Archive for the ‘Cars’ Category

Vehicle Factors

The IIHS pairs a big hullking 1959 Chevy Bel Air versus a 2009 Chevy Malibu. The results show how far car safety has come in 50 years. Now for the hard part: the drivers.

(thanks Darren)

Posted on Monday, September 21st, 2009 at 8:28 am by: Tom Vanderbilt
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Let the Car Drive

Robert Scoble talks to Ford’s Steve Kozak about radar-based collision warning systems and adaptive cruise control. One big question is how willing drivers will be to stay within the parameters that the car’s computers say is the safe following distance; human drivers regularly go past those thresholds, in part because of overconfidence and in part because the average driver doesn’t have a clue as to what the car’s actual stopping distance is (unlike the precise radar and algorithms). Then there’s the issue that most of us don’t have to conduct full-on emergency braking on an everyday basis. I’m also still not sure how these systems avoid the “off-ramp problem” — at the moment you should be braking, the cruise control, sensing no cars ahead, may accelerate to your desired speed. Does anyone have any experience with this? On balance though I’d say, if commercial aviation is any guide, these systems can’t help but improve safety, given the natural perceptual limitations (and psychological quirks) of humans.

(thanks Peter)

Posted on Tuesday, September 15th, 2009 at 6:26 am by: Tom Vanderbilt
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Back to School

I was struck by this post, about the bicycle-heavy back-to-school ritual in the Netherlands, at David Hembrow’s site. As he observes, “a few weeks before the start of the school term, banners and signs appear to remind drivers that children are to be expected to be on bikes in larger numbers again. The banner reads ‘The schools are starting again.’ ”

In the U.S., of course, it’s more common at this time of year for schools to send out notices that their “traffic patterns” have changed, meaning the location of where kids are picked up and dropped off, via car (and typically they’re changed because so many parents are driving their kids to school, and the parking lots have become not only congested, but safety hazards). Relatedly, I happened to read, over the DOT’s Fast Lane page, about Secretary Ray LaHood visiting a school in Peoria, where some young students gave him their thoughts on transportation and safety. I don’t know what they envisioned, but I was curious to note the school’s handbook, located here, which notes, “due to the volume of traffic in the parking lot, students should be dropped off and picked up and the Northmoor door of the school.”

The final thing to note, not surprisingly, is the WalkScore of the neighborhood where the school is located: 49 out of 100.

Posted on Thursday, September 10th, 2009 at 12:08 pm by: Tom Vanderbilt
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Random Fact of the Day

That might be useful, but a compelling study has already revealed that teens taught to drive by their parents are 2.7 times more likely to get into a fatal accident than those who take formal driver’s ed courses. The 2007 study focused on Texas and was funded by the National Highway Traffic Safety Administration.

This via an interesting article on reforming driver’s ed in Texas.

Posted on Tuesday, September 8th, 2009 at 12:08 pm by: Tom Vanderbilt
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Two disturbing things across the transom. The former attorney general of Ontario, charged in the death of a cyclist in Toronto (ironically in light of the recent press on Chris Cavacuiti), apparently in some kind of altercation.

And in Wisconsin, a current legislator (one account says his license was once suspended) blows a red light, striking a cyclist.

(thanks Rob)

Posted on Tuesday, September 1st, 2009 at 2:18 pm by: Tom Vanderbilt
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SatNav Mashups

(Horn honk to Kottke)

Posted on Friday, August 28th, 2009 at 9:37 am by: Tom Vanderbilt
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New York as Motopia

Michael Frumin was intrigued by a report on 2008 subway passenger counts.

Just to get warmed up, chew on this — from 8:00AM to 8:59 AM on an average Fall day in 2007 the NYC Subway carried 388,802 passengers into the CBD on 370 trains over 22 tracks. In other words, a train carrying 1,050 people crossed into the CBD every 6 seconds. Breathtaking if you ask me.

So he began wondering what New York City would have to look like without that subway capacity — or, say, if every New Yorker decided to drive where they were going.

