Pontevedra, Spain Declares Its Entire Urban Area a "reduced Traffic Zone"
Posted4 months agoActive4 months ago
greeneuropeanjournal.euOtherstoryHigh profile
heatedmixed
Debate
85/100
Urban PlanningTransportationSustainability
Key topics
Urban Planning
Transportation
Sustainability
Pontevedra, Spain has declared its entire urban area a 'reduced traffic zone', sparking a discussion on the pros and cons of car-centric vs. pedestrian-friendly cities.
Snapshot generated from the HN discussion
Discussion Activity
Very active discussionFirst comment
2h
Peak period
138
0-6h
Avg / period
20
Comment distribution160 data points
Loading chart...
Based on 160 loaded comments
Key moments
- 01Story posted
Sep 10, 2025 at 6:08 AM EDT
4 months ago
Step 01 - 02First comment
Sep 10, 2025 at 8:15 AM EDT
2h after posting
Step 02 - 03Peak activity
138 comments in 0-6h
Hottest window of the conversation
Step 03 - 04Latest activity
Sep 12, 2025 at 2:42 PM EDT
4 months ago
Step 04
Generating AI Summary...
Analyzing up to 500 comments to identify key contributors and discussion patterns
ID: 45195520Type: storyLast synced: 11/23/2025, 1:00:33 AM
Want the full context?
Jump to the original sources
Read the primary article or dive into the live Hacker News thread when you're ready.
Prioritising cars actually makes things worse for drivers. We spend many tens of billions of dollars a year on roads in my state and traffic in the cities (and the highways between the biggest population centres in the south east corner where most of the people live) just keeps getting worse. When you give people real alternatives (convenient, frequent public transport, more cycling infrastructure, better planned cities so you can walk and cycle to things you need nearby) that actually gets people off the road and that is the one thing that can reduce traffic (apart from somewhere having a dwindling population).
Focusing all out infrastructure spend and making cars the primary mode continues to make car driving worse, but people get angry when too much money is spent on public and active transport, because “not enough” is being spent on road infrastructure. So politicians spruik their “congestion busting” road spending, and it keeps getting worse. It’s wild.
As someone for whom driving was just the default, I came around full circle.
https://knowyourmeme.com/memes/one-more-lane-bro-one-more-la...
If it's an average of 1.2 persons per car (which is the typical average) and counting roughly 1,200 cars on those images (in aggregate) it would take roughly 28-29 rail cars to transport this number of people.
That's 3-5 trains worth. All that traffic could have been saved (in theory) by 3-5 trains.
I don't imagine a train would serve all those people, but imagine the massive dent it would make to have good train systems between large population centers.
One middle point I think might be more reachable is to build good transit for the busiest part of the city (downtown) and build large parking lots around the terminals, so people can still drive to the terminal and then switch to bus.
I live in a suburb on the Montreal island and this is the model the city is trying to build IMO.
Public transport gives much better ROI for more people - you don’t need the added expense of the car to benefit from it.
That's a bold claim without data.
Edit to @loloquwowndueo below: I haven't been shown any data, not has my point been replied to. Please guys let's try to have a grown-up discussion.
There are other human benefits to reducing car traffic and use in favor of public transportation: * Reduces air pollution * Noise pollution * Allows a focus on human centric urban planning * Allows for higher density commercial and residential increasing tax revenue * Reduces pedestrian traffic injury
Well done video essays:
Parking minimums https://youtu.be/OUNXFHpUhu8?si=xAxUHCA0xmxCIZWg
Noise pollution https://youtu.be/CTV-wwszGw8?si=Eov6X3Z3I1T0l_bd
Infrastructure strain https://youtu.be/7Nw6qyyrTeI?si=KrVJ3tDaODHNGBwm
More on Infrastructure and Sprawl https://youtu.be/SfsCniN7Nsc?si=0ulEtryX4K6Ysy-N
Articles:
https://climate.mit.edu/explainers/public-transportation#:~:...
https://www.researchgate.net/publication/379358672_Vehicle_n...
https://www.britannica.com/topic/urban-sprawl/Costs-of-urban...
Climate town videos are all well researched and provide an enormous amount of follow-up content from their sources.
Generally, I care about all of the above and I perceive investments in public transportation to have a higher ROI.
