing and Traffic Calming
I like these! In the short term, while not everyone is aware of or excited about a serious change in transportation, car sharing is something that would encourage people who are considering getting rid of their car to do so. From my perspective, it would be great if I could borrow a car for two hours to run some errands or go hiking out of town. As it stands, I'd have to walk really far, or take T-CAT----- Traffic calming would hint to people about how maybe their driving SUVs in downtown isn't too appreciated, and it would make it safer for people to walk places- maybe kids would have more freedom to roam about and see the place they live if their parents weren't afraid they'd get hit by a car.
Six: Equity, Justice, Reality
The truth is that the people who need public transit most aren't the people who are arguing for it now- we are doing this for the people who are less mobile than we. I think the idea of a golf cart for old people is scary. It takes stigma to a whole new level. In actuality, one should be able to access and comfortably use public transit. I've seen it happen in Europe that very very old people, very very young people, people with massive strollers, all can take the bus because it's built in such a way that makes it possible for them to be safe and comfortable.
Seven: Protection and Dedication
Once, and if, there is a transit system, it should have specific lanes and places where it runs. This way a bus isn't stuck in the traffic jam, the traffic is. The people who take the bus then get where they need to go, they don't sit and wait for 1/2 an hour.
Eight: Aesthetics
It seems like there is such a focus often on practicality and usefulness--function rather than form, that the public transit is pretty ugly. That doesn't make me want to take it, and it further stigmatizes those who do. It should be a clean, well-lit, comfortable, and beautiful experience to travel by public transit.
Nine: Real-Time Announcing
I would never have imagined the difference it makes to be able to glance up at a board and see how many more minutes I need to wait until the tram arrives. It becomes a manageable experience to wait for the 11 train for 5 minutes when you know that's how long you have-- maybe you quickly buy the snack you really need-- when before, you just stood there wondering should you get it or just wait-----
Ten: Connections
Transportation within a city should be intelligently and carefully connected to the inner- and inter- state transit. Then it sort of puts your travel into context; it makes sense to travel that way within your city if you can move between cities in a similar way. Practically it makes sense too.
Here are ten of those gems that I think we could use here in Ithaca--especially because there is a progressive consciousness here- even if it is only in Utne Reader and not in reality.
One: Good Public Transportation as a Citizen's Right
We need to out the notion of public transportation into the public consciousness not as a new and funky progressive idea, but something that is due them by the democracy to which they subscribe by paying taxes, by voting, or neither- simply by birth. It is our right to have access to the places where we need and want to be. We should not be forced into a damaging relationship with a car in order to get groceries. This brings up the equity issue in terms of who really has a say within our political system. Public Transportation would make it possible for people, quite simply put, even to make it to the polling places on election days; beyond that it would make it possible for people to spend more time involved in their environment, noticing what's happening right next door or two blocks down, rather than speeding along in a car, all alone, bombarded by billboards and screeching advertisements on the radio from the US Army and WalMart.
Two: Using Public Voice
This is about Democracy too. We do have a public and political voice, and we should use it. If we don't, we won't even notice when it's taken away. So we better get our acts together and start speaking out and taking part in the decisions that are made on our behalf (or not?) every day. I don't know the political system well enough, but there must be a way to create a public referendum or something like they can and do in Switzerland- there, any citizen can start a referendum, and if it's supported by enough people, well, it becomes law.
And we better be prepared to deal with what happens, because it might not be exactly what we hoped for; when everyone has a voice, the outcome will change because it won't be based on what Richard Register thinks, but what the people think.
Three: Encourage Investment
It seems important to encourage both public and private investment in public transportation. Our tax dollars should pay for a system that supports all of us, not some of us. I think if the there really is a change in consciousness, then there will be a real demand for private investment in public transportation as well. A caution here, though. Do we want to simply market such things just like a new car is marketed, or should it be different? I suppose if there really is a shift in consciousness, then it will be.
