"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, January 21, 2018
Interesting piece/maps about homelessness from the Seattle Times
In response to a reader's question about how does the number of homeless in Seattle/King County compare to other places, the Seattle Times looked more deeply into the question, ("Is Seattle’s homeless crisis the worst in the country?") comparing their community to others at different scales. Interestingly, DC in one of the rankings comes out as the #1 place for homelessness, as having the greatest number of homeless measured as a rate per 10,000 residents.
Observationally, I've always felt that homelessness is "worse" out west, but maybe that's because it is more visible, because more people "sleep outside" and not within shelters, in large part because of the weather.
One of the maps makes the point that the top 10 locations of cities where the homeless sleep outside are all out west--not even Florida makes the cut.
While out this morning to grocery shop (since I had access to a car), I saw a couple people panhandling, which surprised me since these are neighborhood areas, not central business districts.
Right for Life demonstration and counter protestors in front of the US Supreme Court
While I moved to Washington thirty years ago "to get involved in national policy and do good things" and for a time I worked for a national consumer advocacy group concerned with health policy, for a long time I've been more locally focused than nationally focused, and co-exist without national politics having too much effect on me personally.
I happened upon this yesterday, walking from the Library of Congress to Union Station. Yesterday was the annual Right to Life march. Again, it doesn't affect me much normally, except that I was riding the subway rather than biking, and the train cars were more full, with people who blocked the doorwells.
During previous shutdowns, calm heads ultimately prevailed: people who cared about good government, or at least worried about the polls that pointed to widespread public disgust. But this is now Donald Trump’s Washington and there are no calm heads to be found.During previous shutdowns, calm heads ultimately prevailed: people who cared about good government, or at least worried about the polls that pointed to widespread public disgust. But this is now Donald Trump’s Washington and there are no calm heads to be found.
In any case, it seems unbelievable that Congress is incapable of doing one of the only things they are mandated to do, which is to pass an annual budget for government operations.
Still, while I concede the idea of a "swamp" as it relates to lobbying, especially in favor of the interests of capital, the reality is that "Washington" isn't created in or by "Washington" but by the electoral choices they make when voting who to represent them in their House Districts and as their state's Senators.
DC government. Because DC is a federal district, local government gets mixed up in the crosshairs of shutdown. With the last shutdown, DC carved out its locally-generated monies and made the argument that spending local monies shouldn't be held hostage to the federal budget, and it continued to operate and function. Mayor Bowser is taking the same course this time ("'DC is open' If Federal Government Shuts Down, Mayor Says," NBC4).
DC also plans to step in and maintain NPS properties that will go unmaintained during the shutdown. From the article:
If the government shuts down, crews with the D.C. Department of Public Works (DPW) will pick up trash from 126 federal properties in the city, including the National Mall, Pennsylvania Avenue and Dupont Circle. If it snows, the same crews will clear roads the National Park Service usually would clear.
"People from across the nation and around the world come to visit our nation's capitol, and we take great pride in our city and want to ensure it looks clean and its best, regardless of what's happening at the federal level," DPW director Christopher Shorter said.
The work will cost an estimated $100,000 per week. D.C. could request reimbursement from the federal government for costs incurred during the shutdown, or could include these costs in federal payment budget requests.
hey're doing this because parks shutdowns seemed to generate the most negative reaction on the part of communities and the electorate (along with cutbacks of TSA personnel at airports).
According to the US Travel Association ("Shutdown Would Cost U.S. Travel Economy At Least $185M per Day"), a federal government shutdown would cost the U.S. travel sector at least $185 million per day in economic output due to lost activity and affect 530,000 travel-related jobs due to temporary layoffs, reduced wages and fewer hours worked.
Protest: Locals complain about the Grand Canyon National Park closure which is costing the community in lost tourism. Image via the Daily Mail.
In those parts of the country with federal parks and public lands that are key elements of local tourism, there are more specific and hard felt effects on local economies from shutdowns.
• A 7.88 million decline in overall NPS October visitation resulting in a loss of $414 million NPS visitor spending within gateway communities across the country;
• Gateway communities near forty five parks experienced a loss of more than $2 million in NPS related October visitor spending;
• Five states experienced a decline of over $20 million in NPS October visitor spending;
• Each dollar of funding for the 14 parks opened with state funding before the end of the shutdown generated an estimated $10 in visitor spending.
But it's best to plan ahead and have those agreements in place before a shutdown, not once a shutdown is underway. Which is what DC is doing in terms of committing to providing trash pick up and snow clearance.
Sadly, Baltimore and Detroit didn't make the list, and landing this "whale" would have been an economic game changer for those communities. Although Newark is on the list, and Philadelphia.
Los Angeles, California
Montgomery County, Maryland
Newark, New Jersey
New York City, New York
Northern Virginia, Virginia
Raleigh, North Carolina
The issue to me comes down to maybe 3-4 criteria:
1. Economic nationalism. While Toronto makes a great argument, and national health insurance means huge savings for companies in Canada, I think that were Amazon to locate a new headquarters outside the US they would invite serious attacks from the current administration/federal government, especially because Amazon's founder owns the Washington Post, which President Trump sees as an opponent.
2. The cost of housing for employees. Many of the cities making the cut--Boston, DC/Northern Virginia/Montgomery County, New York City--have high housing costs and a small increase in demand could make an already frothy market that much more turbulent comparable to what is happening in Seattle and San Francisco now.
Since part of the reason for Amazon to build a second headquarters is to provide employees with more reasonably priced housing options, I can't see a high housing cost city being chosen in the end.
3. Proximity to higher education institutions with leading programs in information technology, engineering, and business. To be honest, I think that dings the DC area, Indianapolis, and Nashville.
4. Transit/Urbanism/Placemaking/Quality of Life. I would think this factor would eliminate cities like Dallas and Atlanta and Denver, although they have transit systems. And even Northern Virginia because the sites proposed to Amazon aren't "close in" to the center, but more distant locations that would be termed suburban, almost exurban.
Not sure how to handicap Los Angeles. It's cool, but the housing market has rebounded and Western Los Angeles City and County doesn't have low cost housing.
