City Life

Five months after Gov. Hochul tried to kill congestion pricing under the guise of a "temporary pause," she threw herself a celebratory press conference on Thursday to announce the toll's return early next year at $9.

As Hochul told it, in June she "stood up on behalf of hard working families and simply said, 'No, no to a new $15 congestion toll.'" As for the "working families" who rely on the train and the bus to get to work — also known as 90 percent of commuters into the Manhattan central business district — Hochul declined to brag about how she said "yes" to traffic in front of those buses and "no" to new subway elevators, trains and upgraded train signals.

She argued that a $15 toll is too high for drivers, so she gave them a 40-percent discount. And Long Island Rail Road and Metro-North customers? No such discount — those suckers are still paying roughly $15 per day in fares.

Highway construction is a very big business. Nationally, the United States spends nearly $150 billion per year on road and highway construction, an amount that has increased by almost 50 percent in the past five years. The highway-building bureaucracy has created a powerful and well-organized political machine that mobilizes construction companies, engineering firms, truckers, and local business boosters. Politicians are always keen to take credit at ribbon-cuttings. Highway departments routinely shortchange maintenance to cobble together funding for massive empire-building highway and bridge projects.

In pursuit of these goals, highway agencies depend on traffic models. These models are bewilderingly complex, their results are offered with false certainty, and when they are challenged in court, judges routinely defer to “agency expertise.” To understand how these impenetrable models work, let alone contest their accuracy or validity, is a daunting task. The models thus serve as powerful technocratic weapons in securing funding, dismissing environmental concerns, and blocking outside scrutiny. Concrete keeps pouring into new highway lanes, regardless of their utility for drivers or their damage to the world around them.

Without the ability to interact with one another, we also lose the ability to care for one another. Seeing your neighbor on a run at the park or the neighborhood convenience store; bumping into friends at the local coffee shop; the casual conversations that happen while waiting for the bus, the library, or even the neighborhood bar. These moments of interaction, though seemingly small, are key to our wellbeing, or lack of it.

cross-posted from: https://lemmy.ml/post/21083492

tl;dw they made some sensible cost cutting measures to create a nice tram system cheaply in a small city.

tldw Hamburg wanted to build an urban highway network, but it wasn't complete and they built some nice things in the space left over.

Published in Transportation Research Record: Journal of the Transportation Research Board, the study analyzed data collected among riders in three metropolitan regions — the San Francisco Bay Area, San Diego, and Los Angeles and Orange counties — between Nov. 2018 and Nov. 2019. The data set consisted of 7,333 ride-hailing trips by 2,458 respondents.

About 47% of the trips replaced a public transit, carpool, walking or cycling trip. An additional 5.8% of trips represented “induced travel,” meaning the person would not have made the trip were an Uber or Lyft unavailable. This suggests ride-hailing often tends to replace most sustainable transportation modes and leads to additional vehicle miles traveled.

We predicted the amount, share, and value of land dedicated to roadways within and across 316 U.S. primary metropolitan statistical areas. Despite the amount and value of land dedicated to roadways, our study provides the first such estimate across a broad range of metropolitan areas. Our basic approach was to estimate roadway widths using a 10% sample of widths provided by the Highway Performance Monitoring System and apply our estimates to the rest of the roadway system. Multiplying estimated widths by segment length and netting out double counting at intersections provided estimates of land area. We also matched roadway segments and areas to existing land value estimates and satellite-based measures of urbanized land. We found that a little less than a quarter of urbanized land—roughly the size of West Virginia—was dedicated to roadway. This land was worth around $4.1 trillion in 2016 and had an annualized value that was higher than the total variable costs of the trucking sector and the total annual federal, state, and local expenditures on roadways. Conducting a back-of-the-envelope cost–benefit analysis, we found that the country likely has too much land dedicated to urban roads.

Banksy’s hope, it is understood, is that the uplifting works cheer ­people with a moment of unexpected ­amusement, as well as to ­gently underline the human capacity for ­creative play, rather than for destruction and negativity.

Some recent theorising about the deeper significance of each new image has been way too involved, Banksy’s support organisation, Pest Control Office, has indicated.

A contractor, who only wanted to give his name as Marc, told PA they were planning to pull the billboard down on Monday and had removed it early in case someone “rips it down and leaves it unsafe”.

He said: “We’ll store that bit [the artwork] in our yard to see if anyone collects it but if not it’ll go in a skip. I’ve been told to keep it careful in case he wants it.”

See source article for more details and great pics of the current art campaign.