San Antonio: A City Still Unsafe for Cyclists, Pedestrians

Print Share on LinkedIn Comments More
Hundreds of people ride their bicycles across Hays Street Bridge in memory of Tito Bradshaw.

Bonnie Arbittier / Rivard Report

Cyclists ride their bicycles across the Hays Street Bridge on Monday in memory of cyclist Tito Bradshaw.

San Antonio is losing ground. It is a sad irony that as the so-called Decade of Downtown nears an end, national safety groups rank the city less safe today for pedestrian and cyclists than nearly 10 years ago.

There were ample reminders of this reality last week.

Fellow cyclists mourned the death last Monday of Tito Bradshaw, a 35-year-old onetime cycling shop owner. Linda Collier Mason, 67, was charged with driving while intoxicated and intoxication assault after her vehicle struck Bradshaw from behind in the 1900 block of East Houston. The major east-west thoroughfare does not have a protected bike lane and offers only white striping designation in some stretches.

Mayor Ron Nirenberg mourned the loss of Bradshaw on Twitter and days later led a moment of silence among fans of Flaco Jimenez who gathered at the Squeezebox to celebrate the conjunto icon’s 80th birthday.

More than one fellow cyclist commented to me last week sentiments along the lines that San Antonio’s elected leaders need to move beyond “thoughts and prayers” responses to such incidents and demonstrate a real commitment to make city streets safer for everyone, regardless of the political fallout that might come from special interests that do not want any change that affects motorists, speed limits, or on-street parking.

Cyclists rode in a mournful procession across the Hays Street Bridge in memory of Bradshaw Monday night and then marked the site of his death with candles and a “ghost bike.” There is a quality of quiet despair that is palpable at such occasions. Cyclists feel powerless to effect real change.

A GoFundMe campaign has been started to raise $100,000 to cover Bradshaw’s medical and funeral expenses and provide care for his young son.

Scott Ball / Rivard Report

Tito Bradshaw owned the Bottom Bracket Bicycle Shop, which had closed in March in search of a new location.

Later in the week, physicians, nurses, and other medical workers honored the legacy of Dr. Naji Tanios Kayruz, a veteran surgeon who was killed Feb. 4 while cycling on the Interstate 10 West access road outside the Dominion. Kayruz’s widow, Dr. Sandra Vasquez-Kayruz, and the couple’s 21-year-old son, Anthony, were welcomed by staff at Metropolitan Methodist Hospital for a dedication ceremony on what would have been Kayruz’s 59th birthday. The hospital’s robotic surgical suites were renamed in his honor.

A vehicle allegedly driven by Melissa Nicole Peoples, 48,  struck Kayruz, fled the scene, and later struck another vehicle. Peoples was arrested shortly afterward by Bexar County deputies and charged with intoxication manslaughter and failing to stop and render aid.

Kayruz was riding along a route popular with cyclists who live and ride in the city’s Northwest Side, but there are no protected bike lanes along any of the highway access lanes.

Pedestrians also are at risk, evident last month when City of San Antonio accounting supervisor Omega McKinnon was struck and killed by a private charter bus as she crossed the street at St. Mary’s and Market streets. As a pedestrian in a crosswalk with a traffic signal, McKinnon had the right of way but was fatally struck as the driver executed a left-hand turn.

Police use a trash bag to clear a scene where a pedestrian was struck and killed by a bus in downtown San Antonio.

Scott Ball / Rivard Report

Police use a trash bag to clear a scene after downtown pedestrian Omega McKinnon was struck and killed by a bus.

Public health advocate Amanda Merck sounded an alarm in a commentary published Friday on the Rivard Report: “Bexar County is ill,” she wrote.

“Among 100 metro areas ranked, San Antonio is the 21st worst for pedestrians, according to the 2019 Dangerous by Design report by Smart Growth America. The San Antonio metro area’s Pedestrian Danger Index increased from 96.9 in 2014 to 131.2 in 2019, far worse than the national average of 55.3.”

