March Webinars

Tweet

March 6, 10 am -12 pm (PST)

Innovative Transportation Stormwater Management: Green Infrastructure in Road Projects

The U.S. Environmental Protection Agency’s Office of Wastewater Management and the Federal Highway Administration’s Office of Project Development and Environmental Review are teaming up to co-sponsor the webcast “Innovative Transportation Stormwater Management: Green Infrastructure in Road Projects.” 

Roads can convey a variety of pollutants into our waterways and can increase the volume and velocity of stormwater generated. Green infrastructure techniques are one solution that can be used to reduce and treat stormwater runoff. This webcast will include brief overviews about green infrastructure from FHWA and USEPA and showcase two state transportation organizations committed to innovative initiatives to improve water quality and manage the quality and quantity of stormwater runoff from road surfaces. The speakers will highlight collaborative projects, policy recommendations to strategically incorporate green infrastructure into the roadway funding and approval process, and describe a programmatic approach to the design and construction of stormwater BMPs along with a chloride offset program.

Register here.

March 14, 10 am- 11:30 am (PST)

Pedestrian Safety and the Highway Safety Improvement Program

This webinar will provide an overview of the Highway Safety Improvement Program (HSIP) and its applications for addressing pedestrian safety.

Karen Scurry (Federal Highway Administration Office of Safety) will provide an overview of the program and discuss the relationships between the different HSIP programs, eligibility requirements, resources for additional information, and examples of pedestrian focused projects that have used HSIP funds.

The webinar will also feature presentations from two states – Arizona and California – to focus on how HSIP is applied on the state and local levels.  Providing these presentations will be Kohinoor Kar (Arizona Department of Transportation) and David Cohen (FHWA California Division).
The presenters will also participate in a question and answer session to answer questions from the attendees.

Register here. 

March 20, 11 am - 12:30 pm (PST)

Keeping Pedestrians Safe in Urban and Suburban Settings

Pedestrian fatalities have been on the rise over the past couple of years. By attending this free webinar, you will find out more about how we can reverse this unsettling trend and make our urban and suburban communities safer for pedestrians. Walking is the mode of choice for some, and the only choice for many. It is imperative that pedestrian safety becomes a priority for and incorporated into all planning and design processes. 

This webinar, Walking Shouldn't Be Hazardous to Your Health, Part 1: Keeping Pedestrians Safe in Urban and Suburban Settings, will provide an overview of tools, campaigns and strategies you can use to work toward a positive impact on pedestrian safety and help reverse pedestrian fatalities and injuries. Our featured speakers, Noah Budnick and Michael King, are experts in the field of pedestrian safety and the built environment. They will walk you through addressing pedestrian safety in both urban and suburban settings, tackling these issues through campaigns and design.

Register here.

Speed Reduction Case Studies: Portland, Seattle, Washington, DC

Tweet

Three more case studies showing how cities across the country have used a variety of measures to reduce speeds and increase biking and walking.

Portland, Oregon: Neighborhood Greenway Initiative 

Portland, already known for its commitment to cycling and pedestrian mobility, created its Neighborhood Greenways plan to improve pedestrian and bicyclist safety and further encourage biking and walking. The plan converted and expanded existing Bicycle Boulevards into a network of Neighborhood Greenways, residential streets designed to prioritize bicycles and pedestrians over automobile traffic. Typically, greenway speed limits are 20 mph and traffic volume is 250–1,000 cars per day.The Neighborhood Greenways initiative uses speed bumps to achieve the desired 20 mph operating speed.

Photo courtesy of HRIA

The City has already created a network of greenways that reaches a quarter of residents in Portland, and hopes to expand that number to 80 percent by 2015. Creation costs for each mile of greenway are about $150,000 per mile, in part because the city was able to use existing trail connections and routes with signals. Funding for Portland’s Neighborhood Greenways comes from a variety of sources, including general transportation revenue and transportation grant-funding, as well as Safe Routes to Schools grants. 

