“I don’t know much about transportation funding, but funnily, one thing the City of Toronto (and my colleagues) kept complaining about is the fact the Canadian federal government can’t fund any urban projects directly. Any money must go to the provincial government. This in fact partly explains why Canada is supposedly the only OECD (or G8) country without a national transit strategy. The only revenue stream for Canadian cities is real estate taxes. As a result, many people were blaming the current system for the fact nothing is getting built (while envying the US system and its Big Dig). In this article, if I understand correctly, I see that some people seem to be advocating for the Canadian system.
Just odd how the grass is always greener on the other side.”
A new petition at WhiteHouse.gov asks to Eliminate the bi-annual time change caused by Daylight Savings Time :
“Daylight Savings Time is an archaic practice in our modern society.
The original reasons for the policies are no longer applicable, and the most cited reason for keeping DST (energy savings) has never been shown to be true.
Some industries still like DST (like sporting equipment retailers), but there are many more who dislike the changed hours (like television).
The real issue, however is not the later hours or extra sunlight. Studies have shown that changing the clocks is responsible for health problems (including increased heart attack and vehicular accident risks) and leads to hundreds of thousands of hours of lost productivity in workplaces across the country. Also: It’s really annoying.
We should either eliminate DST or make it the year-round standard time for the whole country.”
While our results on the traffic safety consequences are mixed (DST reduces crash rates but increases traffic) it nets that DST enhances safety. Still, I tend to agree with the petition, we could achieve the benefits by having a fixed adjustment year round. And if people want to switch behaviors relative to the clock, good for them. Me, I would eliminate timezones too, and have one global time, so I wouldn’t have to go to work until 14:00 GMT and could sleep in every day.
Huang, Arthur and David Levinson (2010) The Effects of Daylight Saving Time on Vehicle Crashes in Minnesota Journal of Safety Research 41 513-520.
And I feel fine. I get quoted as Eric Jaffe writes a thorough piece in Atlantic Cities about The End of Federal Transportation Funding as We Know It :
“David Levinson, transport scholar at the University of Minnesota, has proposed a number of new governance models. One popular plan, drafted with Matthew Kahn and published by Brookings in 2011, outlines a three-step federal model of first fixing existing roads with the gas tax, then expanding them with competitive funding, then rewarding strong projects with subsidies. At his Transportationist blog, Levinson has also suggested limiting the federal role to research and regulation.
The best system, he says, might reduce central authority and reconfigure state departments of transportation as public utilities. In this ‘enterprising’ model, as Levinson called it in a January report [PDF], a new transport utility would work with a local oversight commission to establish fair usage rates and maintain service quality. Australia operates with this type of system, as does the multi-modal TransLink agency in Vancouver, as do water and sewage and electric companies in the United States.
If infrastructure governance were a bit more decentralized, says Levinson, you’d expect innovative concepts like enterprising transport to reach the fore. (‘It’s the ‘laboratories of democracy’ idea,’ he says.) Then again, given the complexity of the situation, not to mention the general intransigence of the federal government in recent times, it seems quite possible that lawmakers will respond to the urgent need for transport funding reform with no reform at all.
‘My sense is it’s more likely to fade away than it is be reversed in terms of a great new federal role or be eliminated entirely,’ says Levinson.’ The status quo policy is to leave the gas tax where it is, and it will slowly diminish over time until it becomes almost an irrelevancy. If I had to predict what I think will happen over the next 20 years, I think that’s the most likely outcome.'”
Now at streets.mn Five Rules for Vital Streets: “There are three seeds:
These are ‘economies of agglomeration’ as the economists might say or perhaps ‘network effects’. But they allow for the spontaneous walk-in business rather than the planned trip.
Many businesses are unlikely to attract spontaneous walk-ins, for instance vacuum cleaner repairs, [I don’t normally walk around with a vacuum cleaner on the hope I will find a repair shop] and thus lose little by not being located in the center of action and save much on rent. There are limits to the value of agglomeration.
Some restaurants are so good, they require a reservation, and thus there is little spill-in traffic. But other businesses, by saving on rent, are foregoing additional business. Moreover, those businesses are denying potential spillover traffic to their would-be neighbors. It is a calculation that proprietors must do for themselves, but there is a coordination function that a good entrepreneur can serve, matching businesses that attract walk-ins with compatible stores, and maybe subsidizing (lowering the rent for) those that generate more spill-over traffic than they attract.
There are three seeds:
- A concentration of people (customers, though they need not be spending money, that helps)
- A concentration of stuff (suppliers, who need not be selling)
- An environment that encourages people to spend time doing stuff (marketplace)
People concentrate for a variety of reasons – to exploit the material resources of the earth, to have safety in numbers, to find a pool of potential mates, or simply because it is at the intersections of routes between two other places. These intersections (nodes in transportation lingo), create opportunities.
In the streetcar era, people might change lines at a node, and those pedestrians would contribute to the street life necessary to support new businesses. In the highway era the scale changed, and nodes are the interchanges of freeways. Businesses, and especially shopping malls, take advantage of these points of high accessibility. But the shopping mall is now clearly the destination, not a side-product of a transfer point in the same way street-car corners were. Some further assertions about human nature:
- People like pleasant climates – dry, not too hot, not too cold, clean air, not too loud.
- People want to feel safe – they don’t want a car careening out of control disturbing their sidewalk café meal, they don’t want to think they will get run over crossing the street.
- People are lazy – they don’t want to walk too far to get where they are going. If they are driving, they want easy convenient parking near their destination. They like to cross the street mid-block and don’t want to have to walk to intersections.
- People are cheap – they don’t want to pay for that easy convenient parking, they prefer lower to higher prices for the same good.
The last two be summarized by the idea that “People take the path of least resistance”.
Observing cities around the world with an informed, but casual analysis leads me to assert some rules about the environment that lead to vitality or vibrancy.
- Buildings on the sidewalk – vibrant areas have buildings that abut sidewalks with not large gaps between the building and the walk. The density of activity is necessarily reduced by space between building and path (and thus other buildings).
- Sidewalks on the street – to have vitality, sidewalks must abut the street, or *be* the street in pedestrian only areas. Pedestrian only areas can work, and anyone who says otherwise has other interests at heart. This does not mean that they will work, but given the right environment, people would prefer to shop without having to look out for motorized vehicles.
- Streets move slowly – fast streets make pedestrians feel unsafe, and thus reduces the benefits of being on the sidewalk. Ideally streets are moving at pedestrian speed in the pedestrian area. Of course streets leading to the pedestrian area move faster, or people could not get there. One-way streets may not be inherently problematic, but one-way streets are generally that way to move more vehicle traffic faster through the area, which is the opposite goal of moving pedestrians between buildings within the area. On the other hand, one-way streets are easier to cross.
- Vehicle space on the street is minimal – wide streets increase the distance pedestrians must walk to reach other activities. Narrow streets give access to more stuff in less time. Hence the reason many enclosed shopping malls work better than many shopping streets is the density of stuff is fairly tight.
- Opportunities to explore just around the corner – hidden (pleasant) surprises are one of the things that make cities interesting to be in, if I go around this corner what will I discover. The same opportunities do not exist in an enclosed shopping mall, where everything is pre-mapped and tightly controlled, and I know each “block” ends at a parking ramp. Hidden unpleasant surprises however are one of the things that can kill a city, I don’t want to experience dread when I walk down an alley attached to my favorite shopping street.
This set of rules is by no means complete, but rules like these created street life in streetcar era places, and they create vitality in the better shopping malls.
What other rules do you have?
What are the most and least vital shopping areas in Minnesota?
Updated from a Transportationist post: July 12, 2007.