A potent re-examination of America’s history of public disinvestment in mass transit. Many a scholar and policy analyst has lamented American dependence on cars and the corresponding lack of federal investment in public transportation throughout the latter decades of the twentieth century. But as Nicholas Dagen Bloom shows in The Great American Transit Disaster, our transit networks are so bad for a very simple reason: we wanted it this way. Focusing on Baltimore, Atlanta, Chicago, Detroit, Boston, and San Francisco, Bloom provides overwhelming evidence that transit disinvestment was a choice rather than destiny. He pinpoints three major factors that led to the decline of public transit in the United States: municipal austerity policies that denied most transit agencies the funding to sustain high-quality service; the encouragement of auto-centric planning; and white flight from dense city centers to far-flung suburbs. As Bloom makes clear, these local public policy decisions were not the product of a nefarious auto industry or any other grand conspiracy—all were widely supported by voters, who effectively shut out options for transit-friendly futures. With this book, Bloom seeks not only to dispel our accepted transit myths but hopefully to lay new tracks for today’s conversations about public transportation funding.
A thing I totally believed but I was very wrong.
cars make it easier to visit places that are no longer worth visiting
For Podgers and Better Streets, the key is to reframe our understanding of the sidewalk. Rather than being treated as an extension of the adjacent private property, he argues, the sidewalk is part of the public transit infrastructure and should be treated as such. If you live in the city, whether you walk, drive, or take public transportation, you will at some point have to use a public sidewalk. “It really is the last mile,” he says. “You wouldn’t treat roadways as though they should be maintained through mutual aid.” To depend on the kindness of strangers, or neighbors, is a great idea, he “if you want to feel good about your community, but it's not a great idea if you practically need to provide services.”
It can be done: other snowy cities, from Toronto to Rochester, make snow clearance a public service. So do some of the wealthier suburbs that ring Chicago. We have the technology. From my apartment, I can see a little park district tractor trundling down the elevated Bloomingdale Trail after a snowfall, clearing the way for walkers, bikers, and runners. The city’s Lakefront Trail is regularly plowed and salted. If these transit corridors, equally used for recreation and commuting, can be cared for by the city, why not the everyday pedestrian infrastructure of the sidewalk? Why not pilot project it out? Start with a few neighborhoods—in the name of equity, how about the ones that experience the holes in the plow tracker; those with high rates of vacant lots?
Under the city’s current tax code, a tax bill is determined by a property’s taxable value, divided by $1,000 and multiplied by the local millage rate. The taxable value is tied to a property’s assessed value, which means that occupied, or well-maintained properties are at a disadvantage. Put another way, well-kept properties would have a higher assessment than vacant or abandoned properties.
The annual Wayne County Tax Auction has been the primary engine for speculation in Detroit over the last decade. High property taxes—which have been historically overassessed—and an aggressive tax foreclosure system set the stage for cheap land to be purchased and then sat on.
A report on the consequences of speculative bulk buying found that speculators accounted for 90% of all purchases in the Wayne County Tax Auction between 2005 and 2015.
For many of these purchasers, it makes more financial sense to wait until development crops up nearby, which tends to increase the value of undeveloped land nearby, than do anything to the land.
The model showed a phenomenon anyone who’s driven in a city is surely familiar with: This choice creates an inherent paradox. If more people decide that driving is quicker, there will be more traffic, clogging streets and making trips longer. The longest trips across town, the authors found, were the ones taken when every single resident tries to reduce their commute times by driving, thus creating the most traffic.
A panoply of studies show that people using bikes, transit or walking to reach business destinations generate more business when they get there. Furthermore, for businesses to come back they need workers, and workers often rely on transit. For this reason, DC’s investments in bus lanes, including the start of construction this week on the long-planned and longest bus lanes on 16th St, make a lot of sense to expand upon.
The economic benefits of creating more spaces for walking, cycling and transit are a key reason why business leaders often support policies that address the needs of transit users, cyclists and pedestrians, such as London’s congestion charge.
