Tuesday, October 12th, 2010
Urban transportation: What are we going to do about it? Fewer cars? More mass transit? More bikes? Fuel taxes?
It’s tempting to try solving transportation problems with more transportation. The sight of rush hour traffic jams in cities, or the experience of riding an overcrowded bus or train, suggest the need for increased transit capacity. As a short term solution, that may indeed be the best remedy. In the long run, however, it’s more like supplementing a junk food diet with a few healthy snacks.
Modern industrial societies are addicted to mobility—something Ivan Illich points out in the passage above. Most of us have always lived within this milieu and it’s hard for us to equate less movement with better movement. Our cities embody the assumption that individuals will gladly bow to the demands of transportation systems. New York, Chicago and London all enjoy “strong centers” complete with roads and trains that can pump hundreds of thousands of people into their central business districts every morning and back out again every evening. An hour a day is generally a normal amount of time to spend commuting in these cities—I can live six miles from my job because the infrastructure exists to move me there quickly.
Interestingly, the strong-centered cities with great transit are paragons of urban form in western society. They certainly look great in comparison to the sprawling, decentralized megalopolises that have followed them. I can’t imagine wanting to live in any other kind of city, but the utopian in me wants cities where people spend less time moving from place to place. Christopher Alexander describes such a city in A Pattern Language, writing that the separation of residences and work create “intolerable rifts in people’s inner lives.” He suggests that cities use zoning laws and tax incentives to spread workplaces throughout cities.
Unfortunately, urban transportation is not planned in a way that favors less transportation. Individual agencies generally have one main task, and no agency can be expected to argue against its own existence. A transit planner would never decide that less transit ridership would benefit the city as a whole, unless transit planning was only one component of a broader job description.
Nevertheless, it might be a helpful first step to scatter workplaces throughout dense cities using the types of policies that Alexander describes, along peripheral transit lines or within walking and biking distance of neighborhood residences. A lot of work disappeared in 2008 and plenty more is sure to vanish in 2009. If and when that work comes back, it doesn’t all need to end up downtown.
This post originally appeared at Where on February 6, 2009. Reprinted with permission of the author.
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