Posts about Canada
This video shows the magic that happened when school children in Quebec got a chance to reimagine a street, as part of a school project. They cut space for cars and added land to play games and grow gardens, making the street a better public space.
If you're like me and don't speak French (big thanks to contributor Agnes Artemel for her help!), here's a translation: The video is called "Student planners." In re-creating the street, the students made it amenable to more modes of transportation and narrowed the part for vehicles. They also brought the speed limit down to 12 km/hr and built space to play games and grow gardens.
It's inspiring to see that intuitively, these kids designed a public space to accommodate all kinds of needs.
Ottawans probably don't get a lot of snow days off work. Not with winter commuting options like the Rideau skateway, a four mile long highway for ice skaters.
The skateway runs along the Rideau Canal, from downtown Ottawa to the south, cutting through some of Ottawa's densest urban neighborhoods.
During most of the year, Rideau Canal is liquid. It's an actual, functioning canal. But in the winter it naturally freezes over, so Ottawans take advantage.
But at least one person commutes on it, and that's such a cool idea that there are surely many others.
It's almost enough to make you wish DC winters got a bit colder.
Cross-posted at BeyondDC.
In most of the United States, the maximum speed limit is somewhere between 65 and 75 miles per hour. What about the rest of the world? This map tells you.
Maximum speed limits around the world. Map from Reddit user worldbeyondyourown.
In the eastern US, most states top out with maximum speed limits of 70 miles per hour. Out west, most states allow 75, and a handful go even higher than that.
Texas has the highest speed limit in the western hemisphere, at 85 miles per hour. On the other end of the spectrum, no road in Canada's province Nunavut has a limit above 45 miles per hour.
Germany's Autobahn famously has no maximum speed limit, but it's not the only place in the world to hold that distinction. Australia's Northern Territory is also speed limit free. But don't try racing down roads in Bhutan, where the maximum limit is no higher than 45.
What else jumps out?
Cross-posted at BeyondDC.
There's a common misconception in some circles that bicycling is merely for recreation, as opposed to a legitimate transportation mode. Of course that's wrong, cycling is often the most convenient way to get from point A to point B in a city. But why can't transportation facilities be fun too?
According to Vancouver, they can.
Cross-posted at BeyondDC.
How can we show cyclists, drivers, and everyone else on the street how to share? The city of Edmonton, Alberta produced these
five six excellent videos using LEGO figures teaching the new rules of the road.
Interactions between cyclists, pedestrians, and drivers can often be contentious. Lighthearted videos like this can help everyone understand their rights and responsibilities in the urban realm.
Thanks to WABA for the heads-up.
Streetcars and buses have different strengths and weaknesses, and are better at accomplishing different goals. Flexibility is often touted as a major strength of buses. Although buses are legitimately more nimble in some ways, when it comes to flexibility of capacity, it's streetcars that have the edge.
It's true that buses have tremendous routing flexibility. Since buses can operate on any normal traffic lane, routes can be reconfigured on a whim and individual buses are free to move around obstacles. These are real benefits, and sometimes they mean that a route is best off using buses.
At the same time, streetcars are customizable for high-capacity service in ways that aren't available for buses.
Streetcars can be longer
In simplest terms, streetcars can be longer than buses. Since streetcars run on tracks, there is no danger of jackknifing. Likewise, since streetcars are powered by overhead wire, there's not a single engine distributing power. Thus there's no physical limit to their length.
For example, streetcar manufacturer CAF offers its Urbos model in options ranging from 60 feet long up to 141 feet long. Bombardier's similar Flexity model comes in any length from 69 feet up to 148 feet.
Portland's famous streetcar is a relatively diminutive 65 feet long, but longer vehicles are beginning to show up in North America. Cincinnati is using a 77 foot long Urbos for its future line, and the first 78 foot long Siemens S70s have already been delivered to Atlanta. In Toronto, 99 foot long Flexities will soon ply the continent's largest streetcar network.
And that's just single streetcar vehicles. Streetcars can also be coupled into trains of multiple cars, so transit agencies that own shorter vehicles can still get the benefits of extra length without needing new railcars.
Agencies that want to run longer trains do have to provide longer stations, but since streetcar stations are typically simple, that's relatively easy to accomplish.
Ultimately the limiting factor on streetcar length is the size of city blocks. Streetcars can't typically be longer than one city block, lest they block traffic on perpendicular streets. But city blocks are usually hundreds of feet long, so streetcars can still be much longer than buses.
Streetcars can have diverse interiors
Even compared to buses of exactly the same length, streetcars can support a higher passenger capacity. Since gliding along rails is so much more smooth than rumbling along asphalt, and since there's no need for huge wheel wells, it's more practical for streetcars to have a lot of open space that maximizes standing capacity.
The 3 streetcars that DC has in storage use this strategy. They're 65 feet long, but they have much more capacity than a 60 foot long articulated bus because of the open floor plan. The trade off, of course, is that they have fewer seats, but only streetcars practically offer the choice.
