These observations from a morning detour demonstrate why small neighborhood side streets are better than big, wide highways, even when it comes to moving traffic.
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Frustrated by cars speeding down your neighborhood street at 40 mph? Don’t blame the people driving the cars.
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When a patient dies, doctors review if and how their own actions led to that patient’s death. Shouldn’t engineers be doing the same, when people die in car crashes?
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The chair of the National Transportation Safety Board, Jennifer Homendy, recently survived a car crash. And she’s not blaming it on reckless driving.
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In 2022, denying how highway expansions induce people to drive more should be considered professional malpractice.
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This video series shows why engineers have such different priorities from the rest of us. As Planetizen puts it, “If you’re not yet outraged, prepare to be.”
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Jessie Singer, Jason Slaughter, and Chuck Marohn join together in this must-listen episode of The Politics of Everything to explain why people keep dying on our roads.
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When people were speeding at a neighborhood crosswalk, this neon hero stepped in to #SlowTheCars and protect local children on their way to school.
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If we want safe and productive streets, we have to focus on the deadly design of our public spaces and not be distracted by the scapegoating narrative of the “reckless driver.”
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When we hand our whole transportation system to engineers, we shouldn’t be surprised that the values of their profession override the values of the public. It’s time for a new paradigm.
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We’ve spent trillions fighting congestion so that it’s easy to drive everywhere. But we’re fighting a losing battle, and simultaneously losing our ability to walk anywhere.
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This engineer offers a strategy for slowing down cars that could be a bridge between what communities want and what engineers want.
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When engineers say a street must accommodate a high volume of traffic, what they really mean is, "The design of this street must prioritize the convenience of commuters over all else."
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Americans drove less during the early months of pandemic, yet traffic fatalities increased—and have yet to go back down. And the “official” explanations for it are completely wrong.
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Kentucky and Indiana wasted a billion dollars on highway capacity that people don’t use or value.
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Fact: New roads always produce new driving. Say hello to “induced demand.”
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Oregon’s Department of Transportation is making phony claims that widening highways reduces pollution. Here’s why they’re wrong.
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Humans are messy, complicated, and unpredictable: why doesn’t our street design account for that?
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Today we share some of the confessions we’ve received from readers both involved in and victimized by America’s broken transportation system.
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Fellow “recovering” engineer Kevin Shepherd offers his confessions: “Looking back now, I can say that many projects I designed actually hurt people and their communities.”
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