I am a strong supporter of Strong Towns, and think their analyses of financial and transportation issues is almost always spot on. However, I think there is a blind spot when it comes to speed limits. In a recent broadcast, Chuck Marohn addresses a question from a member about whether it is better to change speed limits street by street, or all at once. In response, Chuck launches into his view that only design changes can control speed. This is the first question in the broadcast, so you can listen from the beginning.
Here is my response:
I have to push back against Chuck’s take on speed limits. Nothing he says is incorrect, but there is an underlying ideology that rejects changing speed limits without changing design, as any part of a solution.
This is not about enforcement. I agree that much of traffic enforcement is pretextual, and intended to oppress people of color and low income. I’m not asking for any more enforcement, and am in complete agreement with the current movement towards removing most traffic enforcement from the responsibilities of armed law enforcement agents. And moving speed and red light running enforcement to automated systems. In high risk, high fatality/injury settings, we could even invest in automated enforcement of failure to yield to people in crosswalks, which is a driver behavior that not only kills people walking but intimidates them out of walking.
Chuck correctly states that drivers respond to roadway design, and consider what feels safe in setting their own speed. However, he misses the fact that drivers also respond to the speed limit. Drivers are very aware of posted speed limits. I constantly hear drivers say things like “I always go 5 mph (or 10 mph, or…) over the speed limit”. If the speed limit is 25, they will go 30, or 35, not just based on roadway design, but on the posted speed limit. If we lower it to 20, they will go 25 or 30. That is a huge difference (see the fatality at various speeds charts), and should not be discounted.
The problem with 85% is not just that it allows drivers to set their own speed limits, but speed creep. If 85% indicates a ‘safe’ speed of 35, and it is posted, then drivers will start going 40, and the next survey will show 40 is the ‘safe’ speed, and so on, ad infinitum. Regardless of the impact on drivers, every increase in actual speeds makes the street less safe for people outside vehicles. Which is why high speeds should be reserved for limited access, designed for higher speeds, roadways. Streets should always be posted for the desired safe speed, no matter the roadway design.
I live in a city where, at the current rate of roadway redesign, it will take about 80 years to create a safe system, and in a county where it will take at least 120 years. I am not willing to accept the death and severe injury that will happen in the meanwhile. We must do anything and everything we can to reduce that trauma, and that includes lowering posted speed limits.
There is evidence from around the world that when speed limits in a city are lowered wholesale, both the rate and severity of crashes also decreases. By as much as we want? No, but to reject this change out of hand for ideological reasons is, in my mind, a huge mistake.
There will always be egregious violators, drivers who drive as fast as they can no matter what. I think these drivers are actually responsible for most crashes. If these drivers can be caught and punished (removal of driving privilege and confiscation of vehicle) by any sort of enforcement, that is great. Redesigning a roadway does not eliminate these drivers or reduce their speed, it just makes it more likely that they will kill themselves along with the other people they are killing. That is small consolation.
I am absolutely in favor of roadways designed to self-enforce lower speeds. I have supported and helped design projects to do exactly that. And at no time have I ever felt that was enough. I think we need to use every action at our disposal (except biased traffic enforcement) to lower speeds. Now, not at some time in the future.
Last week I walked over to the new Target store at J Street & 17th Street in midtown Sacramento. On my way there, I was thinking to myself that with the additional people walking to the store, the crosswalk over J Street was going to need some sort of additional protection, since I knew from experience that most car drivers don’t yield to people walking at that location.
Lo and behold, a RRFB (rectangular rapid flashing beacon) was installed!
The person walking presses a button which triggers flashing lights mounted on the pedestrian crossing signs. A curb extension on the north side of the crosswalk was installed when the sidewalks around the Target store were installed, so the crossing distance has been shortened somewhat, which also helps.
There are signs with the buttons, below. These are not MUTCD compliant signs, which is ironic, because the city had refused at the beginning of the pandemic to install pedestrian crossing signs that indicated the actual effect of the button, whether it was necessary to press it, because there is no MUTCD sign that does that. Maybe the city is reconsidering it’s signing – unlikely.
