Archive for March, 2009

The Emperor’s Tram

I came across this interesting passage last night in Alain de Botton’s book Status Anxiety:

“There are countries in which the communal provision of housing, transport, education and health care is so inferior that inhabitants will naturally seek to escape involvement with the masses by barricading themselves behind solid walls. The desire for high status is never stronger than in situations where ‘ordinary’ life fails to answer a median need for dignity or comfort.

Then there are communities—far fewer in number and typically imbued with a strong (often Protestant) Christian heritage—whose public realms exude respect in their principles and architecture, and whose citizens are therefore under less compulsion to retreat into a private domain. Indeed, we may find that some of our ambitions for personal glory fade when the public spaces and facilities to which we enjoy access are themselves glorious to behold; in such a context, ordinary citizenship may come to seem an adequate goal. In Switzerland’s largest city, for instance, the need to own a car in order to avoid sharing a bus or train with strangers loses some of the urgency it has in Los Angeles or London, thanks to Zurich’s superlative train network, which is clean, safe, warm and edifying in its punctuality and technical prowess. There is little reason to travel in an automotive cocoon when, for a fare of only a few francs, an efficient, stately tramway will provide transport from point A to point B at a level of comfort an emperor might have envied.

One insight to be drawn from Christianity and applied to communal ethics is that, insofar as we can recover a sense of the preciousness of every human being and, even more important, legislate for spaces and manner that embody such a reverence in their makeup, then the notion of the ordinary will shed its darker associations, and, correspondingly, the desires to triumph and to be insulated will weaken, to the psychological benefit of all.”

And somehow related, in this morning’s FT, a review by John Kay of The Spirit Level: Why More Equal Societies Almost Always Do Better, by Richard Wilkinson and Kate Pickett; Kay notes, “the United States, the most unequal of the countries considered, scores poorly on virtually all the social indicators used.”

Posted on Saturday, March 21st, 2009 at 3:49 pm by: Tom Vanderbilt
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The Geography of Danger

A map via This is London (thanks Berkeley TSC) that pinpoints bicycle crashes in 2007. While an interesting first step, it doesn’t link up to details on exposure details, nor street characteristics, nor time of day, nor exact crash causality — not to mention the danger itself that people view a couple of red dots on their street and think they see a pattern when regression to the mean may see no incidents on that street for the next few years.

But this hints at the evolving potential of GIS, etc.

Posted on Friday, March 20th, 2009 at 2:30 pm by: Tom Vanderbilt
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Safe Routes to Soccer

I have a pet theory that roughly 20% of the increase in vehicle miles traveled in the U.S. over the past few decades can be traced to organized youth soccer.

This post, from a blog called freerangekids, adds some evidence:

My 10-year-old son wanted the chance to walk from our house to soccer practice behind an elementary school about 1/3 mile from our house. He had walked in our neighborhood a number of times with the family and we have driven the route to practice who knows how many times. It was broad daylight – 5:00 pm. I had to be at the field myself 15 minutes after practice started, so I gave him my cell phone and told him I would be there to check that he made it and sent him off. He got 3 blocks and a police car intercepted him. The police came to my house — after I had left — and spoke with my younger children (who were home with Grandma). They then found me at the soccer field and proceeded to tell me how I could be charged with child endangerment. They said they had gotten “hundreds” of calls to 911 about him walking. Now, I know bad things can happen and I wasn’t flippant about letting him go and not checking up, but come on. I live in a small town in Mississippi. To be perfectly honest, I’m much more concerned about letting him attend a birthday party sleepover next Friday, but I’m guessing the police wouldn’t be at my house if I chose to let him go (which I probably won’t).

As someone who walked to school every day, rode a bike unhelmeted all over the ‘burbs, etc., this makes me feel like an grouchy old-timer.

(Horn honk to boingboing)

Posted on Friday, March 20th, 2009 at 9:46 am by: Tom Vanderbilt
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A Don’s Education

Cambridge classicist Mary Beard goes back to school, for speeding, as part of an “educate not prosecute” campaign. The evidence on these programs’ value is shaky, but Beard seemed somewhat positive about the experience (whether that translates into behavioral change is always an open question).

From her post:

What is more I did learn quite a lot.

