To stop the killing of pedestrians on New York City Streets, we have to change the way we build our streets.
If traffic engineering had been practiced more like medicine, the combination of data and proposed solutions would have resulted in a substantial soul-searching and in a reversal of common practice.
US traffic deaths are rising again—fatalities jumped 8.1 percent in the first half of 2015, National Highway Traffic Safety Administration (NHTSA) reports.
The region’s first “cycle track” heralds a shift in mindset in a state with the highest bicycle death rate and a region among the most dangerous for pedestrians.
Complete Streets correlate with broader economic gains like increased employment and higher property values, according to the most comprehensive study to date of this trend.
When the research favors compact, mixed-use neighborhoods, why does government favor sprawl?
The evidence keeps piling up to support reform in street design and traffic engineering.
I've often wondered about the actuarial approach used by auto insurance companies, but I’ve never had the data or specific insight to really question it.
The Institute of Transportation Engineers (ITE) manual for trip generation radically overestimates traffic spurred by new development, measuring "phantom trips" that never materialize.
A Reuters article reported this astonishing statistic: 23 million rides have been taken in US bikeshare systems since 2007 with no reported fatalities.
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