We are going to need more and wider bike lanes, protected bike lanes, cycle tracks, bike paths, etc. This will mean fewer/narrower lanes for motorized traffic and/or less on-street parking. Cities with more bike lanes are resilient.
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As an early pioneer of traffic calming and tactical urbanism, I’ve been using traffic cones to test and demonstrate innovate design for streets and traffic since my days at the New York City Department of Transportation. Thanks to BuroHappold.com for posting.
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Let’s challenge ourselves to demand that the driverless city be good for cities – and not repeat the mistakes of the 20th Century. There has been and will be great pressure for cities to accommodate autonomous vehicles – let’s use that to negotiate better parking policies, social equity, transit coordination, and street design. Cities are worth it!
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Remarks for Keynote Panel at Transportation Camp 2015, New York, November 2015.
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Cities with good and getting better traffic safety records focus on speeds, vulnerable road users, and driver inattention; normalize enforcement; and outreach via known channels like schools. They do this with physical changes to the roadway such as traffic calming and bicycle facilities. Their initiatives are preventative and prescriptive, targeting specific actions at particular times and locations. There is a recognition that improved traffic safety will be reached through sustained and consistent efforts.
Thanks to @willsherman, who did most of the research
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We cannot allow Vision Zero to be a repackaged three E’s. We are leaders in this field, we are culpable, and we must take responsibility. We all have striped bike lanes that disappear at intersections, located bus stops where there are no safe crossings, worked on “blame the victim” campaign, assumed people on foot or bike had no other option, and have stood by as enforcement just creates more victims.
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Edited version of an article originally published in Imprécis, a magazine of the GSAPP of Columbia University, 1989.
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