Tuesday, August 20, 2013
Our friends at WAMU report on a safety success story from Ocean City Maryland. The beach town has embraced a new mascot: a traffic safety-obsessed crab dressed as a lifeguard. He's very effective.
Wednesday, July 31, 2013
By Martin DiCaro : WAMU
District officials say it's a good compromise between car owners and the city's goal to be less car dependent. The plan: where transit is readily available, developers should construct 50 percent less parking.
Thursday, June 20, 2013
Researchers at Ohio State University have scrupulously documented the dangers distracted walking and determined they are many. More than 1,500 people were treated in emergency rooms nationwide in 2010 for injuries related to using a cell phone while walking, according to estimates from the study. The number of injuries per year from distracted walking have doubled since 2005.
Thursday, June 13, 2013
By Martin DiCaro : WAMU
After years of study, D.C.'s transportation department implemented traffic calming measures on one stretch of road. But following complaints by a council member, the city reversed direction and returned the road to its old condition, angering residents who say the city bowed to political pressure.
Friday, May 31, 2013
By Alicia Mandigo : WMFE
What started as a mayor's morning walk for a healthier staff and community is expanding into a renewed dialogue about pedestrians in Central Florida.
Wednesday, May 08, 2013
"It has the feel of an action movie to it and one you’re definitely not starring in." That's how WLRN's Nathaniel Sandler describes crossing the street in South Florida in a report on why state roads there are so unfriendly to pedestrians.
Thursday, March 28, 2013
By Martin DiCaro : WAMU
A bipartisan group of 68 members of the U.S. House, responding to the advocates’ safety concerns, has signed a letter to Secretary of Transportation Ray LaHood asking him to order the Department of Transportation to follow through on two aspects of the MAP-21 legislation signed into law last year.
The representatives, including D.C. Congresswoman Eleanor Holmes Norton, are asking Sec. LaHood to establish a national goal to reduce bicyclist and pedestrian fatalities and to push individual states to set “performance measures” to accomplish the same.
“If we don't set performance goals for states and cities there will be no incentive for them to look at what many don't even recognize,” Norton said in an interview with WAMU 88.5. “More people are walking and more people are taking their bikes. Thus, there will be no incentive to try to make the roads easier to navigate.”
As overall roadway fatalities have dropped significantly the number of pedestrians and bicyclists killed has increased, according to federal data. Total fatalities have dropped from 37,423 in 2008 to 32,367 in 2011. But roughly 5,000 pedestrians and bicyclists are killed annually, from 12 percent of all roadway deaths in 2008 to almost 16 percent in 2011, according to the federal government’s fatality analysis reporting system.
Safety advocates see the establishment of performance measures as an opening for additional federal funding directed to bicycling and walking infrastructure. Currently less than one percent of federal highway safety funds are spent improving bicyclist and pedestrian safety.
“We urge USDOT to set separate performance measures for non-motorized and motorized transportation,” says the letter signed by the 68 House members. “This will create an incentive for states to reduce bicyclist and pedestrian fatalities, while giving them flexibility to choose the best methods to do so.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Tuesday, March 26, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) While the District of Columbia grapples with proposed changes to its parking and zoning policies, last updated in 1958, nearby Arlington County, Virginia seems to have triumphed in its effort to minimize traffic congestion. Commuters are shifting from cars to transit and bikes.
What's more, traffic volume has decreased on several major arterial roads in the county over the last two decades despite significant job and population growth, according to data compiled by researchers at Mobility Lab, a project of Arlington County Commuter Services.
Multifaceted effort to curb car-dependence
Researchers and transportation officials credit three initiatives for making the county less car-dependent: offering multiple alternatives to the automobile in the form of rail, bus, bicycling, and walking; following smart land use policies that encourage densely built, mixed-use development; and relentlessly marketing those transportation alternatives through programs that include five ‘commuter stores’ throughout the county where transit tickets, bus maps, and other information are available.
“Those three combined have brought down the percentage of people driving alone and increased the amount of transit and carpooling,” said Howard Jennings, Mobility Lab’s director of research and development.
Jennings’ research team estimates alternatives to driving alone take nearly 45,000 car trips off the county’s roads every weekday. Among those shifting modes from the automobile, 69 percent use transit, 14 percent carpool, 10 percent walk, four percent telework and three percent bike.
“Reducing traffic on key routes does make it easier for those who really need to drive. Not everybody can take an alternative,” Jennings said.
Arlington’s success in reducing car dependency is more remarkable considering it has happened as the region’s population and employment base has grown.
Since 1996 Arlington has added more than 6 million square feet of office space, a million square feet of retail, nearly 11,000 housing units and 1,100 hotel rooms in the Rosslyn-Ballston Metro corridor. Yet traffic counts have dropped major roads: on Lee Highway (-10%), Washington Boulevard (-14%), Clarendon Boulevard (-6%), Wilson Boulevard (-25%), and Glebe Road (-6%), according to county figures. Traffic counts have increased on Arlington Boulevard (11%) and George Mason Drive (14%).
“Arlington zoning hasn’t changed a great deal over the last 15 years or so. It’s been much more of a result of the services and the programs and the transportation options than it has been the zoning,” said Jennings.
Arlington serving as a regional model
Across the Potomac, the D.C. Office of Planning is considering the controversial proposal of eliminating mandatory parking space minimums in new development in transit-rich corridors and in downtown Washington to reduce traffic congestion. In Arlington, transportation officials say parking minimums have not been a focus.