I think it might give Montgomery County, Maryland a boost because of the ability to do some large developments along the Red Line, even to extend the Green Line out New Hampshire Avenue as I've suggested in the past. There's enough room around the FDA campus there, but it isn't particularly dense and urban.
There is opportunity in Silver Spring, especially given that Discovery Channel will be leaving, but to put the Amazon project in perspective, Discovery has one big building capable of supporting 2,500 workers and Amazon is demanding the capacity for 20 buildings of that size...
==== Comments WRT DC's bid ("DC discloses part of the Amazon HQ2 incentive package," Washington Business Journal, I was surprised to see such a huge incentive offered for each "veteran" to be employed. I don't see why that would matter that much to DC specifically, compared to supporting DC business development and employment of residents.
WRT the likelihood of DC not being picked, I hope it will spur the city to take a deeper, harder look at the necessary antecedents for economic development and diversifying the local economy beyond its dependence on the federal government.
I think it means looking at DC's higher education institutions and figuring out how to up their game, along the lines of what Mayor Bloomberg started in NYC, collecting and publishing metrics on businesses developed out of DC universities and local research, etc.
Like DC, they need to look at this result in a very detailed way and figure out how to better leverage, strengthen, and market their competitive advantages. (Personally, I don't think it's by outsourcing their economic development functions to the private sector, but that's me...)
1. I have written that the King Street streetcar prioritization initiative in Toronto is one of the most important transportation initiatives underway in North America right now, because few cities are so bold as to prioritize transit and total passenger throughput over motor vehicles, because the automobility lobby tends to be vocal and virulent and elected officials tend to defer to the motor car when it comes to policy and counting votes.
The King Street streetcar prioritization is getting pushback from businesses, who have seen a drop off in their night-time business. About 10 days ago, the Mayor launched an "activation program" including ice sculptures and other activities to draw attention to the street with a hope it will stoke business ("Mayor John Tory's plan aims to boost visitors to King St.," Toronto Star) while businesses angry about the change have created ice sculptures "flipping off" the street ("Some businesses give an icy middle finger to King St. pilot," TS). Businesses protest King Street streetcar prioritization, Toronto
The solution though is pretty simple, which I hope to write up as a letter to the editor or op-ed for the Toronto Star.
In time, we’ll have reliable numbers for ridership over a sustained period. But if even just this 25 per cent number holds true and is true throughout the day, it’s hard to overstate the level of success that indicates. It would represent an increase of more than 15,000 riders per day, to over 80,000 total riders on one streetcar route. For a change put together in months for an implementation cost of $1.5 million.
For comparison purposes: The planned $3-billion-plus subway extension in Scarborough is expected to carry, in 2031, about 15,000 more riders per day than the RT line there today carries (for a total of 64,000). In ridership terms, King Street may be seeing a Scarborough subway’s worth of passenger increase (and much higher total ridership) in just a few weeks, for .05 per cent of the cost.
Brown argued that although pedestrians have a responsibility to “use common sense and take care,” most people walking on the street won’t deliberately do anything to put themselves in danger.
“You don’t have to make a huge educational effort on that,” he said. “Where the effort should be directed is at drivers of vehicles that don’t understand that travelling at 100 km/h, or 80 km/h, or 50 km/h or 40 km/h even, with a two-tonne vehicle, you’re going to kill somebody. That’s where the effort should be directed.”
This reminds me of my point about re-engineering road pavements to better fit desired operating speeds.
That's not a response I've seen being developed, although arguably, creating more pedestrianized intersections is a step towards this. Pedestrian cross the new diagonal crossing at Oxford Circus in London. British Transport Society image.
Mayor John Tory opposes a proposal to cut the stretch of Yonge St. between Sheppard and Finch Sts. down by two traffic lanes to allow for bike lanes and wider sidewalks, despite the local councillor and city staff's approval. (COLE BURSTON / TORONTO STAR)
Mayor John Tory opposes removing two vehicle lanes on a six-lane stretch of north Yonge St. as part of a plan to build separated bike lanes and wider sidewalks, despite city staff and the local councillor saying that’s the best way to improve the area.Tory’s continued opposition to the “Transform Yonge” plan, after city staff looked at alternatives, is frustrating Councillor John Filion, Ward 23 Willowdale.
“Downtown North York should be more than a sea of highrises with six lanes of highway running down the middle,” said Filion, who will make his case to the public works committee Friday. “This area has been neglected for far too long. The city needs to invest in creating a beautiful (main street) that connects the buildings and the people who live in them.”
The $51.1-million plan would see Yonge from Sheppard Ave. to just north of Finch Ave. get: separated bike lanes on both sides; wider boulevards; better pedestrian crossings; and a landscaped centre median. To make room for cyclists and more sidewalk, one vehicle lane in each direction would be removed between Sheppard and the Yonge intersection with Hendon Ave. on one side and Bishop Ave. on the other.
In general, Mayor Tory's transportation agenda has been more focused on suburban interests, which seem to have the upper hand in Toronto's amalgamated city, although the addition of new council seats in the city's core should help to address that imbalance. See "Three seats being added to Toronto council for the 2018," TS.
Years ago I wrote about the Whole Foods flagship store in its headquarters city of Austin, Texas, which has a patio, garden, and playground on the second floor.
From that point forward, the company has developed more inside spaces that function more like restaurants and taverns, although for the most part, these spaces are within the standard footprint of the store. For example, the new Whole Foods on H Street NE has a tavern on its mezzanine level.
The Roof, Brooklyn Whole Foods. Photo credit: DNAinfo/Nikhita Venugopal.
A new Whole Foods store in Exton, Pennsylvania (outside of Philadelphia) will have a roof top patio with food and drink service.
It turns out that they already have such a facility in Brooklyn, called "The Roof," which can even be rented out for special events.
Since 2010, Eataly has a rooftop restaurant called Birreria, with special beers produced on site by Dogfish Brewery.
It would be cool, in the various buildings that have supermarkets on the ground floor, to think about how they might be able to deliver rooftop restaurants as part of mixed use developments, activation, and destination retail.