While there is not yet enough data to measure a reduction in injuries and fatalities associated with Neighborhood Greenways, bicycle volumes increased by approximately 6.4 percent between 2010 and 2011 and within the same timeframe, 61 percent more bicycles were counted at 11 locations on newly developed neighborhood greenways.

Seattle, Washington: A Multi-Faceted Approach To Speed Reduction

As part of its 2012 Road Safety Action Plan, the City of Seattle set a goal of zero traffic-related fatalities by 2030 and identified speed reduction as one of six priority areas to help achieve that goal. A key reason for this was to improve pedestrian and cyclist safety: while the number of collisions in Seattle dropped from 2000 to 2010, collisions involving pedestrians and cyclists did not.

Seattle addressed speeding in four broad ways: 

1. Policy: Pending state legislation would allow the City of Seattle to reduce speed limits on low-volume, low-speed residential roads more easily.
2. Education: The City promotes safe driving through its Be Super Safe campaign, which targets males ages 16-24.
3. Environment: Seattle makes physical changes to the road, such as road diets and upgrading signage, to make drivers aware of speed limits and encourage reduced speeds. As part of the City's Arterial and Neighborhood Traffic Calming program, Seattle has implemented over 30 road diets and implemented an automated enforcement program
4. Enforcement: The City increases police and automated enforcement of speed limits

The City allocated $200,000 from the General Fund in 2013 and 2014 with emphasis on speed reduction measures, as well as $2.1 million for pedestrian and bicycle enhancement and $1.5 million for pedestrian, bicycle, and greenway additions. The work is also funded through state grants. 

Washington, DC: Automated Speed Enforcement 

Photo courtesy of HRIA

In 2001, nearly 60 percent of traffic fatalities in Washington, DC were speed-related. Based on evidence that consistent enforcement of traffic laws effectively changed driver behavior, the City created a Photo Enforcement Program to address speeding problems. The program uses 

stationary and portable photo radar cameras, cameras in vehicles, and intersection safety cameras to enforce speed limits. Currently there are 10 permanent sites and 15 portable sites within the city, in addition to up to 18 vehicles with photo enforcement deployed six days a week. 

The City typically sees a 60 to 80 percent reduction in speeding violations within a few 

months of cameras being deployed at a site. Overall, the number of traffic fatalities in DC has dropped from 68 in 2003 to 19 in 2012, average speeds among all vehicles in DC have been reduced, and the rate of speeding over 10 mph above the speed limit has dropped from one in three drivers to just one in 40.

To build community support for the program, the City worked hard to communicate its goals and intended outcomes to the community by speaking at citizen meetings and soliciting input on where to place cameras. As a result, the program enjoys strong community support, with 76 percent of those surveyed favored speed cameras.

Speed Reduction Case Studies: Chicago, Columbia, New York

Tweet

As part of a new set of resources on neighborhood speed reduction, Health Resources in Action has provided six case studies describing what cities across the country are doing to lower speeds on their streets. Here is a brief summary of the first three:

Chicago, Illinois: Child Safety Zones 

In Chicago, speed was a significant factor in the 3,000 annual crashes between motor vehicles and pedestrians, with children ages 5–18 most likely to be involved in pedestrian crashes. In response, City leaders made a commitment to reduce serious pedestrian injuries by 50 percent every five years and eliminate pedestrian fatalities within 10 years.

Photo courtesy of HRIA

Key to this strategy was the Child Safety Zone Initiative, which designates the areas within 1/8 mile of all 1,500 schools and parks across the city as “safe zones.” Within these safe zones, the Chicago Department of Transportation used multiple measures to reduce vehicle speeds, including:

• High-visibility crosswalks
• Median “refuge islands” for pedestrians crossing streets
• Curb extensions
• Speed feedback signs 
• Automated speed enforcement cameras
• Speed limits reductions (speeds lowered from 30 mph to 20 mph between 7 am and 7 pm near schools)

Columbia, Missouri: Lowering The Posted Speed Limit On Residential Streets 
In Columbia, speeding on local roads was consistently a top issue for area residents. Based on the success of similar efforts in other Missouri cities, in 2009 Columbia ran a pilot program reducing the default speed limit on residential roads from 30 mph to 25 mph. In some neighborhoods, enhanced posted speed limit signs were placed at the entrances of the neighborhood, indicating the lowered speed limit of 25 mph. An educational campaign to promote the slower speeds was also included as part of the program.