What kind of flexibility is more important?
Faced with the choice of operational flexibility or capacity flexibility, which one rules?
It depends on the needs of the corridor and the goals of the transit line. Sometimes buses are the correct answer, and other times it's streetcars.
Sometimes it might make sense to use both on the same corridor. For example, streetcars capable of providing very high capacity might serve most passengers along a line, while buses capable of skipping around traffic might serve longer express trips on the same road.
There are 157 WMATA bus routes in the District of Columbia alone, with hundreds more WMATA and non-WMATA routes around the region. The majority of them are probably better served with buses, but some of them are undoubtedly better fits for streetcars.
The key for decision makers is to embrace the differences inherent to each mode, and decide accordingly.
Cross-posted at BeyondDC.
A fleet of tiny ferries zigzags back and forth between neighborhoods and major tourist attractions on both sides of Vancouver's False Creek. Could the same work on the Anacostia River, connecting sites on Buzzard Point, Near Southeast, Poplar Point and Anacostia Park?
When visiting Vancouver a few years ago, Greater Greater Wife and I took a hop on-hop off bus tour. When we got to the city's aquatic center, the guide suggested catching a small ferry to Granville Island, where a major food market draws locals and tourists. After we took in the market, we rode the ferry to other neighborhoods where we could get back on the bus.
Most ferries we're familiar with in eastern US cities are huge 1,000 passenger, car-carrying ferries like the Cape May-Lewes ferry, or 150-250 passenger water taxis like in New York. These ferries are far, far smaller, closer to the size of a van and hold only 12 or 20 passengers.
Top: The Spirit of False Creek 3. Bottom left: Cape May-Lewes ferry.
Bottom right: NY water taxi. Images from Wikipedia.
An operator stands on a platform in the center and drives the boat with a few joysticks and handles, while passengers sit around the edges. It operates a lot like a bus; in fact, the drivers even cruise past some of the docks and won't stop if nobody's waiting to get on or off.
The False Creek ferries only ply a route about 2 miles from end to end as the crow flies, or 3 route miles, zigzagging back and forth across the waterway.
Besides Granville Island and the science museum, they stop at a maritime museum, science museum, and a space museum with a planetarium and observatory. A stop in Stamps Landing takes you to a neighborhood with a lot of restaurants, and another, Yaletown, is a district with many new condo towers.
Each stop is only about 2-5 minutes apart, and costs $3.25 to $6.50 CAD depending on how far you go. The most popular route, the aquatic center to Granville Island, runs every 5 minutes from 7 am to 9 pm, or 10:30 pm in the summer. The other routes run every 15 minutes from about 9 am to 5-6 pm (depending on destination) in the winter and 7-9 pm during summer.
Is this relevant to DC? It turns out that False Creek is about the size of the Anacostia:
False Creek (top) and Anacostia River (bottom) at the same scale. Images from Google Maps.
While not very wide, the Anacostia is a mighty gulf separating two sides of the river. For a long time, there was little on the banks of the Anacostia, on either side. But that is changing. We already have the ballpark, and Yards Park. Buzzard Point could get a soccer stadium.
On the east, Poplar Point is slated for development, possibly including a boulevard from Anacostia Metro to the water's edge. Historic Anacostia is not far from the river. Plus, if DC builds the 11th Street Recreation Bridge, we could have a significant attraction right on the river.
A ferry bouncing back and forth across the river, with stops at all of these attractions, could bring the two sides closer together than ever before and make the water a public space. These 7 stops cover a route about 2 miles long, or about the same length as the part of the the False Creek Ferries route network east of Granville Island.
Potential ferry stops on the Anacostia. Image by the author on Google Maps.
The Buzzard Point stop would be near a future soccer stadium and the Poplar Point stop at the end of a retail-lined avenue leading to Anacostia Metro. A stop at the 11th Street recreation bridge would connect directly to the streetcar and to all of the activities on the bridge, as well as being a short walk to Historic Anacostia.
A set of office buildings is going in the triangle east of the 11th Street Bridge and south of the freeway, and once the freeway segment to Barney Circle gets turned into a boulevard, there could be a pedestrian connection from the water up to Capitol Hill and Potomac Avenue Metro. Sadly, the CSX railroad bridge is too low for boats to travel under, so the ferries couldn't reach Hill East.
None of this precludes other types of ferries, like the longer-distance water taxis from places like Alexandria or Georgetown, or even farther south in Virginia, if those make sense. Those would use larger boats, running much less often.
Could this ferry system work here? I'll give my take in Part 2. Meanwhile, what do you think?
- What's so great about the Purple Line, anyway?
- DC has almost no white residents without college degrees. (It's a different story for black residents.)
- And the MetroGreater winner is...
- Does DC want boring architecture? Sort of.
- Clearly we need to have more happy hours in Prince George's
- The biggest beneficiaries of housing subsidies? The wealthy.
- Metro badly needs culture change, everyone agrees. Can it pull it off?