Let’s look at what really distinguishes Norway from Haiti. Norway is a social-democratic country with a high tax base, one that invests in its people, providing health care, college education, and childcare. It has also made a remarkable commitment to gender equity. The reason we don’t have a lot of Norwegians clamoring to live here is that it would, for most of them, likely represent downward mobility. Haiti, meanwhile, is a failed experiment in colonialism, capitalist brutality and, yes, racism. The tiny island country has never recovered from the global punishment imposed by slave-holding, colonial powers after a slave revolt made it a free if impoverished nation more than 200 years ago. The mentality that chooses to compare the essential worth of the residents of the two nations, rather than the conditions that prevail in them, is just a high-falutin’ variation of racism. ...
Meanwhile, it must be said: Trump is working hard to turn the United States into a shithole country—one that is run by a corrupt kleptocracy, that funnels money to a comparative handful of ruling families and impoverishes the rest of us. One that imposes work requirements on Medicaid recipients. One that imposes tax cuts for the wealthy and refuses to provide medical care to children. If Trumpism succeeds, Norway might have to make room for refugees from another shithole country. What a global embarrassment this is.
King aimed for a deep transformation of America, not just the sweet vision of children holding hands that is so often celebrated on his birthday. We need to understand more about that if we are going to get back on a road to what he called “the beloved community,” in which all people would be valued and treated with dignity.
Michael K. Honey has spent decades studying King and writing about him, and he is determined that more people understand King the way historians do.
Civil rights for all Americans was just the beginning of what King sought, Honey said. King wanted to eliminate poverty, assure everyone could have good health care, education and housing, and turn the country away from war. ...
Since King’s death, we’ve seen voting rights under attack in many states. We’ve seen the tremendous progress that civil-rights laws made possible stalled in the decades after. Affirmative-action efforts have been pared down, schools resegregated, and economic inequality is increasing.
... people of color still face significant disparities in the economy and society. For example, December’s jobless rate of 6.8 percent for African-Americans compared with 3.7 percent for whites and 5.1 percent for Hispanics. Minorities are segregated in poorly funded schools, too, an impediment for future achievement.
Which brings us to the uncomfortable MLK, the one you’ll hear little about as we mark the holiday. Although King believed — like Frederick Douglass in the 1860s — that the vote was essential to minority empowerment, he increasingly focused on economics and inequality toward the end of his too-short life. ...
When he was assassinated, King was planning a Poor People’s March on Washington. He advocated a universal basic income that would raise everyone — poor minority, poor white — to middle-class level. And remember, this was the late 1960s, when the (mostly white) American middle class was at its high point, and the rich were taxed at 70 percent. Yet he said:
“We have come a long way in our understanding of human motivation and of the blind operation of our economic system. Now we realize that dislocations in the market operation of our economy and the prevalence of discrimination thrust people into idleness and bind them in constant or frequent unemployment against their will. The poor are less often dismissed from our conscience today by being branded as inferior and incompetent.”
A very basic (and excellent) ad promoting bus transit by GRTC/Richmond, Virginia
Photo by JAMES H. WALLACE/RICHMOND TIMES-DISPATCH.
I have written a lot about:
-- the graphic design of bus liveries
-- how transit agencies like the Port Authority in Pittsburgh use their buses as rolling billboards to promote transit; and
-- exemplary examples of transit promotion in advertising
but the idea of being so very direct in the way that the GRTC is in Richmond escaped me--an attractive ad on the side of a bus communicating how many people ride/use the transit system each day.
In a city like Washington, the daily ridership is much higher 500,000 people or more, even if ridership is dropping, and many lines have between 10,000 and 25,000 riders per day.
Obviously, most people don't have this kind of information, aren't aware of it, etc. For example, how 300 bus runs/day carry upwards of 40% of the total person throughput on a main arterial like H Street NE -- 300 bus runs over 23 hours compared to 20,000 to 25,000 motor vehicle trips.
So this kind of advertising on a bus makes a lot of sense and there is a lot of opportunity for transit agencies in developing marketing campaigns along these lines.
I can also see doing this by line, so that there would be ads on the 16th Street bus lines saying, this line carries 25,000 riders each day and compare it to motor vehicle traffic on the same road, etc.
Certain types of events and activities are likely to have great positive impact, other types are not, and it is important to develop a framework to distinguish between the various types, comparable to the framework I have been developing concerning sports arenas and stadiums -- it's not that I think public funding is a good idea, I don't, but recognizing that the likelihood of successfully warding off public funding in most cases is remote, let's figure out how to best capitalize on the spending, to reap the greatest possible amount of benefit.
For arenas and stadiums, I came up with this framework:
Characteristics that support successful ancillary development associated with professional sports facilities:
isolation or connection: how well is the facility integrated into the urban fabric beyond the stadium site and does it leverage, build upon, and extend the location and the community around it;
size of the facility (baseball, football, basketball, hockey, soccer), bigger stadiums--football stadiums specifically--are harder to integrate in the urban fabric;
frequency of events held by the primary tenant--baseball has 82 home games/year, football about 10 including pre-season, basketball and hockey have 41, soccer about 17--so football stadiums are very rarely used (according to the Chicago Sun-Times article "Emanuel mulling 5,000-seat expansion to Soldier Field," the facility holds about 22 events including annually, 12 non-football events);
how many teams use the facility, maximizing use and utility of the building--for example, Verizon Center in DC is used by professional men's and women's basketball, hockey, and one college basketball team for more than 100 sports events each year;
are events scheduled in a manner that facilitates attendee patronage of off-site businesses--a business isn't an anchor if it aims to not share its customers; the earlier events are scheduled, the harder it is to patronize retailers and restaurants located off-site, at night during the week, there is limited post-game spending as well, on the weekends it's a different story with more opportunity to patronize off-site establishments--teams manipulate scheduling to reduce spending outside of their on-site and 100% controlled facilities;
use of the facility for non-game events drawing additional patrons--such as concerts and other types of programming; and
how people travel to events: automobiles vs. transit--if automobiles are the primary way people get to events, then large amounts of parking usually in surface lots needs to be provided, making it difficult to foster ancillary development because of lack of land and poor quality of the visual environment, whereas if transit is the primary mode, then more land around a facility can be developed in ways that leverage the proximity of the arena.
WRT other sports tourism elements, more criteria need to be added to the above list, and a more honest evaluation of the economic impact on food, beverage, lodging, transportation, and other retail.