There is an inarguable connection between safe streets and public health. Most people, however, will not venture on foot or bicycle to exercise on streets engineered only for vehicles.

City officials responsible for streets and public safety have been strangely silent in the wake of such fatalities. City Council honored Bradshaw with a moment of silence on Thursday, but the issue has not been addressed in any significant way by candidates in the mayor’s race.

Every time a cyclist or pedestrian is killed by a motorist the city loses not only a citizen but also a piece of its collective soul. An unspoken signal ripples through the community: Our streets are not for everyone. They are only safe if you are behind the wheel of a car or truck.

Each fatality leaves those of us pedaling and walking city streets feeling less secure, more vulnerable. Friends and family, co-workers, fellow cyclists mourn the loss, mount vigils and memorials, and then the  headlines fade. Nothing really changes.

How to address the problem does not require much research or investigation. For starters, speed limits should be lowered.

A pedestrian is hit by a rear view mirror of a moving car at the intersection of Main Street and Houston Street in downtown San Antonio in September 2017.

Bonnie Arbittier / Rivard Report

Paramedics tend to a pedestrian hit by a car’s rearview mirror at Main Avenue and Houston Street in September 2017.

“If a cyclist gets hit by an automobile going 40 mph you’re probably a fatality, with or without a bike helmet,” Robin Stallings, executive director of Bike Texas, told me when I wrote about San Antonio’s street safety problems in 2013. “At 30 mph, wearing a helmet, you’ll survive. At 20 mph, cars have time to stop and accidents don’t happen or happen a lot less often. Slow down cars and you’ll have a lot fewer fatalities.”

“We are a city by design, not by accident,” Councilman Roberto Treviño wrote in an April 4 statement sent to the Rivard Report for an article by Senior Reporter Iris Dimmick on the city’s new Urban Lighting Plan. “Thus, my vision … was to put forth a consistent, intentional strategy for lighting that would work in many ways to improve our quality of life here in San Antonio.”

The first sentence of Treviño’s statement should not go unchallenged. The District 1 councilman and architect has worked hard to make design and walkability a priority with City staff and Council, but no objective observer I know would agree that it is time to declare San Antonio a “city by design.”

In fact, it’s a city whose planners have consistently resisted efforts to adopt 21st century design standards for urban streets. A City Council that wanted to pass a 30-year Climate Action and Adaptation Plan to make the city carbon neutral by 2050 is unable to implement far less ambitious changes, such as subjecting inner city streets to a road diet, reducing individual vehicle traffic and promoting use of mass transit, walking, and cycling.

Sharing the road, which is State law, can only be effectively undertaken by reducing vehicle lanes, encouraging mass transit use, building protected bike lanes, and adding well-maintained sidewalks at least  5-7 feet in width. National standards call for sidewalks of that width in residential neighborhoods and sidewalks 8-12 feet wide on commercial streets.

There are street redesign projects in the 2017 bond, including Lower Broadway and Roosevelt Avenue, and there are existing examples of improved downtown streets, though the improvements tend to be only a few blocks in length.

We have little to show in the way of street safety and equity after a decade of downtown redevelopment. Let’s dedicate the next decade to building a comprehensive safe street network in the urban core. It’s a matter of life and death.

54 thoughts on “San Antonio: A City Still Unsafe for Cyclists, Pedestrians

  1. Thanks for continuing to cover and to call attention to this tragic situation in our community. The only portion of the piece I wish you had worded differently is: “Kayruz was riding along a route popular with cyclists who live and ride in the city’s Northwest Side, but there are no protected bike lanes along any of the highway access lanes.” While there are no protected bike lanes along that stretch (nor many other places in town), I wish you had noted that there is a very wide shoulder along that stretch. It is also clearly marked as a “Share the Road” area. I think it is important to include these details as they play into a cyclists’ mindset when planning routes. Not to include them suggests to some people that the cyclist was somehow at fault for cycling in an “unsafe area.” Thanks again for the piece, and keep it up!

