Since I'm apparently the last person to get the memo about how Long Beach is a pretty cool place, I wasn't quite sure what to expect when I (got up really freaking early and) took the train down to meet a cycle tour through the city, led by Charlie Gandy. I was pleasantly surprised. I formerly thought that one had to at least venture to northern California to find the kind of pleasant urbanism that Long Beach has cultivated.
I don't think there's anything to be found in the city that would be a surprise to most participants in the livable streets blogosphere. Bike boulevards, bike lanes, sharrows, separated cycle tracks, and the famous green lane along 2nd Street are all things that I've seen, in various incarnations, in San Francisco, Los Angeles, Portland, New York, even Riverside and Corona. What is astounding, however, is the consistency and sensitivity with which these treatments were applied. Bike boulevards were placed where elementary school children were likely to ride, bike lanes along quiet streets, sharrows when absolutely necessary. The ocean-front bike path has a separate space for pedestrians, and (according to Mr. Gandy) will soon see a gravel jogging path set off from the bikeway.
What is also astounding is the way that the City's bike team has managed to raise political will and rally local business and community leaders around cycling and livable streets. I won't steal his thunder, but if you go on the tour, Mr. Gandy will rattle off statistics-- numbers of jobs created, businesses opened, sales increased-- and anecdotes of meetings between the City and business owners. The magic argument in Long Beach seems to be that bikes are good business-- and it helps that that argument is demonstrably true.
The thing that really struck me, though, was how cycling and pedestrian facilities could wipe away a lot of the damage done by cars and car culture in a city, especially one with relatively strong fundamentals-- a complete street grid, neighborhood businesses, a relatively concentrated downtown. These characteristics are ones that Long Beach shares with Riverside, and so seeing the improvements that Long Beach managed in just a few short years gives me hope for our own fair city. I think the battle will be harder here-- for one thing, our city is settled at about half Long Beach's density, and we lack the same sort of transit infrastructure-- but with a little luck, and a little experience, I think we can win.
Mr. Gandy will be leading another tour for Riverside officials and activists, on the 14th of July. The tour begins at 10am at Long Beach City Hall-- you'll just make it if you take the 6:20a Metrolink to Los Angeles, followed by the Red and Blue Line Metro trains. Bring some money for a delicious Mexican lunch at Lola's, and please RSVP to Brandi Becker (brandi [dot] becker [at] riversideca [dot] gov) if you'd like to attend. Bikes recommended, but one can be provided on request.
Friday, June 22, 2012
Monday, June 18, 2012
Next Bicycle Advisory Committee Meeting
Hey folks, the Bicycle Advisory Committee will be meeting at 5:30pm on 28 June, on the 7th floor of City Hall. Hope to see you all there!
Agenda will be posted here when there is one.
Agenda will be posted here when there is one.
Friday, June 15, 2012
Choice Riders
Oops! It's been a while since I've posted. Sorry, folks, I'll process refunds right away.
Anyway, I wanted to talk about the rhetoric of transit agencies reaching out to "choice riders." You often hear about efforts to entice "choice riders" on to transit systems, by providing special bus service or special amenities that will lure these elusive creatures out of their steel boxes. Quite frankly, I think that this type of thinking is insulting, confusing, and dangerous.
First, it is insulting to the agency's normal rider base. When you separate your ridership in to "choice" riders and everyone else, you're saying that everyone else doesn't have a choice. You're saying that it doesn't really matter what kind of service you provide to those riders, because they'll put up with whatever you give them. This is not only insulting, it isn't true. Even the car-free by circumstance* have choices-- they can choose to walk, to ride a bicycle, to call a friend or family member for a ride, to hitchhike, to call a taxi/Craigslist rideshare person, or (probably most commonly) simply not make that trip at all. And that's the real shame-- transit cuts that impact "no-choice" riders really hurt everyone, because they mean that that person is blocked from participating fully in their community, blocked from perhaps getting or keeping a job, from attending community meetings, from giving their children opportunities for after-school activities and enrichment.
