More Noncompliant Pedestrian Guidance

Apparently, drivers like to watch.

Posted on Tuesday, April 19th, 2011 at 1:11 pm by: Tom Vanderbilt
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Barnes Dance, RIP

The Barnes Dance is being phased out in the city where it was born (that’s right, Henry Barnes worked there before moving to NYC). It’s apparently a victim of (increasingly popular, it seems) light rail, which just goes to show how transportation planning for intersections, as one person once described it to me, is like apportioning a pie among a variety of hungry users — you can’t add to one share without taking away from somewhere else.

The full story is here.

Posted on Friday, April 8th, 2011 at 12:50 pm by: Tom Vanderbilt
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Department of Correlation

Sometimes I honestly don’t understand traffic safety engineering. A random bit from something I was reading:

Motor vehicles and pedestrians can coexist on local residential streets on which both motor vehicle speeds and traffic volumes are low and on-street parking is either prohibited or limited. However, even on these streets the provision of sidewalks can be beneficial in encouraging walking, facilitating social interaction and creating play areas.

Am I wrong or does the first sentence miss the obvious inverse correlation between the presence of parked cars on a street and vehicle speeds on that street? (not to mention parked cars serving as a buffer from wayward cars in traffic).

Posted on Thursday, April 7th, 2011 at 11:37 am by: Tom Vanderbilt
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Tweeting Traffic

My latest Slate column considers the role of Twitter in traffic.

Twitter provides a kind of a metaphysical traffic report, probing not just road conditions but the heretofore unconnected, if jammed together, society of the road. In one sense, this is strikingly appropriate: Twitter founder Jack Dorsey, as Vanity Fair has noted, was “fascinated by the haiku of taxicab communication—the way drivers and dispatchers succinctly convey locations by radio.” The service he proposed would bring that to everyone, enabling “a missing human element to the digital picture of a pulsing, populated city.”

Posted on Monday, April 4th, 2011 at 9:04 am by: Tom Vanderbilt
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Non-Compliant Pedestrian Guidance

I missed this when it was first aired. Apparently the culprit is snow that blew in. But this signal lays out more plainly the big-middle-finger reality faced by many pedestrians.


Posted on Friday, March 25th, 2011 at 8:30 am by: Tom Vanderbilt
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The Devil’s Dexterity

In Mexico City recently, I met George Osodi, a Nigerian photographer who’s done some incredible work in the Niger Delta, among other places. One series particularly caught my eye: ‘Devil’s Dexterity,’ which captures the not-uncommon road crashes in Nigeria, a country that oil rich but infrastructure poor (anyone who can opts to fly between cities rather than make the harrowing drive). It’s not uncommon, Osodi told me, for wreckage — vehicular and human — to lie for months, years, on the sides of roads. As he explains the title of the series:

I can recall growing up as a kid in a neighborhood in Benin city, and overhearing various adult whenever there is news that an accident has occurred, especially when lives are lost and people injured. You will hear them say “Oh my God this is the Devil’s work, the Devil has done it again, the Devil is a blood sucker” it goes on and on. Therefore it is little wonder that many jobless youths take advantage of this by providing jobs for themselves acting as “Prayer Warriors” on many commercial buses. Praying for the passengers before embarking on a journey. Passengers will listen with great humility as these “Prayer Warriors” step into a commercial vehicle and start to pray, using words like “this vehicle is covered with the blood of Jesus so any evil demon on the highway will not succeed, I bind and rebuke the devil in the name of Jesus, I ask the holy ghost fire to burn all demonic agents looking for blood on the highway” and many more such prayers. At the end of these prayers passengers are asked by this “Prayer Warrior” to make a donation, which some will happily do.

The Devil’s Dexterity was born out of a curiosity, having survived many road accidents myself, one in particular very serious. I seek to change the psyche of people in context of what things really are, and not justify living an illusion.