Four: Proximity Policies
I really like these ideas from Register. Make it possible and reasonable to own a corner grocery store. I wish I didn't have to go all the way out to Wegman's to buy some groceries. Sure, I can go to Wilson Farms, but it's expensive because I think it's seen as a luxury to walk to the grocery store, something that is fun to do when you've got the afternoon off or something. I think it's backwards.
Of course, the questions of whether or not a landlord should refuse a renter based on where he or she works- well that is a tricky one and opens the door to all sorts of demons. Sounds like discrimination, which is not necessarily bad, but seriously walks the line.
Five: Car Sharing and Traffic Calming
I like these! In the short term, while not everyone is aware of or excited about a serious change in transportation, car sharing is something that would encourage people who are considering getting rid of their car to do so. From my perspective, it would be great if I could borrow a car for two hours to run some errands or go hiking out of town. As it stands, I'd have to walk really far, or take T-CAT----- Traffic calming would hint to people about how maybe their driving SUVs in downtown isn't too appreciated, and it would make it safer for people to walk places- maybe kids would have more freedom to roam about and see the place they live if their parents weren't afraid they'd get hit by a car.
Six: Equity, Justice, Reality
The truth is that the people who need public transit most aren't the people who are arguing for it now- we are doing this for the people who are less mobile than we. I think the idea of a golf cart for old people is scary. It takes stigma to a whole new level. In actuality, one should be able to access and comfortably use public transit. I've seen it happen in Europe that very very old people, very very young people, people with massive strollers, all can take the bus because it's built in such a way that makes it possible for them to be safe and comfortable.
Seven: Protection and Dedication
Once, and if, there is a transit system, it should have specific lanes and places where it runs. This way a bus isn't stuck in the traffic jam, the traffic is. The people who take the bus then get where they need to go, they don't sit and wait for 1/2 an hour.
Eight: Aesthetics
It seems like there is such a focus often on practicality and usefulness--function rather than form, that the public transit is pretty ugly. That doesn't make me want to take it, and it further stigmatizes those who do. It should be a clean, well-lit, comfortable, and beautiful experience to travel by public transit.
Nine: Real-Time Announcing
I would never have imagined the difference it makes to be able to glance up at a board and see how many more minutes I need to wait until the tram arrives. It becomes a manageable experience to wait for the 11 train for 5 minutes when you know that's how long you have-- maybe you quickly buy the snack you really need-- when before, you just stood there wondering should you get it or just wait-----
Ten: Connections
Transportation within a city should be intelligently and carefully connected to the inner- and inter- state transit. Then it sort of puts your travel into context; it makes sense to travel that way within your city if you can move between cities in a similar way. Practically it makes sense too.
Richard Register states that cars are the number 1 single contributor of air pollution worldwide, and are ultimately an unsustainable means of mobility. The best way to discourage the use of cars is by encouraging the use of public transportation by making those means more attractive. To get people to kick their car addiction we must give them an alternative way of mobility that is clean, fast, on time, reliable, and more efficient than their current means of transportation. The top ten strategies I have outlined from the reading would best be implemented in small steps over time because small changes are easier to handle than everything at once. The best way to implement the tools and strategies outlined would be over the course of 10 years, consciously executing them as part of a comprehensive plan for a city’s future.
1 Consistently improve and in the Public transit systems. Constantly identifying ways to make systems more efficient and a better experience for users. Making the city mobile for all citizens.
2 Invest funds and tax revenues into Public Transportation. Switch the emphasis placed on roads and road maintenance to improving and enhancing the Public Transportation Systems because it provides a greater public good.
3 Buses and trolleys should have zero waiting time at intersections. Priority needs to be placed on the public transportation so the public will feel they are more reliable than their cars. Buses and Trolleys should have their own lanes, strictly reserved for them. The exclusion lanes will make the systems faster and more efficient.
4 Use the type of eco-tickets described in Chapter 4 of Green Urbanisms. The tickets are low-cost compared to automobiles and can be used on multiple types of transportation. There should be easy transfers from one transportation mode to another. Specialty services should be provided for night riders concerned with safety and children’s use.
