Tuesday, November 4, 2008
Cars Drive Through A2 Crosswalks with Impunity: WATCH VIDEO
Today we emailed Ann Arbor's City Attorney to get his legal opinion on whether the people in this video have the right-of-way according to Ann Arbor law. Three cars drive through the intersection while the men are walking through the crosswalk at Seventh St. at Washington.
Clearly, the City's pedestrian right-of-way ordinance needs to be re-written to match something similar to what the City of Boulder has. Pedestrians should be given absolute right-of-way. Anything less gives only the illusion of safety. Only absolute right-of-way creates the peace of mind which allows for walkable streets and a sustainable community.
Friday, October 10, 2008
Boulder, CO Gives Absolute Right of Way to Pedestrians
Letter to City Councilman Mike Anglin
Mike: Thanks for forwarding this issue to the City Attorney. This should be taken up as soon as possible. If there is a conflict with state law, then council needs to take this up with our state representatives promptly.
Here is the ordinance from Boulder, CO. It is simple and straight forward. There is no ambiguity. Last night I met with a mom who is visiting here from Boulder. She was shocked when cars would not stop when she was trying to cross Seventh last night. She went into detail about how safe she felt as a pedestrian in Boulder. Our current ordinance is, quite frankly, shameful.
Boulder Revised Code
7-4-23 Yield to Pedestrian Required.Go to the top
A driver shall yield the right-of-way to every pedestrian on a sidewalk or approaching or within a crosswalk.4
(Ordinance Nos. 5241 (1989); 5920 (1997)) http://www.colocode.com/boulder2/chapter7-4.htm
For further reference, please read the California Driver Handbook section regarding pedestrian safety below. Drivers must stop for pedestrians. No ambiguity. It's now part of the culture in every town in California to stop before a pedestrian enters a cross walk. Further, cars are ticketed for stopping at a signal if the driver stops within a crosswalk, regardless of whether a pedestrian is currently crossing or attempting to cross. No stopping in cross walks - period.
CALIFORNIA DRIVERS HANDBOOK
Pedestrians
Pedestrian safety is a serious issue. One in six traffic fatalities is a pedestrian. Drive cautiously when pedestrians are near because they may cross your path.
A pedestrian is a person on foot or who uses a conveyance such as roller skates, skateboards, etc., other than a bicycle. A pedestrian can also be a person with a disability on a tricycle or quadricycle or in a wheelchair.
* Respect the right-of-way of pedestrians. Always stop for any pedestrian crossing at corners or other crosswalks, even if the crosswalk is in the middle of the block, and at corners with or without traffic lights, whether or not the crosswalks are marked by painted lines.
* Do not pass a car from behind that has stopped at a crosswalk. A pedestrian you can't see may be crossing.
* Do not drive on a sidewalk, except to cross it at a driveway or alley. When crossing, yield to any pedestrian.
* Do not stop in a crosswalk. You will place pedestrians in danger.
* Remember—if a pedestrian makes eye contact with you, he or she is ready to cross the street. Yield to the pedestrian.
* Allow older pedestrians more time to cross the street.
* Important: Blind pedestrians rely on the sound of your vehicle to remain aware of their surroundings, so it is important that you stop your vehicle within 5 feet of the crosswalk. Drivers of hybrid or electric vehicles need to remain especially aware of this, as the lack of engine noise may lead a blind pedestrian to assume that there is not a car nearby. Follow cues: When a blind person pulls in his/her cane and steps away from the intersection, this gesture usually means for you to go. Additional information regarding pedestrians who are blind can be found on page 40.
Crosswalks
A crosswalk is that part of the roadway where the sidewalk lines would extend across the street and it is set aside for pedestrian traffic. Every intersection has a pedestrian crosswalk whether or not there are painted lines on the street. Most crosswalks are at corners but they can also be in the middle of the block. Before turning a corner, watch for people about to cross the street. Pedestrians have the right of way in crosswalks, even if the crosswalk is in the middle of the block.
Crosswalks are often marked with white lines. Yellow crosswalk lines may be painted at school crossings. Most often, crosswalks in residential areas are not marked.
Some crosswalks have flashing lights to warn you that pedestrians may be crossing. Look for pedestrians and be prepared to stop, whether or not the lights are flashing.
Mike: Thanks for forwarding this issue to the City Attorney. This should be taken up as soon as possible. If there is a conflict with state law, then council needs to take this up with our state representatives promptly.
