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Thoughts about the relationships between transport and the urban area it serves

Archive for the ‘cars’ Category

Drive Time

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I was staggered by the subtitle of this New Yorker essay by Ian Frazier “The surprising pleasures of driving in New York“. It seemed to me unlikely but the claim he makes – that starting with the “improvements” made by Robert Moses “the city has remade itself to favor cars” seems to be borne out by what I read. I have been driven in New York – by taxis and black cars – and the experience has been generally unremarkable. Especially as the flight times for planes leaving New York for Vancouver tend to be very early. But he also describes a multi-car pile-up in a passage that started giving me flashbacks.

Of course I have also ridden the crosstown bus – and the bike share. From what I read on Twitter from @StreetsblogNYC (a walking biking transit advocacy) I am lucky not to have had to deal with NYPD.

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But my intention was mostly to direct you to read the article – and I will throw in a few photos from my flickr stream for good measure. All are locations mentioned in the article

Williamsburg Bridge

The Williamsburg Bridge

Tram mid span
Dramatic angle

59th St – Ed Koch – Queensborough Bridge

FDR Drive

FDR Drive

Brooklyn Bridge roadway

Brooklyn Bridge

Written by Stephen Rees

September 13, 2017 at 5:29 pm

Posted in cars, Traffic, Transportation

Tagged with ,

Reform of ICBC needed

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Screen Shot 2017-07-23 at 5.44.26 PMThe front page of Saturday’s Vancouver Sun was the need to raise insurance rates identified by a leaked report that the BC Liberals asked for, and then kept quiet about. Over the next 24 hours the tone of the Sun story has changed on line since, of course, the corporation (Postmedia) that publishes the Sun supports the BC Liberals. So the banner headline on line now reads “NDP must come clean about plans for ICBC, Liberal Opposition demands” rather than “Huge ICBC rate hikes loom without reform:report”. The report comes from Ernst & Young and is critical of the policies of the BC Liberal government which cross subsidized mandatory basic rates from the profitable optional side.

The report was commissioned by ICBC’s board earlier this year, but was not made public. A copy was leaked to Postmedia News.

While ICBC premiums are among the highest in Canada, the report said, “they are not high enough to cover the true cost of paying claims.”

“More accidents are occurring on B.C.’s roads, and the number and average settlement of claims are increasing. Only recent government intervention has protected B.C. drivers from the currently required 15 per cent to 20 per cent price increases. This rate protection has eroded ICBC’s financial situation to a point where it is not sustainable.

“The average driver in B.C. may need to pay almost $2,000 in annual total premiums for auto insurance by 2019, an increase of 30 per cent over today’s rates,” the report said, adding that assumes that current trends persist, that ICBC is expected to cover its costs from its premiums and that significant reforms are not made.

There are a number of recommendations

The review suggested B.C. could follow the models of New Brunswick, Alberta and parts of Australia by capping payouts for pain and suffering on minor injuries from $4,000 to $9,000, while at the same time increasing accident wage and medical benefits.

It’s also possible to let drivers buy an optional “top-up” coverage that would, in effect, give the drivers back the right to sue to replace any reduced claim money they could have got through the courts.

Minor claims have soared in cost by 365 per cent since 2000 and are eating up 60 per cent of all total injury payouts, says the report. The size of cash settlements for minor injuries is also rising, as is the number of accidents on the road and the cost to fix technology inside modern vehicles.

Of course the Liberals are already accusing the NDP of wanting a “no fault” system – even before the new government has had time to get their feet under the table. The Liberals are also in full damage control mode since it was their decision to cancel photo radar that started the problem. Changing red light cameras to catch speeders would be a relatively easy thing to do, but the real speed problems are out on the open road. The intersection issues arise from contempt for other basic rules of the road, lack of common courtesy and patience, and an almost total absence of common sense.

Unfortunately there is no mention of the interval camera system. This uses existing technology widely used in traffic surveys to match number plates over a fixed distance. The owner of the vehicle gets a ticket when the car has covered the distance between two cameras in much less time than the posted speed limit allows. This system is more effective that the just at this point of the old photo radar – which was housed in a fairly distinctive vehicle, and thus fairly easy to avoid.

