Archive for the ‘Traffic safety’ Category

Unintentional Acceleration

I’m slow to get to this, but this incredible case of a sideways high-speed shunt in the U.K. is about as dramatic a case you can imagine of how divorced a motorist can be from the world around him.

Via the BBC:

In a bid to release her vehicle, she said she pulled on the handbrake and flashed her hazard lights to try to catch the driver’s attention, as well as that of other road users, but she said it took the lorry driver nearly a minute to notice her.

When he did he was “all over the place”, Mrs Williams said, and finally managed to bring both vehicles to a stop on the hard shoulder.

Posted on Monday, March 22nd, 2010 at 2:00 pm by: Tom Vanderbilt
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Bikini Kill

A close shave on the roads of Florida.

A woman driver caused a pile-up after becoming distracted while shaving her bikini line.

Megan Mariah Barnes, 37, crashed into the back of a truck in the Florida Keys after giving her ex-husband the wheel as she shaved her private parts.

Barnes was driving to meet her boyfriend in Key West and told police she wanted to be “ready for the visit,” website reported.

This is why I don’t do fiction — you can’t make this stuff up.

(thanks Karl)

Posted on Tuesday, March 9th, 2010 at 5:08 pm by: Tom Vanderbilt
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The ‘Mozart Effect’ and Teen Driving

Reading, via Tyler Cowen, about this controversial classical music behavioral nudge in the U.K. — act badly and you’ll get blasted with Brahms — put me in mind of a way to make things safer for teens (and everyone else) on the road. Since BPMs often seemed tied to RPMs when teens are at the wheel, how about using the car’s increasing electronic integration to hijack the stereo when aggressive driving is detected, pumping in some Sibelius or Chopin to attenuate the raging hormones? (one wonders more broadly about some kind of iTunes ‘genius’ system that measured surrounding traffic density, car speed, etc., and used it tailor musical selections — Satie for that frenetic rush hour scramble at the Holland Tunnel, Brian Eno for those epic tunnels in Norway (ok, wait that’s a bad idea), rousing anthems (e.g., the Pogues) for long, dark quiet roads.

Which reminds me of one last point: The curious power (both as narrative and sense-memory) a song can have in the context of a drive. I once almost drove off the road in rural Maine at night when I first heard the plaintive, haunting voice of Townes van Zandt singing Kathleen:

It’s plain to see, the sun won’t shine today
But I ain’t in the mood for sunshine anyway
Maybe I’ll go insane
I got to stop the pain
Or maybe I’ll go down to see Kathleen.

When I hear that song today I still recall a glowing white line, the dark outlines of tall trees lining the road, glittering moose eyes…

Posted on Tuesday, March 9th, 2010 at 9:51 am by: Tom Vanderbilt
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DUI Checkpoints and Unlicensed Drivers

I’m glad this letter, by David Ragland and Phyllis Orrick of UC-Berkeley’s TSC, appeared recently in the New York Times. I had just seen something on PBS’ News Hour (by Lowell Bergman, of all people) that was framed to essentially make it sound as if California’s aggressive DUI checkpoints were merely depriving hard-working (and albeit not here legally) immigrants of their automobiles, and serving no other larger public safety purpose (just another “revenue grab” by states and municipalities).

Unlicensed Drivers: A View From California

Published: February 22, 2010

To the Editor:

Re “Unlicensed Drivers Are Caught in Net for Drunken Ones, and Lose Their Cars” (Bay Area section, Feb. 14), about California’s sobriety checkpoints:

There is nothing wrong if sobriety checkpoints find people who are “only” driving without a license.

According to “Unlicensed to Kill,” a definitive study of the problem published by the AAA Foundation for Traffic Safety, from 1993 to 1999, an average of a little more than 8,000 people were killed each year in driving-without-a-license crashes. That’s 20 percent of all fatal crashes. (By comparison, D.W.I. drivers are involved in 32 percent.)

Compared with licensed drivers, unlicensed drivers are 4.9 times more likely to be involved in a fatal crash; 3.7 times more likely to drive while impaired; and 4.4 times more likely to be in hit-and-run crashes.

Studies have shown that checkpoints help remove unlicensed drivers from the road and save lives. That is why our center applied to help administer the grants for the California program. We recognize the importance of balancing personal freedom with enforcement of rules to protect the public’s health. That is why it is so crucial that people understand the seriousness of driving without a license.

