Over at the Boston Globe’s “Ideas” Section, I consider a recent spate of cases in which police were struck by cars as they conducted traffic stops.

I couldn’t help but notice, reading about the tragic case of Aileen McKay-Dalton, which the NYPD has made — per usual — an absolute hash of, this early dispatch in the New York Daily News. The most charitable thing we might say about it was that it was a rush job.

Even though the article later notes that police were still investigating which of the two drivers ran the red light — and it now appears it was the SUV driver, who witnesses also say was speeding — the piece still frames the bulk of the article as to cast the burden of suspicion on McKay-Dalton. Calling it a “Vespa accident,” as if she somehow skidded out of control, the article then notes “McKay-Dalton was riding west on DeKalb Ave. when she collided with a 2005 Ford Explorer driving north on Clinton Ave., police said.” So even though the same article notes that police at that point didn’t know which driver had run the light, the construction of the sentence subtly attributes culpability to McKay-Dalton: “she collided with,” rather than, “she was struck by.”

The mayor of L.A. is cut off by a taxi; it’s “his accident.”

I particularly enjoyed the rather abstract language near the bottom.

The LAPD issued a directive instructing officers that a motorist can be held responsible for causing a bicycle accident even if he or she did not make direct contact with the rider — and can be arrested for fleeing the scene, Box said.

In other words, striking a bike with your car is “causing a bicycle accident.”

(thanks Peter)

I was intrigued by Hoboken’s Corner Cars program — essentially a Zipcar style car-sharing program, albeit with even more direct car access — as I had written a bit about here before, so when New York Times “City Critic” Ariel Kaminer said she was going to check it out, I gladly hopped along for the ride (and, maybe it was just lucky timing or something, but I traveled by subway/PATH train from Brooklyn to Hoboken and was there shockingly quickly, even in this age of diminishing service, with no need to brave the city’s legendarily bad parking, pay the tolls, risk my life to NYC’s quantifiably substandard drivers — three cheers for transit!). One interesting question raised by the article (and please note that’s the NYT identifying me as a “traffic expert,” not me — though who isn’t a traffic expert in this town?) is the psychic hurdle of getting people to move past car ownership (in an area, ironically, where many people rent their houses):

There is another obstacle to car sharing in New York, perhaps the biggest of all. Given the paucity of street parking, the expense of garage parking, the traffic, the insurance costs and the toll to vehicle and psyche, New York car owners who aren’t motivated by true need must be motivated by some very strong force of will. So strong, perhaps, that it is impervious to reason. Is there any dollars-and-cents argument that could persuade New York’s discretionary drivers to give up their cars?

“I asked that question back when I was in city government in the ’70s and ’80s,” said Sam Schwartz, the transportation engineer who was once New York’s deputy commissioner of transportation. “In the ’80s we did several focus groups and we tried to find out what made them drive. And a very common theme is that they felt they were smarter than the people down in the tube. They’re the Brahmins. They deserve it.” He added, “I never heard of it anywhere else.”

Not to mention the endowment effect; i.e., once people own something, they feel it’s more valuable than before (even if, of course, the very value plummets the moment you drive the new car off the lot). One question for such programs, and the reason some people buy a car to begin with, is the issue of peak demand for weekends — it’s hard for a spontaneous lets-go-apple-picking trip when all the cars have been rented weeks in advance. And I’m not sure what to do about the alternate-side problem. That’s as intractable as the sabbath, or some force of nature.

Thoughts?

Getting local for a moment, very local, as I’m right off Van Brunt at the moment, this article — about a lack of crosswalks on Van Brunt Street — is a bit odd.

The only crosswalks that span the increasingly busy Van Brunt Street are at Sullivan, Wolcott and Bowne streets. That leaves about a half-mile stretch with no absolutely crosswalks, that familiar cross-hatching pattern that alerts drivers of that pedestrians are likely to be present.

In other parts of the country, drivers may actually stop at marked crosswalks — as the law actually requires — but in NYC, marked crosswalks (sans stop sign or traffic light) are quite rare; probably because no driver actually stops at them, which is my experience on Van Brunt. They certainly don’t seem to influence driver behavior, based on the ridiculous approach speeds of outer-borough drivers headed to Fairway.

