I saw the following tweet and literally laughed-out-loud. In the past two years I’ve got to the checkout confirmation step on music and theatre events and cancelled out and closed the browser window more times than I care to remember. Ticket “fees” and “convenience” charges are rampant.
The airline industry over the past year has gone the complete opposite direction, some forced by legislation, some by marketplace competition. They nickel and dime you for charges for everything. The Trump administration has rescinded a rule requiring Airlines to disclose baggage fees upfront. This rule previously made it easier to compare airfare prices across airlines.
Oh the irony, the former CEO of ticketmaster worrying that consumers will pay more than they should
I’ve been frustrated that my blog has been withering but I just didn’t want to be an endless stream of rants about the #potus45 administration.
So this isn’t about them, at all. While I have in mind a summery I’ll steer clear for now. So, meanwhile back in beautiful Colorado, the natives are getting worked up over a plan to install “quiet zones” for all the railroad crossings in town.
As much as I can’t envisage enjoying the horn blowing, and we can barely hear them in the night, apparently many can and do like them and have a nostalgia for them.
Well the whole thing went awry went Rene posted, she said.
If you don’t like the trains, don’t live near the tracks. No body would build within spitting distance of a rail road track if nobody would live there, then no body would be bothered by the noise. All the high density housing along the tracks is ruining my wonderful, small home town. I resent that people come in and then start to try to change it.
Which of course completely misses the point that most of old Town was built around the railroad out of economic necessity, which made people want to live there, rather than people who loved the sound of the horns and built a house there.
Rene, change is not only inevitable but essential.
For the most part the city carries most of its infrastructure on its book as assets, which means they depreciate it over its lifespan, and they have scramble to find ways to replace it.
In essence the only way they have to do that is to raise property and sales tax, or get new residents who make up the difference. Bonds are indirectly taxes.
If there is some road, building or other city or state asset you’ve been using since you arrived here, that hasn’t been rebuilt or replaced, then you have been subsidized by either earlier generations or the new residents. This is especially true for water, sewage, and roads.
As has been previously articulated here, essentially the quiet zones are really doing no more than returning the crossings to pre-2005 safety and horns for post 2015 traffic volumes.
It’s not the new residents that are to blame, I’m one of them. If anyone is to blame its the people that have lived here for 25+ years.
They’ve not been accounting for city resources as liabilities, not taxing enough to support those liabilities, and then selling property off to developers to make a buck for themselves.
Unfortunately development in America, not just Louisville has been a ponzy scheme for 100 years. You either keep growing or you’ll wither and die, or become Boulder. Louisville is headed for the latter since it’s mostly built out.
Friday evening we were waiting for a table for dinner, or a place at the bar, everything was looking pretty busy. I stood at the bar by a couple that looked like they were finished eating, but couldn’t get the attention of the bar staff. “She” spoke up to get the barmans attention. I thanked her and after we’d got our drinks, and cleared up that I wasn’t from Australia, the conversation went like this:
Her: How are things in Europe?
Me: Not so good, Nice sounds terrible. I suspect though at 7pm tonight, at a bar somewhere in Europe a couple were chatting and saying “what about all the gun violence in America, it’s not safe to go there anymore”.
In the fallout from the withdrawal of Uber and Lyft from Austin, following a defeat on Prop-1, Mayor Adler has come up with his 7-point plan to manage the vacuum.
He, along with many others are hoping that Austin is such a jewel in the Uber/Lyft crown, that they’ll soon be back, tail between their legs asking to be allowed to operate in Austin again. I’m not so sure.
This farce could have been completely avoided if Austin, and by implication Mayor Adler, and more importantly his predecessor, Mayor Leffingwell, had actually been planning for the future rather than retrospectively legislating for the past.
What I find staggering about Adlers 7-point plan is that it contains NOTHING that addresses how shitty the current taxi cab service is in Austin. There is nothing magical about Uber and Lyft, or for that matter other transportation networking companies (TNCs).
Instead of focusing on issues which, while valid, are not a major problem, Austin should have renegotiated and mandated the cab companies have to deliver the innovation that the TNC’s have bought to transportation.