What interests me is that the sort of ‘magical thinking’ as evidenced in the above paragraphs, while we might consign it to those of a particularly religious worldview, is expressed by a great many of us when it comes to thinking about risk and safety on the road — e.g., the problems of talking on the phone and driving can be eliminated by removing the phone from one’s hands and moving it wirelessly to one’s ear; or the idea, oft-floated, to build what are in essence more dangerous roads for the illusory safety offered by “fast” emergency response times. Or witness the apparent seriousness given in the U.S. to a recent “survey” from Allstate (which it was forced to apologize for) ranking drivers’ safety based on their astrological signs. While the insurer said it was for “entertainment purposes only,” the original release had more than a whiff of certainty about it: “But, can an astrological sign really influence driving habits? Generally, the signs with the fewest number of reported accidents were those associated with traits like “compassion,” “graciousness” and “resourcefulness” where those with more accidents tended to be more “uncompromising,” “arrogant” and “impatient.” ”

Posted on Friday, March 11th, 2011 at 5:44 am by: Tom Vanderbilt
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Infographic Traffic

Posted on Friday, March 11th, 2011 at 5:22 am by: Tom Vanderbilt
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Cycling to LaGuardia

I was interested in this comment in the earlier post about the piece in Outside:

My favorite secret though is riding to La Guardia. It is AMAZINGLY easy to ride right to the terminal at LGA. What is impossible is finding a place to lock your bike. I ended up just taking it into the terminal which was met with no objection.

When I was out with some cyclists in Canberra, Australia, we went fairly close to the airport and I was advised it was indeed very possible, even pleasurable, via segregated paths. This got me to wondering about what other airports one could reasonably cycle to, and then what to do with the bike once you arrived. Anyone done it?

Posted on Friday, February 25th, 2011 at 1:05 pm by: Tom Vanderbilt
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Last Words on ‘Winter Dibs’

My latest Slate column investigates a topic many of you have weighed in on here: Winter dibs.

Posted on Friday, February 25th, 2011 at 1:01 pm by: Tom Vanderbilt
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Rage Against Your Machine

Back in November, I did an unusual bike commute with a guy named Joe Simonetti: I traveled from Northern Westchester County, to Joe’s office in midtown Manhattan (I then continued home to Brooklyn), via a carefully chosen, if not always evident, path that wound through bucolic gated communities in Greenwich, Ct., underneath the concrete underpasses of the city’s edges, to the delivery-truck laden warrens of the Bronx. I was admittedly intrigued by the unusual nature of the commute itself (for me, it was around 65 miles, one way) — in articulating a kind of “secret” way to get into the city it evoked, for me, John Cheever’s short story The Swimmer, whose narrator undertakes a quixotic journey to swim across his suburban county:

His life was not confining and the delight he took in this observation could not be explained by its suggestion of escape. He seemed to see, with a cartographer’s eye, that string of swimming pools, that quasi-subterranean stream that curved across the county. He had made a discovery, a contribution to modern geography; he would name the stream Lucinda after his wife. He was not a practical joker nor was he a fool but he was determinedly original and had a vague and modest idea of himself as a legendary figure. The day was beautiful and it seemed to him that a long swim might enlarge and celebrate its beauty.

But I also wanted the journey to serve as a kind of Ur-text for exploring the state of riding a bike in America today, to examine the mechanisms of the oft-cited “culture war” between drivers and cyclists. In any case, the story, headlined ‘Rage Against Your Machine,’ is out today, in the new issue of Outside magazine. As far as I know it’s not online yet (I imagine it will be eventually), but I would, of course, urge you to buy this or any other issue of Outside in print. In the meantime, a few handlebar shots of the sometimes beautiful, sometimes foreboding landscapes we traversed.

Posted on Monday, February 14th, 2011 at 11:52 am by: Tom Vanderbilt
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Rear-entry Parking Revisited

Thanks to the voluminous response from blog readers that I received in light of the earlier query on this blog, I’ve expanded the thoughts on rear-in parking into my latest Slate column, in case you haven’t seen it.

