Tag Archives: roads

Mapping every road in the United States

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The United States has a lot of roads and you can see them all on these state and national maps:

Roads, it turns out, are fantastic indicators of geographies, as evidenced by Fathom’s All Streets series of posters. A few years ago the Boston design studio released All Streets, a detailed look at all the streets in the United States. The team has since produced a set of All Streets for individual states and countries.

Using data from the U.S. Census Bureau’s TIGER/Line data files (Open Maps for other countries), the designers are able to paint a clear picture of where our infrastructure bumps into nature-made dead ends. In states like North Dakota and Iowa you see flat expanses of grids. Nebraska has a dense set of roads in the east near its more populated cities that dissipates as you head west towards the rural Sandhills prairie. A dark spot near the southern tip of Nevada punctuates the otherwise desert-heavy state, conversely, the Adirondack mountain range provides an expanse of white in a dark stretch of New York roads.

I do find the smaller maps or smaller scale views more interesting because they do show some differences. Looking at the national level doesn’t reveal all that much because we are now used to such images based on infrastructure and big data, whether based on cell phone coverage or interstates or lights seen from space or population distributions.

I could see hanging one of these – perhaps the Illinois version?

The county with the worst roads for traveling in the Chicago region

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The Chicago Metropolitan Agency for Planning has a new data tool online and it provides insights into the commuting experiences of Chicago area residents:

CMAP planners say it’s time to “get people excited about data.” The hope is CMAP’s constituents — Cook, DuPage, Kane, Kendall, Lake, McHenry, and Will counties — will use the facts to understand why certain projects deserve prioritization and funding. To access the data, go to http://www.cmap.illinois.gov/mobility/explore…

To that end, a section on ride quality includes detailed maps measuring pavement conditions on both expressways and major roads. A snapshot of counties’ ride quality on major roads puts Cook County with a 47 percent rating compared to 72 percent in DuPage, 80 percent in Kane and 83 percent in Lake and 90 percent in McHenry.

Other data available includes stats on bridges in need of repair, pavement quality, the number of passengers boarding at Metra and CTA stops and the worst railway crossings for delays in the region — FYI, it’s on Chicago’s South Side at Morgan Street and Pershing Road with 3,194 vehicles delayed a day.

Taken cumulatively, the website sends a message that the region’s infrastructure needs more capital to avoid gridlock, stagnant transit and deteriorating roads. The warning is timely, with a new governor in Springfield and a push for state and federal multiyear capital programs.

Two things strike me as interesting:

1. I always like the idea of putting more data into people’s hands. Commuting is a common experience and one that people would probably want to see improved. However, without data that moves behind individual and/or anecdotal evidence, it is hard to have conversations about the bigger picture in the region.

2. Some people may like data but it is another thing to translate that data access into collective action. Assuming that some people go to this site, will they then take an interest in infrastructure projects? Will they contact political officials? Will they vote differently? How exactly CMAP goes about putting this data into action is worth paying attention to.

The difficulties in finding out the most popular street name in the United States

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FiveThirtyEight tries to find out the most common street name in the US and this leads to comparing Census information from 1993 with a Reddit user’s work:

The chart on Reddit that sparked your question looks very different from the 1993 list of most common street names from the Census Bureau.

Why, for example are there 3,238 extra Main streets in that chart compared with the census records in 1993? To find out, I got in touch with “darinhq,” whose name is Darin Hawley when he’s not producing charts on Reddit. After speaking to him, I think there are three explanations for the difference between his chart and the official data.

First, some new streets may have been built over the past 20 years (Hawley used 2013 census data to make his chart). Second, some streets may have changed their names: If a little town grows, it might change the name of its principal street from Tumbleweed Lane to Main Street.

Third, I don’t know how the Census Bureau produced its 1993 list (I asked, and a spokesperson told me the researcher who made it can’t recall his methodology), so Hawley might have simply used a different methodology to produce his chart. Because I wasn’t able to find any data on the frequency that American streets are renamed or the rate at which new streets are being built, I’m going to stake my money on this third explanation. Hawley told me that he counted “Main St N” and “N Main St” as two separate streets in his data. If the Census Bureau counted them as just one street, that could account for the difference.

That’s not the only executive decision Hawley made when he was summarizing this data. He set a minimum of how far away one Elm Street in Maine had to be from another Elm Street in Maine to qualify as two separate streets. That’s a problem because streets can break and resume in unexpected ways.

