Tag Archives: street design

115 traffic deaths and counting for Philadelphia in 2023

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The Bicycle Coalition has a grim but nicely done map and infographic of traffic deaths in Philadelphia. 115 and counting, including 52 pedestrians, 2 scooter riders, 11 motorcyclists, and 9 bicyclists (but I believe there was a 10th since these numbers were updated.) This is the worst in 24 years, according to the site.

Public opinion tends to blame the victims – pedestrians to some extent, and certainly bicyclists and scooter riders. Public opinion thinks motorcycles are just awesome, despite how deadly they clearly are. I see a trend of people riding motorcycles without helmets, which is just taking a huge risk with absolutely no reward to go along with it. Public opinion tends to blame the police to some extent for lack of enforcement. And last but not least, drivers tend to blame other drivers, because of course every driver considers themselves well above average.

As an engineer, I blame ignorant, incompetent street design first and foremost. I blame the engineers who are not up to date on best practices, ignorant bureaucrats who constrain them even if they are, and ignorant politicians who constrain the bureaucrats and engineers. On the latter, the outgoing Philadelphia mayoral administration at least has a Vision Zero program on the books, massive failure though it has been. The incoming mayor is not known to be a friend of safe streets, and is a proponent of the corrupt “councilmanic prerogative” system that allows ignorant politicians to overrule competent planning and design decisions in our city. The poster child for the latter, Kenyatta Johnson, is set to become the leader of our city council, by most reports.

So I am keeping my hopes and expectations under control. If in some parallel universe the incoming mayor asked my opinion, I would advise her to bring in new management for our streets department (I have no personal knowledge or experience with our current streets department leadership, except to note that they have failed to design safe streets, maintain streets, or pick up garbage and recycling as effectively as other cities.) I would ask that new management to at least bring our street design standards up to the safest level our state transportation department allows. I would ask that new management to put a professional asset management program in place to keep those streets in the best state of repair possible with the funding available. I would give that new management challenging yet achievable metrics and deadlines, and hold them accountable. That’s the relatively easy stuff. The harder stuff is dealing with the police, dealing with the state legislature, and chipping away at public opinion. On the latter, if pictures of dead and suffering children in Gaza are upsetting to people, can we maybe learn something and focus on showing and telling more stories about the risk and suffering street violence is causing to our own children here at home?

September 2023 in Review

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Most frightening and/or depressing story: “the accumulation of physical and knowledge capital to substitute natural resources cannot guarantee green growth“. Green growth, in my own words, is the state where technological innovation allows increased human activity without a corresponding increase in environmental impact. In other words, this article concludes that technological innovation may not be able to save us. This would be bad, because this is a happy story where our civilization has a “soft landing” rather than a major course correction or a major disaster. There are some signs that human population growth may turn the corner (i.e., go from slowing down to actually decreasing in absolute numbers) relatively soon. Based on this, I speculated that “by focusing on per-capital wealth and income as a metric, rather than total national wealth and income, we can try to come up with ways to improve the quality of human lives rather than just increasing total money spent, activity, and environmental impact ceaselessly. What would this mean for “markets”? I’m not sure, but if we can accelerate productivity growth, and spread the gains fairly among the shrinking pool of humans, I don’t see why it has to be so bad.”

Most hopeful story: Autonomous vehicles kill and maim far, far fewer human beings than vehicles driven by humans. I consider this a happy story no matter how matter how much the media hypes each accident autonomous vehicles are involved in while ignoring the tens of thousands of Americans and millions of human beings snuffed out each year by human drivers. I think at some point, insurance companies will start to agree with me an hike premiums on human drivers through the roof. Autonomous parking also has a huge potential to free up space in our urban areas.

Most interesting story, that was not particularly frightening or hopeful, or perhaps was a mixture of both: Venice has completed a major storm surge barrier project.

autonomous vehicle brakes and gently bumps fire truck going through a red light on the wrong side of the street

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Every minor autonomous vehicle incident is headline news, while meanwhile we just accept 40,000 Americans (and something like a million human beings worldwide) per year dying in and around cars operated by human drivers. It’s not that we should accept the risk posed by autonomous vehicles, it’s that we should recognize that it something like an order of magnitude lower than the risk of human-operated vehicles, which is huge. Every time the news reports one of these incidents, they should tell us how many people, including children, were killed and gruesomely injured since the last time they reported such an incident. We also need safe street designs and we need to stop pretending vehicles designed to be safer in highway collisions are also safe in urban environments with pedestrians and bicyclists. Something like golf carts traveling 15-20 mph would be a much safer, cheaper, convenient, and less polluting way to get around in the city.

