Comment on [meme] choochoo
blarghly@lemmy.world 7 hours agoCertainly trains will play a part in a transition away from auto oriented transport systems. But my point is that walking needs to be primary. Every few years the train boosters will say that, for example, a high speed rail project connecting two cities will reduce auto congestion and car dependency. And then it ends up a severely underutilized boondoggle, because the two cities it connects are still auto oriented.
If you have two places that are already pedestrian friendly and which have a high volume of traffic between them, by all means, build a train. But a train that only has stops in a sea of parking lots is not a reasonable infrastructure investment. The surrounding environment must be reformed before the train will see significant use.
wonderingwanderer@sopuli.xyz 7 hours ago
That’s why it needs to be a comprehensive system. Connecting unwalkable cities by long distance, high speed trains wouldn’t be enough to effect the cultural shift necessary, no. But I didn’t say that alone would be enough.
Intercity rail is just one aspect of a comprehensive rail system, which must also include intracity railway infrastructure such as a well-planned metro system. And ideally some local routes that connect outlying suburbs into the main rail network.
All of this is necessary to reduce dependence on automobiles, and to reduce the overall picture to one of its aspects and say that part alone wouldn’t be enough to achieve the goal is honestly not a very good argument.
blarghly@lemmy.world 6 hours ago
Again, I don’t disagree with anything you are saying here. Yes, to overcome auto dependency, we need intercity rail, and yes, we also need intracity transit in the form of busses and trams, etc.
My point is that people overemphasize the importance of large scale transit projects like these for reducing auto dependency, when the most important thing is walkability. Again, you can fill a city with trams and brt lines, but if the city isn’t walkable, no one (or, very few) will use them.
As an example. I am currently living on the outskirts of a small town in Mexico for the winter with a small comminity of other anglophones. Where I am living, our little expat community is able to support a few restaurants, bars, and tightly packed residential communities. About twice per week, I will carpool into the town proper to get some groceries or other supplies and enjoy some of the local life and culture. So in a typical week, I make a total of 2 car trips. I can contrast this with my life in my hometown in the united states, where I would make up to 10 car trips per day in my auto oriented city, going to work, groceries, restaurants, stores, entertainment venues, or friends’ homes. Supposing I average 5 car trips per day in the United States, that is 35 car trips per week. Reducing from 35 car trips per week to 2 is a 95% decrease in auto use. And I do this with not a single thought for reducing my auto dependency or saving the planet - I just do it because the area is walkable, and it is more convenient to walk to places than to drive.
This is why walking should be regarded as the primary mode of transportation that urban reformers should strive for. 90% of car trips in auto oriented areas are made for the hum-drum reasons of daily life - the grocery store, the hardware store, getting the kids from day care, getting a quick meal when you don’t have time to cook, going to the gym, etc. If these things are conveniently within walking distance of peoples’ homes, then they will walk, saving all those car trips. Maybe transit in their city is still sub-par, so they still drive to work every day - they will still significantly reduce their auto use if the area the live in is walkable, and will reduce it more if the area they work in is also walkable. And then, if both home and work are walkable, they will consider the option of taking fast and convenient transit between them.
wonderingwanderer@sopuli.xyz 5 hours ago
That raises another issue which is zoning laws. I addressed that in my other comment too.
Other countries have mixed-use zoning. You can have commercial and residential buildings in the same space. You can even build apartments above restaurants.
In the US, hardly any neighborhood has any businesses within walking distance, and the ones that do usually have a sketchy walk on the side of the road with no sidewalk, and everyone who sees you thinks you’re a junky because “who else would be walking there?”
And then all the businesses are packed into ugly strip malls surrounded by giant parking lots. It’s not an efficient use of space.
In my linked comment, I explained how cultures built around rail systems have mixed-use zoning and less need for parking lots; allowing towns to be built more densely around stations, and contributing to walkability.
Yes, it’s challenging to convert a disperse infrastructure that’s been built around roads and highways into one that’s as efficient and walkable as a rail-based society. I’m not denying that.
I suppose the disconnect is that you’re viewing walkability and railway infrastructure as separate things, and I view them as intrinsically connected. A rail-based infrastructure is inherently more walkable; and a road-based infrastructure is inherently less walkable.