From A to B

A MISTAKE MADE by all the city planners is to consider the private automobile (and its by-products, such as the motorcycle) as essentially a means of transportation. In reality, it is the most notable material symbol of the notion of happiness that developed capitalism tends to spread throughout the society. The automobile is at the center of this general propaganda, both as supreme good of an alienated life and as essential product of the capitalist market: It is generally being said this year that American economic prosperity is soon going to depend on the success of the slogan “Two cars per family.”

“Trying to cure traffic congestion by adding more capacity is like trying to cure obesity by loosening your belt.”

Efficiency is produced not by the sort of movement monoculture of cars-only American cities but by a sensitively tailored combination of modes sited to exploit the particular efficiencies of each and providing useful duplication and alternative.

Every attempt to cul-de-sac city streets, to change traffic patterns in favor of pedestrians, or to narrow street ends is met with the same howl of protest from the authorities: this will increase congestion because urban traffic is a zero-sum game. Any reduction in volume in one place in the city will inevitably be accompanied by a rise in traffic somewhere else.

This claim is fallacious: the true corollary is the opposite. In case after case, a reduction of the space available for vehicular traffic has simply resulted in the reduction of traffic overall.

We went awry by replacing, in effect, each horse on the crowded city streets with half a dozen or so mechanized vehicles, instead of using each mechanized vehicle to replace half a dozen or so horses. The mechanical vehicles, in their overabundance, work slothfully and idle much. As one consequence of such low efficiency, the powerful and speedy vehicles, choked by their own redundancy, don’t move much faster than horses.

Problem

There is too much hot hard asphalt in the world. A local road, which only gives access to buildings, needs a few stones for the wheels of the cars; nothing more. Most of it can still be green.

Solution

On local roads, closed to through traffic, plant grass all over the road and set occasional paving stones into the grass to form a surface for the wheels of those cars that need access to the street. Make no distinction between street and sidewalk. Where houses open off the street, put in more paving stones or gravel to let cars turn onto their own land.

Tad Friend writes, if you build “nine hundred miles of sinuous highway and twenty-one thousand miles of tangled surface streets” in one city alone, then you’re going to find at least a few people who want to put those streets to use. This suggests that every city blooms with the kinds of crime most appropriate to its form.

Among real-estate developers, straight lines and right angles went out of fashion sometime in the middle of the twentieth century. If you look at a town or a residential neighborhood laid out since then, you are more likely to find sinuous, serpentine roads—whether or not the topography offers any excuse for such curves. Many of these roads go nowhere: they are loops that bring you back to where you started, or they are cul-de-sacs. Making it easy to find your way through the network of streets is obviously not a high priority. This is an interesting development in urban geography: having redesigned the city to accommodate the automobile, we now search for ways to discourage people from driving on the streets.

The steel rail is an artifact whose form has been carefully optimized. This gradual refinement of the design was done not by a single brilliant engineer but by more than a century of industrial evolution. The rail was never meant to be an object of beauty, but its cross section has all the elegance of fine typography.

The steepest grade on U.S. main-line track is at the small town of Saluda, on a Norfolk Southern route between Spartanburg, South Carolina, and Asheville, North Carolina. The grade goes on for three miles at a slope of 4 or 5 percent. Trains have not been running on the line since 2001, but the tracks are still maintained.

Surely those who oversee and guide municipal transportation systems ought to use public transit during their work days. Why not put a clause to that effect in their job description or contract?

Requiring those whose work has a major impact on people's lives to experience some of the impact is really not too much ask. It means that they speak "people" rather than French, Cree, or Spanish.

In the same way that physical architecture can affect a mind, so too can software. Slower, less reliable software is like Penn Station: Sure, you can catch a transfer from one train to another but the dreary lowness of the place, the lack of sunlight or sensible wayfinding will make you feel like a rat, truculent and worthless, and worse: You’ll acclimate to that feeling and accept it as a norm.