I’m not a fan of putting in traffic signals for the sake of it, but that seems to me the only chance of bringing some order — and chances for non-harried pedestrian crossing — to Van Brunt, which by rough calculation must be one of the longest — and most populated — streets in NYC, with hardly any traffic signals.

Photo by Silent (e)/Flickr

There is the suggestion that poetry is underrepresented on this blog. Hence I give you:

The Finger
by Charles Bukowski

the drivers of automobiles
have very little recourse or
originality.
when upset with
another
driver
they often give him the
FINGER.

I have seen two adult
men
florid of face
driving along
giving each other the
FINGER.

well, we all know what
this means, it’s no
secret.

still, this gesture is
so overused it has
lost most of its
impact.

some of the men who give
the FINGER are captains of
industry, city councilmen,
insurance adjusters,
accountants and/or the just plain
unemployed.
no matter.
it is their favorite
response.

people will never admit
that they drive
badly.

the FINGER is their
reply.

I see grown men
FINGERING each other
throughout the day.

it gives me pause.
when I consider
the state of our cities,
the state of our states,
the state of our country,
I begin to
understand.

the FINGER is a mind-
set.
we are the FINGERERS.
we give it
to each other.
we give it coming and
going.
we don’t know how
else to respond.

what a hell of a way
to not
live.

“The Finger” by Charles Bukowski, from Bone Palace Ballet. © Black
Sparrow Press, 2002

(thanks Dan)

All the votes have been tallied, the loose chads swept off the floor, and “Nimble Cities,” the latest in Slate’s “Hive” series, has drawn to a close.

Check it out here, and thanks to those of you who voted/submitted ideas.

OK, I’m coming by plane, but I couldn’t help but think of that Kinks song. But Antipodean readers who may be in Perth, Canberra, and possibly Sydney — I’ll be coming your way in late August/early September. But do drop a line if it seems our paths will cross, or if you have any recommendations for those towns.

Photo by Marco La Rosa/Flickr

Admittedly, when I think about pyramids and road safety, I tend to think of Heinrich’s triangle, or the so-called ‘incident pyramid.”

That phrase is taking on a whole new meaning in Nagpur, India, however.

Traffic officers in Nagpur, 870km west of Mumbai, have agreed to allow small pyramids to be placed at 10 accident-prone sites in the city to see if their claimed positive energy can reduce crashes.

“He’s going to be installing them in 10 spots. They won’t be on the road directly but at the corner of chowks (squares) or near traffic signals so they won’t obstruct traffic.”

While I personally have no belief in negative energy, reincarnation, the Rapture, etc. etc., I am interested in the possible “placebo” effects the pyramids may instill in those believing drivers who drive by — similar to what Freakonomics dubbed the “Hindu traffic nudge”; religious shrines erected at crash hotspots near Simla (a version of the crash memorials erected the world over). And, after all, things could hardly get worse on Indian roads — so what’s the harm in a little positive energy?

(thanks Alan)

Via the Herald Tribune (Australia):

AN elderly hoon driver has vowed to keep getting behind the wheel - even if her licence is revoked.

But police, who intercepted 81-year-old Judith Slade driving at 164km/h on Monday afternoon, will apply to have her grounded permanently.

(thanks Matthew)

The three leading vote-getters at the Nimble Cities project, explained.

Over at the Slate Nimble Cities project, I discuss the suggestion from a few readers to install moving walkways in cities (as it turns out, an old idea).

Trawling through some real estate brokerage sites, typically in fairly dense small towns and pre-war suburbs, a refrain keeps catching my eye: “Leave your car in the garage.” The listing will then note the proximity to trains, schools, etc. I’m not sure who first came up with this rallying cry — and based on what I’ve seen in some of these towns (pedestrians being mostly people moving to and from their cars) I wonder if it might be more real-estate bluster than anything else — i.e., the potential of walking is there, as is the potential for the great room to be great and the massive chef’s kitchen to produce fare worthy of Grant Achatz, but in the end this potential gives way to some real or imagined vehicular reality (I need to get groceries, it’s just easier). But I can’t say I’ve ever seen a real estate ad that promised: “Take your car out of the garage, often!”