But finally, these "no-choice" riders do have one other choice: they can spend way too much of their meager incomes on an old, unreliable rattle-trap of a car, because your transit service was so bad that it's the only choice they have left to make. That's bad for them, that's bad for the environment, that's bad for society.
Second, it's confusing, because "choice riders" are an ill-defined group. When are these people making their choice? I suppose what I'm really getting at is, am I a choice rider? I'm not wealthy by any means, but I really could afford to own and operate a car. I choose not to, but because of that choice I rely heavily on the local transit system (and Chloe). When you divide the world in to "choice riders" and everyone else, you make the unstated assumption that everyone in your service district either owns a car, or can't afford to own a car. Really, transit agencies should make it a priority to enable the creation and expansion of the middle category: the car-free by choice.
Last, it's dangerous, because it creates two tiers of transit service. Public transit should serve community needs, but it shouldn't do so at the expense of having an integrated network. The idea that there are "choice riders" and everyone else leads to Metrolink Syndrome, where there is a peak-hour peak-direction express transit network (connected to plentiful parking), and a local all-day transit network, and never the twain shall meet. This kind of network planning assumes that, while people might want to ride transit in the city during the work week, they'll always be drivers when they're at home in the suburbs. This is exactly the opposite of what we should be encouraging. I'm all for having park-and-rides as a short-term solution, because the truth is that our transit network isn't yet at the point where it serves everyone's needs effectively (especially in places like Banning and Murrieta, where RTA provides lots of service to park-and-ride lots), but by running express service exclusively to those park-and-ride lots, you send the message that your local transit network and your express network are completely unrelated. Nobody is supposed to take the express bus back from LA and then get on a local bus to go home-- indeed, nobody can.
So let's stop talking about "choice riders" and everybody else, and instead simply focus on providing transit that works for everybody. Good-quality transit will serve the needs of the car-free-by-circumstance, and (if it's good enough) will also entice habitual drivers out of their cars.
*You know who I'm talking about-- the poor, the aged, the disabled, and the young. I refuse to use the word "car-less" on this blog, because I really do think that not having a car is freedom.
Anyway, I wanted to talk about the rhetoric of transit agencies reaching out to "choice riders." You often hear about efforts to entice "choice riders" on to transit systems, by providing special bus service or special amenities that will lure these elusive creatures out of their steel boxes. Quite frankly, I think that this type of thinking is insulting, confusing, and dangerous.
First, it is insulting to the agency's normal rider base. When you separate your ridership in to "choice" riders and everyone else, you're saying that everyone else doesn't have a choice. You're saying that it doesn't really matter what kind of service you provide to those riders, because they'll put up with whatever you give them. This is not only insulting, it isn't true. Even the car-free by circumstance* have choices-- they can choose to walk, to ride a bicycle, to call a friend or family member for a ride, to hitchhike, to call a taxi/Craigslist rideshare person, or (probably most commonly) simply not make that trip at all. And that's the real shame-- transit cuts that impact "no-choice" riders really hurt everyone, because they mean that that person is blocked from participating fully in their community, blocked from perhaps getting or keeping a job, from attending community meetings, from giving their children opportunities for after-school activities and enrichment.
But finally, these "no-choice" riders do have one other choice: they can spend way too much of their meager incomes on an old, unreliable rattle-trap of a car, because your transit service was so bad that it's the only choice they have left to make. That's bad for them, that's bad for the environment, that's bad for society.
Second, it's confusing, because "choice riders" are an ill-defined group. When are these people making their choice? I suppose what I'm really getting at is, am I a choice rider? I'm not wealthy by any means, but I really could afford to own and operate a car. I choose not to, but because of that choice I rely heavily on the local transit system (and Chloe). When you divide the world in to "choice riders" and everyone else, you make the unstated assumption that everyone in your service district either owns a car, or can't afford to own a car. Really, transit agencies should make it a priority to enable the creation and expansion of the middle category: the car-free by choice.
