Tag: Roads

The Conspiracy Line

 

By the 1960s, of the hundreds of streetcar lines that had once been a primary mode of transportation in cities and suburbs across the United States in the first half of the 20th century, only a small fraction still operated, and usually only in city centers. Competition from automobiles and buses was one cause for declining ridership of streetcars, and supposedly the costs of installing and maintaining lines was higher than costs associated with infrastructure for cars and buses. The history of what happened in the major mid-century makeover of American urban mass transit is muddled, and one explanation for it that keeps popping up has to do with the machinations of the automobile manufacturers, chiefly General Motors (GM).

 

The idea springs from how GM bought out streetcar lines around the country, and then dismantled the lines, junked the streetcars, and signed city governments to contracts for purchase and ongoing use of the buses GM manufactured. GM also sold cars to urban and suburban commuters who found themselves with fewer alternatives than they had before the 1920s, when the streetcar lines were still thriving. That’s a neat story, and it certainly fits in with the behavior we have come to expect of large corporations and the executives who run them, but in this case it turns out to be a little too neat and only partially true.

Purchase Street, New Bedford, Mass (68412)
A postcard circa 1930-1945 depicts Purchase Street in New Bedford, Massachusetts. Photo from the Boston Public Library Tichnor Brothers collection.

Market forces generated by consumer preferences played the greatest part in the decline of ridership on streetcar lines starting in the 1920s and accelerating through the next quarter century. The streetcar lines were privately owned and the companies bore the costs of maintaining the tracks they operated on and other infrastructure costs, even though they used the same publicly maintained roads as buses and cars. The streetcar lines were more and more at a competitive disadvantage as public money benefited those other modes of transportation and as consumers came to prefer the relative freedom of driving their own cars or taking buses that weren’t restricted to tracks.

Comforting as it might be to blame the automobile and gasoline industries for ripping up streetcar tracks around the nation, depriving commuters of a useful commuting option, the truth in this case is that the public shoulders the greater responsibility. Individual consumers operating in their own self-interest took advantage of cheap gasoline and publicly financed road building, such as the interstate highway system started in the 1950s, to buy at least one car for every household. In most cities, taxpayers balked at public ownership of the streetcar lines, a move which would have saved many of the lines from the corporate scavenging that ultimately killed them off. In other words, GM and other auto and gas corporate interests didn’t precipitate the demise of the streetcar lines, but neither did they mourn their loss, and ultimately, of course, GM and the others profited greatly from the makeover of the American transportation system.

By the time of the 1959 release of Alfred Hitchcock’s North by Northwest, the streets of Manhattan were dominated by vehicular traffic, and mass transit options for New Yorkers were limited to subways and buses. Bernard Herrmann composed the music for the film, and Saul Bass designed the titles. The director makes his cameo appearance at the end of the title sequence.

More than a half century after streetcars were all but wiped off the map in America, they are coming back in spots like Brooklyn, driven by the desire of some people to get around town without the hassles of car ownership, the pollution of cars and buses, the blight of enormous parking lots, and the swallowing up of green spaces for more roads to alleviate the congestion on existing roads, only to have the new roads fill up as well. Streetcars powered by electricity generate pollution at a remove, to be sure, but as more power plants use renewable energy sources, that problem should lessen. Meanwhile, building out more mass transit infrastructure should take off the road some of the oversized vehicles too many Americans appear to love, and which the automobile makers and the fossil fuel industry love turning out for them since they are highly profitable. It has taken a century for Americans to learn anew the value of mass transit options like streetcars, and perhaps soon, before we reach the end of the line, gridlock on the roads will clear, and so will the air everywhere.
— Vita

 

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The Limits of Unlimited

 

Wireless carriers like to offer “unlimited” data plans to customers, and as they currently configure their plans they truly are unlimited, but a wary customer would be wise to check the fine print anyway. The typical wireless data plan for a monthly billing cycle offers a little over 20 GigaBytes (GB) at the fastest speed available, and thereafter throttles the customer down to slower speeds. The customer still has access to wireless data for the remainder of the billing cycle, though at a reduced speed that can sometimes make using the internet frustrating, or practically impossible at the worst. That satisfies the letter of an “unlimited” offering, if not the spirit.