D.W.L. is a huge problem, and one that is growing. It’s time we raised public awareness and did the same for D.W.L. that Mothers Against Drunk Driving and others did for D.W.I.

David R. Ragland
Phyllis Orrick
Berkeley, Calif., Feb. 18, 2010

Which isn’t to say there aren’t some problems with the checkpoints and the larger traffic justice system. For example:

California law allows police to impound the cars of unlicensed drivers for 30 days if they endanger public safety. But at some checkpoints witnessed by reporters, the seized vehicles appeared just fine. And while getting unlicensed – typically uninsured – motorists off the road is worthwhile, the punishment is out of whack with the crime, especially when DUI suspects typically don’t lose their cars.

Posted on Monday, March 1st, 2010 at 2:27 pm by: Tom Vanderbilt
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A Driving Problem, Not a Texting Problem

I’ve always thought that most people really do not like to drive, or at least drive all that much. Why would they otherwise be so constantly engaged in non-driving activities?

Clive Thompson makes this point in an interesting new column at Wired.

Texting while driving is, in essence, a wake-up call to America. It illustrates our real, and bigger, predicament: The country is currently better suited to cars than to communication. This is completely bonkers.

Thompson has an idea for a technological solution to the problem:

So what can we do? We should change our focus to the other side of the equation and curtail not the texting but the driving. This may sound a bit facetious, but I’m serious. When we worry about driving and texting, we assume that the most important thing the person is doing is piloting the car. But what if the most important thing they’re doing is texting? How do we free them up so they can text without needing to worry about driving?

The answer, of course, is public transit. In many parts of the world where texting has become ingrained in daily life — like Japan and Europe — public transit is so plentiful that there hasn’t been a major texting-while-driving crisis. You don’t endanger anyone’s life while quietly tapping out messages during your train ride to work in Tokyo or Berlin.

I don’t think it’s a stretch at all to say, for the current crop of young drivers, that texting — staying in electronic touch — is far more important than the act of driving. They also protest that they are uniquely well adapted to “handle” such behavior, overlooking the inconvenient fact that all the major studies of texting/cell-phone distraction have been conducted on college students, not at retirement homes.

Posted on Thursday, February 25th, 2010 at 8:55 am by: Tom Vanderbilt
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Lane Justice

Reader John sends along this dispatch, another entry in America’s most impassioned, and irrelevant, debate about traffic safety: People driving too slowly in the left lane. Apparently the Georgia legislature has some time on its hands (time saved from speeding along in the left lane),

ATLANTA — It’s a pet peeve for many drivers — getting behind a “slow poke” who won’t get out of the fast lane.

Note: Since it’s laws we’re talking here, in no state highway code is there inscribed such a thing as the “fast lane.”

“I think someone who’s driving 40 miles an hour on a highway that everyone else is doing 65 to 75 on is just as much of a hazard as someone who’s doing 110 in a 70,” said Atlanta driver Vajra Stratigos.

A one-person sample size! Why wade through the traffic safety research — which isn’t exactly filled with case studies of untold numbers of people dying horrific deaths by driving too slowly — when you can just quote a random driver?

State Rep. Mark Butler of Carrollton is sponsoring a bill that puts some teeth in Georgia’s current law. Butler’s bill calls for a minimum fine of $75 for anyone caught impeding traffic by driving below the speed limit in the passing lane of a multi-lane roadway.

Below the speed limit in the left lane? How many times does this actually happen in Georgia? Has this person actually driven in Atlanta? People drive 40 MPH in the school zones! Remember the huge controversy created when a platoon of vehicles tried to actually drive the speed limit in every lane? A vehicular riot almost ensued.

“The far left-hand lane, with the exception of the HOV lane, is supposed to be used for passing,” said Butler.

As a commenter to this blog noted recently, this is not as clear cut as it seems. A driver going 70 in the left lane, passing every driver he sees, is still going to be seen as a ‘left-lane slowpoke’ by the driver going 75.

Butler said he’s not trying to encourage speeding. “It’s about road courtesy and lane discipline, and that’s what we’re hoping to promote with this bill,” he said.

