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Redistribution of Traffic, Disappearing Traffic, The Challenges of Reallocation of Public Space. H-JEH Becker 2006-06-28.
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1. Redistribution of Traffic, Disappearing Traffic, The Challenges of Reallocation of Public Space In cycling advocacy it is not too unusual to hear a first, initial, reactive response to any suggestions that traffic lanes should be reconfigured on a roadway and that some of that road space be reallocated for cycling facilities, transit priority use, sidewalks, green space or for other purposes that it cannot be done. Motorists will be inconvenient and that is unacceptable.
Critics who argue against reassignment of space on public streets or bridges contend that traffic congestion and mayhem will follow and that local business will be negatively affected.
When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.
In cycling advocacy it is not too unusual to hear a first, initial, reactive response to any suggestions that traffic lanes should be reconfigured on a roadway and that some of that road space be reallocated for cycling facilities, transit priority use, sidewalks, green space or for other purposes that it cannot be done. Motorists will be inconvenient and that is unacceptable.
Critics who argue against reassignment of space on public streets or bridges contend that traffic congestion and mayhem will follow and that local business will be negatively affected.
When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.
2. Redistribution of Traffic, Disappearing Traffic, The Challenges of Reallocation of Public Space In cycling advocacy it is not too unusual to hear a first initial, reactive response to any suggestions that traffic lanes should be reconfigured on a roadway and that some of that road space be reallocated for cycling facilities, transit priority use, sidewalks, green space or for other purposes that it cannot be done. Motorists will be inconvenient and that is unacceptable.
Critics who argue against reassignment of space on public streets or bridges contend that traffic congestion and mayhem will follow and that local business will be negatively affected.
When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.In cycling advocacy it is not too unusual to hear a first initial, reactive response to any suggestions that traffic lanes should be reconfigured on a roadway and that some of that road space be reallocated for cycling facilities, transit priority use, sidewalks, green space or for other purposes that it cannot be done. Motorists will be inconvenient and that is unacceptable.
Critics who argue against reassignment of space on public streets or bridges contend that traffic congestion and mayhem will follow and that local business will be negatively affected.
When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.
3. Redistribution of Traffic, Disappearing Traffic, The Challenges of Reallocation of Public Space Motorists will be inconvenient and that is unacceptable.
Critics who argue against reassignment of space on public streets or bridges contend that traffic congestion and mayhem will follow and that local business will be negatively affected.
When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.Motorists will be inconvenient and that is unacceptable.
Critics who argue against reassignment of space on public streets or bridges contend that traffic congestion and mayhem will follow and that local business will be negatively affected.
When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.
4. Redistribution of Traffic, Disappearing Traffic, The Challenges of Reallocation of Public Space When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.When lanes or roads are closed, either temporarily or permanently, where does the traffic go?
Some cities have shown that throughput volumes of motorized vehicles on streets may not be affected, if the road bottlenecks are considered and designed for.
Empirical traffic data from select cities in North America and also locally does not support a havoc theory.
In this presentation, some opportunities for lane closures and public space reassignment in Vancouver will be highlighted.
5. Where has the motorized traffic gone? Within cities, it is not unusual to see traffic lanes or roadways frequently closed either temporarily for road repair, for new building construction, for other reasons and sometimes permanently.
What happens to motorized traffic when this occurs?
Within cities, it is not unusual to see traffic lanes or roadways frequently closed either temporarily for road repair, for new building construction, for other reasons and sometimes permanently.
What happens to motorized traffic when this occurs?
6. Where has the motorized traffic gone? Within cities, it is not unusual to see traffic lanes or roadways frequently closed either temporarily for road repair, for new building construction, for other reasons and sometimes permanently.
What happens to motorized traffic when this occurs?
Within cities, it is not unusual to see traffic lanes or roadways frequently closed either temporarily for road repair, for new building construction, for other reasons and sometimes permanently.
What happens to motorized traffic when this occurs?
7. Where has the motorized traffic gone? Does it just stay on the road and create greater congestions?
Does it just stay on the road and create greater congestions?
8. Did the motorized traffic disperse to Does it redistribute itself naturally within the road’s catchment area?
Does it redistribute itself naturally within the road’s catchment area?
9. Did the motorized traffic disperse to Does it redistribute itself naturally within the road’s catchment area?
Does it redistribute itself naturally within the road’s catchment area?
10. Did the motorized traffic disperse to Does it redistribute itself naturally within the road’s catchment area?
Does it redistribute itself naturally within the road’s catchment area?
11. Did some of the motorized traffic move onto Do some motorists reconsider their transportation mode of choice and use alternate transportation instead?
