Streetcars & Philanthropists

Michael Cudahy, a Milwaukie philanthropist, is sick of the leadership there not getting along on transit issues. So what does he do? He proposes his own streetcar line and suggests that developers pay for parts of it. If only developers paid for all of them, then we'd be in business.

Ringing the Hub & Spoke

In all of the cities that I visited this past week, there were at least 3 metro lines each, yet only two of them had distributive ring tram systems that supplement those systems. Budapest and Vienna were very interesting in how their systems worked a bit differently from the typical hub and spoke system found in most cities. They might be interesting case studies to look at when you compare them to cities in the United States thinking about ring systems such as Boston, Chicago, and Atlanta.

Budapest and the Caterpillars

In Budapest, the ring routes do some heavy crosstown lifting, specifically, the 4 and 6 routes which run on one minute headways and carry 10,000 riders per hour per direction during rush hours (I think there might be more). It seemed at times that the Combino Supras had many more people riding them than the subways with multi-car consists.



You'll notice in the map below that the subway system operates in the traditional spoke system but if you look closer at the Pest side of the city (That's East since Buda and Pest were initially different cities) there are yellow tram rings that connect the subway stations. The 1,4,6 and 47,49 routes make crosstown connections easy. We stayed on the 4,6 lines and took them to connect with the Metro on many occasions and were always completely packed into the cars, especially in the evenings and even at 9pm at night when students and young folks were out at night.

The benefit of these rings is that with their one minute headways combined with the subway's 3 minute headways, you can get anywhere in the city faster than in a car.





The benefits of these ring routes are many. They are fast ways to get between metro stations as well as distribute people to the places in between. You'll also notice that they connect to the suburban railways as well (in green). There are also two routes that go north and south on the river connecting the top and bottom of the ring. This is where I saw the most tourists.



The trams were also designed not for commutes but urban transportation. The interiors were chair sparse and able to fit many more people for short trips.





Next i'll talk about Vienna's Ringstrasse and the above and underground tram transfers in the Strassenbahn.

Trains, Planes, and Funiculars

All of my travel with the exception of my cab ride to the airport at 4:30 am on the last day was done by walking, intercity train, riverboat or public transit. I've got about 7 different transit cards and photos from the different systems. Here are some of the transit modes. I apologize for the lighting but I didn't really have a choice in that matter :)

Vienna Metro



Vienna Tram



Vienna Modern Tram



Budapest Metro



Budapest Metro M1



Budapest Tram



Budapest Tram



Budapest Combino Supra



Budapest Funicular - Second Oldest in Europe



Budapest Bus



Budapest Trolleybus



Prague Metro



Prague Tram

Collapse & Civilizations

I don't even know where to begin to talk about my trip. First there are the ring systems of Vienna and Budapest that I want to write about, I've got about 200 pictures to share and as I hopped on BART today to get home from the SF Airport I was more than just a little bit disappointed about transit efforts in the United States. As I get my bearings and overcome some jet lag I'll try to write up some of my experiences. Sitting at a bar with an Austrian named Mike, almost dieing on the faster than American laws would allow escalators on the Budapest Metro, and the legacy of eastern bloc communism in Budapest and Prague.

I would however like to share something I wrote up on the plane ride over to Vienna...

I’m sitting here on a KLM flight to Amsterdam then to Vienna Austria for vacation with my family in Eastern Europe. The seat to my left is empty and the movie Oceans 13 just finished but I noticed something so true. Earlier there was a man sitting next to me from Visalia. It’s a small town in Central California where agriculture is the lifeblood of the community. Earlier I overheard him talking to the man on his left from Stockton, which is quickly becoming a bedroom community for the Bay Area. He asked what he did for a living and the man replied “I’m a developer”.

Now I’m not usually one to listen in but of course being an urban planner I had to hear what was coming next. The man from Visalia was uncomfortable in his seat being about 6’4” or so. Of course these planes are more like cattle cars than luxurious transportation but his knees were sitting in the cracks of the seats in front of us and his elbow was in my ribs. But he continued cheerily talking asking the developer, if there was any more room to build in Stockton because of the disappearance of farmland. The man from Visalia asked, “Why don’t you build up instead of out?” The developer replied, “There is plenty of land left to build on.” Under my breath I said “Yeah right” realizing what kind of developer he was.

