#more people > more cars > more congestions > more roads > more people using cars > more congestion

[charmandheaven]

You know, with how the city goes to a standstill everytime the rail network gets shut down (once last year bc of a lock out, today bc of a communication failure), you would think the state government would invest more in public infrastructure. And though I do support light rails and metros, maybe the funding would be better used for the pre existing train network first (and buses).

[mariacallous]

On Wednesday, New York governor Kathy Hochul shocked the state and the country when she announced she would indefinitely shelve New York City’s long-in-development congestion pricing scheme. The policy, in the works since 2007 and set to begin in just three weeks, was designed to relieve car traffic, curb road deaths, and send a billion dollars in annual funding to the city’s transit system by charging drivers up to $15 a day to enter the busiest parts of Manhattan, with rates highest at “peak hours.” (Truck drivers and some bus drivers could have paid more than $36 daily.) At heart, the idea is straightforward, if controversial: Make people pay for the roads they use.

But congestion pricing was also set to become one of the most ambitious American climate projects, maybe ever. It was meant to coax people out of their gas-guzzling vehicles, which are alone responsible for some 22 percent of US greenhouse gas emissions, and onto subways, buses, bicycles, and their feet. Policymakers, researchers, and environment nerds the world over have concluded that, even if the transition to electric vehicles were to happen at lightning speed, avoiding the worst of climate change is going to require fewer cars overall.

Now, the movement has seen a serious setback, in a country where decades of car-centric planning decisions mean many can only imagine getting around in one very specific way. Just a few years ago, cities from Los Angeles to San Francisco to Chicago began to study what pricing roads might look like. “Cities were watching to see what would happen in New York,” says Sarah Kaufman, who directs the NYU Rudin Center for Transportation. “Now they can call it a ‘failure’ because it didn't go through.”

On Wednesday, Hochul said her about-face had to do with concerns about the city’s post-pandemic recovery. The congestion pricing plan faced lawsuits from New Jersey, where commuters argue they would face unfair financial burdens. Cameras and gantries, acquired and positioned to charge drivers while entering the zone, have already been installed in Manhattan, to the tune of some $500 million.

Kaufman, who says she was “flabbergasted” by Governor Hochul’s sudden announcement, says she is not sure where the policy goes from here. “If we can’t make courageous, and potentially less popular, moves in a city that has transit readily accessible, then I’m wondering where this can happen,” she says.

Other global cities have seen success with congestion schemes. London’s program, implemented in 2003, is still controversial among residents, but the government reports it has cut traffic in the targeted zone by a third. One 2020 study suggests the program has reduced pollutants, though exemptions for diesel buses have blunted its emissions effects. Stockholm’s program, launched in 2006, upped the city’s transit ridership, reduced the number of total miles locals traveled by car, and decreased emissions between 10 and 14 percent.

But in New York, the future of the program is unclear, and local politicians are currently scrambling to figure out how to cover the transit budget hole that would result from a last-minute nixing of the fee scheme. The city’s transit system is huge and sprawling: Five million people ride the Metropolitan Transportation Authority’s buses and subways, almost double the number that fly every day in the US.

In New York, drivers entering the zone below Manhattan’s 60th Street would have been charged peak pricing of $15, but would have only faced the charge once a day. They would have paid $3.75 for off-peak hours. Taxi and ride-hail trips in the zone would have seen extra fees. After years of controversy and public debate, the state had carved out some congestion charge exemptions: some vehicles carrying people with disabilities would not have been charged, lower-income residents of the zone would have received a tax credit for their tolls; and low-income drivers would have been eligible for a 50 percent discount.

[atlurbanist]

Jarrett Walker is a good person to follow for transit issues if you have an account on the hellsite.

What he's talking about here is the way we induce demand for driving by keeping the immediate cost artificially low.

We do that through offering people free-or-cheap parking, and through the lack of congestion fees.

[Meanwhile, businesses are forced to wrap the significant costs of that 'free' parking into product & service prices, and state governments rob from general funds to pave and build roads. It affects every person, whether or not they drive a car.]

That artificially low price to hop in the car and drive somewhere is inducing added car trips while reducing the ability of transit to compete.

Of course land-use is at play here as well. Sprawling, low-density development demands car trips by making places very difficult to serve with transit. We can't build expensive bus lines to every cul-de-sac, or train lines to every parking-fronted suburban shopping center or office park.

Policies that enable car dependency need to be identified and changed. We can increase transit use, to a degree, even within the current state of our land-use by making transit more economically competitive. That should happen. But the most crucial element for positive change will eventually happen through designing walkable density.

[script-a-world]

Submitted via Google Form:

Is it possible for a country to not have any private road vehicles unless you belong to government (but then they are still government vehicles loaned to government employees even if you're allowed a certain amount of private use as a perk)? There is a massive network of public transportation everywhere so there is little need of private vehicles. Also taxis are only run by the government and not private companies. Also how much would this help at with congestion on the road/gas prices?

Tex: I would hesitate to create a social hierarchy that depends on official permission to own and/or operate certain things that will likely end up being perceived as luxury goods, as historically it doesn’t end up well for the people with the special permissions. This seems like an attempt to solve a perceived problem by creating an incidental environment that will engender a culture of nepotism and corruption. This is a debate that has been going on in the real world for many, many years, and one of the products of this is alternative energy sources and incentivizing everyone (and I do mean everyone) into using public transportation more often. A government, as a general rule, likes to advertise their cost-cutting measures because it makes them look good and ensures fewer people are upset with them, so it seems politically more feasible to invest in public infrastructure for public transportation and give government employees stipends/bus passes/etc than designating them special permission to be the only ones to drive a personal vehicle.

Addy: Your world is set up such that only government employees (and maybe buses and taxis) have road privileges. What kind of city infrastructure will develop with those restrictions?

Public transit (of various forms) is only economically feasible if you have a high enough population density that people can walk to and from your public transit in a reasonable timeframe without having an absurd number of stops. That means that you'll have a moderate-to-high population density - think of the rows of townhouses you see on BBC. When you have a moderate-to-high population density, you also (generally, following natural development patterns) get a higher density of shops*. If you have shops close by, you can reach them by walking, without needing to use public transit at all. Following this chain of logic, when you have shops interspersed with residential homes, most everyday needs are fairly accessible by walking.

* Say a brand wants to have 5000 people in the region for each store. If you have 100 people per square mile, that means you have one store per 50 square miles. If you have 1000 people per square mile, you have one store per 5 square miles. If you have 5000 people per square mile, you can have one store per square mile.

So you've got walking (or wheelchair, etc) for most travel, and then buses/trains/subways/etc for going longer distances. Most people don't have access to cars, so your infrastructure is going to be based around foot travel. If you're a government employee, will a car really be a benefit to you? It'd be convenient for going between different cities and the like, but I imagine that it wouldn't be very efficient for traveling around town. Why does a foot-travel-based town need parking lots?

It doesn't.

Motorcycles and pickups could be useful in rural areas (hauling around animal feed and the like), but those aren't being used on public roads, so the restrictions wouldn't apply there.

For congestion… you design your roads based on the amount of traffic you see. If you don't have traffic, why would you have congestion? I'd recommend looking into light rail systems. England, Germany, Austria, etc – light rail is pretty useful.

For roads… I imagine them being similar to fire lanes and emergency access roads. Firetrucks need to be able to get anywhere in a reasonably fast manner, after all. Same for ambulances and police vehicles and whatever else might apply in your world (something something hospital helicopters). If you have buses, then you'll also have some kind of infrastructure for that. You'll also have some form of transportation for people traveling between cities (could be rail, could be road, depending on the purpose. Think of semi trucks, for example).

Gasoline. That's a bit trickier. What are petroleum products being used for in this country? How developed is the petrochemical industry? Supply and demand, yes, but you also get issues of economies of scale.

I'd really recommend looking at pre-car societies and their layouts. Also light rail and the history of petroleum (also Standard Oil). But to answer your question: congestion would be miniscule and gasoline would be a little complicated but probably doable.

Licorice: Is it possible? Yes, it’s perfectly possible. There are several islands around the world which have banned cars. One, which I have visited, is Hydra is Greece. Public transport is mostly conducted by mules and donkeys. Another is the channel island of Sark. 

A society in which only government employees are allowed to use cars would be an oppressive society, an  us-and-them society. It also begs the question of who counts as a government employee? Nurses and doctors? Train drivers? And why would most of them need a car?

