A Studebaker factory once brought jobs to South Bend, IN, but what’s happened to the city (and its infrastructure) now that the factory has closed its doors?
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Automated vehicle technology will do nothing to make our streets better places to be.
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Many college campuses are designed to be walkable and human-scaled. But living in a great neighborhood like that doesn’t have to end at graduation.
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Big money “pedestrian” projects are often not for pedestrians at all. Their real purpose is to serve faster car traffic.
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Often lost in debates about whether or not to “subsidize” transit: the total cost of a system in which everyone drives is much higher than the total cost of a system in which other forms of transportation are attractive alternatives.
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In a “car place,” pedestrians are grudgingly tolerated. In a “pedestrian place,” cars are allowed to visit. We need a lot more of the latter. Here’s where to start.
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Getting yourself from Point A to Point B in your city shouldn’t require 100-square-feet of space.
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We’ve long accepted a base level of carnage on our streets. But we should stop describing these as random “accidents.” They are the inevitable outcome of our chosen approach to building cities.
Read MoreWe want to dismiss Detroit as an anomaly. But in fact Detroit is a glimpse into the future for nearly every American city and town. Increasingly fragile from auto-centric development, for Detroit—and for the rest of us—it was only a matter of time.
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What exactly is the “human scale”? And have you ever thought about just how little of the public space in your city is designed at that scale—even in places you think of as walkable?
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Automated vehicle technology will do nothing to make our streets better places to be.
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The physical design of the modern public realm, with its emphasis on speedy efficiency, advances a dehumanizing tendency. It undermines the opportunity to be a neighbor.
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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.
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A look at how regulations shape land use in Marietta, Georgia illustrates a vicious cycle: when your zoning code is premised on car-dependency, car-dependency becomes a self-fulfilling prophecy.
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Policy choices are often presented to us as simplistic binaries, or irresolvable clashes of competing values. Have the courage to step outside that box and ask more fundamental questions.
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Automated vehicle technology will do nothing to make our streets better places to be.
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The auto-oriented development pattern is an approach with limited financial upside and lots of downside. How much better does traditional development perform?
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Auto-oriented towns experience serious challenges that negatively impact small businesses, community health, and financial success for everyone.
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Here's an apples-to-apples comparison of traditional and auto-oriented development approaches. Guess which one is more financially productive.
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A children's pamphlet created by the National Highway Users Conference in 1938 offers insight into our auto-oriented history.
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