The sheer amount of pavement we lay down is compromising health, safety, and welfare. It is a barrier to livability, complete streets, sprawl repair, and meeting the demand for walkable places.
Now we have two systems—one with good bones, completed about 100 years ago. The other, without good bones, comprises most of our metro areas.
Seoul reengineers a freeway into a stream—most observers seem to consider the project a net plus for the city.
The Institute of Transportation Engineers (ITE) manual for trip generation radically overestimates traffic spurred by new development, measuring "phantom trips" that never materialize.
Coalitions and strategic politics — and shifting cultural values — can deliver the structural change needed to allow American urbanism to flower again, according to Benjamin Ross, author of Dead End.
When freeways are dismantled, economic and social benefits often follow. A mid-20th Century mechanistic view fails to understand such outcomes.
The realization is growing that highways do not fit in an urban context and that solutions like at-grade boulevards can serve roughly the same number of cars while creating walkable, livable communities.
Communications and coalition-building were key to adopting 500 complete streets policies nationwide. Now we need to implement those policies.
What is happening on Robert Street is simply the inertia of a broken system. Instead of spending tens of millions on a sub-optimal improvement, we should be done nothing.
Last month, the Federal Highways Administration released a memorandum officially endorsing CNU/ITE’s manual Designing Walkable Urban Thoroughfares: A Context Sensitive Approach.
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