Atlanta driver Michael Johnson doesn’t think the bill is fair. “It’s just another something else to get more money,” he said.

Driver Joel Linderman said it would probably make slow drivers think twice about jumping in the fast lane. “I think after a couple of your friends get fined for that, I think the word will get out,” he said.

The same way people think twice about driving faster than the legally posted speed, for sure!

The bill passed easily in a House subcommittee meeting on Tuesday morning. It now heads to the full House Transportation Committee.

Where it will no doubt sail through on the merits! Who says lawmakers cannot reach consensus!

Posted on Tuesday, February 16th, 2010 at 8:09 pm by: Tom Vanderbilt
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Unlivable Streets

Peter sends along this troubling video of a woman struck by a bus — I’m sure any number of you out there could dissect the many things wrong with that street (not sure where it is).

Almost as disturbing as the video is the fact that its categorized on Digg as “comedy,” which in the world of Internet culture, I’m sure it is.

Posted on Monday, February 8th, 2010 at 12:17 pm by: Tom Vanderbilt
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Rumble Strips and Risk Compensation

Reader Richard sends along a link to this article, from the Raleigh News and Observer, on distracted driving:

“Sometimes I will zone out and forget I’m driving,” said Tyler, 23. “If I’m on the phone talking about something that takes up all my focus, I’m looking straight ahead – but not even seeing what’s there.”

(as an aside you can read in depth about this phenomenon, and others, this spring). But to continue:

Her dad, Buckley Strandberg, worries that she will never curb her dangerous habit.

But Buckley, an insurance executive, confesses his own weakness for Blackberry and Bluetooth. He feels compelled to conduct business by phone and e-mail on long, lonely drives between his offices in Rocky Mount and Nags Head.

“That’s more than two hours,” said Buckley, 49. “I’m not just going to sit there in the car. I get a lot of work done on that straight, dead stretch of U.S. 64.

“And if I run off the road, there are rumble strips that divert me back onto the road. That has happened occasionally. They seem to work, those rumble strips.”

Apart from the irony of an insurance executive engaging in risky behavior (I suppose the A.I.G. fiasco showed that insurers are hardly immune from not properly anticipating risk), I was particularly intrigued by the last sentence in the excerpt.

I had long taken shoulder rumble strips (the so-called “Sonic Nap Alert Patterns” debuted on the Pennsylvania turnpike) as a passive, essentially invisible safety device that one would only become aware of in moments of emergency and wouldn’t actually influence one’s self-selected level of what they considered safe driving activity. In other words, people’s driving wouldn’t change simply because of the presence of rumble strips (unlike other forms of risk compensation, say, driving a vehicle in which one is seated higher), and that SNAPs made people safer without making them feel safer — an important distinction, to my mind, in traffic safety.

But I may have to reconsider this.

Posted on Friday, January 29th, 2010 at 11:18 am by: Tom Vanderbilt
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China, India, and Smeed

From the Guardian:

Last year road accidents claimed more than 130,000 lives, overtaking China, where fatalities have dropped to less than 90,000, and prompted a government review into traffic safety, which until now has been best summed up by local drivers as “good horns, good brakes, good luck”.

As Smeed pointed out long ago, this divergence is unfortunately predictable via economics; China’s GDP (per a quick Wolfram Alpha search) per capita is more than three times that of India — and presumably it has risen faster in the last few years, and has now surpassed the “break even” point where traffic fatalities now begin to decline, for a variety of reasons. The upward surge in India, as per Smeed, is accompanying a move towards increasing motorization and may signal the high-water mark of traffic fatalities (or so we can hope). And from limited personal experience, there is certainly something to be said for road design and infrastructure, which uniformly appeared to be superior in China. In the latter country, I saw men in uniforms sweeping roadsides of debris; in the former, I saw children sleeping there.

Posted on Tuesday, January 26th, 2010 at 8:57 am by: Tom Vanderbilt
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The Accidental Journalist (an occasional series chronicling how predictable, preventable crashes are turned into accidents)

Via Biking Bis, credit the judge for not simply shrugging off another “accident” on the roads:

The text-messaging motorist who struck and killed his former high school teacher told the court: “This was not intentional. It was an accident. I’m so sorry.”

Clark County (Vancouver, Washington) Superior Court Judge Roger Bennett didn’t buy it.