Last, it's dangerous, because it creates two tiers of transit service. Public transit should serve community needs, but it shouldn't do so at the expense of having an integrated network. The idea that there are "choice riders" and everyone else leads to Metrolink Syndrome, where there is a peak-hour peak-direction express transit network (connected to plentiful parking), and a local all-day transit network, and never the twain shall meet. This kind of network planning assumes that, while people might want to ride transit in the city during the work week, they'll always be drivers when they're at home in the suburbs. This is exactly the opposite of what we should be encouraging. I'm all for having park-and-rides as a short-term solution, because the truth is that our transit network isn't yet at the point where it serves everyone's needs effectively (especially in places like Banning and Murrieta, where RTA provides lots of service to park-and-ride lots), but by running express service exclusively to those park-and-ride lots, you send the message that your local transit network and your express network are completely unrelated. Nobody is supposed to take the express bus back from LA and then get on a local bus to go home-- indeed, nobody can.
So let's stop talking about "choice riders" and everybody else, and instead simply focus on providing transit that works for everybody. Good-quality transit will serve the needs of the car-free-by-circumstance, and (if it's good enough) will also entice habitual drivers out of their cars.
*You know who I'm talking about-- the poor, the aged, the disabled, and the young. I refuse to use the word "car-less" on this blog, because I really do think that not having a car is freedom.
Thursday, May 24, 2012
BAC Meeting
Sorry for the late notice, but I figure it's better late than never. The Riverside Bicycle Advisory Committee will meet tonight at 5:30pm in the Mayor's Ceremonial Room, 4th Floor, City Hall. The agenda is below.
1. Welcome & Self-Introductions
2. Grant Awards
a. Canyon Crest Separated Bikeway
b. University Avenue Pedestrian Improvements
3. Upcoming Events
a. Neighborhood Conference – June 2nd
b. Family Fun Ride at Fairmount Park – June 9th
c. Long Beach Bike Tours – June 16th and July 14th
d. Kidical Mass – TBD
e. Riverside Today Segment
4. Public Works Updates
a. Market Street Road Diet Study
b. Alessandro Bike Lanes at I-215
c. Trautwein Repaving
d. Santa Ana River Trail Sewer Line Construction
5. Inventory of Existing Conditions
6. Public Comment
7. Next Meeting
8. Adjournment
1. Welcome & Self-Introductions
2. Grant Awards
a. Canyon Crest Separated Bikeway
b. University Avenue Pedestrian Improvements
3. Upcoming Events
a. Neighborhood Conference – June 2nd
b. Family Fun Ride at Fairmount Park – June 9th
c. Long Beach Bike Tours – June 16th and July 14th
d. Kidical Mass – TBD
e. Riverside Today Segment
4. Public Works Updates
a. Market Street Road Diet Study
b. Alessandro Bike Lanes at I-215
c. Trautwein Repaving
d. Santa Ana River Trail Sewer Line Construction
5. Inventory of Existing Conditions
6. Public Comment
7. Next Meeting
8. Adjournment
Wednesday, May 9, 2012
Taste of Brews Riverside
Here at Riding in Riverside, we're no fans of driving generally-- but we find drunken driving particularly distasteful. Sadly, our area seems almost guaranteed to drive that result, with no late-night transit, few taxis, and parking minimums for bars. (Seriously. [PDF]) However, by happy coincidence (because it surely wasn't foresight and planning), Riverside is hosting an event that brings together two of my favorite things-- craft beer and transit!
The IE Taste of Brews, on 2 June, will be held in White Park downtown. Craft breweries from as far away as Oregon will be bringing their wares for Riversiders to sample. While the organizers obviously didn't plan for this to be a transit-centric event, the locale is happily situated a short walk away from Downtown Terminal, served by routes 1, 10, 12, 13, 14, 15, 16, 22, 29, 49, and Omni 215 (on weekends).