Some extra historical context is helpful too: https://youtu.be/oOttvpjJvAo?si=ZGXF81qJnD_Fgw0L
The book The Color of Law by Rothstein is worth a read.
In the end there is a balance between public transportation and car dependency and right now the scales are leaning too much in favor of cars.
One thing to bear in mind is that roads are required no matter what, so the question is one of size, really. In general public transport shines and is definitely worthwhile in dense urban environments where cars-only infrastructure could not cope or would be completely disproportionate. As density drops usefulness and viability drop, too.
> In the end there is a balance between public transportation and car dependency and right now the scales are leaning too much in favor of cars.
Not sure that is the case in Europe. In Europe this tends to be driven by militant groups that want to ban cars for dogmatic reasons and they create real problems for people and businesses in the process.
A pragmatic approach is indeed to have a good balance and to accept that cars are both wanted and useful, and needed in many cases.
I visit China sometimes and it's seriously just wild seeing a town suddenly have a metro system go from not existing to being fully functional and world-class compared to anything in the west within the span of a few years. And that's not even starting on their high speed rail system, which went from not existing to connecting basically every major city across the country within 20 years, and connecting the biggest cities within 10.
Every construction site in America is endless thumb twiddling, guys holding signs, senseless traffic for sham work, and zero results after decades. One highway near me was under constant construction for one segment for 5 years and still didn't get finished. Every single day, it was the same construction vehicles parked in the same spots and some dudes holding signs while absolutely no progress was made. In Asia, it's a job that'd be done in a few days.
Well... given you're comparing to China... regulations and approvals have a point. China just openly sharts on nature, the environment and the rights of its citizens - the Party and its interests always come first.
> I visit China sometimes and it's seriously just wild seeing a town suddenly have a metro system go from not existing to being fully functional and world-class compared to anything in the west within the span of a few years.
Easy to do when you got the perfect combination: a lot of young single poor men that can be shuffled around the country because they got nothing tying them down to a specific place, combined with a lot of hard dollars from exports.
And China has another incentive... the threat of gulag. When a project gets screwed up, someone or their entire family ends up gulaged, and usually it's going to be someone from the CCP when someone higher-up thinks it's a good time to audit projects of the underlings to have some fall guys to take the usual "corruption" blame.
It is, it takes political effort and most importantly it takes adequate staffing on the state/local government for supervision and proper tender processes, and both is really short in supply - one might say that the latter is done on purpose as an excuse to privatize yet another piece of public infrastructure.
Of course a private toll road company can build faster and keep up with maintenance, it doesn't have to deal with tender bullshit, it can hire enough of its own staff to make sure vendors don't screw them over, and if it's a large enough company they can hire their own construction crews. Oh and obviously it can provide a source of extra income for the grifter politicians that vote for the privatization...
These ones aren't really accurate in this century. China is making massive gains in clean energy and undoing a lot of the mess they made in the 20th century. I'm honestly blown away by how clean the water, air, and everything as a whole is over there. And I'm a freak who loves visiting places in the middle of nowhere, so it's not some Potemkin village stuff like YouTube China Truthers(tm) pretend is widespread.
> When a project gets screwed up, someone or their entire family ends up gulaged
Yeah, you watch a little too much YouTube. That stuff doesn't happen. Why would anyone be stupid enough to be an engineer if they risk having their entire family being arrested? Seriously.
You say this like China is the country openly flaunting the climate, purposely pushing for more carbon emissions to enrich a few people, calling climate change a hoax, 1984'ing all government research and policy on climate change, and forbidding agencies from even researching it, selling off public lands for profit.
That's not China, that's the good ol USA
Oh, and the USA also sent multiple completely innocent people to gulags.
Where's your high horse now?
Is this a joke? I grew up in Poland, a relatively poor country (and used to be a lot poorer) and in most cities it has public infrastructure that flagship North American cities can barely dream of. It's not a question of money but of societal priorities.
Then there’s ride quality (much smoother) and psychological differences - e.g. you can run them through pedestrianised areas because people know exactly where they are going to be - a bus can possible swerve and hit you but the tram will always be on its tracks so people feel (and are) much safer sharing space with them. And just because they feel more ‘premium’ than busses people seriously are more likely to use them.
