Dr. Garrick is Professor in the Department of Civil Engineering and co-Director of the Sustainable Cities Research Group at the University of Connecticut. In these roles he has led groundbreaking research on street networks and their impacts on traffic safety - including bike and pedestrian safety, car travel and the health of citizens; the evolution of parking provision in cities and its impact on the urban fabric of the city and its role in inducing more traffic in cities; the factors contributing to the widening gap between the USA and other developed countries in terms of traffic fatality; the potential societal impacts of autonomous vehicles; the design and operations of streets designed according to shared space concepts.
Areas of Expertise (6)
Purdue University: Ph.D. 1986
Purdue University: M.S.C.E. 1983
University of the West Indies, Trinidad: B.S.C.E. 1978
- Swiss Federal Institute of Technology, Visiting Professor
- Congress for the New Urbanism (CNU), Fellow
- National Endowment for the Arts’ Mayors Institute on City Design, Member
Media Appearances (5)
5 Reasons Why Amsterdam Works So Well for Bikes
People unfamiliar with the idea of the bicycle as real transportation sometimes see Amsterdam—the famously bike-friendly Dutch capital—as a fantasyland that has very little to do with the grown-up transportation world of cars and trucks. In reality, a readjustment of perspective is needed, since Amsterdam has succeeded in creating a transportation system that is one of the most successful in the world. Transportation in Amsterdam is the epitome of sustainability. It is convenient, cheap, clean, quiet, efficient, and safe.
The Cow That Tells Cyclists to Slow Down: New Technologies for Congested Cities
However, some believe that – rather than technology – a radical change in street design might make cities work better. Norman Garrick, associate professor at the University of Connecticut, who has studied how sharing the road space can be better for pedestrians and vehicles, says we need to fundamentally rethink movement in cities.
“The philosophy that emanated from the US was that we needed to separate people and machines, which gives priority to vehicles and makes the environment less friendly for people,” he says. Technology can improve cities for people, he says, but “it can equally make them more hostile if you facilitate faster car travel. We have to change our engineering philosophy to go back to more connected, compacted street networks like Amsterdam and Seattle.”...
Reimagining the Urban Freeway Holding Back Providence
Providence’s DePasquale Square is a delightful experience in the summer. The fountain-cooled oasis is surrounded by restaurants and people, creating a scene that resembles a piazza in Italy. But walk just a few hundred feet further and the square runs into a chain link fence separating pedestrians from ramps that feed into what’s known as the 6-10 Connector...
The American Decline in Driving Actually Began Way Earlier Than You Think
The Washington Post
Timothy J. Garceau, a Ph.D. candidate in geography at the University of Connecticut, and professors Carol Atkinson-Palombo and Norman Garrick offer a different way to think about the answer. In research they presented this week at the annual meeting of the Transportation Research Board, they looked at travel data not at the national level, but by state instead...
This Look Inside the World's Largest Train Station will make Americans Painfully Jealous
“These places planned their cities in a way that made transit central to city life,” Norman Garrick, associate professor of civil and environmental engineering at the University of Connecticut and a visiting professor at the Swiss Federal Institute of Technology, said. “We did the exact opposite of that.”
Hamed Ahangari, Carol Atkinson-Palombo, Norman W Garrick
With a traffic fatality rate of 10.6 per 100,000 as of 2013—more than triple that in the UK, the Netherlands, and Sweden—the United States has the worst traffic safety performance of all developed countries. Statewide variations are even more pronounced. North Dakota registers more than twice the national average and five times the rate of Massachusetts. We used panel models and annual data from 1997 to 2013 to capture the effect of seven separate sets of factors that influence traffic safety: exposure, travel behavior, socioeconomics, macroeconomics, safety policies, and mitigating factors such as health care. The results of our panel models and supplementary analysis of state effects show that two variables — Vehicle Miles Traveled and Vehicles per Capita—have the strongest impact on traffic fatality rates.
Jingyue Zhang, Norman W Garrick, Carol Atkinson-Palombo, Hamed Ahangari
The authors quantify the relationship between traffic fatalities and the motorization rate in China using death registration data for two groups of cities in China (17 large cities and 21 small/medium cities) from 2002 to 2010. Smeed's model is applied to compare the relationship in China to that in other industrialized countries during their early stages of motorization. The study has two principal findings. First, the fatality rate per vehicle decreases with the increase in motorization, a pattern that is consistent with the relationship that Smeed derived for industrialized countries. However, motorization and fatality rate per capita exhibits no clear trend. A second finding is that road safety conditions differ in large cities compared to small/medium cities.
Hamed Ahangari, Norman W Garrick, Carol Atkinson-Palombo
There is a growing interest in developing reliable and meaningful composite indexes of transportation sustainability. Several such indexes have been developed, but none have been used for comparing countries. This paper introduces a cost-oriented national transportation sustainability index (NTSI) and uses it to compare the performance of the United States with 27 selected European countries for the years 2005 and 2011.
Chris McCahill, Norman Garrick, Carol Atkinson-Palombo, Adam Polinski
Many cities include minimum parking requirements in their zoning codes and provide ample parking for public use. However, parking is costly to provide and encourages automobile use, according to many site-specific studies. At the city scale, higher automobile use is linked to traffic congestion, environmental degradation, and negative health and safety impacts, but there is a lack of compelling, consolidated evidence that large-scale parking increases cause automobile use to rise. In this study, the Bradford Hill criteria, adopted from the field of epidemiology, were applied to determine whether increases in parking should be considered a likely cause of citywide increases in automobile use.
Hamed Ahangari, Carol Atkinson-Palombo, Norman W Garrick
In January 2015, the United States Department of Transportation (USDOT) announced that the official target of the federal government transportation safety policy was zero deaths. Having a better understanding of traffic fatality trends of various age cohorts—and to what extent the US is lagging other countries—is a crucial first step to identifying policies that may help the USDOT achieve its goal.