5 Employ traffic calming measures used for both cities and residential areas. Tree placement, street narrowing, lower speed limit, and traffic circles can all calm traffic, reduce noise, and decrease accidents.
6 All modes of public transportation should reflect natural commuter patterns. Suburb to city, suburb to suburb, and low income neighborhood access to public transportation should all be addressed to insure equity and usefulness.
7 Park and Ride should be big and accommodating, with free or lost cost parking, safe and easy to use to encourage more people to use them and decrease traffic in the city.
8 Increase costs for car ownership. Higher fuel costs, road pricing, increasing meter parking, decreases parking spaces and regulate fees for entering city during certain times of day. These strategies will make the public transportation systems more attractive. Support car shares and car on demand services.
9 Accessibility. As the baby boomer population ages, they will become more dangerous behind the wheel. By increasing Public Transportation we will give older and younger people more freedom and independence from the automobile.
10 Build cities for people not cars. Hire locally, shop locally, rent and buy homes that are close to work, family and other personal activities. Empower foot transportation.
1 Consistently improve and in the Public transit systems. Constantly identifying ways to make systems more efficient and a better experience for users. Making the city mobile for all citizens.
2 Invest funds and tax revenues into Public Transportation. Switch the emphasis placed on roads and road maintenance to improving and enhancing the Public Transportation Systems because it provides a greater public good.
3 Buses and trolleys should have zero waiting time at intersections. Priority needs to be placed on the public transportation so the public will feel they are more reliable than their cars. Buses and Trolleys should have their own lanes, strictly reserved for them. The exclusion lanes will make the systems faster and more efficient.
4 Use the type of eco-tickets described in Chapter 4 of Green Urbanisms. The tickets are low-cost compared to automobiles and can be used on multiple types of transportation. There should be easy transfers from one transportation mode to another. Specialty services should be provided for night riders concerned with safety and children’s use.
5 Employ traffic calming measures used for both cities and residential areas. Tree placement, street narrowing, lower speed limit, and traffic circles can all calm traffic, reduce noise, and decrease accidents.
6 All modes of public transportation should reflect natural commuter patterns. Suburb to city, suburb to suburb, and low income neighborhood access to public transportation should all be addressed to insure equity and usefulness.
7 Park and Ride should be big and accommodating, with free or lost cost parking, safe and easy to use to encourage more people to use them and decrease traffic in the city.
8 Increase costs for car ownership. Higher fuel costs, road pricing, increasing meter parking, decreases parking spaces and regulate fees for entering city during certain times of day. These strategies will make the public transportation systems more attractive. Support car shares and car on demand services.
9 Accessibility. As the baby boomer population ages, they will become more dangerous behind the wheel. By increasing Public Transportation we will give older and younger people more freedom and independence from the automobile.
10 Build cities for people not cars. Hire locally, shop locally, rent and buy homes that are close to work, family and other personal activities. Empower foot transportation.
Tools for an Effective Transportation Network
It is now clear that we need to reverse the increasing use of cars for mobility. It is also clear that the only reason for this is not only increasing oil prices. It is sprawl, congestion, lower productivity, higher mortality rates, and a lower quality of life. In order to reverse and virtually eliminate the use of cars in large cities, other modes of accessible, affordable, and efficient mobility must be supported. Before I describe some of the tools, it must be made clear that funding these alternatives is cheaper now and in the long-term than continuing on building highways and wasting resources due to the car culture. With a fraction of how much we spend on roads, highways, cars, fuels, and precious time every year, we can transform the world’s mobility systems to more sustainable, efficient, and community-engaging networks of mobility.
