Tag Archives: Walking in Cities

Curbing Road Violence Against Pedestrians-Peter Ladner Weighs In

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For some reason, we’ve come to accept this road violence against pedestrians as part of the wallpaper of urban living – even as “walkable cities” are the holy grail of city planning everywhere.”

 Peter Ladner in his latest editorial in Business in Vancouver calls it for what it is: we have an epidemic of Road Violence in Vancouver. Peter states in his editorial:  “Never mind calling back Mayor Gregor Robertson from Mexico to clear our icy sidewalks. We should be asking him to stay home in January and protect seniors from being killed by cars. Vancouver is the pedestrian death capital of Canada, and January is peak month for pedestrian deaths in B.C. – expect more than seven.

Based on five-year averages, 61% of those killed will be 50 or older. Our pedestrian death rate is twice that of Toronto, where one pedestrian is injured every four hours, and 44 pedestrians were killed in 2016. In last October alone, 10 pedestrians died in five Lower Mainland municipalities. There were as many pedestrians slaughtered by cars in the city of Vancouver (11) last year as there were murder victims.

My son was walking to work across a marked intersection at Pender and Jervis, on a green light, at 7:30 on an October morning two years ago when a car knocked him to the ground. He is still suffering from the concussion he incurred. The driver stopped and leaned out the window to ask if he was all right, then drove off. It turns out his situation is typical: according to a BC Coroners Service report, 40% of pedestrians killed in Greater Vancouver were struck at intersections and in crosswalks and two-thirds were crossing while the light was green. It might also be the case that many of the pedestrians who got hit were, like him, wearing dark clothing. In some Nordic countries the widespread use of reflective clothing has greatly reduced road violence.

But it’s too simple to blame pedestrians. I remember the first time I saw the 30 km/h zone painted boldly on Hastings Street around Main – the most dangerous pedestrian intersection in the Lower Mainland. My first reaction was: “Why should I slow down because impaired people choose to lurch into oncoming cars?” Then I sobered up and reframed the question: “Why should saving a few seconds of driving be more important than killing someone?”

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Peter notes that when some European countries adopted laws where vulnerable road users, not road drivers were assumed to be innocent, injury and fatality rates dropped by 70 per cent. HUB cycling recommends a 30 km/h speed limit on non arterial streets-the survival of a pedestrian crashed into at 30 km/h  is 90 per cent at that speed, and only 15 to 20 per cent at 50 km/h. 

Peter points out that it is the Province-Minister of Transportation Todd Stone-who could implement this and who “is not interested. Nor is he interested in photo radar and red-light cameras. Research in Europe found there were 42% fewer serious injuries and fatalities where photo radar and cameras were installed.”  Minister Stone dismissed this as a “tax grab”. Peter suggests this is the same as saying Seniors are expendable if it gets me votes from car drivers who want the freedom to kill them by breaking the law and letting ICBC pick up the bills.”

Getting to zero pedestrian fatalities needs ” lower speed limits, safer intersection design, better pedestrian signals, tougher enforcement to stop speeding and distracted driving (none of us should be taking calls from people while we’re driving), more reflective clothing, cyclists using lights and more. But mostly it means getting serious about this ongoing car violence against mostly seniors, in every neighbourhood, especially in January. “

 

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“Some Element of Driver Distraction” responsible for Road Violence

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On the south side of the Fraser River,  Delta Chief of Police Neil Dubord is well-known for his community policing approach, and for the motto of the Delta Police Force-“No Call Too Small”.  There have been devastating  fatalities from road violence in Delta. In Tsawwassen with a population of  just over 20,000  two separate fatalities of elderly pedestrians occurred on the commercial  well-lit, well used 56th Street. Both of these pedestrians were lawfully crossing with the walk signal in well-lit intersections. Both of these pedestrians were mowed down by vehicles making left turns through the crosswalk.

In reviewing the road violence in Delta, the Chief noted that Delta with an overall population of 100,000 people had seven fatal motor vehicle accidents, with eight deaths. As the Chief says “Eight people, young and old, mothers and fathers, sisters and brothers, whose lives were cut short. The ripple effect of these accidents in our community and within the Delta Police Department is felt for a long time.”

In accident investigation the Police looks at ” road design, weather conditions, impairment, distraction, speed … Our traffic investigators look for root causes in order to focus our prevention efforts on three things: engineering, education and enforcement.” But here is what is profoundly heartbreaking:  The Chief reports that “The common thread in the fatal accidents in 2016 was not about road design or engineering; each one had some element of speed and/or distraction. And, most importantly, they were all preventable.”

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Delta is a community that many people drive through to get somewhere. Highways 91, 99, 17, the George Massey Tunnel, the Alex Fraser Bridge, Tsawwassen Mills and the ferry terminal all impact on our community…Enforcement can sometimes give the police a bad rap. Some people see speed traps and think police should be out doing real police work. For those of us that have had to do death notifications, I can tell you that road safety is as real as it gets. And unfortunately, enforcement only carries us so far. There comes a point where all drivers and pedestrians must take responsibility and help.”