 

BuffetLunchConference
A buffet lunch at a conference in November 2017. Photo by Raysonho.

Characterizing a wireless unlimited data plan as an “all you can eat” buffet misses the mark because most people can and do find ways to use more data as the carriers offer more, while their capacity for gorging on more pasta or Chinese food really does have limits. Wireless data, and broadband service generally, is more like the road system in that with greater capacity comes greater traffic. Build it and they will come, as it were.

The next generation of wireless data will be 5G, available in some areas of the country starting in 2019. The speed and capacity of the 5G network is supposed to be ten to a hundred times greater than the current standard of 4G. Supposedly it will be competitive with wired broadband service. That’s a good thing, and it’s likely that carriers may be able to offer “unlimited” data plans that will be closer to the true meaning of the word, as in “without limits”. There’s reason for skepticism, however, if we recall the highway model for wireless broadband service rather than the buffet model.

 

In the buffet model, 5G service would expand the size of the restaurant, increasing the seating capacity, and the servers would never allow any of the foods at the buffet to be completely depleted without quickly replenishing them. That doesn’t mean that the average customer will magically be able to eat more in this roomier restaurant with lightning quick service. In the highway model, 5G service will amount to more and wider lanes that will allow traffic to move faster, at least until the improved highway fills up and the increased traffic slows everyone down again because people use the increased capacity to drive more.

Las Vegas -Traffic
Bumper to bumper traffic in Las Vegas, Nevada, in May 2008. Photo by Erum Patel.

Like a city with a highly developed road network, a 5G wireless network will attract manufacturers who will make things for people to use in taking advantage of the excellent new service. For 5G that means expanding use of Internet of Things (IoT) devices and, eventually, self-driving vehicles. Those expanded uses will fill the capacity of the new network, making any carrier’s offer of unlimited data plans to consumers again a proposition that will likely be restrained in the fine print. The carriers like using the word “unlimited” in attracting customers, however, since they know customers can no more resist the fantasy of unlimited data than they can resist an “all you can eat” buffet, regardless of the reality of limited capacity.
— Techly

 

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Not All That Clear-Cut

 

An owner of a new house on a lot where the builder saved one or more mature trees, rather than clear-cutting the property prior to construction, may be dismayed after a few years to see some or all of those trees dying back from the tops of their crowns. The homeowner may never make the connection to soil compaction caused by heavy construction equipment running over the root zone of the trees and how that adversely affects them all the way to their tops. Typically soil compaction damage to roots of large trees takes several years to show up, and by then the realtor, the developer, and the builder have moved on, taking with them the extra money engendered by the higher value sale of a house lot with mature trees. Sometimes those parties are themselves ignorant of the horticultural damage, though they really should educate themselves.

 

Roots encased in compacted soil have difficulty growing through it in search of nutrients, they may have been crushed or otherwise injured during the initial period of insult, and they may rot from sitting in water because compacted soil does not drain well. After a few years of this, the constricted roots can no longer push nutrients and water to the top of a large tree, and the top dies back. Sometimes the shortened tree continues living, although it may never be as vigorous as it was prior to construction. A tree with a restricted, sickly root system is also susceptible to toppling in a storm, the same as if its roots had been rudely shortened in a trenching operation. Suddenly that gloriously arching old oak tree providing shade and grandeur for the house 10 or 20 feet away is no longer an asset but a risk haunting the homeowner’s property. Removing the tree safely before it topples and causes catastrophic damage to life and limb is an expensive proposition.

RaccoonFamilyInCherryTreeAtNight
A mother raccoon and her four kits eating cherries from a suburban backyard cherry tree at night in Burnaby, British Columbia, Canada. Raccoons have proven highly adaptable to habitats modified by humans, moving from the wilderness to the city and everything in between. Photo by AndrewBrownsword.

