TROUBLE ON THE HIGHWAY
AND PARKED IN CHINATOWN
Questions about 'Chinatown bus' policies gain urgency after last month's deadly crash. > By I-Ching Ng

City Limits WEEKLY #591
June 11, 2007

Best known for their bargain prices, interstate buses run by Chinese companies have attracted travelers in droves, and helped many Chinese immigrants who can't communicate in English to travel to far-flung parts of the country. But a recent fatal accident involving a New York-bound bus has prompted new calls for the bus industry to step up safety measures.

New York City is the largest hub for these Chinese-run charter buses. The immigrant transportation industry started as an alternative and more affordable means to shuttle Chinese workers to Chinese restaurants in different locations. As the Chinese bus routes expanded rapidly along the East coast and Midwest over the years, commuters including students, artists, budget travelers and immigrants nationwide also caught the cheap fare trend. Currently the Chinese buses travel from New York City to Albany, Boston, Chicago, Providence, Michigan, Washington, D.C. and even as far as Florida for as little as $12 to $20 one way.

...

Low costs don’t necessarily mean low conscience, some say. City Councilmember John Liu, chairperson of Council’s transportation committee, said there is no pattern showing charter buses run by the Chinese companies are more accident-prone than those run by big national bus companies. He warned that the public should not stereotype these vehicles. “If an accident happened to a Greyhound or Trailway bus, you won’t say the 'Port Authority Bus' crashed. Likewise, Chinatown is not a company and it’s absurd to say the 'Chinatown buses' are not safe,” Liu said.

 

Diversions
Study: Americans Commute an Average 25 Minutes
Morning Edition, October 12, 2007 · A new study shows the average American commutes an average of 25 minutes. That's almost nine full days a year behind the wheel. Commutes have worsened over the last two decades because highways haven't kept pace with population growth and urban sprawl. If you work in New York City, your average commute is the worst in the country: almost 36 minutes long. For the nation's easiest commutes, you have to turn to the colder climes of Omaha and Buffalo.

The Changing Commute: A Case-study of the Jobs-Housing Relationship over Time
Authors: Martin Wachs a; Brian D. Taylor a; Ned Levine a; Paul Ong a
Affiliation: a Graduate School of Architecture and Urban Planning, University of California, Los Angeles, Los Angeles, CA, USA
DOI: 10.1080/00420989320081681
Published in: Urban Studies, Volume 30, Issue 10 December 1993 , pages 1711 - 1729
Abstract
Commuting patterns between home and work were studied among 30 000 employees of Kaiser Permanente, a major health care provider in Southern California. The study tracked the differences between home and work location among employees over 6 years by analysing employee records and responses to a survey of over 1500 of the workers. It was found that work trip lengths had in general not grown over the 6 year period. Growth of the work force had contributed more to the growth in local traffic congestion than had a lengthening of the work trip over time. The automobile remains the dominant mode of travel between home and work for these employees, and choices of residential location were found to be based upon many factors in addition to the home-work separation, such as quality of neighbourhood and schools and perceived safety.
view references (10) : view citations

Journal	Papers in Regional Science
Publisher	Springer Berlin / Heidelberg
ISSN	1056-8190 (Print) 1435-5957 (Online)
Issue	Volume 25, Number 1 / December, 1970
Category	Spatial Analysis
DOI	10.1007/BF01935821
Pages	133-150

Journal of Planning Education and Research, Vol. 25, No. 1, 43-56 (2005)
DOI: 10.1177/0739456X04270244
© 2005 Association of Collegiate Schools of Planning
Spatial and Transportation Mismatch in Los Angeles
Paul M. Ong

UCLA's Ralph and Goldy Lewis Center for Regional Policy Studies

Douglas Miller

Institute for Social and Economic Research and Policy at Columbia University

This article compares the impacts of spatial mismatch (the geographic separation of workers and jobs) and transportation mismatch (the lack of access to a private automobile) on neighborhood employment-to-population ratios and unemployment rates. The study uses tract-level data for the Los Angeles metropolitan area. The analysis uses an instrumental-variable approach to correct for the simultaneity of employment and car ownership. Results indicate that transportation mismatch is the more important factor in generating poor labor-market outcomes, particularly for disadvantaged neighborhoods. Areas with relatively more jobs increase female employment rates but not male employment rates. On the other hand, lower car ownership rates significantly decrease the employment ratio and increase the unemployment rate for both sexes.

Key Words: employment • unemployment • poor neighborhoods

Paris, the city of bikes?
In the first week of a rental program, officials report 45,000 rides and counting.
By Marjorie Miller, Times Staff Writer
July 22, 2007

PARIS - The Tour de France hasn't arrived yet, but the bicycles have. Paris is awash in two-wheelers, thousands of taupe bicycles that are part of a plan by City Hall to get people out of their cars and onto more eco-friendly transportation.

