A few kind readers have sent along an op-ed in the Boston Globe, which the website sums up thusly:
“Traffic injuries kill more than a million people a year worldwide, including 40,000 a year in the United States. Yet when a fatality occurs few people blame the roadway for the death.”
The piece makes some good, worthy points (and it’s important to remember that the concept of safer road design can also entail — gasp — forcing drivers to slow). It’s a bit like the concept of “fire-safe cigarettes.” We can try to educate people not to smoke in bed, we can fine them if they do; or we can build a device that extinguishes itself, lowering the potential for a human mistake.
But it also reminded me of a story in today’s New York Times about the deadly crash on the Taconic Parkway (in which the driver was subsequently reported to have a BAC twice the legal limit; before this, there was a grasping search to blame improper road design or poor signage). The story tries to insinuate that the parkway, designed in the 1920s, is no longer safe — the reason, of course, having less to do with the road itself than that drivers no longer feel compelled to drive the 55 mph speed limit (partially because it became a conduit for a sprawl-based commuter-shed). Curiously, though, the piece notes that the Taconic turns out to be safer than comparison roads, thereby somewhat deflating the sense of urgency that this is a road in need of serious examination.
And yet, after the crash, officials put up additional “wrong way” signs at the particular intersection where the driver joined the highway. A natural response, perhaps, but one done more out of reflex (the “accident black spot” approach) than thought: What about all the other entrances? Given that the driver drove for several minutes, clearly against the flow of traffic, what would another ‘wrong way’ sign have done? The point here is that road engineering can only get us so far in reducing deaths; driver behavior matters.