Posted on Thursday, February 10th, 2011 at 9:08 am by: Tom Vanderbilt
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Lisbon’s blood vessels from Pedro M Cruz on Vimeo.

Via Pedro Cruz:

In this work the traffic of Lisbon is portrayed exploring metaphors of living organisms with circulatory problems. Rather than being an aesthetic essay or a set of decorative artifacts, my approach focuses on synthesizing and conveying meaning through data portrayal. This portrayal is embodied in the visualization: The Blood Vessels in the traffic of Lisbon. I use an adaptive physics system to build and manipulate the road network – the thickness, the color and the length of the vessels are excited by the number of vehicles and average velocity in each road. With this system I try to bypass the strictness of contemporary visualizations that depict data accurately through direct mappings.

Posted on Tuesday, February 8th, 2011 at 5:09 pm by: Tom Vanderbilt
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The Rise and Fall of the American Paperboy

I have a short essay in the next issue of Time magazine (it will be online a week later) looking at the historical career of the American paperboy. Due to the vicissitudes of publishing, the piece had to be rather severely cut, but here is the longer, original version.

* * *

Walking downstairs the other morning to retrieve the newspaper, I realized I was the last person in my Brooklyn apartment receiving the daily New York Times and Wall Street Journal. The number swells a bit on weekends, but Monday through Friday find me alone in my ritual.

Trudging back through the snow, thinking about the future of this physical object and its delivery, I suddenly wondered: Were there any paperboys left in America? Certainly not on my block: The Times shifted to all-adult carriers over a decade ago. Mine wasn’t the image of Norman Rockwell and Leave it to Beaver — a boy on a bike — but a guy in a van from Staten Island. But did this once familiar cultural icon still exist? Where had he gone? And why should we care?

The paperboy has been subject to two distinct forces. The first is the newspaper business: Not just circulation — which peaked in 2000 and has been dropping since — but when papers were delivered. 2000 marked the first time there were more morning than evening papers. This helped accelerate a shift begun a decade previously, when from 1980 to 1990, the number of adult carriers had risen by 112 percent, while youth carriers had dropped by 60. Most children either could not or were not willing to get up and deliver papers by 6 a.m.

Cost-conscious newspapers shifted to large “distribution centers,” meaning carriers needed to distribute bigger bundles of papers across a wider area — via car. To entice adults, newspapers changed the name: The “paperboy” became an “independent delivery contractor.” They changed the job: Few carriers today do collections. And they changed the delivery experience: In what’s referred to as the “controversial tube-vs.-porch delivery dilemma,” instead of a kid putting it on your porch (or in the bushes), an adult in a car would put it in your roadside mailbox.

The larger culture around the paperboy also changed. Kids stopped delivering papers for the same reason they stopped walking to school — since the early 1970s the percentage has from over 50% to just 11%. Stranger danger, for one. In a high-profile case in 1982, a 12-year-old Iowa boy named Johnny Gosch disappeared while on his paper route in West Des Moines. But as Free Range Kids author Lenore Skenazy notes, stranger abductions haven’t been rising, and violent crime involving children has been dropping (lest you think it’s because we stopped letting children be paperboys, she notes all violent crime rates have dropped). “If we only focus on the rare and horrible,” she says, “we will be too scared to let our kids do anything.”

People also began moving to exurban regions that were simply too spread out for kids on foot or on Scwhinn Stingrays, where streets were deemed unsafe for anything but the inside of a car (even if that’s where most accidental injury occurs to children, as Skenazy notes). From 1981 to 1997 youth participation in organized sports doubled; where nearly half of 16 year-olds had a summer job in 1978, just above 20% did by 2008.

But so what? Why should we lament the passing of an entry-level, low-skilled job? Do jobs for kids actually do any good? Interestingly, Bureau of Labor Statistics research shows that men who worked in high school earned more than a dollar more on average at age 27 than those who did not. Was it the job, or were those kids simply more motivated? History teases suggestively: Benjamin Franklin delivered The Boston Gazette, Thomas Edison sold papers at the age of 12, and Warren Buffet, long before he was trying to buy the Washington Post, was delivering it.