Like with Indianapolis, and note that Richmond's SportsBackers initiative is similar ("Case study in created events: Richmond's Sports Backers," Sports Planning Guide), a wide ranging plan specific to sports on the scale of what I call a "Transformational Projects Action Plan" is likely to be more successful than various one-off ventures.
Note that wrt local-regional museums and exhibits on local sports, the Heinz Center in Pittsburgh does a particularly good job with its Western Pennsylvania Sports Museum. The failure of the Sports Legends Museum in Baltimore ("Sports Legends Museum closes its doors," Baltimore Sun) likely demonstrates that stand alone regional museums dedicated to local sports are less likely to be successful than those programs which are part of larger museums.
In recent coverage of the ability of citizens to deal with an earthquake in Mexico, much was made of the fact that Mexico City held their annual earthquake emergency drill just two hours before ("Hours after an earthquake drill in Mexico City, the real thing struck," CNN), so that people were well prepared to deal with an actual earthquake. From the article:
Each year on September 19, cities across Mexico stage emergency disaster simulations and evacuations that bring people out in droves. The drill falls on the anniversary of an 8.0-magnitude earthquake that shook Mexico's capital in 1985, burying nearly 10,000 people amid its rubble.
The annual drill began in Mexico City around 11 a.m. on Tuesday, just like it does every year. The alert went out over radio, television, phones and public loud speakers. People left homes, offices and shops and headed to designated safe areas promoted days ahead of time. ...
The irony of the situation was apparent to Mexicans, for whom the drills are a way of life, even a minor annoyance. Many noted the contrast between the orderly, almost mundane quality of some drills and the chaos of real life.
Hawaii residents and tourists alike were shaken shortly after 8 a.m. local time Saturday when a push notification alerted those in the state to a missile threat, causing an immediate panic until officials confirmed it was a false alarm.
"BALLISTIC MISSILE THREAT INBOUND TO HAWAII. SEEK IMMEDIATE SHELTER. THIS IS NOT A DRILL," read the message, which also blared across Hawaiian televisions stations.
Rep. Tulsi Gabbard, D-Hawaii, confirmed the false alarm on Twitter 12 minutes after the errant message was sent. But it took about 38 minutes for another push notification to arrive on phones declaring there was no real danger. ...
In a televised press conference, Vern Miyagi, the agency's administrator, apologized and said the false alarm was caused by a "human error," when the wrong button was pushed during a shift-change drill.
"It was a procedure that occurs at the change of shift where they go through to make sure that the system, that it's working," Gov. David Ige told reporters. "And an employee pushed the wrong button." These shift changes happen three times a day, every day of the year, he added.
What about instituting nuclear missile disaster drills in the west? This sounds crazy, but by instituting emergency drills in the Western states most at threat from such a terror, not only would people be better educated about what to do in case of a dire emergency (and yes, when I was an 8 year old, I sent away for a Civil Defense brochure on how to build a backyard bomb shelter), but wouldn't it put greater pressure on the federal government to engage with North Korea?
Or is this a sign of weakness? OTOH, it could be argued that instituting such drills would "weaken" the perception of US superiority, which would be used against North Korea to try to get them to stand down from the posturing and other threats they've been making.
OTOH/2, preparedness demonstrates the country's ability to ward off, withstand, and respond to such threats.
Another green bridge: Eleanor Schonell Bus Bridge, Brisbane
In response to the previous post proposing that the Long Bridge expansion project be conceptualized as a DC area "Green Bridge" devoted to sustainable modes, our NZ e-correspondent Nigel calls our attention to the Eleanor Schonell Bus Bridge in Brisbane, Australia, which is a "green bridge" serving bus traffic, pedestrians and cyclists ("At last, a public transport bridge," Brisbane Institute).
This Schonell Bridge opened about a decade earlier than the Portland bridge, although it's shorter and doesn't support as many modes as Tilikum Crossing.
In terms of constrained vision and/or design, Nigel points out that the bridge access is truncated on the University of Queensland St. Lucia side of the bridge, where there is a cul-de-sac, so that buses turn around and return to the Eastern Busway. Cross-bus traffic via the bridge, connecting to other parts of the transit network, is not possible.
This is not atypical. In the US, some universities have been known for their opposition to adjacent transit lines (the case at some point for University of Southern California, University of Maryland College Park, and Virginia State University in Norfolk, Virginia).
The bridge replaced a ferry system and provides greater capacity. Because of demand more frequent service and new bus lines have been added to serve the campus. Taxis are forbidden from using the bridge, based on the agreement with the university.
Interestingly, USC, UMD-CP, and VSU now favor rail transit. And so does the University of Queensland, because of their experience with how the green bridge changed mobility practices for their campus.
According to the Brisbane Times ("Council anger as UQ plans new bridge to west end") since the "green bridge" was opened and with various improvements to transit service for the campus, now a majority of trips to and from the campus are made sustainably. The university aims to service growth in enrollments and activity through even greater transit connectivity.
The new campus master plan aims to build on this change by (1) building a tunnel to connect the UQ Lakes bus station at the Green Bridge to the cross-campus UQ Chancellor's Place Bus Station and (2) adding a second bridge crossing, with it having the capacity for rail transit as well.
The underground tunnel makes the link between the green bridge and the west side of the campus, which had been forbidden by the original agreement.
The underground connection satisfies concerns about the conflicts that likely would develop on the surface between pedestrians and vehicles and the sheer number of buses likely to travel across the campus.
Sometimes, it takes the experience of transit working to build the demand and support for more transit. Although this is a more expensive and much longer way to bring it about.
Tilikum Crossing Bridge as a model for the DC-Virginia Long Bridge Expansion Project
I have been remiss in submitting comments to the Long Bridge Project, where I intended to suggest that the bridge, mostly conceptualized as a railroad expansion project going from two to four tracks to better serve railroad passenger service, should also have a dedicated busway, to provide an exclusive routing for buses crossing the Potomac River as well as providing redundancy and another connection to DC from National Airport.
A Public Information Meeting was held on December 14, 2017 to present the proposed alternatives to be evaluated in the Draft EIS. The meeting materials can be viewed here. Comments can be submitted until Tuesday January 16th, 2018, to email@example.com
The bridge is owned by CSX Transportation, a freight railroad, and is adjacent to a separate bridge for Metrorail.
