Tag Archives: Walking in Cities

Peter Wohlwend, Walkability and Windsor Way

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I have found that it is not city administration, policy and budgets that create great communities, but the concepts and ideas of the communities themselves. When planners talk about a three-legged stool of place making and the importance of policy, plan and then  community engagement, I have always seen it a bit differently. I think it is important to profoundly listen to what the neighb0urhood is saying, synthesize those concepts, work together, and co-create innovative work that CAN be the foundation for policy. In every instance where I have followed those principles, enhanced walkability and extraordinary examples of placemaking resulted, and city policy has been  modified to embrace these demonstration projects as innovative models.

I first met Peter Wohlwend and his wife Midori Oba about 15 years ago, on Windsor Street in Vancouver’s east side. Windsor Street for its 40 blocks in Kensington Cedar-Cottage was a street used for prostitution and traffic short-cutting, and had its share of on-street car racing. Despite the fact the street connected  three schools and  four parks, people did not walk on the street, leaving it anonymous for the drug and prostitution trade.

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Peter and Midori’s house was in the middle of the drug trade opposite Dickens Elementary School. Peter had done a bold thing-he placed a bench outside of his house next to the public sidewalk. What he found extraordinary was that it was not the drug dealers and prostitutes using the bench.  The users included the  elderly couples that now walked to the grocery store and rested on the bench on their way home, or the parents waiting for the children to come out of the school across the street. The bench was the catalyst for local neighbours to stay on the street, and view the street as a place of respite.

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Peter had another idea. In front of every house along Windsor Street was a large city boulevard that Peter felt was perfect for garden planting. Such planting would provide a buffer between the curb and the sidewalk, and could be a conversational catalyst to focus the community on improving the street. By calling this initiative a “demonstration project” and mounding up  composted recycled green waste  soil above the level of the current soil, new plantings did not interfere with city services below the ground.

Neighbours along Windsor Street had massive “dig in-dig out” parties where dump trucks of composted recycled  green waste soil  moved to newly prepared boulevard gardens. Windsor Street was closed in sections for these dig in parties, where barbeques were wrangled chuckwagon style in the middle of the street for the celebratory hot dogs. Despite the fact that many of the people on Windsor Street did not speak a common language, Peter always said that “Everyone spoke the language of plants”.

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Peter was right. In a short space of time over forty boulevard gardens were built on Windsor Street, and people started to walk on the street. The drug use and prostitution moved off the street as it became a place that was too public for those trades. The Windsor Street community successfully bid for a public art grant, and artist Karen Kazmer installed 20 unique aluminum banners on Windsor Street hydro poles, depicting the hands and activities of Windsor Street residents.

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Peter and Midori received the Greater Vancouver  Good Neighbour Award from the Greater Vancouver Neighbourhood House Association for their temerity and vision in steering  this massive piece of work.  Peter and Midori also started up the multicultural festival that was held every spring on the Kingsway Triangle. For many of the local merchants, it was the first time they met the locals in a celebratory way. Of course this also further deepened relationships between the commercial areas and the surrounding residents.

Windsor Street has been named in the best gardened block awards from the Vancouver Garden Club. And the success of blooming boulevards in tying together Windsor Street as a contiguous, walkable street facilitated the street becoming a bikeway with further traffic calming measures.  The Blooming Boulevard guidelines are now on the City of Vancouver’s website, and gardening the city boulevard is permissible in any single family area in Vancouver.

Peter Wohlwend passed away on May 29 of this year. His funerary card contains the famous Margaret Mead quote: “Never doubt that a small group of thoughtful, committed citizens can change the world…indeed it’s the only thing that ever has”.

Peter’s coaching and advice made me a better planner and a better citizen, and I talk about his work in my TEDx talk on the Transformative Power of Walking. He will be greatly missed by many.

 

The Crossing That Can Kill You

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The Globe and Mail has weighed in  with an article titled “Fatal Crossings” analyzing five years of data to ascertain why and how 163 pedestrians have died in the City of Toronto in the last five years. By the author Victor Biro’s calculations, that means that in Toronto on average  one pedestrian is hit on the street by a vehicle every four hours. It also means that a pedestrian on average  dies from a vehicular crash every ten days.

