São Paulo, Brazil is the largest city in the Western Hemisphere and the 13^th most populous city in the world. It has also been, until recently, “a case study of dystopian sprawl,” according to a recent feature story by Simon Romero in the New York Times.

But Romero reports that a new mayor with a vision is changing things.

“Drawing inspiration from policies in New York, Bogotá, Paris and other cities,” Romero writes, mayor Fernando Haddad has “embarked on the construction of hundreds of miles of bicycle lanes and corridors for buses to blaze past slow-moving cars, while expanding sidewalks, lowering speed limits, limiting public parking and occasionally shutting down prominent avenues entirely to cars.”

I’ve never been to São Paulo, but the principle of “traffic calming” has applications worldwide, including here in Maine, where the renovation of Bangor’s Main Street is already enhancing safety and quality of life.

Most definitions of traffic calming, according to the web site trafficcalming.org, focus on engineering measures that change driver behavior. Rotaries are an example of this. In my old hometown, Blue Hill, a rotary has replaced an intersection once notorious for gruesome accidents. In Bangor, the raised islands on Main Street give drivers something to look at besides other cars. They slow down as a result. Not only does the former four-lane strip look a whole lot better than it did a year ago, it’s a whole lot safer, too.

Traffic designers all over the world are discovering that a mixture of automobiles, pedestrians, bicycles, buses and trains makes communities more efficient and more livable. Still, there’s a learning curve for drivers accustomed to having everything designed around the car. Some drivers respond angrily when they can’t find a parking space, or when they have to cede a lane to a bicycle. In São Paulo, Romero reports, results have been mixed. Accidents are down, traffic is flowing a little less sluggishly, but incidents of road rage are common.

In her book Divorce Your Car! Katie Alvord poses the question: Why is there no pedestrian road rage? A British study suggests several answers. The inside of a car straddles the line between public and private space; we’re on our best behavior in one but not the other. When you’re stuck in a traffic jam, you’re stuck, unlike pedestrians and cyclists, who can simply go around; impotence leads to frustration. Drivers can’t directly communicate with each other beyond easily misconstrued gestures; it’s easier to apologize or express good will face-to-face and on foot. Driving is stressful; walking releases stress. And so on.
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Traffic calming is designed not only to make driving less stressful, but also to encourage people to explore alternatives. For decades, public traffic policy has meant building more roads and parking lots, while public transportation and pedestrian infrastructure languished. Drivers and car owners have become accustomed to having it their way, like a hamburger handed out a drive-through window in less than a minute. That is beginning to change, and some people don’t like it.

I was once asked by a friend I’d invited sailing: “Are you one of those nice guys on land who turns into Captain Bligh on his boat?” No, but I have been Jekyll and Hyde behind the wheel. I’ve experienced road rage. So have most drivers, at one time or another.

I’ve screamed at engines that wouldn’t start. I’ve flipped people off in traffic. I’ve leaned on the horn when the cars ahead of me won’t move. I behaved badly at times in my driving life. I’m not normally that way. Most people aren’t. A car seems to convey a degree of immunity from the norms of everyday behavior: courtesy, and respect for one another.

But that’s what the car culture hath wrought: a harried world where we’re all in a hurry to get somewhere. It’s more important to get from driveway to drive-through to office than it is to stop and greet a neighbor, or look at the trees.

Alvord’s author picture shows her on a bicycle towing a trailer, wearing a tee shirt that reads: One Less Car. It’s a reminder that every bicyclist – along with every bus passenger and pedestrian – potentially removes an automobile from the traffic mix. This means less crowded streets, less demand for parking, fewer traffic jams, fewer opportunities for road rage.

The next time you’re driving – or walking, or bicycling, or riding a bus – down Bangor’s Main Street, take a moment to admire the surroundings. Slow down, look around. Beautiful, isn’t it: the river, the new buildings, the autumn leaves? And the street itself looks good. The traffic seems… calmer, somehow.

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Acadia National Park is being overrun with automobiles. Several times this summer, park officials have shut down the Cadillac Mountain Summit Road to alleviate the glut of cars. A recent Bangor Daily News story outlined traffic and parking problems in the park’s most popular areas, and reported that Acadia is struggling to preserve a natural experience in the face of the onslaught.

The park draws an estimated 2.5 million visitors a year. Most of them arrive by car and expect to use their cars in the park. But Acadia has scheduled a handful of car-free days, where private vehicles are not allowed in the park for up to twelve hours.

Mount Desert Island has always had a problematic relationship with cars. There’s only one way on and off the island – something that wasn’t true of steamships, which could use any of the island’s several excellent harbors. John D. Rockefeller, whose family fortune came from oil, initiated construction of the network of carriage roads still used by hikers and bicyclists today. Cars were not allowed on the island at all until 1913, five years after Henry Ford’s first Model T rolled off the assembly line and ushered in the Age of the Automobile, in whose late stages we are now living.

National parks exist in tension between two worthy goals. One is to preserve land, particularly scenic land, in as natural a state as possible. The other is to ensure that the land is accessible to the American public – or, again, as large a segment of the public as possible. The car is a detriment to the first goal but a boon to the second. Not everyone can hike to the top of Cadillac, though perhaps more people should.

Like many year-round Mainers, I tend to avoid Acadia in the height of the tourist season (at least the most popular, MDI segment of the park – Isle Au Haut and even Schoodic Point are much less crowded). And like most of my ilk, traffic is the primary reason I stay away. The park’s problem with traffic is twofold: too many cars in the park, and too many visitors driving to the park. They are separate but related problems, with separate potential solutions.