The most supported tool, in Europe, is to fund public transportation as much as possible (trams, light rails, trolleys, high-speed trains, PRTs, buses, bicycles, etc.). As described in the book, Europe has a developed system of public transportation that went along with the design of cities. In many cities, people have access to trains, light rails, buses, and in some cases bicycles. In many cases, the government funds a substantial part of the cost of public transportation using another tool: car restrictions. One restriction tool is to eliminate free parking, slowly increase the price of parking, and reduce parking spaces. This forces people to reduce car use and increase use of public transportation. The revenues can then be used to fund public transportation, a good that is accessible to all (not just those who can buy a car). Another restriction tool is to make streets narrow and more accessible to pedestrians, either by designating them as multi-use or by placing speed bumps and other speed measures. Finally, a very effective way to reduce congestion is to price it.
In some European cities, such as London, congestion pricing dramatically reduces the number of cars on the road and creates large revenues that can be used for public transportation. In addition, Europe taxes gasoline more heavily than the United States, reducing car use and creating revenues for different services. Car-sharing programs provide another way of reducing car use in cities.
A tool to promote access to public transportation is the multi-use ticket, which can be used for any form of public transportation within a city. This allows users to not worry too much about purchasing the right to use public transportation, making the use of this service more attractive. Another way of promoting public transportation use is by incentivizing its construction as places of high activity develop. This promotes the immediate use of this service in that area of high activity. Connecting the several forms of public transportation is another great way of increasing access to the service. Finally, one of the best investments to make in promoting public transportation is to create a culture for that kind of service. De-emphasizing the personal car and promoting community and accessible mobility can go a long way in reducing car use.
These tools can be incorporated into a 10-year plan to make any city as car independent as possible. First, car restrictions must be put in place to generate revenues and increase pedestrian-friendliness. This may include reduced parking spaces, increasing fees for parking, and congestion-pricing (as well as fuel taxing). This is also a great way of generating revenues from those who can pay for personal transportation in order to fund alternatives that are accessible to all. A city should then plan a network of different transportation modes including trains (to go out), PRT (inside), light rail (around the perimeter of the city), bikes (for central use), and buses (electric and with dedicated lanes). Such a network would reduce the time of transportation (saving money), reduce overall transportation costs, and increase access and community while taking back sprawl. In addition, such a system would cost less than continuing to fund sprawl and the automobile city.
The most supported tool, in Europe, is to fund public transportation as much as possible (trams, light rails, trolleys, high-speed trains, PRTs, buses, bicycles, etc.). As described in the book, Europe has a developed system of public transportation that went along with the design of cities. In many cities, people have access to trains, light rails, buses, and in some cases bicycles. In many cases, the government funds a substantial part of the cost of public transportation using another tool: car restrictions. One restriction tool is to eliminate free parking, slowly increase the price of parking, and reduce parking spaces. This forces people to reduce car use and increase use of public transportation. The revenues can then be used to fund public transportation, a good that is accessible to all (not just those who can buy a car). Another restriction tool is to make streets narrow and more accessible to pedestrians, either by designating them as multi-use or by placing speed bumps and other speed measures. Finally, a very effective way to reduce congestion is to price it.
In some European cities, such as London, congestion pricing dramatically reduces the number of cars on the road and creates large revenues that can be used for public transportation. In addition, Europe taxes gasoline more heavily than the United States, reducing car use and creating revenues for different services. Car-sharing programs provide another way of reducing car use in cities.
A tool to promote access to public transportation is the multi-use ticket, which can be used for any form of public transportation within a city. This allows users to not worry too much about purchasing the right to use public transportation, making the use of this service more attractive. Another way of promoting public transportation use is by incentivizing its construction as places of high activity develop. This promotes the immediate use of this service in that area of high activity. Connecting the several forms of public transportation is another great way of increasing access to the service. Finally, one of the best investments to make in promoting public transportation is to create a culture for that kind of service. De-emphasizing the personal car and promoting community and accessible mobility can go a long way in reducing car use.