If you want this imaginary society to be a utopia rather than a dystopia, you could allow private car ownership on a need basis. Emergency services workers need cars. Public transport drivers need cars, unless the public transport runs round the clock. Farms may sometimes need cars. For some disabled people and their carers, a car can transform their quality of life. So perhaps it is these people who should be granted a licence to own a car, rather than civil servants? 

Presumably people without cars will still be allowed to own bicycles, motorbikes, electric bicycles, scooters, segways, and other personal motorised methods of getting about. You’re going to need a good road infrastructure for these things and for the public buses and trams. 

If your country is self-sufficient in oil and gas, drastically reducing the number of cars on the road might have a local impact on gas prices. If it imports gas, then it may have less effect. Here’s an NPR article on how the price of gas is determined.

But remember, gas is used for many purposes beside driving cars, so a rise or fall in demand from private car owners may not have the impact on gas prices that one might expect. 

[lover-boyxoxo]

Read part 2 here

Part 3a

A warm hand slips into yours and intertwines your fingers as you close the car door. You smile at your boyfriend and he returns the expression before gently leading you toward the movie theater. You take in the theater as you walk toward the street that divides the parking lot from the building. It towers over you as you crane your neck to look at it. It's grand in the way it splashes color across the skyline with its bright neon lights and flashy posters depicting the upcoming films. 

A sharp but gentle tug on your hand draws you back and you finally see the car that blasts past you. You release a sigh and look up in time to see the scowl on your boyfriend’s face as he stares after the car and shakes his head. He turns his attention to you and looks over your face searching for any signs of discomfort.

“You okay, love?” 

“Yeah. I’m sorry, I wasn’t paying attention.”

“Don’t be,” he reassures. He shakes his head and smiles at you as he softens his grip on your hand now that the danger has passed. “You know I got you, and besides, they were driving way too fast for an area like this. It’s safe to cross now, c’mon.”

Feeling your chest warm at his words, you walk across the road and up to the front kiosk to get your tickets. The woman at the window smiles politely and addresses you with a well-rehearsed greeting. As he handles buying your tickets you take a moment to note how crowded it seems to be. It makes sense with it being a weekend and all, but you were hoping it wouldn’t be too bad since the movie has been out for some time now. A soft tug at your hand again draws you out of your thoughts and you follow your boyfriend through the heavy glass doors of the theater. A quick check of your tickets from the employee at the front allows you full access to the grand theater.

To your immediate left is the theater’s bar for its adult customers to enjoy a drink during their movie. Directly in front of you is the concessions stand that practically stretches from wall to wall and is packed with people attempting to get their food and drinks before their movie. Two long halls stretch out on either side of the concessions stand that contain all of the theaters, but what catches your attention the most is the staircase tucked into the right corner of the room. 

“Want to head up?” Your boyfriend asks after he notices where your gaze is. “Or are you hungry first?” You shake your head and gesture with a nod to the stairs.

“No let’s head up, it’s a little crowded down here” you answer and he leads you by the hand to the spiral staircase. You keep your gaze at your feet to watch your step as you ascend the winding steps before you’re met with an entire floor filled with various games. Everything from DDR to claw machines with every racing, fighting, and puzzle game in between. The neon blinking lights of the games fight for your attention as the sounds of laughter and the clacking of buttons and crashing of air hockey pucks flood your senses. It seems even more packed up here than it did in the lobby. Flicking your eyes around the room you frantically search for a spot that isn’t so congested with other people and try to map out the least claustrophobic route to get to a kiosk that dispenses the rechargeable point card you can use for the games. You worry your bottom lip with your teeth and scratch at your leg with your untethered hand as it hangs at your side. 

A steady warmth spreads across your lower back as you feel your boyfriend use a firm hand to lead you in and use his body to press past people, splitting the crowd until you come to a claw machine in the corner of the room. You take a steadying breath as you come to realize there’s a significant amount of space around you here. His hand slowly rubs back and forth across your lower back as he positions you in front of him a bit, shielding most of you from anyone who might walk by, though the nearest person is a good 3 yards away. It’s then that you notice how much your breathing had picked up and the rhythm of his hand on your back was the perfect count for the breathing exercises you’ve been practicing. Your heart squeezes at his consideration of you while he smiles down at you and continues keeping up the steady rhythm of his hand. You follow the rhythm with your breathing, taking his lead to calm yourself.

“Let’s play this one for a while first. The next movie is going to start soon, so it’ll clear out more in a bit.” he nods to the claw machine he led you to, the prizes inside being varying amounts of bundled-up tickets.

“We need to fill up our card first though,” you protest and turn your head to try and scout the best route again before long fingers stroke your cheek and turn your head back around to direct your attention back at him. 

“No, we don’t” He releases your face and gives the joystick a slight wiggle to prove his point. The claw springs to life and swings eagerly from the slight movement. Your mouth drops open as you watch it and he flashes the card in his hand.

“When did you..?” you stare between him, the card, and the claw machine in bewilderment.

“I bought the points online while you were getting ready. I mean we’ll still have to use a kiosk to refill it once we’re out but it should be less crowded by then,” he shrugs and uses his unoccupied hand to guide the claw above one of the rolls of tickets lying at the bottom while keeping up that steady rubbing on your back. You stare at him, warmth filling your chest and quickly replacing the buzzing sensation that had filled your limbs. His ease was contagious and the stability of his hand on your back and his body poised to protect you allows the last of your shakiness to pass. You turn and press a kiss to his jaw, letting all of your love and gratitude flow from your lips to his skin. You feel the rumble of his chuckle and a steady tap, tap, tap of his thumb on your back, a silent I love you. “Okay I think it’s good, hurry press the button!” he instructs excitedly. You quickly turn back to the game and hit the flashing red button that sends the claw down to its target.

It continues to swing as it descends and you hold your breath and feel his hand squeezing your waist as you both silently will the claw into position. The metal fingers open wide before closing again around the bundle of tickets.

“C’mon….c’mon..” you hear him mutter beside you as the claw begins to rise at a glacial pace. The bundle raises with it, trapped precariously within the metal grip.

“That’s it…steady…” he continues as the claw moves across the confines of the game to drop their prize.

“Almost…” You whisper. The claw reaches the end of its track and swings wildly from the force of the stop. You hear him suck in a breath as the claw releases its bounty just as it swings backward and the bundle is tossed back into the confines of the game. You release a disappointed breath and your boyfriend slumps and lets out a groan that quickly turns to a laugh. 

“We almost had it,” you groan and he pats your back before moving you further in front of him to stand directly in front of the game. 

“That’s where we fucked up, you need to control the claw and I press the button,” he muses as he swipes the game card again causing the lights to flash in response. “This is what we get for breaking tradition. C’mon, baby, you got this!” he cheers as you take the joy stick to line up another try.

—-----------------

You play a few claw games for a while and just as he said, the arcade becomes significantly quieter after a few rounds. You take advantage of the smaller crowd to jump on the racing game you promised to play that morning. He settles into the seat beside you, a wolfish grin painting his features as he flicks through the character options. You roll your eyes as a grin of your own spreads across your face. 

“I’m coming for you, gorgeous. You’re reign of terror ends here and now,” he claims confidently as the game loads up the map options. You pick the map he excels at just to make it an even game.

“Sure you are, baby,” you sarcastically coo in response, and the seat beneath you starts to rumble as the lights flash on the screen before you. You grip the wheel in anticipation and press your foot against the gas pedal to rev your kart as the countdown begins. You press your foot down hard just before three and get a boost as you launch forward once the race begins. You laugh hearing him let out a curse and he spins out from the beginning.

“Aw I fucked up the boost!” he exclaims as he quickly tries to catch up to you and gather some items.

“Sucks to suck, nerd,” you tease and hit an item cube that results in a banana. Perfect. You line yourself up to a spot right before a boost on the track and drop it. Just as you do, a red shell comes out of nowhere and hits you, making you spin out directly on top of the boost. “Hey!”

“Sucks to suck, loser!” he laughs as his character passes yours, using your own words against you. You let out a huff and zero in on the game, gathering items, throwing him off, and keeping him locked into second place until finally it’s the last lap. You can see the finish line and sneak a glance at your opponent and see him leaning forward slightly, eyes glued to his screen. You press your lips together firmly to fight your smile and as you both near the white and black checkered line on the track, your vision is blocked by a splurt of ink.

