Meanwhile Johnson Controls provides supporting information, "debunking myths" that could lead to FARS not being adopted.
Not lobbying though, this is advocacy. That happens to revolve around adopting model codes that happen to mandate an expensive system that JCI exclusively sells. For safety.
Jason Cox
I think it needs to be pushed forward by communities, framed as, “every neighborhood should have a kid-safe, direct, non-car route to schools, parks, transit, grocery, civic places, and nearby neighborhoods.” Start with letting neighborhoods compete for investments for that.
Rafa
I hope we have some better tools to help cities remake themselves by facilitating street grids to become more productive places. Suburban culdesac grids make connecting neighborhoods with pedestrian traffic as they densify harder.
Or maybe Paved Paradise
That’s a fair critique. I hope that doesn’t dissuade you from considering the body of work that you can draw similar conclusions about road geometry from.
Yet obscure fire protection districts and unelected local fire officials continue to force wide streets upon us to accommodate unnecessarily massive trucks. We must push back against the "wider is safer" myth and aggressively overhaul outdated codes that mandate dangerous roads.
When housing skeptics recognize that a 400sf studio is not a luxury apartment they’ll pivot to vacancy trutherism and/or nativism or exclusivism.
Innumerate analysis of housing markets and ignorance of household formation rates are both hallmarks of the critical geographical position on supply side housing reforms.
The Transportation Research Board produced NCHRP Report 504 mapped how road geometry, not speed limit signs, dictates real-world operating speeds. This seems to be a decades-long peer-reviewed consensus. onlinepubs.trb.org/onlinepubs/n...
Another award winner study, Dumbaugh & Rae (2009), showed that wider urban lanes spark high speeds and crash rates. www.tandfonline.com/doi/full/10....