I think another reform is not just capping the amount allowed for minor claims, but also banning the present practice of lawyers advertising for claimants and being paid on a share of the payout. The incessant repetition of these ads during the CBC 6pm tv news means I now know them off by heart. And the message is that you can make ICBC increase the payments they offer if you sign on with a the named lawyer. Of course, what it does not say is the increase in the settlement goes to the lawyer and not the plaintiff. I find these practices offensive and they have only been permitted in recent years and should be reversed. It simply wrong to expect to make a profit from the suffering of others – and I think these adverts get very close to encouraging people to exaggerate their claims.

The mismanagement of crown corporations under the previous government is going to take some time to correct. If I were advising the BC Liberals, I would tell them to tone down the attacks, when clearly the current government has to do what it can to sort out the mess the Liberals left behind. The current tone taken by my local MLA Andrew Wilkinson, Liberal MLA for Vancouver-Quilchena is not one that is going to win him much support. Except from Mr Toad who enjoys speeding and relishes crashes as exciting intervals in an otherwise dull existence.

Written by Stephen Rees

July 23, 2017 at 5:48 pm

Granville Island 2040: Phase 3

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I went to the “Open House” on the Granville Island 2040 plan this afternoon. This was not an open house format in any sense I would use. There were three longish identical presentations during the day with an opportunity to ask questions or make comments at the end of each. A few display boards were in the Revue Stage Lobby – so this one was the leftmost of the icons in the image above “Draft Directions”. Apart from these boards, there were no materials being distributed nor is there very much on the Granville Island web page. It may be that the presentation may be made available there later as there was a tv camera pointed at the presenters. I did not stay for the comments and questions.

The theatre was by no means full: I estimate around 70 people were present and I do not include staff or presenters in that number.

The presentation was made by Darryl Condon of the architecture company HMCA retained by CMHC. While there were several others at the two top tables, on the stage, facing the audience none of them gave formal presentations but were available to answer the comments and questions.

I am not going to simply report all of what the presentation covered as I expect that the draft plan will be available in due course. The vision of that plan will include the idea that GI is a “zone of public possibility” which will acknowledge both its history and the collective creative potential of its users. The principles governing the development include

  • public good has priority over market forces
  • an increase in diversity of users
  • social and environmental resilience
  • a place to learn and be challenged

There are others too.

Among the ten key goals are #6. Pop up culture (currently the Island’s offerings are very static) #7. Reduce the dominance of private cars

Strategies

As you might expect I was most interested in what is being termed CarLite. Access is a critical issue, and reducing car use depends on increasing the availability of alternatives. Currently 1/4 of the Island is roadway or parking. There are 980 parking spaces on east side and 300 on the west (Granville Bridge being the middle). There is a declining use of cars to get to GI (increases in walking, cycling and use of ferries were reported in an earlier post) The aim is to make the west side car free, while maintaining access for deliveries, people with disabilities and drop off and pick up of passengers. This is expected to produce more vitality and activity. Many places have already made significant progress in prioritizing pedestrians e.g. The Rocks, Sydney; DUMBO and Times Square, New York. It is also intended to increase the amount of nighttime activity following the examples of Amsterdam (which has a Night Mayor) and Brixton which has a Night Market.

I want to intervene here to point out that despite the commitment to increasing inclusiveness, there was no mention of the very successful Richmond Night Markets.

It was also noted that the present arrangements allow little access to the water, and a number of suggestions were offered as to how to increase this including sales from boats or places to “dip your toes in” False Creek. The Public Market will be expanded to be more than a building: it will become a precinct with open air stalls, food trucks and the like. There is also a commitment to make greater use of the many “in between spaces”. With the reduction of car park spaces, there will be a greater opportunity of large flexible spaces and mixed use.

The two most important pieces from my perspective were what is now being called Alder Bay Bridge

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The display map in the lobby was nothing like the present proposal, which is now designed as both a curve, landing further north west and not crossing at the narrowest point. This will allow for use by pedestrians and cyclists, protect the “sanctity of the green space” and link to an enhanced path along the northern edge of the island.  Examples of curved bridges as art pieces with sculptural quality were shown but not identified.

Frank Ducote photo

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Frank Ducote photo

Two alternatives were shown for an elevator connection to Granville Bridge. The bridge now carries 6 bus routes, with an effective average 2 minute wait time for a bus between GI and downtown, but getting to GI now is actually not that easy. So an elevator to midspan bus stops makes obvious sense. What makes much less sense is the City proposal of a median “greenway” on the bridge. Any pedestrian would, I think, prefer a view of the water and the scenery rather than of lots of traffic. (One idea I have seen that was not shown is a walking deck beneath the car deck.) An elevator to a median bus stop would require structural alterations to the bridge. So if there were two elevators, one for each direction of bus service, they could be built outboard of the structure. They might even be temporary initially as a proof of concept, but more elaborately could include a wider sidewalk and bumpout bus stops – again my thoughts not what was shown.
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This was also in the lobby but not mentioned in the presentation.

