PolyMatter: India's Privately Owned City

 

CityLab: Copenhagen’s New Artificial Island Hits Rough Seas

 This March, the Danish Parliament starts deliberating on a massive engineering project: the construction of a new artificial island called Lynetteholm. If approved, a 1.1 square mile (2.8 square kilometer) land mass will emerge from the harbor waters just north of Copenhagen’s city center; by 2050, it could be built-up with enough homes to house 35,000 people. [...]

On February 22, officials in the Swedish county of Skåne, connected to Copenhagen by the Øresund Bridge, said that they opposed the project because it risked altering ocean currents. “The Øresund is a narrow sound with a very fine environmental balance in its waters, and we need to keep it healthy,” Kristian Wennberg, head of Skåne County’s water services, told CityLab. “There is risk of contamination, and of a reduction of water flow into the straits. The Baltic Sea is already not in the best state and we don’t want the slightest modification.” [...]

Other critics point to a flaw in the model itself. When the city’s first metro line opened in 2007, it exceeded its initial budget by over three times and attracted fewer riders than initially predicted. This left By og Havn saddled with higher-than-expected debts, and thus under ever more pressure to develop its sites for maximum profit. While By og Havn has clarified that its finances are indeed sound and sustainable, the need to keep the financial ball rolling does put pressure on them to find (or create) new land to develop. [...]

Lynetteholm’s environmental impact study failed to allay these fears, critics say, because it looks only at the island’s immediate construction in isolation, without also assessing the potential effects of future harbor tunnel construction, metro expansion and the transferral of water treatment works currently occupying part of the island’s site. So while the tunnel and metro are cited as key reasons for the island’s construction, there is as yet no material to assess their impact. An editorial in the Danish engineering publication Ingeniøren said that preliminary studies for the harbor tunnel and beltway aren’t prepared yet. Danish politicians are eager to fast-track the project, the editorial alleges, because alternative development schemes might “appear less fancy and magnificent in the legacy of former mayors and prime ministers.”

read the article

City Beautiful: Why did railroad companies mass produce cities?

 Railroads founded hundreds of nearly identical towns in the American west. Why?

Social Europe: A rail renaissance for Europe

 The momentum for a European rail renaissance is growing. A recent survey by the European Investment Bank revealed that 74 per cent of respondents intended to fly less frequently for environmental reasons, once restrictions were lifted, and 71 per cent planned to choose trains over planes for short-haul trips.

The rail system is not yet in shape, though. On average, rail accounts for only 8 per cent of passenger transport. The Achilles heel is cross-border rail: the European system is only a patchwork of national systems. Ask anyone who has ever tried to cross several European countries by train.[...]

EU funding makes up an important share of overall transport infrastructure funding and can be a lever for other sources. Yet too much goes into roads and airports, too little into rail. Much even of that is spent on mega-projects with exploding costs, long delays and sometimes only limited European value. The European Court of Auditors cautioned in 2018 that projects were often chosen on a political basis—not sound cost-benefit analysis—and lacked co-ordination across borders.

read the article

City Beautiful: Can we make cities car free?

 Europe's cities could get there soon. The US? Maybe not.

TechCrunch: How four European cities are embracing micromobility to drive out cars

Every year, around 2,500 people die prematurely because of air pollution in Paris. Like most European cities, the number one cause of pollution is motorized traffic. [...]

There are two reasons why Paris is an interesting city for mobility experiments. First, the Paris area is the 29th metropolitan area in the world by population density. Georges-Eugène Haussmann initiated some radical urbanization changes in the second half of the 19th century leading to the city’s modern layout — mostly seven-story buildings circled by the ring road. [...]

And this is all due to political will. Vélib’ is a subsidized service. But it’s hard to understand the financial impact of Vélib’ as there are fewer cars on the road, which means that it’s less expensive to maintain roads. Additionally, the impact on pollution and physical activity means that people tend to be healthier, which reduces the pressure on the public health system. [...]

Second, the City of Paris wants to reclaim space. Cars in Paris remain parked 95% of the time. That’s why Paris is going to remove 50% of parking spots. Instead, the city of Paris wants to turn some streets into gardens. There are bigger plans for new parks as well in front of the city hall and between the Eiffel Tower and Trocadéro. [...]

