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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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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Love to hate congestion? We’ll never fix it by obsessing over speed or traffic delays. We need to rethink our whole transportation debate, starting with this premise: it’s not about how fast you can go. It’s about what you can get to.
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A deep, dredged ship canal is a recipe for catastrophic flooding in a hurricane, whereas a coastal marsh absorbs the surge of water in a way that lets life continue to flourish. This analogy has something important to teach us about urban streets.
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Once a year, Ben & Jerry’s gives away ice cream for free—and people line up around the block because the price is so low. There’s a lesson here about urban roads and congestion.
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Why are we still surprised when a highway closes and fears of traffic pandemonium don’t come to pass?
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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.
Read MoreCongestion 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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