S.O.S. - Safety on Seventh

"STOP & YIELD": Ann Arbor's New Pedestrian Law is the Strongest in Nation

2010-07-22T07:30:00.000-07:00

via: Ann Arbor Chronicle

Thanks to Councilman Carsten Hohnke, Mayor Hiefje and the WBWC, Ann Arbor has a new pedestrian ordinance!

It is modeled after a Boulder, CO ordinance that has been successfully used for 21 years. But, Ann Arbor added unambiguous language requiring motorists to stop and yield to pedestrians. This gives Ann Arbor the strongest legal protection for pedestrians in the nation.

The old ordinance required pedestrians to physically walk in front of a vehicle in order to claim the right-of-way. The new ordinance removes the negotiation between walkers and motorizing rapidly moving steel and brings balance between the rights of drivers and pedestrians.

Before the change, it read:

[Old Language] 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) 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.

The ordinance revision provides greater protection for pedestrians approaching crosswalks. The revision requires motorists to yield the right-of-way to pedestrians not just in crosswalks, but also approaching them. Previous language was stricken, which limited the requirement on motorists to yield only to pedestrians in the half of the roadway on which the vehicle is traveling.

In the course of deliberations, the “yield” language was strengthened to include “stop.” Additional language amended at the council table is in italics.

[New Language] 10:148. Pedestrians crossing streets.
(a) When traffic-control signals are not in place or are not in operation, the driver of a vehicle shall stop and yield the right-of-way to every pedestrian approaching or within a crosswalk.
(b) 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.
(c) Every pedestrian crossing a roadway at any point other than within a marked crosswalk or within an unmarked crosswalk at an intersection shall yield the right-of-way to all vehicles upon the roadway.

Neighborhood Roundabouts Images & Design

2009-02-04T14:36:00.001-08:00

Landscaping Roundabouts

2009-02-02T06:57:00.000-08:00

Circular Logic: Roundabouts and Traffic Circles Are for More Than Just Calming Traffic. They're Also a Perfect Opportunity to Beautify the Neighborhood ? With the Right Plants, That Is.

Oct. 4--Here's a gardening challenge: You have a space to plant, in full sun, with exposure to wind, cold and pollution. There's no water. Nothing may grow too tall, but it's physically risky to weed and prune. And above all, it needs to be pretty -- to the dozens of people who see it every day, it symbolizes your neighborhood.

We're talking about the roundabout, and its smaller cousin, the traffic circle. As traffic-calming devices, they've been around Tacoma and surrounding communities since the 1980s, and since then, folks have realized what a challenge they pose to plants.

So if you have a circle that needs fixing, or might be getting one soon, read on.

Roundabouts and Older Drivers

2009-01-28T09:28:00.001-08:00

Typical circulating speeds in Clearwater's four one-lane roundabouts such as this one are 18 to 21 kph (11 to 13 mph), and typical approach speeds (measured at the crosswalks) are 23 to 26 kph (14 to 16 mph). Photo: Ken Sides, City of Clearwater, FL.

Of the many changes that come with age, the following are particularly relevant for drivers as they negotiate intersections: narrowing of the visual field and the area of visual attention; decreased visual sensitivity to motion; a decline in the abilities to filter out less important information and continuously refocus on what is the most critical information; a decline in the abilities to perform multiple tasks simultaneously and process information from multiple sources; a disproportional increase in perception- reaction time with increase in complexity of the driving situation; and loss of the head, neck, and trunk flexibility needed to rapidly scan an intersection.

In short, older drivers need more time to perceive and evaluate situations, more time to make decisions and take action, and simpler, narrower scenes to take in—all needs that are well served by the lower traffic speeds and less complex vehicle paths of roundabouts. Events play out more slowly at roundabouts, with ample time for all intersection users to anticipate and adjust to the movements of other vehicles and pedestrians. Vehicle/vehicle conflicts and vehicle/pedestrian conflicts are reduced by about three-quarters and two-thirds, respectively, in single-lane roundabouts, and to a somewhat lesser extent in multiple -lane roundabouts.