“When developers come to Arlington we are finding they are building the right amount of parking,” said Chris Hamilton, the bureau chief at Arlington County Commuter Services. “Developers know they need a certain amount of parking for their tenants, but they don’t want to build too much because that’s a waste.”
Hamilton says parking is available at relatively cheap rates in the Rosslyn-Ballston Metro corridor because demand for spots has been held down by a shift to transit.
“In Arlington there are these great options. People can get here by bus, by rail, by Capital Bikeshare, and walking, and most people do that. That’s why Arlington is doing so well,” Hamilton said.
Hamilton credited a partnership with the county’s 700 employers for keeping their workers, 80 percent of whom live outside the county, from driving to work by themselves.
“Arlington Transportation Partners gives every one of those employers assistance in setting up commute benefit programs, parking programs, carpool programs, and bike incentives. Sixty-five percent of those 700 employers provide a transit benefit. That’s the highest in the region,” Hamilton said.
“There’s been a compact with the citizens since the 1960s and when Metro came to Arlington that when all the high-density development would occur in the rail corridors, we would protect the single family neighborhoods that hugged the rail corridors,” he added.
Monday, March 18, 2013
Traffic fatalities rose 12 percent in 2012 in New York City, driven by a 46 percent jump in the number of motor vehicle occupants who were killed in crashes. Speeding, the city says, was the top contributing factor. Pedestrians and cyclist fatalities remained at or near historic lows.
The number of cyclists who were killed dropped 18 percent compared to 2011 (from 22 to 18) while the number of pedestrians struck and killed rose by 5 percent in 2012 (from 141 to 148) according to figures released by the NYC Department of Transportation.
In total 274 people died in traffic collisions, 108 of them in vehicles (including on motorcycles) and 166 of them while walking or riding a bike. The DOT had previously cited 237 as the number of fatalities for 2011 but amended that to 245 in today's release.
The DOT calculates "speeding was the greatest single factor in traffic deaths, contributing to 81 fatal traffic crashes—about 30 percent of all traffic fatalities." Fatal hit-and-runs are also on the rise, the DOT said. Other contributing factors were "disregard of red lights or stop signs, driver inattention and/or alcohol."
“One thousand New Yorkers are alive today who would not be if we simply sustained the city’s fatality rate just one decade ago,” said Transportation Commissioner Janette Sadik-Khan. She stressed efforts the city is making to reduce speeding near schools (see graphic below) and long term positive safety trends.
New York remains safe by national standards. Traffic fatalities remain near all time lows following an aggressive program installing about 200 safety improvements in the past five years including street and intersection redesigns, protected bike lanes, slow zones and special attention to schools. NYC traffic fatality rates are less than one third of the national average on a per capita basis, and about half the rates of many other big cities.
To address the dangers of speeding, Mayor Mike Bloomberg and several members of the City Council want to install speed cameras. Last week the City Council called on state legislators -- whose approval is needed -- to permit the city to install cameras.
The NYPD supported the idea in a statement along with the official release of the 2012 fatality numbers. “Just as red light cameras reduced infractions at intersections where they were installed, we anticipate that speed cameras will result in greater compliance with posted speed limits,” said Police Commissioner Raymond W. Kelly.
The Police union, however, has come out against the speed cameras, telling the NY Daily News, "What we need are the actual police officers on the street ... Cops on the street are what slows people down.”
Last month, Kelly announced a considerable expansion of NYPD staffing its Collision Investigation Squad (formerly the Accident Investigation Squad) as part of a wider effort to focus more on preventing and investigating traffic collisions, which kill almost as many New Yorkers as gun homicides.
The NYPD issued one million moving violations last year, 71,000 of them for speeding, a figure advocates say is not enough. (By comparison, about 51,000 tickets went to cyclists in 2011. To see the latest breakdown of what summonses were issued by the NYPD, see this chart from January ). Police point out issuing speeding summonses requires special equipment, while other tickets can be written by every officer on the street. That could be why the NYPD supports speed cameras.
If today's announcement is any indication, the initial focus of speed cameras, if approved, could be around schools.
Speeding is alarmingly common near schools. The DOT measured the percentage of vehicles that were speeding when passing NYC schools. Outside three schools, 100 percent of the cars were speeding: P.S. 60 Alice Austen in Staten Island, P.S. 233 Langston Hughes in Brooklyn and P.S. 54 Hillside in Queens.
At the High School for Law Enforcement and Public Safety, 75 percent of cars were going above the legal limit. In all, the DOT released a list of 100 schools where 75 percent or more of vehicles were speeding. Cameras, the city says, can help.
"The streets around our city’s schools are the real speed traps, and we can’t play it safe when it comes to doing everything we can to protect New Yorkers on our streets—and especially seniors and school kids,” said Sadik-Khan.
The DOT also pointed out, no pedestrians were killed in crashes with cyclists.
Thursday, March 14, 2013
By Kate Hinds
The World Health Organization says 1.24 million people die each year as a result of traffic crashes, which are the leading cause of death for people between 15 and 29.
The Global Status Report on Road Safety 2013, released Thursday, also estimates crashes injure between 20 and 50 million people each year.
Worldwide, the report says pedestrians and cyclists constitute 27% of all road deaths. But "in some countries this figure is higher than 75%, demonstrating decades of neglect of the needs of these road users in current transport policies, in favour of motorized transport."