Just as Price Tags reported in the article entitled The Big Toll Paid by Vulnerable Road Users published on May 31st, the way people  are killed on the roads is a major public health issue. That is why the Chief Medical Officer of British Columbia, Dr. Perry Kendall has written a report Where the Rubber Meets The Road: Reducing the Impact of Motor Vehicle Crashes on Health and Well-being in British Columbia, addressing the deaths of 280 people a year and the maiming of 79,000 others on roads in this Province.

As Dr. Kendall states, this is a health emergency. His report and his advice, which included lowering speed limits were dismissed by authorities like the Canadian Automobile Association, which were interviewed  for their reaction. However evidence clearly proves that the survivability for a pedestrian or cyclist hit at 30 kilometers per hour is 80 per cent, while the survivability for a pedestrian or cyclist hit at 50 kilometers per hour is 10 per cent.  Somehow the intransigence of the car lobby is more important than that of the vulnerable road user who is also sustainably participating in active transportation.

The Kendall report cites the human factors contributing to fatal crashes as speed, distraction and impairment.  Toronto, which is preparing a road-safety plan realizes “that protecting pedestrians will require a fundamental shift in mindset, one that challenges the car culture and the unspoken attitude that traffic fatalities are an unavoidable reality of urban living”.

And there you have it. The Globe and Mail noted that a significant proportion of pedestrians killed were over 65. They were hit by a larger vehicle. They were typically crossing an arterial road. And not surprisingly in the suburbs and at a location without a traffic signal or cross walk. At either 30 kilometers an hour or 50 kilometers an hour, seniors are three to four times more likely to die than a younger person.

Reporter Victor Biro admonishes Toronto for “focusing its efforts at spots that have proved dangerous, a reactive approach that effectively means that pedestrians have to die or be seriously injured before drivers will be made to slow down”.  The warrant system  used in the City of Vancouver is similar. Provincial funding  for intersections is made available based upon the accident and mortality rates garnered  from the provincial Insurance Corporation of B.C. (ICBC) statistics.  As in the case where a family of four were hit by a vehicle in an intersection in Surrey earlier this year, an intersection is not deemed suitable for  a safety upgrade until the human toll has been paid.

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With an aging population, many of whom  will be walking instead of driving, moving more slowly and with impaired hearing and sight, road safety is paramount. In Toronto 24 per cent of the population will be senior by 2041. There is an argument that enhancing walkability means universal accessibility for all, and enhances active transportation. In the same manner as creating separated bike lanes for those eight to eighty years, we should be enhancing safe, comfortable walking facilities for those six to 106. Their lives depend upon that.

 

The Big Toll Paid By Vulnerable Road Users

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There has been press about the important ramifications of reducing vehicular speed in cities and places to 30 kilometers per hour (km/h)  from 50 km/h. Studies show that vulnerable road users-those folks biking or walking without the metal frame of a vehicle to protect them-can better survive car crashes at those speeds. Pedestrians and cyclists have a 10% risk of dying in a vehicle crash at 30 km/h. That risk increases to 80% being hit by a vehicle at 50 km/h.

Dr. Perry Kendall, British Columbia’s  Chief Medical Officer has released his  Annual Report entitled “Where the Rubber Meets the Road” which identifies motor vehicle collisions as a significant threat to the health of people in this province. Although the motor vehicle collision fatality rate has declined from 18.4 deaths per 100,000 population in 1996 to 6.2 deaths per 100,000 in 2012, British Columbia has a high rate of deaths, as well as a high rate of collisions causing serious injuries-444.5 major injuries per 100,000 population. That translates into 280 people being killed on roads annually, with another 79,000 seriously injured.

The human factors contributing to fatal crashes are speed (35.7%) , distraction (28.6%) and impairment (20.4%). It is troubling that for vulnerable road users, the rates of crashes and serious injuries has been increasing, from 38.7 % of crashes resulting in serious injuries  in 2007 to  45.7 % of  crashes resulting in serious injuries in 2009.

