A new study from the University of Toronto clearly shows that additional free road capacity — either from adding actual road, or shifting people from driving to transit — has no effect on congestion. Traffic expands to fill the available capacity, no matter how much you add, and the net public benefit from the investment in additional road capacity is negative.
Tag: transportation
The Joy of Slow Cities
It’s entirely possible that in The Future, we’ll come to realize that slower cities are better than fast. A city in which the fastest thing on the street is a bicycle is a place for living, for being, for enjoying in its own right. Walking, chatting, stopping on a whim at any shop or park or patio. We were lulled into a view of the future that was all high speed and high energy by the explosive industrialization of the early 20th century. But our visions of the future can and do change. We get to define what progress means.
How the Dutch got their bike on
In the post-war era (the 1950s and 1960s) the Netherlands started down the car-dependent re-development path. Much of the country needed to be re-built, and the nation became wealthy quickly, and then oil and gas were discovered off shore. Then they realized that designing for the automobile came at far too high a price in both blood and treasure and mass protests nationwide reversed the country’s transportation investment policies, returning to the human powered cities we’ve build for millennia. Change is possible.
Twelve Car-Free City Zones
Twelve Car-Free City Zones in photos, from National Geographic. Many north americans can’t really imagine what cities are like without cars. It took me a long time to realize that what I didn’t like about cities wasn’t the urban space, it was the fact that here, it tends to be infested with rude 1500 kg beasts.
The Death of the Fringe Suburb
News of Suburbia’s demise reaches the New York Times Op-Ed pages. Let’s hope someone out there allocating federal transportation dollars is reading.
Counting Parking Spots, From Above
A couple of researchers inferred the rate of parking supply growth in New Haven, Cambridge and Hartford from aerial photographs, between 1950 and 2010. Both Connecticut cities had explosive parking growth, even while their populations were declining. Cambridge enacted parking maxima in 1985, and its shrinking population trend reversed. Thus parking is not required to facilitate growth. Felix Salmon comments on the paper as well:
Parking lots are — with only a handful of exceptions — the best possible way of destroying a city’s soul. They’re gruesome, lifeless places, and I’m constantly astonished by the way in which governments and developers are convinced that they’re a great idea.
Revisiting Junction Place, the TVAP and Multi-Way Boulevards
Last fall I and other representatives from Community Cycles participated in a discussion with the city and various stakeholders regarding upcoming redevelopment along Pearl Parkway. I wrote about the experience and the Transit Village Area Plan (TVAP) more generally from the perspective of a human-powered urbanist. Mostly, we looked at different possible streetscapes for Pearl Parkway between 30th and the railroad tracks. The property at 3100 Pearl Parkway is slated to be developed in the near future, as a 320 unit rental apartment complex, and as one of the first major developments in the area plan. The city is interested in experimenting with novel street treatments in order to try and make the place special and attractive.  Community Cycles got involved largely because the TVAP “Connections Plan” had, with minimal fanfare, superseded the Transportation Master Plan (TMP) and removed the bike lanes which had long been planned along Pearl Parkway in favor of off-street only infrastructure. We felt that this change was not necessarily in the best interest of cyclists, and wanted to ensure that whatever did end up getting built would be safe and efficient.
Continue reading Revisiting Junction Place, the TVAP and Multi-Way Boulevards
Debunking the Cul-de-Sac
Highlights from a study looking at how different street network designs affect things like health and safety. Traditional interconnected grids fare better in just about every way than the dendritic cul-de-sac neighborhoods of the automobile dominated late 20th century.
Automotive Death Revealer
We hide many of the financial costs of our automobile culture, such as the exorbitant true price of parking, but just as much, we hide the cost in human lives. By far, the most common source of violent traumatic injury and death in the developed world is our beloved motor vehicle. In the US alone, every year 10 times as many people are killed by cars than were killed in the World Trade Center attacks, 10 times as many as have been killed in the Iraq war. Every two years we kill more Americans with vehicles than we did in all of the Vietnam war. Every three years, more than WWI, every ten, more than WWII.
Why do we deem these losses acceptable? They aren’t inevitable. The UK, Iceland, Sweden, Japan, the Netherlands, Germany, Ireland and Switzerland all have vehicular death rates less than half of our 12/100,000 people per year (which puts us on par with Bangladesh…). We can re-design and re-build our cities and our streets to avoid this carnage, for a fraction of the cost of our ill-fated War on Terror, and many other governmental actions supposedly undertaken in the name of keeping us safe. Safe from threats which do not really exist, in a statistical sense, but which loom large in our monkey minds.
Would it be different if we left the corpses out on the roads to rot? If we hung the out skeletal remains as a ghastly reminder? Some software developers in Moscow are trying to do just that, with a mobile augmented reality app called the Death Revealer:
(via Copenhagenize)
Car-free parenting: What’s Normal?
The strange experience of a car-free parent who finds herself and her kids in a (Zip)car for the afternoon. When do kids start noticing what’s normal, and what’s not? How do you get them not to care?