(The above video, which has hair-raising footage of schoolchildren crossing roads in developing countries, provides ample visual evidence of this.)
There's also a strong link between income and road deaths. While wealthier countries have made progress, the toll is rising elsewhere. "91% of the world's fatalities on the roads occur in low-income and middle-income countries, even though these countries have approximately half of the world's vehicles."
(Read TN's report on the link between income and pedestrian fatalities in Newark, NJ)
Africa has the highest death rate per 100,000 residents — 24.1, compared with 16.1 in North and South America. The European Region has the highest inequalities in road trafﬁc fatality rates, with low-income countries having rates nearly three times higher than high-income countries (18.6 per 100 000 population compared to 6.3 per 100 000). The Western Paciﬁc and South East Asia regions have the highest proportion of motorcyclist deaths.
The report says the first step to reducing traffic mortality is a group of laws aimed at drinking and driving, speeding, and failing to use motorcycle helmets, seat-belts, and child restraints. Currently, only 28 percent of countries -- covering 7 percent of the world's population -- have laws addressing all of these factors.
Other steps are making road infrastructure safer, ensuring vehicles meet international crash testing standards, and improving post-crash care.
The report was funded by Bloomberg Philanthropies, the charitable arm of Michael Bloomberg, the mayor of New York City.
Read the entire report below.
Tuesday, March 12, 2013
By Kate Hinds
Speed camera legislation has languished in Albany for years, due in part to the steadfast opposition of Rochester democrat David Gantt, who chairs the Assembly's transportation committee. Most recently, in 2012, the state legislature failed to bring a speed camera bill to the floor for a vote, earning the ire of New York's mayor.
But advocates say it looks like there's more hope this time around: the Assembly bill has over 30 co-sponsors, it's got strong support in the City Council -- which council speaker (and mayoral candidate) Christine Quinn says stands ready to deliver a home rule message to Albany -- and, perhaps most tellingly, the state assembly has included the pilot program in its 2013-2014 budget proposal.
"Speeding is, tragically, the number-one cause of fatal crashes in New York City," said Quinn. "This is a really significant problem. Anywhere in America, but (especially) in the biggest most congested city in the world, where we have such a pedestrian city -- to lack this type of enforcement...puts people at risk."
"We just need these cameras to help keep New Yorkers safe," she said.
According to city data, in 2011 70 deaths and 4,700 injuries were attributable to speed-related crashes. The New York City Department of Transportation has not released 2012 data yet.
Quinn was joined at a City Hall press conference by fellow council members James Vacca, Jimmy Van Bramer, Steve Levin and Gale Brewer.
The bill is co-sponsored by Assemblywoman Deborah Glick. Under the terms of the legislation, up to 40 speed cameras would be placed at high-risk intersections in New York for a five-year pilot program. Council members said the cameras would not photograph drivers, fines would not exceed $100, and insurance companies would not be notified of violations.
Those provisions may be necessary to sweeten the deal for opponents who say speed cameras are privacy-invading revenue generators. Because for New York City to get the cameras, the capital has to sign off -- and so far it hasn't proven eager to do so.
"This is a classic example where we are in the hands of Albany," said Jimmy Vacca. "I wish this was something we could do at a city level. If we could, we would." He added: "This is not something I view as a revenue-raiser. This is something I view as a lifesaver."
(Side note: New York City does have red light traffic cameras, although they are currently being litigated.)
The bill could also be riding a tide of renewed energy to combat traffic deaths. Recently, the New York Police Department announced it was reforming how it investigates traffic crashes -- which it now refers to as collisions, not accidents. NYPD commissioner Ray Kelly told a City Council budget hearing Tuesday that the department will add up to 10 new investigators to its collision squad. "One of the challenges we had in setting up this squad is handling the number of accidents that can be handled by the number of people that we have," said Kelly.
That squad currently has 19 investigators.
Tuesday, March 12, 2013
By Martin DiCaro : WAMU
(Washington, D.C. - WAMU) Downsizing parking is necessary to reduce car dependency in D.C., says one real estate expert.
Chris Leinberger, a George Washington University professor and advocate of new urbanism, says D.C. planners’ proposal to eliminate mandatory parking space minimums at new development in transit-rich corridors or downtown D.C. is forward-thinking.
“We don’t want to be in a position where we are still making buggy whips when in fact the market has moved on,” Leinberger said. “Bike lanes and pedestrian activity is a sign of civilization."
Since TN first reported on the proposed zoning change, some motorists have expressed frustration with the possibility it may be more difficult to park in certain neighborhoods. As new development – residential, retail, and office – attracts more residents, shoppers and workers, some motorists believe parking spaces may be tough to find if developers opt not to build underground garages beneath their buildings.
One reason D.C. planners believe new parking structures will not be needed is the growth of car sharing services, like Car2Go, that make car ownership unnecessary.
Car2Go, which charges users $.38 per minute, is marking its first anniversary in Washington this month. The company says it has 19,000 registered customers in Washington who have taken 350,000 collective trips in the past year.
Leinberger says car sharing services reflect D.C.'s transition to a walkable urban environment that provides options like bike sharing, too.
“If you were to say, certainly ten years ago, but even five years ago that we would have in this city and fifty percent of folks go to work without a car and that forty percent of the households do not have a car, they would have had you committed,” Leinberger said.
