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Archive for the ‘Commuting’ Category

Nimble Cities: Wrapping Up

All the votes have been tallied, the loose chads swept off the floor, and “Nimble Cities,” the latest in Slate’s “Hive” series, has drawn to a close.

Check it out here, and thanks to those of you who voted/submitted ideas.

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Posted on Thursday, July 15th, 2010 at 1:05 pm by: Tom Vanderbilt
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Narrow Cars, Smart Buses, and Bike Centers at Transit Hubs

The three leading vote-getters at the Nimble Cities project, explained.

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Posted on Tuesday, July 13th, 2010 at 5:04 pm by: Tom Vanderbilt
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Tidal Flow in Bogotá

I found myself on the carerra septima this afternoon in Bogotá just shy of 5 p.m. (having just consumed a wonderful dish of la posta negra de Cartagena at the Club Colombia, watched the Netherlands defeat Uruguay, and had a cup of tea from coca leaves to counter the effects of altitude sickness — it seemed to do the trick). In any case Carerra 7 is one of the city’s principle arteries, multiple lanes divided by an island. At 5 p.m., though, something curious happens on this street: It turns into a massive one-way boulevard out of the city, and towards the north. This is an old and much-discussed idea — contraflow lanes — one that was practiced briefly in cities like Los Angeles and made a splash recently in emergency management circles for mass disaster evacuations.

But it was striking to see it in action. At just the stroke of 5 our car was still on 7, and there was already a small stream of vehicles beginning to seep across from the other lane. Their movement was cautious, exploratory, with the first vehicles coming across employing their hazard flashers. Their numbers began to surge, and it was immediately evident that staying on 7 was not prudent. There were one or two traffic police scattered about, and there are signs advising of the change, but one got the sense this was just a bit of ingrained civic behavior, as routine as the clock itself.

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Posted on Tuesday, July 6th, 2010 at 7:05 pm by: Tom Vanderbilt
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Retrofitting Suburbia

I’m wondering if the new development pattern in the Lakewood scheme is having any effects on transportation (i.e., what’s the VMT of people living in Belmar versus others)? And on the subject don’t miss the National Academies podcast (and paper), “Driving and the Built Environment.”

(Thanks Michael)

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Posted on Tuesday, July 6th, 2010 at 8:01 am by: Tom Vanderbilt
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The Shady Side of Transportation

Over at KCRW’s Design and Architecture, Francis Anderton considers a part of the built environment often overlooked in transportation questions: Shade. It is remarked that trees in Los Angeles are placed to provide shade for cars, not people walking on sidewalks.

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Posted on Tuesday, July 6th, 2010 at 7:34 am by: Tom Vanderbilt
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Nimble Cities Update, Part 2

Over at the Nimble Cities project, I sift through some of the latest developments in bicycle infrastructure for cities, from “bicycle superhighways” to “bicycle boulevards,” that are being rolled out around the world. Further examples/concepts always welcome!

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Posted on Wednesday, June 30th, 2010 at 11:32 am by: Tom Vanderbilt
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Cloud Commuting, Redux

Via Ian Sacs, here’s a program that speaks to the heart of the networked, “cloud commuting” city I talked about earlier, vis a vis Adam Greenfield (and it turns out “cloud commuting” has already been theorized by frequent Traffic appearer David Levinson): Hoboken’s Corner Cars:

The program, called Hoboken Corner Cars, seeks to sprinkle car-sharing vehicles on-street throughout the entire city – complete with exclusive, reserved parking spaces – so that these vehicles are much more accessible and convenient than any personally owned car. Existing car-sharing statistics in Hoboken justify this special treatment; for every one of these vehicles placed in the community, over 17 households will choose to give up their cars, taking cars off the street and culling the glut of “recreational” ownership for residents who commute daily via transit. An additional 20 or more households say they postpone or stop considering buying a car because car-sharing vehicles are available. The cherry on the sundae is a potential savings per household of $3,000 to $5,000 over vehicle ownership.

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Posted on Friday, June 18th, 2010 at 10:48 am by: Tom Vanderbilt
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Nimble Cities

It’s early days over at Nimble Cities, but the ideas are coming in fast and furious (click here to see the most popular so far).