This is a negative! Service matters. If you have more than 50 passengers per hour off peak, or 200 peak you should be adding more service. A small 50 passenger bus can easially handle those numbers (they are per hour, people shouldn't be riding any bus for more than 10-15 minutes). Only when you are running a bus every 5 minutes should you start thinking about putting more people on vehicles you have, and thus only then is a tram worth thinking about. When a bus and tram is handling the same number of passengers the bus is cheaper to run (the bus shares the cost of the road with other users, while the road is more expensive than tracks you will have it anyway)
> and are way more energy efficient to boot.
This isn't significant enough to worry about. A bus is a lot more energy efficient than a car (assuming people use it), the additional gain from a tram for the same number of people is minimal.
A bus does much more damage to the road than a tramway though (to say nothing of trucks, these are even worse). Anything rail based, the load from weight and movement is transferred via the rails and subterranean sleepers to the foundation, whereas a decently used bus road will need to be resurfaced at least every five years, more in a hotter climate as the buses will inevitably seriously groove the asphalt. Tramways is more like every 20 if not 30 years until you need to do a full replacement.
On top of that, this "the cost is already paid" math is annoying to me on a personal ethical level because it excuses putting people into cars and freight onto trucks because "they already are there".
> A bus is a lot more energy efficient than a car (assuming people use it), the additional gain from a tram for the same number of people is minimal.
A single Class R 3.3 tramway vehicle (~36 tons) in Munich carries 218 people, more if you squish the passengers ("Sardinenbüchse" feeling). Munich's largest bus with a carriage unit, in contrast, carries 130 people [1] at ~20 tons. The gain from regenerative braking that you get on tramways actually matters at that scale, and as said, drivers are already short in supply.
Fully agree on your calculation regarding traffic by the way, however the problem in practice often is that a bus network is planned and installed based on very conservative estimates, induced demand hits and the buses are overcrowded, but no one wants to put up the money and upgrade to a tramway because "we just got buses, they aren't even paid off yet".
[1] https://www.merkur.de/lokales/muenchen/setzt-anhaenger-busse...
What is the weight of that bus and tram when they only have 20 people on though? Similarly what is the cost of the driver or a bus vs tram when there are only 20 people you need to move on the vehicle? Because this is a problem you should be aiming to have: getting transit to those less dense areas that will never have 200 people on board with 5 minute frequencies. You should prioritize high frequency service over larger vehicles until you are running something every 5 minutes because that high frequency is the best way to kill complaints that transit is not convenient. It is of course expensive, if you are getting enough riders to need a bigger vehicle you should have the money from those riders to give them better service.
There are places in the world where you need the capacity of a tram. However I submit that most places should be building a fully automatic metro system anyplace they are thinking about a tram. Only after you have that comprehensive system can we ask if there really is enough demand to also run a tram for shorter trips. The down side of a metro is the grade separation means very short trips are not feasible because of the need to get to the tracks - but most areas can live without that additional service and they need the additional speed a metro can give.
> however the problem in practice often is that a bus network is planned and installed based on very conservative estimates, induced demand hits and the buses are overcrowded, but no one wants to put up the money and upgrade to a tramway because "we just got buses, they aren't even paid off yet".
Nothing you can do about bad planning. Though really if the buses are that full and not paid for you should have already had them anyway, and there are plenty of other places you that don't have service yet (because if you did you would see this coming and the buses would be paid for) that you can move the buses. The only issue is the cost of building the tram - buying a lot of buses is cheaper than building a new tram line. (I'm assuming you are not talking about Bus Rapid Transit - that has a place but it is rarely a good answer)
I'll admit though, a bus network is faster to set up and with mini-buses the size of a MB Sprinter van cheaper to operate even in challenged suburbian hellscapes.
Public transport is far, far more cost effective than car infrastructure. And that's just direct costs - not even including the cost of sprawl (which makes all other infrastructure more expensive), road deaths and injuries, noise, pollution, storage costs for vehicles, the health costs of inactivity and social isolation, etc etc.
> build good transit for the busiest part of the city (downtown) and build large parking lots around the terminals
This is a terrible idea because the numbers simply do not stack up. A typical metro train can carry roughly 1000 people. A large car park might fill half of a single train. At a station with good frequency, a train will leave the station roughly every 5 minutes.
A much better idea is to run good regular public transport to the station, build bike paths to the station and quality bike parking at the station, and build more housing at/near the station instead of a big parking lot.