Transit usage is on the increase within this region.
So, when there is lane closures on a street, what is the modal conversion modal that will predict traffic pattern shifts from driving to taking transit or cycling instead or combining both?
What street level factors will influence that?Do some motorists reconsider their transportation mode of choice and use alternate transportation instead?
Transit usage is on the increase within this region.
So, when there is lane closures on a street, what is the modal conversion modal that will predict traffic pattern shifts from driving to taking transit or cycling instead or combining both?
What street level factors will influence that?
12. Or, did some of the motorized traffic move onto Cycling usage is also on the increase, especially within the City of Vancouver. Buses are frequently seen with bikes on the racks. Bikes on SkyTrain, SeaBus, and the West Coast Express are also very popular.
What street level factors will cause a transition from driving to cycling or combining cycling and transit?Cycling usage is also on the increase, especially within the City of Vancouver. Buses are frequently seen with bikes on the racks. Bikes on SkyTrain, SeaBus, and the West Coast Express are also very popular.
What street level factors will cause a transition from driving to cycling or combining cycling and transit?
13. Or, did the traffic just disappear Do some motorists rethink the reason for a trip and just not undertake it?
Do some motorists rethink the reason for a trip and just not undertake it?
14. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
15. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
16. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
17. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
What happens to motorized traffic throughput on a street when lanes are closed or reassigned?
According to a Burden and Lagerwey paper, when public space reallocation occurred on streets in cities within North America and where before and after motorizes traffic volumes data counts were taken, it was found that the throughput volumes remained relatively consistent to that before lanes were reassigned.
In a few cases, the throughput increased by 10% or less.
The roads undergoing public space reallocation were carrying between 11,000 to 23,000 motorized vehicles per day.
18. St. George Street in Toronto One of the streets on this list that I can personally relate to is St. George Street in Toronto. St. George lies about two blocks away from two parallel major arterial roads, a 6-lane road and a 4-lane road with a streetcar line running down the centre, physically separated from the general purpose traffic lanes.
As a student, some 40 years ago I used to be frustrated trying to drive down this road crowded with motorized traffic on my way to the civil engineering school.
One of the streets on this list that I can personally relate to is St. George Street in Toronto. St. George lies about two blocks away from two parallel major arterial roads, a 6-lane road and a 4-lane road with a streetcar line running down the centre, physically separated from the general purpose traffic lanes.
As a student, some 40 years ago I used to be frustrated trying to drive down this road crowded with motorized traffic on my way to the civil engineering school.
19. St. George Street in Toronto 2 blocks to the east is a major 6-lane north-south arterial road.
While 2 blocks to the west lies another major 4-lane arterial road with a streetcar line running down the centre of the road, physically separated from the general purpose traffic lanes.
As a student, some 40 years ago I used to be frustrated trying to drive down this road crowded with motorized traffic on my way to the civil engineering school.
Now moving forward 30 years, I used to cycle calmly up it on my morning commute to work on a quite, traffic efficient, relaxing road.
2 blocks to the east is a major 6-lane north-south arterial road.
While 2 blocks to the west lies another major 4-lane arterial road with a streetcar line running down the centre of the road, physically separated from the general purpose traffic lanes.
As a student, some 40 years ago I used to be frustrated trying to drive down this road crowded with motorized traffic on my way to the civil engineering school.
Now moving forward 30 years, I used to cycle calmly up it on my morning commute to work on a quite, traffic efficient, relaxing road.
20. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? When city staff was asked why the lane reductions had no impact on motorized traffic throughput, the answer was that the success lay in the intersections design.
When city staff was asked why the lane reductions had no impact on motorized traffic throughput, the answer was that the success lay in the intersections design.
21. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? What is important?
Left turn lanes
Left turn lanes queuing capacity
Curb side parking stopped in advance of the intersection to accommodate right turning vehicle queuing.
What is gained for the motorists?
Usually restricted parking on both sides of the road is replaced with 24 hour parking on one side.
This seems to be an acceptable trade-off to the street residents.What is important?
Left turn lanes
Left turn lanes queuing capacity
Curb side parking stopped in advance of the intersection to accommodate right turning vehicle queuing.
What is gained for the motorists?
Usually restricted parking on both sides of the road is replaced with 24 hour parking on one side.
This seems to be an acceptable trade-off to the street residents.
22. What happens to motorized traffic throughput on a street when lanes are closed or reassigned? What roads are candidates for public space reassignment?
Prime candidates are roads up to 18,000 auto trips per day.
