It’s no secret that just about anywhere you go in the Netherlands is an incredible place to bicycle. And in Groningen, a northern city with a population of 190,000 and a bike mode share of 50 percent, the cycling is as comfortable as in any city on Earth. The sheer number of people riding at any one time will astound you, as will the absence of automobiles in the city center, where cars seem extinct. It is remarkable just how quiet the city is. People go about their business running errands by bike, going to work by bike, and even holding hands by bike.
From Streetsblog Daily, 12 Dec 2014 06:56 AM PST
How much car traffic will a new building generate? Engineers and planners are constantly trying to divine the answer to this question in the belief that it will tell them the “right” number of parking spaces to build, or how to adjust streets to accommodate more cars.
This is the bible for planning infrastructure around new developments. Is it wildly wrong? Image: Access Magazine
The standard reference to guide these decisions is the Trip Generation Manual published by the Institute for Transportation Engineers. But the manual has come under fire for overestimating the traffic produced by mixed-use developments. A team of transportation engineers aligned with the Congress for the New Urbanism has been working on a fix for that.
Lyon, 23 November 2014
Dear Penang Friends and Participants in the Sustainable Penang/New Mobility Agenda program,
An end-year note from Lyon to let you know that in the year ahead my colleagues and I intend to persist in our efforts to support the efforts to bring sustainable transport to Penang. For the time being and to keep the project alive, this takes the form of (a) maintaining our Sustainable Penang/New Mobility Agenda website at https://sustainablepenang.wordpress.com (currently being kept up to date and followed by 153 people both in Penang and beyond) and the supporting Facebook site at https://www.facebook.com/SustainablePenang (117). (You can see a bit more about how these information and exchange points are working in the two maps at the end of this posting.)
After careful consideration I have come to two conclusions about the reality of the transport situation in Penang which I firmly believe are critical to your future and which I would now like to share with you. Good news, and less good news.
Sarah Goodyear, Atlantic Citylab: What were the main barriers that had to be overcome in initially adopting Sweden’s Vision Zero strategy?
Matts-Åke Belin, Swedish traffic safety strategist: I would say that the main problems that we had in the beginning were not really political, they were more on the expert side. The largest resistance we got to the idea about Vision Zero was from those political economists that have built their whole career on cost-benefit analysis. For them it is very difficult to buy into “zero.” Because in their economic models, you have costs and benefits, and although they might not say it explicitly, the idea is that there is an optimum number of fatalities. A price that you have to pay for transport.
The problem is the whole transport sector is quite influenced by the whole utilitarianist mindset. Now we’re bringing in the idea that it’s not acceptable to be killed or seriously injured when you’re transporting. It’s more a civil-rights thing that you bring into the policy.
The other group that had trouble with Vision Zero was our friends, our expert friends. Because most of the people in the safety community had invested in the idea that safety work is about changing human behavior. Vision Zero says instead that people make mistakes, they have a certain tolerance for external violence, let’s create a system for the humans instead of trying to adjust the humans to the system.
This out of control bulimic spiral begins with man’s uncontrollable tool-making itch, and from there, and utterly unknown to us at the time, to tools which take on transforming lives of their own — one of which in the domain of mobility being ever-increasing speed, which in turn leads to ever-increasing distances, and which finally and in largely unnoticed fatal tandem destroys the reality and oh-so important qualities of proximity and community. What we thought at the time was merely more convenient transportation, has snuck up on us and turned into very inconvenient and altogether unanticipated transformation — in fact one of the most intractable challenges of transport policy and practice of the 21sr century
How to break this vicious spiral? Well in cities anyway the key is clearly significant, strategic speed reduction in combination with a phased, multi-step systemic overall as needed to create a truly optimized mobility system for all. And happily we now have the technical tools (the technical virtuosity) to get the job done. We shall see this spelled out more clearly here over the course of the coming months, but before leaping ahead, let’s step back a bit in time and see what Contributing Editor Professor John Whitelegg had to say on this subject in the pages of the Journal of World Transport Policy and Practice, way back in 1993.
Why is it that virtually every major transport project built in the last decades in just about any part of the world has cost a great deal more than the original engagement, and served far fewer people than originally forecast? This pattern repeats itself time and again. Since the ones who end up holding the bag every time are the hard-working and apparently infinitely gullible taxpayers, it is possible to come to a conclusion. And that has to be that, up to now at least, we are terminally stupid, we fall for the same old trick every time. Why is that, and what are its implications for the quality of mobility services in your city and metro area? We invited Dr. Colin Black who is currently working to get a handle on these issues from an overall European perspective to share his thoughts with us.