Here is the ordinance from Boulder, CO. It is simple and straight forward. There is no ambiguity. Last night I met with a mom who is visiting here from Boulder. She was shocked when cars would not stop when she was trying to cross Seventh last night. She went into detail about how safe she felt as a pedestrian in Boulder. Our current ordinance is, quite frankly, shameful.
Boulder Revised Code
7-4-23 Yield to Pedestrian Required.Go to the top
A driver shall yield the right-of-way to every pedestrian on a sidewalk or approaching or within a crosswalk.4
(Ordinance Nos. 5241 (1989); 5920 (1997)) http://www.colocode.com/boulder2/chapter7-4.htm
For further reference, please read the California Driver Handbook section regarding pedestrian safety below. Drivers must stop for pedestrians. No ambiguity. It's now part of the culture in every town in California to stop before a pedestrian enters a cross walk. Further, cars are ticketed for stopping at a signal if the driver stops within a crosswalk, regardless of whether a pedestrian is currently crossing or attempting to cross. No stopping in cross walks - period.
CALIFORNIA DRIVERS HANDBOOK
Pedestrians
Pedestrian safety is a serious issue. One in six traffic fatalities is a pedestrian. Drive cautiously when pedestrians are near because they may cross your path.
A pedestrian is a person on foot or who uses a conveyance such as roller skates, skateboards, etc., other than a bicycle. A pedestrian can also be a person with a disability on a tricycle or quadricycle or in a wheelchair.
* Respect the right-of-way of pedestrians. Always stop for any pedestrian crossing at corners or other crosswalks, even if the crosswalk is in the middle of the block, and at corners with or without traffic lights, whether or not the crosswalks are marked by painted lines.
* Do not pass a car from behind that has stopped at a crosswalk. A pedestrian you can't see may be crossing.
* Do not drive on a sidewalk, except to cross it at a driveway or alley. When crossing, yield to any pedestrian.
* Do not stop in a crosswalk. You will place pedestrians in danger.
* Remember—if a pedestrian makes eye contact with you, he or she is ready to cross the street. Yield to the pedestrian.
* Allow older pedestrians more time to cross the street.
* Important: Blind pedestrians rely on the sound of your vehicle to remain aware of their surroundings, so it is important that you stop your vehicle within 5 feet of the crosswalk. Drivers of hybrid or electric vehicles need to remain especially aware of this, as the lack of engine noise may lead a blind pedestrian to assume that there is not a car nearby. Follow cues: When a blind person pulls in his/her cane and steps away from the intersection, this gesture usually means for you to go. Additional information regarding pedestrians who are blind can be found on page 40.
Crosswalks
A crosswalk is that part of the roadway where the sidewalk lines would extend across the street and it is set aside for pedestrian traffic. Every intersection has a pedestrian crosswalk whether or not there are painted lines on the street. Most crosswalks are at corners but they can also be in the middle of the block. Before turning a corner, watch for people about to cross the street. Pedestrians have the right of way in crosswalks, even if the crosswalk is in the middle of the block.
Crosswalks are often marked with white lines. Yellow crosswalk lines may be painted at school crossings. Most often, crosswalks in residential areas are not marked.
Some crosswalks have flashing lights to warn you that pedestrians may be crossing. Look for pedestrians and be prepared to stop, whether or not the lights are flashing.
Wednesday, October 8, 2008
Ann Arbor's New Pedestrian Right of Way Ordinance
BBelow is the new pedestrian right of way ordinance I received from the Mayor. After sharing this with our neighbors it appears we need a new ordinance. If you read the ordinance carefully, the pedestrian doesn't actually have the right of way.
In plain English, vehicles are allowed through a crosswalk while a mother and baby are in the crosswalk as long as the vehicle is not about to hit them. It is also so poorly worded and vague that it would be impossible for a person waiting to enter a crosswalk to understand when they have the right of way.
Furthermore, how would an 8 year old child interpret this?
Like ordinances in many other towns, this should be very simple: Vehicles should be required to yield the complete right of way to a pedestrian attempting to cross the street. In California, drivers are ticketed for failing to stop when a pedestrian is waiting to enter the roadway. It's that simple. Anything less creates a false sense of safety where the pedestrian is forced to hope and pray that the driver will actually yield or stop.
If pedestrians are not sure whether an oncoming vehicle is going to stop, they don't step in front of the car. This creates a negative feedback. The rolling car makes the pedestrian unsure. The pedestrian doesn't step into the crosswalk. The driver continues through the crosswalk. Pedestrians still don't feel safe.