A word of warning to anyone who thinks signs and flashing light make it safe to cross. What they do is make is safer than it would be without, but not safe. J Street is a three-lane traffic sewer, on which drivers seldom yield to people walking, whether there is a marked crosswalk or not. Anytime a roadway has multiple lanes in a direction, the multi-lane threat exists, that one driver will stop and others will not. I see this routinely on all the streets in Sacramento that are multi-lane. So, cross with caution no matter what. What I do is step into the street to remind drivers that I have the right-of-way, but walk very slowly until the drivers in all lanes have come to a complete stop. Of course that frustrates the driver who originally stopped, that I am crossing so slowly, but my job is to keep myself safe, not to please drivers.
Due to a miscommunication with a person who gave me a ride from the end of my backpack trip in Foresthill, I ended up in the Galleria part of Roseville yesterday instead of old downtown, which was what I intended. What a hellscape!
Roseville Transit does not run on Sunday, or course not, why would a transit system serve people on Sunday? So there is no way to get from the Galleria area to any place else in Roseville, or to any place else in the world.
Being stubborn, I decided I needed to walk to the closest transit, which is the Louis/Orlando Transit Center just off Auburn Blvd/Riverside Drive in Citrus Heights. On my three mile walk between the Galleria area and old downtown Roseville, I saw two bicyclists and one walker. And thousands of cars, most of them high end SUVs (pedestrian killers). Galleria Blvd has sidewalks in some places, but rarely on both sides, so you have to cross back and forth. No warning ahead, no crosswalks, just cross when you come to the end.
If you wonder what people were doing on the Memorial Day weekend, they were shopping. And shopping. And shopping. Though there is a Roseville Transit line that serves the main mall area, Monday-Saturday, it is almost not possible to walk to or from there. Sidewalks come and go, and with all the freeway onramps and off-ramps surrounding, it does not feel safe to walk. Once on the mall property, there are no sidewalks, just the ones around the buildings.
If you want to see how bad the Galleria part of Roseville is, take a look at Google: https://goo.gl/maps/jGX7BrAJFyDUrwja9/. Follow a piece of sidewalk to see how far it goes, whether it actually connects to anything. Remember that the mall area itself is much more pedestrian friendly that any of the surrounding shopping areas.
I thought, well at least things will be better when I get to old downtown Roseville. In some ways, yes. It is not a place designed for the exclusive needs of cars. There are actual locally owned businesses instead of national chains. There are places to eat, drink, shop. But… it was late Sunday afternoon and the sidewalks had been rolled up. It is hard for local business to compete with the huge subsidies that the national chains and malls get. All that car infrastructure that supports the mall, the six to ten lane roadways, the freeways and interchanges, that all was paid for by you, not by the developers, and that is money out of not just your pocket, but the the pockets of local business owners trying to compete.
On to the transit center, at least some of the walk through quiet OLD residential neighborhoods, the original part of Roseville. Thankfully, SacRT saved the day, bus and then light rail, to home. Of course service is less frequent on Sunday, and other than light rail, it doesn’t run late, but it runs! It is a lifeline for people who can’t drive, who don’t want to drive, who don’t want to be a part of car-centric hell places like Roseville.
I was walking, not bicycling, but of course was also looking at bicycle facilities. There are bike lanes on most of the stroads in Roseville. And what welcoming bike lanes they are! The photo below is of the dashed bike lane on Galleria Blvd northbound, approaching Hwy 65. It runs for 900 feet! Between high speed traffic on the left and high speed traffic on the right (40 mph posted means the minimum speed, not the maximum, most drivers are going about 55). The right hand lane is the freeway access lane, so drivers are accelerating towards the entry, hoping to catch a green light and squeal tires onto the onramp. Yes, this is the behavior I observed. Roseville seems to be of the impression that painting lines on the roadway for bicyclists is all it takes, that and nothing more.