These tools can be incorporated into a 10-year plan to make any city as car independent as possible. First, car restrictions must be put in place to generate revenues and increase pedestrian-friendliness. This may include reduced parking spaces, increasing fees for parking, and congestion-pricing (as well as fuel taxing). This is also a great way of generating revenues from those who can pay for personal transportation in order to fund alternatives that are accessible to all. A city should then plan a network of different transportation modes including trains (to go out), PRT (inside), light rail (around the perimeter of the city), bikes (for central use), and buses (electric and with dedicated lanes). Such a network would reduce the time of transportation (saving money), reduce overall transportation costs, and increase access and community while taking back sprawl. In addition, such a system would cost less than continuing to fund sprawl and the automobile city.
Saturday, October 13, 2007
Big Box Evaluator
Although this class is all about living without ... I thought this would be of interest esp as a tool to fight.
FYI
Announcing Release of the
Big Box Evaluator Website and Tool
The tool that helps you learn
about the impacts of big box retail stores
October 10, 2007
For Immediate Release
Middlebury, VT -- The Orton Family Foundation enthusiastically
announced its release of the Big Box Evaluator tool, designed to help
communities and individuals learn about the impacts of big box retail
stores. The unbiased tool is designed not to take a stand on big
box development, but to help citizens make informed decisions based on
each community's specific characteristics and values.
Available free to the public at
www.bigboxevaluator.org, the web-based interface allows users to
learn about commercial and retail development in general, but also to
input specific information from their communities and receive customized
reports on economics, values, planning and municpal services, and ways to
improve the development process.
Citizens in communities facing proposals for big box development can
select the type of town that most closely resembles their own, and the
type of development proposed (neighborhood store to large
"supercenter"). Users can then enter specific information
and personal values in four categories (Economy, Environment, Society,
and Visual), ranging from expected tax revenues to amount of signalized
intersection work required, runoff mitigation requirements to the
importance of community character.
The Big Box Evaluator creates a customized report for each user based on
the specific inputs, with information like projected municipal costs and
revenues, change in average wages, and annual price savings for
family. Users are also given a list of action items based on the
input values, which store developers can consider in order to help meet
the community's concerns.
The Orton Family Foundation is a Colorado- and Vermont-based operating
foundation supported by profits from the
Vermont Country Store.
For more information contact:
The Orton Family
Foundation
802.388.6336
PO Box 111
Middlebury, VT 05753
bigboxevaluator@orton.org
www.orton.org
FYI
Announcing Release of the
Big Box Evaluator Website and Tool
The tool that helps you learn
about the impacts of big box retail stores
October 10, 2007
For Immediate Release
Middlebury, VT -- The Orton Family Foundation enthusiastically
announced its release of the Big Box Evaluator tool, designed to help
communities and individuals learn about the impacts of big box retail
stores. The unbiased tool is designed not to take a stand on big
box development, but to help citizens make informed decisions based on
each community's specific characteristics and values.
Available free to the public at
www.bigboxevaluator.org, the web-based interface allows users to
learn about commercial and retail development in general, but also to
input specific information from their communities and receive customized
reports on economics, values, planning and municpal services, and ways to
improve the development process.
Citizens in communities facing proposals for big box development can
select the type of town that most closely resembles their own, and the
type of development proposed (neighborhood store to large
"supercenter"). Users can then enter specific information
and personal values in four categories (Economy, Environment, Society,
and Visual), ranging from expected tax revenues to amount of signalized
intersection work required, runoff mitigation requirements to the
importance of community character.
The Big Box Evaluator creates a customized report for each user based on
the specific inputs, with information like projected municipal costs and
revenues, change in average wages, and annual price savings for
family. Users are also given a list of action items based on the
input values, which store developers can consider in order to help meet
the community's concerns.
The Orton Family Foundation is a Colorado- and Vermont-based operating
foundation supported by profits from the
Vermont Country Store.
For more information contact:
The Orton Family
Foundation
802.388.6336
PO Box 111
Middlebury, VT 05753
bigboxevaluator@orton.org
www.orton.org
Tools and Strategies
1. Expanded TCAT bus system. Having buses that run to and from the Cornell campus during class times is great. Having buses only come every hour, or even not having buses to many places from campus on weekends and nights is not so great. Not having a direct bus to Ithaca College cuts off a lot of potential connections as well. Weekends and nights are the times when people are free – yet they are the times that bus service is currently limited.