There’s some good proposals already, a mix of pragmatism and futurism, wild-eyed rants and thoughtfully considered suggestions. One thing I’m not seeing a lot of though is already existing ideas, in cities around the world, that should be extended to other metropoles. But I trust these will emerge as ideas and voting continues.

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Posted on Wednesday, June 16th, 2010 at 10:23 am by: Tom Vanderbilt
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Transmobility: The City as a Networked Resource

Photo by Stanza/Flickr

Over at Gerry Gaffney’s User Experience podcast, there’s an interesting conversation with Adam Greenfield (among other things, a user experience designer at Nokia) that takes a brief turn towards transportation:

I’ve been doing a lot of thinking lately about something that I’ve been calling transmobility. And I go into this to some degree in the new book, “The city is here for you to use”, the notion that once you take a vehicle, or any other object, and you make of it a networked resource, it’s no longer an object anymore, it becomes something with the nature of a service, it becomes something that you can schedule, something that you can share, something that has a presence on the network and is capable of locating itself, and you can book it or swap it or any of the other operations that you can perform on a networked piece of data you can now perform on that physical vehicle.

It turns out to change the nature of urban mobility entirely, at least potentially. It opens onto something that I think of as transmobility, where again you’re really taking the network seriously, and you’re understanding what it can do to vehicular mobility. And I think a really, really crucial and important aspect of that is shared bicycle systems.

The bicycle is an incredibly supple and finely-grained way of using urban space. To be kind of wonky about it I don’t think that there is any finer tool in the psychogeographer’s toolkit than the bicycle. It allows you to traverse comparatively large stretches of ground in short order, and yet you still have something of the pedestrian’s ability to make instantaneous decisions about: I’m going to stop here, I’m going to turn down this corner. And yet as opposed to walking it lowers the opportunity cost of having made a bad decision.

So if you turn down a street and you find out that it’s really not that interesting, you really haven’t made that great [an] investment in time whereas on foot, obviously, if you make a wrong turn and you walk to the end of a block, there’s a significant investment of time involved in doing that.

The bicycle is just… It is hard for me to imagine a technology that has less downside and more upsides than the bicycle. It’s just an incredible thing, and the degree to which we could turn bicycles into network resources and ensure that everybody in the city can use them, and allow them to sort of insufflate the street network and the street grid, it’s tremendous.

So yes, absolutely one of the things Urbanscale is interested in doing is the next generation of network shared bicycle systems.

Lovely word, that: Insufflate. But I was intrigued by Greenfield’s concepts (and thought they’d be suitable for the Nimble Cities project), which, I should say, are somewhat in spirit with the “mobility internet” as envisioned by Bill Mitchell and the other authors of Reinventing the Automobile (and please turn here or here for remembrances of Mitchell, by two friends of his, and mine; I didn’t know Mitchell but had engaged with his work on various occasions).

And I wonder if there’s some useful metaphor here vis a vis cloud computing; instead of just having one’s application (e.g. music library) running native on one’s own device (limited in memory, etc.), one can gain access to a shared music library as one needs, where one needs, through the cloud, for an arguably richer experience in which the whole is greater than the sum of its parts.

I hereby trademark the phrase: “Cloud commuting.”

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Posted on Wednesday, June 16th, 2010 at 10:00 am by: Tom Vanderbilt
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Felix Salmon’s Congestion Charging Smackdown

I’m slow to this, but the video debate, featuring Charles Komanoff and others, is here.

For those of you who are, say, too gripped by World Cup analysis (Nani is out? Lee Dong-guk might return for South Korea?) to devote too much time to this sort of thing at the moment, Felix handily provides a crib sheet to the full video.

For my money, Reihan Salam is the most interesting voice in this debate: A conservative writer for National Review — which one might think would place him close to Corey Bearak in this debate — who is actually staunch defender of public transit — the result of being of a longtime outer-borough resident and subway commuter (of course, many right-wingers favor congestion charging — one might say, to rephrase the old saw about liberals and conservatives, ‘a congestion charging advocate is a free-marketeer who has been mugged by New York City congestion.’)

“The idea that you should pay $2 or $9 to drive in to New York when other folks have to pay some amount to take a subway into New York and have a much smaller impact, in terms of traffic congestion, seems pretty fair.”