I’m sick of getting a cab at Austin Bergstrom airport with a driver in a cab who doesn’t know where the address is; doesn’t understand my accent; and misses the turns that I’ve told him to make; and then says can’t do anything about the fee as its “on the meter”… How about we legislate to make transportation modern and efficient… I could care less if the drivers can’t speak English, or can but don’t understand my English…
There are way too many other many things like this… credit cards… “yeah sorry, my machine isn’t working”…. stinky cars full of trash and worn out seats, worn out suspension, no real ability to feedback or rate the service; no feedback; no drivers ID’s displayed, and buttons clipped all over them… when you get out the car after a disagreement, no way to track or feedback about the service, the list goes on and on…
The “media” (rather than actual news) is all over the US State Departments general, extended travel warning. The warning is pretty useless, anyone paying attention should have assumed most of this already.
Despite the worldwide spying, intelligence, phone hacking, the NSA has carried out, this is the best they can come up with?
At the same time governments are using this as a reason to demand more intrusive technology, and less privacy for us. Remember, the French bombers did not use encryption… yet the cries to break or insert back doors into encryption grow daily.
I’m travelling anyway… If two planes get blown up, or 100 Americans killed, that would be terrible, but you are still more likely to die of heart disease or a traffic accident, or shot by a white guy with a legal gun in the cinema or at a school. The fact that 100,000 people every year are wounded or killed in America by guns every year, puts the Paris tragedy into context.
The worst thing about these vague, generalized threats is they are being used as a justification for more war, even boots on the ground. There is no easy answer, but lets remember that the middle east is a western created mess going back over 100-years.
If you had 100 destinations you’d have removed some of the major bottlenecks, but we don’t. We have the Central Business District. It’s a major constraint and getting people in cars in and out of it no matter how automated the cars are will have the same fundamental problems and constraints. Anyone who says otherwise really doesn’t understand the problem.
There has been a lot written recently about (semi) Autonomous Vehicles (SAVs) aka Self driving cars. Especially yesterday following the Tesla announcement, see also this NPR report.
Self driving cars have long been held out as a solution. They arrive when you need them, they take you to your destination at regulated speeds, they can adjust to traffic congestion, and collisions, road work etc. Once you’ve arrived, they disappear not requiring a parking space either in a building, or on the street. Nirvana.
Proposing self driving cars as a solution to traffic congestion, where the congestion is caused by constraints is simply a nonsense. They are a first world solution, to a first world problem. “Why can’t I text/read/sleep while I’m stuck in traffic?”
There has long been discussion among the urban transportation advocates, while they promise to reduce accidents and better manage traffic density and improve capacity through stable and reduced “headway” (the distance between cars). Anyone who proposes they can solve traffic congestion without understanding the constraints and capacity issues, just doesn’t understand the challenge. This Forbes article screams “Self-Driving Cars Would Slash Traffic, End Street Parking” yet aside from the obvious nod to headway and predictability doesn’t address the problem. This Qoura discussion covers many of the points
Here is a response I wrote yesterday on the issue to the #ATXRail mailing list. It refers to an earlier post that discussed in some technical detail the problems of scheduling and capacity.
Again, I find myself being the naysayer, Roger Cauvin made some extremely salient and possibly too technical points about any transit system design, but especially as it relates to individual transit options such as autonomous cars. The problem that most simply don’t understand is the scheduling and availability of these cars at scale.
First, whats scale? How many would be needed to make a real difference? Scale certainly isn’t a hundred, it’s not a thousand, it’s probably 10,000 maybe more. Second, lets assume these are free movement vehicles, they don’t run on track or are constrained by guide rails. Third, lets assume that they are capable of transporting 2-3 max. but the assumed capacity is one passenger. Fourth, lets also assume these are not individually owned vehicles, or at least if they are, they are available ala Uber/Lyft for other people to book. Fifth, lets assume they are electric and capable of driving themselves to charging stations where they either connect or are connected to a recharge point.
Now we have the basics of your capacity based system and you can start working on its constraints. What you don’t have is any real clue about the usage patterns, how they’ll be used, who by, for what, at what time and so on. Until you can produce even a first pass for this you cannot make any assumption that autonomous vehicles can solve anything except perhaps more consistent traffic flow, and improved emissions. Anyone who claims autonomous cars can solve anything without this data is simply blowing smoke and must be pushed back on.
They are great for private vehicle journeys. I have a Mercedes that will already follow a GPS journey, has variable cruise control that will slow down and speed up the car based on the MAX speed of the vehicle a set distance in front and will bring the car to a stop based on either breaking vehicles or an obstruction in front; it pretty much does everything except steer, but it vibrates the steering column to let you know when to turn and when you’ve are moving out of a lane etc. This type of vehicle which we’ll see for all new vehicles in the next 5-7 years, if not before, will much better regulate driving.
