BMW is running an ad campaign on the future of mobility. Of course, they call it a “documentary”. It’s amazing how close they come to imagining a future in which we don’t use cars in cities. But of course, since they’re a car company, they can’t quite get there. The fundamental attribute of cities that makes them work — density — is also what makes them incompatible with cars.
Tag: transportation
Car Free Kid Questions
When your 3 year old asks ‘Mom, can we get the kind of car that we keep at our house?’ What do you say? Which of the motivations can be explained well to a 7 year old? If some of your reasons for not driving are environmental, it’s hard to avoid the difficult question of judging other people for their behaviors. (via No Car Go)
The Selfish Automobile
A good overview of the cost of cars in terms of money, space, and time at Planetizen. Transportation costs are already unaffordable (>20% of household income) for the lowest income 40% of the US, and drivers only pay a minority of automotive costs directly. Over the last half of the 20th century, the proportion of household income dedicated to transportation doubled. Cars use ~20x as much spacetime (s*m^2) as bikes for the same commute, and ~200x as much as a pedestrian. Interestingly the direct car costs mentioned are only about half what AAA estimates ($4100 vs. $8500 per year).
The Motorist’s Identity Crisis
What are the social connotations of cycling? If you’re driving, and you see someone on a bike, are you more likely to think they’re a loser? That they’re poor? That they ride because they have no other choice? Or will you be irritated by their smug sense of superiority? Can the same drivers have both of these experiences? They only make sense when the drivers themselves never ride. When it’s us and them. The connotations of cycling are changing, and I think that’s a good sign.
Human Powered Comments on the Boulder County Transportation Master Plan
I went to one of the inaugural Boulder County Transportation Master Planning meetings… on January 13th. I took notes, but never wrote them up (bad blogger!). The process will probably take most of the year, and it’s looking out 25 years or so into the future, so really 6 weeks isn’t too big a deal, right? If you haven’t already, please do take the Boulder County TMP survey.
Before the meeting there was a mingling session with a bunch of poster board presentations (available here as PDFs), mostly maps showing a bunch of different current and projected data. Where people are, where jobs are, where trips go, both today and our imagining of 2035. I talked briefly to George Gerstle (whose bicycle parking spot is pictured above) about the current and projected population centers in the region.
Boulder County 2010: Blue=Households, Red=Jobs
The expectation is that there will be a lot of sprawling, suburban, car dependent development just beyond the southeast corner of Boulder County around Broomfield, in Jeffco, and also in the southwest corner of Weld County (which does not participate in RTD). Also, growth is projected along the I-25 corridor, and along US 36. By and large, what happens beyond the county’s borders is out of our control. There’s a little bit of open space out there that we own, and we can control what kind of infrastructure exists within the county, but barring sudden and sustained increases in gas prices, it seems unlikely that these communities are going to embrace transit oriented development and compact urban design. We’ve got sprawl at the gates, and we have to decide what to do about it. These bodies politic are apparently not interested in planning around the possibility of significantly higher fuel costs in the future.
Continue reading Human Powered Comments on the Boulder County Transportation Master Plan
Better Bicycle Marketing in Boulder a la Cycle Chic
I’ve been talking to friends and co-conspirators about how best to do bicycle propaganda marketing. There’s a tendency in Boulder — as well as more broadly in the US — to market transportation cycling on the basis of its environmental, health, economic, and even political benefits. These benefits are significant, and are part of why I and many others who already ride, do so. However, I don’t think that means they’re the right way to reach the other 99% of the US population (or even to the other 90% of the Boulder population). To use this rational, functional framing is to use the marketing techniques of the 19th century, which often assumed consumers to be rational beings, making their purchases on the basis of the relative functional merits of the products on offer. Some people behave rationally, in some purchases, but since the mid 20th century most corporations (and many governments) have realized that this is not actually the best way to move product. Ever since Edward Bernays, marketing and public relations has largely been about evoking an emotional response and associating your product with the aspirations of the consumer, regardless of whether those aspirations are attainable or pure fantasy. Most people with an analytical background are irritated by the idea that logical rhetoric and rational argument are not the best ways to convince people of something. I’ve seen this issue come up repeatedly with public science communication, especially in the context of climate change.
http://www.flickr.com/photos/mindcaster-ezzolicious/4126008476/
Irritating or not, this seems to be the way most people work, most of the time. If we want cycling to become something everyone does, we have to work with people as they are, not as we wish they were. The benefits of the bicycle will be realized if lots of people decide to ride, regardless of whether they’ve made that decision rationally.