The coronavirus pandemic has acted as a small-scale opportunity for accelerating pedestrian-focused urban remodeling — enabling city authorities to expand Barcelona’s network of bike lanes during the relative quiet of lockdowns, and install some emergency pedestrian zones to expand outdoor space as an anti-COVID-19 measure.

read the article

Wired: Oslo got pedestrian and cyclist deaths down to zero. Here’s how

 Oslo’s achievement means that it is just one step away from “Vision Zero”, an undertaking to eliminate all deaths on public roads. The foundation for reaching Vision Zero is to significantly reduce the number of cars on the road. Oslo officials have removed more than a thousand street-side central parking spots, encouraging people to lean on an affordable and flexible public transport network, and added more bike lanes and footpaths. Significant areas are closed off to cars entirely, including “heart zones” around primary schools. “The wish to pedestrianise the city isn’t a new policy, but it has accelerated now,” Rune Gjøs, a director at Oslo’s Department of Mobility, says. “The car became the owner of our cities, but we’re resetting the order again.”

Despite its success, Oslo’s initiatives have faced opposition from some people who don’t know life without private cars. There’s also a misconception that pedestrianisation hurts local trade, because the data has always been “patchy,” says Harriet Tregoning, director of the New Urban Mobility Alliance, a global group helping cities to integrate more sustainable transportation. But Oslo’s success contributes to a growing body of evidence that pedestrianisation not only saves lives; it’s also good for business. After reducing cars, footfall in the centre increased by ten per cent. [...]

The disruption caused by Covid-19 has catalysed pedestrianisation projects elsewhere. Cologne in Germany and Calgary in Canada are among cities that have closed off large areas to through-traffic to allow more room for pedestrians to social distance. City officials in Bogota, Colombia have extended its car-free Sundays to the whole week, and Paris Mayor Anne Hidalgo has banned private cars from the iconic Rue de Rivoli. Hidalgo has said that returning to a Paris dominated by cars after lockdown ends is “out of the question”. Milan will pedestrianise 35 km of roads indefinitely.

read the article

City Beautiful: Train stations are making a comeback. But why?

In Denver and cities across the United States, historic train stations are getting a new lease on life. Many are anchoring downtown redevelopment projects as well.

City Beautiful: How to design a great street

This video is based primarily on the fantastic book "Great Streets" by Allan Jacobs. I highly recommend picking up a copy.

The Huffington Post: Here’s What Happens When Public Transit Is Free

The communities testing or considering free transit are diverse, ranging from major metropolises to small towns and from blue-collar to affluent. Just an hour’s drive from Worcester is Lawrence, Massachusetts, a post-industrial city with a large immigrant population. It used a municipal budget surplus to make some bus service free on a trial basis last fall, and the city has seen ridership go up 20%. [...]

The equity impact of a free ride is obvious: Beyond a few big cities, it’s the most marginalized people who are least likely to own cars and thus rely most on transit. And for those who count on it, transit is at least as vital as other services that cities are expected to fund entirely through tax revenue, from parks and libraries to schools and police forces. [...]

Climate change, however, may finally tip that political calculation. In the United States, according to federal government data, transportation is responsible for 29% of greenhouse gas emissions, with passenger cars and light trucks emitting 59% of that. Putting a dent in those figures will require public transit to become more attractive than driving, and given the cost of fueling, parking and maintaining an automobile, the word “free” could have a certain appeal. [...]

Fares sometimes amount to only a small fraction of a system’s funding — 14%, or about $3 million, in Worcester — which means lost revenues can often be made up for with federal and state grants, budget reallocations or special taxes. France uses a payroll tax on businesses to support urban and regional transit systems, allowing some of them to offer free rides. In the U.S., free transit in some college towns is made possible by a subsidy from the local university.

read the article

CNN: How changing aircraft altitude could cut flight's climate impact in half

By changing the flying altitude by just couple of thousand feet on fewer than 2% of all scheduled flights, a study by a team of scientists at Imperial College London concludes that aviation's damage to the climate could be reduced by as much as 59%. [...]