Less emphasis on parking spaces also makes fiscal sense, he added.
“We are massively subsidizing the car, massively. All these parking spaces… here in downtown D.C., every one of these parking spaces is worth between $50,000 and $70,000. And we are charging as if they’re worth $10,000,” he said.
What motorists pay to park, either on the street with a residential pass or inside an underground garage, doesn’t come close to the expense of constructing and maintaining the parking spaces.
In his view, motorists will adjust to whatever zoning changes are approved, no matter how unreasonable they may now seem. Alternatives to driving and parking – Metro rail and bus, car sharing, bicycling – are gaining steam.
“If the car drivers are saying, give me everything that I want before you peel my fingers off of the steering wheel, you are not going to get it. You couldn’t build the interstate highway system in a year. It’s going to take time,” Leinberger said.
Thursday, March 07, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) In the basement of a Lutheran church a few blocks from the U.S. Capitol bicycling advocates gathered on a rain-soaked Wednesday afternoon to prepare to meet their congressional representatives. On the third day of the National Bike Summit in Washington, bicyclists from across the country took their message to lawmakers: as more bikes share the roads with cars, more bicyclists are being killed or injured.
“In order for people to feel safe they have to have their own space,” said Karen Overton of New York City, who owns two bike shops. She had a face-to-face meeting with her congresswoman, Rep. Nydia Velázquez, to talk about improving street safety through federal investments in bicycling infrastructure.
“It’s getting easier. Ten years ago it was like we were aliens on the hill. So there has been change in the right direction,” Overton said.
Less than 0.5% of federal highway safety funds are spent improving bicyclist and pedestrian safety, say advocates, at a time when the streets are becoming more dangerous for people not in cars. Pedestrian and bicyclist fatalities have increased from 12% of all roadway deaths in 2008 to almost 16% in 2011, according to the federal government's fatality analysis reporting system (FARS).
In addition to increasing federal spending on bicycling and walking infrastructure (traffic calming structures, separated bike lanes, cycle tracks), advocates are asking their representatives to follow through on efforts to require state transportation departments to set statistical goals to reduce biking and pedestrian incidents, part of a “performance measures” initiative of the MAP-21 legislation signed into law by President Obama on July 6, 2012.
“While there may be a broad safety target set for the number of lives that are lost on the roads, there isn’t a specific one for bicyclists, for pedestrians, and we feel it's a big enough issue that there should be a specific target,” said Andy Clarke, the president of the League of American Bicyclists. He is a signatory on a letter urging U.S. Transportation Secretary Ray LaHood to convince states to use federal funding to make non-motorized transportation safer.
LaHood is a favorite among bike and pedestrian advocates, and he dropped by the National Bike Summit earlier this week.
Overall roadway fatalities have dropped significantly, according to federal data. The number of people killed has dropped from 37,423 in 2008 to 32,367 in 2011. But roughly 5,000 pedestrians and bicyclists are killed annually.
“The numbers have been going up slightly for those two means of travel,” Clarke said. “They’ve been going down for people who are in cars and are belted and buckled up. We want to see a similar level of attention paid to crashes that are happening involving bicyclists, involving pedestrians, even motorcyclists.”
Anthony Siracusa of Memphis was among the advocates who trekked to the hill on Wednesday. He successfully pushed for a $15 million grant to build a bicycle and pedestrian bridge across the Mississippi River. He says once lawmakers should visit bicycling and walking projects in their home districts to see for themselves how cities are becoming more livable.
“It’s one thing to talk about it across a board room table,” he said. “It’s another thing for them to actually experience it and see the number of stakeholders who come together around these projects, and the relatively small investment it takes to make a profound difference in the community.”
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Wednesday, March 06, 2013
January was the worst month in more than a year for pedestrian safety in New York City, according to preliminary data from the NYPD. Twenty pedestrians were killed on city streets during the first month of the year. That's nearly double the monthly average for pedestrians deaths in 2012, which -- according to the same NYPD data -- was 11.
As the above chart shows, in NYC more pedestrians die in traffic than motorists, passengers or cyclists, the four categories tracked by NYPD. Fatalities fluctuate substantially from month to month, but the peak month of May 2012 saw just 15 pedestrians killed in crashes. There were two months when more motorists died than pedestrians last year.
The NYPD also released data on summonses issued in January. The most common ticketed violation was failure to obey a sign (14,677 summonses). Offenses are more common if they can be spotted and issued by officers without special equipment, such as using a cell phone while driving (11,244 summonses), not wearing a seat belt (9,621 summonses) and tinted windows (9,004 summonses) in the front seat. Speeding, unless it is excessive, requires a radar gun (6,356 summons). Failure to yield to pedestrians is considered one of the more dangerous traffic offenses, and the violation for which the driver of the truck was cited in the death of six-year old Amar Diarrassouba in East Harlem. There were 1,198 summonses for failure to yield in January.
See chart below. Full list of summonses is available on NYPD website here.
As we reported earlier this week, using this and other preliminary data it hints that NYC traffic fatalities ticked up in 2012 over 2011, a record low year. The DOT has said it will release the official numbers "soon."
Tuesday, March 05, 2013
By Martin DiCaro : WAMU
The District of Columbia’s Office of Planning is considering a proposal to potentially squeeze the supply of available parking spaces in some neighborhoods as new development attracts more residents and jobs. If successful, it will mark the first major change to the city's zoning code since it was first adopted in 1958.