  2. City unsafe for cyclists? Well, if cyclists would follow basic road rules when on the roads and not think they were in some race when they are on sidewalks or park trails, they might live longer. They seem to have no concept that these are shared spaces.

      • While I mourn the deaths, I do agree with Mr Sands. Furthermore, there is no reason for vulgar name calling. Cyclists and pedestrians need to not only obey existing laws, but remember that roadway ARE shared spaces, and they are most vulnerable.

        I would add that we need stronger DWI laws, arrests, and penalties..

        Furthermore, I see cars parked in designed bike Lanes on Rittiman, between Harry Wurzbach and Austin Highway all day everyday.

    • Cyclists and pedestrians should not fear for their lives when on sidewalks or park trails. What’s wrong with you?

  3. Good article Robert
    One of the main problems for bicycling around the city’s inner core is the lack of connectivity and speed. Bike lanes start and end in less than a mile While cars zoom by at 40 MPH. Many times I see people riding on crowded sidewalks rather than in a bike lane. In this town riding in a bike lane does not guarantee safety.

  4. As a cyclist, I make no apologies for bad and inconsiderate drivers be they motor vehicle drivers or bicycle riders, but it is an unfair characterization to lump all cyclist with a single label which William Sands’ response appears to make. I could well replace the word cyclist with motor vehicle driver or pedestrian and make the same statement. People are people and to pick out a few bad apples and paint them with the same brush is not helpful.

  5. As regards City Compliance, there’s code and then there’s enforcement. The City regularly disregards it’s own codes when building streets and sidewalks and when you take it up with DSD you get a shrug and an agreement and “they’re the city, they do what they want.”

    • Agreed. It’s shocking that TCI continues to design sidewalks that don’t meet guidelines. We support NACTO and their guidelines but don’t pretend to implement them in real life. The metrics TCI is judged on need to change that will force designs to become safer and more multimodal.

  6. Mr. Sands, you’re correct. There are ill-mannered and unsafe cyclists around. But could you at least admit that the two incidents described in the piece don’t fit that description? Both of the cyclists were killed by drunk drivers. And the pedestrian was killed by a bus turning illegally across a protected pedestrian crossing.

  7. I live downtown in an apartment building designated for seniors and the disabled.
    Walking downtown has become a nightmare as we avoid being struck by bicycles, scooters and skateboards. All of which are on our sidewalks. All of which are gleefully permitted by our inconsiderate City Council. Councilman Treviño should seriously understand that downtown sidewalks were not designed for bicycles, scooters or skateboards. Downtown San Antonio isn’t an amusement park.
    I empathize with the bicyclists as San Antonio drivers are reckless and often drunk. Precisely why I stopped riding a bike and why I never bought a motorcycle. Way too dangerous here.

  8. Right on red needs to disappear from the inner city. There is too much potentially going on – pedestrians, joggers, Segways, scooters, bicycles, automobiles – at any intersection for drivers to focus on trying to beat the traffic on their left.

    • Agreed wholeheartedly! Further, I believe pedestrians should get an entire signal to themselves to avoid conflicts where cars have a green light to turn right or left at the same time pedestrians have the walk symbol.

      • Isn’t that the case in the few intersections near city hall and the court house where there is a “scramble” (allowing diagonal crossing)? Just asking because it proves Linda’s idea can be implemented everywhere.

  9. The death of a city employee downtown who had the right of way and signal to walk all witnessed by other pedestrians should be noted. Why was the driver of the charter bus neither arrested or ticketed or given a blood test? I guess downtown is for the homeless and scooters and not pedestrians. Then why are the sidewalks in such of state of neglect. City leaders don’t care and perhaps the city police?

  10. “Sharing the road, which is State law, can only be effectively undertaken by reducing vehicle lanes, encouraging mass transit use, building protected bike lanes, and adding well-maintained sidewalks at least 5-7 feet in width. National standards call for sidewalks of that width in residential neighborhoods and sidewalks 8-12 feet wide on commercial streets.” What are the costs associated to do all this?
    Your suggestion to lower the speed limit makes sense and is economically feasible. It is hard to invest hundreds of thousands of dollars (if not millions) to support a handful of citizens. However, if you want to do this, take the money from VIA whose millions of dollars of operating costs also support only a handful of residents. I know, VIA boasts 36 million rides a year but that number is suspect to me. I know of nobody who rides VIA. Ask your family and friends if they ride VIA. Sorry, I digress.