"So if we were to stop producing contrails, the effect of contrails would go away the next day," says Marc Stettler, who worked on the new study. "It's a way that the aviation industry can really quickly address its impact on climate change." [...]

Andrew Heymsfield, senior scientist at the National Center for Atmospheric Research, tells CNN Travel that the findings make sense, but questions how they could be employed in everyday aviation scenarios. [...]

While the change, if adopted, would have lead to some reduction in emissions, it's unlikely to assuage climate campaigners who want the aviation sector to drastically reduce its carbon footprint. Air travel currently contributes to between 2-3% of all global CO2 emissions and this would remain an issue even if airplanes were flying at different altitudes.

read the article

CityLab: The Spine of San Francisco Is Now Car-Free

But the vehicular frenzy is ending, in part: Starting Wednesday, private vehicles—meaning both passenger automobiles and for-hire ride-hailing services like Uber and Lyft—may no longer drive down Market, east of 10th Street. Only buses, streetcars, traditional taxis, ambulances, and freight drop-offs are still allowed. The closure to private vehicle traffic heralds the start of a new era for the city’s central spine, and perhaps for San Francisco at large, as it joins cities around the world that are restricting cars from downtown centers. [...]

After decades of debate, the vision for a car-free Market Street has arrived at a remarkable level of support among activists, politicians, planners, and businesses. (Especially compared to the rancor and legal challenges that greeted New York City’s long-delayed effort to create a car-free busway along 14th Street in Manhattan.) In October, the San Francisco Municipal Transportation Agency’s board of directors voted unanimously in support of a $600 million “Better Market Street” capital construction plan. Ground is set to break on construction for a protected bikeway, repaved sidewalk, fresh streetscaping, and updated streetcar infrastructure by the start of 2021. [...]

San Francisco’s car-free move is part of a wave of cities around the globe pedestrianizing their downtown cores and corridors, from New York City to Madrid to Birmingham. And there are signs that SF’s effort will not end at Market Street: Local officials in the city are calling to remove cars from other sections of the city.

read the article

UnHerd: Rural Cornwall is right to be anxious

Transport is both expensive and irregular. When I lived in Carnyorth — you will not have heard of it — there was a bus every two hours on Sunday to Penzance for £5 return. Here, if you want to go anywhere, you must have a car. Even the committed activists of Extinction Rebellion have cars, or they could not call themselves activists, because they would be marooned at home. It’s an hour by car to Newquay, where Flybe flies, or three hours by public transport. The train from Penzance to Paddington is regular, but it takes five hours and 20 minutes to reach London. [...]

It is worse for the Isles of Scilly, which can be cut off for weeks. Fog and wind stop the helicopters and the freight ship the Gry Maritha getting through. This constituency — St Ives — declared last in the general election of 2019, due to the weather and, later on the mainland, because the counting hall had to be cleared for badminton. The Isles of Scilly are feared by mariners. Four naval warships foundered in October 1707 on the Western Rocks, the Crim Rocks and Bishop’s Rock, killing almost 2000 sailors. [...]

If we are to grow our economy after Brexit, we need a motorway, cheaper and more regular public transport, and we need some variant of the horribly named Flybe which the Government has saved, at least for now. Let people who are less close to poverty share the burden of reducing carbon emissions. It is easy to mock rural anxiety from London; but you know where such laughter has led before.

read the article

euronews: Is flight-shaming helping resurrect Europe's overnight trains?

It is a risk that is paying off, Rieder claims. He said passenger numbers were up 10% last year and has put the increase down to climate-conscious travellers. [...]

In Sweden, home of teenage activist Greta Thunberg and the flight-shaming movement, airport passenger numbers were down last year for the first time in a decade. There is a similar trend in Germany.

There is no evidence that this decrease is solely down to people feeling guilty about flying, but experts say it’s played a part. [...]

