2018/09/18: They stopped cars crossing the city and got rid of street parking, as people looking for a place to park is what causes the most congestion. They closed all surface car parks in the city centre and opened underground ones and others on the periphery, with 1,686 free places. They got rid of traffic lights in favour of roundabouts, extended the car-free zone from the old city to the 18th-century area, and used traffic calming in the outer zones to bring the speed limit down to 30km/h.
The benefits are numerous. On the same streets where 30 people died in traffic accidents from 1996 to 2006, only three died in the subsequent 10 years, and none since 2009. CO2 emissions are down 70%, nearly three-quarters of what were car journeys are now made on foot or by bicycle, and, while other towns in the region are shrinking, central Pontevedra has gained 12,000 new inhabitants. Also, withholding planning permission for big shopping centres has meant that small businesses – which elsewhere have been unable to withstand Spain’s prolonged economic crisis – have managed to stay afloat.
The difference between emission levels across the sites was more correlated with the number of large trucks on the road rather than number of cars.
Researchers found that air pollution levels right beside a major trucking route within a city were close to levels seen beside Highway 401, despite the road carrying less than one-tenth of the vehicle traffic. “This was in part due to differences in wind and proximity to the road but, surprisingly, the number of vehicles didn’t make that much of a difference,” said Evans.
The data also revealed a significant drop in emissions on the 401 on the weekends, when personal vehicle traffic is still very high, but the volume of large truck traffic is low.
2018-07-29: In the 1930s, New York building commissioner Robert Moses built one highway and bridge after another, with the aim of relieving congestion in America's biggest city. But each time, the result was the same: worse traffic.
Today, Uber and Lyft are making traffic in major cities even worse because people tend to take them instead of walking, biking or taking mass transit, say multiple studies. Net effect is 5.7 *billion* additional miles of driving in 9 major U.S. cities
2018/07/03: “There is this false narrative, this dangerous lie, that people on bikes are somehow getting away with something, that they’re not paying their way,” Toderian explains. “This isn’t just a little wrong, it’s a lot wrong. We know factually that walking and biking are the two ways of getting around that actually save society money for each kilometre travelled. And that’s even before we consider all the many benefits that aren’t just about money.”
the main issue was not the technology change: it was the decline in transit service
At the turn of the 20th century, when transit companies' only competition were the legs of a person or a horse, they worked reasonably well, even if they faced challenges. Once cars arrived, nearly every U.S. transit agency slashed service to cut costs, instead of improving service to stay competitive. This drove even more riders away, producing a vicious cycle that led to the point where today, few Americans with a viable alternative ride buses or trains.
Now, when the federal government steps in to provide funding, it is limited to big capital projects. (Under the Trump administration, even those funds are in question.) Operations -- the actual running of buses and trains frequently enough to appeal to people with an alternative -- are perpetually starved for cash. Even transit advocates have internalized the idea that transit cannot be successful outside the highest-density urban centers. And it very rarely is.
an independent data journalism series that aimed to dive deeper into data about Metro Vancouver's transportation system.
Ride-hailing apps and robot cars promise to change how we get around and the effects are already being felt.
Duranton , G., & Turner , M. A. (2011). The fundamental law of road congestion: Evidence from US cities . The American Economic Review, 101...
The planning for any new road should include plenty of mathematical modelling. But getting the right numbers can be a challenge and there's the odd paradox to deal with as well.
The concept is called induced demand, which is economist-speak for when increasing the supply of something (like roads) makes people want that thing even more. Though some traffic engineers made note of this phenomenon at least as early as the 1960s, it is only in recent years that social scientists have collected enough data to show how this happens pretty much every time we build new roads.
Eight more cities in China, the world's biggest auto market, are likely to announce policies restricting new vehicle purchases, an official at the automakers association said, as Beijing tries to control air pollution.
The hip pocket must be where road pricing reform commences. The call for a congestion charge is getting louder and more frequent in many countries, as major metropolitan areas experience increasing levels
I'd rather be texting.Amidst all the hand-wringing over distracted driving, a critical point is getting lost. The problem isn't the texting - it's the driving. Clive Thompso
Why are many European carmakers now planning to build electric vehicles? Because many European cities are widely expected to ban high-emissions vehicles from their city cores over the next decade--perhaps even vehicles with any emissions at all. Now, Paris may be the first city to experiment with such a policy. Next year, it will begin to test restrictions...