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A public safety hearing on proper enforcment

By P.J. ORVETTI

As I made my way up 14th Street last night at 10:00, I passed a lone intrepid cyclist slowly cutting his way through the slush, pushing his way uphill. Godspeed, I thought.

But perhaps it shouldn’t have been too surprising. D.C. is becoming a cycle-friendly city, with a young work force living in a densely populated area where offices and entertainment are just blocks from home. More and more residents are giving up cars, or using them less frequently, and getting around by pedal power — even in the snow.

But this requires new thinking about traffic and safety. At-Large D.C. Councilmember Phil Mendelson tells WAMU that he has been receiving complaints about collisions and police enforcement of the law. He cited the sad case of Alice Swanson, struck and killed by a garbage truck in 2008. The truck driver was exonerated.

Mendelson said, “It’s already illegal to hit somebody, so we can’t pass a second law to make it more illegal to hit somebody. Instead, it comes down to what’s going on with enforcement.” He plans a public safety hearing on the subject.
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Anti-livability bill passes Va. House committee

by David Alpert
One of two bills that would base all transportation decisions on models that prioritize the fast flow of cars passed the Virginia House’s transportation committee Tuesday. All of Northern Virginia’s Republicans on the committee and several Democrats voted for the bill.
HB1998 would make it state law to base transportation decisions on traditional traffic models, which consider only the fast movement of cars and nothing about how closely people live to their jobs, the relative value of transit versus roads, safe movement of pedestrians and cyclists, or any other factors.
This bill is, in essence, the exact opposite of the USDOT’s "livability" push. That agency has been retooling the formulas for federal transit funding to move away from only favoring projects that move the most people the longest distance.
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The Long and Triumphant History of Women in Cycling

from Streetsblog New York City by Angie Schmitt

The scene was America in the midst of a cycling craze. Cycling conventions were affecting the way people dressed and spoke. Enthusiasts were banding together to lobby for better road conditions.

Sound familiar? It was against this background in late 1800s and the early 1900s that the Women’s Suffrage Movement took hold.

The two phenomena were not entirely distinct. Women were enthusiastic participants in the cycling boom, trading petticoats for riding costumes and racing competitively. It was part of the impetus that led them to demand other types of independence, according to the book “Wheels of Change: How Women Rode the Bicycle to Freedom,” by Sue Macy.

As women latched on to cycling, they began to demand other freedoms as well. Image: Cycle and Style

Network blog Cycling and Style helps explain the importance of cycling to the Women’s Movement in its review of Macy’s book:

Elizabeth Cady Stanton, a leader in the women’s movement wrote in an 1895 article for the American Wheelman, that “the bicycle will inspire women with more courage, self-respect, self-reliance….” It was a prophetic statement as women, who were leaving their homes (unchaperoned!) to socialize and cycle on country roads and in parks and becoming more involved in public life. Young women were gaining more freedoms and with that came confidence and a feeling of empowerment as the Victorian era drew to a close.

Susan B. Anthony also famously commented on the importance of cycling for women:

I think it has done a great deal to emancipate women. I stand and rejoice every time I see a woman ride by on a wheel. It gives her a feeling of freedom, self-reliance and independence. The moment she takes her seat she knows she can’t get into harm while she is on her bicycle, and away she goes, the picture of free, untrammeled womanhood…

Remarkable how relevant those words are even today, where women continue to play an important and unique role in the cycling movement. I like to think that these pioneering women would be proud of the brave and strong women who are helping advance the cycling cause today.

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States’ Lawmakers Turn Attention to the Dangers of Distracted Pedestrians

While this is happening in New York, there is no doubt in my mind this action is do in part by Vernon Betkey, Jr. , the head of Maryland’s Highway Safety Office so we may be next.
My issue is this is all based on assumptions. If New York ran a test period to see if a law like this would have a positive effect on reducing pedestrian crashes and no deterrent to living an active life style then hey, how can I complain? Is it really to much to ask for effective solutions over random unproven assumptions?
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Zigzag lines make W&OD trail crossing safer

[Filed under News You Will Not See in Maryland]
from TheWashCycle by washcycle

Zigzagsblog Back in April 2009, VDOT added zigzag markings to Sterling Boulevard and Belmont Ridge Road where these roads meet the W&OD Trail. Since then they’ve studied how these lines have changed driver behavior.

White zigzag lines jumping from one side of the road to another in Sterling are having a positive impact on speeding, according to the Virginia Department of Transportation

“Before the study, we thought the zigzag pavement markings would have an immediate impact on motorist awareness, but over time would lessen,” Lance E. Dougald, research scientist at the Virginia Center for Transportation Innovation and Research, says in a statement. “It was interesting to see that the markings actually had a sustained positive impact on speed reduction even after the markings had been in place for one year.