The Medical Health Officer’s report is comprehensive and points out the current challenges broken down by region. The report cites road design, distraction and speed as three major contributors that can be addressed, and recommended lowering speed limits to 30 km/h in cities. Not surprisingly, Minister of Transportation Todd Stone has put the kibosh on lower speed limits, citing that this was something  he has not heard about from local municipalities, and that such a change needed strong support. You would think when the Province is also paying for health care that they would be mindful on how to keep vulnerable road users as safe as possible with minimal investment. Slower road speeds in municipalities could prevent serious injuries and deaths to pedestrians and cyclists.

 

 

 

 

The Elephant in The Yard-Point Grey Road

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The owners of residences on the north side of Vancouver’s Point Grey Road have some of the most spectacular  views of English Bay and the North Shore mountains, unfettered by public walkways between their properties and the ocean. The City of Vancouver used to have a policy to purchase land along the north side of this street, so that all Vancouverites could enjoy the magnificent views. The intent was to eventually provide access to the beach, which is public in Vancouver.  Margaret Pigott Park is one example of a north side of Point Grey Road private property that was purchased for public use.

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While the bikeway portion of the Seaside Greenway has been developed along Point Grey Road, the news for walkers has not been as positive. The city sidewalks on the north side of Point Grey Road are often squished beside the curb, with private landscaping from the large houses encroaching on the city boulevard, making the sidewalk feel even narrower. Most of this private landscaping encroachment consists of hedging and trees.

And then came the elephant. Yes, there was an elephant sculpture installed in the front yard of a house on Point Grey Road’s north side. The property owners fenced the elephant in with a handsome black wrought iron fence that encroached on city owned boulevard land right up to the sidewalk.

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In other parts of the city, this does not seem to happen. There is a public understanding that the city owns the land that is called the public boulevard, and that this strip of land extends on both sides of the sidewalk. The location of the water service in front of Vancouver properties is an indication of where the City’s land ownership ends and the private homeowner’s property begins.

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Jeff Lee’s article in the Vancouver Sun describes how homeowners on the north side of Point Grey Road are upset with the city’s plans to upgrade the sidewalk as part of a 6.4 million dollar project completing the seawall walkway. This upgrade will mean the city is taking back city land usurped by private hedges and fences to make a sidewalk wide and comfortable, like the rest of the seawall walkway. There will be a 1.2 meter strip between the homeowner’s front yard and the start of the sidewalk.

The City’s plans were originally to place a seawall walk right beside the ocean, in front of the Point Grey houses. This was nixed by the residents, as well as by environmental concerns.

The Point Grey residents held a rally on Sunday protesting the installation of the sidewalk, claiming it was an example of bad fiscal spending and citing the challenges residents would have in exiting their properties in vehicles with walkers and cyclists on the city street.

But here’s the point-taking back this strip of city owned land and putting it in public use for walkers is not about today, it is about tomorrow. Anywhere else in the city I would argue we would have dealt with this landscape encroachment on a popular walking street years ago. It would have made sense to have implemented this wider sidewalk at the time of the adoption of the expansion of the Seaside Greenway. The  properties along Point Grey Road benefited from a huge real estate lift the moment this street was designated.  That was the time to negotiate the return of the public boulevard for the safety, comfort and convenience of  walkers, people pushing strollers, and wheelchair users.

Hopefully future generations of Vancouverites can vision the Seaside Greenway as a stroll, not just a bike ride. How we deal with these issues today by following established city policy and protocol shapes the public realm, our public spaces, and our future place. There will be no more elephant in that yard.

 

Japan Uses Local Convenience Stores to Aid Seniors “aging in place”.

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Those 7-11 corner convenience stores are a staple in North American cities and in Japan. Mimi Kirk in City Lab notes that the Japanese convenience stores provide the same items as North American ones-with one exception-

“convenience stores in Japan offer services that make them hubs of their communities. Customers can pay a utility bill, buy concert tickets, or make copies at a 7-Eleven or a similar retailer like Lawson or FamilyMart. In the aftermath of the 2011 earthquake and tsunami, convenience stores even set up emergency support centers and sent employees to aid survivors, among other good deeds.”