Note that I said "place" not station - stations should be your highest demand places since they are so easy to get to. That real estate should be far too valuable to stores too waste on a parking lot. That parking lot should have a shuttle to the station, not be a station itself.
Remember once somebody has got into a car they have paid most of the costs of having a car. They will always be asking why not drive all the way instead of stopping part way. Your goal should be every family sells a car because they don't need two (they still keep a "truck" for towing the boat or whatever they think they need it for, they just don't use it for most trips and don't need a backup vehicle)
What happened to most NA cities is that they fully embraced the car by tearing down the city to make room for parking lots; there's a few cities where every other block in the city center is a surface parking lot. Combine this with systematic underinvestment in public transit (because it's seen as for people who are too poor to own a car), and you can see how we ended up where we did.
The main obstacle to fixing this isn't really money, it's in getting people to accept public transit as something that could be a viable mode of transit for them. There are far too many people who think that public transit is inherently unsafe and that by riding it they are at extreme risk of getting shanked (which includes the current Secretary of Transportation).
Actually that makes it easier, particularly if it is really nothing between as you can built high speed routes that are faster than cars, and put hubs out on the edges where people are. the reality though is it is rarely nothing inbetween.
Most people are not going to the "hub", they are going to some other location and so you need an anywhere to anywhere system that doesn't require traveling to the central hub. Most transit systems assume you work downtown and wouldn't use transit for anything else so they optimize for getting to the hub making any other trip impossible instead of optimizing for closer trips but making getting to the hub annoying (I think this is the wrong compromise, but ...)
In towns, and large towns especially, public mobility should be the rule and private one the exception. If any.
And maybe also for long distance mobility.
Yes you may. They fall short though for distances bigger than a couple of km, when carrying something or by bad weather.
The starkest example of this for me is comparing Orlando, Florida with Malmö, Sweden. Orlando is the end game of car-centric planning. The city feels bigger than its population suggests because you spend half an hour in a car just to get anywhere. The eight-lane highways and endless parking lots are supposed to make driving easier, but they create the very congestion that makes driving miserable. This architecture of disconnection means fewer spontaneous encounters and more social isolation. The city is designed for a machine, not for people.
In contrast, Malmö's population is actually larger than Orlando's, yet a 30-minute bike ride can get you literally anywhere. The largest road through the city center is a quiet, two-lane street that prioritises people over cars; as there are large crossings and lights. This isn't an accident, it's a choice. The city's excellent public transportation and extensive bike lanes make the car a choice, not a necessity and because it's penalised: the only drivers are the ones who need to be driving, for which now there are open roads (as long as you're patient).
The truth is, every person on a bus, a train, or a bike is one less car in front of you. Giving people real alternatives is the only thing that can truly reduce traffic. This isn't an attack on cars. It's a demand for sanity, a call to build cities that work for everyone, including those who choose to drive.
That is a bad reading. If there is more congestion it is because you made some trips that were impossible before possible and so people are better using your city. The point of a city is all the things you can do - otherwise people would live in a rural area with less options but not traffic - so limiting the things people can do means you are a bad city. You need to build enough to get out of this, eventually people will no longer find new/better opportunties opened up by building and congestion will no longer increase (if you don't believe me explain why there is no congestion west of Jamestown ND - an area where few people live that has a 4 lane freeway which by your logic should have congestion anyway).
Note that I'm not advocating you build a road to get ahead of congestion. Generally it is much more cost effective to build a good public transit system. However system is the key here, roads only where because you can get anywhere on them anytime you want to go, if your transit system isn't the same people won't use it.
No, this means that the trip was made easier by car, not that a trip was impossible and is now possible.
> limiting the things people can do means you are a bad city.
Not building massive freeways everywhere != limiting the things people can do in a city. Building public transit and better cycling infra is a much more effective way to allow people to do more things.
> if you don't believe me explain why there is no congestion west of Jamestown ND - an area where few people live that has a 4 lane freeway which by your logic should have congestion anyway
Yes, in certain circumstances, you can build big enough roads where the capacity is greater than the demand. This does not work in populated areas with high demand. (This is incredibly well studied)
If someone chooses to not make a trip then I count it as impossible. I could walk across the North Pole to Europe, but I think everyone would agree when I say the trip is impossible anyway despite that.