Speed reduction, influencing driver behaviour (distraction) and  designing roads to slow cars  are the three key elements to reducing road violence. I have also suggested that pedestrians take the European approach and wear some type of reflectivity walking in our low light winter evenings as a further preventative precaution. Why? Because until the speed reductions, road design and driver behaviour changes happen it is one more  way  vulnerable road user can be safer-visible  for drivers that are going too fast and  not paying attention.    Motordom dominance of our streets must change.

Reducing speeds neighbourhood wide to 30 km/h area wide would  mean that 90 per cent of vulnerable road users would survive a crash. Delta has the opportunity to do this, making streets without sidewalks safer for all road users, without the cost of expensive infrastructure. We know that driver behaviour and marked inattention must be addressed. We must make road violence a repulsive act, and sentence it appropriately for what it is doing-needlessly maiming and killing the most vulnerable.

For 2017, Chief Dubord says “This leads me to my challenge to you: together, let’s make Delta’s roads the safest in B.C. Put away the distractions, slow down, dress appropriately and pay attention to your surroundings. And hold your family and friends accountable to this too. As a part of the Delta Police Strategic Plan, we have a goal of zero fatal motor vehicle accidents. As we complete the last year of our current plan, I want to accomplish this. With your help, we will.”

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“Road Violence” Killing Pedestrians, and Why Slower Speeds Are Crucial

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Patrick Brown is a Toronto based criminal injury lawyer-and he was recently on CBC Radio’s Ontario Today discussing something we at Price Tags have pondered-Where the heck is the criminal  sentencing and consequences when at fault drivers maim and kill pedestrians and cyclists?

Mr. Brown maintains that in Ontario “special status” has been given to drivers, meaning that it is circumstantial whether causing a fatality is a crime.  “Certainly if there’s drinking involved or if there’s an individual in a hit and run or there’s racing and I would also consider distracted driving a crime and that means there was intent to do a behavior that was reckless and careless and resulted in loss of a life”.

But what happens with drivers that say that their gas pedal gets stuck, or other excuses? There’s a responsibility when you’re driving the car that you don’t act recklessly, that you make sure that your sandal does not get caught in the accelerator and that you prevent your vehicle from crossing lanes and killing someone. We have to have a system that reacts to these situations in a different manner than we’re presently watching. Erica Stark was standing on a sidewalk when the car went up over the curb and killed her. The response to that by our system was a $1,000 fine.”

Road violence is surprising in that the maiming and killing of vulnerable road users does not have serious consequences for the driver. Mr. Brown notes that he has seen instances where a seriously injured pedestrian is given a jaywalking ticket while the car driver responsible for the injuries is never charged. But, under Ontario law, if a crosswalk is more than 100 metres away, a pedestrian can legally cross a road. “That’s the systemic type of outlook that happens at times in relation to drivers and pedestrians. “

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Patrick Brown sees speed reduction as absolutely necessary— “speed kills and is the number one factor in these pedestrians getting hit and killed and it would make a significant difference if we reduced the speed limits. And most importantly, vulnerable road user laws — these have already been passed in at least 10 of the states down south, and these laws say that if you hit a pedestrian, a cyclist, somebody using a mobility aid, anybody who’s vulnerable, doesn’t have that protection of airbags and collapsible steering wheels, that you’re going to be subject to added penalties on top of what you’re already going to face.”

After practicing this area of law for 20 years, Brown says that there is  “a repetitive result,’ where individuals who are clearly negligent, careless and reckless and kill and seriously injure people” have been given a slap on the wrist.”  This needs to change, and it needs to change now. In Oregon, hitting a vulnerable road user results in a licence suspension, a mandatory driving course and up to 200 hours of community service, and a fine or jail. Mr. Brown maintains  “A $500 fine to an individual may mean nothing, It’s like going out for dinner for a night. The fine is less than the dent in the car. But you actually make them proactively have to do something and reflect on their conduct, then you’re sending a message out of deterrence to all society — you have to pay particular attention when you’re near these individuals”.

In the 21st century it is time for us to treat road violence as a crime, require mandatory slowing of speeds neighbourhood wide, and deter driver inattention and behaviour. How do we ensure that all road users can safely and sustainably use our roads and streets?

Accessibility Audits Provide for Universal Walkability

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The Rick Hansen Foundation has announced an Accessibility Certification Program providing accessibility audits to ensure barrier-free experiences for people with mobility, vision and hearing disabilities. These standards also make it as easy as possible for people with walkers and young families with strollers to use buildings, public streets, walkways and parks.

The Rick Hansen Foundation (RHF) has developed RHF Accessibility Certification, an inclusive design and accessibility rating system. Similar to Leadership in Energy and Environmental Design (LEED), it measures and rates accessibility features. According to a recent survey conducted by Angus Reid Institute, 88% of Canadians consider a LEED-style rating program for universal accessibility to be worthwhile.

Trained RHF Access Assistants are currently conducting free beta accessibility reviews and rating buildings throughout Metro Vancouver and the greater Victoria-Colwood area. The first phase of pilot testing of the new RHF Accessibility Certification is underway until June 2017.

