Not only do traffic engineers prioritize safety lower than residents, the designs that supposedly increase safety cause more death and destruction. Why? Because motorists behave differently than engineers expect.
Traffic engineers? safety improvements include paving wider lanes and shoulders, removing roadside trees, straightening tight curves, etc.? According to AASHTO standards, ?every effort should be made to use as high a design speed as practical to attain a desired degree of safety.?
Traffic engineers believe that designing for high speed will provide safety.
The crash data, however, show ?wider lanes and shoulders were associated with statistically significant increases in crash frequencies.?
Noland reports that traditional ?road ?safety improvements? actually lead to ? increases in total fatalities and injuries,? because ?this type of approach tends to ignore behavioural reactions to safety improvements?.
Dumbaugh reports that ?a behavior-based understanding of safety performance is supported by research and literature in the field of psychology, which has focused on the subject of traffic safety as a means for understanding how individuals adapt their behavior to perceived risks and hazards.?
We?ve seen that traffic engineers might improve safety by becoming better social scientists. Before following that, however, our next installment of Learning to Love Your Traffic Engineer will look at cost.
The Federal Highway Administration (FHWA) chose New Jersey as one of 13 states which “experienced pedestrian fatalities above 150 per year and above the national rate of 2.5 per 100,000 population.” These states receive extra attention in the effort to reduce pedestrian fatalities on our roadways. According to the article “Spotlight on Pedestrian Safety” in the current issue of Public Roads, “FHWA’s aggressive approach to reducing the fatality rate in 13 States and 5 municipalities is showing promising results.“
The multi-year focus on pedestrian safety produced a plan called “Pedestrian Safety Management In New Jersey: A Strategic Assessment,” which “examines the strengths and weaknesses of current approaches and recommends improvements that would provide for a more systematic approach.”
How can these proven safety features help West Windsor? The WWBPA recommends medians and/or pedestrian crossing islands for the new CR 571 design, along with a lower design speed and other measures, like a Pedestrian Hybrid Beacon (HAWK signal) at Sherbrooke Drive and 571.
A Rapid Flash Beacon, another type of pedestrian-activated signal, is planned for Sherbrooke and 571 – we hope it will greatly improve the safety of that crossing. Examples are at the trail crossing on South Mill and near the train station at Scott and Wallace. Studies of the Rapid Flash Beacon are promising, but of? the 22 roadways in one study, only 1 had a posted speed limit as high as CR571’s 40mph, and only 2 had about the same volume (17K-18K average daily traffic), and only 1 had more volume. So we’ll hope for the best.
A Road Diet is when the road is reconfigured from 4 lanes down to 3, one travel lane in? each direction and a center turn lane, plus bike lanes on each side. The WWBPA has long recommended road diets for Canal Pointe Boulevard and Alexander Road between Rt 1 and Vaughn Drive, and believes the treatment would be appropriate for Roszel Road and Carnegie Center Drive as well.
Why is the WWBPA for road diets in these areas but recommends medians and/or pedestrian crossing refuges for CR 571? The difference is in the? number and density of driveways – our Rt 571 downtown area has too many compared to office park settings like Canal Pointe and Carnegie Center.
It’s not enough that the Transit Village will “make it possible for people to get out of their cars and walk, bike, and take the train to their destinations.” We must be able to safely walk and bike to and from the Transit Village.
It’s not enough to have compact development – we need a grocery store within walking distance, like the Acme that used to be in downtown West Windsor. Land use law and/or policies must require diverse uses – we need more than banks and real estate offices downtown, so that people have a variety of walkable destinations.
It’s not enough that compact development could be environmentally beneficial – we need specific open space preservation tied to specific dense developments like the Transit Village. It’s irrelevant that other space in New Jersey is already preserved.
It’s not enough that NJDOT and West Windsor Township adopted Complete Streets policies – Mercer County must also adopt the policy, which requires roadway improvements to support walking and biking. Otherwise major roads like CR 571 in downtown West Windsor are subject to expensive but counter-productive “improvements” that don’t meet the the township’s goal for “pedestrian-friendly, village scale development.” There’s nothing pedestrian-friendly about a wider road with 30% more cars going 45mph, with no place to safely wait in the middle when crossing.
The Rt 1 Regional Growth Strategy is not enough, since it doesn’t sufficiently support redevelopment in Trenton and New Brunswick, the two already-compact but underutilized “developments” anchoring the region. With the right policies, much of the region’s growth could fit into Trenton and New Brunswick with far less environmental and traffic impact. Without supporting our cities, the strategy’s Bus Rapid Transit system will effectively encourage sprawl in outlying areas, contrary to its stated goal.
Respectfully, it’s wrong to promise reduced congestion by implementing Smart Growth, even with Smart Transportation and the Bus Rapid Transit system. Like water, the transportation network balances itself as people choose to walk, bike, drive, or take the bus or train, depending on the cost and convenience of each. If there is less congestion, people will switch to driving until there is enough congestion to make it better to take another way.
The Transit Village is a good start, but doesn’t exist in a vacuum. We need complementary supporting policies to achieve the benefits of Smart Growth. If Smart Growth just means new and denser development, then it has already failed to achieve its goals.
Monthly meetings are held at 7 p.m. on the second Thursday of the month via Zoom. We will eventually resume meeting in the West Windsor Municipal Building. Email us at [email protected] if you would like the Zoom code.
Find us at the West Windsor Farmers Market (Vaughn Drive parking lot) from 9 a.m. to 1 p.m. every other Saturday from May through Halloween.
The Federal Highway Administration (FHWA) chose New Jersey as one of 13 states which “experienced pedestrian fatalities above 150 per year and above the national rate of 2.5 per 100,000 population.” These states receive extra attention in the effort to reduce pedestrian fatalities on our roadways. According to the article 
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