A new report shows the automobile industry preparing for a future with fewer cars and less driving. Planners and policymakers should take note too: this is not the time to build new roads.
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It’s become common for the media to run stories about a supposed pandemic-induced flight to the suburbs. But there’s a problem: it’s not supported by data.
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Two polar cases suggests that density (or lack thereof) has little to do with the spread of the pandemic.
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If we’re willing to learn, this experiment shows us how to fight congestion and get a more efficient transportation system.
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The New York Times (among others) is speculating that COVID-19 will spur a massive exodus from cities. These claims are based on two very dubious assumptions.
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A new study shows that car-dependent cities have fewer independent restaurants. This not only makes our places weaker, it makes them less interesting too.
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The Oregon Department of Transportation’s lies about safety are so blatant they can be seen 400 miles away.
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New studies confirm people are willing to pay more to live in walkable neighborhoods. So why don’t we build more of them?
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Portland diners are mourning the loss of one of the city’s largest and longest-running food cart pods. The property is being redeveloped as a 35-story high-rise. What can the death and birth of food cart pods teach us about the importance of dynamic change in cities?
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Not for the first time, the Car-pocalypse failed to materialize around Seattle’s new SR-99 tunnel. This is further proof we’ve been underestimating commuters’ ability to adjust to transportation changes. Have we also been overestimating how much they value these multibillion-dollar megaprojects in the first place?
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Does walkability promote economic mobility? A new study suggests so. But will planners, engineers, and policy-makers take notice?
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Transportation for America has boldly laid out three key principles they say should govern federal transportation policy. That’s a great start. But here’s a fourth.
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Long commutes and those who must endure them are reliable stories for a transportation reporter. What’s not often talked about is what lies behind the “super-commuting” phenomenon—cheap gas, sparse housing and inadequate transit.
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Flawed methodology. Lack of accountability. Discrepant data. Egregious assumptions. The new Urban Mobility Report will be used to make or justify transportation policies around the country, which makes it too wrong to be ignored.
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Portland diners are mourning the loss of one of the city’s largest and longest-running food cart pods. The property is being redeveloped as a 35-story high-rise. What can the death and birth of food cart pods teach us about the importance of dynamic change in cities?
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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.
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There’s a 30% chance your house will be worth less in five years. Homeownership is not the surefire investment vehicle it often gets advertised as.
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Another spate of headlines suggest that rapid suburban growth means that Millennial homebuyers must prefer the greener pastures of suburbia to life in inner-city neighborhoods. Here’s why the real story is not that simple.
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U.S. drivers are killing 50 percent more pedestrians than a mere decade ago; meanwhile, European drivers are killing a third fewer. Why?
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We tend to talk about neighborhoods in a static way: if they’re not rapidly, visibly transforming, we assume they’re not changing at all. A look at the data provides a helpful reminder that the places we live are actually changing all the time.
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