> This does not work in populated areas with high demand. (This is incredibly well studied)
You absolute can and I disagree with the studies. Now I will agree that building 50 layers of highway bridges needed is not a reasonable thing to do, but it still a solvable engineering challenge if we wanted to put the money into it.
But I used Malmö and Orlando as specific examples of extreme behaviour because in Malmö I can get around very easily. I can go anywhere in the city at any time with complete freedom even though there is good public transport it only enhances the situation. - I don’t depend on it in the same way you imply.
Where as in Orlando I was completely dependent on a car and any public transport that could exist would be wholly insufficient due to the distance you would have to travel: because of all the enormous car parking lots and expansive highways.
One subway line can transport more people than even the widest existing highway.
https://en.wikipedia.org/wiki/File:Passenger_Capacity_of_dif...
(edit: spelling)
I think you missed the entire point, it's a design choice, if you design everything around cars of course going grocery shopping will require a car... my supermarkets don't even have parking lots.
Yes. Americans chose big houses and yards.
There isn’t an option for new brick house in neighborhood built before cars were a thing. You either have the existing housing stock, which is astronomically more valuable, or you don’t. There’s no developer building those formats anymore.
Every time I look those houses are on lots of similar sized to modern lots. People back then choose space as well. They did allow stores in those neighborhoods though, so you could do some of the basic things in life without getting on the streetcar or walking. Those neighborhoods were also closer to jobs or close to a streetcar (depending on era) because you obviously couldn't drive. However the size wasn't much different from today.
Brick is much less common today - but that is because brick is a terrible building material if you look at it like an engineer. It is hard to change, has a poor R value, it is expensive, and slow to put up. People whose knowledge of building comes from "the three little pigs" think brick is great and sticks are bad, those who understand real engineering understand the real complexity and trade offs. You can get brick today if you want - but it is almost always a decorative facade for engineering reasons.
But there are other benefits. That local coffee shop or clothing store is better able to compete, because they don't have to compete on efficient product delivery which is something that you see in the suburbs Ala Starbucks or Wal-Mart. This increases entrepreneurial activities and helps money spread instead of concentrate. It's no coincidence in my mind that income inequality has increased partially because of tax rates, but also because of concentration of businesses that can best realize supply chain efficiency.
To your point about brick, sure yea homes don't have to be brick, but generally plastic siding sucks visually, plus suburban houses are built incoherently, so if we could just get something that looks good that's half the battle. But perhaps the most important part, which I'm not sure suburban housing design can really accommodate, is the layout and streetscape design that enables a healthy mix of SFH, apartments, and other living arrangements mixed with businesses and amenities.
Zoning became a thing during the height of the greatest generation's political relevance[1]. Pretty much everything that generation did was use government authority and planning as a cudgel. It's understandable that they would make this error considering that when they were young they saw central authority save the world. But they banned a hell of a lot of things that didn't need banning and they had the government meddle in all sorts of things that would've naturally turned out fine. This worked initially, but the problem is that democratic-ish government always leans toward stabilization and status quos and existing interests and whatnot. They are always re-active and never pro-active because it literally cannot be any-active until after the public cares so much as to vote based on it (whereas a dictator or whatever is substantially more free to take speculative action).
Now, here we are generations later with a substantially different society, different economic situations, different problems, the institutions those people created have run the usual course of expansion and co-option over time, etc, etc, and it's clear that what they built is acting as a force that tries to keep society stuck doing things that are no longer appropriate. What was fine to have the government regulate in favor of when there were half as many people, twice as much opportunity and everyone shared mostly the same values and desires no longer works.
Doing more of the same, having government intervene and micro manage cars, use zoning and other rules to encourage "the right kind" of development (which is exactly what they were trying to do back when they adopted zoning) or transportation or whatever won't work because the entire premise that we can do it this way and get good overall results is flawed. The whole approach we are trying to use does not work except for nearby local maximums and on short timelines. We need to get the government out of managing land use, out of managing transportation, or at least as out of these things as it possibly can be, and let the chips fall where they may. Developers will build slummy SROs, people will sit in traffic, but eventually it will all work itself out and reach equilibrium. But the longer we dam up demand behind regulation the higher the pressure the leaks we are forced to chase are.
[1] Dare I say it came about partly a reaction to the fact that they had to start sharing society with the quality of adults that resulted from their "quantity has a quality all it's own" approach toward producing children.