As Japan’s seniors population ages, the stores have become street corner mini community centres with healthier food, home food delivery and  “seating areas so that older customers can gather to socialize and practice their karaoke skills.”

Elder friendly services are increasing with 100 new locations in apartment complexes offering these services as well as room cleaning, clothes mending and dealing with maintenance problems in apartments.

Ryota Takemoto, a researcher with an institute focusing on Japan’s real estate sector states “We must prevent [the elderly] from losing their access to a convenience store so that we can use convenience store networks…as an economic and social infrastructure where aging is advancing fast.”

It’s an interesting adaptive innovation that may find credence here as we encourage more seniors to age in place in their own communities.

Toronto and those Count Down Pedestrian Signals

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Toronto’s Metro News has written about Countdown Pedestrian Signals . In Ontario its against the Highway Traffic Act to start crossing the street if the hand on the signal  is flashing. Of course people being human will dash across the street, or be too slow or infirm to make the crossing within the designated time. It is what happens.

In Toronto  there has been a horrifying spate of pedestrian and cyclist deaths in the past few years. Every four days a pedestrian is hit by a car. Every ten days a pedestrian dies. Since 2011 163 pedestrians have died. There has been a real call for enhanced road design, increasing visibility of intersections, slowing cars down to 30 kph and driver behaviour campaigns. Not much has happened-yet. Toronto has suggested working towards a 20 per cent reduction in pedestrian deaths in ten years, which means that the other 80 per cent – 400 pedestrian deaths and 3,000 serious injuries-will be acceptable.

Toronto’s latest  answer has been to do an “enforcement blitz” to remind pedestrians they can not cross the street when the hand on the signal is flashing. While Toronto is harassing pedestrians  New York City scrapped the countdown law altogether last monthframing it as a matter of life and death.

Nearly every day, someone is injured or killed crossing our streets and it is past time we update our laws to adequately protect pedestrians,” said New York’s Public Advocate, Letitia James, after city council unanimously approved the change. “This common sense legislation will ensure that countdown clocks accurately portray the time pedestrians have to cross our streets,” James added. Pedestrians in the Big Apple are now allowed to start crossing during the countdown, until the ‘don’t walk’ signal appears.

New York City sees as part of their Vision Zero for pedestrian deaths that they are going to allow pedestrians to cross the street, and that drivers making turns into crosswalks must yield the right of way to the pedestrian every time-even if the orange hand signal has already started flashing”.  New York has figured out that not everyone walks at the fast pace indicated by the countdown signals, and is giving disabled, elderly, and others the legal right to safely cross the street until the countdown ends.

With this law, New York City takes a big step toward earning its reputation as a “walking city,” and many traffic crashes will surely be avoided.  Toronto? No answer yet.

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30 Kilometer Zones Reduce Pedestrian Accidents, Injury

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Some municipal transportation staff  believe that lower speed limits do not in fact slow vehicles, making it safer for pedestrians and cyclists to also share the street. In Edmonton new lower speed signage around schools HAS slowed traffic.

As reported in the Edmonton Metro News last Friday in areas around schools subject to new  30 km an hour zones, there has been a marked decrease in car accidents with pedestrians and cyclists. There is also some handy information about stopping distances on the City’s website, as well as some very sobering statistics:

  • Children aged 5 to 14 years are at the greatest risk for pedestrian-related deaths
  • Children aged 10 to 14 years have the highest incidence of pedestrian-related injuries 
  • The most common action that results in injury or death of a child is crossing at an intersection

In Edmonton twelve school zones had new pedestrian crossing lights, freshly painted sidewalks, reader boards indicating drivers’ speed, and reflective stop sign poles implemented.

Collisions causing injuries to cyclists and pedestrians fell by more than 70 per cent from an average of seven before the change was implemented in 2014 to just two during the school year in 2015.

This is all part of Edmonton’s Vision Zero strategy to stop road deaths and injuries within the city. Some residents are now asking for the 30 km/h to be extended throughout the neighbourhoods.

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Designing or Ticketing Our Way to Safer Streets?