“I’ve heard the term ‘accident’ used quite a bit today. But this was no accident.”

He then sentenced Antonio Cellestine, 18, to five years in prison after he pleaded guilty to vehicular homicide and felony hit and run.

(Thanks Brian)

Posted on Monday, January 25th, 2010 at 8:37 am by: Tom Vanderbilt
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Word of 2009: Distracted Driving

In case you missed it (I actually did, being more or less on holiday), Webster’s chose “distracted driving” as the word of 2009.

And here’s Leonard Evans on the subject:

Driving while distracted is not like drunk driving — it is far worse.

The victims of drunk driving are overwhelmingly the drunk drivers themselves, and their usually similarly drunk passengers. The majority of drunk driver deaths occur in single-vehicle crashes in the “wee small hours” when most people are asleep.

In stark contrast, the victims of distracted driving are in all too many cases random road users behaving responsibly. Sober drivers, for example, are responsible for 90 percent of the child pedestrians killed each year.

Posted on Wednesday, January 13th, 2010 at 2:01 pm by: Tom Vanderbilt
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Psychological Traffic Calming on Lake Shore Drive: Some Results

I’ve written here before about the transverse bars — which get closer to one another as the driver approaches a curve — installed on Chicago’s Lake Shore Drive to help ameliorate a crash hot spot where traditional signs and the like didn’t seem to be having much effect (for the primary reason that Chicago drivers seem to treat LSD like an Interstate highway facility). A discussion I had with CDOT some time ago seemed to reveal some early promise in the treatment, but now, the Nudge blog reports, some actual hard data is in, and the results are encouraging:

According to an analysis conducted by city traffic engineers, there were 36 percent fewer crashes in the six months after the lines were painted compared to the same 6-month period the year before (September 2006 – March 2007 and September 2005 – March 2006).

To see if it could make the road even safer, the city installed a series of overhead flashing beacons, yellow and black chevron alignment signs, and warning signs posting the reduced advisory speed limit. Again, accidents fell – 47 percent over a 6-month period (March 2007 – August 2007 and March 2006 – August 2006). Keep in mind that the post-six-month period effect included both the signs and the lines.

The more treatments the better is one conclusion to be drawn here, but the 36 percent reduction achieved with just the paint, without the added expense of the flashing signs, etc., is striking.

Posted on Monday, January 11th, 2010 at 6:50 am by: Tom Vanderbilt
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Choosing Sides

Via Nudge, a small rental-car reminder of road directionality for tourists (the reversion to old norms is an actual risk issue, one that presumably can supplant the heightened sense of awareness due to a new environment).

The comparison here is of course to London’s street warnings to “look right,” etc.; I’ve often wondered about any before-after numbers (though they’ve been in London for many decades, no?) about their effectiveness as, for example, other places with left-side directionality don’t feature the warnings.

Posted on Saturday, January 9th, 2010 at 8:22 am by: Tom Vanderbilt
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Notes from a Cold Country

Ian Sacs on the Finns’ approach to snow on streets:

Very snowy holiday greetings from Finland, everyone! While here visiting my in-laws and friends, I wanted to take a quick moment and share an interesting observation about the way Finns handle the incessant layers of snow that blanket their chilly winter country. It seems that aside from limited access highways and some primary arterials, the Finnish standard for snow treatment is to plow to a reasonable depth, but not worry too much about an inch or two of snow base layer covering streets. Some streets get sand treatment as well, but salt is used very, very sparingly.

The result? Careful, responsible, sensible, slow moving traffic that does not take any chances – even on exit ramps! As we all know, the problem with salting is that it is a relentless maintenance effort and results in tons of unwanted salts polluting our waterways. Also, driver expectations for clean, black streets opens the door for many accidents in weather hovering near freezing where seemingly clear streets are covered with so-called “black ice”, unbeknownst to drivers traveling at merely wet (as opposed to frozen) street speeds. This can be confusing and dangerous. With black streets, the message is unclear and covers too broad a set of conditions to always expect drivers to travel at frozen street speeds. With white, snow covered streets, the message is unquestionably clear: Drive Slow! I have been happily observing on my various trips on buses, trams, and in cars here in Helsinki and other regional cities how this likely unintended side-effect of a more practical and environmentally friendly approach to winter roadway maintenance works so well, and offers a beautiful white street to boot!