        • My sister and I do, whole family does for park and ride events. I am fortunate enough to own a car, but choose to take VIA on the way to school for my commute due to its high frequency on San Pedro! My sister takes the bus and walks for all of her needs. I would love to ride my bike to school, but of course who has the guts to ride their bike on the 3 foot wide sidewalks on San Pedro and zooming cars. I agree with you that the sidewalks need to be wider OR that a protected bike lane is needed. One thing that I feel is dismissed is how the extremely wide lanes in San Antonio allow for faster speeds, and taking space away from cars would force them to slow down and be more cautious (also giving space backs to other road users ie. bike and sidewalk).

  11. I agree with everything you wrote Bob except for this “In fact, it’s a city whose planners have consistently resisted efforts to adopt 21st century design standards for urban streets.”

    As a transportation planner, I assure you that the planners I work with within my organization and at the City are aware of and fully support best practices for safe multimodal infrastructure. I’d even go so far as to say that we have elected officials on council who get it. Our challenge is that when driving is the mode of choice for a vast majority of people, it becomes very difficult, almost impossible, to do anything that impacts traffic lanes to provide for other travel options.

    However, I agree that we must find a way to advance what we know to be needed. And if anyone has any advice on how to make it so, believe me planners are listening and working on this harder than people might think.

    • Sounds to me like you are aware of it, and you support it, but you can’t *do* anything about it. That’s because only 0.3% of trips occur on bikes, so there is no data to justify the incursion on car supremacy. I get it. But, this doesn’t mean that anything is being done about the problem. In fact, its kind of an admission that it can’t and won’t be done. As a planner you know what will save lives, you just don’t have the political will to make it happen.

    • What steps need to be taken to set up protected bike lanes downtown and how did the City of Manhattan, NY implement their bike lanes? They have a system of comprehensive biking routes.

    • On this point, Linda. I cannot agree because I don’t see city planners actually giving people best practices. For example, Alamo Street through King William was once again “redesigned” without any neighborhood involvement. There’s a bike lane, but it’s not a protected lane. It could have been placed on the inside of parked cars rather than the outside. Then there’s the question of what is that bike lane really connected to?

    • Also find it hard to agree. McCullough Ave south of Hildebrand is a good example. 5′ bike lane and 12′ or more vehicle travel lane. Oh except for one random block where a resident complained that that wasn’t safe, so they put in a 2′ buffer for that block – and reduced the bike lane to below minimum standards at 4′. Just baffling.

      21st Century best practices would say 10′ vehicle lane, 2′ painted (at least) buffer, and everything else for the bike lane. The city is implementing the minimum width bike lane, according to AASHTO not NACTO, and giving everything else to vehicles. If we were following 21st Century best practices it would be the reverse.

  12. Dont ride a bike during rushhour or in the dark.Your chances of injury decrease.Each fatality mentioned happened during that time.Speed limits should be lowered in the city center.Pedestrians only on sidewalks.

    • So the victims are to blame because they were hit by drunk drivers? Is that really what you meant to imply? Or have I misread your comments?

    • So someone riding their bike to and from work can only have a job when its daylight out? Many things need to be done; lower speed limits, reduced right on red, more dedicated bike lanes, improved mass transit, tougher penalties for unsafe driving including speeders, better driver education regarding bicycle safety, mandatory bicycle rider training.

  13. Mr Rivard – A worthy topic for further discussion, and all good comments which help to show the complexity of thoughts about this issue. How can our city improve our mobility options in a safe, efficient and considerate manner? Suggestions of reduced traffic lanes and prohibited carbon emissions, while naive and ultimately unachievable, help us get out of the box of current modes that were meant for a different era. At the same time, defensive and negative comments against them expose a naivete that hinders a reasonable discussion on reasonable goals. How about both sides – all sides – just admit we have a problem and commit to working through our differences toward a solution that work for everyone and not just for their own special interests.

