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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Our latest featured post from the member blogroll comes to us from Paul Fritz’s blog, Small Town Urbanism. This piece was inspired by a conversation Paul had with Strong Towns founder, Chuck Marohn, after a recent event in Santa Rosa, CA.
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Susan Handy of the University of California at Davis speaks on induced traffic and impacts of fighting congestion through adding capacity.
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Author, civil engineer and University of Minnesota professor David Levinson (Twitter) joins the podcast to talk about his new book, The End of Traffic and the Future of Transport, which he co-authored with Kevin Krizek.
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Our national transportation obsession has been about maximizing the amount that you can drive. We now need to focus on minimizing the amount you are forced to drive.
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How many fender benders equals one life?
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