In other words, getting an answer requires making some judgment calls with the available data. While this is the sort of question that exemplifies the intriguing things we can all learn from the Internet, it is also a question that likely isn’t important enough to spend a lot of time with it. As an urban sociologist, this is an interesting question but what would I learn from the frequencies of street names? What hypothesis could I test? It might roughly tell us the names that Americans give to roads. What we value may just be reflected in these road names. For example, the Census data suggests that numbered streets and references to nature dominate the top 20. Does this mean we like order (a pragmatic approach) and idyllic yet vague nature terms (park, view, lake, tree names) over other things? Yet, the list has limitations as these communities and roads were built at different times, roads can be renamed, and we do have to make judgment calls about what specifies separate streets.

Two other thoughts:

1. The Census researcher who did this back in the early 1990s can’t remember the methodology. Why wasn’t it part of the report?

2. Is this something that would be best left up to marketers (who might find some advertising value in this) or GIS firms (who have access to comprehensive map data)?

Local governments staring at higher salt prices ahead of winter

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The supply of salt is tight, leading to higher prices for local governments:

Replenishing stockpiles is proving challenging, especially for some Midwestern states, after salt supplies were depleted to tame icy roads last winter. And price increases of at least 20 percent have been common in places including Boston and Raleigh, North Carolina…

Some local governments are avoiding the problem thanks to multi-year contracts or secured bids. Chicago, for example, used roughly three times more salt last winter — 436,000 tons — than it did in 2012-2013, but the city has locked-in rates based on a contract negotiated a few years ago.

Other states aren’t so lucky.

In Ohio, where more than 1 million tons of salt was used on state roads last year — a nearly 60 percent increase over the average — last year’s average price was $35 per ton. This year, 15 counties received bids of more than $100 per ton, and 10 counties received no bids from suppliers…

For road officials, that translates into having to conserve and be creative. In many places, brine is added to salt to boost its effectiveness. Officials also are buying trucks that can, among other things, spread salt in the morning and clean streets later in the day.

I’m sure a lot of these governments are hoping for less-than-normal snowfalls. At the same time, it is also a good time for creative solutions to getting snow and ice off roads. I hope the long-term answer isn’t what we often saw in northern Indiana: just don’t completely clear the roads at all during the winter. This may have been due to the higher amounts of snowfall due to lake effect snow on the east side of Lake Michigan and it wasn’t terrible because of a lack of hill. Still, such a general strategy would slow down a lot of road travel.

I haven’t seen this suggested anywhere but is anyone thinking of some sort of special and/or temporary tax to cover road salt? These are public roads and the funds have to come from somewhere. Such ploys wouldn’t be popular with motorists but it could be more desirable than taking your life into your hands anytime driving during the winter.

“Road diets” improve safety

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The US Department of Transportation is recommending “road diets” – limiting the width of roads and reducing lanes – to improve safety on the roads:

Earlier this week, the U.S. Department of Transportation announced an 18-month campaign to improve road safety across the country. One of the things DOT plans to do is create a guide to “road diets” that it will distribute to communities and local governments. DOT says that road diets can reduce traffic crashes by an average of 29 percent, and that in some smaller towns the design approach can cut crashes nearly in half…

The result was a much safer road. In small urban areas (say, populations around 17,000, with traffic volumes up to 12,000 cars a day), post-road diet crashes dropped about 47 percent. In larger metros (with populations around 269,000 and up to 24,000 daily cars), the crash reduction was roughly 19 percent. The combined estimate from all the best studies predicted that accidents would decline 29 percent, on average, after a four-to-three-lane road diet—DOT’s reported figure.

These benefits alone would be enough to merit more road diets, but there were plenty of others. Bicycle and pedestrian traffic tends to soar at these sites, as the recaptured road space gives way to bike lanes or street parking that provides a sidewalk buffer from moving traffic or crossing islands, and as vehicle speeds decline (especially for high-end speeders going more than 5 miles per hour over the limit). Traffic volumes, meanwhile, typically stay even in such a corridor: some drivers diverted to other parts of the street network, while the rest quickly soak up any vacated space.

Best of all, these kinds of changes don’t cost much. When timed with regular road maintenance and re-paving, road diet policies require little more than the paint needed to re-stripe lanes. They’re about as cheap and cost-effective as infrastructure improvements get, which has led some to wonder why the technique isn’t used more widely.