Earlier this month Swedavia, which operates 10 of the country's busiest airports, revealed a 4% fall in passengers last year, compared with 2018. International travellers fell by 2% but those taking domestic flights by 9%.

read the article

Wendover Productions: Amtrak’s Grand Plan for Profitability

FRANCE 24 English: French city of Dunkirk tests out free transport -- and it works

Now the city (population 88,000) seeks to become a beacon of a greener economy, by building infrastructure such as a large-scale wind farm off the coast and transforming its city center to be more pedestrian-friendly. Key to this effort is its free bus system, inaugurated on 1 September, 2018. The network connects Dunkirk to a cluster of neighbouring towns, with five express lines running every ten minutes throughout the day, and a dozen other lines serving less dense areas. [...]

Accessibility has been “one of the keys of Dunkirk’s success” with free transport, says Maxime Huré, a political scientist at the University of Perpignan and president of the think tank VIGS, which specialises in urban development and transport issues. Over the past year, Huré has led an in-depth study of Dunkirk’s free bus experiment, commissioned by the city and carried out by an independent team of social science researchers. The study will officially be released on 11 September, but some of its initial findings have already been published. They show that ridership has spiked over the last year, more than doubling on weekends and increasing by around 60 percent during the week. [...]

Styling itself as a “laboratory” of free transport, Dunkirk has attracted an “incessant” stream of visitors intrigued at whether it could work in their cities, says Delevoye. Among them was Paris Mayor Anne Hidalgo, who took a ride on Dunkirk’s buses last October. A few months later, she announced that Paris would extend free transit passes to children under 11 and young people under the age of 20 with a handicap, taking effect this Sunday, 1 September [see the tweet below]. That’s in addition to senior citizens earning less than €2,000 a month, who already benefited from free ‘Navigo’ passes.

read the article

CityLab: Berlin Tiptoes Into Europe’s Car-Free Streets Movement

This summer, the German capital has announced plans to pedestrianize some vital central streets starting in October. One experiment will ban cars from the main section of Friedrichstrasse, a long, store-filled thoroughfare that, before World War II, was considered the city’s main shopping street. Another will test daily closures on Tauentzienstrasse, another key retail street, with a view toward going permanently car-free in 2020.

These plans are notably muted compared to, say, the blanket car ban in central Madrid, or London’s new Ultra Low Emissions Zone. But they are nonetheless ground-breaking for Berlin, and could do much to slash the presence of cars in some of its busiest areas. [...]

There are budding efforts to go further in Berlin, as well. There’s talk among the city’s Greens—still too hazy to count as proposals—of banning cars in inner Berlin by 2030, after an interim congestion charge. And this Saturday, a group of activists who favor a city-wide car ban are planning a demonstration intended to temporarily shut down Western Berlin’s Sonnenallee, a long avenue bisecting the fast-gentrifying working-class district of Neukölln. Lined with affordable cafés and restaurants, Sonnenallee also has traffic that can sometimes be deafeningly loud, making what might otherwise be a promenade for strolling into something that sounds and smells like a race track. Piloted by an organization called Autofrei Berlin (“Car-free Berlin”), the demonstration hopes to amp up pressure to free the space from private cars.

read the article

99 Percent Invisible: Sound and Health: Cities

Is our blaring modern soundscape harming our health? Cities are noisy places and while people are pretty good at tuning it out on a day-to-day basis our sonic environments have serious, long-term impacts on our mental and physical health. This is part one in a two-part series supported by the Robert Wood Johnson Foundation about how sound can be designed to reduce harm and even improve wellbeing.

Many of the sounds we hear are created with very little thought for how they interact with each other. Some of these are byproducts of modern technologies, like engine sounds or the hums of computers. Others are made intentionally, like alarms or cellphone rings. There are the sounds of overhead planes, air conditioning units, stores pumping out music, sirens and then people talking loudly to be heard over the rest of the noise. Then there are cars, which may be the biggest culprit.[...]

