Episode 14: parking, land use and transit with Rachel Weinberger

Parking is a very important factor in urban design and transport mode choice, yet is frequently overlooked as cities consider it part of zoning codes rather than transportation infrastructure. Sustainable transportation consultant Rachel Weinberger joins me to explain the connections between parking, transit and the urban environment. The costs of driving are not only heavily subsidized by all levels of government but also bundled into the costs of goods and services in the public and private sectors. As a result, the provision of free or cheap parking (and the perceived endless need for it) promotes driving and makes it more difficult to walk or use other transport modes. We also talk about her work on the original PlaNYC and other transportation politics and trends.

Find out more about Rachel Weinberger by reading her research papers and and in coverage on Streetsblog.

Please send questions, comments and suggestions for future topics or guests to feedback@criticaltransit.com.

No Turn on Red

One of the most dangerous laws in the United States is the provision permitting drivers to turn right on a red light. It was one of a few terrible 1970s policy changes, along with raising highway speed limits from 55 to 65 mph, which pretended to reduce gasoline use and emissions during the US gasoline shortage. Environmental awareness began increasing at that time but even today most people don't recognize that anything you do to make driving easier and faster actually encourages more driving. The theory of induced traffic demand shows that adding motor vehicle capacity or improving traffic flow is always going to increase traffic demand and congestion. Research by the Federal Highway Safety Administration confirms my experience:

While the law requires motorists to come to a full stop and yield to cross street traffic and pedestrians prior to turning right on red, many motorists do not fully comply with the regulations. Motorists are so intent on looking for traffic approaching on their left that they may not be alert to pedestrians on their right. In addition motorists usually pull up into the crosswalk to wait for a gap in traffic, blocking pedestrian crossing movements. In some instances, motorists simply do not come to a full stop. ...

Prohibiting right turns on red will significantly improve pedestrian safety.

A common problem is that no turn on red signs are typically located on the far side location where they are less visible. Traffic signs and signals should always be located at the near side of the intersection, prior to the crosswalk, so that drivers have to stop before the crosswalk in order to see when the signal changes to green. If an advance stop line is used the signals should be placed so that motorists stop there.

Street grid + transit grid + information = simple and useful network

It's so much easier to get to know a city when it is easy to navigate. The core of Philadelphia is based on a street grid system that makes it relatively easy to find your way while walking. The design of the transit system builds on the grid by operating its routes in a grid, making it easy to find your way by bus. Route information is clearly displayed on destination signs. However, SEPTA could greatly improve the understanding of its grid-oriented route network by numbering routes according to some logical system. For example, odd routes could be north-south, with numbers increasing as you move westward, and any routes not conforming to the grid system could be given a letter or some number above 100.  Some buses here actually do use letters but not for any reason that employees could tell me.

A map goes a long way. While SEPTA publishes a system map, it's not posted anywhere in the system -- not even at the busy Frankford Transportation Center where over 20 bus routes meet at the northern end of the Market Frankford heavy rail line. Luckily I had brought along the map I purchased last time from the SEPTA transit museum store so I could plan some adventures (and just get around). Sadly the map makes an error that is common among transit maps: clearly displaying the handful of rail lines in unique color, thickness and line type, while making all 100+ bus routes appear the same way. When it's hard for a transit fan to figure out, how are others expected to figure it out?

I believe that many more trips would be taken by bus if bus services were easier to understand and were afforded the same traffic priority and station amenities that rail usually gets by default. In the end, most people care primarily about getting from A to B quickly and efficiently.

Somerville, Mass. bike advocate Alex Epstein

A great show today where Alex and I discuss everything from politically-driven street design changes to the effects of car culture on our society. We reclaim some parking spaces along the way, ponder the best way to move sustainable transportation forward, and observe that car-free is the way to be. Check out the fine work of the Somerville Bicycle Committee and their facebook page.If you're in the Boston area, lend your support for the city's first protected bike lane on its busiest cycling route.

We mentioned research by John Pucher and the Victoria Transport Policy Institute on cycling, parking policies, and highlighted efforts to improve the plight of Indian rickshaw operators and a new UBC study showing that bike infrastructure in Vancouver reduced injuries by as much as 90 percent. We also love that Park(ing) Day shows how cars waste urban space. And why cycling is both progressive and conservative.

Next week I have another great show for you while I am visiting Boston to ride buses, trains and my bicycle.