The search "traffic flow" yielded
79 articles

Dueling dollar stores in a small town: why would identical companies share a party wall?

During the season of giving, it’s not likely that most people’s first notion of a repository for seasonal gifts is a dollar store.  Christmas, Hanukkah, Kwanzaa, Festivus, you name it. I suppose I’m making an elitist generalization here: after all, many people lack the wherewithal for purchase gifts anywhere other than a dollar store.  Furthermore,

Gourmet grocer with a vague name. There’s more to it than just “gourmet”.

Slaters Lane is a disproportionately important street in Alexandria, Virginia, considering its brief length.  From end to end, it measures only a half of mile, and an additional 500 feet of that length is a stub that dead-ends into an office/residential complex near the Potomac River a bit further eastward.  But the other ~2100 feet

Glenwood Springs: so much to do that they could only fit some of it under a bridge. (MONTAGE)

Glenwood Springs, Colorado is a fun town.  That’s its brand.  It aspires to be one of America’s most recreationally-minded small municipalities—really more of a tiny city—and it routinely makes the top 10 lists among various outdoor-centric periodicals, as I covered once before.  Sometimes it reaches a bit further, placing on lists of all-around best and

Yellow caution bumper stickers: not just a safe driving strategy. Now a meme.

It’s time to confess: I’m beholden to my most successful blog posts, which sometimes feature a subject I don’t really care all that much about, but hey—if it gets good engagement and stimulates conversation, why not explore it again?  That’s precisely the case with those yellow caution bumper stickers (or perhaps they’re magnets?) that have

North Fillmore in Arlington: a street whose traffic flow changes mid-block.

The expansive, oddly shaped downtown district of Arlington, Virginia (it’s a county, even though it feels like a city) features some unusual intersections, which no doubt confuse motorists and pedestrians who are unfamiliar with the area.  These intersections were nowhere near as precarious back in the day, when most of the area consisted of low-slung

Protected bike lanes: a plush solution for a pedestrian problem.

Never afraid to rouse the ire of urban activists by challenging their orthodoxy, I’m going to give it a try in what will remain my current stomping grounds at least a little while longer: Washington DC.  Yes, even amidst all the eggheads around these parts, and despite a generally commendable urban fabric (most of DC

Guerrilla gardening at the crossroads: of daffodils and debris.

The eastern seaboard—and certainly the Mid-Atlantic—has dodged most of the winter bullets that hit the Midwest, the Great Plains, and even California (!) these past few months.  Washington DC did not receive any snowfall that lingered more than a few hours.  I espied the first blossoming trees on February 19, and though the blossoms at

One-way streets downtown: are they really a revitalization dead end?

Among transportation planners, it is almost universally acknowledged that two-way streets are healthier for downtown vitality than one-way streets.  Storefronts on two-way streets tend to command higher lease rates, indicating that demand among prospective tenants is greater than a similar storefront that fronts a one-way street.  It’s not because one-way streets get less traffic; in

Georgetown Circle: cutting the corners out from the old courthouse square.

Where I grew up in the Midwest, most county seats enjoy an almost overbearingly consistent urban form at their historic core.  With few exceptions, they feature the archetypal courthouse square.  The four blocks fronting this courthouse—the four sides of the square—serve as the commercial core, with a variety of different sizes of 19th century buildings:

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