Posts about Las Vegas
When new bus rapid transit lines are discussed, proponents often say they hope to make the routes gold standard, meaning so high-quality that they mimic many features of rail. That's a high bar; most BRT projects in the United States don't even qualify as true BRT, and so far not one has actually met the gold standard.
The Institute for Transportation & Development Policy publishes BRT standards that describe minimum characteristics necessary for a bus route to qualify as BRT. Those standards establish three levels of BRT quality: bronze, silver, and gold. They include features like off-bus fare collection, high station platforms, and bus frequency.
So far, only 5 lines in the United States have scored highly enough to qualify as true BRT, and all 5 rank at the bronze level. Not one is even silver, let alone gold.
According to ITDP, the best performing BRT systems in the world are Bogota, Colombia and Guangzhou, China, which score 93/100 and 89/100, respectively. They are the gold standard.
By comparison, the United States' highest-scoring BRT route is Cleveland's Health Line, which hits bronze with a score of 63. The other 4 bronze BRT lines in there US are in Eugene, Los Angeles, Pittsburgh, and Las Vegas.
Boston's famous Silver Line, which even runs in a subway for a short stretch, scores a meager 37. That's not enough to qualify as true BRT at all, even a low level.
It isn't that gold standard BRT is impossible in the United States. Certainly it's possible. But it isn't built here because nobody really wants to build it.
The same community leaders who choose BRT over rail, because BRT is cheaper, then make the same choice when faced with other potential cost-cutting measures. They eliminate the most expensive features, until the gold standard that was promised isn't actually what's delivered.
That sort of feature cutting is called BRT creep, and so far it's happened to some extent on every major BRT project in American history.
None of this should suggest that BRT is worthless. Sometimes BRT creep can even be beneficial, if it makes an otherwise infeasible project possible. Bronze level BRT is still rapid transit, after all, and even bus priority routes that don't fully qualify as actual BRT are often a huge improvement over regular busing.
WMATA's MetroExtra service, for example, isn't usually called BRT even by low American standards, but it's still a great service. It was something Metro could do quickly and cheaply to help riders, and it works.
But beware the politician who argues for gold standard BRT over rail. Odds are they won't deliver.
Cross-posted at BeyondDC.
Popular culture shapes our lives in countless ways, both directly and subconsciously. Since Leave It to Beaver, American popular culture has been deeply rooted in car-centered suburbia. That paradigm may be shifting.
There was a time when being carless was tantamount to wearing head gear: totally uncool. Truth be told, that time is still now in many places, but there's a true shift beginning to take hold.
As young families, professionals and students eschew the surburban lifestyles many of them grew up in for transit-oriented city dwelling, popular culture seems to be catching on. And where pop culture goes, we can hope, so will the masses.
Back in July, Slate published an intriguing article, "How not having a car became Hollywood shorthand for loser," detailing the history of movie dweebs who walk, ride bikes or take transit, from Pee Wee Herman to as recent as Steve Carrell's character in The 40 Year-Old Virgin.
Vanderbilt points out a mindset shift may be starting in Hollywood, though. 2009's (500) Days of Summer features two affable young professionals who get around Southern California using a whole host of travel modes, even using the train to travel to San Diego.
The fashion world may be catching on as well. Clothing mega-producer Gap recently introduced a new line of women's shoe called the City Flat. This "Walkable" shoe is designed for "the girl on-the-go." It doesn't take a market analyst to figure out these shoes aren't aimed at the 1980s-style career woman who drives from her Upper West Side condo to the parking garage in her Downtown Manhattan office building.
Yesterday, GOOD posted about shoemaker Rockport's new shoe line and ad campaign called WALKABILITY, centering on a commercial that features attractive city dwellers sitting in bus stops, passing up taxi cabs, and, well, walking everywhere. The very first image on the campaign's website, after all, prominently features streetcar tracks:
In another video explaining the technology in this new line of shoes, the company targets "today's metropolitan professional," and again fills shots with young, diverse people walking about a city, day and night.
Even Las Vegas, the capital of unsustainable practices (Dubai, at least, has a metro), is catching on to the urban lifestyle, with its newest mega-development, CityCenter. A self-proclaimed "urban community," CityCenter features a departure from the kitschy architectural pastiche otherwise found on the Las Vegas Strip, and boasts LEED Gold certification.
While the hotel and casino complex is otherwise little more than the standard Vegas wolf in an urbanist sheep's clothing, the fact that taste-makers in this sprawling city have recognized the commercial appeal of urbanism can only bode well in the long run.
The latest chink in the mainstream, car-centered, American lifestyle came just last week. The New York Times published a profile of Mad Men actor Vincent Kartheiser, who lives without a car in auto-dominated Los Angeles. The article chronicles Kartheiser's commutes to the Mad Men set, describing vibrant scenes on LA's buses and subway.
"Instead of driving and being stressed out about traffic," Kartheiser says, "you can work your scene, you can do your exercises or whatever on the bus." While many transit advocates have been making this point for years, it helps when an actor on America's best TV drama says it in one of the world's most prestigious and widely circulated newspapers.
In a today's corporate-identity driven market, the American lifestyle is all-to-often shaped by TV and movies, pop culture and megabrands. A shift in the way the movies, media and pop culture depict car-light, transit-oriented and walkable lifestyles may help enshrine the need for mass transit and non-motorized infrastructure in the people and policymakers.
That said, in DC, politics is often inseparable from popular culture. If we want to see a true shift, not only in mindset, but in spending and outcomes, the political taste-makers need to do their part as well. It's one thing to hear Congress members or Ray LaHood or President Obama talk about more transit options, complete streets and road diets, but, as they say, a picture is worth 1000 words. How many lawmakers (besides Earl Blumenauer) do we have who actually walk or bike anywhere? Who take Metro?
Maybe that's the next paradigm shift.
Crossposted at TheCityFix.
- Fairfax's answer to neighbors' transit plans: Light rail, streetcars, and BRT
- Today's problems were visible decades ago, but zoning has blocked solutions ever since
- Montgomery County added 100,000 residents since 2002, but driving didn't increase
- The DC zoning update has already had triple the public input as the enormous 1958 zoning code. Enough is enough.
- MARC's chief engineer wants to allow bikes on some weekend trains
- Federal board wants "dignified," dull Southwest Waterfront
- Downtown DC could have been more like L'Enfant Plaza