Potential candidates are roads up to 25,000 auto trips per day.
Consideration should be given to roads up to 30,000 auto trips per day.
Toronto has done one at 55,000 cars per day.
What roads are candidates for public space reassignment?
Prime candidates are roads up to 18,000 auto trips per day.
Potential candidates are roads up to 25,000 auto trips per day.
Consideration should be given to roads up to 30,000 auto trips per day.
Toronto has done one at 55,000 cars per day.
23. Disappearing Traffic? The Story so far Today, there are some common arguments why traffic lanes should not be reallocated for other transportation uses.
Major traffic problems
Professionals believe that traffic levels remain fixed.
Nothing will get people out of their cars
Does research really support these arguments?
How come transit ridership is up in the Region then?Today, there are some common arguments why traffic lanes should not be reallocated for other transportation uses.
Major traffic problems
Professionals believe that traffic levels remain fixed.
Nothing will get people out of their cars
Does research really support these arguments?
How come transit ridership is up in the Region then?
24. Disappearing Traffic? The Story so far Cairns, Atkins and Goodwin’s study - Disappearing Traffic? The Story so far - has come up with some other observations.
Traffic problems are not as serious as alarmists predict.
Traffic levels can actually go down
Human decision making process in choice of transportation is much more complex than have been factored in to traffic models.Cairns, Atkins and Goodwin’s study - Disappearing Traffic? The Story so far - has come up with some other observations.
Traffic problems are not as serious as alarmists predict.
Traffic levels can actually go down
Human decision making process in choice of transportation is much more complex than have been factored in to traffic models.
25. Disappearing Traffic? The Story so far Cairns, Atkins and Goodwin’s study also highlight the need to approach the road space reallocation as a marketing program focusing on the number of people involved, rather than on the number of automobiles, and managing an effective advertisement strategy.
Is this not the lesson learned from the 1996 Burrard Bridge Bike Lane trial?Cairns, Atkins and Goodwin’s study also highlight the need to approach the road space reallocation as a marketing program focusing on the number of people involved, rather than on the number of automobiles, and managing an effective advertisement strategy.
Is this not the lesson learned from the 1996 Burrard Bridge Bike Lane trial?
26. What is the City of Vancouver’s experience with motorized traffic throughput and lane closures? What has the City of Vancouver’s experience been when lanes have been closed?What has the City of Vancouver’s experience been when lanes have been closed?
27. Dunsmuir Viaduct According to the data in VanMap, it would appear that the Dunsmuir Viaduct lane closure has not had any serious impact on the adjacent streets.According to the data in VanMap, it would appear that the Dunsmuir Viaduct lane closure has not had any serious impact on the adjacent streets.
28. Pender St. What was the impact of the Pender St unexpected lane closures?
Did anyone notice it?What was the impact of the Pender St unexpected lane closures?
Did anyone notice it?
29. Cambie St. Now, Cambie St. makes an ideal study candidate for tracking the effect of three lane closures on the traffic levels of neighbouring streets, arterial and secondary roads within the catchment area.
What about studying the effect on modal shift as a result of the closures.Now, Cambie St. makes an ideal study candidate for tracking the effect of three lane closures on the traffic levels of neighbouring streets, arterial and secondary roads within the catchment area.
What about studying the effect on modal shift as a result of the closures.
30. What future opportunities will there be for reallocation of road space in the City of Vancouver? Decision time -
Continuing with old believes or
changing the strategy based on findings of the papers just referred to.
At this time it is important for Vancouver as an evolving city?
Decision time -
Continuing with old believes or
changing the strategy based on findings of the papers just referred to.
At this time it is important for Vancouver as an evolving city?
31. Cambie Street Rapid transit implementations have shown that the supply of street capacities for motorized vehicles exceed demand. It is an ideal time for public space reallocation for alternate transportation and for green space uses.
Will the increase in ridership really come from future population growth or is it expected to come from existing car travelers? Or, are current corridor travelers expected to make the transit line viable and population growth be the profit for the concessionaires?
Rapid transit implementations have shown that the supply of street capacities for motorized vehicles exceed demand. It is an ideal time for public space reallocation for alternate transportation and for green space uses.
Will the increase in ridership really come from future population growth or is it expected to come from existing car travelers? Or, are current corridor travelers expected to make the transit line viable and population growth be the profit for the concessionaires?
32. Cambie Street With rebuilding the street, there is an unusual opportunity for public space reclamation.
There is an opportunity to provide for cycling on Cambie St. as a feeder network to the stations and to the new bridge crossing the North Arm of the Fraser River, while still increasing the green space on the road right of way.With rebuilding the street, there is an unusual opportunity for public space reclamation.