2. Car restriction zones. With the current level of car traffic within Ithaca, enforcing restriction zones, maybe starting with school areas, major pedestrian shopping areas, parks, etc, would be a great start to creating a safer and more pedestrian friendly city. No one wants to wait to cross 3 lanes of traffic, and crossing 13 near the Farmer’s Market is like playing chicken!
3. Community taxi/car share. This seems like it would be a perfect option in Ithaca, especially considering the large number of college students! Even if Cornell were to start with one – over 13,000 undergraduate students would be a great test population, and would help to expand the university’s commitment to restricting cars on campus. I personally do not own a car, but would love to be able to borrow one for the occasional weekend or errand (say, at a time when the buses weren’t running on the weekend!).
4. Single ticket. The idea of a single ticket for car share rentals, a bus, a taxi is a great idea. Being able to arrange multiple forms of transportation ahead of time, or even being able to decide as you go without the hassle of cash, cards, and plan-ahead reservations would do wonders for lessening the hassle of travel.
5. Transit-oriented development. As we’ve seen in most of our readings, and with the ConnectIthaca plan, transit-oriented development makes tons of sense, especially in an urban environment. The ABC plan explained in Green Urbanism is a model that Ithaca could use, especially in light of the new planned development behind WalMart. That portion of 13 could become a pedestrian hub, with the expansion of bus routes, and possibly a train service running down 13 in the future.
6. Package deals for new developments. Along the lines of #5, transit could be “part of the deal” for the new Southside developments. If there were a car share program, a train system, expanded bus system, and discounts for residents to use public transit (and maybe even an agreement not to own cars), perhaps the WalMart parking lot could be converted to a park area for the residents in the new development?
7. Small electric trucks for distributing goods. This makes a lot of sense for a place like Ithaca, with many small restaurants, grocery stores, shopping malls, and already crowded streets, the use of small, electric trucks would mean easier navigation for the truck drivers, and quieter streets with less congestion for Ithaca residents.
8. Electric carts. During much of the bicycle/pedestrian walkable city sections, I would find myself wondering about the elderly or disabled – how could we expect them to walk everywhere or ride bikes? The idea of golf-cart like, small electric vehicles could be a perfect way to solve the problem. They would not only be useful for getting from point A to point B easily, but for hauling groceries and other goods to and from home.
9. Street narrowing. I thought of State Street when reading about narrowing the streets. On our walk, I noticed the nonexistence of seating areas or places to socialize, along with areas for kids to play (and right near the Commons would be a great place for small green spaces!). If State Street were to be narrowed, or even made one lane, and sidewalk areas were widened, there could be streetside cafes and pedestrian spaces galore, along with some benches to sit in the shade of the street trees, great assets for revitalizing some business and nightlife.
10. Trams and planting. Restoring the historic tram (trolley) service to the Cornell campus would, I’m sure, please many Cornellians, especially if it were to extend down to the Commons and then perhaps down State Street and down 13. (Right along the proposed ConnectIthaca routes?) Planting along the tram routes would be nice as well, and keep them from being an eyesore to people living along them, in addition to helping to quiet the noise of a tram.
2. Car restriction zones. With the current level of car traffic within Ithaca, enforcing restriction zones, maybe starting with school areas, major pedestrian shopping areas, parks, etc, would be a great start to creating a safer and more pedestrian friendly city. No one wants to wait to cross 3 lanes of traffic, and crossing 13 near the Farmer’s Market is like playing chicken!
3. Community taxi/car share. This seems like it would be a perfect option in Ithaca, especially considering the large number of college students! Even if Cornell were to start with one – over 13,000 undergraduate students would be a great test population, and would help to expand the university’s commitment to restricting cars on campus. I personally do not own a car, but would love to be able to borrow one for the occasional weekend or errand (say, at a time when the buses weren’t running on the weekend!).