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Posted on Tuesday, June 8th, 2010 at 8:48 am by: Tom Vanderbilt
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The Sorrows and Travails of India’s Autorickshaw Drivers

Photo by Tom Vanderbilt

Over at The City Fix, I picked up some facts about urban autorickshaw drivers in India, via a study by Leslie Phillips and her team at the University of Texas:

It is more than 50% likely that a driver has a family of up to 8 people to support, and in order to do so, a driver works an average of 10-12 hours per day. Recent statistics from Delhi suggest that nearly 80% of auto rickshaw drivers rent their vehicles, and pay out roughly half of their daily revenue in rental fees.

They are socially distanced from the government and the manufacturers of their product:

While they are an integral part of transportation in almost every major Indian city, the auto rickshaw drivers are perceived as a nuisance to the system. The findings of our study corroborated this point: auto rickshaw drivers are a struggling population caught in a system where they are treated with utter disregard by the government and are often resented by their own customers. Most of the recent auto rickshaw reforms have been reactionary, as regulatory authorities and traffic police attempt to crack down on poor behavior (traffic violations, emissions) as opposed to implementing systemic reforms. Meanwhile, manufacturers generally do not perceive rickshaw drivers as their end client, but rather focus on the passenger when designing and positioning their vehicles. This has created a crucial disconnect in the auto rickshaw industry, where the very people who ultimately drive the success of the industry (the drivers) are left out of the process.

These pressures result in some unsavory practices (though this no doubt made for fascinating fieldwork):

While the interviews with randomly selected auto rickshaw drivers went relatively smoothly, the MBA group’s experience in India with the auto rickshaw drivers (what could be considered the “tourists’ perspective”) was the complete opposite. The majority of students who rode in auto rickshaws in Delhi and Bangalore were not given the option to use the fare meter but rather had to negotiate the fare from one destination to the next. Despite the agreed upon destination, drivers often took us to a different tourist location (commonly a souvenir shop) while still demanding to be paid. Many of our classmates speculated that there must be a kick-back for drivers who delivered tourists to these locations. Indeed, two auto rickshaw drivers who we interviewed revealed the details of the tourist payment scheme: If they succeed in bringing a group of tourists to a local shop, the driver will receive a two-liter gas coupon from either the owner of the shop or the “rickshaw boss.” A two-liter coupon is enough to keep a rickshaw tank full for at least a day and thus provides a strong incentive to break the agreed-upon route – and trust – with the tourist customer.

There’s hope yet for the drivers, with organizations like NyayaBhoomi, a cooperative that is “intended to create a brand image for auto-rickshaws by providing radio (call) auto-rickshaw service, improving driver behavior through training, instituting a formal fare collection system through GPS devices installed in vehicles, and creating an organized sector with employment benefits (i.e. insurance and pension policies, uniforms, regular vehicle maintenance) for drivers from revenues obtained through advertising.”

This advertising revenue would come from advertisements on the autorickshaws themselves, which already tend to be fairly well adorned, as the painted mudflaps below indicate (though, sadly, this is a somewhat fading art form, replaced by sticker-based art, or none at all).

Photo by Meanest Indian/Flickr

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Posted on Thursday, May 27th, 2010 at 8:16 am by: Tom Vanderbilt
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Externally Speaking

Charles Komanoff gets a deserved star turn in this month’s Wired, courtesy of Felix Salmon.

In the end, Komanoff found that every car entering the CBD causes an average of 3.23 person-hours of delays. Multiply that by $39.53—a weighted average of vehicles’ time value within and outside the CBD—and it turns out that the average weekday vehicle journey costs other New Yorkers $128 in lost time. At last, urban planners could say just how big the externalities associated with driving are, knowing that the number was backed up with solid empirical analysis.

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Posted on Tuesday, May 25th, 2010 at 8:28 am by: Tom Vanderbilt
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Crowded Rush-Hour Roads in Utrecht

Via Donald Shoup. I could watch this stuff all day. Not a helmet in sight.

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Posted on Thursday, May 20th, 2010 at 8:16 am by: Tom Vanderbilt
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Bike Tolls on the Triborough

With some out-of-town visitors to entertain, my destination yesterday was (where else!) the MTA’s Transit Museum. There I noticed a small detail that had escaped my notice prior — i.e., the presence of bike tolls on the Triborough Bridge. Can any transpo geeks out there enlighten us as to any more details about this? What was bike traffic like across the bridge when it opened? Was there a special toll booth, or did cyclists merge into a car lane? When was the toll scrapped? And for that matter, when did the (little-observed) policy of cyclists walking their bikes across the bridge(s) come into being?

