Tag: traffic signals

Dockless scooters have landed. Here’s what that means

Dockless scooters have landed. Here’s what that means

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We’ve been thinking about writing about this issue for a while, but a little bird told us that fleets of dockless scooters were dropped unannounced into a few communities in Metro Boston today – which is why we’re publishing this on a Friday afternoon!

WalkBoston makes walking safer and easier in Massachusetts to encourage better health, a cleaner environment and more vibrant communities. New mobility choices are being introduced every day. Transportation options that are safe and get more people out of single occupancy vehicles can be positive additions to the mobility mix.

WalkBoston’s position

Sidewalks should be reserved for people walking or using wheelchairs. If users of micro-mobility devices are on the sidewalk, it is likely that the street is unsafe – and that needs to be fixed. We like how Walk SF framed this discussion: “The greatest threat to pedestrians is, of course, cars and trucks. The potential harm that automobiles can inflict on people is why Walk SF works every single day to make our streets and sidewalks safe – and make Vision Zero a reality.”

Where things stand in MA: July 2018

  • Smart phones have made on-demand mobility options easier to access.
  • More types of shared bikes: docked bikeshare bikes (BlueBikes, formerly Hubway) & dockless bikeshare (Lime, Spin, ofo, Pace/Zagster, AntBicycle, etc).
  • More types of wheeled options: scooters (Lime, Bird, etc), one-wheels, electric longboards/skateboards, etc. Additional mobility assistance devices that serve people with mobility impairments are also coming soon.
  • Longer-lasting, smaller batteries have made electric scooters, electric pedal-assist and fully electric bicycles (e-bikes) possible. These are not just being used for short term rentals in a shared ecosystem; people are also buying them for personal use.
  • Additionally, autonomous vehicle testing is underway in the city of Boston, with citywide testing recently granted; Massachusetts has also opened applications to test in 14 communities around the Commonwealth.

What cities and towns should do

Cities and towns can most effectively respond by rapidly implementing safety improvements that work, while also looking for win/win opportunities to advance mobility goals:

  1. Re-design streets to encourage slower speeds. The likelihood of a serious or fatal injury in a crash is drastically reduced when people are going slower.
  2. Create safe lanes for low speed travel. As more mobility options develop, a bike lane may be seen as the ideal place for their use. It can be, as long as users are going a speed that makes it safe and accessible to everyone else using it; at the same time, that lane needs to be a place where people feel safe and protected from larger vehicles.
  3. Ensure multi-use paths stay that way. Paths should be off limits to fully-motorized vehicles, no matter their fuel source. We recognize that these paths are linear parks that double as transportation corridors, but the parks should remain safe and comfortable places for people to enjoy. If electric pedal-assist bikes are allowed on multi-use paths, the paths should be low speed zones (10 mph). Any shared electric pedal-assist bikes should have a GPS-regulated governor to cap the speed. This technology is now being used as part of the new ValleyBike Share program in the Pioneer Valley.
  4. Create more bike and scooter parking so that people have a place to leave bikes and scooters and keep sidewalks and curb ramps clear for people walking, people using wheelchairs, and people with strollers or grocery carts.
    • Encourage (or require) mobility providers to provide parking or funding so that the municipality can add areas/corrals that fit into ongoing planning efforts.
    • Add more in-street bike parking on corners or near crosswalks to “daylight” the intersection. This can be a way to formalize the ‘no parking’ zone that exists close to intersections, while also improving sight lines. People can more easily see pedestrians who are waiting at a corner to cross if they are not blocked by a vehicle.
  5. Ensure that traffic signals work for everyone, not just people in cars. We have many reservations about “smart” or “adaptive” signals. Any signal timing changes should include a study of impacts on pedestrian safety and delay.
  6.  Rethink curb management. Delivery zones, short term drop-off/pick-up zones, flexible bike/scooter parking, food truck spots, temporary parklets, peak hour bus lanes, and other options are all on the table when the lane next to the curb is thought of as a flexible space rather than just a parking spot.

We look forward to continuing our conversations with municipalities and other stakeholders as they update regulations to respond to a changing mobility landscape. We also look forward to hearing from you about how WalkBoston should be weighing in on this and other issues that impact people walking!