Unless the builder is serious about protecting the roots of trees on a house lot by cordoning off an area extending at least as far the drip lines of the trees and not running heavy equipment there, excavating there, or piling soil there, then it would be better to cut the trees down and start fresh with new plantings once construction is complete. A similar policy applies to clear-cutting trees from a woodland, though many people who are adamantly opposed to the practice may not want to hear it. As long as trees need to be cut down for timber to build houses and for pulp in the manufacture of paper products, there are only a limited number of ways of going about it. There are ways that are heedless of the surrounding environment, such as cutting trees around water bodies and on slopes without regard to controlling erosion, and there are ways which take into account the land’s recovery, such as leaving trees standing in riparian buffer zones and leaving behind some slash – material like branches and hollow logs – to help control erosion.

 

Logging in the Ochocos circa 1900
A logging scene in the Ochoco Mountains, Crook County, Oregon, circa 1900. Logging without heavy mechanical equipment was lighter on the land, but little consideration was given at the time to erosion control, reforestation, or lowering the impact of road construction. This photo is part of a collection at the Bowman Historical Museum, Crook County, Oregon.

Why not leave some mature trees standing here and there throughout the logged area? For the same reason of soil compaction that confronts the house builder who has to take extraordinary measures to sufficiently protect the roots of mature trees in order to preserve them, rather than just going through the motions. A clear-cut area often looks like a moonscape for a few years until new growth takes over, and its appearance would no doubt be improved by a remnant of mature trees, but ultimately a sensitivity about appearances may not prove to be in the best interest of the trees themselves. Ultimately where logging has to be done to provide the paper products and building materials nearly everyone uses, it may be best to get in and get out, employing best practices to control erosion, perhaps repairing soil compaction where possible, and then either replanting or allowing the land to regenerate new growth on its own. After that, leave the land alone for a generation or more. Hand-wringing about the removal of trees may be a satisfying demonstration of environmental sensitivity, but unless it is accompanied by an understanding of best practices in pursuit of necessary economic activity, it is best not undertaken by those living in wood houses.
— Izzy

 

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Zippity Doo Dah

 

In a perfect world where people are always well-behaved and courteous and the bluebird of happiness accompanies them throughout their day, the zipper merge would work as harmoniously as traffic engineers envision it working. In practice, the zipper merge rarely works well, and instead it becomes a place where jerks can take advantage of the polite behavior of others in order to cut in line. Everyone who drives is familiar with the traffic setup, but not everyone may be acquainted with the term “zipper merge”.

 

A zipper merge refers to the area of road where one or more lanes end, and all traffic must move into the remaining open lane or lanes, such as in a construction zone. A similar situation presents itself where one lane of a road becomes an exit, with warning signs posted that the lane is for exiting only. Traffic engineers refer to these areas as zipper merges because ideally that is how they want drivers to conduct themselves where a lane closes down or where an exit lane is about to leave the main roadway. Like a closing zipper, cars in adjacent lanes should politely alternate merging together into the one open lane, making use of the closing lane as much as possible.

Construction Barrels (14173532670)
Every driver recognizes these orange barrels as the lane markers in road construction zones, but not every driver reacts to them the same way, much as traffic engineers would like them to.

It’s a neat theory, and when it works as proposed it is a fine thing. “After you, sir.” “No, I insist, madam, you go first.” “Ah, very well, I shall do so then, and a fine day to you, sir.” “My pleasure, madam.” And a tip of the hat to you, too. Usually, however, most drivers who see the warning signs about a lane closure will move over to the through lane early, queuing up. The zipper merge happens in a sense, but farther back from the closure than engineers envisioned it. This polite behavior by most drivers is admirable because it invokes the manners ingrained in many people from early in life, but it has the effect of leaving a stretch of open road in the closing lane, and that is a temptation for jerks.

Not all drivers who take advantage of the open lane are jerks in their own eyes, because it is as hard for a jerk to recognize his own jerky behavior as it is for a fish to understand it is swimming in water. There are many rationalizations available to jerks, after all, the most prominent one provided by the traffic engineers who designed this scenario. The jerk reasons as he zips past everyone waiting patiently in line and then cuts in at the front “We’re supposed to use all of the closing lane up until the very end, but the idiot sheep lined up over there don’t understand that!” he would be more hesitant to try the same maneuver in a long store checkout line, but here in this situation traffic engineers have by default endorsed predatory driving, and therefore the jerk sees it as okay.