The one good thing about being in Roseville is that it reminds me of how lucky, and how privileged, I am to live in Sacramento central city.
A new traffic calming feature has showed up on 16th Street approaching R Street in midtown Sacramento. Paint and flex posts have been placed between the travel lanes. Advance yield lines (‘sharks teeth’) were also painted, showing where drivers should stop when yielding to pedestrians.
I’m not sure what to think of this. Certainly this is a problematic intersection. Cars stopped for the light rail gates between R Street and Q Street often stop throughout the intersection, blocking both the north and south crosswalks over 16th Street, as well as the intersection itself, preventing vehicles along R Street from proceeding while the traffic is stopped. As with all multilane streets, but particularly high speed, one-way arterials, drivers in one lane may stop for a walker while the others will not. I see this every day, and this intersection is worse than most. For reasons I don’t understand, traffic speeds on 16th Street northbound are noticeably higher than 15th Street southbound, even though the design of both streets in the same.
So, how’s it working. Well, I’ve so far only had the chance to observe it for 15 minutes. I’m not sure it is making much difference. About 10% of drivers stopped at or close to the advance yield lines. About 70% of drivers stopped at the forward edge of the flex posts, about 10% stopped over the crosswalk, and about 10% did not stop for people using the crosswalk. I saw three people nearly hit by drivers. This is not unusual, and it not worse than before, but it is not good.
Below is an example. The driver to the left stopped over the top of the crosswalk, even though it was clear that traffic ahead was stopped for the light rail gate, and there was no space to proceed into. The driver to the right stopped before the crosswalk, but not at the advance yield line. Not visible it the driver in the closest lane who did not stop at all because there was a space in that lane across the intersection.
While I appreciate the effort, I’m not sure if the results will be what is desired, which is the ability of walkers to safely cross the street.
In the long run, the reallocation of roadway on 16th Street to reduce the general purpose lanes from three to two will help this location a great deal, but I don’t know when that will happen. It could be years away.
With the new businesses on R Street to the east, and the street dining area on R Street to the west of 15th Street, this intersection has become quite busy with walkers, bicyclists, scooters, and motor vehicles. It does deserve attention.
While walking in the central city today, I saw this brand new curb ramp on the southwest corner of X Street and 24th Street.
Why, why, why, did the city put in a diagonal curb ramp when they should have put in a two perpendicular ramps? Though I’ve searched in vain through city documents looking to see what the criteria is for a single ramp per corner versus two ramps per corner, I have heard it said by city staff that the single ramps are for residential neighborhoods and the two ramps are for urban neighborhoods. This is definitely an urban neighborhood setting, with both 24th Street and X Street being arterials. Yet the city put in a single ramp. They call this a ‘single flare curb ramp’. What should have been installed here is a ‘standard curb ramp’. The city diagrams do not show exactly this situation, where there is a sidewalk buffer (planter strip) on X Street, with an attached sidewalk on 24th Street, but the diagram below is the closest to the situation.
If the city development code does not specify that single, diagonal ramps should be used only in purely residential situations (if even there), it should be modified to be so.
2021-03-12: Adding a photo that better shows the context for this diagonal ramp. This is the southwest corner, X Street to the right and 24th Street to the left. There is space for perpendicular ramps. Of course this would have been a great location for a curb extension (bulb out) on both 24th Street and X Street, but yes, that would be significantly more expensive and might involve drainage issues.
2021-03-17: Adding a photo of a new curb ramp in the same area of town, at 22nd Street and W Street, showing the correct perpendicular curb ramps. It isn’t that the city doesn’t know how to do it right, it is that they chose not to at the intersection of X Street and 24th Street.
Another reminder from Enzo. He commented on how dangerous the Watt Ave & Auburn Blvd intersection is, which led to a discussion about the entire section of Watt Ave between the Watt/I-80 light rail station and Auburn Blvd. He pointed out the absolutely ridiculous crosswalk and sidewalk at the westbound onramp to I-80 Business.