Continue reading Better Bicycle Marketing in Boulder a la Cycle Chic
Bicycle infrastructure progress along Goose Creek
I’ve been biking along the Goose Creek bike path a lot over the last few months. Boulder Aikikai is out there, and so is Community Cycles, and I’ll go for a short triangular on the Boulder Creek path, 13th St. and Goose Creek when I just need to get out in the sun for a little while. Throughout the summer I was repeatedly reminded that there’s no good way to get from the path up to the east side of 30th St, and crossing 30th kind of sucks, especially when there’s any traffic. A couple of times I went so far as to go under it and the nearby railroad tracks, and then up into the parking lot, and back over the railroad tracks and through another parking lot. I’m sure this involved trespassing. And I wasn’t the only one doing it either, there was a trail worn in the grass and the gravel.
So I was stoked to hear that a ramp connecting Goose Creek to the east side of 30th was in the works, and this fall the heavy equipment came out and started making it a reality. I’ve been taking pictures as it progresses:
Continue reading Bicycle infrastructure progress along Goose Creek
Population Growth vs. Migration in Boulder and the World
The Boulder Blue Line has a short post entitled This Law Cannot Be Repealed by Albert Bartlett, who is an emeritus professor of Physics at CU, and who is most well known for speaking about the absurdity of “sustainable” growth and what exponential growth really means. He’s also one of the original architects of Boulder’s “Blue Line”, which has limited growth beyond certain boundaries within the city and county.
I agree with Bartlett on a lot. Unconstrained population growth is undoubtedly, in a global context, an epic disaster. In his collection of essays Brave New World Revisited, Aldous Huxley noted of overpopulation that “Unsolved, that problem will render insoluble all our other problems.” Similarly, the unconstrained geographic growth of towns and cities is a catastrophe, resulting in very low-density, car-dependent development which exacerbates the consequences of population growth by increasing the amount of resources that each individual consumes, in terms of land and energy and material goods.
Urban density and good public space make scenes like this possible.
Continue reading Population Growth vs. Migration in Boulder and the World
Population Growth vs. Migration in Boulder and the World
The Boulder Blue Line has a short post entitled This Law Cannot Be Repealed by Albert Bartlett, who is an emeritus professor of Physics at CU, and who is most well known for speaking about the absurdity of “sustainable” growth and what exponential growth really means. He’s also one of the original architects of Boulder’s “Blue Line”, which has limited growth beyond certain boundaries within the city and county.
I agree with Bartlett on a lot. Unconstrained population growth is undoubtedly, in a global context, an epic disaster. In his collection of essays Brave New World Revisited, Aldous Huxley noted of overpopulation that “Unsolved, that problem will render insoluble all our other problems.” Similarly, the unconstrained geographic growth of towns and cities is a catastrophe, resulting in very low-density, car-dependent development which exacerbates the consequences of population growth by increasing the amount of resources that each individual consumes, in terms of land and energy and material goods.
Urban density and good public space make scenes like this possible.
Continue reading Population Growth vs. Migration in Boulder and the World
Pedestrianization Done Right
A post from David Hembrow in the Netherlands on what it takes to make pedestrianized spaces work by examining a new living/shopping development in Assen. Make it clear that pedestrians have right of way over everyone, but make it easily accessible to bikes. However, ensure that it isn’t a throughfare for bikes — only cyclists actually coming to the place as a destination should be there. If you exclude both bikes and cars from the space, then you decrease the relative attractiveness of cycling unnecessarily, encouraging people to drive.