Tickets are currently being sold at early-bird prices- $30 general admission (1-4pm), $40 VIP (12-4), and you can get $5 off with promo code "TOB5." Hope to see you there!
The IE Taste of Brews, on 2 June, will be held in White Park downtown. Craft breweries from as far away as Oregon will be bringing their wares for Riversiders to sample. While the organizers obviously didn't plan for this to be a transit-centric event, the locale is happily situated a short walk away from Downtown Terminal, served by routes 1, 10, 12, 13, 14, 15, 16, 22, 29, 49, and Omni 215 (on weekends).
Tickets are currently being sold at early-bird prices- $30 general admission (1-4pm), $40 VIP (12-4), and you can get $5 off with promo code "TOB5." Hope to see you there!
Monday, May 7, 2012
Clock-Face Scheduling and the 16
There's a concept in transit timetables called clock-face scheduling. Basically, the idea is that you have a route run on a consistent headway every X minutes, and that you set X to a value such that the pattern repeats every hour. In Riverside, the #1 is scheduled so that departures from the Downtown Terminal are clock-face scheduled. Before 7:30, westbound departures are at :10 and :40 past the hour- every 30 minutes. Between 8:00 and 18:00, departures are every 20 minutes, at :00, :20 and :40 past the hour. At 18:00 they return to every 30 minutes, at :00 and :30 past the hour. This makes trip planning easy-- if you know the route, you know that it will pass your stop at a certain time past the hour, every hour. You simply remember that time, and you know when the next bus is coming without having to consult a schedule or web site.
Right now, the #16 is also clock-face scheduled, with eastbound departures every 30(ish) minutes from Downtown at roughly :10 and :40 past the hour-- although the schedule does lose time over the course of the day, eventually becoming at :01 and :31 and then fluctuating wildly past 17:31. I know that the westbound bus passes my stop at roughly :20 and :50 past the hour, and the eastbound at roughly :00 and :30. On weekdays, I never need to consult a schedule to figure out when to catch the bus-- I just need to memorize a few numbers, and I can plan my trip accordingly.
Which is why something that I'd normally be excited about-- increased frequency on the route that serves my apartment-- has given me some reason for pause, because the frequency is being improved from 30 to 25 minutes.
The disadvantage of clock-face scheduling is that you can't simply pick an arbitrary frequency and make it work. Only certain times produce repeating patterns every hour. 5, 7.5, 10, 15, 20, 30 and 60 minute headways work. 40 and 45 minute headways produce patterns that repeat every two hours, which is okay but not ideal. (This is the situation on the 15, for example.) Any other combination, and you're basically either checking the bus book or guessing. A 25-minute headway produces a pattern that repeats every 5 hours, which is basically useless for memorization. Furthermore, you don't gain all that much-- only two hours out of those five see three buses an hour (more than the 2/hour from a 30-minute headway). The average wait goes from 15 minutes to 12.5.
Thus I am torn. I'm always happy to see a frequency improvement, especially on the route that I use most. However, this improvement comes at a significant cost to system legibility. It means I now need to check the bus book/BusWatch site every time I want to use the system. And it isn't all that big of an improvement- the average 16-hour service day will only see 6 more buses, or one every 3 hours. Obviously, if they were to improve the frequency to every 20 minutes, it'd be fantastic, but I'm not sure if the increase in service is worth the significant drop in usability here.
Right now, the #16 is also clock-face scheduled, with eastbound departures every 30(ish) minutes from Downtown at roughly :10 and :40 past the hour-- although the schedule does lose time over the course of the day, eventually becoming at :01 and :31 and then fluctuating wildly past 17:31. I know that the westbound bus passes my stop at roughly :20 and :50 past the hour, and the eastbound at roughly :00 and :30. On weekdays, I never need to consult a schedule to figure out when to catch the bus-- I just need to memorize a few numbers, and I can plan my trip accordingly.