They’ll minimize the concertina effect of drivers speeding up, jumping lanes and breaking too hard which will make congested roads flow much more smoothly. In practice they can also stop people jumping traffic lights, travelling faster than the legal speed limit and other traffic law infringements.
This begs question will drivers allow this to happen, and can insurance companies be convinced to drive the adoption of it?
So assuming all that gets done, autonomous vehicles will become totally acceptable and usable. And then we’ll have the scheduling issues that Roger alluded to. They are real.
Having self driving parks valet park themselves is cool, the question is where? At scale, say 5,000, you need at least say 2,000 spaces, and over night, probably 4,000. Lets those spaces also need to be charging points. Someone has to invest in building and powering those points. The “free” market will(really?). Then all you have to go is schedule cars between where they are, the users, the users destinations, and the parking spaces. When the primary destination is still downtown Austin, you have some massive constraints, not magical relief.
Although I don’t work in that area now, I work on computer systems scheduling for 15-years, specializing on at-scale systems. These were airline, banking and transaction systems. That had very similar constraints in so much as they all used run one one or two mainframe systems. I was the lead architect for a system we spent more than 2-years modelling an internet banking system that eventually successfully supported 900,000 concurrent users on two servers. I helped fixed the design and scheduling for a single system that supported 23,000 concurrent users, a record at the time. Before you all say but yeah cloud computing has changed all that, it really hasn’t.
The design and use pattern considerations Roger discussed are key. If you had 100 destinations you’d have removed some of the major bottlenecks, but we don’t. We have the Central Business District. It’s a major constraint and getting people in cars in and out of it no matter how automated the cars are will have the same fundamental problems and constraints. Anyone who says otherwise really doesn’t understand the problem.
It’s true, as automated cars become standard features of our cities, it will be easier and easier to write the scheduling rules to make them work within the unique constraints each city has. Austin will have more than many cities constraints because of the sprawl, because of the access road problems, and especially if we have not viable alternatives.
On the “self driving” Mercedes observation, I had never thought of trying this.
As we approach the holiday season, I am reminded to check the American Way magazine to see if they’ve updated their advice about Deep Vein Thrombosis, aka DVT. My legs are sore from Sundays race, so better safe than sorry.
Looks like I’m still in with a chance to win the 100,000 award miles for my letter to the editor last month, after all they have not changed the advice. Here is what I wrote:
I’m in 22a of AA 1149, I’ve been here for about 3.5 hours since boarding. The guy in the exit row seat in front, despite a polite request, refuses to put his seat upright.
The space left between us is so small, I can only use my laptop as an oversize MP3 player, lid closed. I’ve read American Way cover to cover and it’s a great issue.
I did though find the diagrams for avoiding DVT hilarious. I can barely do the ankle rotations in the space I have, knee/chest lifts even knee lifts are simply not possibly. Perhaps you could update the diagrams?
Yours, 3-million miler(almost) 6ft triathlete with a 35 inch waist…
and yes, the following illustration is still there in the December 2014 issue.
One of the problems we have, that comes from growth is so many places are having infrastructure work. Google are all over south Austin laying underground conduit for fiber optic cables, mostly though they are not the problem, apart from a half day here or there where the close off a lane.
The RapidBus dedicated lanes have caused some problems downtown, but slowly people have got used to not using the bus lanes, although you still see the occasional complete screw-up with cars stuck in the bus lane, usually turning into the lane too quickly to make a left or right turn, and then along comes the bus.
However, at least as noted before, what we have downtown is a really poor planning and implementation of the infrastructure work. As I said in this post back in January, This is another example of small city planning, big city desires. Lavaca St a core south/north route has now been effectively reduced to one lane for the most part of 18-months.
Google maps unfortunately has some gaps, but streetview shows last year, with a picture from this morning. I wrote to city planning today, but I’m guessing there will be some plausible reason.
The city needs to take control, there needs to be better coordination, less adhoc, private work, traffic lane planning and so on. I’d even have the city coordinate through the special events office to make sure that even temporary closure of roads to move cranes, scaffolding and other large construction materials in and out are coordinated. Finally, I’d implement a series of fines for companies that over run on repairs, irrespective of whom they are working for, or what the reason was.