“Take that!” he cries out in triumph and you chuckle. You can easily guide your way to victory but a promise is a promise and you use the opportunity to drive into a banana you already saw on the track. As you spin out he crosses the finish line and pumps his fist in the air while he sit back in his seat.

“Whooo!” he hollers and turns toward you beaming. “You almost had me there but no! Your reign is officially over! All hail King Cyrus!” he laughs and takes his phone from his pocket to snap a picture of his victory.

“Yeah, yeah long live King Cyrus,” you tease him and climb out of the seat. He climbs out of his own seat and gathers you into his arms for a series of quick kisses he steals from your lips. 

“Looks like I’m buying the popcorn,” he concedes. 

“I don’t know what you're talking about,” you counter. “You won that game fair and square.”

“Mmhmm,” he hums, not believing you for a second.

“I mean, if you really want to buy the popcorn, I won’t stop you. Since you’re a king and all, you can take pity on your lowly subject.” He takes your face in his hands and presses a soul-consuming kiss against your lips. Pop rocks trickle down to your fingers and toes as the world falls away around you. Your focus becomes honed in on his lips against yours, his body pressed against your torso, and his hands holding your face steady as he gently tilts your head to deepen the kiss for a moment before releasing you. He smirks as he looks into your eyes, his gaze flicking between them. 

“You are far greater than royalty my love. You are divine.” he corrects.

Heat floods your cheeks after he releases you and your setting quickly invades your senses again. He smirks, takes your hand, and leads you to the next game while chuckling at your flustered state.

You continue to play various games trading wins and losses with each other before finally gathering your bounty and grinning at each other. Cyrus tilts his wrist toward himself to read the time before glancing back at you. 

“I think we should call it here so we have enough time to get our food before the movie and avoid the crowd. What do you think?” He asks.

“Sounds good to me, I think this is a pretty good haul,” you answer looking down at tickets gathered in your hands. You follow him to the prize counter and after the clerk counts your tickets you hum in contemplation. “Anything catching your eye, baby?” 

“Tough choice honestly, I’m torn between the lava lamp and the Scooby Doo edition of Clue” he hums. You stifle your snort and nod in solidarity.

“I think the kids will enjoy the lava lamp more than Clue if I’m being honest.” 

“I think you’re right,” he agrees and gestures to the lamp. “I think we’ll go with the lava lamp good sir,” he addresses the clerk behind the counter who only laughs and grabs the small box from the shelf, handing it to him. 

“Excellent choice,” the clerk tells him.

You smile and thank him as you turn and Cyrus guides you out of the arcade and back down to the lobby. 

“Did you have fun?” He asks as he wraps an arm across your shoulders and leads you to the small line in front of one of the registers of the concessions stand.

“I did,” you admit happily. “Thank you.” He smiles in response and takes care of ordering as you reach the front of the line. He sneaks you a knowing look as he orders the popcorn and after paying he hands you the bag slong with the lava lap box and takes both drinks from the worker. You follow him down the hall to your theater and quickly find your seats before settling in just as the previews begin. He rests his arm across your shoulders and grabs a handful of popcorn to snack on. As the lights dim to signal the start of the movie, you can’t help the smile that spreads over your features and you settle into his embrace. 

--------------------------------------

Stay tuned for the spicy conclusion of Cyrus' mini series~!

[ashes-in-a-jar]

please tell us about busses

*Slams hands on table* WELL-

Some buses are short. Some are long. Some have two decks. Those are called two decker buses. Some have two parts divided by an accordion-like joint. Those are called accordion buses. Or banana buses. Or wiggle wagons. Whatever you prefer to call them. The size of the bus used for a line sometimes depends on the type of street it needs to go through. Accordion buses can't turn narrow corners so they can't go into small tightly packed neighborhoods. Sometimes those neighborhoods will need lines that consist of van public transportation rather than buses.

Buses are better than cars. I like buses. You don't have to worry about parking when taking the bus. You don't have to worry about insurance or gas prices or giving your money to rich oil tycoons. You also don't have to take up parking space and less parking lots means more parks and walking spaces for people and kids to enjoy safely. There is less congestion when buses are used. That's how they also become more reliable. Also using buses more means less pollution. Here's a famous picture of what the space on the road looks like with the same amount of people when using cars vs. when using buses or bikes:

Source

Buses are slowly becoming more electricity based which means they will create less carbon emissions and will be quieter in the future.

Also. Buses have drivers and they work very hard and deserve all the respect.

I just got off the bus and I approve this message

[luckyladylily]

I really wish people would stop repeating the argument of "adding a lane to a highway only makes it more crowded" because it's not a convincing argument to anyone that has not already made up their mind, and it is also not true.

Oh, the amount of total traffic, that is to say the amount of cars using it, on the road always increases, but very rarely does that increase match or exceed the increased capacity. Specifically, for every 1% increased capacity, you will see an increase of 0.29% to 1.1%, meaning in the vast majority of cases, when accounting for outside factors like population growth, congestion goes down noticeably when you create more capacity. And because congestion doesn't just max out capacity, but decrease it, if you reduce overuse by even a few percent you will see a far greater reduction in congestion.

This isn't even addressing things like economic benefits (which are large and no one debates) and reduced stress on other roads (this has not been studied much because it would require monitoring hundreds of roads for years, but it is universally agreed there is some reduction for the exact reason there is an increase on the highway.)

Like, I am all for better laid out and walkable cities, but we can do so much better than this idiotic argument that will convince no one. It is a useful piece of the puzzle in a more comprehensive discussion of the issue, but out of context it will convince no one that didn't already support the idea.

[blurban-form]

Motornormativity (4/4)

Conclusion: “…and why should I care?”

Ok, so why is this even a thing?

Anyone active in urban planning or transportation planning / civil engineering will be very familiar with the lively discussions taking place about changing the paradigm re: transportation… that we can’t keep building more roads to solve congestion issues and that our cities need to be more compact, to make them more sustainable by using less energy.

(There are multiple benefits to a less auto-oriented culture, but energy use reductions and sustainability are a big one.)

Cities cannot reasonably expect their residents make the necessary changes unless the alternatives are seen as viable options. This is going to remain a challenge until the infrastructure for these modes is available (like sidewalks and bike lanes) and there will always be trade-offs; transit today is routinely at least going to take 2x or more time to make a trip compared to a car.

There also need to be inviting places to walk, bike, ride transit, and socialize.

Like other cities similar to it, Brisbane has some of the necessary elements to be less auto-oriented… but is still very much auto-oriented.

Note that not all cities are stuck in this situation. Over the last fifty years, Copenhagen has made a shift towards active transportation, and Curitiba is an example of a city that changed to make heavy use of bus rapid transit. But in Copenhagen’s case, this has meant taxes and fees to dissuade people from driving. And Curitiba is maxing out its BRT capacity.

As long as people still believe that they have no choice but to drive, people will not change their habits. Providing more transport choices and raising awareness about those modes will be key. “Bluey” has actually made some efforts to do this, perhaps without even intending to do so!

It may be a sweeping statement but people all tend to take for granted what we've grown up with. What happens in “Bluey” episodes will seem familiar to anyone who’s about the same age as “Bluey” and Bingo’s parents. Incorporating ideas into these stories that make alternatives to driving “ok” and “not unusual” helps encourage children and their families to consider such options seriously, particularly given that many people seem open to emulating the Heeler’s parenting styles / “taking advice from a dog” 😉

Feel free to send me your thoughts on this. -Dave

Some further reading

Newman, Bartley, Boyer. Resilient Cities: Responding to Peak Oil and Climate Change. Island Press, 2009.

Kunstler. The Long Emergency. Grove Books, 2006.

[nickgerlich]

Shoot And Leave

In the rush to return to some semblance of normalcy in the post-COVID era, we have resumed traveling. And I mean traveling with reckless abandon. Forget about high gas prices and air fares, we’re just doing it anyway.

The big trend this summer was a European vacation—not the movie, but your own vacation. Personally, I drove 14,000 miles on three long trips, and went to Costa Rica. Pent-up demand was certainly driving all of us.

But a new problem has emerged in this digital era: overtourism. Essentially, the problem is this: People are flocking to tourist hotspots, taking and posting selfies, leaving without spending any money (or very little), and then, thanks to social media, inspiring others to visit also. It’s a cycle that some cities are now trying to combat by imposing tourism taxes.

