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Well, I guess it is good that I came back to check in- otherwise it seems that I would be dismissed as "extreme and counter-factual." ;) You're right, I'm not a transportation engineer, or a transportation planner for that matter. But I can actually give a concrete example where a slower system is favored over a faster one because it is more pleasant, and that is the F-line in San Francisco. Non-tourists often choose to ride the streetcar over the faster underground system because you get to see life as it passes, and have fun doing it. Riders from the Castro to the Ferry Building sacrifice 10-15 minutes for the joy of it. Reading back over your blog entry, I actually agree with much of what you're saying. Of course efficiency, speed, and practicality are part of the equation. I just think you're wrong to think Nordahl needed to include the entirety of transit planning in his volume. It is a wonderful book for what it is. Granted, as you say, it may convert a more general audience more than the audience of transit planners and designers, so perhaps it's influence will not be felt where it matters. But I think devoting a book to observing the design details that can make transit more than a from-here-to-there experience is a worthy goal.
Toggle Commented Oct 13, 2009 on the disneyland theory of transit at Human Transit
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Jarrett, I think your arguments are exactly why Nordahl wrote the book in the first place. I think people actually WILL take the slower, more pleasant transit over the faster, less pleasant one (particularly women, who often feel unsafe on buses and subways). It is ridiculous to think of speed as the only issue, because then we end up with very fast transit with very few riders...
Toggle Commented Oct 8, 2009 on the disneyland theory of transit at Human Transit
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