Joel Beckerman, a sound designer and composer at Man Made Music , believes we need a new approach to sound — one where we decide what we hear in our everyday environment. He calls this Sonic Humanism. “[It’s] really about how [we can] use music and sound to make people’s lives richer and simpler,” he explains. He wants sound to be something we’re thinking about all the time. But while cities have more noise laws than ever, over half of the world’s population live in urban areas experiencing way too much noise.

listen to the podcast

CityLab: Texas High Speed Rail Faces a New Threat: Semantics

The terminology is important for reasons beyond its own sake. Being a railroad or not determines whether Texas Central is entitled to use eminent domain as it surveys and acquires property. State law allows railroads and certain other private companies to use eminent domain to seize land for projects in the public interest. But in February, in response to a lawsuit by a landowning couple in rural Leon County, a district court ruled that Texas Central did not have that right. The firm is “not a railroad or interurban electric company,” the judge stated, because it hasn’t laid track or run a train yet.

Texas Central contends that it is indeed a railroad, and points to an earlier court decision from Harris County where a judge said so. The company says it would prefer to acquire privately held land through amicably struck commercial sales, and has already secured more than 30 percent of the land in its preferred right-of-way. But in the all-but inevitable event that it can’t seal 100 percent of those deals, it plans to keep fighting the Leon County case in court to secure those eminent domain rights, Holley Reed, the managing director of external affairs at Texas Central, told CityLab. [...]

But the Texas Central project differs from California’s high-speed rail in many ways. Chiefly, it is an investor-backed undertaking, not a publicly subsidized project. Texas Central has said that it plans to spend more than $15 billion to build and run its planned 240-mile route from Houston to Dallas, in partnership with Central Japan Railway, which will help implement the shinkansen technology. Construction won’t begin until funding in full has been raised among investors, the firm promises (one bill moving through the Texas legislature would codify that promise in law). Citigroup and Mitsubishi are advising its intricate financing structure, and Renfe, the Spanish rail operator, has signed on to run the trains. Texas Central company might apply for federal loans, but the project won’t be funded by state or federal grants. [...]

It’s hard to dispute that the project is indeed risky in some basic respects, though. The United States has never seen a privately operated high-speed rail line; Florida’s partially opened, investor-backed Brightline project in Florida—now dubbed Virgin Trains USA—is the closest example, but it has the major advantage of using an existing right-of-way and is still a ways from judgment. And it’s true that few rail lines around the world operate successfully on ticket sales alone. (Even Japan’s rail systems, which are unusually profitable, make a big chunk of proceeds from shrewd station planning and advertising.) In the U.S., the best-performing passenger train routes link the densely packed cities of the Northeast Corridor, which have extensive public transit networks. Neither Houston or Dallas particularly qualify on that front. “This is Texas. People have pickup trucks and want to drive cars,” Workman said. “This is the recipe for the worst, most colossal failure financially.”

read the article

CityLab: When Weird Things Get You a Free Ride

Not just any book, mind you. In keeping with an annual tradition, ticket inspectors on national carrier NS were instructed to give free travel to anyone carrying a copy of the novel Jas van Velofte (“Jacket of Promise”) by author Jan Siebelink. The deal came at the culmination of the country’s book week, an annual national literature festival. During each book week, festival organizers release a free book written especially for the occasion, available in generous but still limited numbers to anyone who buys a book (this year, worth €12.50 or more) or signs up to a library in the preceding weeks. This book then serves as a token for travel anywhere in the country. [...]

Indonesia’s second city, Surabaya, came up with a novel way of clearing its streets of plastic waste last autumn: It has been encouraging passengers to trade in trash for bus tickets. While the idea of offering people an incentive to collect recyclable trash is not unusual, giving people a benefit in terms of travel is—especially as the most striking aspect of the scheme is perhaps that the city is not asking for very much. If you want a bus ticket that’s valid for two hours, Surabaya’s transit authorities are asking you to supply just 10 plastic cups or five bottles. [...]

Under normal circumstances, if you demanded that a subway ticket inspector got on their knees to check out your shoes, you’d likely get the police called on you. Not, however, in Berlin over the past year. In January 2018 Berlin’s BVG transit authority launched a limited edition line of sneakers in collaboration with Adidas. The sneakers’ decoration featured a splash of the close-to-iconic psychedelic camouflage print that covers the city’s subway train seats, but that wasn’t the feature that made their $215 cost a bargain. That could be found in the sneakers’ tongues, which were printed with an annual pass for travel across the network.

read the article