Rebuilding Place in the Urban Space

"A community’s physical form, rather than its land uses, is its most intrinsic and enduring characteristic." [Katz, EPA] This blog focuses on place and placemaking and all that makes it work--historic preservation, urban design, transportation, asset-based community development, arts & cultural development, commercial district revitalization, tourism & destination development, and quality of life advocacy--along with doses of civic engagement and good governance watchdogging.

Sunday, May 05, 2019

(2019) National Travel and Tourism Week: While I do advocate for a strong local cultural plan for DC, there's something attractive about distributing busts of former presidents around the city?

Forty-three presidential busts are remnants of bankrupted Presidents Park. (Photos: Patrick Smith/Getty Images)

A few weeks ago, the Express free daily ran a photo showing busts of former Presidents ("All the presidents busts--in pictures," Guardian), which had been featured in an amusement park in Virginia, and were acquired when the park went bust ("Why the giant heads of 43 presidents are sitting in a field in Virginia," MNN).  From the article:
The presidential heads once were on display at Presidents Park in York County, near Williamsburg. The 10-acre park featured a museum and a sculpture garden where visitors could stroll among the presidential busts while reading about each man's accomplishments.

The park was open from 2004 to 2010, according to "All the Presidents' Heads," a documentary about the giant creations. When the park closed, the heads sat abandoned for several years until new developers bought the property. They were putting in a rental car business and asked Howard Hankins, who owned a local waste management company, to haul the statues away and destroy them.

"Instead of going into the crusher, I brought them up to the farm and there they are in their new home," Hankins says in the documentary, which you can watch [here].
While I argue vociferously for the execution of a locally focused culture plan, the fact is that most visitors to Washington visit because of the national story.

I've never been a fan of the fiberglass cows and such that some cities, including Washington in the past, have used to attract people to out of the way corners of a community, mostly because the figures usually have no local connections or are particularly hokey.

Although one iteration of the program in DC was of elephants and donkeys, representing the Republican and Democratic political parties ("Asses for the Masses," Washington City Paper).

-- Public Art | Fiberglass Animals for Community Art Projects | Cowpainters

Each of the stock figures is then painted in a design by a local artist, and at the end of the project, they are usually auctioned off to raise money for the sponsoring organization.

I suppose that would be the same of heads of former US Presidents. But what better city to have them placed?  (Although they are heavy, fiberglass would have been better.)

Ironically, decades ago when I worked for a health organization, they did a poorly designed survey asking elementary school aged kids to name past Presidents as well as brands of beer, and they could name more brands of beer.

 My response was "well, their families ought to be spending on multi-million dollar advertising campaigns to keep their names in the public eye."

Displaying these sculptures around DC would be a way to keep those names in the public eye, and promote a kind of new approach to public sculpture programs in the city (of which the annual Georgetown Glow is an example), and work to make better connections between the national and local stories.

Just this past weekend, in the Sunday Post Travel section, they ran a story, "Home of giants? You'll find it in rural Wisconsin," about visiting the FAST manufacturing site, in Sparta, Wisconsin.

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9 Comments:

At 8:30 AM, Anonymous charlie said...

offtopic:

https://www.latimes.com/business/technology/la-fi-tn-bird-scooters-money-profit-strategy-20190505-story.html


Hide the heads in rock creek park, and let people figure out where they live. Very popular these days.

 
At 10:47 AM, Anonymous Richard Layman said...

Hmm.

We already know you understand finance better than I do. We keep discussing how there is so much money sloshing around in venture capital.

It doesn't seem as if the VCs understand how these various markets work.

While scooters can work in center cities with the conditions that support what I call a sustainable mobility platform, that's just from the mobility standpoint. From a use standpoint, it's much different.

Just because it can be efficient to use such a device for certain kinds of trips doesn't mean people will do so. We already know that's the case with bikes.

As I pointed out in the December entry after I got a chance to check out (all too briefly) Santa Monica, the reality is that city, which is the launchpad/poster child for the mode, they are used mostly for recreational transportation, not for everyday transportation.

(In Baltimore's release of data from their pilot, they said on the most used day, there were over 41,000 trips. I am incredulous.)

That's irrespective of the longevity issue in terms of both technology and vandalism.

I don't see how you can sustain a $2B valuation on that basis. (E.g., what happened with the brief hypergrowth and flameout of dockless pedal bike share).

I haven't read the actual IPO documents, but the Lyft document said that scooters and bikes were immaterial from an economic impact on the business perspective.

Plus, the injury problem. World Resources Institute released a document saying the real issue is with the design of cities/roads.

But comparable how it's impossible to make transit be particularly successful in areas deconcentrated in both population and destinations (automobile dependent places), how reasonable is it to expect cities to maintain roads to the standards required to be safe by a device with a platform less than 5 inches off the ground and two 8.5 inch wide wheels.

As it is there are plenty of bicycle lanes and even cycletracks and sometimes trails that have significantly substandard pavement.

Obviously, cars can deal with average potholes relatively easy and aren't severely deterred other than being slowed down, by much larger ones. Bikes have bigger wheels, and usually aren't incapacitated by potholes. But scooters are much more vulnerable.

Speaking of misleading data, Portland's study said there was "only 5%" of traffic-related injuries from scooters, blah blah blah.

But it's not like scooters represent 5% of trips, probably a significant percentage less than 1%. So it in fact is a significantly higher proportion of injuries.