    Unsafe urban sidewalks (Ummm…..built for pedestrians) and alternative mobility lanes due to unaware and/or inconsiderate wheelers and motorists? Instead of letting everyone ride through wherever and whoever they want, why not designate and implement specific routes with safer lanes (wider with yellow stripes and visible signage) between hubs and designed specifically for alternative transport modes? Maybe limit, or even close, a few streets (with approval from their neighborhood property owners) to help the scooters, cyclists, rickshaws, etc travel safely to their destinations. Protect the pedestrians, wheelers and motorists with a plan like that (or any other reasonable approach) that addresses everyone’s concerns – not just one special interest.

    Solutions over emotions. Viva La Difference!

  14. This discussion is long overdue. I’ve had several close calls as both a pedestrian and a cyclist since moving downtown a decade ago. One disabled friend was recently hit by a car while crossing the street.

    Our leaders pay lip-service to a more walkable and bike-friendly San Antonio, but if you look at our funded projects and near-term priorities, it’s evident that we still put the needs of vehicles over people, and the business model of sprawl over the environment. Even if you aren’t a cyclist, the lack of political will to make needed changes has significant consequences on your pocketbook, health, and quality of life.

  15. One new project that is laughable because of the total lack of foresight is the South Alamo-Chavez-Perieda bike lane project. In most spots, no space exists between a parked car and the bike lane. I’ve seen cars and delivery trucks parked in the bike lane. It’s really quite a sight.

    Not only that but the bike lanes begin and end in about a mile or less.

    The COSA would be smart to look to Austin for examples of bike lanes next to the curb with cars parked on the outside of the space. Hence, a somewhat protected bike lane.

  16. Separation NOT integration. Our roads are dangerous for EVERYONE. Someone dies in an automobile nearly everyday. But if you’re not in an automobile then you’re obviously at a greatly increased risk; wheelchair, motorcycle, bicycle, skateboard pedestrian, etc. We need physical barriers of protection. F— a bike lane. When we need to protect motorists, from falling over a bridge, from head on collisions, etc, WE BUILD SOMETHING. But when we want to protect cyclists we put a stripe on the road?

  17. I have lived across from the Pearl on North Alamo for the last 5 years, and regularly run and walk my dog on the sidewalks. When approaching intersections, particularly Newell/Casablanca or Jones with Broadway, i await for my pedestrian light to cross and check both ways before doing so. I’ve stopped counting the number of times myself, my girlfriend, or my dog have almost been run over by a motorist who pays little to no attention and speeds through or turns at these intersections. The safest thing I’ve found is to jaywalk on Broadway under 35/281/37 as at least i have plenty of lead time to cross the road in front of barreling cars unlike the intersections where people rush and turn through without paying attention. I’ve called 311 tons of time, and the most i could get them to do was say they’d put up a sign telling drivers to be aware that pedestrians live in the area….that promise was made almost a year ago and never actually delivered on. I won’t hold my breath. Sadly, it’s going to take more death and morbidity before the city cares to do something. I see and try to fix what SA cars do routinely pedestrians and cyclists at my job at one of our level 1 trauma centers in the ER/ORs, but im fearful it will be me or my family needing that expert trauma care someday with how dangerous these intersections are. Wish drivers would realize people live downtown and should be afforded respect and safety. Sad.

  18. How about the City Of San Antonio vehicles and VIA bus drivers paying attention to the rules of the road for once too! On numerous occasions, I’ve seen VIA Buses blow through school zones traveling way over 20 mph and sometime blowing past school buses with their red lights flashing and the red flashing stop sign extended. Same with COSA vehicles. I’ve seen many blow through red lights, cut off pedestrians, and drive recklessly. Why doesn’t the city do something about these drivers or is there more money to be made by ticketing the citizens rather than VIA Bus and COSA vehicle drivers? What’s really going on here?