At best, it would take 167 inbound lanes, or 84 copies of the Queens Midtown Tunnel, to carry what the NYC Subway carries over 22 inbound tracks through 12 tunnels and 2 (partial) bridges. At worst, 200 new copies of 5th Avenue. Somewhere in the middle would be 67 West Side Highways or 76 Brooklyn Bridges. And this neglects the Long Island Railroad, Metro North, NJ Transit, and PATH systems entirely.

And that’s not all of it.

Of course, at 325 square feet per parking space, all these cars would need over 3.8 square miles of space to park, about 3 times the size of Central Park. At that point, who would want to go to Manhattan anyway?

Reading Frumin’s post, I was reminded of the early, Utopian visions, as sketched by people like Bauhaus stalwart Ludwig Hilberseimer, of cities “built for the motor age,” which would seamlessly blend great agglomerations of people with smooth, huge highway networks that always seemed to be largely empty, as in the image above. What these plans never acknowledged is the point raised by Frumin: The actual infrastructure required to move all those people by car to their massive towers, not to mention such questions as what they would all do once they got out of their cars (if they even desired such a thing), where they would park, etc. etc.

On the last point, Norman Bel Geddes, writing in the seminal text Magic Motorways, thought parking provided an easy answer to the congestion question:

There is one method, however, which does point the way to a future solution. It is the construction of parking space directly underneath or actually inside of heavily frequented buildings. The newest building unit in New York’s Rockefeller Center, for example, is provided with six floors in which over 800 cars can find parking space by means of ramps. The same idea has been incorporated, even more dramatically, into Chicago’s Pure Oil Building, in which the interior spaces of thirteen floors are reserved for tenants’ cars 300 of them.

How providing more supply would lead to long-term solutions to the congestion problem, particularly as all those drivers poured out of their massive garages at 5 p.m., was a question the modernist visions were never able to answer.

Of course, Hilberseimer’s early visions were admittedly a bit dystopian, as even an automobile city proponent like Le Corbusier was moved to note:

A wretched kind of “modernism” this! The pedestrians in the air, the vehicles hogging the ground! It looks very clever: we shall all have a super time up on those catwalks. But those “R.U.R.” pedestrians will soon be living in “Metropolis,” becoming more depressed, more depraved, until one day they will blow up the catwalks, and the buildings, and the machines, and everything. This is a picture of anti-reason itself, of error, of thoughtlessness. Madness.

And while the city pictured at the start of the post never materialized, that modernist dream of the (non-congested) automotive city never died, and its DNA carried on through GM’s “Futurama,” on through fantastic visions like Geoffrey Jellicoe’s “Motopia,” (pictured above, with its rooftop roads) through more serious (and taken seriously) tracts like Colin Buchanan’s “Traffic in Towns,” and into built places like Cumbernauld.

“Kill the street,” Le Corbusier once intoned, the old “donkey paths.” The new cities would do away, as the historian Stephen Marshall puts it in his excellent book Streets and Patterns, with things like the pub on the corner. “There would be no pub on the corner, since no building would interfere with the requisite junction visibility requirements. There would be no crossroads, since these would be banned on traffic flow and safety principles. Indeed, there would be no ‘streets’: Just a series of pedestrian decks and flyovers.”

And as the following video (sent to me by Eric Boerer at Bike Pittsburgh) from Pittsburgh, circa 1955 shows, the modernist dreams had some serious propagandistic muscle behind it; the irony of this video (and, I must say, the supposed congestion horror depicted here looks pretty tame) is that just about everything that’s proposed here is the sort of thing that, half a century later, would be seen as a nightmare from which cities were trying to awake. I don’t know the city, and I’m not sure if those waterfront highways were built, for example, but it’s hard not to see Le Corb and Broadacre City all over that image of the tall tower, surrounded by acres of parking — my initial thought was, where would you go for lunch? It’s the sort of mundane question the motopians never paused much to consider as they drafted their gleaming tomorrows.