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This survey was for people who had attended the presentations, and will not be on line for long. But CMHC is encouraging further input

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Thanks to Frank Ducote for the pictures taken of the presentation

UPDATE May 24, 2016

The final report is now available as a pdf file. The elevator is in but only one and to the median of the bridge – assuming the City goes ahead with its middle of the road greenway. The new pedestrian/ bike bridge on the eastern with its seductive curve is also retained: a straight bridge would be a lot cheaper but would bring more through movement to an area current Island workers want kept quiet. Except for shows and concerts, outside of working hours.  The Olympic Line gets a nod but is left up to the City. There is quite a bit about the need to generate revenue and no expectation of more federal funds.

Written by Stephen Rees

December 3, 2016 at 6:08 pm

Study: ‘It’s hard to beat gasoline’ on Air Quality

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I saw this on Planetizen and couldn’t resist the video

Now, we don’t have much ethanol around here, and the electricity we use is mostly  from existing hydro. So some of these results from the US don’t exactly translate here. So if you can afford a Tesla, go right ahead and don’t worry about those “electric cars are not so green” articles. The only time we use dirty, coal fired electricity is when our generating capacity is stretched at peak periods. Charge up your car overnight with a clear conscience.

The ethanol they refer to is E85 (85% of the fuel is ethanol): the most we use is 5 to 10%. At one time this was only true of so called premium fuels. Now it is not unusual to see ethanol in regular fuel and you may have to buy premium to avoid it. Most cars, of course, do not need premium fuel.

While hybrid cars do cut fuel consumption, this gets negated pretty quickly if you drive with a lead foot, or use a vehicle much bigger than you need. A smart car is going to use less gas than a giant SUV or truck, even if they are hybrids. And simple precautions like checking your tire pressures and not hauling a load of junk in your trunk will also cut your fuel consumption. Walking, cycling and transit (even if it is a diesel bus) are all better for the environment – and your own health.

Published on 15 Dec 2014

Life cycle air quality impacts of conventional and alternative light-duty transportation in the United States

Authors: Christopher W. Tessum, Jason D. Hill, and Julian D. Marshall

Published in the Proceedings of the National Academy of Sciences of the U.S.A.

Full text is openly available at: www.pnas.org/cgi/doi/10.1073/pnas.140685­3111

 

Why are Roads different to Transit?

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One of the twitter responses I got to my last post

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Now I must admit that even when I was with Translink – many years ago now – I was not required to do much about the Major Road Network (MRN). It exists because the province was going to download some provincial highways and bridges to the municipalities  anyway. So if they all joined up into Translink they would have access to some of the new funding that was to come with the new authority. The only exception was the City of Vancouver which did not have any provincial highways within it to be downloaded. Fortunately one of the strongest proponents of the new authority was Councillor George Puil, and he came up with the formula that persuaded Vancouver that being part of the MRN would be a Good Idea. Some roads within Vancouver are now identified as part of the regional MRN.

You can refer to Translink’s web site for more information (and a map) which also includes the rather odd list of bridges, one they built themselves – partly paid for by tolls – to replace the free Albion Ferry, two important links that cross municipal boundaries and one bizarre little ancient wooden swing bridge wholly inside Delta. Oddly the Annacis Swing Bridge which connects Delta’s Annacis Island to New Westminster – and also carries the Southern Railway of BC – remains with the province even though the road it carries is not a provincial highway either. Basically the Knight St and Patullo Bridges were overdue for expensive upgrades so the province was eager to get rid of them.

Translink committed to spend $45m on the MRN this year – which out of a total spending of ~$1.4b is not a very large amount. Translink does not itself have any operational involvement – all of that spending is passed through the municipalities and nearly always on jointly funded projects. The MRN is actually run by a committee made up of the Chief Engineers of each of the municipalities, with Translink providing administrative support. Day to day management and operations remain with the municipalities. For cities like Vancouver and New Westminster there is no real interest, or opportunity, for major capacity expansions. The cities are built out and land acquisition costs are huge. And as Seattle is learning (and Boston learnt) tunnelling for additional freeway capacity is not only expensive but very risky. The only real stumbling block has been the lack of willingness to give up road space to more efficient modes. There are no busways here – and very few dedicated separate cycling facilities. No one has ever seriously considered here what the French call “the art of insertion” (link to presentation) to devote more of the space between building frontages of a street to wider sidewalks, tram tracks or dedicated exclusive bus lanes.