Speed data from both neighborhoods showed reductions in average speeds, reductions that ranged from roughly 1 mph to over 6 mph on roads where speed limits were changed from 30 mph to 25 mph. The new, kid-friendly signage and the educational campaign did not have a greater impact on lowering speeds than merely lowering the posted speed limit and replacing the standard sign, but residents in the neighborhood that received education reported feeling safer riding bikes and walking on their neighborhood streets than residents in the neighborhood without the educational outreach.

The pilot study to evaluate the effect of the speed reduction cost $9,935, and the City used  used $128,000 of its traffic safety funds to cover the cost of installation equipment and temporary salaries for two staffers.

New York City: Neighborhood Slow Zones
Pedestrian crashes in New York City are a serious issue, with crashes the second-most common cause of injury deaths among children 5 to 14 years old and among adults over 45. Many of these crashes (21 percent in 2010) can be attributed to speeding. To address this problem, the City began the the pilot Neighborhood Slow Zones program to slow vehicle speeds on residential streets.

Photo courtesy of HRIA

Improvements in the Neighborhood Slow Zones include:

• Blue “gateways,”including signs and markings at an intersection to announce the entrance to a Neighborhood Slow Zone
• Signs and pavement markings to indicate a 20 mph speed limit (reduced from 30 mph) 
• Additional safety measures such as speed bumps, street markings, and other traffic calming treatments

The creation of Neighborhood Slow Zones is led by residents themselves, who must identify a 5-block area for the zone and gather community support in order to apply. While the City received over 100 applications for its first round of funding, requiring broad community support (though helps once application accepted) may hinder the creation of Slow Zones in neighborhoods without community associations or a strong consensus surrounding speeding.

Resources to Reduce Traffic Speeds in Your Neighborhood

Tweet

Image courtesy of Health Resources in Action

Health Resources in Action recently created a new webpage of community Speed Reduction resources with plenty of ideas for neighborhoods hoping to slow down traffic on their street.

In addition to two brief fact sheets (Public Health Impact: Community Speed Reduction and Speed Reduction Fact Sheet: Opportunities to Improve Current Practice ), HRIA has put together a more lengthy technical report that provides a nice summary of the state of the practice and outlines key public health concerns related to speeding.

Why is speeding a problem?

Most advocates are aware that higher speeds lead to more severe injuries and fatalities, but the numbers bear repeating: the average risk of severe injury for a pedestrian struck by a vehicle is just 10 percent at an impact speed of 16 mph, but quickly reaches 50 percent at only 31 mph.

Source: Health Resources in Action 

There are real costs associated with speeding crashes as well. According to the technical report, the cost of speeding-related crashes is estimated at over $40 billion per year, and a single fatality costs $6 million. Moreover, vulnerable (low-income, minority) communities disproportionately affected, as are young, old, disabled--people less likely to be able to recover from the financial challenges created by a speeding fatality.

What causes speeding?
The report points to three key factors. First, road design: roads that are designed to be "forgiving" to drivers (wide lanes, no on-street parking, no landscaping or street furniture to run into) provide cues that encourage drivers to speed, often without even realizing it. These physical features are far more important to driver than incidental features like, oh, speed limit signs. As the report puts it, "...a road that is designed to be driven at high speeds will be driven at high speeds, despite posted speed limits."

Land use may also play a role in speeding. The report highlighted one study that found that strip malls and big box retailers are major crash risk factors for bikes and pedestrians. On the other hand, commercial areas designed at a pedestrian scale lessen the risk of crashes.