Roundabouts are less complicated than conventional intersections controlled by stop signs or traffic signals for several reasons: Traffic threats come from only one direction. Color-coded signal bulbs and ever-cycling phases normally are not used in roundabouts. And the approaching driver need only scan straight ahead for pedestrians and about 30 degrees to the left for slow-moving approaching circulating traffic. Above all, roundabouts eliminate the need to judge gaps in fast head-on opposing traffic. Because older persons are more fragile, crash severity is especially significant. Roundabouts, intrinsically by design, limit vehicle speeds on entry and in the circulating lane. Roundabouts also separate opposing vehicle paths, thereby virtually eliminating the most serious types of crashes that occur at conventional intersections: head-on, left-turn, T-bone, and red-light running. Crashes that do occur at roundabouts tend to be either rear-end crashes or else low-angle, low-energy merging crashes with low closing speeds of 8 to 16 kilometers per hour, kph (5 to 10 miles per hour, mph). Because kinetic energy increases exponentially with velocity, roundabout crashes dissipate far less energy than those severe crash types at conventional intersections: right angles with closing speeds of 56 to 89 kph (35 to 55 mph) or head-on crashes with closing speeds of 113 to 177 kph (70 to 110 mph).

According to ongoing studies from FHWA and the National Cooperative Highway Research Program, roundabout injury crashes are reduced about 75 percent and fatalities by 90 percent or more compared with those at conventional intersections.

—Ken Sides, City of Clearwater, FL

Clearwater, FL, has the highest proportion of population aged 65 or older of any U.S. city with populations of 100,000 or more. Clearwater has built five roundabouts and has seven currently in design and five more in the pipeline, for a total of seventeen. All but the first one were proposed by—and strongly supported by —residents.

About Mini-Traffic Circles (aka Neighborhood Traffic Circles or Mini-Roundabouts)

2009-01-23T05:51:00.000-08:00

Mini traffic circles are raised circular islands constructed in the center of residential or local street intersections. Mini cricles are a traffic calming intersection treatment employing yield control. They may also be used at uncontrolled junctions. Signs should be installed directing motorists to proceed to the right around the circle before turning right, passing through or making a left turn. Entering traffic yields to traffic in the circle and both entering and exiting vehicles should yield to pedestrians crossing the legs of the approaches to the intersection. Mini circles are commonly landscaped (often with a center tree and low-growing shrubs, flowers, or grasses). In some communities, the city may require the neighborhood to maintain the plantings. In locations where landscaping is infeasible, traffic circles can be made more aesthetically pleasing by using special paving materials.

The primary benefit to bicyclists is that, like roundabouts, mini circles slow traffic approaching the junctions by forcing motorists to maneuver counterclockwise around them. Mini circles also reduce the number of conflict points at intersections. Mini circles have been found to reduce motor vehicle crashes at the involved intersections by 90 percent or more in Seattle, WA. Mini circles may provide one of the largest safety benefits of all the traffic calming devices. Most impact studies suggest they have a nominal impact on traffic volumes, so the reduction in crashes is apparently not due to diverting traffic to other streets.

Mini circles must be properly designed with enough deflection to slow vehicles to provide safety benefits to bicyclists, pedestrians and motorists. Pedestrians with vision impairments will, however, find fewer cues to identify a gap to cross when traffic does not stop. Additionally, right-turning vehicles are not (stop) controlled at intersections with mini circles, potentially putting pedestrians at risk. Therefore, narrow curve radii should complement this treatment to discourage fast right-turn maneuvers. Adding splitter islands with pedestrian cuts to the legs of the intersection makes crossing easier for pedestrians, especially wheelchair users. Splitter islands also direct vehicles entering the intersection but require additional space.