It's part of a growing city attempt to reduce congestion by offering its residents alternatives to the automobile – from bikes to buses to making walking more attractive.
Planning officials may submit to the zoning commission this spring a proposal to eliminate the mandatory parking space minimums required in new development in transit-rich corridors and in downtown Washington. The idea squares with the vision of making the district less car-dependent and would let developers decide how many parking spaces are necessary based on market demand. However, opponents say the plan denies the reality that roughly 70 percent of Washington-area commuters drive and removing off-street parking requirements in apartment and office buildings would force motorists to circle city blocks looking for scarce spaces.
“This is a very dangerous proposal. We think it threatens the future of Washington, D.C.,” says Lon Anderson, the chief spokesman for AAA Mid-Atlantic, which represents motorists and advocates road construction as a solution for traffic congestion.
A city where a car isn’t a necessity
Thirty-nine percent of D.C. households are car-free. In some neighborhoods with access to public transit, more than 80 percent of households are car-free. Some recent developments wound up building too much parking to adhere to the mandatory minimums, including the D.C. USA shopping center in Columbia Heights, which is right next to a Metro station and busy bus corridor.
“The parking garage there is probably as twice as big as it needs to be, and the second level is basically not used so the city has had to scramble to find another use for it,” says Cheryl Cort, the policy director of the Coalition for Smarter Growth and advocate of the zoning change.
“Rather than having the government tell the private sector how many parking spaces to build, we think it’s better for the developer to figure out how it best wants to market those units," Cort added.
Developers favor eliminating the mandatory parking minimums because the construction of parking garages, especially underground, is enormously expensive. Each underground space adds $40,000 to $70,000 to a project’s cost, according to Harriet Tregoning, the director of D.C.’s Office of Planning, who is working on the overhaul of D.C.’s zoning code. The code was last updated in 1958 when planners assumed the automobile would remain the mainstay of individual transportation.
“No matter how much mandatory parking we require in new buildings, if the landlord is going to charge you $200 per month to park in the building and the city is going to let you park on the street for $35 per year, you may very well decide… to park on the street,” Tregoning says. “Many developers are finding they have parking that they can’t get rid of, that they don’t know what to do with. That’s really a stranded asset.”
Parking-free building coming to Tenleytown
On the corner of Wisconsin Avenue NW and Brandywine Street NW stands what used to be a billiards hall. The property, just a block from the Tenleytown Metro station, has been an eyesore for years. Douglas Development is expected to redevelop the site this year, turning it into a mixed-use retail and residential space with 40 apartment units and no on-site parking.
“When the Zoning Commission looked at this site and DDOT did some analysis, they found a lot of availability of both on-street parking and off-street parking. There are actually hundreds of parking spaces around this Metro station that go dark at night,” says Cheryl Cort, whose group contends the construction of parking spaces drives up housing costs an average 12.5 percent per unit. If developers can't find a market for those parking spaces, they pass the costs onto tenants.
Douglas Development, which declined to comment on this story, received an exemption from the zoning commission to avoid the parking minimum at the Tenleytown property. Situated close to Metro and planning to market the apartments to car-free residents, the developers escaped having to build 20 spaces under the current regulations in the zone (C-2-A).
Douglas’s plan may look sensible given the conditions in the neighborhood, but AAA’s Anderson says it will cause problems.
“Are you going to have any visitors who might drive there to visit you? How about your mom and dad, are they going to be coming in? Do they live locally or are they going to be driving in? If so, where are they going to park?” says Anderson, who says the past three years have seen 16,000 new car registrations in Washington.
Fewer cars in D.C.’s future?
In its fight against the parking policy change, AAA is being joined by community activists who claim their neighborhoods will be clogged by drivers looking for parking. Sue Hemberger, a 28-year district resident who does not own a car, says Tregoning’s proposal is too harsh. In her view, district officials are making car ownership a hassle.
“What I see us doing in the name of transit-oriented development is pushing people who won’t forgo car ownership off the edge of the transit grid,” Hemberger says. “I’m worried about the future of certain neighborhoods and I’m worried about the future of downtown.”
Anderson says D.C. is waging a “war on cars,” but Tregoning says changes to zoning regulations are not designed to make motorists’ lives miserable. On the contrary, the planning director anticipates the number of drivers in the district will grow but they will have enough options to do away with car ownership, like the car sharing services of Zipcar and Car2Go.
“How does your walking, biking, or taking transit affect his ability to drive, accept to make it easier?” Tregoning says in response to Anderson. “The national average household spends 19 percent of income on transportation. In the district, in areas well-served by transit, our number is more like 9 percent of household income. So we happen to think lots of choices are a good thing.”
In 2012 the city of Portland, Oregon, commissioned a study to look at the relationship between car ownership and new development, after apartment construction with little to no on-site parking in the city’s inner neighborhoods raised concerns about the potential for on-street parking congestion.
The study found “that 64 percent of residents are getting to work via a non-single-occupant vehicle. Almost a third (28 percent) of those surveyed belong to car-free households; however, cars are still the preferred mode of travel for many of the survey respondents.”
About two-thirds of the vehicle owners surveyed in Portland’s inner neighborhoods “park on the street without a permit and have to walk less than two minutes to reach their place of residence, and they spend only five minutes or less searching for a parking spot,” the study found.