Additional reading

Curbed: Don’t ban scooters. Redesign streets. Cities are regulating mobility startups, but ignoring the real problem—there’s still too much space for cars. (July 13, 2018)

Walk SF: Walk San Francisco Stands Up for sidewalks – our stance on electric scooters (June 27, 2018)

Slate: Give the Curb Your Enthusiasm. Worth billions but given away for free, the curb is arguably the single most misused asset in the American city—and one that, more than any giant investment in apps, sensors, or screens, can determine the future of transportation. (July 19, 2018)

Metro: Self-driving car testing expands in Boston, to 14 other Mass. cities and towns. Officials cleared the way to allow companies to test their autonomous vehicles on more Massachusetts roads. (June 22, 2018)

NACTO: NACTO Releases Guidelines for the Regulation and Management of Shared Active Transportation As shared dockless bikes and scooters proliferate on city streets, guidelines aim to ensure the best outcomes for the public (July 11, 2018)

City of Boston: Autonomous Vehicles: Boston’s Approach (June 22, 2018)

Mass.gov: How to Test Autonomous Vehicles in Massachusetts (June 2018)

The Urbanist: Adaptive Signal System Kicks Pedestrians to the Curb (June 9, 2017)

Support for “Super LPI” in Central Square, Cambridge

Support for “Super LPI” in Central Square, Cambridge

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March 26, 2018

To:
Cambridge City Council,
Cambridge City Clerk,
Joe Barr – Director Cambridge Traffic, Parking & Transportation (TPT)

From:
Wendy Landman, Executive Director, WalkBoston

WalkBoston believes that TPT’s suggested change for the Central Square Pedestrian Signals will provide improved pedestrian safety. As described in the March 21 Memorandum from Joseph Barr, the Super LPI will provide an effective way of managing this high volume intersection.

WalkBoston agrees with TPT’s analysis of the situation and with the conclusion that a concurrent signal phasing with a longer LPI is the best overall solution. We concur with the finding that an ALL WALK signal phase would not be appropriate for Central Square and would lead to lower levels of service for pedestrians, and confusion among both pedestrians and drivers.

WalkBoston also appreciates TPT’s plan to review operations after the Super LPI is installed.

Thank you for the opportunity to comment on this signal revision.
Lowell – High Street Walk Assessment

Lowell – High Street Walk Assessment

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On Tuesday, September 19, 2017, WalkBoston conducted a walk audit on High Street with support from the Massachusetts Executive Office of Public Safety and Security (EOPSS) Pedestrian Safety Planning Initiative for High-Fatality Communities. The goal of the walk assessment was to recommend improvements to the local built environment that improve pedestrian safety. The City Engineer, as well as staff from the Police Department, Planning Department, Pedestrian and Bicycle Committee/Mass in Motion, and Economic Development Department attended the audit. A list of attendees is included in Appendix A.

Read the full report here:
WalkBoston-HighStreetAssessementEOPSS-Lowell

Comments on Beacon Street Redesign

Comments on Beacon Street Redesign

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June 30, 2017

Gina Fiandaca, Commissioner
Boston Transportation Department
1 City Hall Sq., Suite 721
Boston, MA 02201

Re: Beacon Street Redesign

Dear Commissioner Fiandaca,

WalkBoston strongly supports the re-­design of Beacon Street to slow vehicular traffic and improve pedestrian safety. As the neighborhood expressed at the Public Meeting on June 12, 2017, the narrowing of the street will reduce the numerous traffic crashes, including pedestrian fatalities in the past several years. Moreover, the improvements will be implemented in the near term.

WalkBoston Supports Alternative 1, Option A
WalkBoston supports Alternative 1, the Preferred Design, which the neighborhood endorsed at the Public Meeting. This design calls for the removal of a travel lane, two one-­way travel lanes, a bicycle lane and parking on both sides of the street. The buffer between the bike and parking lanes will not only increase bicyclist safety, but also make cycling more comfortable.