And it is not much unlike the congestion tax we see in places like London, whereby drivers pay £15 per day to drive into the congestion zone. Some cities are charging $5-$10 per day for the privilege of day tripping. I doubt they will deter people though, especially once you factor in the cost of getting there in the first place. What’s another $10?

Overtourism is also happening locally. The Cadillac Ranch opened in 1974 as an art installation that the Ant Farm creative team developed and then sold in concept to Stanley Marsh 3. A few years ago, I interviewed the two surviving members for a feature that appeared in ROUTE Magazine. They never intended for the cars to be spray painted; that just happened organically. Located along I-40 a couple of miles west of Amarillo, it is reported to have more than two million visitors each year. It was even moved in 1997 from its original location a few feet west of the new Sam’s Club, to allow room for the city to grow.

So popular is the place that TxDOT had to install concrete jersey barriers to separate the Frontage Road from the freeway (to keep people from just driving through the grassy median to get there). I always scratched my head over why Marsh (who died in 2014) never monetized the place. That all changed two years ago when his family trust (to whom he had bequeathed the ranch in 2013) put a merch trailer onsite. The trailer sells t-shirts, caps, and the usual trinkets, as well as spray paint.

Duh. That was an easy one, because, as rumor has it, until then, the Home Depot at Soncy and I-40 was reputed to have the highest spray paint sales of any store in the chain.

Alas, people have taken to painting anything and everything, including the dirt, the road, the fence, and even the jersey barriers. On weekends, there is a traffic snarl along that stretch, with dozens and dozens of cars parked helter skelter. Tourists do their thing, take selfies, and post them.Then the cycle continues.

Good on the Marsh family trust to finally figure out how to separate people from a little bit of their money, but not all places are as lucky. When selfies in unique places become a prize unto themselves, a trophy for having been so cool as to seek out those places, there is always the risk that visitors will shoot and leave.

Wouldn’t it be nice if even just 10% of those Cadillac Ranch visitors stopped long enough for fuel or a meal? Better yet, how about lodging? I bet most people just keep going, though.

I am particularly guilty of this. Heck, my Facebook profile pic is of me standing by—wait for it—that familiar row of painted Cadillacs. And I have done this in many other places. It was no different from when we went to Carhenge in western Nebraska a few years ago. Snap snap snap…and off we went.

My passion is photographing roadside America, specializing in vintage neon signage, but also including the 1960s-era fiberglass Muffler Men and other oddities. Often I will shoot a selfie after I have finished doing my usual photo documentation. I seldom stay long enough anywhere to spend money, though. Some of the most common questions I am asked are “Did you eat there?” and “Did you spend the night there?”

If I did that, I would never be able to photograph as many things as I do.

As for cities and states that are tourism magnets, it is often a love-hate relationship. You hope people linger long enough to spend lots of money, but at the same time, you begin to loathe the traffic problems tourism can create. Just try to drive through Orlando Florida any time of the year. Or, to pick on a city closer to home, Albuquerque during Balloon Fiesta.

Then there is the case of China, the second biggest economy in the world. When I took my Chinese-born daughters there in 2019, we shot and posted tons of photos. While the notorious “Chinese Firewall” keeps residents from accessing western media, all it took was a VPN pointed at Hong Kong for us to dodge that bullet. And I suspect that the Chinese are good with this, because we basically became their pro bono advertising agency.

Ah, but China just lives with congestion. Bring it, baby, and bring lots of US dollars.

If anything, we can thank smartphones, social media, and always-on internet for putting a lot of this into hyper-drive. I don’t see things getting any better, short of another pandemic (please, no). Just don’t hog the space. Take your selfie and get out of the way. We’ve all got influencing to do.

Dr “Among The Worst Offenders” Gerlich

Audio Blog

[caprice-nisei-enjoyer]

Hi! Planners for the large part don’t do design. They might do some modeling but they don’t come back from the drawing room and say “we’re doing XYZ now!” They’re sorta bound by financial timelines. It’s way easier for a governor to campaign with “we’re adding a lane to this interstate to reduce congestion!” despite planners submitting all kinds of reports saying “hey actually it would improve air quality and reduce traffic and build jobs in the long run if we expanded transit in these one or two neighborhoods.” If they wanted to extend a tram line or build a monorail there’d be an environmental impact review and a feasibility study and other stuff and the costs of those aren’t exactly predictable (or popular). Expanding highways and “increasing throughput” is sort of excused as “well if people get to their destination faster then their cars won’t be adding to the bad air quality!” which, technically yes? But that’s still not removing cars from the roads. It’s why electric cars aren’t really a solution either - they perpetuate the idea of driving everywhere instead of just building things (namely housing) in walking distance of jobs, grocery stores, you name it. It’s really sad. Hope this makes sense!

It does make sense! Y'know, I wasn't very detailed in the original thread (partly because I had no idea it would blow up), but the nuances of urban planning and design are important!

So, first clarification: in the present day, urban planning and urban design are different jobs. (AIUI, urban planners set goals and propose regulations while urban designers architect specific features) And you make a good point that urban planners are not dictators; they mostly create plans to fit the needs of politicians and the people who elect them. Robert Moses aside, there are lots of good people doing good work in the field.

That being said, the regulations that govern American cities are a travesty. Building dense, walkable cities is, if not outright illegal, incredibly costly. We should work to build better transit systems, and get better service from the systems we do have. But we could also simply use less transit (private and public) if we built more homes in places people want to live. Zoning regulations are the hallmark failure of American urban planning.

For a quick look at what I'm talking about, I've screenshotted the zoning map for Eugene, OR. I used to live there, and it has a lot of quirky, college-town charm. But the city is being squeezed by rising housing costs and worsening traffic, because the pale yellow that covers most of the city represents land that is zoned for low-density residential construction.

Interactive version here:

[naturalrights-retard]

Your Government is pushing ahead with plans to bring 15-minute cities to a location near you. They are a brainchild of the UNs Agenda 2030, and are in effect Climate Change lockdowns

By Sikh For Truth – Editor of Truth Talk UK & Regular Contributor to The Expose

Canterbury’s council bosses have drawn up a radical plan to tackle congestion that will split the city into five zones and ban residents from driving directly between them.

During the Middle Ages, Canterbury, a cathedral city in southeast England, was a pilgrimage site. With cobbled streets and timber-framed houses, ancient Roman walls encircle its medieval centre. It has a population of 43432.

In Canterbury’s ‘Local Plan to 2045’, the council proposes splitting the city into five districts, with drivers unable to cross between districts by private car – even if they live there.

Within the document is the idea of 15-minute neighbourhoods: For example – “Community infrastructure provided as part of upcoming developments should be accessible to new and existing residents – preferably within 15 minutes walking time and always within 15 minutes.” – They say this is about ’living locally’.

Those who break the rules will face fines (possibly the same as Oxford’s £70) enforced by number-plate recognition cameras and won’t be able to make simple journeys around the city. According to Page 14 of the draft Canterbury District Local Plan to 2045 – there will be “Implementation of an ANPR-based sectoring system and modal filters to limit cross-city trips.”

Designed after a system used in the Belgian city of Ghent, the proposal is part of the council’s revised draft Local Plan. In the five zones, major roads will be closed, forcing drivers to ditch their cars or use the bypass. ANPR cameras will be at the entry and exit points of each zone so drivers can’t move between neighbourhoods.

Ben Fitter-Harding Conservative leader of Canterbury City Council, an advocate for sustainable development who has worked on the Canterbury Circulation Plan for two years, is confident the major road network transformation will turn out well. He said:

He continued: “The amenities and services that you would need are all in your neighbourhood. You wouldn’t have all the rat running, so it’d be fantastic if we could achieve it.”

He also said: “In 20 years’ time, you’re likely going to have your groceries delivered or you’re planning to go to a different supermarket or a new local shop in your own neighbourhood.”

However, Lib Dem councillor Nick Eden-Green says the scheme raises some “serious questions”. “When I visit friends I don’t consider which zone they are living in. It’s “frankly ridiculous – you’re creating ghettos where people are locked in and can’t travel elsewhere.”

It gets even more difficult for outsiders too: Visitors from other Kent districts and boroughs, or tourists, can’t park within the city walls. As a result, most parking lots will be made redundant. Tourists and visitors can park in one of four zones around the city centre. From each zone, visitors will be able to ride the park and ride into the city.

What is a ‘15-minute city’?