As you can see, the sidewalk leading down to, or up from, the crosswalk on the left hand side is quite steep. It would not be navigable by anyone in a wheelchair, or with any mobility limitations, and Enzo said that even an able bodied person would have difficulty with it. I only walked this sidewalk on the west side of Watt Ave once, and it was such an unpleasant experience that I never did it again. This particular issue did not stand out in my mind because the entire section was so uniformly unpleasant and dangerous.
As you can see in the Google overhead view, this onramp has a long approach, so most drivers are already going 65 mph when they hit the crosswalk (the speed limit on Watt Ave is 45 mph). So anyone using this crosswalk would be likely to die. For drivers, there is no warning of the crosswalk ahead, and so no reason to take the onramp more slowly. The crosswalk is not even a high visibility crosswalk, but the outmoded two stripe version which can’t even be seen when the pavement is wet.
And very few people do use this sidewalk and this crosswalk. When I worked in the eastern suburbs, I initially took light rail and then bicycled south to Auburn Blvd, but with no bicycle facilities and high speed traffic, that got old very quickly. So then I started taking the SacRT bus Route 1. Currently, this bus route starts and ends at light rail, though it used to go further north. I wondered why so many people got on the bus westbound at the last stop on Auburn, and got off the bus eastbound at the first stop on Auburn. So I asked them, and every person said it was to avoid this section of Watt Avenue between light rail and Auburn Blvd. They said the onramps and off-ramps made it just too dangerous to walk. I wasn’t able to talk to any bicyclists, but I’m sure they would have said the same.
This is Caltrans design, and it was designed to not be usable by people walking. This was the entire design philosophy of Caltrans, to discourage walkers and bicyclists from being anywhere near a highway.
Caltrans has reformed somewhat. For example, when the Watt Ave & Hwy 50 interchange was improved in 2015, a separated walking path and bikeway was created that when under the eastbound onramp, westbound onramp, and westbound off-ramp on the east side of Watt, then along the Watt Ave overpass. In the aerial below, you can see the pathway which loops to gain the elevation from the under tunnel to the bridge height. Note, however, that there is no matching facility on the west side of Watt Ave, so a walker or bicyclist must cross to the east side at the nearest intersection, which is Folsom Blvd to the south and La Riviera Drive to the north. Though not great, it is a considerable improvement over what was there before. It did, however, solidify the status of Watt Avenue as an expressway rather than an arterial street.
As you can see from the photo at the beginning, and the Watt/Hwy 50 example, the only way to solve this issue is with some sort of flyover for the sidewalk, so that there is an ADA compatible gradient and no crosswalk over the ramp. I’m expecting that Caltrans will start that project in about 2121. There was a proposal by SacRT to improve the section of Watt Ave between light rail and Auburn because they recognized that the walker and bicyclist hostile nature of the corridor was reducing use of light rail. But the city and Caltrans did not seem interested.
Though Caltrans created these hazards, and the hazard is clearly on Caltrans property, the agency has shown little interest in solving the problems they created. They have washed their hands of the roadway part of interchanges by handing these over to the cities or counties. Their preference remains building new stuff rather than maintaining and correcting existing freeways and highways, and I’m not at all sure that will ever change.
As promised, a follow-on to my post on the top bicycle collision intersections in Sacramento (Sac Vision Zero Top 5 Corridors and top intersections), here is the same sort of analysis for pedestrian collisions. I used a somewhat different data set, this time only killed and severe injury crashes (KSI), for the years 2009-2017. This mirrors the data the city used in the Vision Zero Top 5 Corridors document, and so is not directly comparable to the different criteria I used on the bicycle post.