This is counterintuitive: many people would guess that adding lanes to roads makes driving better. I would guess many people fed up with traffic in their community wouldn’t immediately support road diets. Yet, evidence consistently suggests that adding lanes attracts more traffic and that narrow roads prompt drivers to pay more attention and reduce their speed.

The City of Wheaton introduced this years ago on Main Street. The road used to have two narrow lanes in each direction between the railroad tracks and Cole Avenue but this was changed to two lanes in each direction with a median/turn lane. Traffic today seems to move just fine and the median/turn lane helps isolate turns and limit situations where big vehicles in small lanes presented hazards.

Building the world’s next 15.5 million miles of roads accounting for environmental concerns

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Here is a quick look at the massive road-building in the world’s future:

According to a 2013 study by the International Energy Agency (pdf), humans are going to pave 15.5 million miles of road by 2050. Ninety percent of this is expected to take place in developing countries.

The researchers approached the problem initially by making two base maps. The first rated the world’s environmental value pixel by pixel taking into consideration things like biodiversity and proximity to protected areas. Using similar estimations they made another map that showed economic value of future roads based on the agricultural value of the lands they connected. (The maps to the left show each value in isolation.) Then, the researchers analyzed the overlap between the two layers.

The result is a color-coded map of ecological and economic value. Greener pixels indicate more environmental value, while red means there’s money in the banana stand. Darker pixels represent potential areas of conflict, where both values are high.

road-world

Of course, the assumption that environmental concerns should be taken into account when building roads is an interesting one. A good argument can be made that quickly building roads and ignoring environmental concerns will eventually lead to other increased problems down the road, including possibly declining productivity and growth. However, the short-term demand for economic growth in first-world or third-world countries is often a powerful motivating force. Roads are so basic to trade and movement of people that inevitably some roads will be constructed with less than ideal consequences for the environment.

Man fills Chicago potholes with mosaic art

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Chicago has had plenty of potholes in recent months and one man has taken to filling a few potholes with art:

The perfect pothole might not exist for many people — but for mosaic artist Jim Bachor, it’s one with a nice oval shape. Bachor began filling those potholes a little more than a year ago, after one in front of his house became a hassle.

Bachor doesn’t just fill them with cement, though. He’s turned pothole-filling into a public art project — one with a sense of humor. He fills them with mosaics.

“I just think it’s fun to add that little bit of spark into (an) issue that people moan about,” says the Chicago resident, whose work also hangs in galleries. He was first drawn to the ancient art form because of its ability to last.

With orange cones and vests displaying his last name, Bachor and his helpers look official enough to shut down a street section to work on filling a pothole.

Bachor uses the Chicago city flag design in his pothole art. Some versions hold phone numbers to local auto repair shops, while others simply read “POTHOLE.” His most recent installment north of downtown Chicago — “(hash)21914” — pokes fun at the huge number of potholes that exist in the city.

Public art that also helps the city fulfill one of its basic duties. How long until he is shut down for not filling potholes to standards or because it leaves the city liable?

It would be interesting to test the durability of mosaics in potholes. Given their construction with numerous small pieces, wouldn’t they be particularly susceptible to pressure, water, and freezing? I suspect there are much better ways to address potholes but they may not look as good or have any moxie.

Another take on “Dead End: Suburban Sprawl”

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Here is an excerpt from a new book where the author suggests suburban sprawl has reached the end of the road:

Despite the struggles of the 1970s, or perhaps because of them, sprawl moved on. It spread over wider territories. It mutated into new forms. The eye was assaulted by landscapes never seen before. Fields of McMansions sprang up in the countryside, gated communities cowered behind stucco walls, office towers were sprinkled among parking lots…

These toll lanes were quickly dubbed Lexus lanes, and they deserve the name. A study showed that drivers with incomes above $100,000 were four times more likely than those who earn less than $40,000 to have used the toll lanes on their last trip. Tolls can reach levels that seem astronomical to drivers accustomed to free interstates, yet they rarely bring in enough money to pay back the cost of construction. Most Lexus lanes need heavy subsidies.

Highways are thus segregated by economic class, much like suburban neighborhoods. Lexus lanes, by design, serve a minority—if most of the cars were in the pay lanes, the free lanes would move at the speed limit and there would be no reason to pay. The tolls are primarily an allocation mechanism, and only incidentally a source of revenue. Their purpose is to deter those less able to pay from using the new lanes. Those wealthy enough to afford the tolls bypass the traffic jams, while everyone backed up on the free lanes gets to pay the bills…

Only the tightening of land use regulation in the nimby era can explain the falloff in construction of apartment houses. Their builders face stricter zoning, growth controls, and aroused neighbors.