For a start I had no idea that only 4% of traffic accidents in the UK took place on motorways (and accounted for only 6% of the road deaths). Nor did I realise quite how much the level of road casualties had fallen over the last 70 or so years — it is now a third of the 7500 that it was (so estimates have it) in the 1930s. In fact one of the heroes of the morning was Leslie Hore-Belisha, not only the inventor of the Belisha Beacon in 1935, but of the Highway Code too, the driving test and various road markings, that are now taken for granted.

Most striking of all was the stuff about the “hard shoulder”. I knew that it is the most dangerous place to be on the motorway. I hadnt realised that average time between stopping on the hard shoulder and being involved in an “incident” was 26 minutes. Can that really be true?

Posted on Friday, March 20th, 2009 at 9:24 am by: Tom Vanderbilt
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Traffic Safety Film of the Week

I’m trying with difficulty to remember the last “speed-themed” advertisement I saw in the U.S.

Posted on Thursday, March 19th, 2009 at 1:48 pm by: Tom Vanderbilt
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I hadn’t seen this useful word before, but given the similar orders of impairment, it may well be time to introduce it into the lexicon.

The horrifying, poignant case — one of those stark reminders of the ethical and moral implications of how our own distracted driving behavior can affect others — discussed in this posting is real — more details here. Note the repeated use in the TV clip of the word “accident.”

As far as I know texting hasn’t been authoritatively implicated yet — something that is very hard to prove — but given the driver’s behavior some form of impairment seems likely.

Note, for example, this piece about teens trying to text and drive. Those who do it the most are most confident it will not affect their driving.

Collin takes his eyes off the road several times and for long periods of time, sometimes up to 3 seconds. Collins dad watches the video tape replay and is surprised at how long his son’s eyes are off the road. Collin’s dad: “There’s a long span there.”

(Thanks Tom Everson)

Posted on Wednesday, March 18th, 2009 at 2:52 pm by: Tom Vanderbilt
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Traffic Versus Traffic

Via the San Jose-Mercury News, in a curious conjunction of the worlds of virtual and real traffic, the founder of TechCrunch — among the top 10 most valued blogs in the Internet — has left his home office, as it was drawing too much traffic.

Posted on Wednesday, March 18th, 2009 at 12:09 pm by: Tom Vanderbilt
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Lane Discipline

Driveways are one of the more dangerous suburban landscape features (for all modes), and I was intrigued to see this approach, outside of a store, somewhere in Japanese suburbia. I love the landing-strip wands and all.

Posted on Wednesday, March 18th, 2009 at 11:58 am by: Tom Vanderbilt
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One Lane to Rule Them

A corollary benefit of primary seat-belt laws. Via the sadly soon-to-be-virtual Seattle Post-Intelligencer:

“A commuter who put a homemade dummy in the passenger seat to sneak into the car pool lane was caught Wednesday near Seattle. But it wasn’t because a cop realized the passenger was fake. Instead, the State Patrol trooper noticed the dangling belt buckle on the passenger side and suspected a seat belt violation.

Patrol spokeswoman Christina Martin told The Herald of Everett that the driver acknowledged trying to beat traffic by using the HOV lane.

He created his passenger by draping a rain jacket over plastic piping, topping it off with a Halloween mask of Gandalf, the “Lord of the Rings” wizard, a beard and a baseball cap.”

(via Roadguy)

Posted on Wednesday, March 18th, 2009 at 8:32 am by: Tom Vanderbilt
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Things I Didn’t Know

Via the WSJ:

Regulatory policy and practice, however, aren’t global. U.S. government crash standards, for example, require car makers to take into consideration the potential harm to passengers who aren’t wearing seat belts when designing the crash-safety features of their cars. European governments assume that everyone riding in a car is wearing a belt — a standard that’s easier and less costly for car makers to meet.

Posted on Tuesday, March 17th, 2009 at 6:42 am by: Tom Vanderbilt
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Putting a Woman on a Pedestal

They may simply be there to “preserve the existing disorder,” but Rome, for the first time, is adding female traffic cops in the Piazza Venezia. But, as happened in Mexico City with “the swans,” their appearance may augur a reduction in corruption and an improvement in traffic safety.

Posted on Tuesday, March 17th, 2009 at 6:38 am by: Tom Vanderbilt
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Things I Didn’t Know

Via Harper’s Index:

Hours during which Rio de Janeiro drivers may legally run red lights in order to avoid being carjacked: 10 P.M. — 5 A.M.