CSX prioritizes freight transportation, and passenger rail use is secondary. Expansion to accommodate passenger rail will have to be borne by the public. Virginia's desires to expand railroad service south and to expand VRE passenger service are held hostage to the two tracks.
For example, because there aren't enough "slots" available during peak service hours, for the most part, VRE trains make only one trip each way in the morning and night, so that they are forced to buy and operate more equipment than if trains could make round trips. This also stresses storage capacity within DC.
Today, the Washington Area Bicyclist Association sent out an advocacy email ("A better bike bridge over the Potomac and two highways"), making the point that the Long Bridge expansion should or could include an exclusive bikeway, but this is not a priority in the recommendations. From WABA:
Make the Long Bridge bicycle and pedestrian connection continue across the George Washington Parkway to connect to the Long Bridge Park (Arlington County’s Long Bridge Park Master Plan has long called for a connection from the park’s multi-use esplanade across the George Washington Parkway to the Mount Vernon Trail)
Make the Long Bridge bicycle and pedestrian connection connect directly to Maine Avenue, instead of requiring an indirect, congested or outdated connection across the Washington Channel
Leave space for a future trail connection across Maine Ave to Maryland Ave and Hancock Park, and
Build the bicycle and pedestrian infrastructure simultaneously with the rail span, not as a separate project.
In association with my busway thinking, and passenger rail + bus + bike + the adjacent Metrorail bridge, I am reminded of the Tilikum Crossing Bridge in Portland, Oregon, which is devoted exclusively to sustainable modes-- --and includes no regular crossing capacity for motor vehicles, excepting emergency vehicles ("Tilikum Crossing in Portland Won't Allow Cars," The Atlantic).
The Tilikum Crossing Bridge supports the local light rail, the Orange Line MAX, streetcar, buses, pedestrians and bicyclists, and emergency vehicles. It also has been designed to incorporate special architectural lighting.
This photo shows a light rail train, a streetcar and buses using the bridge at the same time.
Bicyclists using the bikeway section of the Tilikum Crossing Bridge.
Why not reconceptualize the Long Bridge project similarly? and include elements that support bus transit and biking and walking.
To highlight the city's focus on sustainable mobility, DC needs an exclusively sustainable mobility bridge, which is in keeping with the priorities of the MoveDC transportation master plan and the Sustainability Plan, which aims to achieve 75% of work trips by sustainable means.
His example was Anheuser Busch, the nation's number one beer producer, based in St. Louis, but now owned by an international brewing behemoth based in Europe and South America.
Historically, companies like A-B or General Motors were large enough to have key services such as advertising development and media buying provided locally, albeit by divisions of larger firms located in the nation's advertising capital--New York City, whereas most other companies would go to New York (or Chicago) more directly for this work.
(St. Louis has lost many locally significant businesses through corporate consolidation, such as Boatman's Bank, now part of Bank of America, May Company department stores, now part of Macy's, and increasingly, Anheuser-Busch, with a major negative impact resulting on the business district in Downtown St. Louis.)
The acquisition of Anheuser-Busch is an example of how business is now organized on international terms without respect to national boundaries, and even companies that are huge within their markets can not avoid or evade the merger and consolidation process as business is reorganized on a global basis.
A-B, acquired in 2008, took until 2017 to shift its advertising accounts to New York City, costing a number of highly paid St. Louis-based jobs as a result.
Aaron discusses this in terms of consolidation and was reacting to a 2016 Washington Monthly article, "The Real Reason Middle America Should Be Angry," which makes the argument that lack of adequate anti-trust regulation against corporate mergers led to this kind of result.
Personally, I think the WM argument is weak because as long as companies are stock-based, the pressure from investors, especially large institutional investors and hedge funds agitating for maximized returns ("The Effects of Hedge Fund Interventions on Strategic Firm Behavior," Harvard Law School Forum on Corporate Governance and Financial Regulation) is to make more money and that comes from bigness and consolidation.
Although it must be noted that because extranormal business growth is unattainable in mature markets, profit margins are mostly increased by "efficiency gains" that come through layoffs and consolidation of production. This is true especially for businesses in countries like the U.S. where the days of hyper-growth are decades in the past. Moreover, as countries like China accelerate the growth of their economies especially in consumer-focused industries, those firms are now the hyper-growth actors and increasingly operating on an international basis.
In college, I came across a couple books, Human Scale by Kirkpatrick Sale, and The Bigness Complex: Industry, Labor, and Government in the American Economy by Walter Adams which had a lot of influence on my thinking about these issues, but the reality is that the organization of the capitalist system and a focus on "efficiency" leads this process and anti-trust regulation is more likely to result in the crippling of smaller companies.
Being from the Detroit area myself, I had witnessed a similar type of activity dating to the 1970s, in how the control of the city's advertising and media businesses (other than locally focused media) and banks especially, was shifting out of the region, in particular to Chicago, because a primarily one industry town wasn't big enough to generate its own momentum in the support of business-related "service" economy.
So this process isn't new to me. It's the basis of agglomeration economies and the benefits of clustering. What has happened is that as businesses grow and operate on a national or global/international basis, where they purchase services changes, from locally-owned or based businesses, to national centers.
This is the same effect as with the difference between locally-owned retail and national chains. Chains don't purchase products or services locally, so the "multiplier effect" or the economic and business-to-business recirculation benefits from consumer spending are significantly reduced compared to purchases made at locally owned businesses ("The Multiplier Effect of Local Independent Businesses," AMIBA).
This comes up locally with yesterday's announcement ("Discovery Communications to exit Silver Spring," Washington Business Journal) that Discovery Channel, a large cable network, alongside their merger with Scripps Media, owner of channels such as HGTV, Travel Channel, and Food Network, is shifting its corporate headquarters to the nation's media capital--New York City--and most of its back office and production functions to Knoxville, Tennessee, where the Scripps operation is based.
Hurts Montgomery County, especially Silver Spring's office market. This is a blow to Montgomery County, Maryland and the conurbation of Silver Spring, which loses one of three major business headquarters located there (the others being United Therapeutics and a federal agency, NOAA), 1,500 jobs directly, and likely more than double that in terms of indirect jobs.