I found myself on the carerra septima this afternoon in Bogotá just shy of 5 p.m. (having just consumed a wonderful dish of la posta negra de Cartagena at the Club Colombia, watched the Netherlands defeat Uruguay, and had a cup of tea from coca leaves to counter the effects of altitude sickness — it seemed to do the trick). In any case Carerra 7 is one of the city’s principle arteries, multiple lanes divided by an island. At 5 p.m., though, something curious happens on this street: It turns into a massive one-way boulevard out of the city, and towards the north. This is an old and much-discussed idea — contraflow lanes — one that was practiced briefly in cities like Los Angeles and made a splash recently in emergency management circles for mass disaster evacuations.

But it was striking to see it in action. At just the stroke of 5 our car was still on 7, and there was already a small stream of vehicles beginning to seep across from the other lane. Their movement was cautious, exploratory, with the first vehicles coming across employing their hazard flashers. Their numbers began to surge, and it was immediately evident that staying on 7 was not prudent. There were one or two traffic police scattered about, and there are signs advising of the change, but one got the sense this was just a bit of ingrained civic behavior, as routine as the clock itself.

I’m wondering if the new development pattern in the Lakewood scheme is having any effects on transportation (i.e., what’s the VMT of people living in Belmar versus others)? And on the subject don’t miss the National Academies podcast (and paper), “Driving and the Built Environment.”

(Thanks Michael)

The conclusion of the study is that being a Catholic country or not seems to be as important as being a wealthy country or not. Being a non-wealthy Catholic country leads to more traffic and hence more motor vehicle accident deaths than being a wealthy Catholic country. Being a wealthy Catholic country, however, does seem to lead to more previous traffic term accidents than being a wealthy non-Catholic country.

That’s from: K. Melinder, “Socio-cultural characteristics of high versus low risk societies regarding road traffic safety,” (2007) Safety Science, 45 (3), pp. 397-414.

Over at KCRW’s Design and Architecture, Francis Anderton considers a part of the built environment often overlooked in transportation questions: Shade. It is remarked that trees in Los Angeles are placed to provide shade for cars, not people walking on sidewalks.

From an interesting post at CSV, via Marginal Revolution:

This phenomenon, where improved safety spurs on greater risk taking, is known as risk compensation, or “risk homeostasis”. Most of us became familiar with the concept from debates over anti-lock brakes (ABS), but its specter has plagued nearly every attempt to improve automotive safety, from seat belts to night vision. Yet almost nothing about risk compensation - its etiology, its prevalence, its significance - is certain.

To prove the phenomenon even exists, one particularly inspired British researcher had volunteers ride bicycles on a closed course, with half the people wearing helmets and proper attire, and the other half clad in their underwear. Graduate students positioned on the sidelines graded the volunteers performance and tallied any unsafe maneuvers. The results showed that the unclothed group practiced much safer driving habits, thereby supporting risk compensation theory - and Britain’s reputation for eccentricity.”

I finally got around to seeing Greenberg the other night, and I’ll reserve commentary on the film save for one aspect that intrigued me: The idea that the eponymous character, just coming out of a breakdown and drifting through life, does not drive. He did at one point, it seems, but after moving to New York, his license seemed to lapse (this town will do that to you). This becomes the subject of more than one joke in the film (watch Greenberg the pedestrian struggling through vehicular L.A., watch him be emasculated as he asks a woman to drive him, etc.).

It left me wondering: What other films have use car-less-ness, or a non-ability to drive, as an occasion for some kind of scorn, pity, laughable contempt or outright comedy? Has non-driving ever been presented admirably in a film?

Over at the Nimble Cities project, I sift through some of the latest developments in bicycle infrastructure for cities, from “bicycle superhighways” to “bicycle boulevards,” that are being rolled out around the world. Further examples/concepts always welcome!