Tag Archives: busy lives

What Are the Obstacles to Making Our Streets Safer?

 

By Dom Nozzi

July 1, 2016

There have been a great many traffic injuries and deaths in the Boulder area in recent weeks. This is a terrible tragedy and tracks what is happening nationally. If we are to call ourselves a civilized society, there are effective things we must do to make our streets safer.

A very large percentage of neighborhood streets in Boulder (and the region) are excessively wide, which induces excessive driving speeds and dangerously inattentive driving. Boulder needs to redesign many of these streets if there is to be any chance of making the city street system anywhere near safe. Good tactics are the common and effective traffic calming measures which narrow the street (yet still allow acceptable emergency vehicle response times), including the use of slow streets, give-way streets, and shared streets. low-speed-streetEach of those designs deliver slow design speeds which are crucial for neighborhood safety and quality of life. A quick, easy and low-cost way to create slower, more attentive neighborhood streets is to allow and encourage a lot more on-street car parking, in addition to bulb-outs, traffic circles and chicanes. Slow speed neighborhood streets not only dramatically improve neighborhood quality of life and safety. They also effectively promote more walking, bicycling and sociable neighborhood interactions.

An extremely common suggestion to address dangerous speeding is to lower speed limits. But mounting signs with lower speed limits, as traffic engineers know, is highly ineffective unless we also redesign the street. The typical motor vehicle speeds are generated by the design speed of the street rather than speed limit signs (which are so commonly disregarded that many derisively call them “suggested” speed limits). It is also unfair to the motorist to install a speed limit sign that is far below the street design speed. When the street design strongly encourages motorists to drive at higher speeds than the speed limit, a large number of speeding violations and tickets result.

I have been a bicycle commuter in a great many cities in the US, and in my opinion, the state highways in Boulder (in particular, Broadway, Canyon, and 28th St) are among the most hostile, deadly state roads I have ever bicycled or walked. The state highways in Boulder are death traps not only for bicyclists, pedestrians, and transit users, but also motorists. Those streets (and their huge intersections) are too big and therefore too high speed to be located within a city. It is important to note that city health is promoted with slow speeds, so these state highways are undermining the quality of life in Boulder.

The fierce opposition to the Folsom Street reconfiguration project in 2015, as well as opposition to other safety and quality of life street redesign measures such as the traffic calming program in the 1990s, suggests that many in the Boulder population are not ready to accept enactment of street designs which effectively improve street safety and quality of life.

Even in Boulder, it is nearly impossible for the vast majority to travel anywhere without a car. American cities (including Boulder) are designed so that regular, safe, convenient travel by bicycle, walking, or transit is out of the question for almost all of us (mostly because roads are too big and distances are too large). That means, inevitably, that large numbers of people are obligated to drive a car even though it is too dangerous for them to do so. They have had too much to drink. Or they are angry or emotionally upset. They are distracted or exhausted by their multi-tasking, busy lives. Or their driving skills are questionable due to age or poor eyesight or other factors. In a society where nearly all trips must be made by motor vehicle, this problem is large and unavoidable.

It is incumbent on us, therefore, to design our streets and communities to be more compact and slower in speed. Otherwise, dangerous streets and unacceptably high numbers road crashes will always be a part of our lives.

 

 

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Filed under Bicycling, Road Diet, Transportation, Walking

What is Causing the Fierce Opposition to Right Sizing Folsom?

By Dom Nozzi

In my opinion, there are three things that are primarily creating the extreme opposition to right-sizing Folsom Street in Boulder, Colorado.

40 people without blk text

  1. When people travel inside huge metal boxes, they inevitably are slowed down on roads, even if there are only a few other metal boxes out there (because the boxes take up so much space). The result is that pretty much every time a person drives a car, they are frustrated by being slowed down, so for their city to deliberately slow them down even MORE is an outrage!
  2. The local newspaper has spun this project to make it seem like there are only trivial, inappropriate reasons to do the right-sizing: slightly widen existing bike lanes, and FORCING EVERYONE to stop driving and start biking. This spin understandably provokes rage, as the benefits seem minor and only benefits a tiny number of people. But doing so ignores the many other benefits: far fewer crashes and near misses, far less speeding, calmer traffic, less air emissions, better environment for businesses and homes, safer for walking, discretionary car trips are reduced, and more space for beautifying the street. The newspaper also runs a steady drumbeat of letters by folks who are SCREAMING about the catastrophic, 24/7 gridlock (I have been on the street all days of the week and all hours of the day and have seen no real congestion). The result is that many who read the letters are convinced that there IS 24/7 gridlock and therefore conclude that the project is an utter failure (and state they are no longer driving the road to patronize businesses).
  3. We lead extremely busy lives these days, so losing even 30 seconds on the road is utterly unacceptable.

In Boulder, I have learned that nearly everyone (including those who should know better) has made the tragic mistake of equating free flowing car travel and easy parking with quality of life. That helps explain why opposition to density and tall buildings is so severe here (such development will crowd streets and parking, which therefore is a degradation of our quality of life).

Forgotten, of course, are the many awful impacts of happy driving and happy parking. Happy driving delivers more sprawl, higher taxes, more strip commercial “sellscapes,” more injuries and deaths, reduced travel by walking or bicycling or transit, less affordability, more air pollution due to more of us driving, more huge parking lots and huge intersections and huge roads, and more noise pollution.

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Filed under Bicycling, Road Diet, Sprawl, Suburbia, Transportation, Walking