It would be interesting to see the unique argument of this new book because this excerpt puts together a number of the complaints about suburban sprawl that have been around for decades: roads are expensive and wasteful as regulations and taxes encouraged driving, promoting bigger single-family homes leads to more private lives marked by NIMBYism and increased consumption, and all of this led to a housing bubble and economic crisis. Perhaps the new argument – hinted at in this excerpt – is that the pace of all of this really picked up from the 1970s through the early 2000s. Sure, American suburbs existed before then but even the post-World War II exemplars, the Levittowns, had much smaller housing and were denser compared to the far-flung new waves of suburban development of recent decades.

Why is Chicago building a new roadway between the Loop and Chinatown?

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The Chicago Tribune presented this headline yesterday: “Mayor proposes new roadway between downtown, Chinatown.” When I first saw this, I thought this might be something along the lines of the Crosstown Expressway, a major new arterial roadway connecting two areas. However, the article seems to emphasize the importance of safety:

The $62 million project, called the Wells-Wentworth Connector, would also realign Wentworth Avenue between Archer and Cermak roads to bring this section of Wentworth in line with the portion of Wentworth south of Cermak, according to the Chicago Department of Transportation.

The Wentworth-Cermak intersection, which jogs in an offset alignment, contributes to a high number of crashes, according to a city analysis…

In Chinatown, the southern end of the new arterial road would offer access to the Dan Ryan Expressway, according to the city’s Central Area Action Plan, a list of proposals and specific projects, along with their construction timetables and estimated costs…

The city has slowly been planning improvements for more than a decade to boost safety and reduce traffic congestion in the area, especially among vehicles exiting the Ryan ramps at Cermak. In April 2008, a semitrailer truck that had just exited the Ryan barreled through a crowded intersection and slammed into the Cermak-Chinatown station, killing two people and injuring 21.

Improving a dangerous intersection, particularly in a higher-pedestrian area, would be helpful. It sounds like Wells and Wentworth could be connected between Roosevelt and 18th Street, providing another north-south route. Yet, the city’s explanation of the rationales for this change hint at another important factor:

1. Improved safety for vehicles, pedestrians and bicyclists. Within a wide study area, the offset intersection at Wentworth and Cermak had the highest number of crashes of any other intersection. In comparison, the number was almost double the number of crashes occuring at the intersection of the Dan Ryan off-ramps with Cermak. The realignment of Wentworth at Cermak is required to facilitate safer connections for all modes of traffic.

2. Construction of a new north-south collector street (Wells Wentworth) . This will allow for improved traffic flow throughout both TIF Redevelopment Areas by creating a coordinated series of intersections, as well as provide or improve pedestrian connectivity within the two project areas and to nearby destinations such as the new Ping Tom Park Fieldhouse, the proposed new Chinatown Library, the existing commercial areas, and transit stops.

3. Significant redevelopment opportunities. Improved connectivity between the Loop, the two TIF Redevelopment Areas, and the surrounding communities will promote the redevelopment of vacant land and expand economic development opportunites.

So the real reason may not be safety or providing another north-south thoroughfare to help relieve traffic. The primary reason, as it often is with urban changes, is development which means money and profits. Safety is good but safety plus new developments that bring in new money are even better. There is money to be made with a new street.

Look for glow-in-the-dark roads

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Lights along roads can cost quite a bit of money so why not use glow-in-the-dark road markings?

Light-absorbing glow-in-the-dark road markings have replaced streetlights on a 500m stretch of highway in the Netherlands…

One Netherlands news report said, “It looks like you are driving through a fairytale,” which pretty much sums up this extraordinary project. The design studio like to bring technology and design to the real world, with practical and beautiful results…

Part of that vision included weather markings — snowdrops, for instance, would appear when the temperature reached a certain level. For now though, the 500m stretch of the N329 highway in Oss features only the glow-in-the-dark road markings, created using a photo-luminescent powder integrated into the road paint, developed in conjunction with road construction company Heijmans.

Roosegaarde told Wired.co.uk Heijmans had managed to take its luminescence to the extreme — “it’s almost radioactive”, said Roosegaarde. You can get some sense of that in this embedded tweet, which appears to show three stripes of varying shades of radioactive green along both the highway’s edges.

Sounds pretty interesting, particularly if the markings can last long-term. I suggested something like this a few months ago to combat the issue of snow covering lines in parking lots.