We’ve gotten very good at keeping traffic off of neighborhood streets. But at what cost to our cities?
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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.
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It’s not just ride-hailed traffic that causes congestion; its all traffic. Singling out these app-based services for regulation takes transportation policy down a dead-end route.
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In this podcast episode, Chuck Marohn and Strong Towns board member Andrew Burleson discuss how electric scooters could change the way we think about how space is allocated on our streets.
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Charging electric scooter companies for their use of public space is sensible, but why stop there? What if car drivers were actually asked to pay the full costs they impose as well?
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Congestion isn’t a problem and road expansion isn’t a solution.
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Congestion isn’t a problem and road expansion isn’t a solution.
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Our national transportation obsession has been about maximizing the amount that you can drive. Today, we need to focus on minimizing the amount you are forced to drive.
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Freeways will always be dragons, but we can tame them to serve our strong towns, instead of the other way around.
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Peak hour car commuters have incomes almost double those who travel by transit, bike and foot.
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Inspired by organizations like Strong Towns, a new group has formed to push back against highway construction in Portland.
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Portland is thinking about widening freeways; other cities show that doesn’t work.
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Oregon’s DOT seems to be more concerned with making cars go faster than saving lives.
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The models used by highway engineers to analyze traffic congestion are woefully inaccurate and result in the creation of lanes and roads we don't need.
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High occupancy vehicle lanes are being sold as a positive addition to our highways, but they are just another way to induce demand for roads and driving.
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The mental model that says traffic levels are some inexorable natural force like the tides, which must be accommodated or else, is just wrong.
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Most cities' "traffic problems" are actually problems with the qualitative experience of traffic, not with simple travel time or delay. Perhaps we need a "Traffic Frustration Index" instead of a Traffic Congestion Index.
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If “big data” and “smart cities” are really going to amount to anything substantial, it has to be more than just generating high tech scare stories.
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The greatest accomplishment of any ideology is to not be considered an ideology.
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Proposed changes to federal rules on congestion mitigation reaffirm that real responses to the complex problems we face will only come from our cities, towns and neighborhoods.
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