A glut of cars would result in consequences beyond economy-stifling congestion. Poor air quality is associated with health conditions known to exacerbate COVID-19 and other health risks like asthma, which are more prevalent in communities of color. Given uneven vaccine uptake, Black and Brown communities may be at higher risk of not just COVID-19 but wider disparities in chronic conditions for some time. Carmageddon is a personal luxury at societal cost, when we can least afford it.
“Transforming underutilized spaces into vibrant public gathering spots that fit their neighborhood and give people space to safely gather is what this program is intended for,” says MEDC Senior Vice President of Community Development Michele Wildman. “We are pleased to support and provide resources for this effort through our Public Spaces Community Places program.”
Rob dices with death on the school run, sets up a Slow Travel rail franchise, and offers a bonanza of future-proofing pollution solutions.
Walter was just eleven years old when he was admitted to L.A.’s infamous Scared Straight program for graffiti related crimes. In this episode, Walter, through a chance encounter, checks-in with his friend who went through the program with him, their anti-tagging arch-nemesis, and how they have turned out after all these years.
Humans have been living in cities for a really long time, but like so many things about the past, getting around cities used to be needlessly difficult. This is because there weren’t reliable signs, or even street addresses. An address is something many people take for granted today, but they are in fact a fairly
We’re excited to celebrate the release of The 99% Invisible City book by host Roman Mars and producer Kurt Kohlstedt with a guided audio tour of beautiful downtown Oakland, California. Together, we dive into different everyday designs, using examples from the blocks around our office as jumping-off points. You can also order the book today
Ask any woman who’s tried to bring a pram on to a bus, breastfeed in a park, or go for a jog at night. She intuitively understands the message the city sends her: this place is not for you.
Working women were blamed for the breakdown of the traditional family and its consequences: namely, men straying into gambling and alcohol addiction. Even Friedrich Engels feared that women working outside the home was too great a disruption to society. Charles Dickens suggested that fallen women should be diverted to the colonies, where their low status could be ignored by the surplus of men in need of wives.
If the disorder of cities was a threat to certain women, and the disorder of certain women a threat to cities, the suburbs could provide a solution. Early ads for the London tube depicted such areas as Golders Green as refuges where women would be safe and conveniently preoccupied with homemaking and child-rearing, while fathers could easily access the city via expanded underground routes.
In the mass suburbanisation of North America in the 1950s, this “fix” for gender norms that had become unstable during the war was quite explicit. “Developers,” says Hayden, “argued that a particular kind of house would help the veteran change from an aggressive air ace to a commuting salesman who mowed the lawn. That house would also help a woman change from Rosie the Riveter to a stay-at-home mom.”
Re-establishing these norms was seen as necessary to ensure full access to employment for returning male soldiers. What’s less-often understood is that this would enable access to another, no less vital kind of labour force: the unpaid women whose care work would keep the urban economy running, despite being unappreciated or simply unacknowledged.
The pandemic is merely exposing the fact that cities have been content to ignore domestic violence, not seeing it as an urban problem deeply connected to such issues as housing, employment, transportation, childcare, and of course the wage gap. Ultimately, tackling domestic violence may mean unsettling the heterosexual nuclear family in ways that would be deeply disruptive to the status quo – namely, disruptive to the long-standing reliance on the single-family home as a place of unpaid care work, a disruption cities can ill afford given their reluctance to fund childcare, subsidise housing and prevent violence.
The current situation offers an unprecedented opportunity for even bigger changes. One possibility comes via the anti-racism protests sweeping the globe: defund the police. Transfer that money to affordable housing, childcare and public transport, all of which would dramatically improve women’s lives in ways that increased policing never has. A second move: all those people suddenly deemed “essential workers” should be paid as if our lives depend on them, because they do. Third: reinvest in the public realm by creating accessible, barrier-free spaces and transport systems that would allow everyone full access to the benefits of city living.