April 9, 2008.
California Office of Traffic Safety Summit
San Francisco, CA.
May 19, 2009
University of Minnesota Center for Transportation Studies
Bloomington, MN
June 23, 2009
Driving Assessment 2009
Big Sky, Montana
June 26, 2009
PRI World Congress
Rotterdam, The Netherlands
June 27, 2009
Day of Architecture
Utrecht, The Netherlands
July 13, 2009
Association of Transportation Safety Information Professionals (ATSIP)
Phoenix, AZ.
August 12-14
Texas Department of Transportation “Save a Life Summit”
San Antonio, Texas
September 2, 2009
Governors Highway Safety Association Annual Meeting
Savannah, Georgia
September 11, 2009
Oregon Transportation Summit
Portland, Oregon
October 8
Honda R&D Americas
Raymond, Ohio
October 10-11
INFORMS Roundtable
San Diego, CA
October 21, 2009
California State University-San Bernardino, Leonard Transportation Center
San Bernardino, CA
November 5
Southern New England Planning Association Planning Conference
Uncasville, Connecticut
January 6
Texas Transportation Forum
Austin, TX
January 19
Yale University
(with Donald Shoup; details to come)
Monday, February 22
Yale University School of Architecture
Eero Saarinen Lecture
Friday, March 19
University of Delaware
Delaware Center for Transportation
April 5-7
University of Utah
Salt Lake City
McMurrin Lectureship
April 19
International Bridge, Tunnel and Turnpike Association (Organization Management Workshop)
Austin, Texas
Monday, April 26
Edmonton Traffic Safety Conference
Edmonton, Canada
Monday, June 7
Canadian Association of Road Safety Professionals
Niagara Falls, Ontario
Wednesday, July 6
Fondo de Prevención Vial
Bogotá, Colombia
Tuesday, August 31
Royal Automobile Club
Perth, Australia
Wednesday, September 1
Australasian Road Safety Conference
Canberra, Australia
Wednesday, September 22
Wisconsin Department of Transportation’s
Traffic Incident Management Enhancement Program
Statewide Conference
Wisconsin Dells, WI
Wednesday, October 20
Rutgers University
Center for Advanced Infrastructure and Transportation
Piscataway, NJ
Tuesday, March 8, 2011
Ontario Injury Prevention Resource Centre
Injury Prevention Forum
Toronto
Monday, May 2
Idaho Public Driver Education Conference
Boise, Idaho
Tuesday, June 2, 2011
California Association of Cities
Costa Mesa, California
Sunday, August 21, 2011
American Association of Motor Vehicle Administrators
Milwaukee, Wisconsin
Wednesday, October 26, 2011
Attitudes: Iniciativa Social de Audi
Madrid, Spain
April 16, 2012
Institute for Sensible Transport Seminar
Gardens Theatre, QUT
Brisbane, Australia
April 17, 2012
Institute for Sensible Transport Seminar
Centennial Plaza, Sydney
Sydney, Australia
April 19, 2012
Institute for Sensible Transport Seminar
Melbourne Town Hall
Melbourne, Australia
January 30, 2013
University of Minnesota City Engineers Association Meeting
Minneapolis, MN
January 31, 2013
Metropolis and Mobile Life
School of Architecture, University of Toronto
February 22, 2013
ISL Engineering
Edmonton, Canada
March 1, 2013
Australian Road Summit
Melbourne, Australia
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April 7th, 2011 at 11:52 am
Hmm… perhaps it’s assuming that if the speeds and volume are sufficiently low, the presense or lack of on street parking makes no significant difference in pedestrian safety or volume. Maybe it’s not missing it, so much as just assuming drivers will obey a 20mph sign.
I could be a bit too generous here, though.
April 7th, 2011 at 12:00 pm
There’s (road and sidewalk), (road, sidewalk, and parking), and then there’s shared space.
April 7th, 2011 at 1:03 pm
I can think of suburban areas here in the Bay Area where the first sentence is an accurate description. Better might be “In certain instances, motor vehicles and pedestrians…” I think you’re taking the sentence as an all-encompassing statement about all “local residential streets.”
April 7th, 2011 at 1:35 pm
It’s the new “vehicular pedestrian” movement. I can’t believe you didn’t know about that!
April 7th, 2011 at 2:42 pm
It’s an odd read without full context, but perhaps they are really saying, “Where a street does not have sidewalks, motor vehicles and pedestrians may be able to share the street if speed and traffic volume are low and if parking is limited. But, really, it would be better to have sidewalks if you really want to encourage people to be out there walking, interacting and playing.”