The man from Visalia kept going on about resources and conservation and even ended up discussing taking vegetable oil from fast food restaurants for reuse. He then moved on to me asking what I did. I said “I’m an urban planner.” He seemed surprised. “That guy next to me is a developer.” I nodded and said “Yes I heard.” He asked what I did specifically and I told him. He then went on to discuss his former job as a parole officer and the travesty of the red car. “The Mayor was a crook” he said. “Ripping out all those streetcars.” People I talk to always seem launch into the benefits of transit without provocation. I never prodded him or even told him about my thoughts on the subject but he told me about it anyways. He was around for the red car and seemed specifically upset about their demise. “You’d never be able to build it back today” he said. I told him they were trying.

Throughout the flight he kept getting hit in the knees by the lady in front of us who tried to lean her seat back. He had to protest each time which led him to ask to move seats. The flight attendant was more than happy to help him out so he was out of there leaving me and the developer an empty seat between us. As we both put our stuff on the tray table where the man from Visalia was sitting I noticed the book he put down juxtaposed with the one that I put down. His was a hardcover deep crimson red book titled “Empire”. Mine was a softcover book by Jared Diamond called Collapse about the collapse of several civilizations throughout history by climate change among a number of other factors including war and societal suicide (ie: Easter Island). It really stuck in my head the difference between the two sets of warring factions in the sprawl fight. The ones who think there are endless spoils to be had and a never ending supply of resources, and those who are looking to avoid a collapse. I’ve never seen the fight in such black/white or good/evil terms and probably will never again because of course it is never so simple. I’m not a hardcore environmentalist or anything but for a moment there I realized why I do what I do.

Photos From Half Way

Here are some photos from my trip to Eastern Europe. I'll describe more when I have time. I've taken about 200 photos so far so i'll get them up eventually.



Entrance to the oldest subway in mainland Europe.



The interior of the Combino Supra streetcar. Always packed.



The Vienna Metro. Comes every 5 minutes no matter what time of day. Even on Saturday and Sundays!!!



A newer Vienna Tram. Very Cool.

Still going to be slow on the posting. I'll try.

Future Posting Gaps & Budapest

Today I'm leaving for Eastern Europe for a week and a half. Hopefully I'll be able to post but as a precursor I wanted to post a link to 'Dodo' and his review of the tram system over at the European Tribune. There are some great pictures as well.

This summer, Budapest put new trams in service on the world's busiest tram line, trams from the Siemens Combino family that are the world's longest trams for passengers:

For me as a railfan, trams and tramways were too ordinary and everyday sights, and never considered them 'proper' railway. So I was astonished to discover that trams have plenty of afficiados among Western railfans. What's more, it turned out my (former) home city Budapest was an eldorado for them: an extensive network even after four decades of closures, lots of different tram types, lots of older types in regular traffic.

So, I thought trams deserve Train Blogging coverage, and took the occasion of the arrival of the Combinos to remedy my long dismissal by reading up on tramways, and present their development via the trams of Budapest. But when the Combinos had big technical difficulties, I delayed posting. Now I do it with a lager picture selection.

Breaking Development in the Transit Space Race

Something big happened today. The Utah transit authority and the FTA signed an agreement that would allow the federal government to pay for 20% of Salt Lake Cities 5 line rail expansion. I'm not quite sure yet who got the better deal, but I think it was the Utah Transit Authority. According to the Deseret News:

UTA general manager John Inglish said the letter of intent, known as a memorandum of understanding, was an unprecedented agreement between a state agency and the Federal Transit Administration. Normally, transit agencies approach the federal government for funding on projects one-by-one, not as a package deal, he said.

Because the letter of intent applies to all five projects, Inglish said his agency will save what would have been years of waiting through a lengthy federal funding process.

So instead of going through the New Starts process while waiting for the FTA to reject their projects or cause cost inflation and change station locations to fit the ridership model which favors bus projects, they can actually plan to come in under budget and on time and with the projects the voters wanted. The memorandum of understanding states that UTA will fund two light rail lines and a commuter line on it's own while the FTA pays for 80% of two other light rail lines.