shoddy Chicago bike lanes

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I have gone through a number of emotional stages with Philadelphia’s bike lanes, from denial to anger to apathy. They are poorly designed, maintained, and almost completely unenforced. This article talks about the state of Chicago’s bike lanes, which sound and look about the same. No, this doesn’t make me feel better about Philadelphia. Two times as much poor design and children dying is twice as bad. But this article at least does have some ideas, some of which Chicago is at least trying on a limited time frame and in a limited area.

  • “install cameras on city vehicles and street poles in two pilot areas Downtown to identify parking violators and mail them a ticket” [If people knew there were cameras on every police car, bus, and other fleet vehicle, they would clean up their act in a hurry. You could forgive a first ticket for people who agree to put a camera on their cars. Citizens should be able to snap a picture and upload it too. And this seems like a great use of AI. Computers could process all the imagery, flag ones that look like likely violations, and then a police officer could review and issue the tickets.]
  • do something about “dangerous construction zones and poor maintenance of city streets” [Amen. These are not just bike issues, they are driver and pedestrian and human issues absolutely everybody should be able to get behind.]
  • Communication. [Yes, signage can be poor and sometimes drivers and delivery people legitimately do not understand they are doing something wrong.]
  • “Improve shoddy bike lanes.” [um, yes, it shouldn’t need to be said but this is the #1 thing. Just adopt the Dutch Street Design Manual now and be done with it. U.S. cities really need some kind of loading zone, delivery, and contractor parking solution though. The way streets are designed now, these 100% necessary activities are illegal and that doesn’t make any sense. My brightest idea is to have a 15-minute parking space (or whatever time frame makes sense) at the four corners of each intersection, have these be reservable through an app, consider charging for them, and strictly and/or automatically enforce time violations.]
  • “first-time violators and anyone ticketed within 30 days of a camera being installed will be given a 30-day warning”
  • Fines that scale with income. [I’m not sure about this, but charging commercial vehicles more could definitely make sense. Charging less for a first offense, or forgiving a first offense if someone takes a refresher course or agrees to become a snitch (i.e. install a camera on their car or house) could all make sense. Community service as an alternative to paying fines could make sense. Fines shouldn’t add up to the point where anybody goes to jail unless they have hurt someone. Penalties for drivers who hurt someone should be severe in my view though, and this should apply regardless of what the pedestrian or cyclist was doing. The moral weight has to fall on the operator of the larger, heavier vehicle.]

Adding an anecdote about a crushed toddler is a nice touch in this article. We are all against that right? Or do some of us only care about babies before they are born?

Sharrows

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Sharrows are just markings telling bicyclists it is okay to “take the lane”, and telling motorists they have let bicyclists take the lane. In my experience, this can actually work okay on very narrow city streets with very slow traffic. The reason is that speeds here are low. So even if a bicyclist gets hit, that person is unlikely to die. I bike in this way, by taking the lane on relatively low-traffic, relatively slow streets. Surprisingly, the vast majority of drivers will wait patiently or change lanes and pass if they can do that safely. A small handful of psychopathic assholes will lay on the horn, scream, throw things, or spit. I would not let my children ride this way, but I feel safe enough doing it when I really need to. Those same psychopathic assholes are the ones who will kill a child crossing the street legally on foot, so not being on a bike is not going to save you from them.

Now having said all that, I agree sharrows are bad. Speed kills. Twenty is plenty, and anything over 20 mph is simply not safe for the bicyclist to be out there at all. Under 20, the hope is that the bicyclist will suffer only non-lethal broken bones and organ damage. Even in slower traffic, nine out of ten bicyclists don’t understand or don’t feel comfortable taking the lane, so they ride on the edge. Almost all drivers, for some reason, will speed up to pass a bicyclist riding on the edge. There is no room for error in this situation. Anything unexpected like an open car door, the car swerving slightly, or a pedestrian/dog/scooter enthusiast, and the bicyclist is likely to get hit hard and likely killed. If the vehicle is something bigger than a car, as it often is, the bicyclist has even less chance.

