Pontevedra banned cars from its centre, pedestrianising 300,000 square metres.
Miguel Anxo Fernández Lores has been mayor of the Galician city since 1999. His philosophy is simple: owning a car doesn’t give you the right to occupy the public space.
“How can it be that the elderly or children aren’t able to use the street because of cars?” asks César Mosquera, the city’s head of infrastructures. “How can it be that private property – the car – occupies the public space?”
There are some interesting details in here about exactly what causes most congestion, and why car-filled cities are so undesirable.
Reading between the lines of the end of the article, the scheme isn’t without its critics, or its problems. But I think the time has come for us to more seriously consider how many car journeys in city centres we really need — and how much better the city might be if more people could walk and cycle around without having to watch for motorised vehicles.
Some nice work from Google Maps on how they immersed themselves in their users’ world to understand how to improve Google Maps for motorbike users in places like Delhi and Jakarta.
The research team included engineers, UX designers, product managers, and marketing leads, all from different parts of the world. We met with two-wheeler drivers from Jaipur, Delhi, Bangalore, and Jakarta, in environments from bustling transportation hubs to kitchen tables in people’s homes. Our intention was to understand and relate to people in a way that felt authentic — we wanted to learn through immersion.
A great piece of the little experiments TfL is carrying out in an attempt to improve the efficiency of the London Underground.
But it’s striking that the consensus of most of the experts in this piece seems to be that real improvements wouldn’t be possible without fundamental transformations in the infrastructure.
Short of building new stations and drilling tunnels for larger trains, we’re stuck, says Simeon Koole, lecturer at the University of Bristol. “I would be reluctant to argue there is anything specific about behaviour that makes it difficult to change, and focus more on particular material restrictions of the tube: the confined space limits the possibilities for redesigning tube cars and platforms and therefore for managing passenger flow and conduct.”
But as cities grow, perhaps any little thing we can do will be worth investigating.
How Japan uses behavioural science (nudge theory) to keep its railways flowing efficiently.
Tokyo is home to the world’s busiest train stations, with the capital’s rail operators handling a combined 13 billion passenger trips annually. Ridership of that volume requires a deft blend of engineering, planning, and psychology. Beneath the bustle, unobtrusive features are designed to unconsciously manipulate passenger behavior, via light, sound, and other means. Japan’s boundless creativity in this realm reflects the deep consideration given to public transportation in the country.