There is an opportunity to provide for cycling on Cambie St. as a feeder network to the stations and to the new bridge crossing the North Arm of the Fraser River, while still increasing the green space on the road right of way.
33. Cambie Bridge Demand for motorized capacity on the bridge will also be going down,
opening up a much less capital intense investment opportunity for accommodation of pedestrians and cyclists.
The plans are in place to expand the west sidewalk for pedestrians and cyclists.
Now there is a choice of doing it – sidewalk expansion or lane reallocation for cycling.Demand for motorized capacity on the bridge will also be going down,
opening up a much less capital intense investment opportunity for accommodation of pedestrians and cyclists.
The plans are in place to expand the west sidewalk for pedestrians and cyclists.
Now there is a choice of doing it – sidewalk expansion or lane reallocation for cycling.
34. Cambie Bridge Demand for motorized capacity on the bridge will also be going down opening up a much less capital intense investment opportunity for accommodation of pedestrians and cyclists.
The plans are in place to expand the west sidewalk for pedestrians and cyclists.
Now there is a choice of doing it – sidewalk expansion or lane reallocation for cycling.
A costly way or an inexpensive way!
Demand for motorized capacity on the bridge will also be going down opening up a much less capital intense investment opportunity for accommodation of pedestrians and cyclists.
The plans are in place to expand the west sidewalk for pedestrians and cyclists.
Now there is a choice of doing it – sidewalk expansion or lane reallocation for cycling.
A costly way or an inexpensive way!
35. The Kitsilano Connector Closing a major gap in the Seaside Path along the shores of English Bay is another opportunity.Closing a major gap in the Seaside Path along the shores of English Bay is another opportunity.
36. The Kitsilano Connector Thus, creating a path from the foot of Burrard St. on the Burrard Inlet to Spanish Beach by UBC.
Thus, creating a path from the foot of Burrard St. on the Burrard Inlet to Spanish Beach by UBC.
37. The Kitsilano Connector There is a choice, either a one-way road with two parking lanes or a two way road providing one parking lane.There is a choice, either a one-way road with two parking lanes or a two way road providing one parking lane.
38. Pender Street Then there is Pender St.
City traffic studies support the old believes.
But are two lanes really only all that is needed?
A two-lane road would support co-existence of various transportation modes, while providing a cycling infrastructure that would be positioned to draw motorists to consider cycling instead.Then there is Pender St.
City traffic studies support the old believes.
But are two lanes really only all that is needed?
A two-lane road would support co-existence of various transportation modes, while providing a cycling infrastructure that would be positioned to draw motorists to consider cycling instead.
39. Pender Street There is a choice –
Staying with a street layout that does not support the city’s desire to change transportation mode share away from use of cars.
With a discontinuous cycling infrastructure, many less risk-taking cyclists would not select this road and may potentially not choose cycling for transportation to work.There is a choice –
Staying with a street layout that does not support the city’s desire to change transportation mode share away from use of cars.
With a discontinuous cycling infrastructure, many less risk-taking cyclists would not select this road and may potentially not choose cycling for transportation to work.
40. Burrard Bridge Then there is Burrard Bridge.
Would learning from other cities on approaches to implementing reallocation of public road space allow for a less capital intensive investment alternative for the Burrard Bridge?Then there is Burrard Bridge.
Would learning from other cities on approaches to implementing reallocation of public road space allow for a less capital intensive investment alternative for the Burrard Bridge?
41. Burrard Bridge Reassignment of road space would be supportive of the city’s strategic direction, freeing up significant funds for alternate socially important uses.Reassignment of road space would be supportive of the city’s strategic direction, freeing up significant funds for alternate socially important uses.
42. What different decision could have possibly been made If reallocation of road space within the City of Vancouver were part of the every day toolkit for street design, what solutions would then come forth as the preferred solution? How much more of an environmental sustainable city Vancouver would be?
If reallocation of road space within the City of Vancouver were part of the every day toolkit for street design, what solutions would then come forth as the preferred solution? How much more of an environmental sustainable city Vancouver would be?
43. Granville Mall and Street Would the finding of these papers have made a difference in the final choice for road space design for Granville Street?
Would the finding of these papers have made a difference in the final choice for road space design for Granville Street?
44. Granville Mall and Street
45. Granville Mall and Street
46. Granville Mall and Street
47. Granville Mall and Street
48. Granville Mall and Street With reallocation of public space, drivers would still have the option of driving on Seymour and Howe, use transit, or cycle. How many would have considered changing their mode of travel?With reallocation of public space, drivers would still have the option of driving on Seymour and Howe, use transit, or cycle. How many would have considered changing their mode of travel?