To Hemberger, the Portland study’s key finding is that people don't give up car ownership just because they commute to work via public transit. In a city like Washington, Hemberger says, there will not be enough street spot to accommodate new, car-owning residents.
Decision could come this spring
The Office of Planning will submit the proposed removal of parking minimums to the Zoning Commission later this month or early April, where it will go through the public process again before a final decision is made.
“We are a really unique city because we have an amazing number of transportation choices. Our citizens end up paying a lot less for transportation than the rest of the region,” Tregoning says. “I don’t understand why that would be considered a war on cars to try to give people choices, the very choices that actually take automobiles off the road to make it easier to park, to make it easier to drive with less congestion.”
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Monday, March 04, 2013
As we reported last week, six-year old Amar Diarassoubba was killed while crossing a Harlem street last week. The emotional case has thrust the dreary issue of pedestrian safety into the spotlight, and what that reveals is a poor record of traffic crashes involving kids for East Harlem and a lack of fresh data to measure progress.
According to police, Amar was walking with his nine-year old brother. A crossing guard was supposed to be at the intersection on First Avenue and 117th Street, but wasn’t. And, of course, the truck was supposed to yield but didn’t. The rear wheels of the tractor trailer ran Amar down as he was in the crosswalk. His brother stood watching. All of it was just half block from Amar’s school.
PS 155 sits at the center of something of a hot spot for kids in traffic crashes according to two different studies.
The group Transportation Alternatives looked at all crashes involving kids from 1995-2009. In East Harlem, children made up 43 percent of traffic injuries. A much higher proportion (15 percent) than just a few blocks south on the same avenues on the Upper East Side which has the same percentage of children in the population according to the study.
“This is not a force of nature that we do not have control over, this is something we can fix,” said Juan Martinez of Transportation Alternatives.
In the second study, The Tri State Transportation Campaign tracked all traffic deaths from 2009 to 2011 in the New York region. The group found that in Manhattan, five kids under 15 years old died in traffic. But there was a cluster. Three of them were within just seven blocks of PS 155. (See map here).
Parents at PS 155 say the area is hazardous as trucks are constantly roaring by to and from the nearby shopping mall and the RFK (formerly Triborough) Bridge.
Mayor Mike Bloomberg and his Department of Transportation say they’re aware of the problem, and working on it. “We try to have traffic lights, we try to have red light cameras, which the state won’t let us have. We deploy our police officers when they’re not doing other things.”
Seth Solomonow of the Department of Transportation said in an email, “From last year’s safety redesign of Adam Clayton Powell Jr. Boulevard to school safety projects to simplifying the entrance to Harlem River Park, Harlem has seen some of the most extensive and innovative safety changes ever brought to New York City’s streets." Solomonow said prior to this recent incident, just one child pedestrian had died in Manhattan since 2011.
First Avenue is slated for a redesign to add pedestrian plazas and a bike lane.
Both the Mayor and Department of Transportation like to point out that in 2011, the city had the lowest number of traffic fatalities on record. That year, the Mayor announced the tallies even before he pushed the button for the New Year's Eve ball drop. But preliminary data for 2012 show a rise in traffic deaths, and the city has yet to release the final numbers to the dismay of city council members like the east side’s Jessica Lappin. She’s been calling for detailed reports for over a month.
“They’re supposed to be providing this information. We’ve been asking for it for months. And they still haven’t provided it. That’s why we had a press conference back in January. And they promised us we would have it in weeks. Well it’s been a month plus and we still don’t have the data.”
Since January, Transportation Nation has repeatedly asked the Department of Transportation for the number of children killed or injured in traffic in New York City to no avail. The only available data on 2012, or that includes the locations of crashes, is an NYPD preliminary data based on initial accident reports. Those figures show that fatalities might be on the rise over 2011, but they are un-audited.
Police say the investigation into the Diarrassouba crash continues, including into the whereabouts of the crossing guard. No charges have been filed and no arrests have been made.
Monday, February 25, 2013
Fourteen pedestrians died along Hempstead Turnpike in Nassau County, NY from 2009 through 2011. That's almost one fatality for each mile of road, a morbid statistic that earned that 16-mile stretch the dubious distinction of the most dangerous road in the NYC area according to an analysis by a transportation policy watchdog group.
The Tri-State Transportation Campaign crunched traffic data numbers from 2009-2001 for the New York City area, including suburbs in Long Island (which includes Nassau County), New Jersey and Connecticut. According to a report issued by the Campaign today, one type of road stands out as particularly dangerous for pedestrians.
"The analysis found that arterial roads – roads with two or more lanes in each direction that are designed to accommodate vehicle speeds of 40 mph or higher – are the most deadly for pedestrians, with almost 60 percent of pedestrian deaths in Connecticut, New Jersey and downstate New York occurring on this type of road.
“Arterials were traditionally designed to move vehicles from one destination to the next without regard for other road users like pedestrians and bicyclists. We continue to see that designing roads like this results in needless loss of life,” said Renata Silberblatt, report author and staff analyst with the Campaign."
For a full list of the 10 most dangerous roads according to the report, scroll down. For maps and lists by county, go here.
In the report, the Campaign praised governmental agencies for taking steps to redesign dangerous corridors.
State complete streets laws exist in New York and Connecticut and the New Jersey DOT endorsed a complete streets policy in 2009. In addition, over 40 municipal and county governments in the tri-state region have adopted complete streets policies. These local policies will help ensure that the roadways under local and county jurisdiction are designed and redesigned with all users – pedestrians, bicyclists and motorists in mind.