This is all being done outside of the normal democratic process, for instance in Oxford where similar plans are afoot. Traffic filters will divide the city into “15-minute” neighbourhoods. Duncan Enright, Oxfordshire County Council’s cabinet member for travel and development strategy, said the filters would turn Oxford into “a 15-minute city” with local services within a small walking radius.

He insisted the controversial plans would move ahead whether people liked it or not. And it’s the same story in London. TfL consulted thousands of people who overwhelmingly said no to the ULEZ expansion. 60% of respondents opposed the expansion, but it’s going forward anyway.

While Ben Fitter-Harding blasted the social media chatter and told people not to “spread misinformation.”

Agenda 2030 is being pushed by local leaders.

n London, surveillance technology is expanding to control our car trips. London’s ULEZ zones will be expanded to cover most, if not all, of the city. This means you will have to pay £12.50 a day for the privilege of getting into your car, no matter how short or long the trip is. There will be a 200 million pound ANPR camera network to fine drivers when they do.

The plans for Canterbury seem to be derived from a plan which was proposed in 2020 labelled “The 15 minute city” and is part of the overall Net Zero 2030 agenda.

Under the plan described by Councillor Val Kenny: “The covid-19 crisis has torn a hole in city budgets decimating urban economies” and thus to build back better they recommended: That “all residents will live in 15 minute cities.”

The decentralisation of services has become known as the 15-minute city. This is where you can do your job, get to school, see your doctor and be entertained all within a 15-minute radius of where you live. Promoting active travel and reducing car use are key to achieving the 15-minute vision.

Also from the 2021 Canterbury Climate Action Partnership document under the section sustainable transport – it states the following: To “Encourage CCC to set up a low emissions zone(s) and tackle air quality hotspots; ensure that all council vehicles are ultra-low emission/electric by 2030;”

The 15 minute city concept is also being pushed by our esteemed friends at the World Economic Forum: In the article: The surprising stickiness of the “15-minute city”

They explain what it means: The “15-minute city” concept—which implies having all necessary amenities within a short walk, bike ride, or public transit trip from one’s home—has demonstrated stickiness not just as an idea, but as a powerful tool for action – from Paris to Seoul, from Bogotá to Houston. It was coined in 2016 by Sorbonne professor Carlos Moreno, who won an Obel Award in 2021.”

According to Delloite: “The re-zoning model will gain further traction in the future, boosted during the COVID-19 pandemic by new ways of working that require less transport. With climate change as a major global concern, C40 in its C40 Mayors’ Agenda for a Green and Just Recovery has recommended this model for cities worldwide. This is because its pedestrianisation approach contributes to a reduction in greenhouse gas emissions and supports environmental sustainability. Most notably, the ‘15-minute city’ was popularised in 2019 by Paris and is a flagship initiative in the current programme for the city.”

C40:

There are 97 cities in the C40 Cities Climate Leadership Group, which represents one twelfth of the world’s population and one quarter of the world’s economy. The C40 was created in October 2005 when London Mayor Ken Livingstone convened representatives from 18 megacities to reduce climate pollution together. With the help of former US President Bill Clinton, Mayor Livingstone and the Clinton Climate Initiative (CCI) strengthened both organizations in 2006, expanding the network to 40 cities and helping cities deliver projects and project management to reduce emissions.

It was C40 that introduced the 15-minute city concept. It’s a network of mayors from nearly 100 world-leading cities working together to tackle climate change – right now it’s headed by London Mayor Sadiq Khan.

It’s understood that the COVID-19 pandemic played a significant role in accelerating this shift to 15-minute cities and according to Lisa Chamberlain of the World Economic Forum, “the 15-minute city grew from a “nice-to-have” to a rallying cry.”

Global organizations, such as the C40 Cities Climate Leadership Group, took notice too. In July 2020, they published a framework for cities to “build back better”, and the 15-minute city concept was at the heart of it.

And who funds C40.org? It’s a partnership with many companies including the Open Society Foundations, founded in 1993 by George Soros. Other partners include the Wellcome Trust, the Clinton Foundation and the World Bank.

In a Twitter thread posted by Frédéric Leroy, he outlined some of the chilling aspects of these so-called C40 Cities. Based on his research, you will own zero private vehicles under the ambitious goal.

He also reports that there are some really powerful people and organizations behind the C40 initiative. Michael Bloomberg is the C40 Board president, and Sadiq Khan is the current chair. C40 is also part of the Global Commons Alliance, a public-private partnership with PlanForThePlanet, the World Economic Forum, Rockefeller Foundation, WBCSD, EAT, Club of Rome, WWF, WRI etc.

Birmingham, Ipswich, Oxford, Manchester, London, Glasgow and Edinburgh are other 15 minute cities:

“15-minute city” – straight out of Agenda 2030. Combine a digital ID with a carbon credit score and their programmable CBDC token and you’ve got the makings of a digital open air prison.

As usual, ordinary people will pay for the 15-minute city. Particularly urban car owners and families who commute across town to visit relatives or friends.

The plan seems to limit car ownership. If you combine these plans with plans to ban petrol and diesel cars by 2030, it all starts to make sense. It is part of a coercive drive to keep motorists on their toes, posing as a revival of Britain’s green and pleasant land. Homes with cars will have to count how often they use them and there will probably be more surveillance, permits, and penalties coming.

No matter what is happening, it is being done outside of democracy, by climate change companies and climate zealots. This is in the name of saving the planet from net zero destruction.

Of course in order to save the day we have to give up more and more of our privacy and liberties or be fined. The classic behavioural nudge. No, it’s not a lockdown in the normal sense, but it is more authoritarian for sure. This is where we must think about our own daily routines and make sacrifices for the supposed global good. Decarbonising the west may be a way of deindustrialising the west.

[its-a-rat-trap]

Bob Geldof on Top Gear: Interview and Lap

Season 17, Episode 5 Original Air Date: July 24, 2011

----------------

Video is a screen recording of the clip available here on TopGear.com because I couldn’t figure out how to directly save the file from the site. The control bar is only visible over the BBC intro, not any of Bob’s bits!

If anyone wants to save this video for themselves, you can download it from here in either 1080p (119MB file) or in 720p (compressed 61MB file).

I highly recommend downloading the video or watching it on TopGear.com to see it in better quality!

Video transcript is below the cut.

----------------

Jeremy Clarkson: Now, though, it is time to put a star in our Reasonably Priced Car. Now my guest tonight has long, straggly hair, and an incredible ability to heal the sick and feed the hungry. Ladies and gentlemen… Jesus! It’s Bob Geldof!

(Audience applauds as Bob Geldof walks onto set and shakes hands with Jeremy.)

Jeremy: How are you? Have a seat. Sir Bob! Great to have you here.

Bob: Thank you.

Jeremy: Now obviously you’ve topped what used to be called the hit parade, you fed the world… but what a lot of people don’t know is that you built the M25.

Bob: I built the M23 and M25, Jeremy.

Jeremy: Do you know, I didn’t even know you built the road to Gatwick as well.

Bob: If you know the Merstham interchange, where you come off the 23 onto the 25, that’s more-or-less where I had my road digging… career.

Jeremy: Yeah.

Bob: And that’s Geldof Corner. I know you’ve got Gambon Corner, which I’m sure we’ll see later…

Jeremy: Yes, yes we will.

Bob: Geldof Corner is there, hence the tailbacks for miles on the M25.

Jeremy: So it’s when you go around that… Actually, it’s a fantastic- It’s one of the best corners on the motorway network, that.

(Bob makes a joking, “Yes, that was me.” sort of gesture.)

Jeremy: And you built that?

Bob: I built that. Yeah, long before I could drive a car they gave me the chance to drive these immense machines with, I think it’s 11 forwards gears and six reverses. Two engines, you’ve gotta- There’s two throttles, you’ve gotta sit like this with both feet on the throttles, and there’s a big bucket in the middle which you drop, and off you go.

Jeremy: And is it hard?

Bob: It is hard, I was crap.

(Audience and Jeremy laugh.)

Jeremy: What sort of driver are you?

Bob: Not good. Really, I’m not. I’ve got a Previa, because I have 600 children. And uh, you know...

Jeremy: With 900 names between them.

Bob: Yeah, and all excellent.

(Audience and Jeremy laugh.)

Bob: And, y’know, it’s just a superb thing. You’re up high, you’ve got this big, broad vision, you go like this and the wheel turns and you’re… You’ve just got endless amount of power in the thing.

Jeremy: There isn’t an endless amount of power in a Toyota Previa.