Pedestrian (walker) collisions are more dispersed that bicycle collisions, fewer occurring at intersections and more in between. Of the 408 collisions, 70 were at intersections, 17%, compared to 69% for bicycle collisions. Of these 408 collisions, twelve intersections stood out: Amherst St & Florin Rd, Marysville Blvd & Grand Ave, and Watt Ave & Auburn Blvd, each with three; and 15th St & Capitol Mall, 29th St & Florin Rd, 5th St & N St, 7th St & J St, Stockton Blvd & Broadway, Stockton Blvd & Lemon Hill Ave, Riverside Dr & X St, and Julliard Dr & Kiefer Blvd & Folsom Blvd, each with two. Of these 12 intersections, 4 are on Top Five corridors: Marysville Blvd & Grand Ave on the Marysville corridor, Stockton Blvd & Broadway on the Stockton-Broadway corridor, Stockton Blvd & Lemon Hill Ave on the South Stockton corridor, and 29th St & Florin Rd on the Florin corridor.
The map belows shows the city corridors and the twelve intersections, with the number of collisions and intersection name labeled. There is also a pdf available.
There is a better alignment between the five designated corridors and pedestrian collision intersections than was true for bicycle collisions.
I will point out that the Julliard Dr & Kiefer Blvd & Folsom Blvd intersection is the site of three pedestrian collisions and four bicycle collisions, which is higher than any other intersection in the city. It should really be a focus for the city.
Addition 2021-03-02: Someone asked how the pedestrian collision locations relate to disadvantaged communities. Below, a map with CalEnviroScreen 3 2018-06 (CES) layer, with red end being higher pollution, green being lower, and weighted with income. CES is not the only measure of disadvantage, but it is one commonly used.
The intersection of 13th Street and J Street in downtown Sacramento is a mess for walkers and bicyclists, largely due to poor decisions that the city has made. The setting is below, with a historical view selected for no leaves on the deciduous trees. On the southeast corner is the convention center, which is under construction now, and the southeast corner is fenced off. On the southwest corner is the Sheraton Grand Hotel. On the northwest corner is a major downtown parking garage, managed by Ace Parking. On the northeast corner is another parking garage managed by Parking.com.
In the days before construction on the convention center started and the Sheraton shut down due to the pandemic, this was one of the busiest pedestrian intersections in the central city. The crossing of 7th Street at K Street/DOCO Center, L Street at 11th Street and 10th Street when the legislature is in session, Capitol Mall at Tower Bridge, and a few others are up there, but this one is certainly in the top 10. The city rarely collects pedestrian data, so I do not know what the ranking or volume is.
When the convention center is completed and open, and the Sheraton opens at full scale, this will again become a very busy pedestrian intersection. So you would think that the city would design this intersection and signals to prioritize people walking, but you’d be wrong.
The crossing of J Street on the west leg of the intersection requires pushing the ped button. There are a number of pedestrian signals in the central city that do not require pushing the button, and these are called auto-recall, meaning they automatically change on a cycle. Not this one! I just observed a number of walkers crossing here, and only about 5% of them initially realized they had to push the button. When I mentioned that the signal would never change unless they pushed it, they were surprised, and not happy. When the ped head signal does come on, it has a white hand of 5 seconds, and a countdown of 9 seconds for a total of 14 seconds. There are three lanes of motor vehicle traffic here, lanes about 12 feet wide, for 36 feet. The MUTCD recommended crossing speed is 3.5 feet/second, so 36 feet should be a minimum of 10 seconds, but this assumes that people can leave the curb immediately, not true when the activation button is set well back, and there is pedestrian congestion. In that case, the crossing speed should be 3.0 feet/second. If you want to read about the contortions traffic engineers go through to make walk cycles as short as possible, read pedestrian crossing questions and answers.
The traffic signal for J Street will remain green unless there is a vehicle waiting on 13th Street or someone pushes the ped button to cross. The ped signal to cross 13th Street goes through a white hand, countdown, brief pause, and then back to the next cycle. Without a cross-traffic vehicle or button push, the traffic signal will never cycle. Ever.
