Level of service: the politics of reconfiguring urban streets in San Francisco, CA

Henderson, Jason

doi:10.1016/j.jtrangeo.2011.05.010

Cited by 15 publications

(6 citation statements)

References 11 publications

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“…Not having parallel-parked cars on both sides and having a cycle track on one side might lower crime and crashes. Therefore, giving free parking permits and fostering road car storage [74] should be re-assessed with metrics of environment, health, and equity in a new Level of Service (LOS) [75]. Cycle tracks in Denmark provide transportation equally to the poorest and wealthiest, better guaranteeing that the poorest will not stay poor [76].…”

Section: Discussionmentioning

confidence: 99%

Bicycle Facilities Safest from Crime and Crashes: Perceptions of Residents Familiar with Higher Crime/Lower Income Neighborhoods in Boston

Lusk

Willett

Morris³

et al. 2019

IJERPH

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While studies of bicyclist’s perceptions of crime and crash safety exist, it is also important to ask lower-income predominantly-minority residents what bicycle-route surface or context they perceive as safest from crime and crashes. With their insights, their chosen bike environments could be in engineering guidelines and built in their neighborhoods to improve residents’ health and lessen their risk of exposure to crime or crashing. This study involved two populations in Boston: (a) community-sense participants (eight groups-church/YMCA n = 116); and (b) street-sense participants (five groups-halfway house/homeless shelter/gang members n = 96). Participants ranked and described what they saw in 32 photographs of six types of bicycle environments. Quantitative data (Likert Scale 0–6 with 0 being low risk of crime/crash) involved regression analysis to test differences. Qualitative comments were categorized into 55 themes for surface or context and if high or low in association with crime or crashes. For crime, two-way cycle tracks had a significantly lower score (safest) than all others (2.35; p < 0.01) and share-use paths had a significantly higher score (least safe) (3.39; p < 0.01). For crashes, participants rated shared-use paths as safest (1.17) followed by two-way cycle tracks (1.68), one-way cycle tracks (2.95), bike lanes (4.06), sharrows (4.17), and roads (4.58), with a significant difference for any two groups (p < 0.01) except between bike lane and sharrow (p = 0.9). Street-sense participants ranked all, except shared-use paths, higher for crime and crash. For surface, wide two-way cycle tracks with freshly painted lines, stencils, and arrows were low risk for crime and a cycle track’s median, red color, stencils, and arrows low risk for crash. For context, clean signs, balconies, cafes, street lights, no cuts between buildings, and flowers were low risk for crime and witnesses, little traffic, and bike signals low risk for crash. As bicycle design guidelines and general Crime Perception Through Environmental Design (CPTED) principles do not include these details, perhaps new guidelines could be written.

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Section: Discussionmentioning

confidence: 99%

Bicycle Facilities Safest from Crime and Crashes: Perceptions of Residents Familiar with Higher Crime/Lower Income Neighborhoods in Boston

Lusk

Willett

Morris³

et al. 2019

IJERPH

View full text Add to dashboard Cite

show abstract

“…One of the most important standards that guides how roads, intersections, and developments are designed and implemented is the concept of level of service (Henderson, 2011(Henderson, , 2013. Roadways and intersections are given a grade from A to F based on the level of service they provide, where "service" means free-flowing traffic.…”

Section: Engineering and Planningmentioning

confidence: 99%

Critical geographies of transport and mobility: Studying power relations through practice, academia, and activism

et al. 2021

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Over the last decade, there has been increasing interest among geographers in a critical perspective on studies of transportation and mobility, or studies that take into account the power relations within systems of transportation that produce space, place, mobility, and/or identity. This ever‐growing body of work includes people who might not consider themselves as transportation geographers per se, but nevertheless are expanding geographies of transportation beyond the traditional focus on vehicles, infrastructure, and economics. In this article, we review such work from three different perspectives: critical studies of professional practice, the interdisciplinary approach of Caribbean Studies, and the work of activists and scholar‐activists to connect environmental justice with mobility justice.

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“…Committed activists can implement disruptive policy instruments, but in most cases they are still required to work within the dominant neoliberal paradigm. For example, Henderson (2011) showed how cycling activists overcame a pro-car road space allocation system, although it was achieved counter-intuitively by building an alliance with property developers who see value in improving urban space for their intended client market.…”

Section: Policy Churnmentioning

confidence: 99%

Policy transfer or policy churn? Institutional isomorphism and neoliberal convergence in the transport sector

Monios

2016

Environ Plan A

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While the features of successful policy transfer are well known, there is some evidence that increase in policy transfer is associated with convergence of not just policies but institutional and organisational forms. Institutional isomorphism is often a result of copying organisational form as a way of securing legitimacy rather than seeking successful policy outcomes. It is also influenced by the convergence of the neoliberal paradigm over recent decades which decreases the likelihood of selecting or implementing disruptive policies. This paper interrogates policy transfer as both a normative process of sharing "best practice" and a mimetic process of copying organisational form in order to secure legitimacy. There is a danger that, rather than focusing on good implementation of existing policies, new policies are continually sought, which is often encouraged by isomorphic institutional forms driven by political motivations to reduce public responsibilities for unsuccessful or unpopular policies.The aim of this paper is to develop the conceptual tools for analysis of how and when policy transfer becomes policy churn and the role of institutionally isomorphic tendencies in this transition.

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Level of service: the politics of reconfiguring urban streets in San Francisco, CA

Cited by 15 publications

References 11 publications

Bicycle Facilities Safest from Crime and Crashes: Perceptions of Residents Familiar with Higher Crime/Lower Income Neighborhoods in Boston

Bicycle Facilities Safest from Crime and Crashes: Perceptions of Residents Familiar with Higher Crime/Lower Income Neighborhoods in Boston

Critical geographies of transport and mobility: Studying power relations through practice, academia, and activism

Policy transfer or policy churn? Institutional isomorphism and neoliberal convergence in the transport sector

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