The United States had 2.3 million more workers in 2019 than in 2018, and more than 30 percent of the increase worked at home. This boosted the share of people who worked at home from 5.3 to 5.7 percent.

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Historian Stephen Davies observes that a major pandemic does not “introduce something novel.” Instead, “it accelerates and magnifies trends and processes that were already under way.” It can also bring “a final stop to processes that were already exhausted.” People working at home is an example of a trend that is being accelerated and magnified by the COVID-19 pandemic. Continue reading →

When I was in high school—this would be about 1969—my social studies teacher asked the class to imagine we could design the city of Portland from scratch. What would it look like? I did a few calculations and realized that, if people were packed into higher densities, most of the city could be left as parks and open space. My vision called for a grid of high-rise clusters with a mixture of retail shops and apartments, accompanied by some single-family homes. Each cluster would be surrounded by forests and parks and connected with the others by rail transit so no one would have to drive. Industrial areas would be located in their own clusters.

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It never occurred to me to ask whether people wanted to live in high rises, whether the cost of building housing in high rises would be more than the cost of single-family homes, or whether people would still need cars because they might want to go somewhere not reachable by train. In essence, I had designed the Ideal Communist City as described in a book by that name that was first published in English in 1971. That book was influenced by Swiss architect Le Corbusier’s Radiant City, which he proposed in the 1930s. Planning historian Peter Hall called Corbusier “the Rasputin of urban planning” for his authoritarian views and the ways in which he beguiled and misled generations of urban planners. Continue reading →

In 2005, Kansas City opened its Main Street bus-rapid transit line, one of the first of its kind in the nation. The buses were “branded’ with distinctive paint jobs and, like light rail, stopped less frequently than regular buses, increasing their average speeds. They also ran four times per hour instead of the twice-per-hour schedules of many local buses.

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Sharing lanes with other traffic, the buses didn’t have a dedicated right of way, didn’t require people to pay before they board, didn’t have priority at traffic signals, and didn’t use other advanced technologies. Despite this, the increased frequencies and speeds generated a 50 percent increase in ridership on the route. Continue reading →

The first electric streetcars and the first internal-combustion engine automobiles were first developed just over 130 years ago. Initially, each went about 8 to 10 miles per hour. Today, people routinely drive automobiles at 70 to 80 miles per hour, and some supercars can go well over 200 miles per hour. Meanwhile, according to the American Public Transportation Association, the average speed of streetcars is a whopping 6.9 miles per hour.

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Streetcars were rendered obsolete in 1927 with the introduction of the Twin Coach bus, the first bus that was both cheaper to buy and cheaper to operate than streetcars. Within a decade, half of America’s streetcar systems had converted to buses. The infamous General Motors streetcar conspiracy, which began in 1937, was actually a conspiracy to take business away from Twin Coach buses, not to destroy streetcars which were already rapidly disappearing. By 1974, only six cities still had streetcars, usually because they went through tunnels or used a dedicated right of way not open to buses. Continue reading →