,
7 tweets,
5 min read
Read on Twitter
“Physically changing streets today to reduce speeds, encourage bus ridership, walking, and cycling, and create a more welcoming urban realm will increase the likelihood that AVs will be developed as a force for good.”
"The blueprint still sketches plenty of visions for the future, the sorts of pictures that the right policy decisions might paint. It is packed with images of pedestrians and cyclists instead of honking, emissions-spewing cars." @AarianMarshall wired.com/story/cities-t…
@AarianMarshall Always good to have another example of how biking and walking move the most people in the least space @NACTO 
@AarianMarshall @NACTO "Just as human drivers must pass a driving test, AVs should be held to high standards of performance and review by public officials charged with protecting the safety of all, especially the most vulnerable... (e.g., people walking, bicycling, children, and seniors)." (p. 24)
@AarianMarshall @NACTO "In the autonomous age, streets must give ultimate priority to pedestrians, bicyclists and transit riders. Smaller and fewer lanes can minimize conflicts and crossing distances for pedestrians and allow space for robust bicycle infrastructure on all streets." (p. 96)
@AarianMarshall @NACTO "To ensure a safe street environment for all street users, speeds can be actively programmed, managed, and limited to 25 mph citywide and 20 mph or less in city centers, especially where bicycling or transit are not fully separated from other motor vehicles." (p. 98)
@AarianMarshall @NACTO "right hook collisions (when a right-turning vehicle hits a bicyclist continuing straight) are frequent and deadly. AVs must sense and prepare to yield to cyclists before the vehicle enters the intersection." (p. 104-105)-e.g. Oregon law: pemco.com/blog/turning-r… @MelissaFroelich
