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?
We’ve gotten very good at keeping traffic off of neighborhood streets. But at what cost to our cities?
Data shows Portland’s scooter experiment worked. Maybe it’s time to critically appraise the 110 year experiment with cars.
Ever heard road tolls described as punitive to lower-income commuters? Don’t decry them until we fix, or at least acknowledge, these ten other things that are even more inequitable about the way we pay for transportation.
Automated vehicle technology will do nothing to make our streets better places to be.
How does a transit agency in a car-dominated suburban city double its bus ridership in only twelve years? Through a smart, iterative strategy of placing small bets and learning from the results.
Two recent articles illuminate a troubling trend toward locking ride-share, bike-share and scooter users onto proprietary platforms, making it harder to plan trips that could really free us from car-dependence.
When we obsess over the speed of travel—whether in our cars or on public transit—we’re missing the point of transportation. It’s not about how far you can get in a given time: it’s what you can get to.
High home prices near many of Portland, Oregon’s rail stations are essentially mandatory. On most nearby lots, dividing the land into so much as a duplex would be illegal. If that’s not a recipe for luxury housing, what is?
Will this new development make traffic worse? The conventional wisdom about the relationship between development and traffic contains a number of important misconceptions.
Collin County, Texas officials claim they need $12.6 billion for new roads in the next 30 years, and none of it for maintenance of what they’ve already built. That way lies madness.
Electric bikes and scooters have enormous advantages for short urban trips. How will they change our cities? When Elisha Otis introduced the safety elevator in 1852, he never imagined skyscrapers.
Why stake our hopes on a technology that’s still far from ready for mass adoption? Building walkable cities, where jobs, goods and services are closer together, is a much surer, cheaper, less resource-intensive path to sustainability.