To learn more about this innovative pilot and how you can help make your communities accessible for everyone, contact Karen Marzocco, Project Manager at kmarzocco@rickhansen.com, or visit www.rickhansen.com/Our-Work/Accessibility-Certification-Program.

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Walking and Benches-Good for Everyone’s Bottom Line

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In my TEDx Talk  on the Transformative Power of Walking I noted the importance of benches in making places for people to be sociable, feel accepted on the street, and to people watch, a very important human activity. I also cited a study completed by  New York City’s Department of Transportation that showed that placing benches outside retail stores increased sales volumes by 14 per cent at the adjacent storefronts.

BBC’s Katie Shepherd examines an encouraging trend in North America where municipalities are now encouraging the placement of benches as a welcoming gesture outside of stores. Such actions by individual shop keepers often is the first step (no pun intended) to how to create a more coherent and customer friendly commercial area.

“American cities have an excess of roadway space,” says Anastasia Loukaitou-Sideris, an urban planning professor at the University of California, Los Angeles. The street seats movement aims to reclaim some of that road for the pedestrian” by making public space active and vibrant.

“In Washington, DC, the annual Park(ing) Day celebration, in which businesses and community organisers build temporary parks in metered parking spots, inspired a program to allow permanent parklets to be installed in approved spots along the District’s streets. Inside these new parklets, businesses put out benches and chairs for their customers and the public to use whenever tired feet need a rest.” New York City has two established programs encouraging public seating for transit riders and pedestrians, especially the elderly. In a program called “CityBench” the Department of Transportation reimburses businesses for public bench installation. Over 1,500 benches have been added by storekeepers so far. And, as in the case of New York City, taking out a parking lane of City Street for benches improves businesses’ bottom line.

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“Portland runs a “street seat” programme that has inspired eclectic designs – from benches that look like giant lawn chairs to seats that double as planters reminiscent of grassy hillsides. “Community engagement, that’s what made them really popular and really fun,” said Leah Treat, director for the Portland Bureau of Transportation.”

Where is Metro Vancouver’s program supportive of increased seating in commercial areas? Is this something that can be themed or provide a whimsical gesture to the street? Seniors say we don’t have enough benches for the elderly in the commercial areas.  Would this be a good place to start?

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Why Cities and Walking Go Hand In Hand

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When I visit a new city I always inquire at a hotel or information booth for a walking route that will help me understand the place. I love walking in cities. It is a way to understand the rhythm of the place, to find out what is important and valued by the locals, and a chance to see how urban life fits in to the framework of a city’s grid.

Asking for directions for a walking route that best captures a city can create quizzical looks. In Cincinnati the walking route suggested to me crossed over the Ohio River into Covington Kentucky, went through cattle stockyards, and next to a stadium. I later found out that the Ohio River meant the difference between slavery and freedom for African-Americans, and how thousands of people escaped across the river, some to eventual freedom, some who were returned, and some that were killed. I found a piece of history that is just now being interpreted and accepted, and I had the honour of understanding that place by walking to and through it.
In Barcelona I met a reporter for Radio Spain while walking through the neighbourhoods surrounding La Rambla, a tree-lined pedestrian mall full of families, public art and artists. We discussed how walking positively impacts health and sociability, and how public spaces feel somehow more adequate and fulfilled if there are people overlooking and walking through them. We visited a magnificent square tucked behind a cathedral, with soaring walls, defined boundaries, and an active collection of families hosting picnics. A few laneways in another direction was another square, also with a church on it, and an olive tree in the middle.

This was a place where school children had been killed during the time of Franco-the space still held that grief, despite the fact that there was no marker depicting what had happened. There was a collective hurriedness in the place, where people walked quickly through, the memory of the past still in the present.

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To really understand Manhattan, I walked from New York City’s City Hall in the south all the way northbound past Central Park and the Metropolitan Museum. I was able to walk through neighbourhoods I had studied, read and heard about, and marvel at the texture and complexity of this extraordinary urban place. The walk enabled me to mentally link together the string of pearls that made up neighbourhoods, streets, and places, engage with people on the street, discover some great places for bagels, and experience the brash and direct kindness and curiosity that New Yorkers are known for.

Urban walking is not only about the discovery of place. Walking allows me a deeper understanding of myself. As a city planner I realize that if we could organize our cities and places around walking and walkability, places where citizens can age in place can be created, with a delightful denseness and complexity that is sociable and engaging. Not everyone knows what a multi-use neighbourhood is-but to talk about communities and cities as urban and walkable describes an inviting social texture that everyone understands.

 

Easy effortless urban walking is the primary building block of a successful community. Great urban walking environments are also accessible for people pushing strollers or wheeling in wheelchairs.

By exploring cities by foot I now understand the importance of the connection to the sidewalk, the street, shops and services, and how we as humans crave that connection and liveliness. Quite simply, exploring cities by walking them has changed the way I think and how I work, by realizing the connection between planning, urban walking, and sociable spaces. I truly believe that the 21st century city will be about reclaiming cities and spaces for urban walking and vitality. My urban walks in cities around the world have shown me the richness of places that embrace walking, and why encouraging walkable environments in cities is quite simply the right thing to do.

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