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Posted on Wednesday, May 19th, 2010 at 3:13 pm by: Tom Vanderbilt
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‘The People’s Way’ in Ahmedabad

For an excellent case study of incredibly thoughtful and detail-oriented transportation planning — see a few of the details below — I recommend this dispatch by Meena Kadri, reporting from Ahmedabad, in the Indian state of Gujarat.

On board the buses the most applauded feature is the provision of at-grade boarding — a hallmark of the best BRT systems, whereby passengers enter and exit buses at raised station platforms, without having to climb or descend stairs. Not only does this improve accessibility for the elderly, challenged and very young; it’s also been hailed as a plus point by many saree-clad female passengers. The span of income groups using the service is immediately evident and signals one of the BRT’s biggest impacts in Ahmedabad. Even motorists are being lured by the efficiency of Janmarg. Raju Schroff, who owns a local factory, now takes the bus to work. As a result, he says, “My daily commuting time has been more than halved, and I arrive at work calm rather than hassled from being stuck in traffic.” Jagu Desai, a tribal laborer, affirms her appreciation of its speed and comfort, and she seems pleased that her views were as much of interest to me as Schroff’s. Voice announcements and LED displays in both Gujarati and English — also a new feature for public transport in the city — are appreciated by the diverse passengers. As bus operator Panchal Kirti reports: “Not only can deaf people watch and blind people listen but people who can’t read are not excluded from being informed. So everyone on board can relax till their destination is announced.”

Ahmedabad’s comprehensive planning has pushed well past the mere concept of BRT — right through to encouraging physical resilience and solidarity amongst bus operators. Driver Jintendra Patel recalls that the two-month training included daily yoga sessions. “Yoga helps maintain calm and focus while driving,” he says, “and it counters the back problems that develop from sitting for long periods.”

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Posted on Monday, May 17th, 2010 at 8:38 am by: Tom Vanderbilt
3 Comments. Click here to leave a comment.

The Streets of San Francisco

Next up for Streetfilms: Ray Kelly?

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Posted on Tuesday, March 30th, 2010 at 2:04 pm by: Tom Vanderbilt
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Transportation Economics in World of Warcraft

I came across this line in William Sims Bainbridge’s new book, The Warcraft Civilization, on the social sciences of the virtual World of Warcraft:

Some long-distance travel is free, using the public ship, zeppelin, or teleportation systems. But much flight from point to point has moderate costs. Maxrohn found that a nonstop flight from Light’s Hope Chapel in Eastern Plaguelands to Nethergarde Keep in the Blasted Lands costs thirty-one silvers and fifty nine coppers. However, it is possible to fly from Light’s Hope to Stormwind for nine silvers and sixty-three coppers, and from Stormwind to Nethergarde for seven silvers and forty-seven coppers. Thus, stopping at Stormwind saves fourteen silvers and forty-nine coppers, or slightly over 45 percent.

It’s intriguing that this rather echoes the market for using frequent-flier points — i.e., it will cost you less for a flight with stops. This raises all kinds of interesting questions: What dynamics account for the pricing (e.g., does greater network traffic increase the cost of travel) and the network disequilibrium? Why would anyone pay to travel if one can teleport for free (a question for Patricia Mokhtarian)? Is there a Kayak-type application for analyzing the costs of travel, or is it all trial and error? Do people interact on the public ships and zeppelins? Is private flight much faster than the public options (presumably teleportation is instantaneous), and is there a “last mile” or connectivity problem with the public options (so to speak)? And lastly: Are there any travel externalities in World of Warcraft?

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Posted on Wednesday, March 24th, 2010 at 12:34 pm by: Tom Vanderbilt
7 Comments. Click here to leave a comment.

Komanoff on the C-Charge

Charles Komanoff reports from Gauangzhou:

With double-digit rises in car ownership and the city’s relentless expansion outpacing even the rapid provision of transit, the idea of charging a toll to drive into Guangzhou’s city center is gaining traction. The rationale is clear: drivers who pay only for their own lost time but not for the time their trips take from other drivers have little incentive to prioritize trips by car.