In 2012, the New York State Department of Transportation began pedestrian safety improvements along Hempstead Turnpike, also known as Route 24.
“We have seen again and again that relatively low-cost improvements such as the improvements being done to Hempstead Turnpike can save lives,” said Veronica Vanterpool, Tri-State Transportation Campaign’s executive director. "“We applaud NYSDOT’s attention to Hempstead Turnpike," she added in an emailed statement.
According to the statement, the improvements include "eight raised medians and five new crosswalks, as well as relocating six bus stops closer to crosswalks and altering traffic signals to calm traffic."
The report recommends increased spending on Safe Routes to School, Safe Routes to Transit and Safe Routes for Seniors programs, and promotes "complete streets" laws that require the inclusion of pedestrian and cyclist concerns in street planning and redesigns.
"Recent improvements to New York’s most dangerous roadways are very encouraging and AARP is hopeful that this report will instill a sense of urgency to make even more improvements where necessary," said Will Stoner, associate state director for AARP in New York in a statement.
The report uses the latest data available in the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System (FARS).
The 10 most dangerous roads in the NYC Tri-State Area
|Rank||Change in Ranking (Prior Year's Rank)||Road||Pedestrian Fatalities (2009-2011)|
|1||-||SR-24 (HEMPSTEAD TPKE,FULTON AVE),Nassau County,NY||14|
|3||↑ (6)||SR-25 (JERICHOTPKE,MIDDLE COUNTRY RD),Suffolk County,NY||11|
|4||↑ (6)||SR-27 (SUNRISEHWY),NassauCounty, NY||9|
|4||↑ (6)||SR-110 (NEW YORK AVE,BROADHOLLOW RD, BROADWAY),Suffolk County,NY||9|
|4||↑ (14)||US‐322/40 (Blackhorse Pike),Atlantic County,NJ||9|
|4||↓ (3)||US-130 (BURLINGTON PIKE),Burlington County,NJ||9|
|4||↑ (6)||ROUTE 1,Middlesex County,NJ||9|
|9||↓ (3)||SR-27 (SUNRISEHWY,MONTAUK POINT STATE HWY, CR 39),Suffolk County,NY||8|
|9||↑ (26)||US-30 (WHITE HORSE PIKE),Camden County,NJ||8|
|9||new||ROUTE 9,Middlesex County,NJ||8|
Tuesday, February 19, 2013
By Kate Hinds
A coastal Jersey roadway ravaged by Sandy will take two years and over $215 million to repair.
Speaking Tuesday in the shore town of Lavalette, Governor Chris Christie said the state has received federal funding to rehabilitate a 12.5 mile stretch of Route 35 running from Point Pleasant Beach to Island Beach State Park. The road, which is a block from the Atlantic Ocean, "sustained some of the most severe damage in the state," said Christie. "Thousands of truckloads of debris and sand" were removed in the days after the storm, he said, and the road was "chewed away" in places. In Mantoloking (see above), the storm cut a new inlet between the ocean and the bay.
Christie said the scope of the damage left him with a decision: "Build back to where we were, or rebuild better and stronger." He added: "our decision is to rebuild better and rebuild now."
The new roadbed will be 24 inches thick instead of the current eight -- incorporating both an asphalt pavement top and sub-base materials to act as drainage and stabilization. There will also be a new drainage system and pump stations. "The new system will be built to handle 25-year storms, which is the maximum attainable given the peninsula's geology," reads the press release.
That's reasonable, says Dr. Tom Bennert, pavement expert at Rutgers' Center for Advanced Infrastructure and Transportation. He said the force of the water generated by Sandy was tremendous.
"It would be very difficult for any structure, even pavement, to withstand that," he said. "A 25-year flood, based on the geology, based on the fact that there is quite a high water table in that area, you’re only going to be able to drain so much, is a very realistic target."
Bennert said he was glad to see the state pay attention to the drainage system, which he said is critical. "It’s kind of hard to visualize," Bennert says, "because when we’re driving on the road we just see the top. But really there’s six to 12 inches of asphalt below that, then granular material used as a foundation to support the asphalt." That granular material provides drainage to make sure if water gets in, it doesn’t stay there.
Bennert also said Route 35 needed work even before Sandy hit. "A lot of our pavements in this state have lived past their design life," he said, and that includes Route 35. "It was a pavement that was built quite a while ago and honestly...really needed to be reconstructed to begin with."
The project is being divided into three phases. The first section of the road to be repaired will be the northernmost stretch, which currently has just one travel lane open in each direction. Work will begin this summer.
According to New Jersey Department of Transportation spokesman Tim Greeley, "the Complete Streets model has been incorporated into our design for all three contracts." He says the state will be installing new sidewalks, as well as upgrading many existing intersections with ADA-compliant curb ramps, high visibility crosswalks and some pedestrian signal heads at certain locations.
Greeley adds: "While there are no dedicated bike lanes planned, the reconstructed roadway shoulders will be built to the same strength as the travel-lanes and will therefore provide a safer and smoother ride for cyclists."
The New Jersey Department of Transportation says that while it tries to limit summer construction along shore highways, work on Route 35 will be ongoing throughout 2013. At least one lane of traffic will be open in each direction at all times.
To watch Governor Christie make the funding announcement, see the video below.
For more, check out the WNYC series Life After Sandy.