Ask a former paperboy about the job and you’re likely to summon a misty-eyed recollection of predawn bundling and knee-high snow. “Today it’s basically something that doesn’t exist,” said Today host Matt Lauer. “It’s a bit of innocence lost — and it meant a lot to me as a kid.” Clarence Eckerson, a filmmaker (and former paperboy), describes it as “an amazing responsibility to have as a teenager, to essentially be a private business, collecting money and paying a weekly bill.”

After these ruminations, I was admittedly pleased to find that there are still paperboys — and girls — in America (even if, in 2008, they made up only 13.2% of all carriers, down from nearly 70% in 1990). As Fred Masenheimer, publisher of The Times News, a newspaper with roughly 14,000 subscribers (“in central eastern Pennsylvania, just north of Allentown”) told me, the daily paper not only employs an all-youth carrier force — it’s resisted shifting to morning distribution precisely so it could keep those carriers.

“I think it’s a vital part of a kid’s growing up and learning to be their own business person,” say Masenheimer. About half of the paper’s 100-plus carriers deliver papers alone, while the rest have parental supervision — particularly younger children. This is partially for safety, partly to ensure delivery. “When you put your reputation o the back of a 10 or 12 year old kid, you want to make sure that they’re doing the job properly,” he says. In 41 years of publishing the paper, he’s seen countless carriers go on to college, or routes change hands several times within the same family.

Those carriers still risk the occasional dog bite, and they still sling canvas bags across the handlebars of their bikes. Masenheimer himself was a paperboy, delivering The Hanover Evening News. “They used to tell us it was the last two-cent newspaper in America,” he says. “So you can imagine how much money we made in a week.” Nobody’s getting rich as a carrier, he concedes, “but nobody’s getting rich as a journalist these days either.”

Posted on Friday, February 4th, 2011 at 9:14 am by: Tom Vanderbilt
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A Response to Hainline, Steisel, and Weinshall

I am glad that my posting on the Prospect Park West bike lanes occasioned a serious and thoughtful response (see the comments).

I wanted to reply to a few points.

They write:

(1) PPW is not simply an arterial roadway between intersecting streets (as is the adjacent roadway inside Prospect Park, which, we have argued, would be a more appropriate location for a two-way bike lane). Rather, PPW borders high-density residential blocks—with a school and elder-care facility (on one side of the street) and entrances to Prospect Park (on the other). This means that on a less-than-one-mile stretch of roadway, thousands of residents and park-goers are continuously entering or exiting school buses, wheel-chair vans, taxis, or driveways, while dozens of Fresh Direct, UPS, Fedex, USPS trucks, moving vans, and other delivery vehicles are also blocking one of the two remaining traffic lanes. This requires that drivers in the blocked lane continuously shift into a single more-heavily-used traffic lane to avoid the blockage. And since this single lane is now narrower on a significant stretch of PPW, if not the entire street (as our measurements, pace Vanderbilt’s assertion to the contrary, clearly show), there is less margin to avoid car doors opening, drivers or passengers squeezing into their vehicles, parents lifting babies from their car-seats, cars edging into or out of parking spots, or side view mirrors extending from vehicles. These circumstances, rather than producing a “calming feeling,” are more likely to produce irritated impatience, at best.

I admit that the studies I referred to are for road types different from PPW; in part this is a necessity because of the rather unique nature of PPW itself. But I am interested here in their description of all the exiting school buses, UPS trucks, parents getting babies out of cars, Fresh Direct vans, etc. Given this huge amount of stopped traffic, and pedestrian activity, to my mind the most important safety benefit we could bring to those users is a reduction of the speeds on that street — which were typically well above the speed limit prior to the installation of the bike lane. Speed, and the violating of right of way — not lane changing and merging — is the root cause of the vast majority of serious traffic injury in New York City. As I’ve said repeatedly, drivers, in their ‘irritated impatience,’ have tended to use PPW as a high speed arterial to neighborhoods beyond Park Slope rather than the neighborhood street it should be. I will take an infinite number of bent mirrors over the lives or health of any one person.