The ordinance must be revised.
-------
TRAFFIC (PEDESTRIAN RIGHT OF WAY IN MARKED CROSSWALKS)
ORDINANCE TO AMEND SECTION 10:148 OF CHAPTER 126 (TRAFFIC) OF TITLE X OF THE CODE OF THE CITY OF ANN ARBOR.
The City of Ann Arbor Ordains:
Section 1. That Section 10:148 of Chapter 126 of Title X of the Code of the City of Ann Arbor be amended to read as follows
10:148. Pedestrians crossing streets.
(a) No pedestrian shall cross a street at a location other than at a crosswalk into which vehicle traffic is then restricted by a traffic control device unless such crossing may be done safely and without interfering with motor vehicle and bicycle traffic on that street.
(b) No operator of a motor vehicle or bicycle shall interfere with pedestrian or bicycle traffic in a crosswalk into which vehicle traffic is then restricted by a traffic control device.
(c) When traffic-control signals are not in place or are not in operation, the driver of a vehicle shall yield the right-of-way, slowing down or stopping if need be to so yield, to a pedestrian crossing the roadway within a crosswalk when the pedestrian is on the half of the roadway on which the vehicle is traveling or when the pedestrian is approaching so closely from the opposite half of the roadway as to be in danger, but a pedestrian shall not suddenly leave a curb or other place of safety and walk or run into a path of a vehicle that is so close that it is impossible for the driver to yield.
Section 2. That this Ordinance shall take effect on the tenth day following legal publication.
CERTIFICATION
I hereby certify that the Council of the City of Ann Arbor, Michigan, adopted the foregoing ordinance at its regular session of May 5, 2008.
In plain English, vehicles are allowed through a crosswalk while a mother and baby are in the crosswalk as long as the vehicle is not about to hit them. It is also so poorly worded and vague that it would be impossible for a person waiting to enter a crosswalk to understand when they have the right of way.
Furthermore, how would an 8 year old child interpret this?
Like ordinances in many other towns, this should be very simple: Vehicles should be required to yield the complete right of way to a pedestrian attempting to cross the street. In California, drivers are ticketed for failing to stop when a pedestrian is waiting to enter the roadway. It's that simple. Anything less creates a false sense of safety where the pedestrian is forced to hope and pray that the driver will actually yield or stop.
If pedestrians are not sure whether an oncoming vehicle is going to stop, they don't step in front of the car. This creates a negative feedback. The rolling car makes the pedestrian unsure. The pedestrian doesn't step into the crosswalk. The driver continues through the crosswalk. Pedestrians still don't feel safe.
The ordinance must be revised.
-------
TRAFFIC (PEDESTRIAN RIGHT OF WAY IN MARKED CROSSWALKS)
ORDINANCE TO AMEND SECTION 10:148 OF CHAPTER 126 (TRAFFIC) OF TITLE X OF THE CODE OF THE CITY OF ANN ARBOR.
The City of Ann Arbor Ordains:
Section 1. That Section 10:148 of Chapter 126 of Title X of the Code of the City of Ann Arbor be amended to read as follows
10:148. Pedestrians crossing streets.
(a) No pedestrian shall cross a street at a location other than at a crosswalk into which vehicle traffic is then restricted by a traffic control device unless such crossing may be done safely and without interfering with motor vehicle and bicycle traffic on that street.
(b) No operator of a motor vehicle or bicycle shall interfere with pedestrian or bicycle traffic in a crosswalk into which vehicle traffic is then restricted by a traffic control device.
(c) When traffic-control signals are not in place or are not in operation, the driver of a vehicle shall yield the right-of-way, slowing down or stopping if need be to so yield, to a pedestrian crossing the roadway within a crosswalk when the pedestrian is on the half of the roadway on which the vehicle is traveling or when the pedestrian is approaching so closely from the opposite half of the roadway as to be in danger, but a pedestrian shall not suddenly leave a curb or other place of safety and walk or run into a path of a vehicle that is so close that it is impossible for the driver to yield.
Section 2. That this Ordinance shall take effect on the tenth day following legal publication.
CERTIFICATION
I hereby certify that the Council of the City of Ann Arbor, Michigan, adopted the foregoing ordinance at its regular session of May 5, 2008.
