U.S. drivers are killing 50 percent more pedestrians than a mere decade ago; meanwhile, European drivers are killing a third fewer. Why?
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.
A deep, dredged ship canal is a recipe for catastrophic flooding in a hurricane, whereas a coastal marsh absorbs the surge of water in a way that lets life continue to flourish. This analogy has something important to teach us about urban streets.
Using routine traffic stops as a pretext to root out other types of crime is as disingenuous as it is unhelpful. We need to design intuitively safe streets—and then use traffic enforcement for the minority of drivers who are actually driving recklessly.
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.
Is the engineering profession institutionally and intellectually prepared for a world in which we recognize that we need to slow down cars on urban streets? Revisiting one of our best podcast episodes of all time, in which Strong Towns President Chuck Marohn asks this question.
Speed enforcement won’t fix what’s actually a street design problem. And the way we use speed enforcement as a tool to accomplish other goals unrelated to speeding ends up not making anyone safer.
The Iowa Department of Transportation helps educate the public with this video explaining why reducing an urban street from 4 to 3 lanes can be a win-win for drivers and pedestrians.
Your Strong Towns Knowledge Base answer of the week! We want to help you get the answers you need to apply Strong Towns ideas in your own town or city. And we want you to chime in and share your own expertise, too.
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.
Wide, fast avenues through residential areas act as moats. They divide residents from jobs, resources, and each other, and harm cities’ prosperity and quality of life. Here’s one example of such a “moat.”
Learn to dispel the common myths you hear from transportation agencies with regard to safe streets. The guidance isn’t as sacred as they want you to believe.
Tragedy predictably occurs when our road designs combine high speeds and randomness.
As a cycling advocate, I avoid talking about the times when riding a bike in the city is scary, because I don’t want to deter would-be new riders from giving it a try. There’s only one problem with pretending I’m never afraid: it isn’t true.
3 dollars and cents arguments that definitively prove the need for people-oriented, walk-friendly places.
I keep thinking about the efficiency of the human body. Each model year comes equipped with space-saving design, lots of leg-room, built-in entertainment features, and is bio-fuel-compatible with generally limited emissions.
I keep thinking about the efficiency of the human body. Each model year comes equipped with space-saving design, lots of leg-room, built-in entertainment features, and is bio-fuel-compatible with generally limited emissions. On foot, we are nimble, responsive, and shaped to maximize the utilization of space. A crowd of people is not a traffic jam, it’s a party!
Retrofitting an urban, neighborhood school to resemble a suburban campus is bad public policy. Doing it in the name of safety is incoherent.
Strong Towns principles aren’t just good for your community’s bottom line. They’re good for its health and well-being too. Here’s a one-stop guide to some of our best content explaining why.
Akron, Ohio is tackling its stroad problem, one oversized boulevard at a time. “Right-sizing” this neighborhood main street will make it safer and more inviting and hospitable for small businesses.