Traffic is now available in Brazil, though I do not discuss the above.

Posted on Monday, March 16th, 2009 at 1:55 pm by: Tom Vanderbilt
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The Phantom Menace

Streetsblog has a good interview with Manhattan D.A. candidate Leslie Crockett Snyder on the subject of “traffic justice.” The piece notes the following:

Snyder said that the biggest traffic safety complaint she hears from community leaders these days is not about reckless motorists but “bicyclists being dangerous” and “messengers running us over.” If she is elected DA, she invites livable streets advocates to educate her on the issues and “meet with me regularly and make sure I’m staying on top of it.”

This incredibly oft-repeated idea — that cyclists are some grave threat to the lives of pedestrians, not motorists — is one of my greatest sources of irritation, and also puzzlement. I don’t have the NYC stats at hand, but in London, for example, from 2001 to 2005 there were 535 pedestrians killed by automobile. The number killed by cyclists? One. (the injury numbers are equally skewed, even taking into account possible underreporting).

One obvious reason for this is that humans generally rely on an imprecise calculus for real and subjective risk (this book provides an excellent survey of risk analysis). Things that are novel or out of our perceived control invoke particular “dread”; so too do those things we can more easily remember.

In an endnote to Traffic (and you really should read the endnotes!), I quote a bit from what I thought was a good answer to this question, from Ryan Russo, of the NYC DOT. The endnote runs as follows:

In New York City, an undercurrent of public opinion says that bicycles are “dangerous.” Neighborhoods have fought against the addition of bike lanes for this very reason. Yet one could count the number of people killed by bicycles in New York City each year on one hand, with a few fingers left over, while many times that number of people are killed or severely injured by cars. When I met with Ryan Russo, an engineer with the New York City Department of Transportation, I could not help but hear the echo of several of the reasons why we misperceive risk. “It’s silent and it’s rare,” he told me, when I asked about New Yorkers’ antipathy toward cyclists. “As opposed to cars, which make noise and are prevalent. You don’t see it because it’s smaller, you don’t hear it approach because it’s silent, and you don’t expect it because it’s not prevalent.” A close call with a cyclist, no matter how less dangerous statistically, stands out as the greater risk than a close call with a car, even though—or in fact precisely because—pedestrians are constantly having near-hazardous encounters with turning cars in crosswalks.

Following that idea that one does not expect it because it’s “not prevalent,” this might key in to the idea that novel risks are perceived more intensely than the everyday, mundane risks (like those posed to pedestrians from cars).

There are other possible reasons. Pedestrians may not be cyclists as much as they are also drivers, so they may feel more a hostility to, or less kinship to, cyclists. People may not respect the legitimacy of cyclists as a form of transportation as much as they do automobiles. Maybe there’s something about the idea that cyclists are often found on sidewalks, and perhaps pedestrians view them as a more personal encroachment than cars, to whom the road “belongs” (I should point out that even when we’re talking about fatalities on sidewalks, cars are much more the prime offender). Another possible reason is what’s been dubbed here as “bikeism”; pedestrians may somehow deem the actions of cyclists as being part of their character, rather than to situational responses in the moment. Thus the action of one bad cyclists comes to taint all of cyclingdom, while the actions of many bad drivers are diffused into a sort of blameless norm.

I was actually talking about this a bit recently with Dr. Oz (yes, he of Oprah fame) on his radio show. In theory, cyclists and pedestrians would enjoy more collegial relations (and maybe they do; maybe it’s only the people call in to complain to the DA who don’t like cyclists) because, unlike drivers, they are not shrouded in thousands of pounds of metal. Pedestrians and cyclists can often make eye contact (an agent of cooperation), they can literally feel each other’s humanity. Then again, maybe this only perversely raises the level of antagonism; and, as I mentioned in Traffic, people are more likely to refer to cyclists as cyclists, where they often talk about a car instead of the person driving that car. With a cycle there is less chance of the actor being subsumed by the vehicle; does the anonymity of the “car as threat” thus make it less memorable, or, again, less personal?