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Fastcoexist.com weighs in on something we all think about: is the way to stop vehicular crashes a design one? Should we be insisting that engineers design better roads? The answer is yes, by slimming vehicle lanes down,  factored in with the magical ingredient of slower speeds.

Slower cars means safer roads, and while adding speed cameras and reducing speed limits can help, nothing beats a design that stops drivers from speeding in the first place. Also, slower cars mean less injury in the case of a collision, but again, avoiding the collision to begin with is even better.

Alon Levy, writing for Pedestrian Observations, makes the argument for better infrastructure. One of the main causes of accidents is driver fatigue and sleepiness, which is in turn caused in large part by monotony. “It is better to design roads to have more frequent stimuli: trees, sidewalks with pedestrians, commercial development, [and] residential development,” writes Levy. Another trick is to make lanes narrower. Drivers speed up in wider lanes, and they’re also pedestrian-hostile, making it harder to cross streets safely. Narrowing them helps in both cases, and could create more space at the side of the road for bigger sidewalks or wider bike lanes.

Levy cites Sweden as a good example of road redistribution. In Stockholm, the few arterial roadways in the city have “seen changes giving away space from cars to public transit and pedestrians.” Many roads only have one lane in each direction for cars, with other lanes given over to pedestrians, buses, and bikes. Levy also covers “setbacks,” the wasted land in front of a building that sets it back from the road. Some U.S. zoning laws mandate these setbacks, and these should be repealed, for a more pedestrian-friendly space.

The article also discusses the use of bollards to cut off residential streets used by short cutting commuter traffic, which also allows cyclists and pedestrians better and safer use of the street. But these changes require knowledgeable politicians and citizen resolve-those decisions require a political will that is often too weak in the face of bullying from car drivers. Design may be more important than enforcement, then, but it’s strong politics that will make those changes.

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35,000 People Died. That’s the Population of Penticton B.C.

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Did you know that 35,092 Americans died on roads last year. They were drivers, pedestrians and cyclists. They all had families. They didn’t think they would be dead.  A population of 35,092 is similar to the population of Penticton, Powell River, or Prince Albert. It is a lot of people.

Tree Hugger author Lloyd Alter notes the contradiction of the unfortunate and strange policies in the City of Toronto, “where the mayor wants to reduce congestion and speed traffic up, while at the same time, reducing the carnage on the road that killed or injured a thousand people since June, and which can mainly be done by slowing traffic down”.

It’s absolutely clear that vehicles and their movement have precedence over vulnerable road users, those pedestrians and cyclists. “Especially troubling, this national data shows that the most vulnerable road users – people walking and biking, statistically more likely to be old or very young, poor, or of color – are, each year, an increasingly larger proportion of traffic fatalities. These fatalities, and the more than 2.4 million serious and life-altering injuries that happen annually on U.S. streets, are statistically predictable and preventable through better street design and reduced vehicle speeds”.

There is actually a paradox right now-while cars equipped with airbags and seat belts have been saving the lives of folks driving them, the environment for pedestrians and cyclists has really not improved in the same way. Vehicles are getting better, and are becoming mobile living rooms, with video players and distractions. It is suggested that this increased distraction coupled with busier roads is the reason that American pedestrian deaths were up 10 percent last year, the biggest increase ever.

We know that road speed can mean the difference between life and death for a vulnerable pedestrian or cyclist. NACTO (National Association of City Transportation Officials) “have proven that better street design, coupled with smarter, automated speed enforcement, is the best way to increase safety and save lives on U.S. roads. In Seattle, shortening pedestrian crossing distances on Nickerson Street reduced crashes by 23% and brought excessive speeding down from 38% to less than 2%”

Redesigning our streets is absolutely key, because car drivers drive at the speed the road is designed for. Anyone driving Highway 17 out to Langley can attest that no one is driving the posted 80 kilometers per hour on that stretch. And there are many arterial roads in Metro Vancouver  where drivers are speeding above the posted speed limit.

