Robert Harris’ Post

I’ll be speaking on “Parallel Roads” in Marietta, Georgia, focusing on the parallel histories of the Western & Atlantic Railroad and the Atlanta Northern Railway. The idea of “Parallel Roads” is such an interesting topic. Do you focus on the fact they more or less paralleled one another? Should the focus instead be their histories during the first half of the 20th century? What about the common issues they encountered and had to navigate? Of course, there are the threats they both faced. For the Western & Atlantic, another railroad wanted to parallel their line. In the case of the Atlanta Northern, buses running along parallel roads threatened their livelihood. The situation was as potentially explosive as Ashby Street on Monday, November 14, 1910, when an Atlanta Northern trolley collided with a wagon full of dynamite. The Western & Atlantic survived its threat while the Atlanta Northern did not, ending service in 1947. And while we know the Western & Atlantic — even if not by name — because trains still run along the route, many people don’t know the Atlanta Northern ever operated. It’s relegated to the status of myth, along with the likes of Big Foot and the Loch Ness Monster. “Oh yeah, I think someone once mentioned there used to be a streetcar here.” Anyone who’s ever driven along Atlanta Road can track the former streetcar stops based on the names of existing streets: Mozley, Pat Mell, Fleming, Collier, Spring Hill, and Gilmore, to name a few. What’s the old Mark Twain saying? “History doesn’t repeat itself, but it often rhymes.” (The internet told me he said it. So, it’s as reliable as the trains always running “on the advertised.”) It seems there are always stories about building the region’s transportation network. But it’s a network we once had in place. I say all that to mention if you’ll be in Marietta on Monday, January 8, stop by the Georgia Room. Check out more details: https://lnkd.in/e8WQzqsY Who knows? Maybe you’ll learn something!

Perhaps I paid too much attention in economics class? But shouldn't the public discussion about congestion pricing in NYC be more focused on what price is appropriate versus the whole idea of congestion pricing? It has been shown in many cities that congestion pricing generates revenue which can be used for public transit projects, reduces traffic in the city, and speeds up the movement of traffic. The big unknown is what the relationship is between price and these proven outcomes. So why was price not part of the political discussion? https://lnkd.in/eQ3RaP-R

Silicon Valley Adventures: Flying Over Bay Point, CA - We flew over Bay Point the other bay in a Cessna 182, next to Suisun Bay, not far from the San Francisco Bay Area we know by hard. Bay Point, California, with its rich history, presents a unique blend of natural and industrial evolution. Originally a vast expanse of tule marshland, Bay Point underwent a transformative journey in the early 1900s. During this era, it established itself as a significant hub for lumber manufacturing and distribution, a testament to its burgeoning industrial capabilities. This development was greatly facilitated by the strategic placement of Southern Pacific Company's transcontinental tracks, which ran through the area, linking it to a vast network of trade and commerce. Furthermore, the proximity to the deep waters of Suisun Bay played a pivotal role, as it enabled the efficient shipment of raw materials, bolstering the town's economic growth. The interplay of these factors marked Bay Point as a key player in the regional economy. Today, Bay Point stands as a community that has embraced its historical roots while adapting to contemporary dynamics, reflecting its enduring significance in California's rich tapestry of towns and cities. Find more post like these in our blog here https://lnkd.in/gNUHWTDH Details on our presentations and adventures at our company's AI Demo Day II in July 2023 at Oshkosh: https://lnkd.in/gndmtZem Want to work with us? DM me directly for consideration. Read more: https://lnkd.in/gcW34PfQ Investor? We are now raising our next funding round. DM me directly for consideration. Photo © Aditya Mohan. No reproductions. All Rights Reserved. #AI #generalaviation #aviation

