If cities cared about traffic deaths, we would witness them taking an urgent response to crashes, and we would see city halls tracking traffic deaths in real time, because a new fatal crash would mobilize people.
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In the last three years alone, this San Antonio intersection has seen more than 20 crashes—several of them fatal. How long do residents have to wait before something is done about it?
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We talk with Dr. Shima Hamidi of the Johns Hopkins Bloomberg School of Public Health, whose research cuts into the core assumptions of the civil engineering profession in regard to traffic design.
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There’s no excuse: when members of a community see a dangerous street for what it is, it shouldn’t take a death (or several deaths) for the city to finally take action.
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Streets are some of the most hostile and dangerous places in our built environment, causing the deaths of over 40,000 people every year. But it doesn’t have to be this way.
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A mother tragically lost her life after being struck by a car—yet local media is fixated on the fact that she was riding an e-bike. What about the dangerous conditions of the street she was killed on?
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This timeline of tragedy shows the many, many times city officials in Springfield, MA, should have addressed the unsafe conditions of State Street.
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One reason communities hesitate to acknowledge their dangerous stroads is because the problem is so big, addressing it would paralyze our existing planning bureaucracies. But there is still a way forward.
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Why does a deadly stroad like this even exist in a city trying to achieve zero traffic deaths by 2030?
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How do we explain a situation where people are routinely killed—in the same location—and nothing is done?
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When a deadly car crash occurs, our legal system does not encourage a responsive government—and in fact, in some cases, legal structures are likely incentivizing avoiding property damage claims over saving lives.
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This Alabama stroad features a sidewalk with ADA-compliant features, but no one could call this a safe place to exist outside of a vehicle.
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Maryland legislators have called for an infrastructure review of every crash that causes the death of a pedestrian or cyclist on state highways—but one local advocate is checking the state’s work, and there’s some problems with it.
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An impressive interactive map put together by a citizen advocate in Denver tells a sad but familiar tale: Stroads are disproportionately deadly.
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Residents of the Farmers Market District in Dallas, TX, thought they were buying into a “walkable” neighborhood…except its 9-lane road is too dangerous to walk by. And the city’s attempts at making it safer aren’t helping.
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Who has the power to transform our streets, and where should cities be directing their focus when it comes to traffic safety? This and more from Suzanne Woo, an Ottawa traffic and transportation engineer specializing in road safety.
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Autonomous vehicle companies have expanded operations throughout San Francisco. What are the results so far? Multiple crashes, first responders blocked on their way to emergencies, and a whole host of other incidences.
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An advocacy group was able to respond immediately to make this intersection in San Francisco safer, following a deadly crash—so why can’t the city do the same?
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At least 100 cars crash into buildings every day, and research suggests the death and injury toll of vehicle-in-building crashes is in the thousands. But that doesn’t have to be the case.
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A recent study shows that highway signs encouraging people to drive safer actually induce more crashes by distracting drivers.
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