4. Single ticket. The idea of a single ticket for car share rentals, a bus, a taxi is a great idea. Being able to arrange multiple forms of transportation ahead of time, or even being able to decide as you go without the hassle of cash, cards, and plan-ahead reservations would do wonders for lessening the hassle of travel.
5. Transit-oriented development. As we’ve seen in most of our readings, and with the ConnectIthaca plan, transit-oriented development makes tons of sense, especially in an urban environment. The ABC plan explained in Green Urbanism is a model that Ithaca could use, especially in light of the new planned development behind WalMart. That portion of 13 could become a pedestrian hub, with the expansion of bus routes, and possibly a train service running down 13 in the future.
6. Package deals for new developments. Along the lines of #5, transit could be “part of the deal” for the new Southside developments. If there were a car share program, a train system, expanded bus system, and discounts for residents to use public transit (and maybe even an agreement not to own cars), perhaps the WalMart parking lot could be converted to a park area for the residents in the new development?
7. Small electric trucks for distributing goods. This makes a lot of sense for a place like Ithaca, with many small restaurants, grocery stores, shopping malls, and already crowded streets, the use of small, electric trucks would mean easier navigation for the truck drivers, and quieter streets with less congestion for Ithaca residents.
8. Electric carts. During much of the bicycle/pedestrian walkable city sections, I would find myself wondering about the elderly or disabled – how could we expect them to walk everywhere or ride bikes? The idea of golf-cart like, small electric vehicles could be a perfect way to solve the problem. They would not only be useful for getting from point A to point B easily, but for hauling groceries and other goods to and from home.
9. Street narrowing. I thought of State Street when reading about narrowing the streets. On our walk, I noticed the nonexistence of seating areas or places to socialize, along with areas for kids to play (and right near the Commons would be a great place for small green spaces!). If State Street were to be narrowed, or even made one lane, and sidewalk areas were widened, there could be streetside cafes and pedestrian spaces galore, along with some benches to sit in the shade of the street trees, great assets for revitalizing some business and nightlife.
10. Trams and planting. Restoring the historic tram (trolley) service to the Cornell campus would, I’m sure, please many Cornellians, especially if it were to extend down to the Commons and then perhaps down State Street and down 13. (Right along the proposed ConnectIthaca routes?) Planting along the tram routes would be nice as well, and keep them from being an eyesore to people living along them, in addition to helping to quiet the noise of a tram.
Week of 10/14: 10 Tools and Strategies
10 Tools/Strategies for Sustainable Transit
1. Land use policies and incentives that encourage sustainability vis-à-vis transportation. This is a broad “tool” that captures many of the practices in recounted Green Urbanism (GU), specifically the act of reserving the land that is near natural transit nodes for appropriate high-density or transit-oriented uses. An example is the Dutch A-B-C system (p113).
2. Lifting parking space requirements in new, urban developments. Most of the parking space requirements in zoning ordinances are incredibly egregious. As pointed out in GU and elsewhere, preserving space for automobiles merely engenders greater automobile usage. If it were impossible to find parking in Ithaca, people would (probably) find other ways to transport themselves.
3. Creation of transit villages. Going along with points 1 and 2, clustering goods and services as well as residences near public transit hubs makes car-free or car-reduced living much more convenient.
4. Frequency of public transit. No one in NYC ever has to memorize the subway schedule—you just go down to the platform and wait a couple of minutes until the train comes. Then you get on and get where you’re going, fast. TCAT is at the far opposite end of the spectrum, in terms of frequency and speed. The T-burg bus comes about 8x per day, and takes 35 minutes to get to Ithaca! Sorry, dude, life’s too short and my life in particular is not nearly predictable enough to make busing feasible.
5. Ease of use. Love the idea of “smart cards,” where you pay the fare on a bus or tram or train by using a declining-balance debit card. The ability to use it across different modes of transit is particularly appealing.