The exit lane situation is designed into the roadway, rather than being an ad hoc situation due to construction, but it promotes the same kind of selfish behavior. A multiple lane road in town loses one lane to an exit, and at times when the traffic is heavy there may be a long line of slowly moving cars in the lane which will eventually veer off the main road. The opportunistic jerk assesses the situation and, instead of dropping into line at the back, where cars are moving slowly and obviously intend to exit, continues at speed in the lane adjacent to the exit lane until he sees his opening near the front, shortly before the exit lane leaves the road, and swoops in, as often as not using his turn signal, as if that made his shark move alright. “Hey, I’m signaling! Let me in!”

There’s not much that can safely be done about zipper merge jerk behavior other than rage against it or hope that traffic engineers get their heads out of the clouds and figure out a better way to design merge zones, one that takes into account actual human behavior in the real world. Tom and Ray Magliozzi, the auto mechanic brothers who conducted the Car Talk call-in radio program on NPR until 2012, when elder brother Tom’s failing health forced them to discontinue the show, had a caller on one show that they reran in 2015 who had a question for them about using the open lane in a zipper merge. The show was Episode 1538: “Aberrant Behavior Syndrome”, and the caller was Brian, from Kentucky, who called in at about the 11:30 mark of the show. Brian wasn’t absolutely a jerk, even if he did rationalize using the open portion of a closing lane at the expense of his fellow drivers, but Tom and Ray – especially Tom – set him straight in a most definitive and entertaining manner, and their reasoning goes beyond the misconceptions of traffic engineers and the pushiness of jerks who look out only for themselves.
— Ed.

 

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My Way or the Highway

 

While infrastructure in the United States crumbles from neglect and is starved of public funds needed for its repair, the owners of sports teams seem to have little trouble extracting public funds for what are ultimately private facilities. Most new stadiums, arenas, and ballparks are financed with a mixture of private and public funds, and when a municipality refuses to throw taxpayer money into the pot, team owners threaten and cajole until they either get their way or successfully shop their team to another municipality that will contribute financing to their liking. It’s a corrupt bargain, and the benefits of a new facility for the municipality are not nearly as great as city and team officials would conjure when they are selling the plan to taxpayers.

 

Colosseum in Rome-April 2007-1- copie 2B
The Colosseum in Rome, Italy, at dusk in April 2007; photo by Diliff. The ancient Romans had their bread and circuses, too, but they built things to last.
The National Football League’s Raiders, after long negotiations with Oakland city officials in which the city was prepared to bend over backwards to keep the Raiders, but refused to contribute taxpayer money for a new stadium, will move sometime within the next few years to Las Vegas, Nevada, where city officials bent over backwards and kicked in taxpayer money to help build the team a new stadium. Once the new stadium is built, it won’t be named for the good people of Las Vegas, or the Raiders, or even the team’s owner, Mark Davis, but for a corporation, in the form of advertising sold as naming rights. Tickets and concession stand items for a family of four can cost over two hundred dollars for an afternoon or evening of entertainment. Add to that a higher tax bill for years to come to pay off a luxury with nebulous benefits for the fans and the city, all of it ultimately benefiting a handful of team owners and banks, and it’s a wonder ordinary people put up with it.

 

But put up with it they do and, remarkably, mostly without complaint. People are so rabidly engrossed in their sports team affiliations that they allow greedy team owners and craven city officials to raid the public treasury to finance luxurious private facilities, the revenues from which will mostly go to others, and little to the taxpayers. The ordinary people allow this while they themselves depend on roads, bridges, water supplies, and public facilities that are neglected, derelict embarrassments. They point with a kind of perverse civic pride instead to the new, billion dollar plus stadium or arena or ballpark in their city, a facility which isn’t even their own, despite having helped pay for it. Why do they care a great deal about something that means little, when all about them meaningful things crumble to dust?