It must also be noticed that municipalities themselves do not spend very much on new road building. A lot of new roads get added to the network every year, and “improvements” are made to the existing roads, by developers – or by cities thanks to development cost charges. Many major developments are made conditional upon increases to local network capacity. No-one, so far as I am aware, ever does any examination of the combined network effects of these developments.

The big spender on roads in the region is the province. While other jurisdictions have cut back on road spending to free up funds for more efficient and environmentally friendly public transport, BC continues throw billions at freeways and other major highway expenditures. It has never suggested that any of these projects be subject to dedicated funding – or referenda of local populations. It is merely continuing with business as usual – blacktop politics has long dominated the BC agenda. In part this is due to the fact that BC only has one major urban metropolis. The Ministry of Transportation is in reality the Ministry of Highways since no other mode grabs the attention of the provincial politicians in quite the same way. BC Ferries, of course, being a whole ‘nother topic best left for another day.

The reasons the province gives for its obsession with road construction is always framed in the context of jobs and the economy. It is always referred to as an “investment” which sounds so much less profligate than “spending”. In urban areas like the Lower Mainland it has also been tied to the port – the “Gateway” – even though the vast majority of the import and export tonnage moved through the Port of Vancouver moves inland by railway – and probably increasingly by pipeline in the future.

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INSERT The Port of Metro Vancouver has recently announced that it is changing the way it licences trucks that serve the Port. Apparently there are too many of them. Of course none of this was ever anticipated the Gateway proponents and their demands for a much wider Port Mann Bridge and the South Fraser Perimeter Road

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In reality, the major growth in traffic on these new roads is single occupant cars and trucks used as cars. Traffic in urban areas expands and contracts to fill the space available – and this induced traffic is seen long before land use changes add their contribution to congestion. Which in any event is not an all day or everyday phenomenon. Most roads, much of the time, have spare capacity. Like the parking lots, they are overbuilt to meet the peak need and the rest of the time are underutilised. It was ever thus.

It is very significant I think that only two new major bridges have been funded by tolls in recent years – and in both cases revenues have been below forecast. Gordon Campbell early on decided to court popularity by cancelling the tolls on the Coquihalla Highway and no-one has ever seriously suggested tolling elsewhere, though a P3 on the Sea to Sky uses “shadow tolls” to calculate payments to the contractor.  User pay is a prerequisite for transit – and ferries. On highways and bridges, not so much.

Written by Stephen Rees

December 15, 2014 at 3:30 pm

Auto Production Sets New Record, Fleet Surpasses 1 Billion Mark

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This is a Press Release from the Worldwatch Institute that I got by email “for immediate release”. I wonder how much attention this will get in the Main Stream Media. Or environmental news outlets for that matter. [UPDATE After 24 hours Google News shows exactly two results for this story.] We have certainly seen a lot about how we have reached “peak car” in the US and Canada, but by no means in the rest of the world. What also seems to be missing from this release is how many new cars sit unsold in Europe and North America. By the way, when you drive past the Fraser Wharves car terminal in Richmond (Steveston Highway near Silver City) it is very noticeable how few cars there are now compared to recent years. There are space to lease signs, and containers stored there too.

Fiumicino aerial

New Worldwatch Institute study examines global motorization trends

Washington, D.C.—-Global production of automobiles keeps rising to new heights. London-based IHS Automotive puts light vehicle (passenger car and light-duty truck) production in 2013 at 84.7 million, up from 81.5 million in 2012. The world’s fleet of light-duty vehicles now surpasses 1 billion-one per seven people, writes Senior Researcher Michael Renner in the Worldwatch Institute’s latest Vital Signs Online trend (www.worldwatch.org).

Five countries account for the production of 60 percent of all light vehicles worldwide. China produced a stunning 20.9 million vehicles in 2013. The United States (10.9 million), Japan (9 million), Germany (5.6 million), and South Korea (4.5 million) follow at a considerable distance.

The United States has long been the world leader in motorization. The number of all motor vehicles per 1,000 people there rose to a peak of 844 in 2007. If all countries had the same car density relative to population as the United States does, there would be 4.4 billion motor vehicles worldwide-more than four times the actual fleet.