Today we do not have market choices, because the Federal Highway Administration and every state department of transportation enforces and reinforces centralized design patterns that as we can see today no longer work (and likely never did). It's baked into their raison d'être. Unfortunately, as you also note, items like roads and housing developments live in the public sphere and so we can't and won't completely divorce the government from managing those projects or regulations, but we can examine what works well and increases attributes we want more of and do our best to drive regulation toward those attributes, and in some cases remove regulation to see more of those attributes. In my mind, work that increases walking, biking (or other similar transportation), and rail provide the best mix of low government regulation and effective development patterns which preserve most of the other things we like, such as cars and convenience.
I'm not sure I'm in favor of banning random crap, or maybe you read something into my comment that I didn't intend?
Worse, they're not an option for more americans specifically because of zoning and regulation. If not for government micro management there'd be more density, more cheap housing and you wouldn't need to drive 4hr out of the city to find a single family that's affordable.
>There isn’t an option for new brick house in neighborhood built before cars were a thing.
There would perhaps be if not for all the regulation. Maybe not brick, probably something with brick veneer, but someone would be shoehorning them into small lots.
When I moved from Manhattan to an "evil" suburb full of "stroads," my door-to-door time to pretty much everything decreased. Getting rid of waiting for the elevator was a big time saver. Waiting 10-15 minutes if you get unlucky about the arrival of the train was pretty bad. Added all up, most walks took at least 10 minutes to go each direction and non-local trips took 30 minutes or more.
Now if you have decent train service to the main city, this is starting to be interesting urban design.
Most people do not work in Manhattan. I'm not sure about OPs situation, but there are a lot of other places people work in New York City, not to mention other cities.
Yeah I mean that's like 99.9% of the surface of the world, nobody is preventing you to go live your dream. We're specifically talking about cities, a city without population density is not a city by definition
Sometime I wonder in what alternative world people live in which rain is a problem... Yes it's life, sometimes it' warm, sometimes cold, sometimes dry, sometimes wet. Buy a $10 rain poncho or umbrella and move on lol. How fragile are you that you can't deal with basic things like rain ? There are hard things in life, like your kid getting diagnosed with leukemia or your spouse dying, rain is waaay down the list.
We need a reality show about you people, I don't pay for netflix but I'd pay for that
In other words, the problem here that the car is solving, is a problem that the car is causing.
It's too bad that we lost that knowledge. But we could probably rediscover it with a moderate investment on research.
No need to wrap yourself in two tons of steel, aluminum and plastic. 100 grams is enough.
I always found it infuriating to have a discussion like this with people who prefer to fly.
For example, a flight from Copenhagen to Stockholm (or, Malmo to Stockholm) is about 50 minutes.
But a train is four hours.. clearly the train is slower!
Except the train takes you into downtown Stockholm- no express train, no getting to the airport 1hr+ before your flight and no travel to the airport in the first place.
I once raced my girlfriend (our travel plans lined up pretty perfectly) and the train ended up 25 minutes faster back to Malmo from Stockholm.
So, even though I have an anecdote that supports your claim, I'm going to go ahead and say that if you have congested traffic a train can easily be faster- even with the time at both ends. But yes, we should be making rail a much more attractive option, not running trains at the same speeds as cars.
I could stand to wait an hour, have to do a ridiculous dance for "security", traipse two miles across a vast building designed on the wrong scale for humans and so on, that's all fine, but the flying I do not like at all.
It is an interesting exercise to see how frequently people start using their Bahn app, trying to work around what might be their way to still make it into the destination, as the pause times between stations increase.
Or urine.
Or they want to beat you up, or worse. I can't imagine good public transport without the "good public".
The wealthy population also take public transport, it's sort of expected that its for everyone... this seems to alter the behaviour of people in a positive way. Maybe through enhanced enforcement by police? or perhaps social conditioning through higher expectations? idk.
US Public transport is not a model of what public transport is like; it's only an example of failed infrastructure that has been intentionally sabotaged over half-a-century.
Anecdotally, among myself and my friends we have more stories of problems with theft and encounters with hostile people from very brief travels to Europe than all time spent on public transport in the USA. To be fair, I haven’t lived in NYC where public transport is famously more dangerous.
I also suspect that foreigners are more targeted for wallet thefts while traveling in Europe.
