Fletcher Williams was hit by three cars in a 13-month period — all within a half-mile radius in Bradenton, Florida. And he’s only one of many crash victims. The design of these streets is inhumanely dangerous and must be changed.
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The East Coast Greenway spans 3,000 miles and is one of the most popular biking routes in the world. But as much as 65% of this route puts bikers in close contact with vehicles that are moving at high speeds. This has predictably terrible results.
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On this episode of the Strong Towns Podcast, Chuck discusses safe streets advocacy with Amy Cohen, the co-founder and president of Families for Safe Streets.
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You can’t call something an accident if you’re not doing anything to prevent it. You definitely can’t call it an accident if you intentionally put people in harm’s way through the design of your streets and the positioning of your infrastructure.
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To make streets safer, we need to change the way people think about car crashes. And we need your help to do it. So, here’s the executive summary of the new “Beyond Blame” report, which shares the most important insights and recommendations from 18 months of Crash Analysis Studios.
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It's time to embrace a new method for creating safer streets, but it can be daunting to move from supporting an idea to actually executing it. Here are people's top three concerns about conducting a Crash Analysis Studio and why you don't have to worry about them.
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In this episode of the Strong Towns Podcast, Chuck explains why big, risky gambles often fail when applied to complex problems. He uses V2X (vehicle-to-everything) technology as a recent example of this kind of gamble.
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Discussions of kids’ safety are often limited to what they should do, like wearing helmets. While wearing a helmet may make them a bit safer, kids will never be as safe as they could be until adults address the infrastructural issues that put them in so much danger.
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Philadelphia's school district is paying parents to drive their kids to class, but at what cost? This program leaves many families behind and actually makes streets more dangerous for children.
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In this episode of the Strong Towns Podcast, Chuck takes a look at a recent fatal car crash that took place in Ontario, and the response from local law enforcement on Twitter/X.
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In many cities, officials primarily rely on traffic enforcement to prevent car crashes and fatalities. This is unsustainable and ineffective. If city officials want to make Vision Zero a reality, instead of a slogan, they must address the systemic issues that put everyone at risk.
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Secret projects. Preventable pedestrian deaths. False promises of safety and support. This is what we — as a movement, as a nation, as a people — are up against. It’s time for a change.
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With an average of 39 collisions a day, Winnipeg, Canada, is a dangerous place for drivers and pedestrians alike. Residents have been fighting to change that for over 40 years, but progress is slow.
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Would you wait a month to fix a leaking pipe that was damaging your kitchen cabinets? No? Then why do we wait so long to fix streets where people continuously die in car crashes?
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In Capitola, California, residents erupted in protest after Debra Towne, a beloved local senior, was hit and killed walking across a dangerous stroad. And unlike in so many other places, the city actually responded.
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When Chattanooga’s Local Conversation learned of a crash that took the lives of a mother and child and severely injured the father, the group channeled their mourning into mobilization.
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The driver was operating their vehicle entirely lawfully at this intersection in Grand Junction, CO—yet a person was nearly killed and the driver’s car was totaled. Who do we blame? (And what’s the point of assigning blame?)
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Demonizing the 91% of Americans who drive by putting them into the category of "asshole humans” is a bad and ultimately losing strategy for creating safer streets.
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People tend, understandably, to think they’ll be safer in an SUV—but what happens to our cities if everyone is driving a bigger vehicle?
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If any city or county wants to be effective in creating a safer street, they’ll develop multiple responses to calming traffic, instead of relying on only one or two changes that still prioritize thru-traffic.
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