To refresh, however, bicycles as an urban threat must surely be exceeded by any number of hazards, ranging from fatal slips down stairs to dog attacks. And they are vastly exceeded as a threat to pedestrians by cars. Cities would do well to run ad campaigns touting the benefits to everyone of cycling, and dispelling some of the falsehoods concerning risk (maybe a simple campaign, on bus sides, showing a car and a cycle, saying This is X Times More Dangerous Than This, or some such).

Posted on Monday, March 16th, 2009 at 12:43 pm by: Tom Vanderbilt
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The Roaring Traffic’s Boom

This weekend I chanced across the Lewis Mumford collection “From the Ground Up” on my bookshelves. The section titled “The Roaring Traffic’s Boom,” a selection of New Yorker pieces from 1955, makes for compelling reading, particularly for New Yorkers in light of some of the recent efforts (Times Square, etc.) by the NYC DOT.

Just recently, I was talking with someone about who had first quipped that the idea of trying fight congestion by building more roads was like trying to fight obesity by loosening one’s belt — a refrain I’ve heard from more than one person — and I think the answer has arrived, in Mumford’s essay “Renewed Circulation, Renewed Life.”

Most of the fancy cures that the experts have offered for New York’s congestion are based on the innocent notion that the problem can be solved by increasing the capacity of the existing traffic routes, multiplying the number of ways of getting in and out of town, or providing more parking space for cars that should have been lured into the city in the first place. Like the tailor’s remedy for obesity—letting out the seams of the trousers and loosening the belt—this does nothing to curb the greedy appetite that have caused the fat to accumulate. The best recent book on the subject, Urban Traffic, by Robert B. Mitchell and Chester Rapkin, takes quite another view—that traffic is but one “function of land use,” which is to say that streets and highways should not be treated as if they existed in a desert inhabited only by motorcars. How different that attitude is from the prevalent conception, as succinctly summarized by a one-time city-planning commissioner: “The main purpose of traffic (surely) is to enable a maximum number of citizens to derive all possible benefits from the use of automobiles as a means of transportation, for business, convenience, and pleasure.” It is because this second conception of traffic is dominant that our cities have become a shambles.”

While some of Mumford’s cures (e.g., the ‘city for the motor age’) have not aged well, his diagnoses are always spot-on and the entire suite of essays is worth reading.

Posted on Monday, March 16th, 2009 at 8:04 am by: Tom Vanderbilt
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Aux Barricades!

I’ve long been interested in “Nadar,” real name Gaspard-Félix Tournachon, pioneer of aerial photographer, among other things (in a piece on Christian Nold in Artforum, for example, I wrote: “Just as the photographer known as Nadar, Baudelaire’s contemporary and friend, was hovering above Paris in his balloon to photograph the city from a new vantage point (or descending into the sewers to illuminate the secret metropolis in the first photos aided by electric light), Baudelaire was delving into the city’s crowds, wandering into the tangled streets then being transformed by the boulevards of Haussmann.”

In any case, I only recently learned of another of Nadar’s curious achievements: Crowd control. During a trip to Brussels for a flight in his famed balloon Le Géant, Nadar devised a kind of portable barricade (essentially not different from the familiar one pictured above) to maintain order on the ground as he pursued his aerial craft. Even today, these interlocking metal barricades — which now appear in city after city, lining the routes of marathons, keeping protesters at bay, blocking off streets — are known as “Nadars” in Belgium.

Appropriate, then, that Kris Peeters, a “mobility consultant” with the city of Antwerp, teaming up with the designer Hans De Cuyper, should have thought it high time that the “Nadar” was revisited. As he put it to me, they wanted to rethink the barricade “as a friendly, pro-child, convenient tool with a self explaining design that does the opposite of the Nadar: instead of pushing away the people (and making them angry because they can’t pass), we make them feel welcome, or at least curious about what is happening on the other side.” And so was created the “Stradar,” the marriage between “street” and “Nadar” (admittedly this name will need some revising in the U.S.).

As Peeters put it, the barricade was part of a larger project to think about ways to “return the street to people in a friendly and easy way.” In doing observations, they noted that “ordinary people define their street barriers with simple things as chairs and a ladder. And cities are mostly using crush barriers. Crush barriers, indeed, what’s in a name! They look like the remains of a prison. And there we want our children playing? There we think shoppers will feel free?”