In their second point, they note:

“In addition to the option of moving the lane onto the adjacent roadway inside the park, making the PPW bike-lane one-way is the other proposal we have made as members of “Neighbors for Better Bike Lanes.”

I would take a one-way bike lane over no bike lane; but as a condition of that one-way status, I would call for a protected one-way bike lane, in the other direction, on Eighth Avenue, which suffers from some of the same speed problems as PPW.

They then note:

(1) Vanderbilt’s basic argument relies on the perception of increased safety that roadway users (drivers, bikers, and pedestrians) may have when more drivers and riders are using fewer and narrower lanes, because their awareness of other roadway users is heightened. But this perception of increased safety is not what users of PPW have experienced. In a self-selected survey of over 3,000 Brooklynites conducted by Councilmembers Lander and Levin, most people—bikers were the only exception—reported feeling less safe after the bike lane was installed (Ref. 2).

This misrepresents what I have said, and indeed highlights a problem: Perception of safety and actual safety in traffic are not always the same. When subjects have been asked to identify what they think are crash hot spots in certain locations, for example, they often choose places with low numbers of crashes, not the actual hot spots. When roundabouts are installed, it’s quite common for the local populace to protest that their safety has been compromised — when in fact, roundabouts, as have been documented in any number of studies, tend to make things safer for all road users. ‘Shared space’ experiments in Europe and the U.K. have shown a similar disconnect between perceived and actual safety.

But let’s stick to what we know: The actual numbers from PPW, which are now available, via the Brooklyn Paper:

“Crashes are down from an average of 30 in six months to 25, or 16 percent.

• Crashes that cause injuries are down from 5.3 in six months to two, a whopping 63-percent drop.

• Before the project, a crash was twice as likely to include an injury.

• Injuries to all street users dropped 21 percent.

The data also found that since the lane was installed last June, there have been no reported pedestrian injuries and no pedestrian or cyclist injuries from pedestrian-bike crashes.”

Granted, crashes involving pedestrians and bicycles tend to be underreported, but vehicle crashes, particularly involving injury, are not — and by this measure, the addition of the lanes has actually made for a safer environment for all road users. An increase in active transportation; a decrease in injury — I fail to see this as a problem.

Posted on Thursday, January 20th, 2011 at 10:33 am by: Tom Vanderbilt
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A Question of Parking

Reader Jeff poses this query, which I admit has puzzled me as well (but to which I have no convincing answer):

“What makes some people back into parking spaces’ [in parking lots] rather than pull straight in? Is this a regional thing (in the south)? I’ve always thought that it takes much longer to back into the space and pull straight out than it takes to pull straight in and back out of the space.”

Is it some Starsky and Hutch move for maximum preparedness, to be able to whisk out at a moment’s notice? Is it something they teach security professionals in evasive driving techniques? As Jeff notes, either way you’re backing up, so there’s no overall time saved. Anyone have an idea?

[P.S. As usual, great responses here; and I’m wondering if we’re on to some deep, if absolutely unscientific, personality indicator here — are you a nose-in or tail-in parker?]

Posted on Thursday, January 20th, 2011 at 6:28 am by: Tom Vanderbilt
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Painted Roundabout

From somewhere in Germany, I believe (would be curious to know the exact location), a roundabout with nothing in the center save paint. I’d be curious about the stats for this intersection; on the whole it seems more or less orderly (there’s confusion but low-speed confusion), but some people just seem to blow straight through as if they had a green light in a signalized intersection.

Posted on Saturday, January 15th, 2011 at 1:49 pm by: Tom Vanderbilt
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Desire Named Streetcar

My latest Slate column looks at two transportation forms, the monorail and the streetcar, each with their supporters and each with their detractors, and how time’s arrow seems to have inverted somewhere along the way:

What’s interesting about Disney World and Disneyland is not merely the range of transportation options, but the mixture of new and old modes they represent. These varied ways to get around reflect biographer Neal Gabler’s observation that Walt Disney was “at once a nostalgist and a futurist, a conservative and visionary.” One imagines he would have been equally happy riding the retro trolley on Main Street as whisking through Tomorrowland in an ultramodern monorail.

