Boston

Which Modes are “Multi-Modal” & Enhance Mobility?

Mon, 27 Jun 2011 16:18:40 -0400

One thing that makes Smart Growth appealing is its language. Terms like “livability” and “transit-oriented development” sound engaging, and “smart” growth is, frankly, self-flattering for its acolytes. On transportation matters, advocates rarely declare their intent to reduce roadway capacity and divert money to transit projects (along with other auto unfriendly policies). Instead, they say they are pursuing a “multi-modal” strategy to promote “transportation choice.”

But what are acceptable modes in a multi-modal strategy? And do all choices equal greater mobility?

In Boston, some enterprising businesses have been renting out Segways – those futuristic, gyro-balanced transporters. Tourists find them easy to ride and extremely convenient for scooting around the historic landmarks on the city’s wide sidewalks. But residents see them as a nuisance, so the 13-member Boston City Council has voted unanimously to ban them from city sidewalks.

The Segway is certainly another mode of travel. Shouldn’t the Boston City Council, which promotes multi-modal transportation, embrace the Segway?

Those favoring the ban don’t necessarily want the Segways to disappear from the city. They want to move them onto roads where tourists unfamiliar with Boston’s road network can jostle with hurried commuters in 4,000 pound cars and even heavier buses and commuter rail cars.

Like cars, Segways provide motorized transport for individuals, and its self-balancing upright design makes it more compact and maneuverable than a bicycle or moped and, thus, more suitable to mix with pedestrians on the sidewalk. And like roads, sidewalks are inherently multi-modal and can accommodate more than just foot traffic.

When planners and progressive politicians bark the virtues of “multi-modal” and “transportation choice,” they are usually just pushing taxes and subsidies for mass transit, especially rail transit. Unfortunately, clever rhetoric too often trumps critical thinking.

For example, light rail transit is considered by many to be the apogee of an urban transportation system, but replacing existing bus lines with rail lines does not necessarily enhance mobility but simply substitutes one form of collective transport for another.

Furthermore, in most communities the only mobility choices people have are private transport (automobiles) or public mass transport (buses or rail). Expanding transportation choices would mean introducing private competition for mass transit services and public support, such as mobility vouchers for low income people, for private transport (e.g., Zipcars or taxis).

As cities continue to face bleak budget forecasts, the costs of different travel modes will remain an important consideration. Because mobility is intricately tied to economic prosperity, it’s equally important to understand which modes enhance mobility and which ones merely give it lip service.

Ed Braddy is the director of the American Dream Coalition, a non-profit organization promoting freedom, mobility and affordable homeownership. He can be reached at 352-281-5817 or at ed@americandreamcoalition.org.

Boston: The Outlier

Wendell Cox — Wed, 23 Mar 2011 00:17:45 -0400

The new 2010 census results for the Boston metropolitan area show the historical core municipality, the city of Boston, increasing its population at a greater rate than that of its suburbs. Thus far, Boston is the only historical core municipality with essentially the same boundaries as in 1950 that has experienced a growth rate greater than the suburbs in the 2000 to 2010 period. Boston grew from 589,000 to 617,000, an increase of 4.8 percent. Even so, the city remained more than 20 percent below its historic peak of 801,000 in 1950. Further, even with its faster growth, the city of Boston captured only 18 percent of the metropolitan area growth between 2000 and 2010. The city of Boston contains 14 percent of the metropolitan area population.

By comparison, the suburbs grew 3.5 percent and accounted for 82 percent of the metropolitan area growth.

Overall, the Boston metropolitan area, which stretches from Massachusetts into New Hampshire grew from 4,391,000 to 4,552,000, for a growth rate of 3.7 percent, approximately one-third of the national growth rate between 2000 and 2010. This growth rate is the same as in Los Angeles and Milwaukee, which were the slowest growing major metropolitan areas (population over 1,000,000) reporting so far, with the exception of Cleveland, Detroit and Pittsburgh, which lost population.

Boston retains its position as the nation’s 10th largest metropolitan area, having passed losing Detroit and been passed by Atlanta.

Altars to Marble Kitchen Counters: Churches Converting to Condos

Andy Sywak — Mon, 28 Jul 2008 12:53:37 -0400

In Boston, 65 parishes have been shuttered since 2004 and 30 have been sold - some to developers. And now, these former neighborhood institutions are becoming something truly unholy - high-priced condominiums. This article in the Boston Globe chronicles the trend. But hey, at least the priests are offering their blessings to these buildings' new uses at the developer's behest.