 

Through the middle years of the twentieth century, Americans built the great hydroelectric dams and the major roads, including the interstate highway system we rely on still today. In those years, three of the four major sports – football, basketball, and hockey – were peripheral to the lives of most people. Only baseball took a central place, and even it wasn’t the enormous business it is today, with billions of dollars at stake. What changed all that?
Aqueduct of Segovia 02
Aqueduct of Segovia, Spain; photo by Bernard Gagnon.

 

Television and mass media played a part, starting in the 1950s and gathering momentum and power through subsequent decades. The NFL Super Bowl, inaugurated in 1967, is now annually the most watched television event. The next day at work, people buzz with their co-workers about the Super Bowl commercials. Another factor is the lack of civic involvement people feel, particularly in big cities. The 1950s and 1960s gave rise not only to mass media, but mass man and woman as well. Faceless cogs in the corporate machine. One person’s lonely voice doesn’t matter. You can’t fight city hall, and the Chief Executive Officer of your company is out of reach.

 

Via appia
Remains of the Via Appia (Appian Way) in Rome, Italy, near Quarto Miglio; photo by Kleuske.
But you can sing your team’s fight song from your seat in it’s sparkling new stadium, the stadium you may have grumbled about having to pay for, but in the end you didn’t speak up and object. It’s your team, after all, one of the few things you have left to cling to in this uncertain world. Try taking your enormous foam hand with the forefinger raised in a “We’re Number 1” gesture and going to a nearby highway overpass, one where the concrete has crumbled away in spots, exposing the rusting reinforcing bars, and sit underneath that bridge on the sloping concrete revetment, with your enormous foam finger in your team’s colors, and start pointing out to passing motorists the decay all around you, and see where that gets you.
― Ed.

 

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Salting the Earth

 

“Carthago delenda est!” [Carthage must be destroyed!] ― Cato the Elder

 

The National Weather Service has forecast an ice storm for the central United States this weekend. Road crews will most likely treat the roads with a brine solution before the storm arrives, and in case ice accumulates nevertheless, they will return to treat the roads with rock salt, sand, and possibly other materials to increase traction for motor vehicles and rid the roads of ice. What happens to all that salt after the storm, and how does it affect roadside plants, soil, and the water table?

Salt from Timbuktu
Blocks of salt from Timbuktu; photo by Robin Elaine.

Salt Crystals
Salt crystals; photo by Mark Schellhase.

Some of the salt dilutes with water from the ice and atomizes into droplets that passing vehicles spray onto roadside plants. The damage can most easily be seen in early spring as plants and trees sprout new foliage which may suffer from scorching on the side that received the salt spray. Most of the salt runs off into the soil and the water table near the road, where it can cause a number of problems, including interfering with water uptake by plants and contaminating residential and agricultural wells. Some salt migrates into city water supplies.
Excessive salt has long been known as a detriment to agriculture. Plants show little need for salt, while animals can’t live without it. Our word “salary” is rooted in the Latin term for salt, which indicates its crucial importance to everyday life for people. It’s ironic then that poor fertilization and irrigation practices can lead to the salinization and ultimate abandonment of agricultural land. With population growth come more roads and development into the countryside, taking over or abutting traditionally agricultural land, and consequently adding more salt to the environment.

Salt from Berchtesgaden
Salt from a mine near Berchtesgaden, Germany; 1951 photo by Roger McLassus.

Some localities across the nation have been experimenting with alternatives to use of rock salt exclusively, such as mixing in cheese brine, beet juice, or sugarcane molasses. Whether or not these alternatives ultimately prove as effective as rock salt and comparable in cost, for auto drivers who need to get out and about in an ice storm personal safety understandably comes first and environmental effects second, or even third after reckoning the tax bill for materials and labor. Considering all that, we might reflect how Cato the Elder’s oft invoked exhortation to vanquish the Carthaginians at any cost led after many years to civil war and then to the dubious distinction of empire, and we might then note how a relentless quest for domination of our perceived foes, in nature or otherwise, as often as not has unintended consequences and unfortunate side effects for ourselves.
― Izzy

 

 

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