(Audience laughs.)

Jeremy: It’s a horrible car! Is it really-

Bob: No it’s not. It’s really not. I mean I’m Mr. Big on Toyota. I’ve got a Lexus so I don’t pay the congestion charge…

Jeremy: Oh, the hybrid one?

Bob: Yeah. And also, Jeremy, you know I think you should start now becoming a little more environmentally aware, you know?

(Jeremy rolls his eyes and feigns boredom.)

Jeremy: I am very aware of the environment. And I’m still not interested in it.

(Audience and Bob laugh.)

Jeremy: Um, you’re a business man now…

Bob: Sometimes.

Jeremy: Yeah, and you’ve got a lot of TV production companies. So how much time do you have left for music?

Bob: Most of the time I’ll do music… So there’s still, you know, a lot of the time is spent on the Africa stuff, and business stuff, music and the family. But the only thing I like doing, being specific the only thing I like doing is music.

Jeremy: Really?

Bob: Mm.

Jeremy: You’re touring soon, aren’t you?

Bob: Yeah, September and November here. So, you know, north and south…

Jeremy: Because you had the album out… What, three months ago?

Bob: Three months, yeah.

Jeremy: Which was Bob Geldof Aged… Well it’s actually, what was it, 58 and three-quarters?

Bob: It was 58 and a half.

Jeremy: 58 and a half, so…

Bob: I was going to call it that. And then I saw a book called How to Compose Popular Songs That Will Sell, and I thought that was… more ironic.

Jeremy: It’s a good title, that.

Bob: Yes.

Jeremy: Doesn’t fit on iTunes very easily. How to… Oh, wait a minute.

(Audience laughs.)

Jeremy: But no, so, you released that three months ago and-

Bob: Why? You went onto- You know how to use iTunes?

Jeremy: I do!

Bob: What do you listen to in the car?

Jeremy: What do I listen to?

Bob: Yeah.

Jeremy: Uh… Rat Trap, I Don’t Like Mondays…

Bob: Classics.

(Bob points to himself and mouths “Mine!”)

Jeremy: Classics. From the late 70s.

Bob: Yup.

Jeremy: You’ve got… Presumably you’ve got an iPhone…

Bob: No, I don’t have that. We spent about two hours before this extolling the virtues of the Nokia 6310! Does anyone remember a 6310?

Jeremy: Yeah.

(A few quiet Yeah’s from the audience.)

Bob: Five days without a charge, without a recharge- Five days!

Jeremy: Well that’s how long I do because I’ve got no friends, so nobody rings me up.

(Audience laughs.)

Bob: For self-evident reasons, the jeans being one.

Jeremy: At least I put socks on!

Bob: No he came here-

(Audience keeps laughing.)

Jeremy: Look, I’m wearing a sock!

Bob: But you don’t have beautiful ankles. A beautiful turned ankle is something that I admire in someone.

(Audience laughs as Jeremy fakes a nervous look.)

Jeremy: Um… Your lap. How did it go out there?

(Bob buries his face in his hands and shakes his head.)

Bob: I’m so crap at this. You start off and you’re really nervous, I’m not a speed-head… And then I started to enjoy it and be able to focus on what Stig told me, and I slowed down!

(Audience and Jeremy laugh.)

Jeremy: Well who’d like to see The Lap?

(Cheers and Yeah’s from the audience.)

Bob: Not me!

Jeremy: Come on, let’s have a look, let’s see how it sent!

(Clip of Bob’s lap starts to play. He drives off the starting line with a loud squeal from the tires.)

Bob (in the clip): C’mon, *beep* sake.

Jeremy (in the studio): Already we’re going to need the beep machine there… Ah, right, first corner, that’s- oh uhh where are we going… Nice wide line, like the look of that… Might be time to change gear…

Bob (in the studio): It’s so slow.

Bob (in the clip): Go, go, go…

Jeremy (in the studio): You have to change up! Where are we going now- Ooh, wide. You see that’s too fast in there.

Bob (in the studio): Uh-huh. Okay.

Jeremy (in the studio): That’s wide, went skidding wide…

Bob (in the clip): Clarkson, Stig said it’s raining now and the track’s getting slippery, so that’s going to slow me down. So shut up, I’m not making excuses.

(Audience and Bob in the studio laugh.)

Jeremy (in the studio): Let’s have a look at this torrential rain… Yeah, I can see what the Stig means, that is pouring down out there!

(Audience laughs as the clip clearly shows no rain.)

Jeremy (in the studio): No, wait, I don’t mean pouring down, do I? Hang on…

Bob (in the studio): It looks so slow, it feels so fast.

Jeremy (in the studio): No, that is just quite slow. Change gear!

Bob (in the clip): Take this extreme bend at full throttle, which is… If I can…

(Clip cuts to exterior of the car with a lot of tire squeal.)

Jeremy: Oh I say, that’s good!

Bob (in the clip): Every instinct in you tells you to slow down.

Jeremy (in the studio): Ooh, you managed to stay off the bumpy bit there… And second-to-last…

Bob (in the studio): This is the worst.

Jeremy (in the studio): Oh it is the worst.

Bob (in the studio, over Jeremy): Gambon Corner, I couldn’t get it-

Jeremy (in the studio, over Bob): Absolutely awful- No, that’s the second-to-last, this is Gambon…

Bob (in the studio): Yeah. Couldn’t get it.

Jeremy (in the studio): And you… A little bit too slow, didn’t use all the road, but nevertheless! Across the line!

(Clip ends, audience applauds.)

Bob: Last!

Jeremy: Where do we think?

Bob: Third last.

Jeremy: Third last?

Bob: Yeah.

Jeremy: What, Louis Spence speed?

(Audience laughs.)

Bob: Yeah.

Jeremy: 1:53… No that was wet, yours was dry. These are all wet. Realistically you need to be looking above-

Bob: I know they are as people, but I mean with regards to the…

(Audience laughs, and Bob giggles at his own joke.)

Jeremy: So anyway. Bob Geldof.

Bob: Mm-hm. Don’t say it, and I’ll watch it at home. I’m embarrassed! Seriously, I thought that was rubbish!

Jeremy: You did it…

Bob: Look at him!

(Bob points to a very amused and smug Jeremy.)

Jeremy: You did it…

Bob: Mm.

Jeremy: Two minutes.

(Audience laughs. Bob nods.)

Jeremy: I’m joking!

(Audience laughs louder.)

Bob: I fully expect that!

Jeremy: (inaudible over audience laughter) …going “Mm! Mm, really?” One minute… forty… eight point one. And I don’t think- That is…

(Audience applauds.)

Jeremy: Faster than Jeff Goldblum!

Bob: Oh, god. Average at everything!

Jeremy: Well not really, I was just thinking… You’re a, what, you’re a Knight of the British Empire?

Bob: Mm-hm.

Jeremy: You were nominated for a Nobel Peace Prize.

Bob: Mm-hm.

Jeremy: And now you’re the 14th fastest celebrity ever to go around our track in a Kia Cee-Apostrophe-D.

Bob: You could’ve walked faster than that! Hands up, those who think you could do… who could be in the Top Ten, if you did it.

Jeremy: C’mon, hands up, you think?

(Murmurs and laughter from the audience as quite a few of them put their hands up. Bob makes a gesture like, “You see what I mean?”)

Bob: Thank you!

Jeremy: Ladies and gentlemen… Liars!

(Audience and Bob laugh.)

Jeremy: Bob Geldof!

Bob: Thank you.

Jeremy: Well done, thank you very much. Bob Geldof, everybody!

----------------

Note: For reference, the Toyota Previa that Bob mentions would have looked something like this (photo is of a 2009 model)

And for those unfamiliar with the Nokia 6310, it looked like this:

[evolvingstatesofmind]

hey! regarding your ask, anything really! Dallas is still a few chapters away so im not 100% sure what im gonna focus on yet, but im mostly looking for general vibes, scenery, how are the citizens there (polite? rude? indifferent?) food, things to do, and tourist traps lol. also, is the city walkable? hows traffic?

thanks!

For vibe I mean Dallas is in the culturally South part of the state, so Southern hospitality is a major thing here. Most people are nice and helpful if you are back. Dallas is more liberal than most places, but less so than Austin or San Antonio.

