So Bike Cleveland in a couple weeks are having their Bikes N’ Brews event–basically they give you a punch card and you go visit a bunch of local breweries, and when you get back to the afterparty you get a sample from each brewery you managed to visit. It’s something like $25 and 20 miles (if you hit three) or 40 miles (if you hit all five besides the start/end brewery). (And, again, the drinking’s supposed to happen at the end, to be clear…)
It’s kinda unlikely i’ll be able to make it up to Cleveland on Oct. 8, so i started thinking about a Pittsburgh version. Pittsburgh seems to have several more breweries than Cleveland–and the ones in town are significantly closer together, appropriately as Pittsburgh is smaller but significantly more dense than Cleveland, while the outlying ones are much further apart. So you can get four breweries in less than two miles, but it’ll take you over 55 miles to hit all nine stops on this epic Pittsburgh Breweries tour (which is in fact missing a few, because Google Maps can only handle ten stops on a route, and I haven’t made an actual route for this yet). Much like Cleveland’s, this event would showcase some of Pittsburgh’s long-time-favourite and it’s newest bits of bike-friendly infrastructure–and some of its areas most in need of improvement.
If anyone’s interested in making an actual event out of this–especially if you’re affiliated with one of Pittsburgh’s many breweries….–get in touch….
Dr. Heinrich Koppers, a German inventor, developed a process to distill and capture the by-products of coal combustion…. Dr. Koppers developed his new process in Germany, and he was brought to the United States in 1908 by US Steel to build by-product coke oven for its use. As war clouds gathered, Dr Koppers became anxious about mounting anti-German sentiment, the possibility of war, and the seizure of his patents and operations.
Following the German attack on Belgium, the demand for the by-products of Dr Koppers’ ovens skyrocketed. “With the advent of war came the realization that the striking power of a nation in modern warfare is largely determined by it supply of coke.…Altogether the company played a most important part in the successful prosecution of the world conflict.”
In 1915, the Mellons moved in, reorganized, and effectively secured control of the company, leaving the inventor with a 20% share. When the United States declared war on Germany, the Koppers Company, undoubtedly motivated by the deepest patriotic sentiment, notified Attorney General Palmer of the German inventor’s stake-holding, whereby his share was confiscated and sold at auction to the sole bidder — the Mellon interests.
— McCollester, The Point of Pittsburgh, citing David Koskoff’s The Mellons: Chronicle of America’s Richest Family and Frank Harper’s Pittsburgh of today: Its resources and people.
At the moment I need clothes hangers, but in general, where in Pittsburgh do you go to buy small items for your home that isn’t a major national chain store?
My only requirement is that it be somewhere I can reasonably reach by bike from Oakland. My default pretty much since it opened has been the Target in East Liberty*, but if there’s an alternative I’m not thinking of I’d love to hear about it…
* to be clear, I am perfectly happy to shop at Target; I absolutely am not boycotting them. But as a general rule I prefer to support local business when possible, and got to wondering if it is in this case…
I favour the reducing of fares as much as possible. However, as I’m sure you’re aware, certain long distance (especially suburban commuter) routes cost significantly more to operate, and it is substantially unfair to those who live in and near the City to be forced to once again subsidize exurban riders. I am also concerned about the impact of eliminating the Downtown free-fare zone on the elderly, disabled, and others who use it to bridge the gap between one side of Downtown and the other.Consider, for one, the rider who takes a bus in from lower Greenfield Avenue, planning to transfer to, say, the 12 to McKnight Road. Without the free-fare zone, they are faced with either a double transfer or a long walk from Allies or Fourth Avenue to Liberty and Seventh. With it, a rider who doesn’t feel like making the walk doesn’t have to worry about whether they can pay for the transfer or whether the farebox will accurately credit multiple transfers against their card.
I would much rather see the zone system recalibrated so that it has less impact on lower-income communities such as McKeesport and Clairton while not further privileging suburban commuters.
I am generally opposed to a surcharge for using cash, as those who are using cash are often either infrequent riders or those who can least afford (in terms of money or time) the outlay to acquire a special farecard. However, I do recognize that it does cost extra for PAT to process and handle cash, and so I am not strongly opposed to a minimal cash surcharge that allows the system to recoup that cost.
I am strongly opposed to a fee to acquire a farecard, especially in concert with a cash surcharge. If there must be a fee to recover the cost of stocking vending machines, it again should be as little as possible, and not charged at in-person service centers, groceries and other sales agents, etc. (Additionally, there should be many more such sales agents–Giant Eagle is still not as ubiquitous as they’d like to think they are…–and either the hours of the Downtown Service Center should be massively increased or it should be possible to handle farecard problems at other locations or remotely. I know of too many people who’ve had problems with their farecards but because they don’t work Downtown or don’t work a standard 9-to-5 (or both) can’t get to the DSC to resolve the problem without making special arrangements.)
I am especially opposed to any fee to transfer lines, especially if there is any movement toward more trunk-and-feeder systems. Transfer fees disincentivize riding, especially along feeders; even a trip from the Hill to the Strip can require multiple routes, and if it costs yet more to ride just because there isn’t a single vehicle that makes the trip, it will further encourage driving for trips that shouldn’t need it. (Or, as Jarrett Walker puts it, Charging for connections is insane.)
Regarding light-rail proof-of-payment, I strongly endorse PPT’s concerns about enforcement. Especially in light of the multiple recent violent incidents involving PAT Police and related agencies, PAT must tread very, very carefully when considering expanded policing on and around its system.
Not only am I strongly in favour of the day-pass idea, it should be automatic. Rather than forcing someone to purchase a day-pass special, if a card user uses their card more than some number X (2? 3?) times in a day, further rides should be free. If someone realizes on their way home from work that they need to stop at the grocery store, they shouldn’t have to worry about how much more they’ll need to pay in bus fare–it should just work. Similarly for weekly, monthly, and especially annual passes; individuals should not be denied the benefit of being able to pay for 11 monthly passes and get the 12th free just because they don’t have nearly $1,100 in the bank at one time… if you buy eleven monthly passes in a row, the twelfth should just be free, whether or not you paid for them all at once.
If, like me, you’ve ever wondered where some of the Pittsburgh region’s odder town boundary lines came from…
“Here is a town dependent on one of the great industries of America, which has profited by brilliant invention, by organizing genius, by a national policy of tariff protection. It was studied at the close of one of the longest periods of prosperity known by our generation. What has that prosperity brought to the rank and file of the people whose waking hours are put into the industry?”
…Around the turn of the [20th] century, creative political gerrymandering carved wealthy supervisory and professional enclaves that garnered the taxes paid by industrial properties, leaving the more densely populated working-class districts with school and borough taxes that were substantially higher…. The Borough of Edgewood, for example, was created to include all but the front gate of the Union Switch & Signal under its taxing authority, while Swissvale, where most of its blue collar employees lived, got very little tax benefit from the facility. A similar situation existed between Homestead and Munhall…. The burden on the working poor was accentuated by the fact, common to all the industrial towns, that while mill property was assessed at thirty percent of its value, residential property was assessed at eighty percent of market value.