Not much noise reduction. After 50 kph, tires are louder than engines anyways.

Sure there are the occasional busted/“tuned” exhaust comes out very loud, but the majority of the din is just wheels on the road.

Daily driving a non-passenger work vehicle family passenger vehicle.

I would rather live in a big house/apartement in walkable area than a big house/apartment in a car dependant area. But thats not the question they asked.

Thats fair, and there are some odd things to me as an outsider.

What does it mean the licence is suspended 3 years? Does she just get it back after 3 years? That’s ridiculous and just increases skill fade. Assuming 3 years is the correct punishement; should it not be a removal of licence with the ability to restart at the beginning of the graduated licence after 3 years?

Also, there was ~2 years from incident to sentencing. I guess that’s a reasonable delay for a case this complex? But is this person just driving around in the interim? Are there a bunch of people jsut driving around awaiting trial and or sentencing?

This isn’t meant to just shit on the Californian system, in my own town of Kingston, ON; a driver ran over and killed a cyclist with witnesses; but the police just didn’t file the charges in time so there was zero consequence. https://www.thewhig.com/feature/kingston-ontario-cyclist-fatality-police

It’s specifically targeted at the concept of the 15 minute city/neighbourhood

A detterent for not following posted motor vehicle regulations.

Not following posted motor vehicle regulations is extremely common in Canada and America. 99% of the time, these failures lead to nothing.

You sped a little? Nothing happened.

Took that “yellow” light that was probably red? Nothing happened.

Changed lanes improperly? Nothing happened.

Exited your lane a little bit? Nothing happened.

Every driver commits many infractions that lead to absolutely nothing happening all the time. But that one time it costs lives, livelihoods, or property. The rules exist to protect against that one time. North American society has decided the we will not engineer away failures. We’ve decided we won’t educate away failures. We’ve decided we will barely enforce failures. Because of this we have forced our hands into operator responsibility and civil liability, and that obliges steep reactions to driving failures that have consequential outcomes.

having no realistic alternative to driving

I am 100% certain there is a bus route along this road. On account of Diego Cardoso de Oliveira, Matilde Ramos Pinto, and their two children being killed waiting for one.

A bus stop that was built on sheer bolts (engineering decision)

A bus stop that was in the recovery zone of the roadway (engineering decision)

On the other side of a curb that allows vehicles to exit the roadway into that recovery zone instead of diverting them into the other lane on a lane departure (engineering decision)

On a road that a driver felt comfortable doing 70mph (112 kph) on when there arw sildwalks and bus stops (engineering decision).

In a vehicle that did not alert the driver of the danger of travelling 70mph (engineering/political decision)

there was really nothing about the street or traffic design that was the problem

Someone died. There is something wrong with the design.

The driver was going so fast

The street was designed, actively or passively, to allow the driver to travel too fast.

it literally obliterate a steel bus stop

I dont know about this specific bus stop; but in my quick search, the different types of SF bus stops i saw all had sheer bolts. That bus stop may have been literally designed to sheer away from the pavement to reduce damage to cars and/or surrounding infrastructure, an interesting design choice based on what can be inside them.

traffic design had nothing and will do nothing for what happened in this instance

Check out “killed by a traffic engineer” and/or “confessions of a recovering engineer.” It might feel like there was nothing wrong with the design; but as with all engineering choices sacrifices and balancing choices needed to be made. This street chose driver comfort and speed over human lives. It may have taken a long time for those small errors to accumulate and align for a death, but they were omnipresent.

The deterrent effect can help.

More importantly, the street design (and possibly traffic engineer or engineering protocols) should be dragged over the coals right now. That’s how you stop the next death.

Shrink the highway by one lane (saving 25-75k$ / lane km / year; i don’tknow the amortized captial and operational expensesfor this highway) and do it again

Charge people money to drive on these lines during off peak hours (variable pricing to levels of congestion) then use that money to find public transportation.

Thank you for coming to my TED talk.

Just cron a restart

Thanks! Sounds similar to most mindfulness, but with targeting things you want to enjoy/remeber more.

Thanks for writing this!

I would love to have better control over my perception of time.

Can you suggest any resources?

Montreal’s arrodissement system/controls also greatly benefited it’s cycling growth.

Though the suburbs that are part of la ville de Montréal are gerenally less cars brained than suburbs that are not part of la vdm. So that is probably a big factor. That said, the biggest suburbs (and the ones directly north and south of la vdm) are putting big effort into their active and public transit; so maybe not.

People hate two things: change and the way things are.

Makes decisions less confident, less predictable

Valid opinion, I’d be interested to see if there is some data to confirm or deny it. It’s different than my experiences, but I did live and drive there, so obviously it comes with a bias.

and less safe across the board.

Incorrect. Montréal has a low collision frequency and low serious injury and fatal collision rate compared to most the country/contient.

Just For Laughs gags meets traffic engineering.

Raised crosswalks weren’t too common in most burroughs of Montréal when I left, but alternative road surfaces for slower zones we’re gaining popularity.

It’s pretty easy to tell where they are. They’re at intersections.

Montréal never banned right on red.

No right on red was the default, then most of Canada enabled right on red in the 1970, but Québec did not. Québec later enabled right on red by default in 2003, but Montréal (island) retained no right on red.

And RToR is bad everywhere. We’veknow it for a long time, but have jsut collectivelydecoded the cost was worth it. Here’s an article from Victoira in 1981 talking about it https://www.newspapers.com/clip/107821508/times-colonist-victoria-may-5-1981/

Removing the 57% of transportation emissions from individualized transit is more important than the <2% from public transit.

Not that we can’t do both, just where priorities and performance measures should lie.