Sure we can lower speed limits, but we need to couple that with road design and enforcement. Sweden has led the way with the Vision Zero program. The Medical Health Officer of British Columbia’s Annual Report this year, Where the Rubber Meets the Road calling for lower speed limits and better road design to halt the 280 deaths and 79,000 injuries resulting from annual vehicle crashes. As Lloyd Alter notes, we can’t wait for driverless car technology to save us. We need to start this conversation now.

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Road Violence-Toronto’s Fatal Domain

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In the Fall of 2016 there was some  nasty positioning happening in the City of Toronto between advocates of motordom having full advantage of Toronto streets and the rights for vulnerable road users to also have a somewhat equitable share of the street. Toronto has demonstrated a  weak approach to vulnerable street user policy instead of steadfastly championing the right of citizens to be safe on the streets. Thirty-eight pedestrians and cyclists have died in Toronto this year. Shockingly eight have died this month. That is two people a week dying on Toronto streets in October.

The fatalities are largely people over 65 years of age who are hit by a larger vehicle. They are usually walking across an arterial road in the suburbs, and usually at a location without a crosswalk or traffic signal. You can also think of this as one vulnerable road user dying per 68,421 people. (A quick note, Vancouver is worse, with one pedestrian dying per 54,727 people).

The City’s response, instead of universally lowering speed (which is proven to reduce mortality and injury) or  re-examining road design or  regulating driver behaviour has been to focus on the visibility of pedestrians. And that reports the Globe and Mail has a lot of people really upset.

“Enough is enough, we have to end fatalities and serious injuries on our roads,” said David Stark, whose wife was killed when a vehicle mounted the east-end sidewalk where she was standing.The group – Friends & Families for Safe Streets – officially launched Tuesday at City Hall. It is spearheaded by people such as Mr. Stark, all of whom have lost a family member or close friend in a road collision.

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In the early days of motordom, car crashes were termed “road violence” – a term that echoes protests from the early decades of motoring, when fatal collisions sparked outrage against “death drivers.”  “The gravity of the harm calls for actions,” said Yu Li, whose close friend was killed while cycling. “And the term of road violence will have that effect of bringing this to the conscience of everybody, that these are not accidents. These are preventable and these are tragedies with grave consequences.”

The group is calling for the city to go beyond the road safety plan announced this summer. That plan was slammed for its timidity when unveiled and was later beefed up. But critics say it continues to focus too much on small fixes and not enough on cultural change. A drop to the default speed limit – a key tactic in some cities – was not among the measures included.

I’ve been back four times to Ontario this year and the behaviour of vehicle drivers to vulnerable road users is markedly different. In Vancouver, most motorists yield to pedestrians and cyclists. That is just not the case in Ontario’s major city.

Being visible whether you are a pedestrian or a bicyclist is so important, and can be so challenging. The most dangerous time for pedestrians is in the autumn and winter, with Ontario statistics showing that over 40 per cent of serious injuries and 42 per cent of pedestrian fatalities occur at that time. (2010, Ontario Road Safety Annual Report). But wearing reflective clothing is a personal choice that a pedestrian or cyclist makes to be visible to vehicles. It does not condone speed, driver behaviour, or bad road design.

In Finland, every child going to school must wear three pieces of reflective items on their clothes and their backpack.  The safety reflector was developed in Finland in 1960, and it is the law that pedestrians wear reflective clothing and reflectors in the dark.   Indeed, wearing reflectors and reflective clothing is completely accepted as daily wear in Scandinavia. That part of the world also has the lowest incidence of pedestrian accidents.

A similar program in Great Britain reduced pedestrian deaths with children by 51 per cent. Studies show that wearing a reflector increases the visibility of pedestrians from 25-30 meters to 140 meters, increasing the reaction time from two seconds to ten seconds  for a car being driven at posted  municipal speeds of 50 kilometers an hour. That is eight seconds more for a  driver to react, and for a pedestrian to survive.

Sure reflectivity of pedestrians will enable vehicle users to see vulnerable road users. But reflectivity is not the sole response. A vigorous and truthful campaign to slow speeds, address problem streets and intersections, address driver behaviour and regulate is key. Toronto needs to step up to the 21st century. These tragic deaths on Toronto streets should be the tipping point. But will it be enough to change policy and attitude?

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