In writing about design and architecture, I’ve been most interested in the humdrum, vernacular sorts of things that are almost invisible, yet no doubt wield an influence on physical spaces and our experience of them. The things that seem the most common, or trivial, perhaps not worth the attention of design, are really what shape people’s lives — not Philippe Starck chairs. And the “Nadar,” while perhaps functionally useful, is a particularly uninspiring piece of street furniture, loaded with all kinds of negative connotations — e.g., the same thing used to corral mass stadium crowds becomes the device to block off a street for a day’s block party. The Stradar, in a sense, is of a piece with the Dutch concept of the woonerf in that it tries to articulate the human nature of a street space through physical design. I even wonder what the representation of people, however abstract, might do in a “Nudge” sort of way to encourage a more positive response when one finds one’s way blocked for some reason. Like the work of David Engwicht, this is about inviting interest (and like my recent post on Daniel Pink, it may even be more “emotionally intelligent”).

The Stradar was actually released in the Netherlands and Belgium in January, and as Peeters told me, its appearance has drawn interest and positive remarks from passerby — something you can hardly imagine with the typical Nadar. On their website (linked to above), the pair have posted a list of possible uses; Peeters even mentioned someone who got in touch for “personalized” Stradars for a wedding party, decorated as the bride and groom!

If the NYC DOT (or any others) are reading, this seems like the perfect sort of thing for the Summer Streets program, or for the neighborhood block parties in my Brooklyn neighborhood (instead of the blue police “horses” with their hostile “do not cross” mentality).

In any case, the designers are looking for feedback (including a new name) for a possible introduction of the idea to the U.S./Canada, so please comment here or at their website.

Posted on Friday, March 13th, 2009 at 9:02 am by: Tom Vanderbilt
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Traffic Safety Film of the Week

Posted on Thursday, March 12th, 2009 at 4:20 pm by: Tom Vanderbilt
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36 Views of Mt. Fuji (and a few more)

Rummaging through my iPhoto, I came across some photos of my trip to Toyota’s Higashifuji Technical Center in Susono City, Shizuoka Prefecture, Japan, to check out the company’s driving simulator, which they claim to be the world’s largest and most advanced.

Driving simulators are important for one main reason: They allow you to test things — from new car technologies to over-the-counter meds — that you wouldn’t be able to do safely on the public road. I’m a bit of a driving simulator geek, having dodged debris falling from a truck on an Iowa road (it was part of a test of electronic stability control; and yes, it works) at the National Advanced Driving Simulator, frightened my minders with a vexing wrong-side-of-the-road drive (I realized how hard it is to shift with one’s left hand) at the TRL labs in the U.K., and had various other simulated drives elsewhere, in government and academic research facilities.

Both Toyota and NADS are pretty incredible — to recreate the feel of driving (which is said to be harder to recreate than flying), the capsule-like module, pictured below, must physically move around the vast hangar space. When you brake, it tilts forward; when you reverse, it tilts back. The tactile quality is convincing; one feels things like the gravel on the shoulder of the road.

One of the hazards of the driving simulator in general is so-called “simulator sickness,” due to the mismatch between your inner-ear sensations and what your eyes are seeing. I experienced a touch of it at Toyota, perhaps because I was the passenger in the vehicle (or maybe the way the driver was driving). But compared to the less sophisticated models, the ride is smooth. It was strange to look in the rear-view mirror and see the simulated environment receding.

I spent a lot of time simply examining the rendered landscape, the architecture, the vernacular signing, noticing small details like the cyclist in the crosswalk.

It is hard to go far in Japan without stumbling across some representation of the myth-drenched Mt. Fuji, as in this noodle shop in Tokyo.

Which is why I was delighted, if not totally surprised, to see Mt. Fuji hovering in this pixellated landscape.

It seemed to loom everywhere, recalling Roland Barthes’ declaration that the only place from which one could not see the Eiffel Tower was from within the tower itself. As fast as we drove, we seemed to get no closer.

Afterwards, I spent some time on the vast proving grounds, set up for the pilot test of an automated car.

Posted on Thursday, March 12th, 2009 at 11:08 am by: Tom Vanderbilt
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Crossing the Road in Britain

In this somewhat interesting BBC piece, ostensibly about plans to bring pedestrian countdown lights to London but about pedestrian behavior more generally, this passage rankled me:

For drivers, there are warning signs, lights, zigzagged lines and colour codes, all telling drivers to be careful, that people may be crossing ahead.

