After a fatal crash, Rochester citizens and officials got to work, identifying factors that contributed to the crash, updating street design policies to make streets safer, and establishing a Community Traffic Safety Team to address other dangerous factors before crashes occur.

Starbucks built its brand on being a third place — a communal hangout that fosters communication and conversation — but in recent years, its priorities have shifted to speed of service. Now, instead of returning to its roots, the corporation is trying to redefine what a third place is.

Rates of loneliness and unhappiness are on the rise in the United States, but our European counterparts don’t seem to have the same problem. Why? Part of the reason is the way our built environment isolates us.

Like many U.S. towns, Maumee, OH, has a state highway that cuts through their Uptown. For decades, it’s been known as a dangerous road…but no longer: the city is taking back its streets and making them places for people, not cars.

Demonizing the 91% of Americans who drive by putting them into the category of "asshole humans” is a bad and ultimately losing strategy for creating safer streets.

Hoboken, NJ, has gained fame online for its safe streets. But does this urbanist’s paradise live up to the hype, in person? We sent Strong Towns Staff Writer Asia Mieleszko to do some on-the-ground investigating to find out.

This Netflix documentary about regions of the world with higher-than-average life expectancies holds some key insights for anyone who wants to see North American cities become thriving, healthy places for people.

Dallas wasn't built for the car: it was paved over for it. This new bill can help it rebuild.

Daylighting means removing visual obstructions in approaching intersections, so that users can better see and more safely cross each other’s paths. Here are 5 ways to do it cheaply and creatively in your city or town.

Why does walking feel so intuitive when we’re in a city built before cars, yet as soon as we return home, walking feels like an unpleasant chore that immediately drives us into a car?

A top-down approach to addressing accidents fails to make streets safer. A local approach could change that.

There are thousands of stroad sections in the US. Transforming a good number of them is important to to the goal of improving quality of life and mobility in cities and towns.

Engineers are great at building roads, but we should never ask them to build our streets.

Rural places can be walkable. But we shouldn’t have to go on vacation to find a walkable town.

How one small town in South Carolina destroyed everything that makes their downtown...a downtown.

This observation of human behavior has long been a source of frustration for safety advocates, but that doesn’t make it wrong.

Two simple photos show the difference between a street simply designated 20 miles per hour, and one actually designed to be safe. We can't regulate our way to safety.

An urbanist abroad discovers that Tokyo faces many of the same challenges as U.S. cities — off-street parking, pedestrian safety, utilizing space, etc. — but is addressing them in very different ways.

We all know the pitfalls of master-planned communities, right? Sterile. Homogenous. Certainly not adaptable or resilient over time. Is there a way around it? Maybe, if this fascinating case study from Germany has anything to teach us. And it all starts with one word: Baugruppen.

We use the phrase “traditional development pattern” in dozens of Strong Towns essays. Here’s your one-stop-shop explainer article as to what that means.

Will this new development make traffic worse? The conventional wisdom about the relationship between development and traffic contains a number of important misconceptions.

Show this video to anyone who needs a crash course in what makes our streets dangerous and how to make them safer and more financially productive.

3 dollars and cents arguments that definitively prove the need for people-oriented, walk-friendly places.