You’ll probably be interested in Deep Ellum, our major cultural neighborhood. https://www.deepellumtexas.com/explore/

It’s walkable, unlike the rest of the city. Smaller concert venues like the Factory (formerly the Bomb Factory) than our major AT&T Stadium in the arts district proper. Deep Ellum has a lot of Brew pubs, quirky shops, and awesome murals. There’s plenty of pics on instagram of greet spots for pics. Safe to walk around in daylight, less so at night but what city isn’t. Twisted Root is always a major favorite restaurant that celebs stop at. It’s a burger joint know for burgers with different meats (like kangaroo) and assigning customers celebrity names for their food orders. Louie Louie is a popular piano bar with dueling pianos that is always packed.

In regards to transport outside of Deep Ellum, I recommend driving. Lots of people use Uber/Lyft, if not their own cars, but there is also the DART (train) and bikes/scooters for rent. Scooter tours of the city are popular.

You do NOT want to spend extended time outside in August in direct sun, as temps can regularly reach upper 90s and Texas sun is no joke. Near Deep Ellum is the Dallas Farmers Market. It’s a complex of smaller shops, an indoor dinning building with small stall restaurants in the shape of a large tin sided barn. Out front of that is the Shed, a very large covered pavilion that houses the vendor stalls. There’s anything from the traditional farm spread, to various small business selling lotion, vintage tees, art, etc.

People might want you to mention JFK. The Sixth Floor museum is boring as hell. There is an X in the middle of the road where Kennedy was shot. I always see Tourists try and take pics of it or try to stand on it. Which is the Stupidest Thing, since the street is still a major roadway is a congested city.

Also we have this in the arts district. Terrifying at night all lit up. Perot museum nearby has a T-Rex in the window visible from highway.

Klyde Warren Park is a park over a highway in the arts district. Good food trucks.

Reunion Tower, the building with the ball on top that you see in Dallas skyline, has a restaurant on top that rotates 360 degrees. Might be a good dinner date setting.

Fort Worth is also part of the metroplex with the Stockyards for shopping. Most tourists get a Stetson or some boots as their Texas souvenir.

Let me know if you need more.

[oharetaxi]

The Future of Public Transportation

As we stand at the precipice of a new era, the future of public transportation promises to redefine the way we move, commute, and explore our cities. Rapid technological advancements, coupled with increasing concerns for sustainability, efficiency, and urban congestion, have paved the way for transformative changes in the transportation landscape. From autonomous vehicles to hyperloop systems, the future of public transportation holds immense potential for creating accessible, convenient, and environmentally friendly mobility options for all. In this article, we will delve into the exciting developments and possibilities that lie ahead.

Electric Mobility

One of the most significant advancements in the future of public transportation is the widespread adoption of electric vehicles (EVs). Electric buses, trams, trains, and even bicycles are poised to replace their fossil fuel-powered counterparts, reducing greenhouse gas emissions and improving air quality in urban areas. With ongoing advancements in battery technology, charging infrastructure, and affordability, EVs will become the go-to mode of transportation for both short and long distances, offering sustainable and efficient options for commuters.

2. Autonomous Vehicles

Autonomous vehicles (AVs) are set to revolutionize the public transportation landscape by eliminating the need for human drivers. These self-driving vehicles have the potential to improve road safety, reduce traffic congestion, and optimize routes for maximum efficiency. Commuters will be able to summon an AV through their smartphones, eliminating the need for car ownership and reducing parking requirements. Shared AVs can create a seamless and cost-effective transportation network, allowing people to travel conveniently while minimizing the number of vehicles on the road.

3. Hyperloop and Maglev Systems

Hyperloop and magnetic levitation (maglev) technologies offer a glimpse into the future of high-speed, long-distance transportation. Hyperloop, a system of near-vacuum tubes, will enable pods to travel at incredible speeds, potentially exceeding 600 miles per hour. This mode of transportation will dramatically reduce travel times between cities, making intercity commuting more efficient than ever before. Maglev trains, which use magnetic fields to levitate and propel the train cars, will provide a similar experience, allowing for smooth and fast travel across vast distances.

4. Mobility as a Service (MaaS)

The concept of Mobility as a Service (MaaS) will transform public transportation into an integrated and seamless experience. MaaS platforms will consolidate various modes of transportation, including buses, trains, taxis, and shared bikes, into a single app or platform. Commuters will have access to real-time information, personalized route planning, and the ability to pay for their entire journey through a single transaction. MaaS will encourage multimodal transportation, empowering users to choose the most efficient and sustainable option for their specific needs.

5. Sustainable Infrastructure and Smart Cities

The future of public transportation goes hand in hand with the development of sustainable infrastructure and smart cities. Investments in charging stations for EVs, smart traffic management systems, and connected infrastructure will enable a smooth transition to greener and more efficient transportation networks. Smart cities will leverage real-time data and advanced analytics to optimize routes, minimize congestion, and enhance the overall efficiency of public transportation systems.

Conclusion

The future of public transportation promises a revolutionary shift in how we navigate our cities. From electric mobility and autonomous vehicles to hyperloop systems and MaaS platforms, the coming decades will witness remarkable transformations that prioritize sustainability, accessibility, and convenience. Embracing these technological advancements and fostering a collaborative approach among stakeholders, governments, and innovators will be crucial to harnessing the full potential of public transportation for the benefit of all. As we embark on this exciting journey, the future holds the promise of a greener, more connected, and efficient world of mobility.

[follow-up-news]

With pedestrian deaths in the U.S. at their highest in four decades, citizens across the nation are urging lawmakers to break from transportation spending focused on car culture. From Salt Lake City to Charlotte, North Carolina, frustrated residents are pushing for increased funding for public transportation and improvements that make it safer to travel by bike or on foot.

“We already hit the point of diminishing returns,” said Roby Greenwald, a public health professor at Georgia State University. “We’re going to have to examine other transportation modes that make that easier or else we’re just going to have to deal with increased congestion, increased traffic fatalities and increased air pollution emissions.”

Nationwide, the number of pedestrians killed in 2022 rose 13%, and cyclist fatalities were up 2% for the year, according to the National Highway Traffic Safety Administration.

“There are plenty of people who must bike and walk for transportation because that’s their only means of transportation,” said Rachael Panik, a Georgia Tech transportation systems engineering researcher.

Panik previously worked as a transportation planning consultant for cities across the southeast. She said there was unmet demand for biking and walking in most of them.

“More people want to bike, more people want to walk, but they can’t because it’s either not safe or the destinations that they need to get to are too far and they can’t,” she said.

[wa-swa]

Is Electrifying Vehicles Urgent for Sustainable Urban Mobility: Case Study of Jakarta, Indonesia

1. Introduction

The population in Jakarta reached more than ten and half million people in 2021 in an area sized 664 km2 (BPS DKI Jakarta, 2023a; 2023b). Being the biggest city in Indonesia, the city accommodates many economic activities and has been becoming the economic centre of the country. The growing activities in the city further expanded the region into a metropolitan area named Jakarta-Bogor-Depok-Tangerang-Bekasi (Jabodetabek) with more than 29 million people in the area (InfoJabodetabek.com, 2020). By the growing population and activity centred in Jakarta, the city has been facing a problem with its transportation.

The national and local governments have been trying to address the transportation issues through some measures, including odd-even road control, progressive private vehicle taxation, and public transport improvement (Pergub DKI No. 88 Year 2019; Perda DKI No. 2 the Year 2015; see BPTJ, 2020). Through these measures, the city succeeded in reducing congestion by 19% from 2019-2022 (Tomtom, 2022). However, this reduction does not mean fewer environmental issues caused by transportation. The city environmentally experiences air pollution caused mostly by transportation. IQ Air on May 2022 considered the air quality of the city five times worse than the WHO standards. According to Vital Strategies and Institut Teknologi Bandung (ITB) (2020), the major source of air pollution in the city came from vehicle exhaust, coal combustion, construction activities, open burning, and paved road dust, as well as secondary aerosol and sea salt. The Provincial Department of Environment also confirmed that transportation contributed to around seventy-five per cent of the air pollution in the city (Naufal, 2022). Without any heavy measures taken, the condition in Jakarta will cause multiple problems, including individual and public health. Even some reports show that air pollution is one of the major factors reducing people’s life expectancy (Greenstone and Fan, 2019; Mantalean, 2019).

