Column: Better street design can save lives

Thank you for bringing attention to the serious issue of pedestrian fatalities on our streets (“Crossing at Your Own Risk,” Star-Advertiser, Nov. 4). Unfortunately, the article’s focus perpetuates the perception that streets are for cars, and all other users are irritants that hinder the speedy movement of motor vehicles.

Education and enforcement of motorists and pedestrians safely sharing the road is an important component of reducing pedestrian fatalities, and an emphasis on safe pedestrian behavior makes sense. Pedestrians need to be vigilant and responsible, since in a crash between a car and a pedestrian, the pedestrian always loses.

However, there will be little change in pedestrian fatality rates until the elephant in the room is addressed: bad street design. Sadly, most of our roads have been designed to favor fast-moving cars over safety for all users — motorists, bicyclists and pedestrians.

As noted in “Dangerous by Design 2016” by Smart Growth America (smartgrowthamerica.org/dangerous-by-design): “The way we design streets is a factor in these fatal collisions. Many of these deaths occur on streets with fast-moving cars and poor pedestrian infrastructure.

People walk along these roads despite the clear safety risks — a sign that streets are not adequately serving everyone in the community.

“Everyone involved in the street design process — from federal policymakers to local elected leaders to transportation engineers — must take action to end pedestrian deaths. So long as streets are built to prioritize high speeds at the cost of pedestrian safety, this will remain a problem.”

The policy of designing streets to be safe for motorists, bicyclists and pedestrians is not anti-car. In fact, it’s quite the opposite. Streets that are safe for pedestrians also reduce fatalities and serious injuries for motorists. When more people feel they can walk or bike safely to their destination, that reduces the number of cars on the road, reducing congestion and parking demand for those who do drive. As an example. anyone who drives through a school zone at pickup or drop-off time can see the congestion caused when parents feel it is unsafe for their children to walk or bike to school.

Commercial districts that are pedestrian-friendly see higher revenues, contributing to our economy. As our population ages, pedestrian-friendly streets are also critical for our kupuna who may no longer be able to drive but wish to age in place.

We have the money to design our streets to be safe. In many cases, pedestrian safety improvements can be installed at the time that roads are resurfaced with little additional cost. In some cases, “interim” improvements can be tested using a “lighter, quicker, cheaper” approach until funds can be allocated for a more substantial long-term project (pps.org/article/lighter-quicker-cheaper).

For example, painting a line on a street and using temporary rubber curbs can create a pedestrian space without the expense of constructing new concrete curb and sidewalk. This approach also allows communities to “test-drive” interim solutions without significant investment. Data can be collected to see if the proposed solutions are working, including traffic speed and volume, along with number and severity of crashes. Designs can then be fine-tuned based on community input and objective data.

Designing safe streets is not just a matter of money; it’s a matter of political will.

States and municipalities that have seen the most success in reducing pedestrian fatalities have a comprehensive approach that combines education, enforcement and street design. I hope future articles on this topic will be less biased and will address the need to consider that streets are not just for cars, but are for everyone.

Lee Steinmetz, of Kapaa, is the transportation planning officer for Kauai County, assisting in advancing the mayor’s vision of vibrant and healthy communities.