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Michael J. Cunneen April 2009.  The Traffic Calming Movement’s Crusade Against One-Way Streets  The Evidence from the Past on One-Way Streets  The.

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Presentation on theme: "Michael J. Cunneen April 2009.  The Traffic Calming Movement’s Crusade Against One-Way Streets  The Evidence from the Past on One-Way Streets  The."— Presentation transcript:

1 Michael J. Cunneen April 2009

2  The Traffic Calming Movement’s Crusade Against One-Way Streets  The Evidence from the Past on One-Way Streets  The Evidence from Recent Studies on One- Way Streets  Recent Evidence from Downtown Albuquerque, New Mexico  Misconceptions Regarding One-Way Street Conversions

3 Converting Two-Way to One-Way Portland, Oregon, 1959: Weighted average traffic accident rate  24% Weighted average pedestrian accident rate  38%

4 New York City, 1966: Accident rates  38% Overall accident injuries  28 % Traffic volume & speed  London, England, 1987: Accident rates  40 % Speed  Converting Two-Way to One-Way

5 Hamilton, Ontario, 1956-1960: Accident rates  17% Modesto, California, 1957: Pedestrian injuries  57% Accident rates  10% Speed  100 % Converting Two-Way to One-Way

6 Denver, Colorado, 1986: Intersection accident rates  37.6% Mid-block accident rates  80.5% Lubbock, Texas, 1995: Accident rates  41.6% Speed  100% Converting One-Way to Two-Way

7 Component of Change ConditionChange BeforeAfterNumberPercent Volume30,90035,600+3,200+15.2% Average Speed18.012.4-5.6-31.1% 85th % Speed31.928.4-3.5-10.9% Total Accidents75.9164+88+116% Total Accident Rate2.4564.607+2.151+87.6% Pedestrian Accidents5.912.06.1+103% Ped Accident Rate.191.337+.146+76.4% Intersection Accidents43.57935.5+82% Int Accident Rate1.4082.219.811+57.6% Midblock Accidents32.58552.5+161.5% Midblock Accident Rate1.0522.388+1.336+127.0% Converting One-Way to Two-Way

8 Component of Change ConditionChange BeforeAfterNumberPercent Volume24,52028,025+3,505+14.3% Average SpeedN/A Total Accidents212128-84-39.6% Total Accident Rate8.6584.567-4.091-47.3% Pedestrian Accidents16.613.0-3.6-21.7% Ped Accident Rate.6770.4639.2131-31.5% Intersection Accidents12679-47-37.3% Int Accident Rate5.1392.819-2.320-45.1% Midblock Accidents86.34937.3-43.2% Midblock Accident Rate3.51961.7484-1.7712-50.3% Converting Two-Way to One-Way

9 Component of Change ConditionChange BeforeAfterNumberPercent Volume359,430284,180-75,240-20.9% Total Accidents778824+46+5.9% Total Accident Rate21.6528.99+7.34+33.9% Pedestrian Accidents1426+12+85.7% Ped Accident Rate0.390.91+0.52+134.9% Bicycle Accidents512+7+148.0% Bike Accident Rate0.140.440.30+213.7% Converting One-Way to Two-Way

10  General Safety  Speed and Safety  Why One-Way is Safer for Vehicles  Why One-Way is Safer for Pedestrians and Bicyclists  Speed and Severity of Accidents

11  The Quack “Public Health” Case Against One-Way  Why One-Way Does Not Lead to Longer Trips  Why One-Way is Better for the Environment  Why Traffic Calmers Don’t “Get It” About One-Way Streets  What Can be Done to Promote One-Way Streets

12 “… extend the use of one-way streets to cover all streets … to have safe and convenient conditions for pedestrians” as “ one-way streets help the pedestrian to an extraordinary extent” such that “The one- way operation of roads will insure a large measure of safety for pedestrians crossing at any point”.

13 “The advocacy of the universal use of one- way streets is the most fundamental suggestion embodied in this book … there does not appear to be any important reason why streets in cities should be operated upon the two-way principle”.

14 “The best solution would extend the use of one-way streets to cover all streets … from a safety standpoint then, this is the most logical reason for adoption of one-way method”. and “Safety considerations … Are wholly in favor of the one-way idea”.

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