Singapore, London and Stockholm have been using congestion pricing for 35, 7 and 3 years, respectively, and the meeting featured detailed reports on how these cities overcame the political hurdles and improved traffic dramatically through tolling. Nevertheless, a congestion pricing plan proposed by New York Mayor Michael Bloomberg died in the state legislature in 2008. In my talk, I drew these lessons for Guangzhou from New York’s failure:

• To succeed politically, congestion pricing must produce dramatic increases in travel speeds — at least 15 percent — in the charging zone. (The Bloomberg plan promised only a 7 percent gain.)

• The toll must align benefits with costs. In New York, a hefty taxi surcharge — on the entire fare, not just the “drop” — would ensure that residents of Manhattan, who use taxis rather than private cars, paid their fare share.

• Transit improvements financed by the toll revenues must be instituted ahead of time, and fare reductions guaranteed.

The stance of the domestic transportation experts here has been one of cautious interest: appreciation of congestion pricing as a virtually fail-safe tool, tempered by awareness that politics leaves little room for error in designing the toll, choosing the tolling technology, and marketing the program.

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Posted on Monday, March 22nd, 2010 at 1:33 pm by: Tom Vanderbilt
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A Ramp All the Way

I was grooving on this almost Ed Ruscha-style illustration (“27 Onramp Configurations”?) in a new paper from David Levinson and Lei Zhang, “Ramp Metering and Freeway Bottleneck Capacity,” in Transportation Research: A Policy and Practice 44(4), May 2010, Pages 218-235.

The findings were sanguine on ramp metering:

Traffic flow characteristics at twenty-seven active freeway bottlenecks in the Twin Cities are studied for seven weeks without ramp metering and seven weeks with ramp metering. A series of hypotheses regarding the relationship between ramp metering and the capacity of active bottlenecks are developed and tested against empirical traffic data. The results demonstrate with strong evidence that ramp metering can increase bottleneck capacity. It achieves that by:

(1) postponing and sometimes eliminating bottleneck activation – the average duration of the pre-queue transition period across all studied bottlenecks is 73 percent longer with ramp metering than without;

(2) accommodating higher flows during the pre-queue transition period than without metering – the average flow rate during the transition period is 2 percent higher with metering than without (with a 2% standard deviation);

(3) and increasing queue discharge flow rates after breakdown – the average queue discharge flow rate is 3 percent higher with metering than without (with a 3% standard deviation).
Therefore, ramp meters can reduce freeway delays through not only increased capacity at segments upstream of bottlenecks (type I capacity increase), but also increased capacity at bottlenecks themselves (type II capacity increase). Previously, ramp metering is considered to be effective only when freeway traffic is successfully restricted in uncongested states. The existence of type II capacity increase suggests there are benefits to meter entrance ramps even after breakdown has occurred. This study focuses on the impacts of ramp metering on freeway bottleneck capacity. The causes of such impacts should be more thoroughly examined by future studies, so that the findings can provide more guidance to the development of ramp control strategies. It should also be noted that both types of capacity increases on the freeway mainline are at the expense of degraded conditions at the on-ramps and possibly arterial network. Therefore, without more comprehensive system-wide analysis, the findings of this paper, though in favor of ramp metering, do not necessarily justify its deployment.

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Posted on Wednesday, March 17th, 2010 at 7:39 am 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.

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Posted on Thursday, February 25th, 2010 at 8:55 am by: Tom Vanderbilt
13 Comments. Click here to leave a comment.
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 Slate.com Transport column to me at: info@howwedrive.com.

For publicity inquiries, please contact Kate Runde at Vintage: krunde@randomhouse.com.

For editorial inquiries, please contact Zoe Pagnamenta at The Zoe Pagnamenta Agency: zoe@zpagency.com.

For speaking engagement inquiries, please contact
Kim Thornton at the Random House Speakers Bureau: rhspeakers@randomhouse.com.

Order Traffic from:

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Drive-on-the-left types can order the book from Amazon.co.uk.

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
Toronto

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
BoingBoing.com “Ingenuity” Conference
San Francisco, CA

September 26, 2013
TransComm 2013
(Meeting of American Association
of State Highway and Transportation
Officials’ Subcommittee on Transportation
Communications.
Grand Rapids MI

 

 

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