🚦 William Phelps Eno (1858-1945) , known as the "Father of Traffic," played a crucial role in traffic regulation. His contributions have had a lasting impact on how cities manage vehicle and pedestrian movement. 🚶♂️ - His interest in traffic began in New York, where he observed issues with carriages and trams. 🐎🚋 - Despite never driving a car, Eno focused on traffic problems as a pedestrian. 🚶♂️ - In 1903 , he drafted the first traffic rules, including:  - "Right of way" 🚗➡️🚙  - Traffic signals 🚥   These were initially implemented in New York City . 🗽 - He introduced the first one-way system in 1909 on Fifth Avenue, significantly reducing congestion. 🛣️ - In 1921 , Eno founded the Eno Transportation Foundation , which remains active in promoting safety and efficiency in transportation. 🛡️ - His ideas have influenced traffic systems globally, though he was not widely recognized during his lifetime. 🌍 Eno's legacy lives on through modern traffic systems, shaping how we navigate cities today. 🎯 DUERO, MORE THAN SAFETY! #WilliamPhelpsEno #TrafficHistory #TrafficRegulation #FatherOfTraffic #Curiosities #Innovation

149 Years of Marvel: Andrew Hallidie's Vision Unleashed! 🚋 January 17, 1873 - On this day in 1873, the streets of San Francisco witnessed a transportation revolution! Andrew Hallidie, a Scottish-American engineering maestro, secured a patent for the groundbreaking cable car system that conquered the city's challenging hills, and the iconic cable cars were officially in motion! 🌉 Faced with San Francisco's steep terrain hindering traditional horse-drawn transportation, Hallidie's inventive solution showcased a cable-driven marvel. The continuously moving cable beneath the streets allowed the cars to effortlessly ascend and descend, providing a reliable and efficient mode of transit for the burgeoning city. The maiden voyage of the Clay Street Hill Railroad in 1873 marked the inception of a transportation era, offering citizens a faster and more dependable means of navigating the city's undulating landscape. Fun Fact: The San Francisco cable car system is the world's last manually operated cable car system, and several of the original cars are still in operation, offering a nostalgic journey through the city's history. Happy anniversary to the game-changer in urban transport! Andrew Hallidie's cable car system not only solved a geographical puzzle but also became an integral part of San Francisco's identity, symbolizing innovation, adaptability, and a legacy of 149 years of transportation marvel. 🎉🚋 https://lnkd.in/geNjdxac #CableCarAnniversary #AndrewHallidie #TransportationRevolution

Over the past three decades, the Denver metro has undergone a remarkable metamorphosis. Its economy, once predominantly reliant on traditional industries, now boasts diversification across various sectors. Notably, the aerospace industry thrives here, with major employers like Lockheed Martin contributing to the city’s economic vitality. Denver International Airport (DEN) ranks as the 3rd-busiest airport in the U.S. and the 3rd-busiest airport in the world based on total passenger traffic with more than 61 million passengers traveling through it each year. As Denver continues to evolve, its tech scene flourishes, attracting major companies and fostering innovation. The city’s blend of natural beauty, entrepreneurial spirit, and cultural vibrancy positions it as a rising star—a place where economic growth intersects with quality of life. #denver #economy #innovation #frontrange #housing #masterplannedcommunities

"I would love to drive less; a lot of people would love to drive less and be more connected to the places that they live. So I went to Rochester, N.Y., which filled in part of its Inner Loop, and walking around the former footprint of that highway was so inspiring to me. You can forget that it was ever there. There's housing on it; it's a contiguous city grid; people are biking in the bike lane, there's a brewery with people are sitting outside, it's a gorgeous summer evening. But in a place like Austin, instead there's this massive, polluting scar right through our city. And that's a policy decision; we could tear that down. We could spend money on transit so that I can just hop on a bus us to get where I need to go. I could ride my bike and feel safer, and feel more connected to my city and the people who live in it with me. So the vision is a place where we're just like not spending so much money on these things. It's not just that they exist and they're bad; it's that in every city in America, we are spending billions of dollars to make the problem worse. Like let's spend that money differently, to build cities that like serve the people who live in them." https://lnkd.in/eXh6Q6m6