Ever since the New Starts program started, the federal share has been dwindling for fixed guideway projects. Starting out on the same footing as highways, federal funding began at 80% of the project cost but has since dwindled to 50% with a 10 year waiting period. While 20% overall might be a little low, the signing of the document today by the UTA has opened up options for cities that want to get into the transit space race. Cities that have been able to raise local money yet have a master plan to build a transit system. This fits into one of the reasons why I started this blog, which is to document the transit space race.

This might be a good model for cities that are just now looking to build light rail networks or who might want to get back into the hunt. Now it should be said that in keeping up with Denver and Portland, Salt Lake City had a referendum to raise their sales tax to fund their rail extensions. I know there have been a few thoughts that this might be happening but UTA was traveling under the radar until this announcement. Other cities might take notice and see this as an opportunity to make a deal with the FTA. Minneapolis is looking to build 3 more LRT lines, Tampa just announced a new rail plan and Birmingham is starting to think about it.

Houston tried to do this a few years ago but the idea got blocked by former Rep Tom Delay and John Culbertson. They asked that the FTA fund the first two rail lines while they built the next two locally. They were asking for 50% of the total and before that they were trying to use the main street line as a match. Because they couldn't get it through though, they had to downgrade some lines to BRT.

As I said before, this is a pretty big deal. It might signal a big change in how transit expansion is going to get funded. Hopefully it moves back up from 20% and perhaps the death of the process that has caused so many problems by taking quick decision making away from local jurisdictions.

South End Moving Up

In Charlotte, TOD has been sprouting like weeds. It must make the faux libertarians mad that their pet cause isn't getting all the money, and doesn't produce the changes that everyone else wants. Today there was an article in the Observer documenting the growth in the south end of Charlotte:

"There has been an increased interest in South End within the last two years," said Tim Manes, planning coordinator with the Charlotte-Mecklenburg Planning Commission. "We are starting to see more projects in the preliminary design stage, rezoning stage and even formal transit-oriented development approval stage.

"Light rail is definitely one of the major draws for new projects, said Ryan Willis, principal for Boxwood, a realty company that represents the new Park Avenue Plaza project and also has a project in the NoDa arts district north of uptown.Park Avenue Plaza, a four-story condominium building under construction on Park Avenue, will have 39 residential units built around a boutique hotel-style atrium.

It also will have four commercial spaces at street level and a parking garage.The developer was initially interested in that site because CATS planned a light rail stop at Park Avenue, though that stop was eventually deleted from plans, Willis said. There's still a stop at Bland Street, though, about 500 feet north of the property, he said.

And I guess its a bit of a competition between two parts of town.

"In the past two years, what I've seen is that the South End is growing faster than the NoDa area," he said. "It's almost like they're competing for the title of the arts area."

Both NoDa and South End have monthly gallery crawls. Other galleries in the South End include the Charlotte Art League, Elder Gallery, Chasen Galleries, and Hidell Brooks Gallery.

Newell doesn't see the comparison between NoDa and South End. Merrifield Partners markets toward engineers, architects and designers who want to live and work in the same area. NoDa tends to draw artists.

"It's a whole different animal than NoDa. It's just a different market. It's different buildings, more amenities, better transit," he said. "A lot of those things contribute to South End."

That's right, better transit and better access means more development and higher land values. I sure wish they would have built a freeway on that rail line. Instead of an 11 story building, we could have 11 one story buildings. Wouldn't that be swell.

How To Hate Light Rail in Houston

Apparently there is a recipe in Houston for anti-rail arguments. Go to any Houston anti-rail site and there is a clearly a template for bashing rail lines. I can see the book now, steps for being against rail in Houston. I noticed some of the many steps in a recent editorial in the Houston Chronicle.

Step 1: Claim the Light Rail Blocks Traffic and Hogs the Road.

Though the light-rail trains don't often sit still to clog streets, the right-of-way hogs do stifle traffic through downtown and Midtown each day. If the leaders of the Metropolitan Transit Authority have their way, Richmond Avenue will also soon be nearly impassable during rush hours.

Remind me again how many people those LRVs carry versus cars? So who should have priority, a train full of people, or a single occupancy vehicle? Increasing the capacity of Main Street seems to be rather beneficial. The line does get 40,000 riders a day.