Posted on Tuesday, August 25th, 2009 at 2:49 pm by: Tom Vanderbilt
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The Leftist Insurgency in Samoa

I’ve got a new piece up at that considers that ever vexing question: Which side of the road should we drive on? And should we all do it the same way?

Here’s the opener:

A revolution is afoot in the small Pacific island nation of Samoa. Mass demonstrations, the biggest the country has ever seen, have rocked the capital. A new political party has formed in an attempt to depose the prime minister. The airwaves crackle with dissent.

As is often the case in political strife, a left-right divide underpins the Samoan turmoil. In this case, left vs. right refers to which side of the road Samoans are meant to drive on. At 6 a.m. on Sept. 7, Samoans, who for over a century have navigated on the right — like their neighbors in American Samoa — will change over to the left.

Posted on Friday, August 14th, 2009 at 9:55 am by: Tom Vanderbilt
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Citizen Traffic Control

Reader David notes that when bottlenecks develop at intersections in Ghana, or traffic grows abnormally congested, it’s not uncommon for people to spontaneously take matters into their own hands. The video is of an American friend (perhaps the advertised ‘D.J. Mayonnaise Hands’?) of his who decided to pitch in; I’m not sure he’s accomplishing much, traffic-wise, but I’d give his technique an ‘A.’

Posted on Monday, August 3rd, 2009 at 9:10 am by: Tom Vanderbilt
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Training Wheels

I know the driving age is low in some Western states, but this is ridiculous.

Posted on Thursday, July 30th, 2009 at 2:43 pm by: Tom Vanderbilt
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Hanging Up

It has been heartening to see the hard science of distracted driving getting such prominent attention, the latest of course being the New York Times coverage of the naturalistic truck study (and keep in mind that truck drivers are statistically safer than civilian drivers) by VTTI (which I look forward to reading in its entirety), followed by today’s announcement of proposed legislation for a texting-while-driving ban pegged to state highway funding. My only qualm with all the texting coverage is that it might push to the side the very real issue of cell-phone conversation while driving, which the cell-phone lobby and others would have us believe is not an issue — they of course don’t want to give up those minutes, those same minutes that preciously tick away as you sit listening to the horrible and lengthy prompts to leave messages.

But the idea of a legislative ban always brings up the issue of the difficulties of enforcement, and along those lines I have been wondering what alternatives (or supplementary tools) there might be to a legislative solution to the problem of wireless communication while driving. (more…)

Posted on Thursday, July 30th, 2009 at 11:30 am by: Tom Vanderbilt
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Streets Ahead in Ashford

I’ve been looking at some before-and-after photos of the “shared space” scheme in the English town of Ashford, which we’ve written about here before.

The first pair below shows West Street before the scheme, a rather drab slab of pavement and railings, forbidden to pedestrian crossing, with all the charm of a drainage ditch.

The image below is of the after, and I had to check the nearby buildings to make sure it really was the same vista.

The next set shows Elwick Road, which is virtually crying out for a speed problem.

And the after, with trees and sculpture by Simeon Nelson

The changes have of course not been without controversy, similar to some recent schemes in London, as the columnist Simon Jenkins notes. He writes, about Ashford:

If they cannot afford a trip to the Netherlands or Germany, they should visit Ashford in Kent. Here the local council, in collaboration with the designer Ben Hamilton-Baillie, took a leaf from the work of the Dutchman, Hans Monderman, and turned their town into the most progressive in England.

In the new shopping area, all distinction between road and pavements was erased and shallow drainage gullies redesigned by a local artist, with new lighting and street furniture.

The roads have acquired a new dignity and people comment on a new sense of community and courtesy. Cars must make their way gingerly through other road users, but since they are no longer held up at red lights their average speed has risen.

Astonishing as it may seem to the enemies of progress, the accident injury rate in Ashford has fallen to zero. Even the far more modest scheme in Kensington High Street has led to a 44 per cent cut in accidents.