Diminishes the DC area's relevance as a media production center, excepting television news. Interestingly, both Detroit and Washington have functioned as secondary media production centers for a long time. For Detroit, this came out of the business videos produced for the auto industry. For Washington, it derived from the various television news operations for national networks and station groups.
And like with how MCI, the long distance telecommunications firm, located in the DC area because of access to regulatory agencies, a handful of television operations (PBS) and cable networks (BET, Discovery Channel, C-SPAN, Learning Channel later acquired by Discovery, etc.) developed here out of a similar proximity, including to the National Cable Television Association and the National Association of Broadcasters, industry trade associations and lobbying organizations.
But as these companies become relevant on a larger scale, nationally and/or internationally, local agglomeration economies are less valuable, and the businesses relocate. This happened with BET already ("BET Shutters Washington, D.C., Office as Operations Move to New York," Hollywood Reporter) and now Discovery. Plus, control of the National Geographic Channel shifts to Disney from Fox, etc.
How realistic is it for a ban (anti-trust regulation) of corporate mergers to occur, to staunch this kind of relocation? I'd say, not very.
People I read and respect are actually saying of an Oprah candidacy, “Hmmm, it’s an idea.” That’s what a toddler thinks before she swallows a disc battery. I’m ashamed for them. Canadians don’t like ostentation, but Americans do grovel before the rich and gaudy.
Despite Winfrey’s on-air skills, her genuine acting talent, and her rags-to-riches life story, she is a huckster much like Trump, albeit one with emotional intelligence and great personal charm. Her show was lowbrow, daft, and often dangerous, displaying Jenny McCarthy and her antivaccination campaign and handing out free cars to a studio audience that was later stunned to discover the gift was taxable. ...
Winfrey’s speech was a blast of feeling. She would make a splendid preacher but that is not what the U.S. needs.
It needs an intelligent, highly educated, understated president who understands both the general and specific nature of governing and who will redesign tax rates to lessen inequality.
She or he must know how to cope with or even fight climate change, manage immigration chaos, restore and expand medical care, fund pharmacare, find $4.6 trillion to repair decayed infrastructure, mandate paid family leave, restore women’s health funding, apologize to the nations Trump insulted, appoint judges and hire government workers and make thousands of other repairs that chat-show hosts won’t have dreamed of because they’re boring and meticulous.
Trump is an idiot regarded by his base as a fountain of common sense. He sends out daily threats along with messages of fragility, incoherence and hate. His staff is now desperately figuring out how to please him by waging a teeny nuclear war on North Korea.
Winfrey, on the other hand, is a positive thinker mistaken for a sage. She would offer the U.S. a vast surge of emotion rather than thoughts, and a motley collection of crackpot theories. The main difference between her and Trump is that she is a nicer person.
The skating path itself is roughly a figure-eight shape surrounding landscaped patches of earth dotted by plants and public art pieces. It sits near the entrance of the Fort York Visitor’s Centre, surrounded like the rest of the eventual park by the “bents” — the inverted-W-shaped concrete pillars — that hold up the highway. The effect is of a cozy space framed by the square geometry of the infrastructure and lined to the south across Fort York Boulevard by condo buildings whose residents will have the park as their new backyard.
For this opening season, the skating rink will feature a lighting installation in late afternoons and evenings that will project skaters’ shadows onto the concrete pillars and use the images to create a video project. During opening weekend, events are planned: an opening party Saturday beginning at 11 a.m. that includes skate dancers, singers, DJs; Mayor John Tory is hosting a skating party Sunday from 1 to 4 p.m. when skate rentals and hot chocolate will be free.
Various under and adjacent freeway park initiatives (and other re-use projects focused on capturing industrial infrastructure for parks and public uses), prove that space under freeways can be used in public space supportive ways, not merely as parking or otherwise seemingly abandoned.
Yesterday, the Bentway skating track opened in Toronto. It is placed under the otherwise controversial Gardiner Freeway--some city residents want the freeway to be removed but the Mayor bowed to suburban interests and has committed billions to its rehabilitation ("Tory won't reopen Gardiner repair debate despite $1B cost spike," Toronto Star). The Bentway "park" is about 1.75 kilometers between Strachan and Spadina Streets. The skateway track is 220 meters long and has opened in advance of most of the park, which will open in June.
Bentway track under construction. Photo: Eduardo Lima, Metro News.
Bentway skating track on opening day, January 6th, 2018. The dead zone from Strachan Ave. to Bathurst St. has been transformed into a looping rink called The Bentway, a reference to the concrete “bents” that carry the weight of the Gardiner overhead. Photo: Bernard Weil, Toronto Star.
The Bentway initiative is not limited to the winter ice track, but a full program of year-round activities and improvements for the space under the freeway, which otherwise would go unused and is a negative condition imposed on the abutting neighborhoods. The project was launched in 2015, with a $25 million (Canadian) donation by Toronto philanthropists Judy and Will Matthews.
... while it's counterintuitive, the Bentway also represents a new generation of public space: a mix of recreation, culture and social spaces that serve the needs of an evolving city while reusing tough scraps of the urban fabric. ...
Can people enjoy spending time under an expressway? Yes: Once you've seen the space that is becoming the Bentway, it's clear that they can. Under the Gardiner Expressway on the west side of downtown Toronto, it's an outdoor area that is somewhat shaded, spacious – the highway is more than 15 metres off the ground – and surprisingly peaceful. It runs alongside the Fort York National Historic Site, cutting through a dense and fast-growing neighbourhood of residential towers. The Bentway is planned to stretch 1.75 kilometres; there are, the designers say, 70,000 people within a 10-minute walk of this zone. ...
The "how" of this project is important. Sleath's employer is the Bentway, a non-profit that has been set up to administer and program the space. While the corridor will be public and open 24/7, it is not technically a park. That structure allows the Matthews' money and influence – Judy Matthews is trained as an urban planner – to help the project move quickly and nimbly. "The entire modus operandi of this city for the last 50 years has been pulling things apart," Public Work's Nicklin says. "We've had to put them back together in six months."
