Rockford

Pedestrian Collision Research: Next Steps.

This week I have attempted to demonstrate how unsafe arterial roads are for pedestrians in the City of Rockford.  Improving mobility outcomes will never come through slinging mud at municipal officials.  So I’ve met with Mayor McNamara to present my findings and discuss the administrative implications from the research.  My emphasis in this series has been on reducing vehicle speed, as I believe that is the most significant variable at play.  Speed increases risk, reduces recognition, and extends the stop distance of vehicles.  Reducing speed gives pedestrians a fighting chance in the event of a collision.  Additionally, I hope that the construction basic pedestrian infrastructure is one of the fruits of this research.  There are several portions of State, for example that have both sustained a higher proportion of pedestrian collisions while lacking sidewalks, bus platforms, etc.

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You can imagine how difficult this gets for people who walk in the winter.

You can imagine how difficult this gets for people who walk in the winter.

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I’m also in the process of meeting with a select council members to discuss the findings.  In particular, I plan on meeting with Alderman Tuneberg, Logemann and Beach. Together, 53% of all collisions happen in these wards. 

My next steps are not fully materialized yet, but it involves focusing on a section of 11th street, gathering data on pedestrian and motorist behavior, and preparing a municipal plan for addressing this issue.  Although is my final project for graduate school, I hope that the recommendations will be considered by city officials. 

I’ve been presenting my findings to friends and residents as well.  We all have a stake in ensuring our transportation network really lives up to the aims we espouse in our municipal documents, namely safety. So here are a few things you can consider:

  • Have a roadway improvement in your neighborhood?  If you’re like Rockford and have a Complete Streets policy in the books, then that policy probably has some performance measures to ascertain success.  For example: Linear feet of sidewalk or bike lanes, or rate of children walking to school.  Ask your council member: How is our ward contributing towards that end?   
  • Long before the dump trucks arrive, you should really get familiar with your community’s Capital Improvement Plan.  Unlike super-amazing places like Seville, most active transportation improvements take a long time.  Look ahead, see what the city has planned for the next five years, and make sure your council member knows that you support safe roadways that slow vehicle speeds and improve pedestrian mobility. 
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This example is from the twin cities, courtesy of Bill Lindeke.

This example is from the twin cities, courtesy of Bill Lindeke.

  • Every time you see one of these signs–“Sidewalk Closed”–ask yourself, “What’s the Plan B?” If the sidewalk is closed for a construction project, the city is required to provide an alternative.  Here’s one example from the Twin Cities for context.  Given our incomplete sidewalk network, I think it’s important that we fight to keep what we have connected. 

A final thing to do: Be careful.  For those who walk in Rockford: I hope this research shows you the roads that are most unsafe to walk near.  For those who drive in Rockford: Be mindful that there are other people that cannot or choose not to use a motor vehicle for their mobility needs.   

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I’ll close with this newspaper excerpt that I shared in the first post.  Pedestrian collisions have been around long before Motordom appeared.  Seeing the transition and effects of roads to stroads in excerpts like this, however, show me that we have a long road ahead.  I earnestly hope the next forty years are better for non-motorized users of our transportation network.

 

Update: 227 North Wyman, Part 3

Update: 227 North Wyman, Part 3

This is the third and final post (for now) on my work regarding the Library Board’s decision to purchase and demolish 227 North Wyman Street.  Post one is here; Post two is here.

On Tuesday, March 22nd, 5:30p the Library is hosting a ‘Town Hall’ meeting at the Nordlof Center to presumably share details regarding the ComEd environmental remediation project, relocation possibilities (both temporary and permanent), and more...

The Big Mouth of The South, One

Speed kills sense of place. City and town centers are destinations, not raceways, and commerce needs traffic—foot traffic. You cannot buy a dress from a car. Even foot traffic speeds up in the presence of fast moving vehicles.  Access, not automobiles, should be the priority in city centers.  -Project for Public Spaces

July 5th, 2015.  Two vehicles, headed north on South Main street, are involved in a collision.  The rear vehicle rolled over and crashed into a pole at the northeast corner of South Main and Loomis street.  One motorist was pronounced dead at the scene.  

This display has been left at the crash site for the last nine months.  Flowers, crosses, LED lights, even an enclosed container for candles mark the place of the where the crash occurred.   In all sincerity, it’s an impressive tribute.  And, unfortunately, quite common. 

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You’ve seen displays like this in your city as well.  From my experience, I tend to see them near the roadside, usually on high-speed roadways where the posted speed limit is 45mph or higher.  Where did this particular crash occur?

Image courtesy of Google

Image courtesy of Google

 Main Street and Loomis Street is just 1.2 miles away from State and Main, our City center.  It’s an old, historic part of our city, and bears the marks of traditional urban development, even in its “Old and Blighted” state: A solid row of mixed-use buildings, on-street parking, walkable, and adjacent to dense neighborhoods.  In other words:  This is not a suburban area that was designed around the automobile.  

And still: One motorist drove fast enough to roll a vehicle over on Main Street and lose his life.  There are a lot of unknown variables here: Vehicle speed, condition of the cars, relationship between both of the drivers, and more.  I’m not suggesting that a burden of responsibility should not fall on the drivers; the risk of injury increases as speed increases, and each driver chose to take that risk.   I am suggesting, however, that the design speed of the street in general, and the lack of traditional traffic-calming measures in particular, actually causes motorists to drive well beyond the posted speed limit of 30mph, a speed limit that should not be causing rollover accidents. 

No one–pedestrians, cyclists, motorists–should die on Main Street.  No loved ones should ever have to leave a tribute like this, especially in an urban area.   Again: The space between your foot and the gas pedal is up to the driver, and not the traffic engineer.  I get that.  But from a planning and design standpoint, shouldn’t local governments do everything in their power to minimize the risk of traffic-related crashes?

The problem is that our Main Street is not really a main ‘Street’.  Even more: It’s not really ours.  ‘Route 2’ is the other name for our Main Street, which is owned and operated by IDOT.  

 I’ll take the next couple of posts to show you how our DOT does roads; I’m sure it won’t surprise you.  In the meantime, take a look at South Main before IDOT begins construction on this stretch in Spring: 

IDOT is only aiming to succeed at what we’ve tried to do for decades: Make each driver the King of Main Street, and all pedestrians his subjects.  Success like this, however, comes at a cost.  

From Andres Duany:  "The Department of Transportation, and its single-minded pursuit of traffic flow, has destroyed more American towns than General Sherman.”

More to come.