This is the part of the story that the train boosters don’t want you to hear: investments in transit may be investments in mobility or investments in real estate, but they are not investments in reduced traffic.■ The only way to reduce traffic is to reduce roads or to increase the cost of using them, and that is a bitter pill that few pro-transit

It is fascinating to talk to blind people about push-button walk signals. They push the button and wait for a lull in the noise. But then they can’t tell if what they hear is a red light, or just a gap in the speedy traffic. The alternative are those annoying chirping signals that now mark the pace of daily life in crunchy towns like Northampton,

A lucky few, larger cities—some of the heroes of this book—have already attracted so many well-off people into their downtowns and close-in neighborhoods that these places are in danger of becoming social monocultures. Despite their wealth, these can also be detrimental to street life, since yuppie overachievers tend to spend less time in the

The conventional wisdom used to be that creating a strong economy came first, and that increased population and a higher quality of life would follow. The converse now seems more likely: creating a higher quality of life is the first step to attracting new residents and jobs.

This is remarkable. Compared to our colonial ancestors, we throw 25 percent more of our national and personal resources into transportation and we ultimately move no faster. But we do move farther, and Illich might as well have been speaking about contemporary Atlanta when he wrote that “everybody’s daily radius expands at the expense of being able

Which leads us to Shoup’s second key recommendation, that on-street parking be priced at a level that results in an 85 percent occupancy rate at all times.44 This number may seem a bit low, but it corresponds with roughly one empty space per block face, just the right amount to ensure Daddy Warbucks a spot near the furrier. Because it is precisely

Finally, and most essentially: The main problem with traffic studies is that they almost never consider the phenomenon of induced demand. Induced demand is the name for what happens when increasing the supply of roadways lowers the time cost of driving, causing more people to drive and obliterating any reductions in congestion.

2009 article in Newsweek, hardly an esoteric publication: “Demand from drivers tends to quickly overwhelm the new supply; today engineers acknowledge that building new roads usually makes traffic worse.”

In retrospect I understand that this was utter insanity. Wider, faster, treeless roads not only ruin our public places, they kill people. Taking highway standards and applying them to urban and suburban streets, and even county roads, costs us thousands of lives every year. There is no earthly reason why an engineer would ever design a 14-foot lane