Hat tip Michael Briggs.
Posts from the Pedestrian safety Category
A Twitter campaign launched by Bike Walk Nashville is giving people a taste of what it’s like to walk the sidewalks of the Music City — and it’s not pretty.
Below are some shots tweeted by local residents using the hashtag #dontblockmywalk that show how Nashville’s pedestrian right-of-way gets treated as a dumping ground, loading dock, or construction zone — with no attempt to compensate people on foot for what’s been taken away:
It’s no coincidence that the most dangerous streets in many communities are the ones in front of big box stores.
As a rule, big boxes generate a lot of motor vehicle traffic — and they tend to be a nightmare to navigate without a car. Even though the industry is shifting and some mega retailers have started to create smaller, more urban stores, big boxes likely aren’t going away soon. Is it possible to salvage the streets and parking lots around big boxes to make them more walkable for the people who shop and work at these stores every day?
To find out, I interviewed June Williamson about how communities can make better use of big box sites. Williamson is an architect and co-author, with Ellen Dunham-Jones, of Retrofitting Suburbia. Here are her tips…
The Governors’ Highway Safety Association wants you to know it’s working really hard on pedestrian and bicycle safety. The coalition of state road safety agencies just put out another report in a series of well-intentioned but a off-base attempts to draw attention to the issue.
In Everyone Walks: Understanding and Addressing Pedestrian Safety, GHSA notes that pedestrian deaths have increased 15 percent since 2009 and recommends a “3 E” approach — engineering, enforcement, and education. Except, forget the engineering part, because GHSA’s members — state highway safety offices — “are tasked with tackling the behavioral side of traffic safety — laws and their enforcement, and education — but do not usually handle infrastructure or engineering,” according to spokesperson Kara Macek. So the 21 recommendations in the report barely touch on infrastructure, arguably the most important factor in making streets safe for everyone.
The recommendations are still wide-ranging, touching on everything from FHWA Section 403 highway safety grants to slow speed zones to the relative merits of overtime pay for traffic cops. But the two E’s left in the “3 E” approach put a heavy emphasis on pedestrian behavior. Case studies include a Philadelphia enforcement campaign that issued 85 percent of its 1,525 warnings to pedestrians. Minnesota warns pedestrians, “Getting smashed at the bar? Don’t get smashed walking home,” and California berates texters with this message:
Billy Hattaway just might have the most challenging job in any American transportation agency. As the Florida Department of Transportation’s lead official on bicycle and pedestrian safety, he’s charged with making Florida — consistently rated among the deadliest states for walking and biking — safe for people to get around under their own power.
Since FDOT hired him for the post in 2011, Hattaway has been leading the effort to reform the way this enormous agency designs and builds streets, winning accolades from advocates and the national press in the process. He also heads up one of Florida DOT’s seven districts, directing policy for the southwest corner of the state.
We recently spoke to Hattaway about how the reform process is going. Here’s what he had to say. The interview has been edited for length and clarity.
What were you doing before you were at FDOT?
I was working in the private sector. I worked for 25 years at Florida DOT in three stints. I was trying to advance these [street safety] concepts in the late 80s and early 90s and I didn’t have much success. So I went to the private sector.
I was consulting with VHB [Engineers], which is based in Boston. Most of the work that I did was bike and pedestrian planning. I was doing station area planning for the extension of the Phoenix light rail. It was all form-based code and street design basically for the Phoenix light rail.
It sounds like you have been given a very hard job.
We had to do a lot of structural changes to the organization to drive the change. We have 6,500 employees and you’re trying to change 50 years of planning and design culture.
The transportation agencies that comprise AASHTO essentially dictate how streets are designed throughout the U.S. They are aware that pedestrian and cyclist deaths are not declining as fast as total traffic fatalities. But don’t worry, says AASHTO President Jon Cox, because there is absolutely no problem with the design of America’s streets.
Around 49 seconds in to this clip from a House Transportation and Infrastructure Committee hearing on Tuesday, Representative Rick Larsen of Washington State questions Cox about the rising share of pedestrian and cyclist fatalities:
A few of us asked the [Government Accountability Office] to look at this trend. And one suggestion we’ve heard is that we’re over-engineering or overbuilding roads so the posted speed limit may not match the size of the road. As a result that contributes to a more unsafe road for bikers and pedestrians. Has AASHTO looked at this issue — the relationship between design standards and road safety for bikers and pedestrians?
Cox, who runs the state DOT in Wyoming — the least populated state in the union! — gave this response (emphasis added):
This was the New Year’s revelry advice from Mother Jones, the left-wing, reader-supported magazine: Whatever you do, don’t walk anywhere after drinking. That’s because, Maddie Oatman writes, it makes you more likely to be struck by a driver.
As the basis for her reporting, Oatman used some well worn stats from the National Highway Traffic Safety Administration. In a recent report, NHTSA noted that about a third of pedestrians killed while walking had blood alcohol content of .08 percent or higher at the time. That spurred a victim-blamey, click-baity frenzy in the national media about the dangers of “drunk walking” — as if people on two feet have the same responsibility to remain sober as people operating heavy machinery.
It’s extra disappointing to see a progressive publication like Mother Jones fall into this trap. Telling people not to walk drunk because they might get struck by a car is like telling college women not to drink because they might get raped. It takes a structurally vulnerable class of people — pedestrians — and puts the onus on them to prevent violence at the hands of another group. It is victim blaming, plain and simple.