Step 2: Transit should be a private enterprise, since cars always pay for themselves.

The New York Times, which so often whiffs at attempts to explain Houston to the nation, highlighted the downtown tunnel system recently in a feature story that illustrates how the city works best.

"(The tunnel system) was not centrally planned; it just grew," wrote Houston-based reporter Ralph Blumenthal. "And, befitting Texans' distrust of government, most of it is private."

Rule 3: Cite Joel Kotkin or Wendell Cox or RandalL O'Toole as Experts

Light rail and bike paths are but two examples of the current push to shape Houston in the vision of urban planners and civic leaders who hate Houston's now 171-year tradition of organic growth. A debate on such matters has been carried out in this newspaper since urban expert Joel Kotkin told the Greater Houston Partnership early this summer that Houston's embrace of free-market planning was a great example for other cities.

Outsiders like Kotkin seem to have a pretty good view of Houston's workings these days, perhaps even better than its residents.

It always cracks me up that there is no mention of where these guys come from or their motives, just that they are experts. But most people know who these guys are by now.

Rule 4: Houston's Lack of Planning Make it the Greatest City in the USA

Indeed, like the tunnels, Houston wasn't planned so much as it just grew into the nation's fourth-largest city. Now, many would like to see Houston turn its back on the very strategy — that is, nonstrategy — that made the city great.

Rule 5: The Public Process is Flawed Because We the Minority Aren't Getting Our Way

Alas resistance, as they say, is futile. Metro recently held public hearings that allowed opponents of the Richmond rail route to voice their dissent. But surely all those attending the meeting know any words of discord fell on deaf ears.

Seemingly nothing can be said that will convince Metro's leaders of anything other than the plan they're forcing on Houston. Those who live and operate businesses along Richmond are told to sacrifice for the "greater good."

I believe over 50% voted for the Metro Solutions light rail plan and most people on Richmond want the rail line. The stats that come from Culbertson's head are just that, in his head.

Rule 6: If It Doesn't Serve Suburban Commuters, It Doesn't Serve Anyone Worth Serving

Never mind that the light rail can't get commuters from the suburbs to their jobs. Or that Houston's decentralized population and wide geographic reach vastly reduce the utility of a static mass transit structure.

Of course they are probably fine with the HOV lane road warrior bus system they created. People in Houston working along the major freeways have an option with those HOV lanes built with federal funding. Very few people realize that Houston has already spent at least a billion dollars on those spokes. Yet even with those improvements, there was still a need for a crazy expansion of the Katy Freeway, which no one complains about going over budget.

Rule 7: Call the Rail Line a Name

I know the guy in this article wanted to call the Houston light rail by a name, perhaps danger train or something silly like that, but he had to look credible right?

So take a look at all of these elements of a rail attack piece, does it look like every other attack piece ever done? Of course it does because deep down they just do not like rail and can not just come out and say it. All they have to do is say "I don't like rail". This is not a war of ideas but one of ideology. It's like a virus that has spread from Karl Rove's brain to every aspect of life.

If you have another step, feel free to post it in the comments.

Land Use, Land Use, Land Use

We've known for a while now that it isn't just the transportation that matters, it's also the land use it serves. And new research from Smart Growth America is another rather compelling argument for it. It basically states that compact development is key to reducing auto dependence and the effects of climate change. This report also uses the expertise of Jerry Walters at Fehr & Peers who with his colleagues there has come up with the direct ridership model which does a better job at predicting ridership based on different access to the stations such as bikes, buses, and walking based on the land uses and the surrounding grid. Previous studies referenced in this report state that there is a 35% reduction in driving from compact development.

The 1994 Portland Metro Travel Survey stated that people who live in mixed use communities with good transit take about 9.8 VMT per capita versus 21.7 VMT per capita. That's rather impressive and shows that increases in transportation and land use measures would benefit cities who are looking to reduce VMT. This finding was used to show that the over 7,000 housing units built on the streetcar line downtown in walkable, transit oriented neighborhoods, would reduce VMT by 31 million a year. If we say that a gallon of gas is 20 pounds of carbon, then we would reduce carbon emissions by 24.8 million pounds if fuel economy is 25 mpg which is being really generous.

More transit options, more compact development, reduced VMT.