“One possible explanation for this is that markings installed within the roadway, especially unique markings, are more visible than signage and are less likely to blend into the roadside environment,” he says.

VDOT touts the program as a low-cost way to improve road safety.

The department says the zigzags will stay on the roads for a number of years, and if similar programs are successful in other parts of the country, the project could be expanded.

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2009 Pedestrian Fatality Rate by County

I just realized I could get this report by county from FARS. Keep in mind Maryland has the 4th highest pedestrian fatality rate and the National average is 1.33 per 100,000 Population.

Rank County Pedestrians Killed Population Pedestrian Fatality Rate per 100,000 Population
1

WICOMICO (45)

5 94,222

5.31

2

WORCESTER (47)

2 49,122 4.07
3

SOMERSET (39)

1 25,959 3.85
4

DORCHESTER (19)

1 32,043

3.12

5

CAROLINE (11)

1 33,367 3.00
6

CECIL (15)

3 100,796 2.98
7

PRINCE GEORGE’S (33)

23 834,560

2.76

8

ANNE ARUNDEL (3)

14 521,209 2.69
9

BALTIMORE (5)

21 789,814 2.66
10

BALTIMORE (510)

16 637,418

2.51

11

CHARLES (17)

3 142,226 2.11
12

QUEEN ANNE’S (35)

1 47,958 2.09
13

HARFORD (25)

4 242,514

1.65

14

ALLEGANY (1)

1 72,532 1.38
15

CARROLL (13)

2 170,089 1.18
16

HOWARD (27)

3 281,884

1.06

17

ST. MARY’S (37)

1 102,999 0.97
18

MONTGOMERY (31)

9 971,600 0.93
19

FREDERICK (21)

2 227,980

0.88

20

CALVERT (9)

0 89,212 0.00
21

GARRETT (23)

0 29,555 0.00
22

KENT (29)

0 20,247

0.00

23

TALBOT (41)

0 36,262 0.00
24

WASHINGTON (43)

0 145,910 0.00
25

INDEPENDENT CITY/S (500)

0 –

–

Total

113

5,699,478 1.98


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Mendelson calls for better traffic enforcement to protect vulnerable users

Filed under News you will not see in Maryland:

The story is here.

D.C. Council Member Phil Mendelson says he’s received a number of complaints in recent weeks from pedestrian and bicycle advocacy groups about traffic incidents and collisions and how police enforce the laws.

Mendelson highlights the case involving Alice Swanson, a bicyclist who was struck and killed by a garbage truck in Dupont Circle in 2008.

Mendelson says the police exonerated the driver, despite what he says was a bad driving record. Mendelson says he doesn’t think the laws need to change, just how they’re applied.

“It’s already illegal to hit somebody, so we can’t pass a second law to make it more illegal to hit somebody,” Mendelson says. “Instead, it comes down to what’s going on with enforcement.”

Mendelson, who oversees public safety on the council, says he will hold a hearing in the near future to discuss these issues.

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Important Change to House Rules (Fed)

(Just to keep you updated on what’s happening on the Fed level.)

At the start of every new Congress, members of the House sit down and look at their rules. This time they made several changes that effect transportation funding. Generally speaking, federal programs go through two committees: one that determines policy and the other that determines funding levels. But, for the past decade, transportation funding has been different than any other federal program. Since 1998, the Transportation and Infrastructure Committee has determined both the policy and funding levels. Now, under the new rules, transportation will have to go through the appropriations like all other federal programs. That makes things a little more difficult for advocates.

Another unique aspect of transportation funding was the certainty provided by SAFETEA-LU — the federal transportation bill passed in 2005. It set levels of funding through 2009, specifying how much would be spent on each program. But, the latest extension of SAFETEA-LU expires on March 4. Congress will have to determine new funding levels for transportation and, because of the rule change, it will be appropriations, instead of T&I, leading that decision. The unfortunate reality is the committee will be looking to make dramatic cuts.

Maintaining funding at the 2009 level is a tough sell, because that would put the Highway Trust Fund into deficit spending. Members of Congress clearly aren’t keen on that idea. To only spend what’s in the Trust Fund, though, would mean as much as a 30 percent cut across the board — a drastic, and thus unlikely, scenario. But, it’s possible programs that fund biking and walking — Transportation Enhancements and Safe Routes To School — could come under attack, and even be zeroed out.

So the grassroots ground game in the coming weeks will be critical. We need to show members of Congress that biking and walking programs are popular and cost-effective. Just as important, we need to show elected officials that it’s not worth disappointing thousands of voters to save such a small amount of money in the grand scheme of a large deficit. The stronger our showing now, the less likely our programs will come under attack again. So get ready: The very strong likelihood is that a House vote will happen the week of February 28th.

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