Finally, the report cites a culture of speeding as a major part of the problem. More than 70 percent of drivers speed--despite the fact that most people say they disapprove of speeding. This is particularly true for speeding in residential areas, where nearly 90 percent of people "frown upon" speeding but almost half admit to speeding themselves.

What should we do about it?
Fortunately, there are many ways to combat the problem of speeding. Health Resources in Action recommends four key strategies:

1. Design and retrofit road networks to ensure safe speeds for all road users (motorists, cyclists, and pedestrians), using techniques such as traffic calming or slow zones.
2. Use automated technologies to enforce speed limits.
3. Set speed limits for the safety of all road users.
4. Improve data collection

They also provide six case studies of communities that are implementing these strategies. Over the next few days we'll review the findings from these studies to learn how you might apply them in your own neighborhood.

Uninspired Oahu Officials Miss a Crosswalk Opportunity

Tweet

Photo courtesy of KHON

City officials in Oahu are up in arms over markings that have appeared in several local crosswalks in the last few months.Using white paint and a little creativity, someone has altered the city's standard zebra crossings to incorporate the message "Aloha" into the otherwise typical design.

Non-standard crosswalk markings are hardly unique to Hawaii; cities all over the world use crosswalk design to shape community identity, draw extra attention to a pedestrian crossing, or just have a little fun, as in these new "hopscotch crosswalks" in Baltimore.

Photo courtesy of NPR

Nonetheless, Oahu officials insist they must remove these "acts of vandalism" in the name of public safety. According to the City's Facility Maintenance Director, "It can pose a danger to pedestrians because people that are approaching it and driving in vehicles unfamiliar with that area may think it’s a marking on the road and not a crosswalk.” 

I would love to meet the driver who would mistake the above crosswalk for anything other than what it is...because I would immediately take away their driver's license. Someone that obtuse should not be allowed on the road. 

Certainly there are no shortage of by-the-book officials who consistently mistake "innovation" for "danger"--that's one of the key reasons tactical urbanism exists, after all. But at least some cities (Raleigh, for example) are beginning to recognize that the guerrilla tactics of their citizens might actually lead to something good for everyone. 

Many Oahu residents have said they like the new crosswalk design, and the City could choose to work with residents to officially sanction the Aloha crosswalks (and maybe add a little more charm to otherwise dull crossings). Instead, Oahu is choosing to spend $4,000 a pop to "fix" the problem. Sorry Hawaii pedestrians, you're not getting any aloha in your day anytime soon.

Video: The Rise of Open Streets

Tweet

This short video from Streetfilms has been getting almost as much attention as the Open Streets movement itself lately. Here's a little bit about the film from its creators:

"The Rise of Open Streets" examines the open streets movement from myriad perspectives -- how it began, how events are run, how they shape people's perceptions of their streets, and how creating car-free space, even temporarily, benefits people's lives. And it looks not only at big cities like Los Angeles, but smaller ones like Fargo, Berkeley, and Lexington. We've interviewed some of the most important people in the movement, including former NYC DOT Commissioner Janette Sadik-Khan and former Chicago DOT Commissioner Gabe Klein, as well as former Bogota Parks Commissioner Gil Penalosa and Enrique Jacoby, from the Pan American Health Organization.

Take a look!

User-Friendly Complete Streets

Tweet

Image courtesy of www.bostoncompletestreets.org

As cities across the country jump on the Complete Streets bandwagon (it's public transportation, after all), they're on the hunt for good examples of Complete Streets documents: why reinvent the wheel, when it's hard enough trying to reinvent the street? One lovely model that any city would do well to emulate is Boston's Complete Streets website.