The bicycle rental service still has some kinks to work out, but the first week of the Velib program was a big hit with Parisians. City Hall reported 45,000 rentals a day and counting.

"It's superb," said IT engineer Olivier Lemaitre, 35, who rode a bike from Les Invalides on the left bank of the Seine to La Madeleine on the right. "I used to come by Metro, but it's better to be outside."

"It's healthier and the weather is beautiful," science writer Sophie Antoine, 29, said, taking her purse out of the metal basket on the front of the bike.

How will SEPTA use its funding?
Politicians who helped it get a dedicated financial base and its riders want to see improved services.
By Paul Nussbaum
Inquirer Staff Writer

Memo to SEPTA: Be careful what you ask for.

The state last week gave the Philadelphia region's long-suffering transit authority what it had always needed: money. Now, riders and politicians expect something in return: better service.

After years of blaming budget crises for its dingy subway stations, antiquated fare system, crowded trains, balky buses, and indifferent customer service, SEPTA has funding for this year and a dedicated, inflation-sensitive source of money for years to come.

Gov. Rendell on Wednesday signed a landmark transportation law, establishing new funding streams for mass-transit agencies. It provides about $156 million more in operating funds and $58 million more in capital funds for SEPTA this fiscal year, and eliminates the need for threatened service cuts or additional fare increases this year.

When he signed the bill, Rendell said he hoped SEPTA, and the state's other transit agencies, would use the money not to just stave off cuts but to "enhance some services."

He has lots of company.

July 19, 2007
From Some Cabbies, a New In-Taxi Video System Gets No Stars
By JAMES BARRON

New York City taxi driver No. 523687 was not happy about what was going on in the back of her cab.

Her passengers were watching television- specifically, the news anchors from WABC-TV, who were introducing a story about stylish-looking dresses on racks.

It was not the story that irritated driver No. 523687, Lea Acey. It was the TV itself.

"It's annoying," she said. "It makes too much noise."

Ms. Acey is one of the many taxi drivers frustrated by a high-tech video-and-fare system that must be installed by the end of this year in all of the city's 13,000 yellow cabs. Besides watching TV, customers can follow the taxi's route on a map on the screen.

background

On November 16th, 2005, REBAR opened eyes worldwide by transforming a metered parking spot into a park. Locating a site that was underserved by public outdoor space, we installed a small, temporary park that provided nature, seating, and shade. By our calculations, we provided 24,000 square-foot-minutes of public open space that afternoon. See the video!

Since the initial PARK(ing) project was created we've been contacted by people worldwide. What began as a simple, playful idea has become a lively and visible symbol of the desire to reprogram the street and increase public open space in cities all over the planet.

In 2006, with support from The Trust for Public Land, we built upon this groundswell of interest and created an international event. PARK(ing) Day 2006 brought artists, designers, and activists together to create 47 PARKs in 13 Cities worldwide, including New York, London, and Rio de Janeiro. See our PARK(ing) Day 2006 page and the video!

In 2007, we will show how our temporary PARKs can become permanent new urban places and connect people with ways to transform their entire city's streetscape for a sustainable future.

Join artists, designers, and activists around the world who are peacefully demonstrating how to reduce congestion, clean the air, save energy, reduce greenhouse gas emissions, and improve urban neighborhoods.

July 16, 2007
Paris Journal
A New French Revolution's Creed: Let Them Ride Bikes
By KATRIN BENNHOLD

PARIS, July 15 - About a dozen sweaty people pedaled bicycles up the Champs-Élysées on Sunday toward the Arc de Triomphe, as onlookers cheered.

These were not the leading riders of the Tour de France racing toward the finish line, but American tourists testing this city's new communal bike program.

"I'm never taking the subway again," said a beaming Justin Hill, 47, a real estate broker from Santa Barbara, Calif.

More than 10,600 of the hefty gray bicycles became available for modest rental prices on Sunday at 750 self-service docking stations that provide access in eight languages. The number is to grow to 20,600 by the end of the year.

The program, Vélib (for "vélo," bicycle, and "liberté," freedom), is the latest in a string of European efforts to reduce the number of cars in city centers and give people incentives to choose more eco-friendly modes of transport.

"This is about revolutionizing urban culture," said Pierre Aidenbaum, mayor of Paris's trendy third district, which opened 15 docking stations on Sunday. "For a long time cars were associated with freedom of movement and flexibility. What we want to show people is that in many ways bicycles fulfill this role much more today."