There are signs, however, that motorization in the United States may finally have peaked. Almost one in ten U.S. households-9.2 percent in 2012-does not have a vehicle, up from 8.9 percent in 2005. In dense cities, the figure is much higher. In 2012, just over 56 percent of households in New York City, for example, did not own a vehicle. But many other U.S. cities lack the density, public transportation systems, walkability, and other factors necessary to make this a viable option.

Vehicle fleets have either stopped growing or are growing very slowly in countries like Germany, France, Japan, and Canada. In many emerging economies, however, fleets continue to expand rapidly. The number of cars on China’s roads skyrocketed from 3.8 million in 2000 to 43.2 million in 2011, and the country now has the third largest fleet in the world, after the United States and Japan. Russia’s fleet grew from 20.4 million to 36.4 million during the same period of time. Brazil’s fleet almost doubled, from 15.4 million to 27.4 million. India’s nearly tripled, from 5.2 million to 14.2 million.

Higher fuel efficiency is needed to limit automobiles’ contribution to air pollution and greenhouse gas emissions. The current global average fuel consumption for all light-duty vehicles is 7.2 liters per 100 kilometers. The Global Fuel Economy Initiative aims for a 50 percent improvement by 2050, but current trends fall short of achieving this goal.

According to IHS Automotive, worldwide production of electric vehicles (battery electric and plug-in hybrids) has expanded from 13,866 in 2010 to 242,075 in 2013. The company forecasts production of slightly more than 403,000 vehicles in 2014, up 67 percent from 2013. The number of electric cars on the world’s roads has increased from nearly 100,000 at the beginning of 2012 to 405,000 units at the start of 2014. Most of the cars are in the United States (174,000), Japan (68,000), and China (45,000).

Alternative vehicles are slowly making inroads, but they are not yet significantly altering the resource and environmental impacts of automobiles. As electric vehicles become more numerous, a critical issue will be the source of the electricity that they run on-will it be generated from fossil fuels or from renewable energy?

Written by Stephen Rees

June 24, 2014 at 11:43 am

Posted in cars

Tagged with

Roma

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This is the third, and final, instalment on my trip to Italy. And, as is common to blogs, it’s backwards, in that Rome is where our trip began.

On the way from the gate where we got off the plane, to the baggage carousel, there were all kinds of the usual retail opportunities that airports offer, and, indeed, depend upon. One of them was for the mobile phone company TIM, that internet research had shown to offer the best value for what I wanted. I bought a SIM card for my smart phone. It cost me 30€ ($46.87) of which about half was prepaid for calls, and the rest for 2G of high speed data (and unlimited low speed thereafter) and unlimited texts for the month. I think. The clerk’s English was barely adequate and all the documentation is, of course, is Italian. I was given documents to sign, and I though I was saying I did NOT want adverts by text. But it was the reverse. I got a daily barrage of incomprehensible offers by text from TIM the whole month. But now I was not dependent on wifi, and could access the internet anywhere. My phone also has Word Lens that is supposed to translate signs and stuff, and was almost entirely useless. I needed something to translate the translations. More than once I was glad of the data link to access Google Maps and sort out not just where we were but what direction we ought to head off in. It also meant that when I booked our trip to Venice, all I had to do was show the conductor on the trains the automated text message the FS system had sent me.

We were picked up from the airport by prior arrangement, and the journey into Rome was one of the scariest experiences I have had in a motor vehicle short of actually being in a collision. Afterwards we solemnly abandoned any thought of renting a car in Italy.

Roman parking

This is on the street where we rented an apartment. This car is not pulling out of a side street. It is parked. It is not unusual to see cars parked on the corner. They more usually park at an angle. The corner is usually the only place where there is a space to park. As pedestrians, we found that we were always taking what in a Canadian context would be very risky activity. If you wait at the curb, cars do not stop. You have to step into the traffic to show you are serious about crossing. Even then, motorcycles and scooters will simply weave around you as you cross. Fortunately many roads are narrow and often parked up on both sides. Most urban areas have one way streets, which result in much faster speeds.

Tiber embankment

Testaccio used to be part of the ancient Roman port facilities. It was redeveloped at the end of the 19th century as an industrial area with workers’ housing, and hosted the city’s slaughterhouse.

The river was prone to flooding, and the embankment process greatly reduced access to the waterside. Look at the height of the embankment and imagine that imposed on the Richmond dykes: or the waterfronts of Vancouver. Rome had to face floods every spring as it is surrounded by mountains – as we are. The rich lived on the hills: the ghetto regularly got flooded. That changed at the end of the nineteenth century for them. I suspect that it will have to change for us too, and in much shorter order than we are currently contemplating.