So what we need is safe, modern, competent road and street design. That’s it. Safe designs exist. We just have to design them, build them, and maintain them.

But if I were feeling cynical I would say yeah, but this is America, and we can’t have nice things here.

solar sidewalks

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At first I thought this article was called Tampa tries sidewalk solar panels as backup power for traffic, but then I noticed it is just for traffic lights. This seems a bit underwhelming, but it’s something. Here in Philadelphia, the instant response to any idea involving sidewalks will be “yeah, but they’re private”. It’s a convenient excuse, just put the legal/financial responsibility for half the transportation system on the backs of private property owners and pretend that’s working. People can’t actually afford to maintain the sidewalks, and the government mostly doesn’t enforce the ordinance because that would be very bad politics. So aside from the occasional successful lawsuit, we get unmaintained sidewalks. So maybe if the sidewalks could generate a bit of revenue to help pay for their own maintenance, this could be a step forward. Just a thought – let the chorus of “yeah but” begin.

what to do about blocked bike lanes?

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Some cities are considering a “bounty”, where a person reporting a blocked bike lane would receive a portion of the ticket proceeds.

I’m not sure the bounty is necessary. Even having the option of submitting a photo of a vehicle blocking a bike lane, including its license plate, and knowing the owner will get a ticket might be enough to get many bicyclists to do this. (and just a reminder that most if not nearly all bicyclists are also drivers at least some of the time.)

Other ideas include providing more temporary loading and delivery zones in residential neighborhoods. To me this is not an alternative, but something that is almost a no-brainer. Poor, unimaginative and ignorant design is what creates a lot of these conflicts in the first place.

The Texas anti-abortion law allowing any private citizen to sue a doctor who provides an abortion made me think – now that we have opened this door a crack, what is to stop any state applying this approach to any law. For example, pass a law allowing any citizen to sue a driver for parking illegally or running a red light. This seems like less of a stretch than the abortion thing, because if you are in a position to take the photo, you are being put at risk by the activity and you should have a case.

the U.S. playbook for unsafe streets

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Seriously, solutions exist on how to design and build safe streets. NACTO has published a set of line-by-line modifications to the Federal Highway Administration’s Manual on Uniform Traffic Control Devices.

One thing I’ve learned halfway through an engineering career (but I’m not claiming to be a practicing transportation engineer or expert) is that change doesn’t occur at the site or street scale until best practices from elsewhere filter down to what I call the local “playbook” for design. The playbook is the set of codes, ordinances, regulations, design standards, performance criteria, standard plans and drawings, manuals, guidelines, etc. that a local community uses for design. The status quo in these documents usually has some reason for existing, but it also has enormous inertia, to the point where it can take decades for a clear solution to a problem to make its way into actual on-the-ground designs, and today’s designs can represent solutions that were appropriate for conditions as they existed decades ago.

Local professionals and bureaucrats are not always ignorant, but they are harried and operating under pressure that leaves little time for learning. There is a certain cynicism that sets in, at least in the engineering industry, and in my opinion the “STEM” approach to education tends to nudge more literal minded thinkers (who tend to be good at math and logic) into the industry while discouraging more creative thinkers. Revised curricula and continuing education for planners, engineers, architects, the construction industry, and public officials can be part of the answer. Grass roots advocacy can also be part of the answer. But changes to official documents at the federal level can really help get the ball rolling, because states often follow suit (slowly), and then local projects are often required to follow these documents to be eligible for state and federal funding. Just one small example is that in Pennsylvania, there is (or was until recently, I’m not sure of the status) a law that cars had to be parked within a certain number of inches of a curb. Sounds reasonable enough, until you realize that it actually makes modern protected bike lanes illegal! There are lots of little things like that, and then there are big things like safe intersections with different signals for motor vehicles, bikes, and pedestrians.

causes of death during the Covid-19 crisis

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CDC has a data table on excess deaths during the March-August 2020 period. Obviously, people died of Covid-19 itself, but they also died of other things indirectly caused by Covid-19.