An additional problem is that sometimes the signal controller will just skip the crossing J Street part of the cycle, even when the button is pushed. Since I’m mostly on my bicycle rather than on foot here, I haven’t quite pinned down the behavior. I don’t know if it depends on time of day, or traffic volume, or is just random, but I can affirm that it happens, and not infrequently. So even after the walker presses the button, they may have to wait through another full cycle before they get the walk.
On the southeast corner, the convention center construction has closed the corner and sidewalks. In this situation, there should be a barricade and warning signs on the opposite corner, so J Street south side eastbound and 13th Street east side southbound. A fully sighted person can of course see the barrier and fence across the street, but the point of ADA requirements is to communicate to everyone, not just the sighted. Below is what is looks like, followed by what it should look like. Remember, this is a city project, not a private development, but the city apparently holds itself to lower standards than it holds private developers.
The east leg crosswalk also suffers from traffic flow design. The walk sign for this crosswalk comes on at the same time as the southbound green signal comes on, bringing drivers into immediate conflict with walkers in the crosswalk. There is no leading pedestrian interval (LPI) to let the walkers get a head start. At this time the crosswalk is closed, but as soon as it is reopened, the conflicts will be immediate, as they have been for years.
Immediately institute auto-recall on the crossing of J Street, and remove the buttons. These are not modern audible buttons, they are antiques.
Immediately institute a leading pedestrian interval on the crossing of J Street, to increase protection from left and right turning drivers.
Immediately lengthen the pedestrian phase for the crossing of J Street to a minimum of 20 seconds.
When then southeast corner of the intersection is re-opened, with completion of the convention center construction, implement an exclusive pedestrian phase for this intersection, in which there is no movement by motor vehicles during the walk cycle, and walkers can cross in any direction including diagonally. If any intersection in Sacramento deserves this treatment, this is it.
Traffic calm J Street to reduce speeds. The most important step is to reduce general purpose lanes to two, and create some sort of bicycle facility. I’m not sure of the best design, as the valet/unloading/loading are for Sheraton Grand may make this challenging.
Get rid of any City of Sacramento Public Works employee who believes the purpose of central city streets is to favor suburban commuters (the J Street traffic) over walkers, bicyclist, and local residents.
I have made at least seven 311 reports on the signal problems at this intersection, asking that it be changed. The only change that I’ve been able to notice is that they lengthened the pedestrian phase for crossing 13th Street, and shortened it for crossing J Street. I just gave up after a while.
That covers most of the pedestrian problems at this intersection. How about bicyclists? 13th Street is a major bicycle route in downtown, being the only north-south street that crosses through Capitol Park and is not an arterial street, often with heavy traffic and higher speeds. There are bike lanes on much though not all of 13th Street to the south J Street, and there are bike lanes on most blocks to the north, except the half block approaching this intersection. Here, the bike lane has been sacrificed to create a turn lane. There is a required left turn lane and an optional turn lane, but no bike lane. So at this busiest of all intersections on the route, there is no bike lane. There is a clear message here from the city: we will accommodate bicyclists only if it does not reduce motor vehicle capacity. Otherwise, tough luck.
The loop detectors on 13th Street only sometimes detect bicycles. I often see bicyclists during off-times, when there are fewer motor vehicles to trigger the cycle, proceeding through the intersection on red, when it is safe to do so (and occasionally when it is not). They have the right to do so, since by definition a signal that does not detect vehicles (devices) is a non-functional signal, but it is not the best solution.
When the pedestrian button is pushed to cross J Street on the west leg, but no southbound motor vehicles are present, the vehicle signal remains red, so doesn’t allow for undetected bicyclists. This doesn’t protect any walkers, so it makes not sense.
Continue the bike lane on southbound 13th Street to and through (with green skip paint) the intersection with J Street, and remove the left turn lane which prevents the bike lane from continuing. That might mean lengthening the green light for motor vehicles in order to clear the queue.