6. Tying into existing rail lines. Ithaca has a non-intensively used railroad running right through the main business corridor. By using wide-carriage tram cars as one German city did, we could tie light rail into the heavy rail and have a Rte. 13 passenger train.
7. Public transit itinerary creation services. Like the trip planning you can get by calling an operator in the Netherlands (and then arranging a taxi to meet you somewhere if need be), this could help take a lot of the headache/fear out of itinerary planning. Hopstop.com is an automated example of this, and allows you to create a route that is a combination of subway, bus, and walking. Way better than a street map and a bus schedule.
8. Congestion pricing. As London has shown, congestion pricing works. Soon NYC will be another example. If implemented in Ithaca, revenues collected could subsidize investment in public transit.
9. “Nurturing and growing a transit ethos.” So important in a place like Ithaca where it s perceived that only poor people, hippies, and noisy college students ride the bus. Key to a justice-driven (pardon the pun) system, where public transportation is not stigmatized.
10. Using sheep to calm traffic. OK, this is a little in jest, but I just loved the idea. I hate getting stuck in traffic or slowed down on the road, but on my drive in I often have to stop to let turkeys, ducks, and deer cross the road. The turkeys in particular take forever, but I never mind. They make me smile. My main point is the recognition that “no single strategy” will work, and that creativity and perseverance are critically important to reaching the goal.
1. Land use policies and incentives that encourage sustainability vis-à-vis transportation. This is a broad “tool” that captures many of the practices in recounted Green Urbanism (GU), specifically the act of reserving the land that is near natural transit nodes for appropriate high-density or transit-oriented uses. An example is the Dutch A-B-C system (p113).
2. Lifting parking space requirements in new, urban developments. Most of the parking space requirements in zoning ordinances are incredibly egregious. As pointed out in GU and elsewhere, preserving space for automobiles merely engenders greater automobile usage. If it were impossible to find parking in Ithaca, people would (probably) find other ways to transport themselves.
3. Creation of transit villages. Going along with points 1 and 2, clustering goods and services as well as residences near public transit hubs makes car-free or car-reduced living much more convenient.
4. Frequency of public transit. No one in NYC ever has to memorize the subway schedule—you just go down to the platform and wait a couple of minutes until the train comes. Then you get on and get where you’re going, fast. TCAT is at the far opposite end of the spectrum, in terms of frequency and speed. The T-burg bus comes about 8x per day, and takes 35 minutes to get to Ithaca! Sorry, dude, life’s too short and my life in particular is not nearly predictable enough to make busing feasible.
5. Ease of use. Love the idea of “smart cards,” where you pay the fare on a bus or tram or train by using a declining-balance debit card. The ability to use it across different modes of transit is particularly appealing.
6. Tying into existing rail lines. Ithaca has a non-intensively used railroad running right through the main business corridor. By using wide-carriage tram cars as one German city did, we could tie light rail into the heavy rail and have a Rte. 13 passenger train.
7. Public transit itinerary creation services. Like the trip planning you can get by calling an operator in the Netherlands (and then arranging a taxi to meet you somewhere if need be), this could help take a lot of the headache/fear out of itinerary planning. Hopstop.com is an automated example of this, and allows you to create a route that is a combination of subway, bus, and walking. Way better than a street map and a bus schedule.
8. Congestion pricing. As London has shown, congestion pricing works. Soon NYC will be another example. If implemented in Ithaca, revenues collected could subsidize investment in public transit.
9. “Nurturing and growing a transit ethos.” So important in a place like Ithaca where it s perceived that only poor people, hippies, and noisy college students ride the bus. Key to a justice-driven (pardon the pun) system, where public transportation is not stigmatized.
10. Using sheep to calm traffic. OK, this is a little in jest, but I just loved the idea. I hate getting stuck in traffic or slowed down on the road, but on my drive in I often have to stop to let turkeys, ducks, and deer cross the road. The turkeys in particular take forever, but I never mind. They make me smile. My main point is the recognition that “no single strategy” will work, and that creativity and perseverance are critically important to reaching the goal.
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