It also allows the project to push the city toward unfamiliar goals, and to create a sort of public life that would have been unimaginable a decade ago.
Canada is known for a plethora of outdoor skating rinks and skating and other winter programming on the Rideau Canal in Ottawa, as a key element of public space and parks planning. Rideau Canal, Ottawa
But generally, the area isn't cold enough consistently over the course of the winter season to be able to do this without a refrigeration assist.
There are various public outdoor ice rinks in the DC area, including in Silver Spring, on the National Mall in the National Gallery Sculpture Garden, in Georgetown at the Washington Harbour, and in the new Wharf development on the DC Waterfront. Although unlike the Bentway, they are not free to use.
The ice skating rink in Downtown Silver Spring is a key element in the development of a seasonally-focused programming mix.
WTOP even ran a story earlier in the week about people skating on the C&O Canal in Maryland ("A frigid DC tradition: Ice skating on the C&O Canal"). Droves of people young and old carve into the frozen surface of the C&O Canal on Tuesday, Jan. 2, 2018. For many families, ice skating in the national park is a tradition that goes back generations. (WTOP/Dave Dildine)
And writing for the DC Policy Center, a unit of the Federal City Council, transit writer-blogger Alon Levy made recommendations for improving transit service in one of DC's primary transit-dependent districts, the Ward 7 section of the city (Improving bus service east of the Anacostia River).
Reading the TDP and the DCPC documents together, in line with my voluminous past writings on the topic, I'd say that the DCPC report raises some interesting points--ones I've made in the past, in particular how WMATA charges by mode so that a bus + rail trip = two fares--but fails to discuss the tensions between center city and suburban interests concerning transit which are beyond WMATA's control and which decidedly shape fare policies and practices.
And that the relatively low ridership figures for most Circulator routes suggest that maybe there are better ways to address transit needs with different kinds of services that better serve transit dependent riders.
DCPC report. (1) Makes the point that people ride buses because they are cheaper ($2) than riding Metrorail, which is especially expensive if it includes a bus ride to get to the station, since two fares are charged. People satisfice cost over speed, as Metrorail-based rides are faster. (2) suggests that fares be lowered, modeled after intra-city bus systems like New York's--which don't charge two fares for rail + bus, provided you have a transit pass.
(3) Besides making suggestions for various route improvements, suggests an infill Metrorail Blue line station at Minnesota Ave and East Capitol Street SE (I think, the graphic isn't particularly clear) to make it easier to transfer between bus lines and the Metrorail Blue Line.
(4) Doesn't say much about Ward 8.
DC Circulator TDP. (1) The system has six routes: Georgtown-Union Station; Dupont Circle to Rosslyn; National Mall; Woodley Park to McPherson Square; Union Station to Navy Yard; Eastern Market to Skyland. (2) The system has a $1 fare, which is half the cost of other area bus systems.
(3) Most DC Circulator lines have fewer than 2,000 riders/day, with one line, Dupont Circle to Rosslyn, at about 3,000 riders/day and the highest used route, Georgetown to Union Station at 5,500 riders/day. But because of the way the metrics have been set up, most lines meet the basic standard expectation of at least 20 riders/hour. (3) The plan makes various recommendations on route changes to deal with low ridership and overlap with Metrobus services, and/or to serve other areas. Besides various tweaks, the major changes are to the Union Station-Navy Yard line, which shifts the line to Eastern Market to the SW Waterfront (Wharf development) and away from Union Station, and the Eastern Market-Skyland route, which will be shifted to Congress Heights from Skyland Center.
While not discussed in the report, typically high frequency bus services -- 5-6 buses per hour -- are delivered only on routes with high ridership, for example in the Metrobus system, that would be for lines with at least 10,000 riders per day.
WMATA Metrorail map. There are 40 stations in DC and 2 on the DC-Maryland border, but which are considered Maryland stations.
Thinking about the transit system as a network. Based on concepts outlined in the Arlington County Master Transportation Plan, I outlined a network of transit services operating at and within the metropolitan area, at three scales:
(1) a metropolitan and regional network built on the subway and passenger rail program
(2) complemented by suburban and center transit networks;
(3) organized as three tiers or sub-networks: primary; secondary; and tertiary. These networks overlap and are not necessarily mutually exclusive.
For example, the metropolitan transit network is built on Metrorail but at the same time, I argue that the subset of stations in the core of the center city (31 stations, roughly from the Navy Yard station on the south, RFK on the southeast, Foggy Bottom on the southwest, and Van Ness on the northwest and Brookland on the northeast) along with certain trunkline bus services + certain Circulator lines, constitutes DC's primary transit network.
31 Metrorail stations at the core of the city
The DC or center city secondary transit network is the other 11 Metrorail stations and Metrobus services + the remaining Circulator lines.
And excepting certain kinds of shuttle services, the tertiary network is mostly theoretical, and is conceived as being intra-district/intra-neighborhood.
The model for the tertiary network is the Orbit bus system in Tempe, Arizona. It provides intra-city transit between neighborhoods and main activity centers, complements the metropolitan bus and light rail system, and is free to use.
The Dash bus system in the City of Los Angeles operates similarly, but rides aren't free but still extremely cheap--35 cents per ride, and cheaper with passes.
WMATA fare regime. The idenfitication in the DCPC report that the WMATA fare structure of charging two fares for bus and rail being a problem for low income residents isn't particular new nor pathbreaking.
But the policy goes beyond WMATA to the member jurisdictions and is in part the result of the hybrid system that Metrorail is, part commuter railroad, part subway.
When you prioritize access and also, transit as a transportation infrastructure supply matter (more people using transit means that fewer lane miles of roads are required, and less parking), fares are lower because you want to encourage transit use.
DC wants to prioritize access and lower fares, while suburban jurisdictions prioritize minimizing appropriations to the WMATA transit agency. This means that the two fare system remains in place and the fare structure is quite high compared to peer cities, where the structure of the transit system doesn't have elements of commuter rail.
