<p style="text-indent: 0.25in; line-height: 200%" class="ecxMsoNormal"> <span>As I began to type this, I was on a Greyhound bus somewhere in southern Ontario, on the first leg of my return from Toronto (where I have spent the past year getting an extra degree) to the United States. <span> </span>As I type, it occurs to me to ask myself: what are the interests of the long-distance bus rider?<span> </span>Are they the same as users of other forms of public transit, or closer to those of drivers and truckers?<span> </span>My short answer to these questions is: a little of both.</span> </p>
I began to type this, I was on a Greyhound bus somewhere in southern Ontario,
on the first leg of my return from Toronto (where I have spent the past
year getting an extra
degree) to the United States.
As I type, it occurs to me to ask
myself: what are the interests of the long-distance bus rider? Are
they the same as users of other forms of
public transit, or closer to those of drivers and truckers? My short
answer to these questions is: a little of both.
of all, a bus rider needs good roads: smooth roads that enable him/her
or type without being jolted by stomach-churning bumps. In
this respect, a bus rider is like a
motorist: motorists also value good roads rather than pothole-filled
And certainly a bus
rider places some value on lack of
congestion, though probably less than a motorist. In a bus, I don't
total free flow of traffic, but I do mind congestion sufficiently severe
create enormous delays. Although all bus riders
value on-time performance, I think this is probably somewhat more true
long-distance bus riders than for riders of municipal buses, since the
group is more likely to be stuck on interstate highways where there is
from congestion. (By contrast, if a bus on a downtown street is moving
slowly for your taste, you might be able to get off the bus and start walking to
But in other respects, long-distance
bus riders and municipal bus riders are like pedestrians and users of
transit. For example, even intercity bus riders value public transit, so that once
get in their destination city they can reach a wide variety of destinations within the city.
And ideally, the bus station should be in a walkable area well served by public transit. When I ride a long-distance
bus, I want my bus station to be in a busy neighbourhood where I can
something interesting if I have some spare time. For
example, Toronto's bus station is quite centrally
located, which means I can walk to an enormous variety of destinations.
But in other cities, this is not the case. For example, I was recently
on a bus that stopped at the South Bend, Indiana, airport, which
appeared to be near absolutely nothing. (After checking walkscore.com, I
found that its Walkscore was 11). When I visited Chattanooga some years ago, I noticed that its bus station (also near the airport) is a few blocks away from not only the nearest city bus, but even the nearest sidewalk.
Other bus stations are in truly
scary neighborhoods; St. Louis's bus station appeared to be in one of
the city's large stock of deserted areas. In my experience, this is a
"smart growth vs. sprawl" issue: the most transit and
pedestrian-oriented cities tend to have bus stations closer to downtown,
while declining or sprawling cities tend to have bus stations in less
impressive places. **
able-bodied you are, the degree of hurry you are in, and numerous other
**However, there are plenty of exceptions to this
generalization. For example, Jacksonville's bus station is pretty close to the heart of downtown.
Inclusive Prosperity: No Displacement Necessary
Recent analysis identifies nearly 200 U.S. neighborhoods that have achieved the highly-sought-after goal of increasing the prosperity of residents without displacing the existing community.
Making Healthy Places
The editors of the book "Making Healthy Places," recently published in a second edition by Island Press, discuss the intersections of public health and planning, including key concepts such as green gentrification, health impact assessments, and AI.
Chicago ADUs Concentrated in More Affluent Neighborhoods
An analysis of city-issued permits shows that homeowners in gentrified wards are building accessory dwelling units at much higher rates than those in less well-off communities.
Promoting Diversity in Transit Leadership
Latinos in Transit works to connect and empower people of color to increase diversity in management roles at transit agencies.
A NIMBY Simulator Pokes Fun at All-Too-Real Issues
A classic game gets a sardonic update for the modern world.
Tempe’s Car-Free Developers Headed to Atlanta
Culdesac, developer of a massive no-parking multi-family development in Arizona, is headed to Georgia.
HUD's Office of Policy Development and Research
Smart City Expo World Congress
Daniel R. Mandelker
City of Charleston
City of Crystal River
Sun City Center Community Association, Inc
This six-course series explores essential urban design concepts using open source software and equips planners with the tools they need to participate fully in the urban design process.