However, watching multiple friends get pickpocketed on European public transport and having to shake some sketchy people who were being aggressive with women in our group during our brief travels shattered my illusions that European public transport is universally superior in safety.
Edit to add: I also thought it was funny when we met up with someone’s friend in a populous European city who refused to ride public transportation with us. He would drive his car from point to point and meet up with us at the destination. He seemed to believe that the underground was not something people his age liked and was surprised we were riding it without a second thought.
I could imagine Paris and London in that list, despite both being very safe for locals (and.. both being Northern Europe)- but perhaps less safe for tourists.
I would imagine Prague being a middle-European tourist destination that is plagued much worse by this (but, also, very safe for locals- I lived there briefly).
Where were you in Europe?
Okay, but then why can’t we Americans just exclude the bad parts of America and only allow you to compare to the good parts?
Why must every America-Europe comparison be about the worst case American cities (usually taken from headlines) but only compared to a select subset of European locations?
You would likely agree that the USA and Mexico are incomparable and its sort of the same, though the EU evens some things out: its much less far reaching than a federal government.
That said: happy to compare the best case US public transport to the Nordics. Literally anywhere in the Nordics to anywhere in the US.
Depending upon the issue you might reduce europe down to the rich western bits. You might include or exclude the former soviet influenced areas depending upon the context. You might only look at nations on the Mediterranean or only exclude them, etc, etc.
Yet whenever you look at the US you always include the whole thing no exceptions.
[1]just to be clear, by "I get a chuckle" I mean "the way we just accept this behavior is a condemnation of the community and the people who make it up"
I wish schools teach something, whats that called, math? probability? to help everyone make decisions to wisely use a car and keep themselves safe from lady with a perfume attacks on the train. This will also free up emergency room infrastructure, we don't need that many EMTs, ambulances, helicopters, trauma doctors and an incredible range of equipment and facilities to deal with odor attacks.
---
Google search for "car accidents single largest cause of death under 50": motor vehicle crashes are the leading cause of death for people under 50 in the United States, and for several specific age groups within that range, such as 1-54-year-olds and 5-29-year-olds globally.
As someone who will have a runny nose all day if I sit next to that lady, yes I do worry about her perfume more than I worry about the drunk driver. While the drunk driver is a worse situation if the odds hit me, the odds the perfumed lady is too close to me is much higher.
This is what all economists get slightly wrong? They say humans are rational agents, soak in all the information, calculate the costs and benefits with the probabilities and make rational decisions. But humans almost always make emotional decisions. A perfume lady is way more scarier than a 5000 lb vehicle hurtling down at 60 mph, custom built to protect the person driving the vehicle, on surfaces built for vehicles and vehicles only (trillions of dollars in maintenance and tens of trillions of dollars healthcare costs).
Air Pollution Kills 10 Million People a Year. Why Do We Accept That as Normal? https://www.nytimes.com/2022/07/08/opinion/environment/air-p...
With the train I step off at my stop, and get on a bicycle and it takes me max 15 minutes to get anywhere else I want to go. The cities in NL have been built in such a way that it's often faster to take a bicycle than any other mode of transport. Usually buses/trams are tied with cars unless you live in awkward spots where the coverage isn't great.
> Oh and you might be odor sensitive
I guess who cares about literally everyone else who isn't in your car that has to breathe in and smell your exhaust fumes? Sure we've got EVs these days, but they still contribute substantially to air quality degradation via tire shedding, and not every car out there is an EV yet either.
We’re so instinctively competitive though it feels hopeless.
I am all for it out of general principle, but most car drivers will likely disagree.
Good point regarding the costs. The other advantage of dedicated / purpose-built bike paths is they likely don't have to be built to the same spec as ones designed for vehicle use (I assume - not a civil engineer).
The value of a bike lane isn't in the lane in isolation, in the same way that the value of a street isn't in that street alone. It's in the ability of that lane/street to get you where you need or want to go.
And, more abstractly, if a dedicated bike lane means more people taking the bicycle, that also means fewer cars on the road, making it that much more pleasant for those who continue to drive.
Speaking as someone who enjoys driving, I'm all for dedicated bike lanes, even if that means reducing car lanes.
What you are describing is just a much less efficient, worse version of a subway.