An effective way to address the first problem would be an adjustment of park entrance fees. Currently, the cost to bring a vehicle into the park is $25, which covers seven days. It’s $20 for a motorcycle, and $12 per person. Pricing should incentivize alternatives: say, $50-75 for a car, $25 for a motorcycle, and $5 or even free for an individual. I’ll bet you would see a lot more people opting for a bicycle or the Island Explorer Bus, which is free but accepts donations, and allows you to hike from one trailhead to another without doubling back to your vehicle.

Some people balk at the very idea of fees to visit national parks. The museums along the Mall in Washington, D.C., for example, are free; signs explicitly state that they are supported by taxes and accessible to all Americans. But no one suggests that parking in the area should be free. Cars do not have rights, nor should they.

Let’s take a look at viagra brand 100mg the factors that are necessary for pregnancy. Infertility Infertility on line levitra is the curse of modern lifestyle. It is a quite a dreadful situation for those people who love to smoke smoking products that are herbal. cheapest cheap viagra This pill http://robertrobb.com/podcast-a-new-ducey-in-the-state-of-state/ cialis prices in india found to be approved to combat with signs of impotence & male erection. Acadia’s other traffic problem affects anyone who uses the roads in the surrounding area. Route 1A between Bangor and Ellsworth sees horrific accidents each year, and congestion every day of the summer. So why not simply widen the road? Because more road capacity encourages more people to drive, a phenomenon known as “generated traffic.” You can’t build your way out of traffic congestion. We’ve been trying that for the past hundred years, and traffic has only gotten worse.

We need alternative ways for people to get there. A light-rail line from Bangor to Bar Harbor is one idea. An along-the-coast ferry service, from Portland to Rockland to Mount Desert, is another. Regular and more frequent bus service, from Bangor and Portland, is yet another.

A few years ago, I discovered that you can take a bus from Bangor to Bar Harbor any weekday of the year for six bucks, round trip. It’s run by the Jackson Lab, and leaves the Odlin Road parking area at 5:15 every morning. Jackson Lab employees have first dibs on the seats, but the bus is open to the public. It arrives in Bar Harbor at 6:40 and leaves at 3:45. Unfortunately, it doesn’t carry bicycles.

Acadia’s traffic problems are America’s traffic problems, focused and in microcosm. We need to think beyond the car. Otherwise we might as well call it Acadia National Parking.

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I got a good laugh from a recent story in the New York Times (September 2) about the tribulations of Google’s experimental self-driving cars.

It seems that the automated automobiles are too smart for their own good.

Self-driving cars are miracles of modern technology, able to navigate the highways and byways of our complicated country far more safely than mistake-prone human drivers. They can anticipate and correct for congestion, slow down for pedestrians and bicyclists, and react quickly to unexpected events, such as a child darting out into the street after a basketball.

But they are also programmed to obey the traffic laws. This turns out to be a problem, because most drivers don’t.

In a recent test, a Google car slowed down for a pedestrian in a crosswalk, just as it was supposed to do. It was immediately rear-ended by a human driver.

In fact, the story (by Matt Richtel and Conor Dougherty) reports, Google cars have been in 16 crashes since 2009. Most were minor, but in every single case, a human being in another car was at fault.

In another test, a Google car was paralyzed at a four-way stop because human drivers at the other three corners kept inching forward, probing for an advantage, while the automated car waited for them to come to a full stop. They never did.

I find this all pretty amusing, and also somewhat vindicating, given some of the comments on my last two posts about bicycles. When drivers rail at bicyclists for committing minor traffic violations, they would do well to look at themselves in the rear-view mirror. Few of them obey the letter the law. Dmitri Dolgov, head of software for Google’s Self-Driving Car Project, was quoted in the Times article as saying that human drivers need to be “less idiotic.”
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But there’s a larger issue to address here. The whole point of self-driving car technology is to make our roads safer, to reduce the car carnage that still claims upwards of 30,000 lives per year in the United States alone. We are a long way from a fully-automated traffic system, or even a partially automated one, in which people could drive themselves into a city and then turn over their car to some sort of central control. And how would we prevent hacking and other electronic mischief? In the short term, the challenge of integrating automated, law-abiding vehicles with the comparative anarchy of human-driven traffic remains.

I have to wonder if some of these research dollars might be better spent on proven technology that would make our roads safer by reducing the number of vehicles using them. Cities and suburbs could invest in state-of-the-art public transportation systems, build bicycle infrastructure, and promote pedestrian-friendly business districts. The widespread long-distance trucking network that moves most of our goods over the Interstates could be scaled back in favor of inter-modal transport, which uses rail for long distances and trucks locally.

To me, it makes more sense to work toward reducing traffic than to work toward automating it. Every trip not made in a car or truck takes a motorized vehicle off the roads and makes them less congested and safer for everyone.

Here in Bangor, that means longer bus hours, more bike lanes, and more tolerance by drivers for bicycles and pedestrians. It could also mean consolidation of the three bus services – Greyhound, Concord Coach, and the Community Connector – into a central downtown hub. These modest measures may seem prosaic, but they are also practical, and can be achieved quickly, at far less cost than outfitting us all with automated vehicles.

Like many kids of my generation, I grew up watching the Jetsons, and imagined that I might someday live in a world of flying cars and buildings in the sky connected by conveyor belts. I’m not against technology. I’m typing this on a computer that slips easily into a satchel I can carry on the bus. I’d love to be able to beam from place to place like the characters in Star Trek.

But sometimes less is more. Automating the automobile will do nothing to alleviate the isolation and expense of our car-driven world. It will not revitalize town centers. It will not relieve the pressure on our overstressed natural environment. It will not foster a sense of community or physical fitness.

Until people become as smart as their cars, I’ll keep seeking out saner and safer alternatives.

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