At 40mph You Need 300ft to Avoid Killing a Child
Slowing Down Traffic
Wide high-speed streets can create a barrier to walking to school. This is the type of condition that should not occur along a child’s route to school.
High-speed motor vehicles pose a serious threat to the safety of children who are crossing streets. One of the biggest challenges in providing children with safe walking and bicycling routes to school involves slowing down traffic.
Slower motor vehicle speeds allow drivers to stop in a shorter distance and reduce the chance of injuring a pedestrian or bicyclist. A motor vehicle traveling on a level surface at a rate of 40 mph will need nearly 300 feet between the vehicle and the child to stop in time to avoid a collision. This distance is reduced to approximately 197 feet for a vehicle traveling at 30 mph, 112 feet for a vehicle traveling at 20 mph and 77 feet for a vehicle traveling at 15 mph.
Pedestrian crash severity is also much lower at low motor vehicle speeds. If a pedestrian is struck by a motor vehicle traveling at 40 mph there is an 85 percent likelihood that the pedestrian will be killed. This percentage drops to 45 percent at 30 mph and 5 percent at 20 mph. Thus, slowing motor vehicle speeds not only reduces the chance of a crash due to the shorter stopping distance that is required, but it also reduces the chance of a pedestrian fatality or serious injury.
The relationship between pedestrian injury severity and motor vehicle impact speeds.
Which street has lower speeds? The street on the bottom with trees, on-street parking and a narrower pavement width will naturally result in slower driver speeds.
When slowing or "calming" traffic, the right design invites the right driver response. The guiding principle of traffic calming is to influence driver speeds and behavior through good design whenever possible, rather than by traffic control measures such as traffic signals and STOP signs.
There are many design and engineering tools that can be used to slow down traffic and make it safer for children to walk and bicycle to school including:
* Mini-roundabouts and Narrow Lanes.
* Chokers and Chicanes.
* Speed Humps.
* Raised Pedestrian Crosswalks.
* Neighborhood Traffic Circles.
* Reduced Corner Radii.
* Speed Sensitive Signals.
Wide high-speed streets can create a barrier to walking to school. This is the type of condition that should not occur along a child’s route to school.
High-speed motor vehicles pose a serious threat to the safety of children who are crossing streets. One of the biggest challenges in providing children with safe walking and bicycling routes to school involves slowing down traffic.
Slower motor vehicle speeds allow drivers to stop in a shorter distance and reduce the chance of injuring a pedestrian or bicyclist. A motor vehicle traveling on a level surface at a rate of 40 mph will need nearly 300 feet between the vehicle and the child to stop in time to avoid a collision. This distance is reduced to approximately 197 feet for a vehicle traveling at 30 mph, 112 feet for a vehicle traveling at 20 mph and 77 feet for a vehicle traveling at 15 mph.
Pedestrian crash severity is also much lower at low motor vehicle speeds. If a pedestrian is struck by a motor vehicle traveling at 40 mph there is an 85 percent likelihood that the pedestrian will be killed. This percentage drops to 45 percent at 30 mph and 5 percent at 20 mph. Thus, slowing motor vehicle speeds not only reduces the chance of a crash due to the shorter stopping distance that is required, but it also reduces the chance of a pedestrian fatality or serious injury.
The relationship between pedestrian injury severity and motor vehicle impact speeds.
Which street has lower speeds? The street on the bottom with trees, on-street parking and a narrower pavement width will naturally result in slower driver speeds.
When slowing or "calming" traffic, the right design invites the right driver response. The guiding principle of traffic calming is to influence driver speeds and behavior through good design whenever possible, rather than by traffic control measures such as traffic signals and STOP signs.
There are many design and engineering tools that can be used to slow down traffic and make it safer for children to walk and bicycle to school including:
* Mini-roundabouts and Narrow Lanes.
* Chokers and Chicanes.
* Speed Humps.
* Raised Pedestrian Crosswalks.
* Neighborhood Traffic Circles.
* Reduced Corner Radii.
* Speed Sensitive Signals.
Mayor Offers More Enforcement on 7th . . . It's a start
Email from Mayor Hiefje
I have already asked staff the pertinent questions and requested further enforcement.
I have been an advocate for lower speeds for years but it has been an uphill battle. The position of the State Police is that our limits are too low and based on their data a group of citizens who want to enforce the 80% standard all over town are threatening to sue the city. I will continue to swim upstream on this issue.