 
At 10:56 AM, Anonymous Richard Layman said...

From the article:

But most start-ups that follow the hypergrowth model are built on software (and in the case of such companies as Uber and Lyft, creative applications of labor law). Bird and its competitors, including Lime, Spin, Uber and Lyft, are in the much less forgiving business of managing a fleet of breakable, stealable scooters.

YEP. That's the thing people are missing, and with Tesla too. You can't have extranormal margins when it comes to making things or having to use machines and people to deliver a service.

Obviously, this is the same problem with e-commerce and food, and e-commerce and free delivery. E.g., with the latter it's screwing up Wayfair as an example.

So companies are created where people's expectations such as free delivery are not matched by the reality of the cost of delivery or order picking (like with food) and the complexities of delivery (food that needs to be frozen, or refrigerated, along with food that doesn't).

With ride hailing, it's a classic example of induced demand. Subsidized trips and the desire "to be chauffered" shifts trips from more efficient modes. But cities aren't designed for everyone to be driven around. And in the suburbs, which are, the economics favor private ownership.

With newspapers, what happened is that classified advertising shifted online, plus reaching critical mass of chain businesses, which mostly don't advertise, plus the migration of online advertising, and now the development of various social media channels.

Basically, digital is disrupting markets, but at the same time, wrecking many of them.

 
At 11:01 AM, Anonymous Richard Layman said...

From the article:

Bird declined to share details on unit economics with The Times for this article, but VanderZanden told tech website the Verge in March that the scooters would need to stay active for six months — around 180 days — for the company to just break even on the purchase price, once charging, repair and permit costs were factored in.

====
I have been thinking about this with dock based bike share. Basically, the annual running costs on a per bike basis, because the bikes are minimally used, I don't see how it makes much sense, unless you deliberately integrate it into the transit system, and offer it as part of making the transit-based element of the SMP more robust, e.g., how in Medellin, transit riders transferring can use bike share for free to finish their trip.

OTOH, if the bikes are used 10+ times/day, like in Lyon, then it's a different story.

I think the big issue is constant market development. Something I pushed hard in the proposals we did, back in the day.

 
At 11:58 AM, Anonymous charlie said...

On a personal scooter --

after 1 year, my cost per mile is approaching $1; if I keep it for two years I'l be around 54 cents.

My car has a cost of around .49 cents a mile (no depreciation as it is old, but service and 9 mpg around the city) which is around the 54 cents the IRS uses.

Scooter battery is defiantly showing signs of age, the unit itself is pretty intact but I am not sure I'll be able to get another year out of it.

Also not sure if you saw that Smart is withdrawing from the US market. Very sad.


6 month probably is around 600-800 of revenue, $100 a month for six months. Or around than $4-5 a day.


 
At 5:45 PM, Blogger Richard Layman said...

So a decent bike is a lot cheaper.

$50 amortization + 3600 miles year + $200 on maintenance = about 7 cents/mile.

If you live in a good catchment area for bike share it's way better, about 3 cents/mile.

So long as you don't have to spend more than $200/year in maintenance. But even double that it's still a pretty good price.

I bought a used bike last year, and it's bit me $-wise because it turned out to have a very expensive problem. I just hope going forward it won't rack up that kind of expense. I drove my last bike pretty hard and I had it for about 8 years.

But as you know it's not just about actual cost but the time savings. Depending on the nature of the trip, your 54 cents-$1/mile is still pretty cheap if it's 2x or 3x faster than alternatives.

As discussed about the SMP and the DC-focused article I wrote too, it's all about the nature of the trip, having transit as a foundation, and then having options (scooter, bike, carshare, delivery, taxi, etc.).

cf. https://techcrunch.com/2019/05/01/a-30-mph-e-bike-to-compete-with-cars-in-cities-investors-just-bet-20-million-on-it/

Like the Riide people, I think they are missing the point. Yes, it's logical to promote an e-bike over a car, but most of the people willing to use an e-bike in the city are probably already using sustainable modes.

My adoptive father worked in the car industry. They used to use the term "conquest" to refer to selling a car to someone who had owned a competitor vehicle (rather than going from one Chrysler to another, getting a Buick owner to buy a Dodge, etc.).

The issue is conquests over the motor vehicle. But the marketing etc. is likely to attract the sustainable mobility user.

Anyway, conquesting people from more efficient and optimal modes--transit--to ridehailing is a different form of induced demand and diminishing the optimality of the system.

 
At 10:02 AM, Anonymous charlie said...

personal scooter use= much quicker than walking (which is what I would be doing), about the same as a bike, and you don't worry about being dock blocked. Slightly quicker than car if you blow through red lights

I agree that cost per mile doesn't capture much, but I think it does show that rental scooter are terrible (cost per mile of around $3 a mile?) and that car ownership remains very viable.

Bird just introduced their new scooter:

https://www.ft.com/content/83c28a4c-7190-11e9-bbfb-5c68069fbd15

It looks like the SEGWAY MAX, here:

https://techcrunch.com/2019/01/03/segway-unveils-a-more-durable-electric-scooter-and-autonomous-delivery-bot/

https://www.indiegogo.com/projects/ninebot-e-scooter-max-max-on-everything-but-price/coming_soon/

looks like they doubled up the internal battery pack rather than having an external one (that was being stolen).


 
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