People throughout the country are asking, why did traffic fatalities rise on streets during the pandemic? One answer: laws that lock in dangerous street designs and allow deadlier vehicles remain top on the list for American buyers.
This spring, the National Safety Council (NSC) reported that more than 42,000 people in the United States died in motor vehicle crashes in 2020. That number of deaths is an 8% increase over 2019.
The surprising fact is that Americans travelled 13% fewer miles by car in 2020 during the pandemic due to Coronavirus-related lockdowns. The 8% increase is really a 24% increase on a per mile traveled basis, making it the highest year over year jump in almost 100 years, according to the NSC.
Some believe that this tragic loss of life was predictable. Some also believe that outdated industry-written laws lock in street designs that encourage excessive speed and that we drive large vehicles known to be deadly to pedestrians and bicyclists.
There is no doubt that these numbers were boosted by several factors, including: Americans heavy footed driving habits; distracted drivers; and distracted pedestrians. We have reached a crisis mode.
Comparing the U.S. with Germany – where people have a love for speed and widespread cellphone use – the country actually saw traffic deaths fall 12% in 2020, which tracks the country’s 11% decrease in traffic volumes during the pandemic.
Traffic and transportation experts believe that people drive the roads in a way that they feel comfortable. The design manual known as the Green Book plays a leading role. The Green Book has been used for decades by the federal government, all 50 states, and countless municipalities. In general, the Green Book requires lanes to be wider than may be needed, which encourages cars to drive faster, and can be partially to blame for the increase in crashes.
In addition, fire codes mandate overly wide streets requiring 20 feet of unobstructed path for new or significantly improved streets.
There have been efforts in some cities to reduce the fire code mandated street widths but generally these codes dominate street design nationally. Is there a reason that the fire code requires 20 feet in width? Should it be challenged?
The Manual on Uniform Traffic Control Devices (MUTCD) governs traffic signalization and speed limits. The MUTCD recommends setting speed limits that match the 85th percentile of actual free flowing traffic rounded up to the nearest 5 MPH. In effect, drivers breaking the law by speeding justifies raising speed limits. There are municipalities throughout the country that are starting to examine the 85th percentile rule and to no longer set speed limits based on 85th percentile, but set the limits to 20 MPH or 25 MPH.
Once universal speed limits are reduced, it is expected that fatalities of vehicle occupants, pedestrians, and bicyclists will be reduced dramatically.
It is also important to realize that car manufacturers have flooded the market with SUVs and pick-up trucks which have become the most sought after of all vehicles in recent years. SUVs have contributed to the 81% increase of pedestrian fatalities between 2009 and 2018.
It is going to be imperative to adopt techniques that have already been deployed by designers of slower complete streets, which incorporate features such as narrower lanes, curb extensions, and chicanes to bring vehicle speeds down. There are some circles that believe that U.S. vehicle design standards should match European standards imposing limitations on vehicle heights and the stiffness and height of bumpers.
Since 2012, dozens of U.S. cities including New York, Los Angeles, Chicago, have made pledges to follow the global Vision Zero campaign to eliminate all traffic fatalities and severe injuries.
The United States has watched other countries make incredible progress to Vision Zero, but it seems our elected leaders have lacked the courage to change the laws to prioritize road safety in the United States.
As a country, we can dramatically reduce road fatalities if we make the changes that are necessary.
There is hope that the new infrastructure plan will help to make our roads safer. However, of the $2 trillion “infrastructure package” that was announced on March 31, less than 25% is earmarked for bridges, roads, public transit, ports, and airports.
We can only hope that a smart Vision Zero plan is put into place by counties and municipalities throughout the United States. It does not take a lot of work for a municipality to undertake a detailed study of roads, signs, markings, and speeds. A traffic engineering study with recommendations for changes in safety can occur quickly and it is likely that the study, implementation, and changes can be funded by FHWA.
As is often said, “the devil is in the details.”