The occasional larger vehicle going through an intersection with a traffic circle (e.g., a fire truck or moving van) can be accommodated by allowing these vehicles to make left turns in front of the circle or by creating a mountable curb in the outer portion of the circle.

Purpose
Manage traffic at intersections where volumes do not warrant a stop sign or a signal.
Reduce crash problems at the intersection of two local streets.
Reduce vehicle speeds at the intersection.

Considerations

Consider whether bicyclists may be "squeezed" in traffic circles by overtaking motor vehicles.

This type of problem is not likely on low-volume streets, but should be considered where vehicle and bicycle volumes are higher.

Keep the turning radii low to reduce turning speeds and improve pedestrian and bicyclist safety.

Larger vehicles that need access to streets (e.g., school buses and fire engines) may need to make left turns in front of the circle, or accommodation may be made with mountable curbs on the perimeter of the circle.

Use yield, not stop, controls.

Midblock speeds may not decline, or may even rise, if intersections and mini circles are widely spaced and no midblock traffic calming measures are introduced. Traffic circles are primarily used to manage traffic flow at intersections and reduce intersection speeds, but may be combined with other measures or frequent mini circles to achieve street-long traffic calming.
Pedestrians with vision impairments will find fewer cues to identify a gap to cross when traffic does not stop [Note: Which is another reason why Ann Arbor must change its pedestrian right-of-way ordinance to require motorists to yield to pedestrians attempting to cross the street. Pedestrians must have right-of-way in the entire cross walk].

Chickens in New York Cross Roads At Crosswalks

2009-01-14T10:41:00.000-08:00

New York State recently improved their pedestrian right of way law to give pedestrians right of way in the entire cross walk. Anything less than entire right of way creates an ambiguous situation for drivers and pedestrians and results in unsafe cross walks and increased pedestrian injury and death.

Watch New York State's new PSA on their new cross walk law.

New Yorks new law:

§1151. Pedestrians' right of way in crosswalks.

(a) When traffic-control signals are not in place or 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 on the roadway upon which the vehicle is traveling, except that any pedestrian crossing a roadway at a point where a pedestrian tunnel or overpass has been provided shall yield the right of way to all vehicles.

(b) No pedestrian shall suddenly leave a curb or other place of safety and walk or run into the path of a vehicle which is so close that it is impractical for the driver to yield.

(c) Whenever any vehicle is stopped at a marked crosswalk or at any unmarked crosswalk at an intersection to permit a pedestrian to cross the roadway, the driver of any other vehicle approaching from the rear shall not overtake and pass such stopped vehicle.

Watch Video of California Pedestrian Right of Way Law

2009-01-14T10:35:00.000-08:00

California law is straight forward and clear. Drivers must yield for pedestrians attempting to enter a cross walk. Watch this video now to see how new drivers are taught about the unambiguous rules to protect pedestrians.

Mini-Traffic Circles

2009-01-09T11:44:00.000-08:00

Mini-circles can be used on residential streets to slow vehicle speeds.

Mini-circles are raised circular islands constructed in the center of residential or minor street intersections (generally not intended for use where one or both streets are arterial streets). They reduce vehicle speeds by forcing motorists to maneuver around them. Mini-circles have been found to reduce motor vehicle crashes by an average of 90 percent in Seattle, WA (Seattle has over 700 mini-circles). Drivers making left turns are directed to go on the far side of the circle prior to making the turn. Signs should be installed directing motorists to proceed around the right side of the circle before passing through or making a left turn. Mini-circles are commonly landscaped (bushes, flowers, or grass), most often at locations where the neighborhood has agreed to maintain the plants. In locations where landscaping is not feasible, traffic circles can be enhanced through specific pavement materials.

Mini-circles are an intersection improvement as well as a traffic-calming device and can take the place of stop or yield signs. Many unwarranted four-way stop signs are installed because of the demand for action by the community.

