I know the footnotes in this piece don’t currently work :( I pasted my write-up from a Google doc based on this guidance but it seems something broke in my attempt. If anyone here can help me figure out how to get those sorted, that’d be much appreciated!
Relatedly, two upfront notes I’d have liked to add toward the start but couldn’t get to work as footnotes in the editor:
Almost all of the data I used in this piece came from the Texas A&M Transportation Institute’s (TTI) annual Urban Mobility Report, which is not peer-reviewed. It seems to be the only real game in town on the topic of traffic’s scale and effects, and is incredibly thorough. I spoke to David Schrank, one of its co-authors, in drafting this piece and made sure I had a (very) surface-level understanding of TTI’s methodology, but ultimately my findings do hinge largely on their work. This goes without saying, but further review is warranted before considering allocating meaningful resources accordingly
COVID dramatically altered the traffic landscape over the last several years, and is likely to leave a lasting mark. How lasting remains to be seen—TTI’s latest report is based on 2020 data—but when it comes to my analyses I generally rely on pre-COVID (2014-2019) data. It’s worth being explicit that—at its peak—COVID dramatically reduced traffic, and the work from home policies it begot will almost certainly lead to a step-change in traffic moving forward. While in some sense this means low-hanging fruit has already been plucked, COVID has also shifted the “Overton window,” allowing for discussion of opportunities that a few short years back seemed far-fetched
I know the footnotes in this piece don’t currently work :( I pasted my write-up from a Google doc based on this guidance but it seems something broke in my attempt. If anyone here can help me figure out how to get those sorted, that’d be much appreciated!
Relatedly, two upfront notes I’d have liked to add toward the start but couldn’t get to work as footnotes in the editor:
Almost all of the data I used in this piece came from the Texas A&M Transportation Institute’s (TTI) annual Urban Mobility Report, which is not peer-reviewed. It seems to be the only real game in town on the topic of traffic’s scale and effects, and is incredibly thorough. I spoke to David Schrank, one of its co-authors, in drafting this piece and made sure I had a (very) surface-level understanding of TTI’s methodology, but ultimately my findings do hinge largely on their work. This goes without saying, but further review is warranted before considering allocating meaningful resources accordingly
COVID dramatically altered the traffic landscape over the last several years, and is likely to leave a lasting mark. How lasting remains to be seen—TTI’s latest report is based on 2020 data—but when it comes to my analyses I generally rely on pre-COVID (2014-2019) data. It’s worth being explicit that—at its peak—COVID dramatically reduced traffic, and the work from home policies it begot will almost certainly lead to a step-change in traffic moving forward. While in some sense this means low-hanging fruit has already been plucked, COVID has also shifted the “Overton window,” allowing for discussion of opportunities that a few short years back seemed far-fetched