I just got around to reading David Zipper's interview of Jarrett Walker, about his revised edition of Human Transit. I've been a far away fan of both of these transportation intellectuals for quite some time so it was fun to read their exchange in this Bloomberg CityLab Transportation article. My favorite quote in the entire piece challenged a belief I've subscribed to for quite some time - that the seeming permanence of streetcars makes them a better investment for a city, especially one looking to realize the economic effects of public sector investment in our public realm. I've publicly pulled away from this notion for quite some time, but I'm here to admit that, in private, I hadn't abandoned this belief entirely. "The permanence of transit does not rely in the infrastructure; it relies in the service. High-ridership bus lines do not get cut or changed if they are succeeding." Here's the thing about being a collaborative, open-minded, and humble professional - you are open to new ideas and thus, you tend to learn something new every day. So, with that, I was today's years old when I realized that the notion of "permanence", especially in an urban planning & economic development context doesn't have to be something you can literally touch in the ground, like the track of the train. The permanence can, in fact, simply be the demand of people using a well designed service*, like a bus. *Let's be really clear here though... well designed (ie: frequent and reliable) is key here. For example, my husband tried to take an RTD train (...I KNOW!) home this weekend from the Avs game in Downtown Denver and his train - two of them, actually - never came. And so he had to take a Lyft home. And it was $14 for an 11+ mile ride. So, yes, this a very nuanced conversation.

Review contains a quote from Jarrett Walker: "The permanence of transit does not rely in the infrastructure; it relies in the service. High-ridership bus lines do not get cut or changed if they are succeeding." This may hold elsewhere but is less so here in Melbourne. It assumes that governments preserve the status of high ridership routes. A pretty brave claim here. Given the history it is more rational to make a long term investment decision (eg buying a house) near a train line than a bus line. Some examples: * PT service across all modes bottomed out in about the early 1990s. At the time there were both government and private operations (which relied on public subsidy). The private operations were cut the most partly due to a bus contracts dispute and legal battles (basically removing all after 7pm and Sunday service). And even within the private operations routes that got the biggest cuts were not necessarily the least used. Those that got the least cuts were mostly ex-Tramways board routes (some were ex trams). * The economy improved and service frequencies improved. But the gains (including off-peak frequency gains) were largely confined to the suburban rail network on lines which were politically of interest to the then government. Basically nothing happened with buses. Later (1999) that same government doubled Sunday frequencies across Melbourne. But only on trains and trams; buses hardly got a look in, despite their suburban coverage. The boost meant that some ex-Tramways board buses that ran at the same frequency of trams did not get Sunday boosts whereas trams did. * Early 2002 saw a minor local area review. This saw the 600 bus (which was a tram in the '50s and ran a frequent service every 15 min) fragmented into 3 lower frequency routes. It was a mess (600 every 30 min, 922 every 60 min, 923 every 60 min). And a failure but it hasn't been reformed or simplified since. This couldn't have happened if it remained a tram, and its 15 min frequency was no protection for the service being cut. * 2006-10 saw a major program of bus upgrades including adding after 7pm and Sunday service. It achieved a lot but priorities were not based on usage or social need. Hence popular routes in areas like Dandenong missed out, including 800, the main highway route which continues to run every 20 min weekdays but only every 2 hr Sat afternoon and not on Sunday. * Big train service upgrades followed, again on lines in politically favoured areas (with waits in Frankston line marginal seats being half those elsewhere - notably Melbourne's north). Buses, even in marginal seats, did not get this love. * Adding bus priority is politically much harder than boosting off-peak train service. Indeed the same govt might remove the former while adding the latter. Without the former bus frequency is in a death spiral. Hence other factors (incl mode) can trump ridership in determining whether a frequent service remains or gets improved so here.

Lingqian Hu and I just published a viewpoint in the Journal of the American Planning Association with lessons learned from the success of FlexRide Milwaukee. Instead of automatically choosing to invest in shuttles to extend from the end of fixed transit routes: 1) Listen to existing and potential riders; 2) Consider flexible transit options (e.g., on-demand microtransit) and multimodal networks (e.g., bicycling) that can serve door-to-door trips; 3) create more efficient systems in the long run through transit-supportive development decisions (encourage businesses close to transit routes; incentivize affordable housing close to employment & activity centers). 50 free downloads from https://lnkd.in/gFGw74-A