Hardly the mass carnage predicted by Jeremy Clarkson…

Posted on Tuesday, July 28th, 2009 at 2:26 pm by: Tom Vanderbilt
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Tolls Go Cashless

Is this the end for people fumbling for dropped change on the floor of the car?

Reports the WSJ:

This weekend may mark the beginning of the end for toll-booth operators and plastic coin baskets, two institutions long associated with holiday traffic and highway congestion.

On Saturday, an authority that runs the E-470 toll road near Denver is ditching its coin handlers and going entirely cashless.

One curious thing about electronic tolls; they’re more expensive.

It is unclear whether cashless toll roads will have higher toll rates than ones offering a pay-with-cash option, but some theorists say higher rates are likely. Amy Finkelstein, an economics professor at the Massachusetts Institute of Technology, has analyzed 50 years of data for 123 toll roads. In a paper to be published in the August edition of the Quarterly Journal of Economics, Prof. Finkelstein suggests electronic tolling results in rates that are 20% to 40% higher than they otherwise would be.

One reason, she speculates, is that “when tolls become less visible, it’s easier to raise the tolls.” (but is it also that electronic tolls tend to be built on new, more expensive facilities, or ones more prone to congestion?)

Do economists have a word for this phenomenon? Something about transparency? Price elasticity? But it seems a strange anti-thesis to the anchoring effect, with no frames or anchors at all.

Posted on Friday, July 3rd, 2009 at 6:27 am by: Tom Vanderbilt
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Indonesia’s Scarlet Letter for Pedestrians

One should be leery, given historical precedent, of any attempt to make a certain class of people wear markers denoting them as part of some group. From Indonesia, a place that is unsuccessfully trying to build urban transport models around the car, comes this absurdity:

An article in the new Traffic and Road Transportation Law passed by the House stated, “Handicapped pedestrians are obliged to wear special signs that can be easily recognized by other road users.” Lawmakers said the article aimed to protect handicapped pedestrians, but activists have called it discriminatory.

To put it lightly. There’s many other potential problems, like enforcment, or the issue of pedestrians not wearing the signs: Are they to be treated with any less caution?

Rather than scapegoating its most vulnerable residents in the name of “safety,” Jakarta would be better of dealing with its litany of actual traffic problems — ranging from lack of public transportation to police corruption.

Posted on Thursday, July 2nd, 2009 at 2:42 pm by: Tom Vanderbilt
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Hue and Drive

The FT notes a recent global survey on car colors. I’m surprised that white has the pole position in the U.S.; maybe it’s geographical, but I don’t see that many of them round these parts. I always seem to get a white car (and I’m not happy about it) at a rental agency; maybe that throws off the results? I’ve also often wondered if they favored white cars to show off damage more easily?

I’m also note sure what explains this: “China is the only region where orange is a popular option: 3 per cent of Chinese car buyers chose it.”

Posted on Tuesday, June 30th, 2009 at 2:18 pm by: Tom Vanderbilt
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Traffic Feels the Love From the U.K.’s Department of Transport

The name Lord Adonis, were one to see it Brooklyn, conjures a Bed-Stuy middle-weight boxer, or maybe one of the dance-hall reggae performers ones sees on posters cruising along Flatbush.

But for the uninitiated, he’s the U.K.’s new Secretary of Transport and, it turns out, a fan of Traffic, as he notes in a recent talk. (I just hope he didn’t purchase it with taxpayer funds!)

The speech makes a number of worthy points, including the idea of connecting various travel modes.

One key factor is the ease of interchange between cycling and other forms of travel. Let me take the specific issue of the interchange between cycling and rail travel. While some 60 per cent of the population lives within a quarter of an hour cycle ride of a railway station, only two per cent of journeys to and from stations are made by bike. By contrast, in Holland, cycling accounts for roughly a third of all trips to and from rail stations. This massive difference isn’t in the different genes of the British and the Dutch; it has a lot to do with the provision of facilities for cyclists at stations.