Riparian cycle track

Trastevere, on the other side of the Tiber, has this two way cycle and pedestrian trail. I was lucky to be able to catch a cyclist actually using it. The Lonely Planet Guide has this to say about cycling “The centre of Rome doesn’t lend itself to cycling: there are steep hills, treacherous cobbled roads and the traffic is terrible.”

City Bikesharing

We saw several of these stations, but never any bikes. The only information I can find on line is entirely negative. There were no bikes in 2011 either. Lonely Planet does not mention bikesharing.

Ancient Rome is still in the centre of the City and most is unrestored ruins. This is the Forum – a view taken from Il Vittoriano. What is very noticeable about this view of the Eternal City is the amount of tree canopy, and the absence of modern high rise buildings.

Centro Storico

Pedestrian street

There is a connected network of these streets across the Centro Storico.

Pop up road closure

I would like to see greater use of these barriers to car use in more cities. Robson St might be a suitable candidate, with trolleybus activation of barriers/signals.

Protected two way bike lane, Testaccio

Our neighbourhood had seen some traffic calming with this protected bike lane, and bumpouts for pedestrian crossings. Though you will note the pedestrian taking the more direct, diagonal route across the intersection. I did not actually see anyone use the bike lane, but I admire the vertical stanchions along the curb to prevent any danger of dooring.

There are many famous public spaces in Rome. Below is Piazza Navona – which was at that time the subject of some dispute between the authorities and the artists who rely on the tourists for their living.

Piazza Navona

Others are very impressive spaces, but seem to serve very little actual purpose. Or perhaps had one once that has now been lost.

The view from Pincio Hill

This is Piazza del Popolo, once the site of public executions. At least they managed to keep it clear of traffic unlike the similar Place de la Concorde in Paris.

We did use the two line underground Metro. There is a third line now under construction, but progress is slow possibly due to the huge haul of archaeological material uncovered whenever you dig anywhere in Rome. It was reliable in some of the worst traffic disruptions, but not actually pleasant to use due to the crowding and the persistent presence of piano accordion players – some very young children. Begging – and demanding money with menaces at railway stations – is a real problem. We prefer surface travel, but one trip on Tram Number 3 from Piramide (near our apartment) to the Modern Art Gallery at the other end of the line took all morning! Trams do have some exclusive rights of way – but they often have to share them with buses and taxis and seem to have no ability to affect traffic signals.

7029 with bow collector

There are two “albums” on flickr of public transport in general and trams in particular. Rome used to have an extensive tram network, but unlike other cities never abandoned it completely and has upgraded some lines in recent years with modern low floor articulated cars and reserved rights of way. Route 8 through Trastevere is one the better efforts. Our local service, route 3B along Marmorata, was curtailed during our stay due to track maintenance.  We did best by choosing some of the designated express bus routes, which simply stop less often than regular services, rather like the B Line. Bus stops in Rome have very detailed information on them about services – but rarely have real time information. And the sale of bus maps is a commercial activity, not a public service. In the event of service disruptions, having a smart phone was no help as no information was available in English.

We did a lot of walking in Rome. There are lots of parks – Villa Borghese for instance, which is no longer an actual villa just its gardens. And we were next to one of the nicer neighbourhoods, Aventino, sort of a Roman Shaughnessy. So we saw a lot of a relatively small area, and not very much of the rest of the city, apart from one trip out of town to Ostia Antica (fantastic) – and on a our return an overnight stay in Fiumicino, which is not really worth visiting if it were not for the airport. The biggest issue was the tourists. Many more people are travelling these days, especially those from Eastern Europe who were once forbidden to travel but can now afford to do so. They all want to go to the same places, so the Spanish Steps, Trevi Fountain and Mouth of Truth are beseiged all day. Rome of course still attracts pilgrims. If you are not one of those avoid the Vatican on Thursday mornings when the Pope addresses the faithful in St Peter’s Square and the Colosseum on Mondays when it is one of the few sites that is open. And if you have the guide book and it promises you “secrets” you can bet your life every other tourist has the same guidebook in their own language and is headed the same way. How else to explain the line up to peek through the keyhole of a locked door on a monastery – to get as glimpse of the dome of St Peters, more easily seen from a park a few metres away?

They all read the same guide books

Written by Stephen Rees

June 6, 2014 at 3:15 pm