But sometimes drivers become so inured to this street “furniture” they forget to look for people crossing — they forget what it’s there for. And a 1970 study by the Institute of Transportation Engineers Journal looking at San Diego accidents found incidents were twice as likely at “marked crossings” as unmarked crossings.

Why? Pedestrians lose a sense of personal responsibility – they think that because they are at an official crossing, they don’t need to look where they are going. And then they step out into oncoming traffic.

First of all, is a 1970 study really the best reference? That study, by Bruce Herms, crops up a lot in the literature — but so do charges that its findings were not valid, or have not always been reported properly. And the idea of pedestrians losing their sense of “personal responsibility,” while having certain grains of truth, is overshadowed by the larger safety issue, as actually measured, of cars not stopping at marked crosswalks, as required by law. Haven’t they lost their sense of personal responsibility? There are other issues; what I call the “Frogger effect”: On marked crosswalks that stretch across more than two lanes, one driver may stop, encouraging the pedestrian to cross, but the driver in the next lane does not stop, and does not see the pedestrian, who may be in a blind spot caused by the stopped vehicle.

As an aside, if you can get your hands on it, Joe Moran’s piece, “Crossing the Road in Britain,” in The Historical Journal, is a fascinating piece of cultural history.

As a further aside I’ve always enjoyed this bit of marked crosswalk behavior.

Posted on Thursday, March 12th, 2009 at 10:22 am by: Tom Vanderbilt
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15 Years, 30 Days

I was intrigued by two recent news items.

One, from Utah:

Calling texting while driving a crime, a judge Tuesday ordered a Tremonton man to spend 30 days in the Cache County jail as part of his sentence for two counts of negligent homicide.

Reggie Shaw was 19 when his Chevy Tahoe veered into oncoming traffic on State Road 30 near Logan, causing the deaths of Cache Valley residents Jim Furfaro, 38, of Logan and Keith O’Dell, 50, of North Logan.

Though Shaw told Utah Highway Patrol Trooper Bart Rindlisbacher at the scene on Sept. 22, 2006, that he had not been texting, subpoenaed cell phone records show Shaw and a friend exchanged 11 text messages in the moments before the accident, according to Cache County Prosecutor Don Linton.

[as an aside, note the passive tense here, rather common in newspaper reporting: it was his Tahoe ‘that veered,’ deaths ‘were caused.’ Not, ‘he swerved, killing the two drivers.’]

Another, via the Washington Post:

A Woodbridge man who drove the wrong way, drunk, on Route 1 last year and slammed head-on into another car at 96 mph, killing the driver, was sentenced to 15 years in prison yesterday by a Fairfax County judge.

[less passive tense here…]

We have here two cases of driving in the presence of activities shown to cause impairment. In both cases, people died. Yet the sentencing gulf between the two cases is huge. One obvious difference is that texting while driving has yet to be made an actual crime (though I predict it increasingly will be), and I imagine this must influence the sentencing; I am not sure what the usual sentence is for “negligent homicide” — but then again, isn’t a DUI-caused fatality also a “negligent homicide”? How would we feel about a 30-day sentence with some community service for a drunk driver who killed two people? Perhaps the ages of both perpetrators also came into play. But one has to wonder about the major discrepancy in sentencing.


Posted on Thursday, March 12th, 2009 at 7:05 am by: Tom Vanderbilt
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One Problem with Tinted Windows

From the Daily Mail: “Traffic wardens slapped seven tickets on a parked car over a two-week period without noticing the driver was dead inside the vehicle.”

Posted on Wednesday, March 11th, 2009 at 3:59 pm by: Tom Vanderbilt
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Traffic Tom Vanderbilt

How We Drive is the companion blog to Tom Vanderbilt’s New York Times bestselling book, Traffic: Why We Drive the Way We Do (and What It Says About Us), published by Alfred A. Knopf in the U.S. and Canada, Penguin in the U.K, and in languages other than English by a number of other fine publishers worldwide.