I’ve just returned from the Netherlands, and was struck, as always, not just by the cycling numbers but the cycle parking. As it is with car traffic, parking is an often overlooked factor in the whole traffic equation; needless to say, the presence of a safe, convenient space at the end of a trip is of incredible importance to the desirability or even possibility of making that trip (more so than some cultural disposition to mode choice). As I looked at the long rows of bikes outside shops and train stations (where, David Hembrow notes, there is an actual crisis of parking) in Utrecht and Rotterdam, I couldn’t help thinking: What if all these were cars? Well, of course, those tidy, compact, well-populated streets wouldn’t exist. I suspect someone, somewhere, has crunched the numbers on how many bicycles can fit inside an average car parking space, I’d estimate the factor must be something like 15 to 1?

Posted on Monday, June 29th, 2009 at 12:14 pm by: Tom Vanderbilt
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End of the Road for Pay As-You-Go

I read this seeming obit for national congestion charging while on a train to Rotterdam yesterday (hence the slow posting lately); ironically, I came across it in the Daily Telegraph, not normally what I’d be reading but it was all the train station newsstand had — in any case it was the Telegraph which had backed a petition against the scheme.

It’s the economy, in a word, that’s killed it; traffic volumes are already down, and it’s a seemingly a political non-starter to ask drivers to pay more — even if it would get them out of congestion (or help reduce other externalities). It’s probably not the end of pricing itself.

Despite ditching national road pricing, the Government is carrying on with a series of technology trials which could pave the way for local pricing schemes.

However Lord Adonis insisted that any council looking to charge motorists for driving would have to prove they had public support to do so.

His decision to drop national road pricing was condemned by Stephen Joseph, executive director of the Campaign for Better Transport.

“I think this is completely unrealistic,” he said.

“If road use continues to grow, some means will have to be found to deal with it. If we are not to have old-fashioned Soviet rationing by queues, sooner or later a Government will have to look at pricing.”

And on another subject, one of the pleasures of an old-fashioned newspaper is that, a few pages later, in the letters section on the opinion page, I stumbled upon one of those random, wonderful quintessences of Englishness: Tips — many, many tips — from readers on how to remove stains from tea-pots.

Posted on Friday, June 26th, 2009 at 9:49 am by: Tom Vanderbilt
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‘The Slaughter of Pedestrians’

And speaking of urban speeds:

“A speed of twenty miles an hour within the city is dangerous, the speed of thirty miles an hour permitted by the Callan law is reckless and should be made dangerous.”

From the New York Times, 1912.

Car stopping distance has improved since then, whether human reaction times have is another question (particularly when they are in-texticated or otherwise impaired); the non-linear upward graph of car speed and risk of pedestrian death certainly hasn’t changed (and may have gotten worse with heaver vehicles with different profiles).

What has also obviously changed is the language — the quote in the title comes from the same article — which itself reflects the cultural accommodation of the city and culture to the car (and, as historian Peter Norton has shown, a gradual shifting in the balance of responsibility for safety onto the pedestrian).

(thanks Beany)

Posted on Monday, June 22nd, 2009 at 9:13 am by: Tom Vanderbilt
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The Rhythmic, Sedative Pull of the Motorways

In the issue of the London Review of Books that just arrived in my mailbox, I opened it to find this extraordinary passage by Andrew O’Hagan, which magnificently encapsulates the existential pleasures of driving (he deals with some of the ambivalence later). The piece goes on to say a few kind words about some recent books, including my own.