Tuesday, February 19, 2013
For years, Orlando has ranked among the most dangerous metro areas for pedestrians in the nation, with roughly two injuries per day and one fatality a week. Now a coalition of pedestrian advocates, law enforcement, local government and health agencies is trying to change that, with a program called Best Foot Forward. And eight months after the program launched, there are some signs of improvement.
Transportation experts say there are three steps needed to make the roads safer for pedestrians: education, enforcement and engineering. Orlando is trying all three, but it still has a long way to go to change the culture for people on foot.
“It’s pretty abominable,” says Bill Carpenter, a volunteer collecting data for the Best Foot Forward Program. He says pedestrians haven’t had much of a voice in Central Florida until now.
Carpenter is monitoring how drivers behave at crosswalks. A pickup truck approaches the intersection of Rollins street and Camden road in Winter Park. Carpenter steps cautiously into the road stretching out one hand to point down at the crosswalk. The driver doesn’t stop.
“Motorists reactions run the gamut," says Carpenter. "There’s some that begrudgingly stop, then others that wave back at you and say thanks for waiting there for me and go on.”
This dangerous dance is repeated daily all over the city by other pedestrians.
In East Orlando, a restaurant worker called Tony makes his way to a bus stop on South Semoran Boulevard, near Curry Ford Road.
“This intersection here, it’s crazy," says Tony. He says drivers aren't courteous. "No. They’d rather run you over.”
Badly injured pedestrians go to the Orlando Regional Medical Center, which is part of the Best Foot Forward Coalition. Last year doctors at the center treated over 400 patients who’d been hit by cars.
But there are signs the education campaign is starting to have an effect, says project manager Brad Kuhn.
“On those roads at 35 miles an hour and less, we’ve been able to take the yield rate from about one in eleven to approaching one in three.”
That means at some of the 18 crosswalks being monitored in Orlando and Orange county, more drivers are yielding now for pedestrians than they were six months ago.
Kuhn’s organization, Bike Walk Central Florida, has reached out to 88,000 households to promote pedestrian safety, and 11 Orange County elementary schools are teaching a pedestrian safety syllabus. But, says Kuhn, high-speed roads are still a problem.
“By the time you see the pedestrian, you’re already past them," he says, "which is unfortunate, because on a 40-mile-an-hour road, your chance of survival if you get hit is 15 per cent.”
Enforcement is used to back up the education campaign. Last year police and sheriff’s officers handed out more than 1,200 tickets and arrested 20 drivers for failing to yield at crosswalks.
Orlando Police sergeant Jerry Goglas says some drivers try to blame the pedestrian. “They say: “did you see the pedestrian jaywalking, why is the pedestrian in the road?” Some of them are not understanding once a pedestrian is in a marked crosswalk the driver has to yield.”
Best Foot Forward is trying out low-cost engineering like signs and road markings-- but the coalition is also interested in something called the Rectangular Rapid Flashing Beacon.
It’s a small box mounted on a pole at a crosswalk. When activated, a bright LED light flashes towards the eyes of approaching drivers, signaling them to stop. In St. Petersburg, on the other side of the state, these beacons have helped cut the pedestrian accident rate in half over the last ten years.
Pedestrian advocate Bill Carpenter thinks these beacons could help in Orlando, but he says changing drivers attitudes is a long term project. “I’d hate to venture a guess, but it’s going to take longer than six or 12 months. It’s going to take a lot.”
The Florida Department of Transportation is also engaged around the state trying to make the roads safer and it’s rolling out a pedestrian awareness campaign focusing on ten counties with high pedestrian crash rates. In the meantime, Best Foot Forward hopes its early success will eventually translate into fewer pedestrians winding up in hospital.
Wednesday, February 06, 2013
By Kate Hinds
The Upper West Side's 'bike lane to nowhere' will finally go somewhere.
After lengthy debate -- not to mention two months of committee meetings -- Manhattan's Community Board 7 voted Tuesday night in favor of a extending the Columbus Avenue bike lane from 59th Street up to 110th Street.
The lane, which currently stretches from 77th to 96th streets, is the only protected on-street bike lane in the neighborhood. The extension will connect it to another protected lane running south of 59th Street down Ninth Avenue, as well as bring the city's bike network north to the fringes of Harlem.
The vote came after four hours of debate and public testimony. One of the sticking points for many board members was how the lane will traverse the so-called "bow tie" around Lincoln Square, where Broadway and Columbus intersect (map). Some board members wanted to defer the vote until the city's Department of Transportation came up with additional safety amenities for that segment, and several amendments to the board's resolution were proposed. (TN will have the text when it is made available.)
But at the end of the night, the board voted 26 to 11 (with one abstention) in support of the full lane, with calls for ongoing dialogue with the DOT about its implementation.
The evening had its moments of levity. When debate opened, one board member raised his hand and said that he had a couple of questions about "the second amendment."
"Oh, I thought you were talking about gun control," Andrew Albert, the co-chair of the transportation committee, said dryly. The room broke up.
On Wednesday, DOT commissioner Janette Sadik-Khan sent an email expressing her satisfaction with the board's vote. "The community’s ringing support will swing an even safer Columbus Avenue into high gear,” she said. “This project started with the community and Columbus is now a safer street with 100% of storefronts occupied. Residents, businesses and the entire community have seen that this project works.”
The DOT says construction of the bike lane extension will begin this summer and should take two months to complete.