In regard to the minimum and maximum speeds allowed in the Traffic Calming Program; I was only attempting to relate the parameters as a place to start because you specifically asked about it. The program does have minimum and maximum limits but that does not mean there may not be a way to attack the problem on 7th outside of the traffic calming program. Still, we should look at the traffic counts and calming program as a place to start.
You have correctly identified two of the main problems we are trying to solve with the non-motorized effort. Commuters are a problem because they are much harder to reach than residents. The driving culture of Michigan is another. Seventy thousand people drive into Ann Arbor each day to work and they bring that culture with them. These drivers are negatively conditioned because in nearly every city in Michigan the pedestrian and cyclist are second class citizens. The city has been working with cycling and pedestrian advocates/activists to come up with a plan to solve these problems. If you have the time, I invite you to join the Alt Transportation Group.
Thank you for bringing the traffic problems on 7th to my attention.
John
I have already asked staff the pertinent questions and requested further enforcement.
I have been an advocate for lower speeds for years but it has been an uphill battle. The position of the State Police is that our limits are too low and based on their data a group of citizens who want to enforce the 80% standard all over town are threatening to sue the city. I will continue to swim upstream on this issue.
In regard to the minimum and maximum speeds allowed in the Traffic Calming Program; I was only attempting to relate the parameters as a place to start because you specifically asked about it. The program does have minimum and maximum limits but that does not mean there may not be a way to attack the problem on 7th outside of the traffic calming program. Still, we should look at the traffic counts and calming program as a place to start.
You have correctly identified two of the main problems we are trying to solve with the non-motorized effort. Commuters are a problem because they are much harder to reach than residents. The driving culture of Michigan is another. Seventy thousand people drive into Ann Arbor each day to work and they bring that culture with them. These drivers are negatively conditioned because in nearly every city in Michigan the pedestrian and cyclist are second class citizens. The city has been working with cycling and pedestrian advocates/activists to come up with a plan to solve these problems. If you have the time, I invite you to join the Alt Transportation Group.
Thank you for bringing the traffic problems on 7th to my attention.
John
Tuesday, October 7, 2008
Letter from Mayor Hiefje and Response from Resident
Hi Matt:
I will have the recent cross walk ordinance change sent to you.
There is a packet available for pick up at the clerk’s office that contains instructions on the traffic calming process and how streets are judged to qualify. There are a minimum and maximum numbers of cars that figure into the qualifications.
I don’t know the traffic count on 7th but my guess is that it may have too many cars to qualify for calming. Our engineers may have a recent count but if not, it could be redone. I will find out what they know.
I don’t know the original plan for 7th but I would guess it evolved into what it is long ago. My earliest memories of 7th come from when I used to live on Princeton as a kid in the late 1950’s and early 60’s. It was already a major connector.
The City’s traffic calming program is based on national models, what has worked and has not worked in other places but we made it a little easier to qualify than some other programs.
If you give me the cross streets on 7th that you are concerned with, I can ask for increased speed limit enforcement. It usually helps in the short term.
Thanks for writing.
John Hieftje
RESPONSE
John: Thanks so much for your quick reply and mutual concern.
I'm not sure there are any safe crosswalks on 7th. But, the worst is perhaps 7th at Washington. We have never seen any traffic enforcement. However, we regularly see auto accidents at that intersection (and hear squealing tires and near misses on a daily basis) . It is only a matter of time before one of these accidents involves a pedestrian or a cyclist.
Increased traffic enforcement would be a good start. Drivers also need to be educated about the pedestrian right of ways. Cities like Portland, Santa Monica, Sarasota, Orlando, all have a culture of pedestrian right-of-way. We share the experience with others who have newly arrived from the west coast who have nearly been rear-ended when we stop for pedestrians.
Children from the Slauson often attempt to cross down by Waterworks Park - where there is no cross walk (but should be). Kelly and I watched from our porch as one girl tripped in front of an oncoming - speeding - car. Our hearts sank - the car screeched - but no one was hurt . . . this time. The road dips and traffic routinely travels well above the speed limit as the cars come down the hill from Huron and Liberty. There is no stop sign or stop signal at Washington and 7th. Vehicles should - but rarely ever do - stop for pedestrians. Not the other way around.
The other day I watch a pregnant woman and her toddler in a stroller unable to cross the street and having to run back to the curb as traffic sped through the cross walk. It's astonishing. I travel around the country where cars stop dead in their tracks to allow pedestrians on the sidewalk to enter a cross walk.
