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This is the same information visually expressed in a grid chart from 1983 by Edward Tufte (The Visual Display of Quantitative Information). While the method can't scale the same way it feels like a more creative approach :
https://www.edwardtufte.com/wp-content/uploads/2024/03/VDQI-...
Technical term is isochrone map: https://en.m.wikipedia.org/wiki/Isochrone_map
Earlier quoted context omitted.
The subway is the big expensive investment. In theory, businesses and housing etc would develop around the stations. Like how suburbs develop around train stations.
And then landowners who were “smart” enough to own land where this ends up going in get to reap all the financial upside, instead of the public which actually invested in that infrastructure. Just imagine if the public could capture the (financial) upside it produces, then it could apply that money to do the same thing down the road, then do the same thing again down the road further. https://en.wikipedia.org/wiki/He…
In fact, the rail plus property model allows the rail operate to better capture their added value, so it applies even in "private" scenarios. The most famous example would be Tokyo.
The goal shouldn't be for the public to be able to reap direct financial benefits from the induced activity around transit hubs, the goal should be to firstly to incentivize and maintain affordable, high quality, sustainable transit, secondly to provide more and better economic opportunities.
Earlier quoted context omitted.
Which is why people prefer personal cars whenever possible. Mass transit has to operate at 5 minute intervals (so that you are waiting at most 10 to 15 minutes in the event of a missed connection). If it isn’t that frequent, then I am going to opt for a personal car every chance I can. Using only the subway in Manhattan/some parts of Brooklyn is convenient, but as you stray further, it starts getting tedious.
Mass transit and personal cars aren't necessarily mutually exclusive: https://en.wikipedia.org/wiki/Personal_rapid_transit
The constraints lead to completely opposite designs, which is why only very few, very dense cities in the world have convenient public transit, and they also happen to be inconvenient for personal cars.
Earlier quoted context omitted.
Which is why people prefer personal cars whenever possible. Mass transit has to operate at 5 minute intervals (so that you are waiting at most 10 to 15 minutes in the event of a missed connection). If it isn’t that frequent, then I am going to opt for a personal car every chance I can. Using only the subway in Manhattan/some parts of Brooklyn is convenient, but as you stray further, it starts getting tedious.
> Mass transit has to operate at 5 minute intervals (so that you are waiting at most 10 to 15 minutes in the event of a missed connection). Which is not only possible, but quite feasible. Upgrading to provide six-minute service 24/7 would only require a one-time investment of $300M, because it is projected to raise enough revenue to pay for itself in the long term. Unfortunately the current governor is trying to cut…
Why don't any of the trains go into New Jersey? That seems like a big wasted opportunity for adding more space that can easily commute into the city.