Users can rent a bike online or at any of the stations, using a credit or debit card and leave them at any other station.

Chinatown bus lines
From Wikipedia, the free encyclopedia

 

Brief History of Chinatown Bus

Copyright © 2006 by GotoBus®

July 12, 2007
For Parking Space, the Price Is Right at $225,000
By VIVIAN S. TOY

In Houston, $225,000 will buy a three-bedroom house with a game room, den, in-ground pool and hot tub.

In Manhattan, it will buy a parking space. No windows, no view. No walls.

While real estate in much of the country languishes, property in Manhattan continues to escalate in price, and that includes parking spaces. Some buyers do not even own cars, but grab the spaces as investments, renting them out to cover their costs.

Spaces are in such demand that there are waiting lists of buyers. Eight people are hoping for the chance to buy one of five private parking spaces for $225,000 in the basement of 246 West 17th Street, a 34-unit condo development scheduled for completion next January. The developer, meanwhile, is seeking city approval to add four more spots.

Parking in new developments is selling for twice what it was five years ago, said Jonathan Miller, an appraiser and president of Miller Samuel.

Although spaces in prime sections of Manhattan are the most expensive, even those in open lots and in garages in Brooklyn, Queens, Riverdale and Harlem are close to $50,000, although at least one new Brooklyn development is asking $125,000.

Opinion
Dust-Up

Nothing seems right in cars

How do you "get people out of their cars" and, if you can't do that, will Smart Growth plans accomplish anything other than increasing traffic? All this week, author Robert Bruegmann and activist Gloria Ohland debate the shape of America's cities.
Times Staff Writer

Today, Bruegmann and Ohland debate modifying public behavior. Previously, they discussed Smart Growth, and the social tensions over urban sprawl. Later this week, they'll debate environmental concerns, and more.

Cityscapes
Latin America and Beyond
Winter 2003
Bogotá

Arturo Ardila-Gómez

The sleek red bus zooms out of the station in northern Bogotá, a futuristic symbol of an (almost) transformed city. Nearby, thousands of cyclists of all ages enjoy a sunny morning on Latin America's largest bike-path network.

The TransMilenio, as the modern bus network is called, moves 750,000 passengers per weekday-almost 100,000 more than Washington D.C.'s subway system. And Bogotá's citizens are proud of their transportation, proud of their city.

That wasn't always the case. In 1988, during Colombia's first mayoral elections, a local radio station launched its own "virtual" candidate. The candidate's transport platform was simple: instead of fixing all the roads, why not remove the pavement remaining to level out potholes. Vehicles would then no longer have to "sink" into potholes-instead they would simply ride over the unpaved street.
...

In the 1960s, Curitiba, Brazil, took a radical approach to solving the problems most cities face: pollution, traffic, unchecked growth, and social and economic inequities. FRONTLINE/World Fellow Tim Gnatek traveled to Curitiba to discover whether this experiment in urban design has kept pace with the city's tenfold population boom.

* Environmental Justice Report for the 2001 Regional Transportaiton Plan for the San Francisco Bay Area (PDF)

Designing Travel Solutions
At the Local Level

MTC is taking a grass-roots approach to identifying barriers to mobility and working to overcome them. With its Community-Based Transportation Planning Program, MTC has created a collaborative planning process that involves residents in minority and low-income Bay Area communities, community and faith-based organizations that serve them, transit operators, county congestion management agencies (CMAs) and MTC.

Launched in 2002, the Community-Based Transportation Planning Program evolved out of two reports completed in 2001 - the Lifeline Transportation Network Report and the Environmental Justice Report.

The Lifeline Report identified travel needs in low-income Bay Area communities and recommended community-based transportation planning as a way for communities to set priorities and evaluate options for filling transportation gaps. Likewise, the Environmental Justice Report identified the need for MTC to support local planning efforts in low-income communities throughout the region.

Transportation & Community Development Initiative

The TCDI program is an opportunity for the Delaware Valley Regional Planning Commission (DVRPC) to support local development and redevelopment efforts in the individual municipalities of the Delaware Valley that implement municipal, county, state, and regional planning objectives. The TCDI program is intended to reverse the trends of disinvestment and decline in many of the region's core cities and developed communities by:

1. Supporting local planning projects that will lead to more residential, employment or retail opportunities;

2. Improving the overall character and quality of life within these communities to retain and attract business and residents, which will help to reduce the pressure for further sprawl and expansion into the growing suburbs;

3. Enhancing and utilizing the existing transportation infrastructure capacity in these areas to reduce the demands on the region's transportation network; and

4. Reducing congestion and improving the transportation system's efficiency. FY 2007 TCDI awards have been approved by Board on May 24, 2007.