If peds and drivers have to share a narrow street, then parked cars can make if more difficult. One of my pet peeves is local regulations that say peds have to use the sidewalk and, if there is no sidewalk, we have to walk in the street close to the edge…which, in most cases, is not accessible because that’s where the cars are parked…so we end up having to walk in the middle of a street that is not that wide to begin with, while drivers pass us within a few inches.
April 7th, 2011 at 7:58 pm
I agree with Eileen’s assessment, the first sentence is assuming no sidewalk and thus cars & peds having to share the space.
April 8th, 2011 at 10:08 am
@Andy Have you not come across vehicular pedestrian before?
April 9th, 2011 at 5:50 pm
“even on these streets the provision of sidewalks”
He’s talking about streets without sidewalk (in the first sentence). In such a case, on-street parking would seem to mean the pedestrians would be walking in the traffic lanes to the left of the parked cars.
He’s also saying “where vehicle speeds are low” as an attribute independent from the lack of on-street parking. The parked cars are not required to slow traffic down because the traffic is already slow. That is, the “inverse correlation” isn’t happening on the types of streets he is talking about.
I lived on such a residential street growing up.
April 10th, 2011 at 3:20 am
The way I understand it is that local residential streets could be a road way for both pedestrians and vehicles as long as vehicles traverse at low speed and parking at road sides are limited or not allowed at all. However, I can’t imagine the sidewalk serving as play areas. It’s still very dangerous for wayward traffic and besides, it will obstruct pedestrians walking through.
April 17th, 2011 at 11:14 am
The sentence just seems to be badly written to me. The way I read it, the two sentences say sidewalks are good for a neighborhood even if there isn’t much traffic on the road and pedestrians think the road is safe, since there aren’t high speed traffic and narrow spots where vehicles park.
All too often, traffic safety engineering ignores the fact that people do what they want. To improve safety, I think all residential streets should have sidewalks.
People want to have parking on the street available when they have guests.
In my experience, people use sidewalks for recreation, walking their dogs, letting children bike on sidewalks, using the sidewalk as a place to play hopscotch or jump rope so children aren’t in the driveway, and sometimes using the sidewalk as a boundary for the accepted play area.
People posting here seem to have a strong bias toward worrying about the risk of wayward traffic. Some people living in residential areas seem to have a strong bias toward ignoring that risk — even though the street has sidewalks, they walk in the street or allow children to play basketball or hockey in the street, even when the homes have paved driveways.
Do parents think it is more dangerous for a child to be at a small park a block or two away playing basketball or in the street at the home playing basketball?
Is the risk of wayward traffic is reduced by curbs?
Would a low shrubbery barrier between sidewalk and curb provide protection against wayward traffic without damaging sidewalks and pavement the way trees and their roots might? Would the cost of maintaining such a barrier exceed the risk of wayward traffic?
April 27th, 2011 at 7:43 pm
I bet the author is concerned about pedestrians walking out from between parked cars and getting hit.
May 8th, 2011 at 9:03 am
The benefits of on-street parking as a “buffer” and to slow traffic are common tenets of new urbanism so it isn’t surprising that Tom would be confused that traffic safety engineers would tout a street without on-street parking as a good place for pedestrians.
New urbanists have made this claim so many times now that it has just become accepted that it must be correct. Yet, there is no scientific evidence to support it. In reality, a safety benefit is only touted to convince people that the new urbanist way is a better way.
The fact remains that the biggest cause of serious pedestrian crashes in neighborhoods is the “dart out” where a pedestrian (usually a child) runs out in front of an oncoming vehicle. It is the classic child chasing a ball into the street scenario. On-street parking exacerbates this problem by limiting sight distance and thereby the time a motorist has to react. Without parking, tragedies are much more easily avoided as motorists can see the entire scenario unfolding well in advance and can take appropriate steps to avoid it.
Although it may not appeal to new urbanist’s sensibilities, modern suburban neighborhoods with three car garages and little on-street parking may actually be a better model for pedestrian safety than the narrow street lined from end to end with parked cars.
May 20th, 2011 at 9:31 am
That is called Woonerf . According to Wikipedia “A woonerf (Dutch plural: woonerven) in the Netherlands and Flanders is a street where pedestrians and cyclists have legal priority over motorists. The techniques of shared spaces, traffic calming, and low speed limits are intended to improve pedestrian, bicycle, and automobile safety.”