But there is something else to note here. The monorail—which must have looked to Disney and the world like the transportation of the future in the 1950s—is now, to many, considered a historical footnote, a relic of World Expos or, at best, an automated ride between airport terminals. America’s highest-profile monorail project, the expansion of Seattle’s line, was plagued by cost overruns and funding gaps, and was finally dissolved in 2005 (costing taxpayers $125 million). The Las Vegas monorail has filed for bankruptcy. At the same time, those retro streetcars, which Disney himself rode in Kansas City in the early 20th century and which must have seemed to him part of a vanishing past, are returning (or may soon return) to any number of American cities, including Washington, D.C.; Cincinnati’ Tucson; Atlanta; Dallas; St. Louis; and Salt Lake City.

So the future we thought we were going to get somehow seems antiquated, while the past looks increasingly, well, futuristic. Why is the trolley ascendant as the monorail declines?

[P.S. I do realize a fair number of people prefer buses to either of these options, but for space it was cut. An original line read: “Light-rail supporters — and transportation people, whether for reasons of funding, fandom, or something else, and even if they’re working toward similar goals, tend to cleave into camps (a third group, the bus people, find their vessel of choice superior to both the light-rail and monorails) — counter with a battery of well-practiced rejoinders…”]

Posted on Wednesday, January 12th, 2011 at 5:40 pm by: Tom Vanderbilt
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Stranger than Fiction

I was intrigued by this passage from a typically fascinating Paris Review interview, this time with science-fiction legend Ray Bradbury:

If I’d lived in the late eighteen hundreds I might have written a story predicting that strange vehicles would soon move across the landscape of the United States and would kill 2,000,000 people in a period of seventy years. Science fiction is not just the art of the possible, but of the obvious. Once the automobile appeared you could have predicted it would destroy as many people as it did.

Posted on Wednesday, January 12th, 2011 at 1:38 pm by: Tom Vanderbilt
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No Signal

Joburg thieves steal SIM cards from traffic signals.

Makubela said the agency was now cancelling the SIMs stolen from the GPRS units inside some of the traffic lights and working with Johannesburg police to stop the traffic light thefts. Ordinary lights have not been targeted by the gangs – although there were some thefts of traffic light poles last year for their scrap value.

(thanks Jeff)

Posted on Wednesday, January 12th, 2011 at 1:33 pm by: Tom Vanderbilt
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In Constant Peril

Reading Bill Bryson’s At Home, a big, genial shaggy dog of a book brimming with turn-to-the-wife-did-you-know-that moments (in other words, absolutely recommended), I came across this interesting traffic note, about the blackouts introduced to Britain at the outbreak of the war:

Drivers had to drive around in almost perfect invisibility—even dashboard lights were not allowed— so they had to guess not only where the road was but at what speed they were moving.

Not since the Middle Ages had Britain been so dark, and the consequences were noisy and profound. To avoid striking the curb or anything parked along it, cars took to straddling the middle white lines, which was fine until they encountered another vehicle doing likewise from the opposite direction. Pedestrians found themselves in constant peril as every sidewalk became an obstacle course of unseen lampposts, trees, and street furniture. Trams, known with respect as the ‘silent peril,’ were especially unnerving. ‘During the first four months of the war,’ Juliet Gardiner relates in Wartime, ‘a total of 4,133 people were killed on Britain’s roads’—a 100 percent increase over the year before. Nearly three-quarters of the victims were pedestrians. Without dropping a single bomb, the Lutwaffe was already killing six hundred people a month, as the British Medical Journal drily observed.

Posted on Wednesday, December 29th, 2010 at 1:57 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:

Order Traffic from:

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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



February 2023

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