Copenhagen’s famous biking culture—over 3 out of every 5 commutes are by bike—is lauded internationally as an achievement for the environment, public health, and—we’d add—fiscal sustainability alike. But they didn’t get there just by building bike lanes.
We’ve been taught that a growing city inevitably needs wider highways. Even those who oppose specific road projects often accept this premise. But is it actually true?
So your city’s made progress on bike safety—there are some nice new bike lanes, and more people out and about on two wheels. How to keep the momentum going? That’s the situation in this Strong Towns member’s hometown, and he has some ideas to share.
The reality for most of us is that “last mile” transportation options like e-scooters and e-boards, which imply connectivity to other forms of public transit, really mean nothing when public transit either isn’t adequate or doesn’t exist.
Los Angeles, where the car is famously king, may have one of the best shots of any American city of becoming a car-optional place at scale—not just in a few trendy neighborhoods lucky enough to have good transit. Here’s why.
Scooters are often perceived as a nuisance on public streets. But nearly every problem blamed on them is ultimately a consequence of the way our cities are designed to privilege the movement and storage of cars above all else.
In most of North America, we’ve created a world where the poor and rich alike have to pay a very expensive ante—owning a car—just to participate in society. Will autonomous vehicles bring about a fairer world, or exacerbate these inequalities?
The first step toward making your community a stronger place is articulating what’s wrong with the status quo. Strong Towns gives local advocates the vocabulary to do this—just ask member Michael Smith of Rockford, IL.
Once a year, Ben & Jerry’s gives away ice cream for free—and people line up around the block because the price is so low. There’s a lesson here about urban roads and congestion.
The right question is how we’re going to get people to the things that make their lives better. Transportation problems look different once you’re having that conversation.
Cars take up a lot of space. And one way or another, that imposes very real costs on our cities. New York just took an important step toward acknowledging and covering those costs.
State transportation departments are often maddeningly resistant to change, and can be the biggest obstacle facing safe-streets advocates. A new article series from Smart Growth America digs deep into what has to happen—and is happening—to reform these agencies from the inside.
Don't be seduced by the "signature project" that takes 20 years to complete, when there's huge basket of small projects you could hit the ground running on. That's a wildly different approach than anything our transit agencies or federal transportation funding mechanisms are set up for. But it's a more promising one.
When you want to widen an urban freeway, just call it an “improvement.” Who can be against improvement?
America’s deadly streets are a slow-rolling emergency, thanks in part to the engineering practice of designing city streets just like wide-open highways. A new video influenced by Strong Towns thinking explores the history of this disastrous idea.
If electric vehicles become the norm, our fuel tax-funded infrastructure might suffer. What should cities do?
If you can’t justify your half-a-billion-dollar freeway widening project with the usual argument, why not try a different one: that it will reduce crashes? Unfortunately, there’s no evidence for this either.
Your daily commute sucks. Is it also making you go broke?
California’s high-speed rail project appears indefinitely on hold. What is the opportunity cost of all the things the state hasn’t done during the decade-plus its leaders have spent fixated on this?
Why are we still surprised when a highway closes and fears of traffic pandemonium don’t come to pass?