Install video detection on this intersection that will detect bicyclists on 13th Street so that they don’t have to wait for motor vehicle traffic to arrive and trigger the signal cycle.
Change the traffic signal for southbound to go green at the same time as the pedestrian walk sign. This allows bicyclists to proceed without confusion.
I wrote some while ago about leading pedestrian indicator (LPI) signals, which give the pedestrian a head start of a few seconds before the parallel traffic light turns green. So far as I know, Sacramento has not added any locations to the list of eleven.
But the city should. In fact, I’d argue that any traffic signal where there are a significant number of walkers, and a significant number of turning drivers, should have an LPI. Drivers often fail to yield to people in the crosswalk when turning, or cut in right behind them, and the more chance the walker has to get out into the crosswalk and visible, the better. Of course nothing about the LPI prevents the driver from turning on red, unless turns on red are prohibited. Prohibiting turns on red has been much discussed lately, but I don’t think that treatment is the most important that can happen at intersections.
I live a few blocks from Fremont Park, which is the block between 15th Street and 16th Street, and P Street and Q Street. In fact, many of the parks in the central city are located between pairs of one-way streets, called couplets. 16th is one of the busiest streets in the central city, and the other two are moderately busy, and these four intersections see a lot of turning vehicles. Since I walk nearly every day to and around the park, I get plenty of chance to see how drivers interact with walkers in the crosswalk. I’ve never seen anybody hit, but I often see conflicts, the driver trying to intimidate the walker, trying to beat them to the crosswalk, stopping just short of hitting them, or cutting in close behind them.
P Street and Q Street are two-lane arterials, while 15th Street and 16th Street are three-lane arterials, with higher traffic volumes and vehicle speeds. 16th was a state highway.
So, I’m asking the city to install LPI signals for the south crosswalk at 15th & P, the east crosswalk at 15th & Q, the north crosswalk at 16th & Q, and the west crosswalk at 16th & P. The photos below show the intersection of 15th & P from pedestrian level, and overhead. The video shows two pedestrians crossing, and mostly through the crosswalk before the driver encroaches. This was a low traffic time with only one turning vehicle. When I have a chance to capture a heavier traffic time with pedestrians, I’ll replace it.
I often write about the Sacramento central city because that is where I live, and I have ample opportunity to observe transportation infrastructure and driver, walker and bicyclist behavior. However, I’d like to state that I DO NOT think that central city issues should be solved first. These issues occur in many places in Sacramento, where the traffic is higher speed, facilities are poorer, and neighborhoods have been disinvested. Drivers in the central city are just as bad as drivers elsewhere, in fact most of them are from elsewhere, the suburbs, but they have grown somewhat accustomed to seeing walkers and bicyclists, and are more careful around them.
The section of 9th Street in Sacramento, between K Street and L Street, finally has an acceptable walking and bicycling pathway around the construction on both sides of the street. It looks as though the construction on the west side of 9th is getting closers to completion, so the sidewalk blockage on that side may disappear, but the east side construction is just beginning.
The pathway is about 12 feet wide, as originally promised, so that is taken care of. There are cones down the middle, the purpose of which I’m not clear about since there is no indication of directional or mode separation, but they do no harm. The signing and barricades on both the north side and south side are still lacking, the barricades not meeting ADA detectability requirements, and the signing less than ideal.
Two days ago the fencing had been pushed out into the pathway area. I’m not sure if this was a one-time occurrence, or will keep happening. The next day it was back in the right place.
After my moving the cone out of the bikeway on the approach at K Street several times, it seems to be staying out of the way.
This safe pathway for walkers and bicyclists is the direct result of citizen complaints, mine and several others. If not for these complaints, the city and the construction contractor would not have done anything. So, please report violations of ADA accommodation through the city’s 311 system, and if that doesn’t result in change, complain to your city council member. Though the city is working on new policy intended to address these failures, I suspect that indifference is so embedded in city staff that it will take a long while to see proactive solutions, and we will need to continue to report and complain for some while.