The culture in Ann Arbor must be changed if we are going to have a truly walkable, bikeable and sustainable community. It should be part of Step 1 in the sustainability process: restore priority to pedestrians, bikes and public transportation.
The history of how 7th became a through-fare is irrelevant to the 80 year old woman or any pedestrian who fears for their life as they cross any part of 7th. The fact are these: it is a 100% residential street. If there are issues with the law . . . then the law will need to be changed. But, leaving it as is would not be acceptable for the residents of the OWS and would not be in-sync with our sustainabiltiy goals.
It also makes no sense that there are "too many cars" for calming. "Too many cars" is exactly the reason for calming.
I was recently working in Portland, OR for over a week. There are streets with far great traffic than 7th which have very effective calming. First, cars stop for pedestrians - always - no exceptions. Second, every intersection has a mini-traffic circle which reduces speed to 15 mph. Third, the speed limit is 25 mph and is strictly enforced. Not surprisingly, driving is down, walking and biking are rising rapidly. Everyone is happier with the changes.
I will have the recent cross walk ordinance change sent to you.
There is a packet available for pick up at the clerk’s office that contains instructions on the traffic calming process and how streets are judged to qualify. There are a minimum and maximum numbers of cars that figure into the qualifications.
I don’t know the traffic count on 7th but my guess is that it may have too many cars to qualify for calming. Our engineers may have a recent count but if not, it could be redone. I will find out what they know.
I don’t know the original plan for 7th but I would guess it evolved into what it is long ago. My earliest memories of 7th come from when I used to live on Princeton as a kid in the late 1950’s and early 60’s. It was already a major connector.
The City’s traffic calming program is based on national models, what has worked and has not worked in other places but we made it a little easier to qualify than some other programs.
If you give me the cross streets on 7th that you are concerned with, I can ask for increased speed limit enforcement. It usually helps in the short term.
Thanks for writing.
John Hieftje
RESPONSE
John: Thanks so much for your quick reply and mutual concern.
I'm not sure there are any safe crosswalks on 7th. But, the worst is perhaps 7th at Washington. We have never seen any traffic enforcement. However, we regularly see auto accidents at that intersection (and hear squealing tires and near misses on a daily basis) . It is only a matter of time before one of these accidents involves a pedestrian or a cyclist.
Increased traffic enforcement would be a good start. Drivers also need to be educated about the pedestrian right of ways. Cities like Portland, Santa Monica, Sarasota, Orlando, all have a culture of pedestrian right-of-way. We share the experience with others who have newly arrived from the west coast who have nearly been rear-ended when we stop for pedestrians.
Children from the Slauson often attempt to cross down by Waterworks Park - where there is no cross walk (but should be). Kelly and I watched from our porch as one girl tripped in front of an oncoming - speeding - car. Our hearts sank - the car screeched - but no one was hurt . . . this time. The road dips and traffic routinely travels well above the speed limit as the cars come down the hill from Huron and Liberty. There is no stop sign or stop signal at Washington and 7th. Vehicles should - but rarely ever do - stop for pedestrians. Not the other way around.
The other day I watch a pregnant woman and her toddler in a stroller unable to cross the street and having to run back to the curb as traffic sped through the cross walk. It's astonishing. I travel around the country where cars stop dead in their tracks to allow pedestrians on the sidewalk to enter a cross walk.
The culture in Ann Arbor must be changed if we are going to have a truly walkable, bikeable and sustainable community. It should be part of Step 1 in the sustainability process: restore priority to pedestrians, bikes and public transportation.
The history of how 7th became a through-fare is irrelevant to the 80 year old woman or any pedestrian who fears for their life as they cross any part of 7th. The fact are these: it is a 100% residential street. If there are issues with the law . . . then the law will need to be changed. But, leaving it as is would not be acceptable for the residents of the OWS and would not be in-sync with our sustainabiltiy goals.
It also makes no sense that there are "too many cars" for calming. "Too many cars" is exactly the reason for calming.
I was recently working in Portland, OR for over a week. There are streets with far great traffic than 7th which have very effective calming. First, cars stop for pedestrians - always - no exceptions. Second, every intersection has a mini-traffic circle which reduces speed to 15 mph. Third, the speed limit is 25 mph and is strictly enforced. Not surprisingly, driving is down, walking and biking are rising rapidly. Everyone is happier with the changes.
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Will we wait for pedestrians to die before we take action?