49. Going Forward Things are changing in this city.
For the City to reach its transportation priorities and environmentally sustainable strategies, road space needs to be reallocated for the future needs of transportation, not simply continuing with the past. Old fears of motorized traffic havoc needs to be replaced with utilizing marketing tools supporting road space reconfiguring that support fast, efficient public transit and allow for the growth of cycling for transportation to its realistic opportunity.
The City of Vancouver’s Vancouver Transportation Plan, Progress Report of 2006-05-15 certainly documents the change in people’s travel habits.
Those of us who were at the World Urban Forum III and listened to Enrique Penalosa, the former Mayor of Bogota, Columbia speak, heard a case for limiting motorized traffic and reducing general traffic lanes so that more money could be spent on other needs of a large city, including its social needs.
If you heard Jeremy Harris, the former Mayor of Honolulu, then the message that oil is a scarce commodity and should be treated as such, came across. The cost of oil should include all costs of bringing it to the market, including the costs of war to secure supply. Only then proper decisions on the use of oil can be made. He spoke on the need to increase the use of transit, in place of cars, and bringing back the bicycle for transportation.
Such thinking need to evolve into the normal daily decision-making processes of transportation planners, land-use planners, and city officials whenever a project is undertaken that involves roads or developments, no matter how small.Things are changing in this city.
For the City to reach its transportation priorities and environmentally sustainable strategies, road space needs to be reallocated for the future needs of transportation, not simply continuing with the past. Old fears of motorized traffic havoc needs to be replaced with utilizing marketing tools supporting road space reconfiguring that support fast, efficient public transit and allow for the growth of cycling for transportation to its realistic opportunity.
The City of Vancouver’s Vancouver Transportation Plan, Progress Report of 2006-05-15 certainly documents the change in people’s travel habits.
Those of us who were at the World Urban Forum III and listened to Enrique Penalosa, the former Mayor of Bogota, Columbia speak, heard a case for limiting motorized traffic and reducing general traffic lanes so that more money could be spent on other needs of a large city, including its social needs.
If you heard Jeremy Harris, the former Mayor of Honolulu, then the message that oil is a scarce commodity and should be treated as such, came across. The cost of oil should include all costs of bringing it to the market, including the costs of war to secure supply. Only then proper decisions on the use of oil can be made. He spoke on the need to increase the use of transit, in place of cars, and bringing back the bicycle for transportation.
Such thinking need to evolve into the normal daily decision-making processes of transportation planners, land-use planners, and city officials whenever a project is undertaken that involves roads or developments, no matter how small.
50. Going Forward Those of us who were at the World Urban Forum III and listened to Enrique Penalosa, the former Mayor of Bogota, Columbia speak, heard a case for limiting motorized traffic and reducing general traffic lanes so that more money could be spent on other needs of a large city, including the social needs.
If you heard Jeremy Harris, the former Mayor of Honolulu, then the message that oil is a scarce commodity and should be treated as such, came across. The cost of oil should include all costs of bringing it to the market, including the costs of war to secure supply. Only then proper decisions on the use of oil can be made. He spoke on the need to increase the use of transit, in place of cars, and bringing back the bicycle for transportation.
Such thinking need to evolve into the normal daily decision-making processes of transportation planners, land-use planners, and city officials whenever a project is undertaken that involves roads or developments, no matter how small.Those of us who were at the World Urban Forum III and listened to Enrique Penalosa, the former Mayor of Bogota, Columbia speak, heard a case for limiting motorized traffic and reducing general traffic lanes so that more money could be spent on other needs of a large city, including the social needs.
If you heard Jeremy Harris, the former Mayor of Honolulu, then the message that oil is a scarce commodity and should be treated as such, came across. The cost of oil should include all costs of bringing it to the market, including the costs of war to secure supply. Only then proper decisions on the use of oil can be made. He spoke on the need to increase the use of transit, in place of cars, and bringing back the bicycle for transportation.
Such thinking need to evolve into the normal daily decision-making processes of transportation planners, land-use planners, and city officials whenever a project is undertaken that involves roads or developments, no matter how small.
51. Going Forward Such thinking need to evolve into the normal daily decision-making processes of transportation planners, land-use planners, and city officials whenever a project is undertaken that involves roads or developments, no matter how small.Such thinking need to evolve into the normal daily decision-making processes of transportation planners, land-use planners, and city officials whenever a project is undertaken that involves roads or developments, no matter how small.
