651–660 of 783 posts
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But induced demand shows that traffic will only increase… more lanes means you're waiting more.
That’s because people are waiting too long on other roads! There is a point where traffic will not increase as all the demand has been sated.
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It’s hard to talk about the topic at very high level but for many American cities like Columbus where I live the answer lies at least partially converting surface parking lots in downtown areas into economically productive assets like housing or businesses which are also not extractive to the local economy. This density makes it easier to walk and bike as well. Many cities, including Columbus, are expanding bus rapid…
> the bus is a strictly worse version of the car in these kinds of cities You can change that by giving them their own lane so they don't get stuck in traffic with the cars, let them go where cars may not go, give priority at traffic lights etc. That is what they do where I live.
Hardly anyone commenting, let alone policymakers with lifelong privilege and who are career incentivized to stay within a certain perspective, has significant if any experience taking the bus. I took the urban bus to and from school for years: at least 1.5 hours each way. Often two, with at least one transfer. Outside of the city center, reliance on buses is a massive poverty tax in terms of reduced quality of life.…
> That means cheaper and faster automotive transportation. That is… extremely silly. You can’t make an inherently expensive activity cheap because you’d like it to be. Cars take up so much space that’s expensive to build and maintain. They crash into things and people constantly. The pollute the air, and they are extremely expensive to own and repair, with a total lifetime measured in a couple decades, if you’re luck…
The rest of your statements are relative to the myriad costs of no cars and other transportation. It's narrative.
>That’s not getting cheap. It’s like saying that single family homes in Manhattan should be cheap, then everything will be better. Cars and mansions don’t fit in cities. They can’t be cheap!
What? Get a grip.
We already have buses and trains. Trains are great but can't go everywhere a car is required. Buses are a poverty pattern and the working class should be elevated away from their necessity rather than toward. The practical tax is such that it is racist to mean to force people into bus transportation.
Automotive transportation has always been the future. It is not only a form of wealth but a form of anti-poverty and anti-strife, as is freedom of movement that they better facilitate.
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A big issue with the market argument in converting car drivers to transit riders is the respective networks operate at different scales. Think of a little neighborhood with a bus line on a road; theres probably I’m not even sure call it 20x as many roads in that neighborhood that don’t have a bus line. There is so much more built out of the comprehensive road network everywhere than there is with transit. Cities are…
It’s hard to talk about the topic at very high level but for many American cities like Columbus where I live the answer lies at least partially converting surface parking lots in downtown areas into economically productive assets like housing or businesses which are also not extractive to the local economy. This density makes it easier to walk and bike as well. Many cities, including Columbus, are expanding bus rapid…
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I wholeheartedly agree with you. If there was safe and protected infrastructure, I feel a lot more people, including myself, would bike, especially with all the new e-bikes available. I will give Culver City some credit because they do have some dedicated bike lanes but they're not really protected.
When I lived in Santa Monica it was supposedly building a great network of bike lanes. That was twelve years ago…
Hardly anyone commenting, let alone policymakers with lifelong privilege and who are career incentivized to stay within a certain perspective, has significant if any experience taking the bus. I took the urban bus to and from school for years: at least 1.5 hours each way. Often two, with at least one transfer. Outside of the city center, reliance on buses is a massive poverty tax in terms of reduced quality of life.…
Are you open to the possibility that your particular experience with buses is not what all buses are or must be like? This is also sounds like an underfunded and sparse bus system. You can do buses right or you can do them poorly, same with anything. If you have a dense enough network that most people don't have to transfer, or enough frequency it doesn't matter, it makes a huge difference. Public transportation (and…
You haven't the slightest idea of what you are talking about. See "little to no experience with daily reliance on buses for urban transportation".
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Cars fit in cities just fine. Just got back from Atlanta. Much nicer and cleaner and cheaper than New York City. The only problem is the pollution, which is fixed by EVs. The other stuff, like a few tens of thousands of deaths in car crashes a year, is vastly outweighed by the time saved by everyone else compared to even an excellent public transit system. Trains are not the solution. Even the best train systems are…
this is insane. i have never ever taken a taxi in tokyo. the transit system is world class, cheap, and extremely convenient.
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I just checked the bus stop near my parents' place in Miami (I'm living in NYC now). The next bus arrives in 14 hours lol. Busses for that stop run hourly between 11am-4pm. I don't get how they think anyone can depend on that. Not only is an hour between busses incredibly frustrating, if I needed to do anything past 4pm, (like I don't know... commute to work?) I would have no way back home until the next day.
I think in such places it makes sense for a municipality to pay for Uber rides for residents, instead of maintaining bus routes.
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I think in such places it makes sense for a municipality to pay for Uber rides for residents, instead of maintaining bus routes.
Or have minibuses that are smaller and come more frequently. Find a few drivers willing to work after hours as a second job perhaps and let them drive smaller shuttle buses or larger passenger vans. When big buses stop their routes the smaller ones would start. The key is frequency and dependability.
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A big issue with the market argument in converting car drivers to transit riders is the respective networks operate at different scales. Think of a little neighborhood with a bus line on a road; theres probably I’m not even sure call it 20x as many roads in that neighborhood that don’t have a bus line. There is so much more built out of the comprehensive road network everywhere than there is with transit. Cities are…
> As long as the coverage and convenience are so lopsided, Two ways to fix that (in general): improve one side, or worsen the other. Some measures do both simultaneously, eg. bus lanes take away asphalt for cars and improve bus infrastructure. It's fairly easy to make a bus network more convenient than a car in a city. You can easily take measures such as dedicated bus lanes, one way streets, pedestrian areas, narrow…