Alternative 1 has two options at the intersection of Massachusetts Avenue/Beacon Street. Of the two options, WalkBoston strongly supports Option A, which will retain the protected bike lane to Massachusetts Avenue and also preserve parking. Option B mixes bicycles and vehicles in order to provide a right hand turn for motorists. We believe the vehicle volumes do not necessitate this vehicular right turn and will be very dangerous for cyclists.

Traffic Signals Should Be Automatic with LPIs
Traffic signals in this downtown neighborhood should be automatic (no pushbuttons) and on throughout the 24-­hour period (except when signals are in flashing mode). WalkBoston also understands that leading pedestrian intervals (LPIs) will be incorporated at all signalized locations. Finally, WalkBoston has noted that throughout the City, the concurrent green is on for a relatively short period of time. We request that the concurrent WALK remain throughout the concurrent vehicle green.

Increase Crossing Safety by Establishing No Right Turn on Red and Installing Tactical Medians
The City has installed No Right Turn on Red (NTOR) at intersections throughout the City where there are large volumes of pedestrians. We are pleased to see that the City is calling for NTOR at all intersections in this re-­‐designed section of Beacon Street.

Medians or refuge Islands provide safety at intersections for crossing pedestrians. WalkBoston requests that the City consider temporary medians through paint and flex posts at all crossings.

Re-­Assess Visitor and Resident Parking
 At the Community Meeting many attendees asked that the City re­assess the assigned parking, which was established in the 1980s. The City expressed interest in working with the neighborhood to assess how curb space is currently used, and how a balance can be found to meet current resident, visitor, and delivery needs.

In summary, WalkBoston strongly supports the Alternative 1, Option A Design and looks forward to working with the City to implement and evaluate the design. Thank you for consideration of our comments.

Sincerely,

Dorothea Hass
Sr. Project Manager

Signal Timing Recommendations

Signal Timing Recommendations

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5/2017

11 ways to make Boston’s traffic signals work better for people walking

  1. Add concurrent signals at most locations. Concurrent signalization means that people walking receive a WALK signal in the same direction people driving have a green light (i.e., everyone can continue along Mass Ave). This should always be paired with the next item —
  2. Add a Leading Pedestrian Interval (LPI) at signals to give people walking a 5-7 second WALK signal so that they can start into the crosswalk before people driving get a green light. 
  3. Automatic recall of WALK signals should be provided (this means that a WALK signal appears as part of each signal cycle without a push button) at all but rare, mid-block locations. Eliminate all non-functional and irrelevant push buttons. If middle of the night conditions warrant the elimination of WALK signals, change to flashing red signals.
  4. Short signal cycles should be the standard to make walking convenient, reduce delay and encourage compliance by walkers and drivers.
  5. High degree of consistency in signal operations should be used among as many locations as possible so that people walking and driving know what to expect. Perhaps there should be signage noting non-standard timing (e.g. “Wait for All Way Pedestrian Scramble” or “Heavy Turning Volume, Do Not Walk on Don’t WALK”)
  6. Addition of accessible audible signals with activation button should be provided at all signals.
  7. Countdown of full signal should be provided so that pedestrians know how much time remains before opposing traffic will get a green light. Flashing Don’t WALK and then solid Don’t WALK  should be based on appropriate clearance times.
  8. No “leading left” green arrows should be used. This sets up a dangerous situation for people walking who cannot see the leading left and think that crossing is safe, also people driving who turn on a leading left often block the crosswalks for pedestrians. If a protected left turn is required, have it at end of the green.
  9. Set signal phasing with recognition of pedestrian volumes, not just vehicle volumes (e.g. Park/Tremont, Dewey Square, Walk to the Sea). If technically feasible phasing should correspond with time of day and day of week (for example, mid-day Saturday Walk to the Sea, dozens of pedestrians must wait for a very long time while only a small number of vehicles pass by, leading to much crossing against the signal).
  10. Use stop signs to replace traffic signals in areas with light vehicle traffic and short crossing distances (e.g. Milk/Devonshire, Washington/Milk).
  11. After changing the timing for signals, post temporary signage near it: “We recently adjusted the signal timing at this intersection. Did we get it right? Let us know! Use BOS:311”