I don't think the entire "car tunnels" thing is reasonable either, but this one is wrong. The bottleneck for cars is the inherent interference in the 2-dimensional streets. If you shove them all in a few tunnels right until they get into a low-transit region close to the destination, it would increase their capacity by a lot.
It's also a huge amount of money that is better used some other way. But it has an effect.
One part of the solution is bikes, the other is mass transit. What self-driving EV pods may be able to do is be people mover for the last mile to a mass transit hub. But for individual traffic across longer distance it simply does not scale.
From a quality of life point of view, I have never been comfortable being crammed into a sardine can with that many other people. I've done it. I've never enjoyed it. I do look forward to travelling to the Netherlands one day and I will enthusiastically use public transit there just as a personal experiment to see if my experience differs enough from the subway transit in Montreal or Toronto that gave me nightmares and has me thinking every time I travel there: "Even if it takes me 4x as long to get to my destination, driving is still better than this."
The parent poster made an interesting point that resonates a lot with me. Better public transportation will get people off the roads which will make quality of life better for drivers. I don't see myself ever not being a driver. I need that little bubble that separates me from other people. I don't even like walking on sidewalks in busy metropolitan areas because of the amount of other people and the "over stimulation". And yeah, that's a me problem. Do what you like, just don't take away my means of being able to achieve a little bit of solitude.
It's not pro- public transit and better urban planning that bothers me. It's the anti-car "lobby".
Then again, big city living isn't for me anyway (obviously). I will always choose smaller to mid sized cities, and possibly even rural at some point in the future, for the personal reasons outlined above.
> It's not pro- public transit and better urban planning that bothers me. It's the anti-car "lobby".
Fair but you have to remember that this anti-car lobby is rather tiny in comparison to the pro-car lobby which is every state department of transportation, automaker, insurance company, oil executive, auto dealer, etc. they aren’t as loud and annoying because they don’t have to be, but take away some of their power and you unleash lunatics.
A bit of a segue, but this is true for just about anything with lots of money and/or power.
Internet marketing, for example.
What do you mean specifically? Most of people working regular jobs don't really get to choose the time for their transit. They generally want to get to work as late as possible and get out of work as early as possible. Which means more people, because everyone wants this.
Fun fact, when I was at high school, some students going home by bus would go backwards the bus path and get inside a few stops away from the school, just so they can guarantee a seat and not have to stand up for 60 minutes.
A coworker once told me his view of his commute drastically changed when he realized he could take the ferry to work. He got fresh air, it was less cramped, and it only took an extra 5-10 minutes.
That is physically impossible. Again, it's a "me problem", I'm not trying to say that the world needs to accommodate my unique personality, but if other people are within speaking distance of me with no partition, they cannot "melt away."
When I was younger, discovering my mysophonia and autism, my mother would used to say things to me like "just tune out the noise." If only! I mean, how do I develop that super-power? Please, it would change my life so much for the better. I don't know what that means.
The thing that practically defines mysophonia is an inability to do that with trigger sounds.
But for me it's not just noise. I can't relax in the presence of other people. I guess it could be an extreme form of social anxiety. But it's not so much that I feel fear or anxious ... it's that I am hyper-alert when other people are around me. If I can see someone out of the corner of my eye, my brain can't go "just ignore them." It's not wired that way.
One of my trigger sounds, speaking of mysophonia, is actually people talking. I don't like listening to the sound of people speaking amongst each other. I don't know anyone else that has that particular trigger sound. But if I'm minding my own business somewhere and suddenly I hear people having a conversation ... it can send me into an autistic meltdown.
And yeah, you can put on noise cancelling headphones in public. Which I do when I'm in those situations. If it was just the noise alone then it would be a problem that is not insurmountable. Though it would still be a problem.
But reading a book? Impossible for me when there is even a single other person in the room.
Again, it's a me problem. I'm not saying the world should change for me. All I'm saying is please don't take away my car. It's the only thing that enables me to be at all mobile.
It should be discouraged (financially, logistically, socially) to drive in dense urban places. Obviously, in order to achieve that, these urban places need to have alternative means of transportation.
I'm more dependent on my car(s) when I got the first newborn than I ever was.
I hear this all the time yet right now am traveling in Amsterdam and see many parents trucking their kids around in bicycles without issue. Actually I remember seeing this in SF as well, and in Taiwan and Japan I see incredibly young children riding public transit on their own.
787 more comments available on Hacker News