Mini-circles must be properly designed to slow vehicles and benefit pedestrians and bicyclists. Right-turning vehicles are not controlled at an intersection with a mini-circle, potentially putting pedestrians and bicyclists at risk if not designed correctly.

Therefore, tight curb radii should complement this treatment to discourage high-speed right-turn maneuvers. The occasional larger vehicle going through an intersection with a traffic circle (e.g., a fire truck or moving van) can be accommodated by creating a mountable curb in the outer portion of the circle.
Purpose

* Manage traffic at intersections where volumes do not warrant a stop sign or a signal
* Reduce crash problems at the intersection of two local streets
* Reduce vehicle speeds at the intersection

Considerations

* Do not make generous allowances for motor vehicles by increasing the turning radii—this compromises pedestrian and bicyclist safety.
* Larger vehicles that need access to streets (e.g., school buses and fire engines) may need to make left-hand turns in front of the circle.
* Other traffic control is often not needed; however, if needed, use yield, not stop signs.
* Mini-circle landscaping should not impede the sight distance.
* Treat a series of intersections along a local street as part of a neighborhood traffic improvement program.

Estimated cost

The cost is approximately $6,000 for a landscaped traffic mini-circle on an asphalt street and about $8,000 to $12,000 for a landscaped mini-circle on a concrete street.

Cars Drive Through A2 Crosswalks with Impunity: WATCH VIDEO

2008-11-04T13:09:00.000-08:00

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.

Boulder, CO Gives Absolute Right of Way to Pedestrians

2008-10-10T08:12:00.001-07:00

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.

Ann Arbor's New Pedestrian Right of Way Ordinance

2008-10-08T12:54:00.000-07:00

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.

At 40mph You Need 300ft to Avoid Killing a Child

2008-10-08T07:39:00.000-07:00

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.

Mayor Offers More Enforcement on 7th . . . It's a start

2008-10-08T06:44:00.000-07:00

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

Letter from Mayor Hiefje and Response from Resident

2008-10-07T14:42:00.000-07:00

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.

Almost 3,000 Pedestrians Struck by Michigan Cars

2007-10-30T14:51:00.000-07:00

Don't let your child, family or friends become a statistic. The famous sidewalks of the Old West Side should be safe for walking. Pedestrians should not walk in fear.

• 2,727 pedestrians involved in motor vehicles crashes, with 141 pedestrians killed and 2,308 injured.
Children under 16 years of age accounted for 12 (16.4%) of the pedestrian deaths in 2004.
Adults over the age of 54 accounted for 41 (29.3%) of the pedestrian deaths in 2004.
(Source: Office of Highway Safety Planning).

Are you taking your life into your hands when crossing the street?

2007-10-30T13:35:00.000-07:00

Nationwide, there were 4,641 pedestrian fatalities in 2004, and 68,000 pedestrians injured in traffic crashes. On average, a pedestrian is killed in a traffic crash every 113 minutes and injured in a traffic crash every 8 minutes. Pedestrian deaths accounted for 12 percent of all traffic fatalities and four percent of all injuries in traffic crashes. In 2004, 725 bicyclists were killed and an additional 41,000 were injured in traffic crashes. On average, a bicyclist is killed every 12 hours and injured every 13 minutes in a traffic crash. Bicyclist deaths accounted for two percent of all traffic fatalities, and bicyclist made up one percent of all people injured in traffic crashes during the year. (Source: NHTSA – Traffic Safety Facts 2004 Data).

Goals

2007-10-30T06:49:00.000-07:00

SOS's goals:

* Change community attitudes to favor pedestrians and cyclists
* Increase walking and other pedestrian activity
* Preserve the pedestrian-friendly communities of Ann Arbor
* Advance the equitable use of transportation funds
* Reduce the risk to pedestrians and cyclists of injury and death

Seventh Street Circa 1917

2007-10-22T11:55:00.000-07:00