The site, clearly designed by someone who knows how to do these things, includes a number of features that set it apart from typical municipal websites:

• Interactive graphics, like the one pictured above, provide detailed information and pictures about complete streets concepts
• Social media components are integrated into every aspect of the site, encouraging users to tweet, share, and subscribe to stay informed about Complete Streets projects
• Contact information is easy to find--including direct phone numbers and emails of several staff members responsible for implementing Complete Streets policies, not just the generic (or non-existent) email addresses available on typical sites, that rarely provide an easy connection to an actual person
• Definitions of key terms in the Complete Streets vision are provided up front, so users are less likely to get lost in a morass of planning jargon
• A dedicated page highlights opportunities for public participation, and includes a "pitch" describing why users should get involved with Complete Streets issues

More on Snowy Sidewalks

Tweet

Photo courtesy of BBC News

Snow seems to be on the minds of many this week (though not so much here in Southern California). Here are a few stories about how cities with colder weather than us are addressing the problems that come along with all that white stuff.

Smart Growth America wonders, How do you shovel a bike lane? They offer some resources for folks looking to answer that question on their site:

Focusing on clear and accessible pathways and transit stops for people with disabilities, a booklet from Easter Seals Project ACTION describes the ways snow and ice present significant barriers to travel, innovative practices and design solutions to clear the way, and the Americans with Disabilities Act requirements for sidewalk maintenance. Some of this material was covered in a recent webinar, which featured Russ Decker of Aspen, CO, Donna Smith of Easter Seals Project ACTION, and Roger Millar, Director of the National Complete Streets Coalition.

Meanwhile, Grist's Ask Umbra offers some advice to a reader who wonders, What do I do about my treacherous sidewalks this winter? Hint: the best solution involves beet juice.

Finally, this story from the BBC describes how people in snowy climes are using "sneckdowns" (snowy neckdowns) to test potential street redesigns that favor pedestrians, like the one in the picture above:

After a winter storm, snow ploughed to the side of the road creates temporary neckdowns and demonstrates the principle in action.

"When that snow piles up at a lot of intersections in neighbourhoods, you see that space where they could put a kerb extension," says Eckerson. "The cars still can make the turn, including trash trucks and school buses, but you see the slow, more deliberate turn around the corner instead of cutting it."

It almost makes me wish we got snow around here...

Snowy sidewalks: Another reason to be happy about living in California

Tweet

©Dan Wasserman, The Boston Globe

We're lucky here in Southern California not to have to deal with the issue of snow-plowing--or rather, lack of snow-plowing--on pedestrian walkways, but it's a big problem in other cities, where roads are typically cleared of snow and ice far before sidewalks.

However, in some parts of the world cities are starting to re-think how they address plowing, as this recent story from the Atlantic Cities blog describes. In Sweden, a few cities are revamping their snow clearance policies to prioritize roads near schools and transit stops, as well as those with bike lanes. The idea is that it is these roads, rather than the major ones to city centers, that serve the more vulnerable populations (women, families) who have more challenges dealing with snow. Plowing them first thus becomes an issue of gender equality, not just mobility. Given that those with lower incomes are more likely to walk or use transit, perhaps we need to apply similar thinking here in the US?

How a School in Virginia Got Full Participation in a Walking School Bus

Tweet

Photo courtesy of the Safe Routes to School National Partnership

This recent story from the Safe Routes to School National Partnership highlights how infrastructure improvements combined with strong leadership and outreach can have a big impact on how kids get to school.

Several years ago Keister Elementary in Harrisonburg, Virginia, received a federal Safe Routes to School grant to provide sidewalks, traffic calming, crosswalks, bike lanes and new signage around the school. With the new infrastructure in place, school leaders were eager to find ways to further encourage students to walk and bike to school. They started with a Walking Friday program where kids walked on a track for 20-30 minutes before school once a week, and then created a walking school bus to serve a nearby housing complex. Initially parents at the complex were concerned about the safety of the walking school bus, so school staff visited each family at home to explain the program and encourage parents to get involved. 

Today the walking school bus has 100 percent participation, and the school is looking into even more ways to incorporate walking and biking into students' daily lives. 

