👩🏽‍🏫In past months, I've worked w/ @SMCommission on understanding role of transport policy in supporting/hindering #socialmobility. 📙Their new report w/ a chapter on transport policy (I helped write)➡️ https://t.co/T3ZFEzAOej 📊Short thread on #transport, #inequality & access⬇️

👩🏽‍🏫In past months, I've worked w/ @SMCommission on understanding role of transport policy in supporting/hindering #socialmobility. 📙Their new report w/ a chapter on transport policy (I helped write)➡️ https://t.co/T3ZFEzAOej 📊Short thread on #transport, #inequality & access⬇️

✏️Today I edited the walking icon from our corporate template to be more inclusive 👩🏿‍🦽Representation matters 🧑🏾‍💼It reminds us all: the transport system is for all 👩🏽‍🦯Seeing my edited icon brought a spark of joy & a tear: I saw myself & others w/ mobility aids represented for once

👩🏽‍💻We’re doing desk research on designing #transport & public spaces to better address #safety concerns 🌃 Acknowledging groups like women don’t feel safe in these spaces at esp. when night or empty. 🙋🏽‍♀️Got any resources on the topic? 🚇Got any details on #Nightsafe in #Sydney?

🚲Cycle network in Wellington🚲 1⃣Primary - high volume movements, connecting town centres & suburbs 2⃣Secondary - collector function, local movements eg btw school, local shops & public transport Cycle network to be 147km (68km primary & 79km secondary) https://t.co/Gs2w3ZtTQC

🚲Principles guiding development of #cycle network in #Wellington🚲 📈maximise uptake 🏙️route to where people want to go 🦽#network for all ⏲️future proof/agility 🗺️direct & convenient network 🚉part of integrated, multi-modal #transport network 📏best practice design guidance

🚲Feeling safe cycling in #Wellington🚲 #Cycling in the city: 23%* felt safe 7%* felt it was safe for children 🚶vs 64% of pedestrians Men 2x*🚲 more likely to feel safe than women *from Residents Monitoring Survey (2021) 📄 https://t.co/Gs2w3ZtTQC

📊Gap between preferred and actual #travel mode in #Wellington📊 🚲22% want to cycle but are not 🚗15% who drive would prefer to travel by another mode 🚶7% would prefer to walk but are not 💨73% prefer sustainable #transport modes over driving (27%) 📄 https://t.co/Gs2w3ZtTQC

🚲Attitudes - cycling in Wellington🚲 76% would if safe, separated infrastructure 🚲 types Dedicated: 🚲no matter what Safe: safety an obstacle Likely: need better infra Recreational: cycle infra decider Hesitant: want separate 🚲infra No: unlikely to 🚲 https://t.co/Gs2w3ZtTQC

👩🏽‍💼👩🏾‍💻We are hiring! Join me & our #transport advisory team @AECOM in Sydney to work on urban #mobility & sustainable travel!👷🏻👨🏿‍🏫 We work on 🚲active travel 🚏travel demand strategies 🚧behaviour change 🗺️transport strategy 💬Interested? Get in touch! 💼 https://t.co/1UyZopADG7

😊Tonight was a great evening! 🚌Tonight I built a #London #Routemaster (double-decker) #bus out of Lego! 🙃Look how excited I am! 🤩I was very excited and had the best time! ⬇️A #transport nerd in #sydneylockdown

👩🏽‍💼 This week marks 3 months in my new job as Associate Director @AECOM Sydney. 👩🏽‍💻 Feel lucky to work on policy & research w/ a lovely #transport team everyday! 👩🏽‍🏫 To 10 weeks working from my home office w/ my 1933 Beck #Underground map, Overground signs & many transport books!

Motordom’s solution to cars being the villain was to diffuse blame to: 🚶pedestrians, 🚲cyclists & 🛣road design Then, few shared this view. But by 1920s, high #s road deaths split road safety advocacy. Chance for #motordom to demand pedestrians be responsible for their safety.

Before the mid 1920s the narrative of road safety was simple: 🚗Motorist = villain 🚶Victim = innocent Motorists were killing city people and city people were angry. Headlines & popular fiction reflected this. Then, mid-1920s #motordom managed to change the narrative & culprit.

In the 1920s, #motordom faced huge PR challenge Cars = ‘menace’ on the roads. In response to grim headlines of killed children, motorists were labelled as ‘murders’. More 🇺🇸Americans killed by cars 1918-22 than in WW1 in France ➡️ road safety movement grew fast in early 1920s.

🚙#Motordom was ultimately successful but the struggle was messy. 💥Motor-crashes killed 20,000 in the 1920s - more than 2/3 were #pedestrians. Those killed were overwhelmingly: 🧒young 🏙city people 🚶not in #cars 🇺🇸 in 1925, ~7,000 children were killed by cars or trucks.

Groups had different guiding principles for their position on intruding car: 🚶Pedestrian ➡️justice #road safety Streets = places 👮Police ➡️ order Fight disorder not congestion 🧑‍💼Commerce ➡️ efficiency No to crashes & #congestion b/c financial cost 🚗Motor groups ➡️ freedom

Motordom won within a decade. Dramatic consensus shift in who the street is for. 1920: most pedestrians object to the term “jaywalking After 1930: most street users agree 🚗 streets = motor corridors/ for car 🚶crossing street = jaywalking

Language changes reflect motordom becoming rooted. Groups w/ new names: 👮Police w/ traffic duties = traffic cops 👷Municipal engineers = traffic engineers 🧑‍💼 chambers of commerce concerned by congestion = traffic commission Most impactful rebrand: Crossing road = ‘jaywalking’

1920s: Automotive interests (=#motordom) argue street design & use is outdated. Motordom called for road design revolution: from people to #cars - only way to tackle #congestion & crashes, they claimed. 🎞 before & after motorcentric #road rules introduced in Chicago (1929)

How did US American cities become dominated by cars? In the 1920s, cars were unruly intruders, incompatible w/ #street uses then. 1st step: redesign streets for cars ➡️ Socially establish that #cars unquestionably belonged in #streets. A thread on #motordom/fighting #traffic