Walking, on its own, is plainly not dangerous, and neither is walking drunk. What adds an element of risk is traffic — fast-moving traffic in particular. Entirely overlooked in the the NHTSA study and Mother Jones was how road design puts pedestrians — whether they’re healthy and alert and fit, or affected in some way by old age or disability or alcohol — in harm’s way.
This is the second post in a Streetsblog NYC series about safety features for large vehicles. Part one examined the case for truck side guards and New York City’s attempt to require them for its fleet.
American cities are beginning to take the lead on requiring side guards on large trucks in municipal fleets. That’s a good first step toward saving lives, but without addressing privately-owned vehicles, city streets will not be safe from trucks that tend to crush people beneath the rear wheels after impact. The federal government continues to drag its feet, and without a national mandate, the prospects for meaningful action from the states look slim.
Last year, the National Transportation Safety Board recommended installing side guards on all large trucks, but the National Highway Traffic Safety Administration, which regulates truck design, has yet to pass a rule requiring them. NHTSA says it might begin soliciting input on new trailer guard rules by the middle of next year. Traditionally, the agency has focused on guards for the back end of trucks, which protect car occupants in rear-end collisions. There’s no guarantee that any progress toward new rules next year will include side guards.
In the absence of federal rules requiring side guards for trucks, New York state and local legislators have taken tentative steps toward addressing the problem. Albany’s previous attempts at similar legislation don’t inspire confidence, however. A recently enacted state law mandates “crossover” mirrors to reduce the size of blind spots in front of trucks weighing at least 26,000 pounds that operate on New York City streets. Enforcement of the mirror law is dismal, in part because of a loophole that exempts trucks registered out-of-state. The ultimate fix would be a national crossover mirror mandate, but the federal government has not shown any inclination to take that up.
Stacy Dorris became an advocate for safer streets after a failed attempt to walk to the park by her home in Nashville, not far from Vanderbilt University.
Like most streets in Nashville, there were no sidewalks along the high speed road that leads to the park. Still, Dorris headed out with her dog and stroller and gave it a shot.
After getting buzzed by a few speeding cars, however, she threw in the towel.
“We literally had to abort the mission,” she told the Tennessean. “I feared for my life.”
Since then, Dorris, a physician at Vanderbilt University and a mother of three — two daughters, age 15 and 4, and one son, 2 — has been on a mission to make Nashville more walkable. She is single-handedly leading an effort to reform the city’s sidewalk rules.
Though the city has improved its sidewalk situation dramatically in recent years, it’s still pretty dire. The Tennessean reports that Nashville has only about .45 miles of sidewalks for every two miles of road.
I spoke with Dorris by phone to hear the latest. Here’s what she had to say about her quest to fill in the gaps in the Music City’s pedestrian infrastructure:
That was an interesting story in the Tennessean about how scary your walk to the park was.
Literally, when we tried to walk, legally facing traffic, people were honking at us, people were swerving all over the road. This one SUV, they didn’t see us to the very last second. I think she was texting. It was terrifying. I thought we were going to die. After that we just went home and it was sad. It was so sad that for safety reasons we literally couldn’t walk down our street with a stroller and a dog.
So basically nobody walks in your neighborhood?
No, people do walk on some of the side streets where traffic volume is lower. The problem with Nashville in general that I see, it was either designed poorly or no thought was put into it. There’s these huge superblocks. You really have to go on main corridors to really get anywhere. You can’t get anywhere [on foot] because of these sort of main roads that are very dangerous to walk on.
Why do so few of Nashville’s roads have sidewalks?
One of the things I hear over and over again is that there’s just sort of poor funding. Money is really just sort of a big issue. One of the things that I discovered was there is this whole sidewalk fund that Nashville has set up.
You’d be hard-pressed to fund a more deadly place for pedestrians in all of the U.S. than Tampa’s Hillsborough Avenue.
On an eight block stretch of this road, 21 bicyclists and pedestrians were hit by drivers between 2008 and 2012. Two of those people, 15-year-old Middleton High School students Shenika Davis and Norma Velasquez-Cabrera, were killed in separate incidents. Another teen, 18-year-old William Hogan, was gravely injured just a month after the second death.
And that’s not the only dangerous road in this low-income community on Tampa’s east side, according to City Council Member Frank Reddick, a lead advocate for safer conditions. Not far away, on 43rd Street, a woman pushing her baby in a stroller was struck and killed recently. The intersection of 34th and Chelsea Streets is another problem area. There have been seven collisions there over the last few years, including a triple fatality — the victims were motor vehicle occupants — during a short time span.
Tampa’s Fifth Ward — Reddick’s district and one of the city’s poorest — exemplifies the neighborhoods Governing Magazine singled out in a recent study that found that poorer communities are disproportionately affected by unsafe road conditions. The study found that pedestrians die at about double the rate in low-income neighborhoods compared to wealthy ones.
The Tampa area, Governing reports, has the second highest pedestrian death rate in the nation. In the metro area, 403 pedestrians were killed between 2008 and 2012. And poor neighborhoods, like Tampa’s Fifth Ward, are paying a high price. In Tampa’s Hillsborough County, people living in low-income neighborhoods are six times more likely to be killed while walking than those living in wealthier areas, according to the report.