Congestion has a very real financial impact, if Austin really wants to be a big city, it has to start acting like one.
April 2013 Before the chaos
April 2014 The bus lane goes in the roadworks start
Feb. 2014 Roadworks seriously overrunning
June 2014 – Clear for the summer when no one is around
Irrespective of f the rail bond passes today, this is where I’d be spending money in the next few years, make a serious attempt of creating an inclusive, flexible work hours business environment and it won’t cost $1.4 billion.
However, if you sit down and do the numbers, what you’ll see is apart from I35, which I’ll come back to in a later post, almost none of the roads are at or near capacity. What Austin has, in a commuter traffic problem. This matches exactly my anecdotal experiences.
I took this picture this morning after my run. The traffic wasn’t there at 7:15 a.m. an it was gone a 9:15 a.m. South 1st was blocked all the way from City Hall, to up past W Oltorf. I’m sure the same would have been true on North and South Lamar; South Congress, Mopac, I35, East Riverside et al.
This is key when it comes to today’s vote on the rail and road bond. If you vote for the bond, what you are in essence be approving is a route that is a hail mary pass where we have to see significant growth to give the trains any real passengers outside of commute time. Even at commute time it’s not entirely clear that the ridership will meet the targets that Project Connect have claimed will be achieved.
This is why route selection is vital. On Sunday I was cycling up on Parmer Lane. I had to stop where the Red Line aka Metrorail crosses Parmer just west of R620. As the train passed, I strained to see the passengers, there were none. Even if the current proposal passes, this is likely to be a regular scene, since for the most part, apart from the medical buildings, the train doesn’t go where anyone will want to go during the day, unless the growth comes with the train.
If the route doesn’t get the riders, isn’t seen as a viable benefit to the city for the cost, it is highly unlikely that other bonds will be approved off the back of what will be seen as another expensive rail project.
The route isn’t going to reduce congestion at commute time, it will simply encourage more growth and more sprawl. Julio Gonzalez Altamirano has a great summary of all the issues, but even he, along with both the proponents and critics have not discussed or talked about is the cultural issue of commuting at the same time.
Austin, Texas embodies an almost macho, work at all costs, be in early culture. It may not represent Texas, but it’s much worse here than almost anywhere else that I’ve worked(London, New York, Moscow, Berlin, Beijing). We are in the middle of the country, so we have timezone drift from both the east coast and the west coast. It’s not unusual to have calls at 7 a.m., meetings regularly start at 8 a.m. That has a massive impact on families, getting kids to school, getting to work.
Lately I’ve been tracking my commute times. I live in the central downtown and work in Round Rock, a 20-mile drive. I try to work at home Fridays, and every now and again I bike home from work and then the next day, bike back.
Over the past month, whenever I can I’ve been leaving my drive to work until after 9:30 a.m. I have been using the AUTOMATIC driving app for a year or so, it makes it easy to look at your driving, trips, times and speed etc.
Trying to get out of my road anytime after 7:30 a.m. gets difficult, the traffic is streaming 2-lanes north towards downtown. It stays that way until 9 a.m. or so. The reverse is true in the evening.
Getting through downtown, a distance of just 2-miles can add 8-minutes to my commute time. However, if I leave outside the peak commute times, I can easily make it to work in less than 30-minutes, because apart from the downtown commute there really isn’t any traffic, even on I35, unless you are coming south from Pfllugerville, Round Rock and further afield.
It would seem to me, tackling this wouldn’t be free, but encouraging flexible working would be a great start. Sure, lots of businesses like schools, restaurants and other service based organizations need to have set hours staffed, and can’t have everyone show up at 9:15, but even they can be more flexible at setting roster times.
Flexible working has a large number of direct benefits, but also avoids the roads becoming clogged up all the time, with the noise, smell and cost associated with that. Even if you could extend the commute by just 45-minutes it would significantly reduce the actual congestion.
For the individual, it comes with a load of benefits, with flexible work schedules, employers also get a significant benefit. But when it come down to it, flexible working is about trust. Are Austin businesses ready to trust and encourage employees? And are Austinites prepared to shift their schedules?
Irrespective of if the rail bond passes today, this is where I’d be spending money in the next few years, make a serious attempt of creating an inclusive, flexible work hours business environment and it won’t cost $1.4 billion.