Behind all this stands the culture of driving and the fact of traffic. We love driving and we hate it, we praise it and we slate it, but our relationship with cars is a lively element in our relationship with ourselves and other people. The downturn in the industry chills us, but mainly because – and we don’t feel this way about pharmaceuticals or petrochemicals – it makes us imagine we might have to stop being who we are. I speak as a fairly late convert to the life-enlarging potential of cars: for 36 years I was happy to go around the country on buses and trains, taking the Tube to any destination I ever wanted or needed to visit, to work and to cinemas, on dates and on expeditions, without ever feeling at a loss. When I took taxis it was just another form of being in the hands of others. It meant listening to speeches I found actively aggressive and paying over the odds for the privilege. Then I began taking driving lessons and the world suddenly opened up to me in a way I now depend on. The first long drive I took after I passed my test was a kind of baptism: I put down the windows and let all life’s unreasonable demarcations fly behind the car, enjoying the illusion that I now had a friend who cared for my freedom.

I could easily say I loved my car – I missed it when I went to bed at night. On that first long drive from London to Wales and thence to Inverness – which took 14 hours – I believe I discovered my autonomy. As with all illusions, I didn’t care that others found the enchantment funny: the feeling was new, and its newness is something that millions of people express rarely but understand fully. In American fiction, a great number of epiphanies – especially male epiphanies – occur while the protagonist is alone and driving his car. There are reasons for that. One may not have a direction but one has a means of getting there. One may not be in control of life but one can progress in a straight line. When your youth is over and definitions become fixed, even if they are wrong, it might turn out that the arrival of a car suddenly feels like the commuting of a sentence. It may seem to give you back your existential mojo. That is the beauty of learning to drive late and learning to drive often: it gives you a sense that life turned out to be freer than it was in your childhood, that time agrees with you, that your own sensitivities found their domain in the end, and that deep in the shell of your inexpensive car you came to know your subjectivity. Of course, one may find these things in the marriage bed or in a gentleman’s club, but those places have rules and your car is your own bed, your own club. Music? Yes. Tears? Yes. Singing? Yes. Stopping under the stars? OK, if you must. And here is Tintern Abbey. And there is Hadrian’s Wall. And should I stop in Glasgow for a drink? If you read the novels of Joan Didion, you will see there can come a time in anybody’s life, women’s as much as men’s, when they climb into their car and feel that they are driving away from an entire kingdom of dependency. The motorways don’t offer a solution: they offer a welcome straitjacket. Your car will get all the credit for bringing you home to yourself, for showing you the only person you can truly depend on is not merely yourself, but yourself-in-your-car, a somatic unity. Those who spend most of their lives being alert to the demands of others – and that’s most employees, most husbands, wives, parents, most believers – will know the rhythmic, sedative pull of the motorways as the road performs its magic, pulling you back by degrees to some forgotten individualism that the joys and vexations of community always threatened to turn into an upholstered void. Virginia Woolf was almost right: all one really needs is a car of one’s own, the funds to keep it on the road and the will to encounter oneself within. Though most of those men aren’t listening to Virginia Woolf – they’re listening to Dylan’s Highway 61 Revisited.

So far, so sad. And so far, so essential…

Posted on Wednesday, June 17th, 2009 at 1:47 pm by: Tom Vanderbilt
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Beneath the City Streets, the Beach

I always liked that phrase, from Guy Debord, and the headline on my latest Slate column, “Beach Chairs in Times Square,” seems to evoke that sentiment.

“The word square,” notes James Traub in The Devils’ Playground: A Century of Pleasure and Profit in Times Square, “does not have the same meaning in Manhattan as in Paris or Rome.” For one, New York’s squares are often not squares; the imprecise geometry of Herald or Times Square is hewn by the wily, diagonal progression of Broadway, New York City’s largest rebuke to the hegemonic grid. For another, these spaces tend to not be, as Traub notes, “punctuations or pauses in the street plan” but, instead, uneasy slivers cast like fractured icebergs amid the urban scrum. As the writer Benjamin de Casseres observed in the early 20th century, Times Square “is a ganglion of streets that fuses into a traffic cop.”

Posted on Wednesday, June 17th, 2009 at 7:58 am 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:

Order Traffic from:

Amazon | B&N | Borders
Random House | Powell’s

U.S. Paperback UK Paperback
Traffic UK
Drive-on-the-left types can order the book from

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



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