    • Good points. UPS, USPS, FEDEX, garbage and recycling trucks, and all others working drive as if their schedule is urgently a priority. Fact is none of these are except ambulances, fire trucks, and police.

  19. Suggestions: Short term solutions: A. Lower speed limits on non-arterial streets to 20mph and arterial to 25mph as in Seattle. B. Promote safety awareness by ads and signage promoting watching out and caring for the others using the roads.
    Long-term solutions requiring fund raising public & private: A. Build infrastructure of protected bicycle paths. B. Improve public transport service… efficient, frequent, and used by more people perhaps by incentivizing through taxbreaks, employee ridership programs, higher parking fees, etc.

    If we work together we can make the city streets safe for all to use.

  20. Bad motorized vehicle operators AND bad bicycle riders abound here. Nobody seems to follow the rules of the road. No turn signals, no headlights on before sunrise/after sunset, speeding, texting by drivers. No courtesy, ignoring the rules for cyclists, and ignorance on the part of cyclists.

    And as for pedestrians? Crossing against the light, constantly looking at their cell phone/ Yes, in a crosswalk they do have the right of way. But again that inattention to what’s going on around them…

    • Pointa understood and agreed. In the instances stated in this article, however, death resulted clearly from driver fault. Note also that an irresponsible cyclist will, in nearly all cases, not cause death whereas an irresponsible driver is like a loaded gun in the wrong hands.

  21. The fact is the City Council and County Commissioners Court maintain a cars-only transportation monopoly for the benefit of special interests. Public resources are monopolized for corporate profit and the City and County effectively tell everyone in San Antonio they must buy a car, pay for gas, insurance, and property taxes to subsidize and maintain this transportation monopoly. The City and County budgets tell the story of a citizenry trapped in cars, terrorized in their own neighborhoods, and forced to pay ever increasing tribute. This is a clear case of dereliction of duty by City and County government. We are all victims of this failure to serve the public interest and have realistic, practical, and safe choices in transportation infrastructure.

    • Interesting viewpoint…I would add that the average citizen plays a significant role in not critically thinking of how their personal transportation affects the community.

  22. If the city is behind the times in fixing existing neighborhood streets and sidewalks, how can they pour the type of money that is needed for protected bike lanes?

    I am frightened for what I see bike riders doing on the streets. Last week while traveling north on Roosevelt Rd. at dusk, a bicyclist was traveling south on the inter lane without and lights. My wife and I were frankly were frightened to see all of this bicyclist in the middle of the busy road in the dark.

    To get change at city hall the botton line is the biking community need to understand that this mayor and most city council members only represent the establishment, chambers, developers and their lobbyists. Unless your organized, have money, and lobbyists to push your agenda, your needs will not be address by this mayor.

    Organize and become a political force that they fear and your issues will begin to be address. Otherwise, moment’s of silent by Ron Nirenberg are just for show.

    I personally believe the time for change is now at city hall. Come out and vote these people out of office.

  23. As a runner, I can agree that we have SERIOUS issues with pedestrian and bike rider safety. We have sections along Broadway where there is no sidewalk or one that is only like 12″ wide. Our city cuts corners and carves a bike line out of a street rather than looking towards creating a real bike path not connected to any roadway other than crossing one. Also, our city has no clue of traffic laws. I was nearly hit by a car turning left across traffic on Broadway at Grayson, while on the crosswalk, with the signal in my favor, and after he almost hit me, yelled at me for being in his way. Why does the crosswalk at Avenue B and Mulberry not have better markings? Why doesn’t it have the ground level yield signs??? Last week, A SAPD patrol car didn’t yield the right of way while I stood there!!!!!!

  24. State law prohibits a city from having a 20 mph speed limit on even a limited traffic residential street. Let’s bring that back so that we can get people to slow down to 25! And maybe The Rivard Report can get a position statement from the mayoral candidates about pedestrian and traffic safety.