- Use of the federal transit benefit by commuters inflates the farebox recovery rate beyond comparable systems;
- Distance based-fares also inflate the farebox recovery rate compared to peer systems;
- WMATA charges two separate fares for bus+rail or rail+bus when most other systems do not, further inflating farebox recovery rates compared to peer systems;
- Combined, the comparatively high proportion of fare-related revenue has allowed WMATA to build a higher cost structure than would normally be sustainable compared to a peer transit agency;
- And until now, the comparatively high proportion of fare-related revenue has allowed the jurisdictions to pay less into the system than normally would have been required compared to peer systems;
- Fare pricing for revenue to reduce financing demands from local and state governments causes conflicts between DC and the suburban jurisdictions because of incongruent policies concerning transit use--DC is more focused on "transit as a utility" and as a preferred substitute (along with biking, walking, and car share) for car use and ownership, which requires a lower fare structure comparable to NYC or San Francisco's MUNI system;
- The [suburban] jurisdictions believe that they don't need to pay more money into the system than they are currently paying.
While rail fares are higher, bus fares are lower than most peer agencies. The one compromise between the city and suburbs is over the cost of bus service, based on DC's constant advocacy for lower fares. The base fare is $2, which is significantly lower than most peer cities, with the exception of Los Angeles and Baltimore.
Equity and low income transit fare products. I hate to admit that I have been remiss on this issue in the past. For example, my transportation wish lists in 2007, 2008, and 2015 (part 1, recaps the old lists; part 2) did not mention the need for a special transit pass fare schedule for low income riders, although I have written about this in other contexts.
Some bicycle sharing systems, such as DC and Boston, have extremely low priced memberships for qualifying low income residents, subsidized by participating organizations (DC's rate is practically free!).
And the Edmonton transit system has proposed introducing a "pay as you go" fare calculation system that would charge low income riders no more per month than the cost of a low income transit pass.
People with steady jobs and good paycheques are the most likely to buy a monthly pass. They have cash on hand at the beginning of the month.
Those who might need their last nickel just to keep the lights on are the most likely to pay cash for every trip. It means they pay $3.25 per ride, more money for the same service.
That’s one reason Ken Koropeski is excited about Smart Fare.
With a card and an online account, the system can track how many times a person uses transit during a 30-day period, said Koropeski, director of special projects for Edmonton Transit. No one would have to commit to a monthly pass on Day 1. Instead, the system could automatically track use and once the rider hits that monthly maximum, all other rides are free.
“When you have capping, it has inherent benefits for people with low income,” said Koropeski.
Note: these recommendations would be in keeping with the recommendations in the Monday post, "Improving bus service overall vs. reversing falling Metrobus ridership," which suggests the best way to increase bus ridership is to reposition bus service as a premium product and by creating an integrated bus network across the metropolitan area, with a common branding system and other features.
Short term 1. Reconceptualize DC Circulator services into two types, higher ridership lines serving major activity centers or tourist districts, defined as part of the DC Primary Transit sub-network set of services (Union Station to Georgetown; National Mall; Dupont Circle to Rosslyn).
2. And the creation of a new type of intra-neighborhood service as part of the DC Tertiary Transit sub-network, modeled after the Tempe Orbit and Los Angeles Dash systems, focused on moving people between home, neighborhood business districts and transit stations and long distance bus routes, especially in the transit dependent areas of Wards 7 and 8.
3. For equity reasons, make the tertiary sub-network bus services free, which will address the cost disadvantage to low income and transit dependent riders resulting from the WMATA practice of charging separate fares to ride buses and the subway, even when the trips are linked.
(4. Note that ironically, Ward 3, the city's highest income ward, has some of the same issues identified by the DCPC report concerning the street network, bus lines, topography, and long distances to Metrorail stations, and so Ward 3 is likely deserving of a similar kind of intra-neighborhood transit service as well.)
Intermediate Term It's not likely that impasse between the suburbs and the center city over the cost of fares, WMATA's distance based pricing system for Metrorail, and the practice of charging by mode rather than per linked trip can be solved any time soon.
5. Therefore, comparable to the Youth Transit Pass, DC should consider developing a separate transit pass product for qualifying low income riders, modeled after the Community Partners program for Capital Bikeshare and transit agency programs in San Francisco, Seattle, and potentially Edmonton, to be paid from social-human service appropriations, not funds normally allocated to transit.
The Orca Lift program was budgeted to cost about $7 million annually--$4.5 million in fare subsidies and $2 million in administration--and $3 million in one time costs for development, software, IT, and other costs ("Discount fares for low income riders will be offered," Seattle Times).
Because riding on WMATA costs more, such a program would cost more here, but even at triple or quadruple the cost, it's practically a rounding error in DC's $12+ billion annual budget, and should be considered on equity grounds regardless.
Graphic from the DC Policy Center. 6. The DCPC report suggests an infill Metrorail station to better link Ward 7 and Ward 8 bus services to the Metrorail system.
While the diagram is unclear, it appears to be at Benning Road and Minnesota Avenue, which is very close to the existing Orange Line station at Minnesota Avenue, and not on the existing Blue Line alignment east from the Stadium-Armory Station.
At the cost of many hundreds of millions of dollars, that particular configuration is likely not supportable, although theoretically, an infill station at Minnesota Avenue and East Capitol Street may be worth considering, as it about 1.8 miles east of Stadium-Armory and 1.4 miles west of the Benning Road Station. It would still be a very high price to build. At the very least, the concept should be studied, and costs and benefits calculated.
Currently, the area isn't particularly dense, which makes it hard to justify the cost, especially given the likelihood of neighborhood opposition* to increasing population density/height of buildings to justify the cost of a new Metrorail station by leveraging the public investment in ancillary economic development.
But the neighborhood reaction and response by local elected officials was not positive ("1 train extension into Red Hook pitched by engineering firm AECOM," AMNY), even with the proposed gain of new subway connections to the 1 Line in Manhattan and the F/G/R lines at the 4th Street/9th Avenue station, and the potential to connect to the D/N lines there also.
I am an urban/commercial district revitalization and transportation/mobility advocate and consultant and a principal in BicyclePASS, a bicycle facilities systems integration firm, based in Washington, DC. Urban economic competitiveness is dependent on efficient transit and mixed use, compact places. Therefore, I end up writing mostly about mobility and urban design. While I am based in and write about Washington, DC issues, I try to write so that "universal lessons" are evident in the entries.