As promising as this seems, I am of course skeptical about such a policy stateside. As is the case when we attempt to implement other sensible transportation measures from Europe, we often run into the wall of the polar oppisite legal framework whereby in Europe, the onus is on the individual to take proper care in any enviroment, whereas in the States, it´s always someone else’s fault. Alas!

I wonder if that “base layer” has any effect on gas/oil accumulating on streets, which as work by Harvard’s Daniel Eisenberg has shown, is the real source of increased danger — the first day of precipitation after a dry spell. Any DOT workers just back from plowing care to weigh in on the Finnish approach?

Posted on Tuesday, January 5th, 2010 at 8:45 am by: Tom Vanderbilt
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Twenty’s Plenty

For those looking to explain why the U.K. has made comparatively greater advances in traffic safety than the U.S. over the last few decades, urban speed zones are one good place to look.

An article recently published in the British Medical Journal, “Effect of 20 mph traffic speed zones on road injuries in London, 1986-2006: controlled interrupted time series analysis,” by Chris Grundy, et al., notes that “the introduction of 20 mph zones was associated with a 41.9% (95% confidence interval 36.0% to 47.8%) reduction in road casualties, after adjustment for underlying time trends.”

The reduction, they also note, was greatest for young children — which brings up the point that it’s not merely children’s risk-taking behavior responsible for their deaths as pedestrians, that addressing driver’s behavior can make a difference — and mattered more for KIAs (killed or serious injuries) than for minor injuries. They also report that “there was no evidence of casualty migration to areas adjacent to 20 mph zones, where casualties also fell slightly by an average of 8.0% (4.4% to 11.5%).” Perhaps driving more slowly on one set of streets even had a carry-over effect. The reductions are impressive and seem beyond what might be explained by some other factor, such as a reduction in pedestrian volumes over that same time period (although other factors, like the presence of enforcement cameras, need to be kept in mind).

About now is where someone usually complains that putting up 20 mph signs is ineffective and won’t change driver behavior. But we’re not talking about mere signage here, we’re talking “self-enforcing roads,” with a variety of engineering and design measures, and as the authors write, some evidence “suggests that the self enforcing 20 mph zones are effective in reducing traffic speeds to an average of 17 mph, an average reduction of 9 mph.”

The benefit wasn’t merely for pedestrians. “A somewhat counterintuitive observation,” they write, “is the apparently large reduction in injuries to car occupants.”

And not surprisingly, given their findings, the authors argue for extending, where justified, the 20 mph zone throughout London, and other metropolitan regions. Which isn’t necessarily an easy task, as Shanthi Ameratunga notes in a reply, also worth reading. “Giving provincial or local agencies the authority to reduce national speed limits is an important step in achieving this vision. Yet the 2009 global survey on road safety reported that only 29% of 174 participating countries set speed limits of 50 km an hour or below on urban roads and allowed local authorities to reduce national speed limits. These findings probably reflect both the lack of evidence on cost effective speed management strategies in low income and middle income countries, and the reticence of most governments to enforce laws that limit driving speeds, possibly because of perceived public opposition.”

But progress is being made, at least in the U.K.

Posted on Tuesday, December 22nd, 2009 at 9:41 am by: Tom Vanderbilt
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American Idle

In my latest Slate column, I consider the drive-through.

One thing that struck me was the historical novelty of the form; McDonald’s didn’t begin to unroll them until the mid-1970s, and they now, rather shockingly, account for the majority of their restaurant business. It’s a subtle, yet indicative, symbol of how much American society has changed, driving-wise, in a few decades. At one moment, most children, like me, were walking to school, and while we may have driven to McDonald’s, we actually got out of the car to eat our meal (and something like McDonald’s, pre-drive-through, was then an occasional novelty, at least for me).

Posted on Saturday, December 12th, 2009 at 1:26 pm by: Tom Vanderbilt
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Streets Ahead in Islington

Via This is London, the London borough of Islington is going to ramp up its number of 20-mph zones:

Islington council has agreed to introduce the limit in January to cut accidents, congestion and pollution. More than 150 miles of road will be affected, with motorists able to drive at 30mph on just 15 out of 1,420 streets…

This year the Government announced plans intended to reduce the number of road accidents, with a 10-year target of lowering traffic deaths by a third. As well as 20mph limits in residential areas, the plans include a tougher driving test and cutting the speed limit at accident black spots on some A-roads from 60mph to 50mph.

