Kea Wilson

Almost a third of those who plan our road networks think that "distracted walking" is a leading factor in pedestrian deaths — and a new study argues that it's distracting them from finding solutions to mitigate the real threat to walkers: dangerous driving.

"Cash for Clunkers" was a clunker of a policy. Let's not repeat that mistake.

Three members of Congress are pushing the feds to provide financial relief to automakers during COVID-19. That didn't go so well 11 years ago.

Let's unpack last week's Uber-Lime deal. It's not as weird as it sounds.

Drivers aren't just speeding up on our empty roads — they're also braking harder, scrolling cell phones longer, and crashing more, new data show.

The U.S. has a long and disturbing history of imposing bad policies on walkers — and selectively enforcing the good ones.

Travel times will rise dramatically — and by as much as 42 minutes each way in San Francisco! — if cities don't encourage residents to return public buses and trains and stay out of their cars when the coronavirus pandemic is over.

Let's get creative with the 70 percent of public space dedicated to storing and moving cars. There are a ton of extraordinary things the public can do with that valuable real estate.

The burgeoning open streets movement brought on by the pandemic has created more space for people, provided lessons in how to quickly test ideas successfully (like in Minneapolis and Oakland) and unsuccessfully (like in New York City), and shown that the responses by cities to rapidly changing needs can be equally rapid. (Plenty of other cities, including our home base of Washington, DC, have tried almost nothing, instead leaving people at risk on crowded sidewalks while wide streets sit empty and wasted as trips have evaporated.)

The Peach State is in a pickle — essentially choosing between safety for all and the mobility of drivers.