    • Bob, can you do an update to the story Iris wrote about two years back about lowering the speed limit? The state law “prohibition” is just hog wash. The speed limit in portions of Alamo Heights are 25 mph. The speed limit in front of the Alamo is 20 mph. The City can and should immediately reduce speed limits, but it lacks the political will to do so. Everyone supporting Vision Zero is simply paying it lip service when its third key strategy is to reduce speed limits. The first strategy being the development of leadership.

  25. Please advocate for protected bike lanes along our streets that have heavy congestion, especially at commute times. It will help make bicycle travel safe and open up an opportunity for many to leave the car at home for commutes.

  26. I am a recent transplant down here from the Northeast. When I first arrived, I thought it was ‘quaint’ that people were standing and waiting for the walk light even when there were absolutely no cars in sight. After living here almost a full year, I realize it’s not ‘quaint’, these people are simply in fear of their lives.

    Up north, the police would set up sting operations. A plain clothed officer would step out onto a crosswalk, if a car failed to give that pedestrian the right of way and stop, a cruiser would pull them over a block further down the road and write them a ticket. This increased revenue as well as made motorists more aware and compliant with the laws. Citations were also handed out to jay walkers and cyclists who were not behaving safely.

  27. take care of accessibility REQUIREMENTS (curb cuts/ramps, sidewalks, audible signals) before adding protected bike lanes!

  28. Streets aren’t particularly safe for motorists, either. Nearly every day, I witness grossly inconsiderate driving from someone on my way to and/or from work. The merge lane is not for passing. Getting off an interstate from the middle lane is an extremely stupid thing to do and can get you into a serious accident. So is changing three or more lanes at one time at speeds in excess of the posted speed limit.

    I realize I’m ever so slightly off topic, but I only mean to illustrate how little regard some motorists, drunk or sober, have for their fellow man. And yes, most speed limits should probably be cut by 10 to 15 MPH county-wide. Enforcement should be stepped up, too.

  29. I just heard about the idea of “congestion pricing” to disincentivize driving at peak times. I love that idea and could see proceeds going to alternative transportation accommodations that would further contribute to easing traffic and enhancing bike/pedestrian safety.

  30. As someone who commutes to work from the Woodlawn Lake area to downtown on a bike most days, I’m probably in the minority to say that I feel relatively safe doing so. While the bike lane along Cincinnati tends to be full of gravel and debris and have several parked cars in the bike lane in front of residences, it still feels pretty safe and motorists tend to give me plenty of room, even when I have to get out of the bike lane to get around a parked car or gravel patch. A real key to bike safety, I think, is to always be super alert, and don’t just navigate with your eyes; use your ears and learn to hear the difference in sound between when a car is coming up right behind you and when it is approaching with enough room to pass safely. Also learn to ride a straight line while looking behind over your shoulder–not as easy to do as you might think. Obeying traffic laws and being courteous to motorists also goes a long way. I realize commutes from other parts of town may not be as safe, but, for the most part, I feel like I can find a safe route to get almost anywhere within a few miles of downtown, even if I have to go a little out of may way to avoid traffic.

  31. I just finished reading every single comment posted and want to add to this important discussion this fact: Just because COSA implements a law does not make it a solution when law enforcement fails to enforce it! Case in point: the law passed a few years ago prohibiting ALL cell phone usage that’s not “hands free” while driving. The fact remains it is not just texting while driving that is dangerous but ALL distracted driving.

    Driving the streets and highways of SA I see countless drivers not looking at the road but their phones. And what I do not see is any police issuing citations. It seems to me that they are primarily only interested in ticketing speeding offenses when there are so many other equally, if not even sometimes more so, dangerous driving abuses that are allowed by law enforcement because they are simply not enforced! Start issuing tickets for cell phone usage, lack of turn signals, blatant disregard for posted merge signs and waiting to the last minute to cut in front of dozens of other vehicles, etc. and perhaps drivers will begin driving more safely. Right now there’s virtually no accountability. And the drivers know that so they continue with their unsafe and horrible driving practices.

Leave a Reply

Your email address will not be published. Required fields are marked *