In London, 31 of the 33 councils have introduced a total of 400 20mph zones. In Islington half of the roads already have the limits.

Rather than rote anti-jaywalking campaigns and the like, it’s nice to see some sanity entering the issue of urban speed. The recently released findings on pedestrian safety in cities, which again found Florida hogging several of the most-dangerous spots, speak to this; it’s not uncommon, in cities like Orlando, to see 40-mph zones in dense, pedestrian-heavy areas.

Posted on Monday, December 7th, 2009 at 8:26 am by: Tom Vanderbilt
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DIY Streets

The device at right — the “Plant Lock,” for locking bikes, not plants — was new to me.

It’s one of a number of features employed in a so-called “DIY Street” in the East End of London.

Writes the Guardian:

Getting cars cars to slow down instead of racing through backstreet rat runs benefits everyone from cyclists to residents. But a windswept street on a November night in the East End of London is not the first place you’d expect to find inspiration for how to do that – not only cheaply but also with the total approval of the people who live there.

Clapton Terrace is one of 11 “DIY Streets”, a nationwide project launched by sustainable transport charity Sustrans as a cheap solution to local traffic problems. By narrowing and raising sections of road to pavement level, planting trees and using street furniture and bollards, the scheme forces drivers to slow down by blurring the distinction between space dedicated to cars and pedestrians.

Two years ago locals were fed up as drivers were using their street as a shortcut to avoid a busy junction nearby. They resurrected their residents’ group and got together to vote on their own DIY Street. Lyn Altass became what Sustrans calls a “community champion”.

“We leafleted every house for ideas and 40% of people responded. Hackney council only gets 25% during elections,” she says when I meet her. She points proudly to the new trees and new access to the green opposite, which means the road now looks more like an entrance to a park.

Residents described the street as previously being “an accident waiting to happen.” By raising a section of road in the centre of the road to pavement height, traffic is forced to slow down. The road now feels a lot more spacious as two trees were added beside the road, communal wheelie bins replaced 64 individual bins, and a fence around the nearby green was removed. The site also uses Plantlocks – boxes of plants with bike-friendly bars – where residents can lock bikes.

“We were expecting a 20mph sign and we got all of this!” a local told me.

More on the project here.

Posted on Thursday, December 3rd, 2009 at 9:13 am by: Tom Vanderbilt
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Safe Routes to School

A bit of perspective on the getting-children-to-school-safely question.

The irony is that turistas will pay handsomely to enjoy the same privilege — one person’s risky infrastructure is another person’s quest to relieve the ineluctable boredom of modern life.

(thanks Rich!)

Posted on Wednesday, December 2nd, 2009 at 12:05 pm by: Tom Vanderbilt
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Lacking Clarity in Thailand

Richard Stampfle writes:

This is a true picture of a bus in Thailand used to deliver school children to functions. It is representative of many vehicles in Thailand, it is not an exception. I have hundreds more photos I could have used. While we may recognize that the driver cannot see you will find it strange to learn that most Thais find no problem with this picture. I have asked several what is wrong with the picture; one commented that it should be Liverpool not Manchester United on the Glass. One felt the colors were somewhat gaudy but that is a matter of taste. No one commented on the safety issue. When I showed a similar picture at a meeting of the Thailand Global Road Safety Partnership the only suggestion was that I should do some research on the subject and gather sufficient statistics to get the attention of law makers — if indeed this was actually a problem. (There seemed to be some doubt.)

Posted on Wednesday, November 25th, 2009 at 7:30 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:

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

August 12-14
Texas Department of Transportation “Save a Life Summit”
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September 2, 2009
Governors Highway Safety Association Annual Meeting
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Honda R&D Americas
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INFORMS Roundtable
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October 21, 2009
California State University-San Bernardino, Leonard Transportation Center
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November 5
Southern New England Planning Association Planning Conference
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January 6
Texas Transportation Forum
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Yale University
(with Donald Shoup; details to come)

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

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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)
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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
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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
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January 30, 2013
University of Minnesota City Engineers Association Meeting
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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



August 2020

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