Public officials trying to make their city’s street more humane are often thwarted by the professional engineers giving them advice. If that’s your city, it’s time to make a change.
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The way we design our cities, the metrics we track, and even our language — they all betray how we’ve come to prioritize cars over human bodies. What’s lost when our transportation paradigm doesn’t account for the diverse ways people still use our streets?
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Slip lanes are the quintessential embodiment of what happens when speed is the #1 priority and safety becomes secondary. They are incredibly dangerous for pedestrians. Yet states and communities keep building them. Why?
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An urbanist abroad discovers that Tokyo faces many of the same challenges as U.S. cities — off-street parking, pedestrian safety, utilizing space, etc. — but is addressing them in very different ways.
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Public officials trying to make their city’s street more humane are often thwarted by the professional engineers giving them advice. If that’s your city, it’s time to make a change.
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The United States isn’t France, but there are still plenty of lessons to be learned—and myths to be busted—by looking at the way their streets are designed to build wealth.
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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.
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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.
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Retrofitting an urban, neighborhood school to resemble a suburban campus is bad public policy. Doing it in the name of safety is incoherent.
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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.
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San Jose, California has embraced active transportation and pledged to eliminate vehicular deaths. So why is the city intent on widening a neighborhood street and building a four-lane overpass next to an elementary school?
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Macon-Bibb County, Georgia, could address pedestrian safety by making real, substantial improvements to the design of its streets. Instead, it’s urging people on foot to… dress in brighter colors?
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Following a recent fatal crash, the University of Kentucky is taking a hard look at campus drinking culture. But the city of Lexington needs to pick up the slack on the reasons students feel compelled to drive.
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These campaigns are the kind of thing that large, out-of-touch bureaucracies do when they want to appear like they are doing something without actually changing anything about what they are doing.
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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.
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Design that provides a little psychological nudge can be an inexpensive, easily-implemented way to address problems like pedestrian fatalities. But sometimes what we need is good, old-fashioned concrete.
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A Strong Towns member’s original research on where pedestrians are and are not hit by vehicles in his city of Rockford, Illinois, makes clear that street design matters. A lot.
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The continual rise of pedestrian deaths in poor neighborhoods has been a point of indifference in a city plagued by auto-oriented design.
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If we want a city that’s financially healthy, we need to cultivate human disorder, rather than do whatever we can to minimize it.
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In the city of Milwaukee, like so many other communities, it is the poorest residents who bear the brunt of dangerous street design.
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