  • 257,000 excess deaths compared to long-term average (I’m rounding numbers to the nearest thousand and nearest percent or so, although when I do math I will round after I do the math)
  • 174,000 due to Covid-19 disease itself – this is around 70% of the total, so 30% of the excess deaths were indirect (and/or random bad luck)
  • Drug overdoses were 13% higher than normal, but suicides were 6% lower than normal. These two things usually go together so there is a bit of a mystery here.
  • Homicides were 6% higher than normal. They don’t break down how much is domestic violence related versus street violence. I would imagine bar fights were down significantly.
  • “Unintentional injuries” were higher than normal. I imagine this is things like falls and drowning, but not motor vehicle crashes because those are separate. Maybe people hurt themselves doing things around the house. Unfortunately, we tend to take more risks doing similar activities around the house than if we were doing them at work.
  • Motor vehicle crashes were down slightly, but the drop was not statistically significant. Given the very significant drop in traffic last year, this suggests to me that deaths per mile traveled were high. I know pedestrian and bike deaths were disproportionately high last year. I would attribute a lot this to people driving faster and more recklessly on (perceived to be) empty streets and highways. This is unfortunate, but mostly human nature and needs to be solved by better street design. Solutions exist, we just need to reach out and grab them my fellow Americans!

So I think these data support the idea that street designs and a health care system that are at least average compared to modern developed countries would have saved U.S. lives during the pandemic, and would continue to save lives in the future. So can we have nice things or not?

sidewalk robots are legally pedestrians in some states

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Including, surprisingly, my state of Pennsylvania, which is rarely at the forefront of anything new. I am cautiously optimistic about this. It sounds like some pedestrian and bicycle advocates (I include myself in these groups) are against this. But I think slow-moving, light, predictable vehicles should not be a big problem. Fast, unpredictable vehicles driven by humans on infrastructure that does not consider the existence of pedestrians and bicyclists are what usually kills people. Also, every package on a slow, light, predictable robot is one that is not on a truck, and that should reduce the number of trucks over time. Trucks disproportionately kill people – pedestrians, bicyclists, and motorists alike. I realize that trucks also create some jobs, and job losses need to be dealt with through unemployment, education and training.

I see some problems looming, and these are infrastructure problems that need to be solved. Here in Philadelphia, sidewalks are often blocked by construction and parking because the law is either too lax or not enforced. Bike lanes often do not exist, and when they do they are often poorly designed, unprotected and unmaintained. Ramps for disabled people (which also help the rest of us, especially parents pushing strollers) often do not exist, are in a state of poor repair, collect water every time it rains, or are simply blocked by, again, construction or illegal parking. These are design and operational problems that have solutions, and the relevant public agencies (more than one, but one in particular) are either ignorant or incompetent or both. We need to fix the public agencies before we can design streets, bike lanes and sidewalks that are really going to work.

There’s another issue here. I don’t have the time, money, or expertise to sue individual contractors, landowners, or public agencies because they are blocking my walking path or bicycling lane. An Amazon or a UPS or a Google or an Uber will have these resources. This might be okay if it forces some change on big entities with deep pockets. This could be a problem for the individual homeowner or small business owner though. In my city, technically the sidewalk in front of my house is private property but public right-of-way. That means I can’t stop people from walking past, I can’t modify it significantly, but I can be sued or forced to repair it if it is not up to code. This might make sense on paper, but in practice cities are very lenient enforcing this on the small-time homeowner unless there is a serious incident. Sticking every homeowner in a city with a $10,000 repair bill (you might as well replace water and sewer lines while you are at it, which many people also don’t realize they own and are responsible for) would be a big burden on the middle class on down. Sidewalks are obviously public infrastructure and really part of the street, but this is one way cities push responsibilities and costs to the citizenry and try to keep taxes down a little bit. Taking over the sidewalks and raising enough tax revenue to keep them in a state of good repair would probably be the best answer from a technical and economic standpoint, but this would be a big legal and financial change for city government.

My utopian vision is for walking, bicycling, and slow, predictable, light, soft rounded vehicles to gradually displace most of the trucks, taxis and private cars that are out there. There would be less traffic at this point, almost no need for parking because the vehicles can just stack themselves somewhere out of the way when they are not in use. Maybe you only need one travel lane for big vehicles at this point (we’ll still want ambulances and fire trucks, although really I think these can be a bit smaller and quieter and still do the job), and robots, bicycles, and pedestrians can all have their own dedicated spaces and signals. You would have lots of room opened up for green infrastructure, sidewalk cafes, park benches, fountains, or whatever else you want to do. There is no technical or economic reason it couldn’t be done, and it would be cool. Cynicism, ignorance, and poor leadership are the reasons it won’t be done, at least not in most U.S. cities anytime soon.