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Crowded

February 24, 2011 4 comments

Back in the 1960s, a doctor called John Calhoun put a few rats into a cage of sorts, and let them breed as they would. The goal was simply to see what he could see. Evidently, the rats, after a few generations of rapid breeding and packed conditions, took to killing one another, even eating their young, and then, ultimately, all dying. The experiment is famous, and its conclusions have been taken by some, including Calhoun himself, as a cautionary tale for humans:

For an animal so complex as man, there is no logical reason why a comparable sequence of events should not also lead to species extinction.

I’d like to think that he’s wrong, that we humans are a better species than that, that our superior tool-making abilities would solve these kinds of issues, but every time I read about a bit of road rage — which usually has a too-crowded roadway somewhere at its heart — I despair a little. Mix these frequent reports with last week’s NPR article on “sidewalk rage” and the New Yorker‘s recent piece called “Crush Point,” about the fatal actions of crowds that want to do something (versus, say, having to deal with traffic), and I find myself wondering whether anything can help at all. Maybe we aren’t so different than the rats, after all.

I am a bicycle enthusiast, which means I usually ride for the sheer pleasure of the road, and not primarily to better my environment. When I look at bicycles from a public policy perspective, however, I have to think that among their benefits is a solution to crowded roadways. If I’m right, then our cities should promote bicycles in any way they can, including building out a decent network of separated infrastructure, as a growing consensus says is the only way towards large ridership. But from a handful of conversations I’ve had in recent months concerning Dutch-style infrastructure, I’d say that there’s a strong undercurrent of L.A. cyclists who don’t agree at all. They really don’t want more riders on the streets. The conversations generally conclude like this: “I don’t want to be stuck behind old people and children.” The opinion usually strikes me as elitist as the cartoon characters who go to theaters to hiss Roosevelt … but never mind. I’d probably dismiss it if I hadn’t heard it from influential cyclists, the very people who shape opinion in our city.

As it happens, this fear of old people and children has no basis in reality, at least not in Holland, where they do have lots of cyclists, and where we ought to look for examples of how to built our own network. Over there, you mostly can ride as fast as you want, faster than you could on streets packed with cars. The Dutch live in one of the most densely populated countries on earth (denser than even China or India), and have been working through these problems for years. (If California were as densely populated as the Netherlands, we would number somewhere near 160 million — people, that is, not rats.) Bicycles have long been part of their transportation solution, and when they speak of transportation issues, it’s common to hear them wonder how much more crowded their road space would be without bicycles. Nowadays, Dutch cycling infrastructure forms what the Dublin City Council cycling officer, Ciaran Fallon, called “a mass public transport system.” In effect, cycling is public transportation, and factored into the design of every street, everywhere.

I sometimes hear arguments that cycling is well and good for Holland precisely because the country is so dense, but cycling doesn’t work in places like California, which is only a fraction as populated. It’s a flimsy excuse, really, for density is one of those arguments that people seem to use to whatever political or personal purpose they have in mind. If you don’t want cycle track laid down on your streets, you can say either that we have too little space (every inch is taken up by cars) or too much space (people drive long distances). These both might be true statements, but they can’t both reasons to discard cycle-tracks. Bicycles are a solution to high density problems, period.

Then there’s this indisputable fact: Los Angeles County fits about half of the Netherlands’ population into one-quarter of the land area — in other words, our county is roughly twice as dense as Holland. If anything, our too-crowded roadways should make us desperate for high density solutions. Arnold Schwarzenegger’s all-but-laughable suggestion last year to make the 405 a double-decker freeway hardly counts. Even when we used to be a rich country, and maybe could have afforded such monstrosities, it wouldn’t have made sense. Nowadays, not at all.

But whatever the case, this elitist, “I-don’t-want-no-more-cyclists” attitude has got to go! If we expect someday to have any sort of political clout, if we expect to have our laws changed to make our roads safer, if we expect cycling to become a natural and normal part of everyday life, we need everyone on bicycles, the young and the old, the new and the wizened. We need to foster beginning riders and tolerate the inexperienced. We need to crowd our streets and our bike paths with riders of all shapes and sizes. We need to reach the point of saturation, where perhaps, someday, we have the problems that come from crowds, problems that would be nice to have by comparison to those we have now.

One of These Things is Not Like The Other

February 3, 2011 11 comments

In his book, Intelligence and How to Get It, Richard E. Nisbett asked Easterners and Westerners to group the words chicken, cow, and grass. The Americans tended to put chickens and cows together, “because they are both animals; that is, they belong to the same taxonomic category.” The Asians, by contrast, “focusing on relationships, were more likely to say that cow goes with grass because a cow eats grass.”

How would you group these three words: pedestrian, bicycle, and car?

It’s not just an academic exercise, because the way we categorize these three transportation modes determines in large part how we think about their place on our roads and in our law — and by extension, how we think about safety measures. If we say that the bicycle and car go together because they are both machines, then we might tend to ask cyclists to mix it up with cars, and talk about licensing, insurance, etc., in the same way we talk about cars. If, instead, we say the bicycle and the pedestrian go together because they are both human powered, then we might tend to think very differently about how we allow them to operate, including making safer environments and writing laws that address their particular needs.

In a compelling talk at the London School of Economics last month (h/t to Amsterdamize), Enrique Peñalosa, the former mayor of Bogotá, called the bicycle an “efficient way of walking.” He seems to think bicycles are more like pedestrians. Meanwhile, in New York City, the police have cracked down on red-light running cyclists, including those who make a right turn on red, illegal in Manhattan. Sticklers for the law might protest, but it does seem somewhat stupid that NYC allows walking a bicycle around a corner on red but not pedaling it.

What do you think? Are bicycles more like cars or more like pedestrians?

Categories: Law, Policy

You Pay Road Tax Too

January 4, 2011 1 comment

U.S. PIRG‘s compelling new report on the gasoline tax and U.S. road maintenance makes some startling points:

► Our roads have received some $600 billion (2005 dollars) in subsidies since 1947.

► The gasoline tax now only pays for about fifty-percent of costs, and is likely to go lower as hybrids and electric cars take to the road in numbers.

I’ve been looking for a credible, recent source of these figures for some time. They give additional support to several points that transit advocates have argued:

► Bicyclists pay for their share of the road (and may overpay), because they pay sales and income taxes.

► Amtrak is not uniquely subsidized. Federal roads are too.

► Local transit is not uniquely subsidized. Local roads are too.

One thing I didn’t realize: California is one of the few states that imposes an excise tax and sales tax on gasoline. What’s more, the sales tax is imposed on the excise tax, meaning that drivers are taxed on a tax.

Hat tip to Transportation for America.

Categories: Policy