Please send tips, news, research papers, links, photos (bad road signs, outrageous bumper stickers, spectacularly awful acts of driving or parking or anything traffic-related), or ideas for my Transport column to me at:

For publicity inquiries, please contact Kate Runde at Vintage:

For editorial inquiries, please contact Zoe Pagnamenta at The Zoe Pagnamenta Agency:

For speaking engagement inquiries, please contact
Kim Thornton at the Random House Speakers Bureau:

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For UK publicity enquiries please contact Rosie Glaisher at Penguin.

Upcoming Talks

April 9, 2008.
California Office of Traffic Safety Summit
San Francisco, CA.

May 19, 2009
University of Minnesota Center for Transportation Studies
Bloomington, MN

June 23, 2009
Driving Assessment 2009
Big Sky, Montana

June 26, 2009
PRI World Congress
Rotterdam, The Netherlands

June 27, 2009
Day of Architecture
Utrecht, The Netherlands

July 13, 2009
Association of Transportation Safety Information Professionals (ATSIP)
Phoenix, AZ.

August 12-14
Texas Department of Transportation “Save a Life Summit”
San Antonio, Texas

September 2, 2009
Governors Highway Safety Association Annual Meeting
Savannah, Georgia

September 11, 2009
Oregon Transportation Summit
Portland, Oregon

October 8
Honda R&D Americas
Raymond, Ohio

October 10-11
INFORMS Roundtable
San Diego, CA

October 21, 2009
California State University-San Bernardino, Leonard Transportation Center
San Bernardino, CA

November 5
Southern New England Planning Association Planning Conference
Uncasville, Connecticut

January 6
Texas Transportation Forum
Austin, TX

January 19
Yale University
(with Donald Shoup; details to come)

Monday, February 22
Yale University School of Architecture
Eero Saarinen Lecture

Friday, March 19
University of Delaware
Delaware Center for Transportation

April 5-7
University of Utah
Salt Lake City
McMurrin Lectureship

April 19
International Bridge, Tunnel and Turnpike Association (Organization Management Workshop)
Austin, Texas

Monday, April 26
Edmonton Traffic Safety Conference
Edmonton, Canada

Monday, June 7
Canadian Association of Road Safety Professionals
Niagara Falls, Ontario

Wednesday, July 6
Fondo de Prevención Vial
Bogotá, Colombia

Tuesday, August 31
Royal Automobile Club
Perth, Australia

Wednesday, September 1
Australasian Road Safety Conference
Canberra, Australia

Wednesday, September 22

Wisconsin Department of Transportation’s
Traffic Incident Management Enhancement Program
Statewide Conference
Wisconsin Dells, WI

Wednesday, October 20
Rutgers University
Center for Advanced Infrastructure and Transportation
Piscataway, NJ

Tuesday, March 8, 2011
Ontario Injury Prevention Resource Centre
Injury Prevention Forum

Monday, May 2
Idaho Public Driver Education Conference
Boise, Idaho

Tuesday, June 2, 2011
California Association of Cities
Costa Mesa, California

Sunday, August 21, 2011
American Association of Motor Vehicle Administrators
Milwaukee, Wisconsin

Wednesday, October 26, 2011
Attitudes: Iniciativa Social de Audi
Madrid, Spain

April 16, 2012
Institute for Sensible Transport Seminar
Gardens Theatre, QUT
Brisbane, Australia

April 17, 2012
Institute for Sensible Transport Seminar
Centennial Plaza, Sydney
Sydney, Australia

April 19, 2012
Institute for Sensible Transport Seminar
Melbourne Town Hall
Melbourne, Australia

January 30, 2013
University of Minnesota City Engineers Association Meeting
Minneapolis, MN

January 31, 2013
Metropolis and Mobile Life
School of Architecture, University of Toronto

February 22, 2013
ISL Engineering
Edmonton, Canada

March 1, 2013
Australian Road Summit
Melbourne, Australia

May 8, 2013
New York State Association of
Transportation Engineers
Rochester, NY

August 18, 2013 “Ingenuity” Conference
San Francisco, CA

September 26, 2013
TransComm 2013
(Meeting of American Association
of State Highway and Transportation
Officials’ Subcommittee on Transportation
Grand Rapids MI



March 2009

No, you probably won be compensated one million dollars; however, with the right blend of negotiating skills and patience, your efforts will be substantially rewarded!I have seen up to forty thousand dollars added to starting compensation through diligent negotiations. It is a way to significantly raise your standard of living and sense of self, simply by