Cities that are serious about reducing carbon pollution from transportation need to promote walking and biking, expand transit and micro-mobility services, manage development, and use pricing to reduce traffic and parking congestion.
Many of these steps are designed to reduce the use of single occupancy cars. At the same time, though, cities will also need to electrify everything that moves, including those passenger cars. Just as our approach to solid waste requires a “reduce, reuse, recycle” approach, city transportation policy needs to pursue a “both-and” strategy. Making it easier to use an electric car does not conflict with encouraging alternative transportation options, any more than making it easier to recycle conflicts with discouraging single-use packaging.
An interview with Matt Cole, conducted before his departure as the President of Cubic Transportation Systems. Interviewed by Gordon Feller, Founder: Meeting of the Minds.
There are multiple definitions out there of “mobility-as-a-service.” These range from some of the early-stage approaches, which focused on subscription plans and pricing, and not necessarily the outcomes. But, in my own view, that approach to “MaaS” was trying to promote all sorts of things that needed to exist in order to enable mobility. My own view is this: we’re working to enable mobility networks in cities and regions that promote journey choices. The emphasis is on journey choices that can range from the most affordable to the most efficient, or the most environmentally sustainable. But the aim is to enable all of the possible journey choices for all of the possible travelers. That means addressing the needs of every customer segment that needs to travel within a given city or region. We’re trying to enable those choices for everyone.
Knowing that flooding is inevitable, we moved forward with developing the Brick Works site by testing new green design features that would mitigate risk and withstand most rain events. Stormwater management ponds collect water from the central parking lot; greenways and other hard surfaces filter sediment in the water before it’s released into the Don River. We also built out the site with wet flood-proofing, which allows water to flow in and out of buildings instead of preventing it from entering. A raised floor made of Cupolex allows water, moisture, and gases to escape from beneath the floor. Elevators default to the second floor, and mechanical systems are located above the projected water level from even the most severe flood. These measures are meant to minimize damage rather than stop the flood, and they were successfully put to the test during spring floods in 2012 and again in 2013.
Governance of Metropolitan Transport: Power, Leadership, and the Essential Art of Building Lasting Alliances
“This whole project started because I saw that almost all presentations at the Transportation Research Board (TRB, one of seven program units of the National Academies of Sciences, Engineering, and Medicine) were about what to do to organize metropolitan transport. But there was very little about how to actually get things done. When I was visiting there, I actually asked the Chair of the TRB’s Executive Committee why, and his answer was ‘How is much more difficult than what.’ And he was right.”
Do you ever wonder what you’re working to achieve with adaptation? Reviews of adaptation plans have revealed that most communities rarely state what their intended objectives are. They look at climate scenarios to protect against, but what level of protection, or what positive outcomes they hope to achieve often remains unsaid.
Think about it: where does the energy come from that powers your desk lamp? Where does the food come from that you are eating while you read this? Where do your staff commute in from? Where does the battery come from that makes your Prius hum? Where are the chips made that make your computer run?
Here are four things I’ve learned about the blind spots we all seem to have in this work of resilience-building and climate adaptation, and how to address them.
Cities and towns across Massachusetts are starting bench programs, and helping seniors to stay active and healthy by making it easier for them to continue walking in their neighborhoods. As with many improvements to the walking environment, small changes can make a big difference in the quality of life for all members of the community.
I see the outcomes of Duke Pond as a representation of the importance of the profession of landscape architecture in today’s world. Once obscured by the glaring light and booming voice long-generated by building architects, landscape architects are steadily emerging as the designers needed to tackle complex 21st century problems. As both leaders and collaborators, their work is addressing the effects of rising sea level on coastal cities, creating multi-modal pedestrian and vehicular transportation systems to reduce carbon emissions, reimagining outdated infrastructure as great urban places, and as with the case of Duke Pond, mitigating the impacts of worsening drought.
AI has enormous potential to improve the lives of billions of people living in cities and facing a multitude of challenges. However, a blind focus on the technological issues is not sufficient. We are already starting to see a moderation of the technocentric view of algorithmic salvation in New York City, which is the first city in the world to appoint a chief algorithm officer.
There are 7 primary forces determining the success of AI, of which technology is just one. Cities must realize that AI is not the quick technological fix that vendors sell. Not everything will be improved by creating more algorithms and technical prowess. We need to develop a more holistic approach to implementing AI in cities in order to harness the immense potential. We need to create a way to consider each of the seven forces when cities plan for the use of AI.
In New Zealand, persistent, concentrated advocacy and legal cases advanced by Māori people are inspiring biocentric policies; that is, those which recognize that people and nature, including living and non-living elements, are part of an interconnected whole. Along the way, tribal leaders and advocates are successfully making the case that nature; whole systems of rivers, lakes, forests, mountains, and more, deserves legal standing to ensure its protection. An early legislative “win” granted personhood status to the Te Urewera forest in 2014, which codified into law these moving lines:
“Te Urewera is ancient and enduring, a fortress of nature, alive with history; its scenery is abundant with mystery, adventure, and remote beauty … Te Urewera has an identity in and of itself, inspiring people to commit to its care.”
The Te Urewera Act of 2014 did more than redefine how a forest would be managed, it pushed forward the practical expression of a new policy paradigm.
Can U.S. cities transform to overcome extreme car dependency?
In summer 2019, two values driven agencies came together to see if they could incentivize change in five cities with the Made to Move Grant program. This innovative, unique, and inspirational partnership between Degree and Blue Zones is awarding $100,000 dollars to each city to redesign their neighborhoods and city-centers for active, healthy lives. The program aims to create model practices and projects that gain the attention of other cities and inspire evolutionary changes to once again focus on places for people, and design accordingly.
Nearly a million people in California receive low quality drinking water from underperforming water systems, which are challenged by drought, overdrafting, and emerging contaminants. Root causes of poor water quality can include inadequate treatment technology, operational issues, and insufficient personnel and financial capacity.
By focusing on small water systems that do have multiple violations, there is opportunity for significant positive impact. Nearly 700,000 Californians are served by small public water systems with one or more water quality violations in the last five years.
Improving water quality is more than choosing a technical solution. Community alignment and support, and political willingness are critical elements that need to be combined with technical solutions to allow systems to thrive.
Shared mobility services have been proposed as a solution to urban congestion. When Uber and Lyft launched a decade ago, proponents of this model of peer-to-peer “ride sharing” claimed it would revolutionize public transportation to the point of replacing it. Opponents of a 2016 ballot measure to fund transit projects in Detroit wrote, “The proposal spends billions on old transit tech like buses and rail while other cities are contracting out transit services to Uber, Lyft, Chariot and others that provide door-to-door service at substantial savings.”
In the meantime, we’ve learned that peer-to-peer ride sharing services, better called ride-hailing services since they primarily function as taxis carrying individual passengers, have made traffic 180 percent worse in some cities. They have over-supplied the market with vehicles that are empty most of the time, on average adding 2.8 miles of traffic for every mile they carry passengers.