Which is why something that I'd normally be excited about-- increased frequency on the route that serves my apartment-- has given me some reason for pause, because the frequency is being improved from 30 to 25 minutes.
The disadvantage of clock-face scheduling is that you can't simply pick an arbitrary frequency and make it work. Only certain times produce repeating patterns every hour. 5, 7.5, 10, 15, 20, 30 and 60 minute headways work. 40 and 45 minute headways produce patterns that repeat every two hours, which is okay but not ideal. (This is the situation on the 15, for example.) Any other combination, and you're basically either checking the bus book or guessing. A 25-minute headway produces a pattern that repeats every 5 hours, which is basically useless for memorization. Furthermore, you don't gain all that much-- only two hours out of those five see three buses an hour (more than the 2/hour from a 30-minute headway). The average wait goes from 15 minutes to 12.5.
Thus I am torn. I'm always happy to see a frequency improvement, especially on the route that I use most. However, this improvement comes at a significant cost to system legibility. It means I now need to check the bus book/BusWatch site every time I want to use the system. And it isn't all that big of an improvement- the average 16-hour service day will only see 6 more buses, or one every 3 hours. Obviously, if they were to improve the frequency to every 20 minutes, it'd be fantastic, but I'm not sure if the increase in service is worth the significant drop in usability here.
Friday, May 4, 2012
Service Updates
RTA is updating bus schedules again (effective 13 May), and by and large there's not a lot of news. A lot of small tweaks (routes 1, 7, 8, 10, 11, 14, 15, 18, 19, 20, 22, 23, 24, 27, 33, 42), a couple of problems (routes 21 and 54), and one service improvement (route 16). I won't comment on the tweaks, so let's talk about the problems.
Route 21 will no longer serve the Pedley Metrolink station, presumably because it's in an awful spot to get to if you're trying to continue on Limonite. This is all well and good, and it makes sense from an operational standpoint, but I hate to see RTA blasting holes in intermodal connectivity. It still passes close to the station, but it's roughly a quarter-mile walk along the car-sewer that is Limonite-- which could make or break a tight train connection, or constrain possibilities for the mobility-challenged. I'm wondering whether the operational benefits are worth it.
Route 54 is a new trolley service downtown, set up for the duration of the widening of CA-91. (During the construction, county workers will be unable to use much of their current parking lot abutting the freeway.) It runs from an under-used Metrolink parking lot at 10th/Commerce to the county admin building on 12th/Lemon, almost as if there were a concerted effort to keep it from serving anything useful downtown. It'll also do the same thing that the old #52 did, serving morning, lunchtime and evening peaks only, making it useful for one and only one thing: getting county workers to and from their cars. This is a shame, because RTA could have used the temporary funding to actually show how a downtown circulator route could effectively serve downtown.
I'll write about the improvements to 16 in another post, because I think they constitute their very own "teachable moment."
Route 21 will no longer serve the Pedley Metrolink station, presumably because it's in an awful spot to get to if you're trying to continue on Limonite. This is all well and good, and it makes sense from an operational standpoint, but I hate to see RTA blasting holes in intermodal connectivity. It still passes close to the station, but it's roughly a quarter-mile walk along the car-sewer that is Limonite-- which could make or break a tight train connection, or constrain possibilities for the mobility-challenged. I'm wondering whether the operational benefits are worth it.
Route 54 is a new trolley service downtown, set up for the duration of the widening of CA-91. (During the construction, county workers will be unable to use much of their current parking lot abutting the freeway.) It runs from an under-used Metrolink parking lot at 10th/Commerce to the county admin building on 12th/Lemon, almost as if there were a concerted effort to keep it from serving anything useful downtown. It'll also do the same thing that the old #52 did, serving morning, lunchtime and evening peaks only, making it useful for one and only one thing: getting county workers to and from their cars. This is a shame, because RTA could have used the temporary funding to actually show how a downtown circulator route could effectively serve downtown.
I'll write about the improvements to 16 in another post, because I think they constitute their very own "teachable moment."
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