Walking Safe: Child Pedestrian Safety

Tweet

Courtesy of the Children's Safety Network

The Impact of Neighborhood Walkability on Walking Behavior

Tweet

Photo courtesy of www.pedbikeimages.org / Dan Burden 

Planners love to point out that people who live in walkable neighborhoods tend to walk more, but they're quick to admit that we don't entirely understand that relationship. A new paper from America Wallks seeks to address that by using survey data to answer some burning questions, namely things like:

• How much more do people who live in pedestrian-friendly neighborhoods walk than people who live in neighborhoods that are not as conducive for walking? 
• What about people who happen to live in walkable neighborhoods for whom “walkability” was not a decisive factor in choosing where to live? 
• Do these people also walk more than others who live in less walkable neighborhoods?

To answer these questions, the survey queried respondents about both the type of walking they did in a typical week, including "utilitarian" (to get some place) and "health/relaxation" (exercise, walking a dog) walking. They were also asked several different types of questions intended to gauge the walkability of their neighborhoods. As the following table shows, people who live in neighborhoods they consider "walkable" are far more likely to walk more than 10 minutes per day than people who live in less walkable places.

This Year's Pedestrian-Friendly Confereces

Tweet

Courtesy of the ever-helpful John Z. Wetmore, a list of conferences that may interest you this year: 

January

7-10  International Disaster Conference / National Evacuation Conference;  New Orleans, LA
12-16  Transportation Research Board (TRB);  Washington, DC
16-17  Transforming Transportation (EMBARQ);  Washington, DC
17-18  Oklahoma Bike Summit;  Tulsa, OK
20-24  World Of Concrete;  Las Vegas, NV
22-24  Conference of Mayors;  Washington, DC
22-25  National Sheriffs Association Winter Conference; Washington, DC
24  Iowa Bicycle Summit; Des Moines, IA
27-28  ASTM F13 Pedestrian/Walkway Safety and Footwear; Houston, TX
28-30  Nat'l Conf on Science, Policy and the Environment: Building Climate Solutions; Washington, DC

February

4-7  Winter Road Congress;  Andorra
6-7  Media That Matters; Washington, DC
8  New Jersey Bike & Walk Summit; New Brunswick, NJ
9-11  National Conference of Regions; Washington, DC
10-11  Good Jobs, Green Jobs;  Washington, DC
10-11  Colorado Bike Summit; Denver, CO
11  Maryland Bike Symposium; Annapolis, MD
12-13  International Winter Cycling Conference;  Winnipeg, Canada
13-15  New Partners For Smart Growth;  Denver, CO
16-19  Conference on Play; Clemson, SC
16-24  Safer Roads by Design: Across Six Continents;  Orlando, FL
21-25  ATSSA - American Traffic Safety Services Assn. Convention and Traffic Expo; San Antonio, TX
22  Alumni Day; Princeton, NJ
23-27  Partners for Public Lands; Albuquerque, NM

March

1-5  NACO - National Association of Counties Legislative Conference; Washington, DC
3-4  Transportation/ Land Use Planning and Air Quality (TLUPAQ) Conference; Charlotte, NC
3-4  Smart and Sustainable Campuses; Baltimore, MD
3-5  National Bike Summit;  Washington, DC
8-12  Congressional City Conference; Washington, DC
9-11  American Public Transportation Assn. Legislative Conference (APTA); Washington, DC
9-12  Active Living Research;  San Diego, CA
9-12  Institute Of Transportation Engineers (ITE);  Miami, FL
11-15  Aging in America;  San Diego, CA
14-16  North American Handmade Bicycle Show;  Charlotte, NC
19-21  Design-Build in Transportation;  San Jose, CA
19-22  Urban Affairs Association;  San Antonio, TX
21  Delaware Walk & Bike Summit; Newark, DE
25-26  National Recreation and Parks Association Legislative Forum;  Washington, DC
26-28  Texas Trails and Active Transportation Conference; Fort Worth, TX
27-29  MT Bike Walk Summit; Billings, MT
30-4/5  Sustainable Trails Conference; Stonewall, WV

Parklets: Neighborhood Amenity or Waste of Parking Spaces?