The measures which the government has been taking on transportation issues have been ineffective in managing the environmental consequences. For instance, the odd-even policy is not significant in improving the air quality in the province (Zulkarnain & Al, 2021). Moreover, the system has not succeeded in controlling the ownership of private vehicles in Jakarta as the percentage of the bus is much fewer than other private vehicles, such as cars and motorbikes (BPS DKI Jakarta, 2023c). Not only has the government failed to control the amount of private motorised vehicles, but the national government also aims to provide subsidies to purchase and shift to private electric vehicles (EVs). Coordinating Minister for Economic Affairs explained the incentive to private EVs came from the aim of the energy transition to greener energy which has been implemented in some countries in Europe and Thailand (Putra, 2022). Looking at the condition, the strategy to subsidise private EVs becomes questionable as to what extent it can accommodate the needs for sustainable mobility in urban areas, such as Jakarta.

 2. Sustainable Urban Mobility

The concerns about connectivity in urban areas become more pressing as the number of people living in cities is around 56% (World Bank, 2022). In balancing the different aspects of connectivity, urban mobility has transformed to meet the needs of sustainability. Some institutions defined the matrixes or indicators to understand sustainable urban mobility. WBCSD (2018) has developed a set of tools to measure the sustainability of urban mobility. With 19 indicators, the tools encapsulate the principles of access, inclusion, environment, people, area use, safety, and comfort. Additionally, ITDP (2017) published the Transit-oriented Development (TOD) Standards to maximise the benefits of public transit and non-motorised mobility which emphasises the users, the people. The standards underline the inclusivity of mobility which is a necessary foundation for long-term sustainability, equity, shared prosperity, and civil peace in cities. In general, sustainable urban mobility puts importance on people, the planet, the economy, land use, accessibility, and safety. Using this concept, this article will scrutinise the scenario of providing subsidies to EVs in the case of Jakarta on different dimensions: environmental, land use, and people inclusion.

 3. Environmental Considerations of Electrifying Vehicles in Jakarta

The global demand for greener energy has pushed many countries to shift their sources of energy to be more renewable. Not only impacting the energy sector, but the sustainability aspect also influences the need for greener transportation, including the use of less carbon emission EVs. The Indonesian government has confirmed their intention to launch a subsidy policy for EVs to fit with its target of electrifying fifteen million vehicles by 2030 (CNN Indonesia, 2022). Without a doubt the policy will target big cities, including Jakarta, to use more EVs. However, this decarbonising vehicle strategy has not counted the reality that it is possible carbon emissions from other processes surrounding the use of EVs. Regardless of more adoption of private EVs on the road, other aspects, such as manufacturing and fuel processes, may emit more gas emissions in Indonesia (Padhilah, 2023). The strategy to prioritise private electronic vehicles can encounter another problem in the effort to decarbonise transportation. Indonesia is one of the countries that use fossil fuels and coal as the primary sources of its energy, accounting for around 60% of its total energy source in 2021 (Ritchie et al, 2022). Specifically, the electricity of the country is mostly generated by coal until 2020 with around 69%. The ambition toward environmentally friendlier electricity generation has not made significant progress in 2014-2020 (BPS, 2023). Regardless of the fewer fossil fuels used by private vehicles, the country still needs to work much harder to turn the table in decarbonising from privatisation. The energy combusted from the power plant will still emit carbon, or even more due to the need for higher electricity to power up the private vehicles.

In the context of Jakarta, the current promotion of private EVs will still pose threat to public health and the environment. Coal combustion, mostly from the coal-generated power plant around the city, has been becoming one of the major air pollution sources in the city (Vital Strategies & ITB, 2020). Along with the higher demand for electricity energy, the government needs to be more realistic in realising its ambitious goal to create a greener Jakarta. As long as the threats to the environment and health still exist, the promotion of environmentally friendlier technologies, including private EVs.

 4. Land Use: Is Jakarta only for Vehicles?

Sustainable urban mobility highlights the importance of densifying the lands to match the growing density. The dense population needs to have a balance between high residential and job densities to support high-quality transit, local services, and public space activity. In other words, the idea of sustainable urban mobility requires having less zone for private motorised vehicles in the city (ITDP, 2017). This idea does not resonate well with some areas in Jakarta. The government does not turn the strategic locations for high dense population residential areas, such as promoting more affordable housing closer to the economic centres (see more Hakim, 2022) or any proper public spaces in the city. In terms of public commuting, the government still focuses on building roads than public transit or other public spatial facilities. For example, the Ministry of Public Works and Housing still lists the inner-city flyover highway with a length of 40 km in its work (SimpulKPBU, 2021).

Aside from the focus on toll road construction works, Jakarta still cannot accommodate a safer and more walkable sidewalk. Many of them are narrow, broken, or even used for vehicle parking. The situation further comes with safety issues since many pedestrians must walk along with many vehicles on the road and the sidewalks (Nababan, 2022). Sustainable urban mobility promotes fewer motorised vehicles and a safer and more comfortable sidewalk for people. With the same situation or more vehicles on the street, there would not be any safer and more comfortable for people. Even further it will incentivise people to keep using motorised vehicles because there is no guarantee that pedestrians to walk around. Therefore, land use for transit-oriented development in Jakarta needs to change the perspective of urban mobility which is not a private-vehicle-oriented focus.

 5. Inclusivity of the Policy Plan

The current urban socioeconomic landscape in Jakarta tends to favour the urban rich. This population tend to live in the city centre, meanwhile, it is otherwise for the urban poor. According to this situation, the urban poor has fewer opportunities to enhance their livelihoods as they need to commute longer than the urban rich. Mobility inequality in Jakarta has been neglected as people have a higher dependency on private vehicles to have safer and more comfortable mobility (Janssen, et al. 2022; Hidayati, et al, 2019; Hidayati, et al. 2021). Considering that urban development will remain to emphasise the use of private vehicles as one of the strategies to combat climate change, there is a high possibility Jakarta will maintain its status quo. The possibility of subsidies of up to five trillion rupiahs for EVs (CNN Indonesia, 2022) will not create an inclusive strategy for many people, especially the marginalised community, living in Jakarta. People will still have to commute using their private vehicles and limit their mobility compared to the urban rich.

Sustainable urban mobility highlights the importance of social inclusionary and will not burden the marginalised poor in commuting. The poor should not have a major burden to spend the most time and money on their commute (ITDP 2017). Nikitas, Thomopoulos, and Milakis (2021) explain that EVs can become an enabling system for sustainable urban mobility as long as their usage focuses on their nexus between connectivity and multimodality whereas the key is public transit. The government needs to promote the importance of transit in Jakarta and improve their strategy to attract people to use public transport instead of private vehicles. Therefore, it is necessary to adopt behavioural changes policies and environment-making by limiting the use of private vehicles. However, the economic-focused EV subsidy (BBC Indonesia, 2022) will block the nudging of public transport adoption in the city while the government also neglects the points to adopt sustainable mobility for the city that can benefit many people. On the other hand, the promotion of more EVs for public transport will benefit in many aspects socially: improving social mobility, especially for the urban poor, improving safety in public spaces and making them more liveable and diverse, and more inclusion considerations for marginalised urban communities (e.g., gender minority, differently-abled people) (ITDP, 2017). Rather than nudging people to use public transport, the government needs to nudge people to see public transport as a comfortable, safe, and reliable transport means to counter the current perspectives on public transit (Tjahjono, et al, 2020). Furthermore, there needs coverage expansion of public transport in Jakarta to eradicate the social exclusion for certain groups in areas not integrated globally (Hidayati, et al. 2019). The article by Gaduh, Gracner, and Rothenberg (2021) also supports the claim that the city needs to consider the increasing quality of the corridor expansion in improving the population’s welfare.

 6. Conclusion

Global demand for cleaner energy and less carbonising vehicles pushes the government of Indonesia to improve the energy sector, including subsidising EVs for cleaner transport. However, there have been many issues with this policy plan, especially concerning the idea of creating sustainable urban mobility in Jakarta. Firstly, the plan to subsidise EVs will create greener and fewer carbon emissions from the vehicles. However, it will remain unsustainable since the electricity sources will most likely still source from unsustainable sources (i.e., coal and oil). This situation will remain to have the same threats to the city ecosystem environmentally, such as air pollution from power plants. Secondly, more spaces will still be dedicated to personal vehicles and neglect the importance of spaces for people. Thirdly, the subsidy will most likely target the urban rich and continue the mobility inequality in the city. The government needs to consider their investment on a more sustainable basis, such as public transit. Overall, the government needs to rethink the investment in private electric vehicles as a way to manage transport-related problems in Jakarta.

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