Tweet

LA's Spring Street parklets feature a variety of seating options, like these swing seats, as well as exercise bikes, tables, landscaping, and even a foosball table.

As more and more cities begin to question the value of flooding their urban areas with surface parking, new ideas for street space have begun to catch on. Parklets, made popular through events like Parking Day, transform on-street parking spaces into small public parks and represent a relatively cheap and easy way to increase park space in otherwise built-out neighborhoods.

San Francisco and New York have conducted limited evaluations of their parklets, and have found that they seem to increase pedestrian volumes while have a neutral to positive impact on local businesses. An Assessment of the Spring Street Parklets, a collaborative effort of the UCLA Complete Streets Initiative and Parklet Studies, includes a more detailed evaluation of two of Downtown Los Angeles' four new parklets. Using a combination of bicycle and pedestrian counts, activity mapping, and interviews with users and businesses owners, the report compares conditions in parklet neighborhoods before and after installation.

Volunteers mapped the location of parklet users at different times of day as part of the evaluation process.

The assessment results show increases in both bicycling and walking in the vicinity of the parklets after installation, though for both modes men are over-represented. In part this could be due to the continued perception of safety concerns for female walkers and bikers. At the same time, there was no noticeable change in parking occupancy in the parklet areas, suggesting that at least one common concern (the possibility of a parking shortage created by the removal of spaces for parklets) may not be as likely as many believe. Similarly, concerns about pet waste and panhandling in parklets were not supported by on-the-ground observations at the sites; instead, smoking was by far the most common "nuisance behavior" in the parklets.

This Year, Resolve to Give Up Distracted Driving

Tweet

Photo courtesy of ADS Logistics

With New Year's behind us, it's time for my annual plea for you to put giving up distracted driving at the top of your resolution list. Although we tend to think of distracted driving as involving texting or talking on the phone, any number of other behaviors can distract a driver from their main task (i.e. driving): eating, adjusting a radio, reading maps, even talking to other passengers. I've been working hard on eliminating the cell phone use from my drive over the past three years, but I admit that there are still other behaviors on this list I should be paying more attention to.

One of the key issues is that while most people seem to agree that distracted driving is a problem, their beliefs don't translate into behavior changes. According to one report by the AAA Foundation, "A percentage nearly identical (67.3%) to the proportion of drivers who disapprove of hand-held cell phone use admits to talking on the phone (of any kind) while  driving in the past 30 days ore than a third of licensed drivers (34.7%) admit to reading messages in the past 30 days (7.7% fairly often or regularly), and a quarter (25.8%) typed or sent them (5.5% fairly often or regularly)."

If you're reading this blog, I probably don't need to convince you that distracted driving is a big problem, but just in case, I've gathered some tidbits about the issue that should totally convince you (and maybe even your friends and family) to put down the phone...and hot dog, and hairbrush...

For pedestrian and bicyclist advocates

• While distracted driving deaths have fallen in recent years for motorists, pedestrian and bicyclist deaths from distracted driving have increased.
• In 2011, 495 non-occupants were killed in distraction-affected crashes. 

For young drivers

• 11% of all drivers under the age of 20 involved in fatal crashes were reported as distracted at the time of the crash. This age group has the largest proportion of drivers who were distracted.
• 55% of the people killed during teen (15 to 19) distraction-affected crashes were other teens 15 to 19 years old.

For people who think headsets are safe

• Headset cell phone use is not substantially safer than hand-held use
• Seven in ten (69.6%) licensed drivers, when asked to compare the safety effects of holding a
  phone versus talking on a hands-free device, said the hands-free option was somewhat or 
  much safer
• There are four types of distractions: Visual – looking at something other than the road; Auditory – hearing something not related to driving; Manual – manipulating something other than the wheel; Cognitive – thinking about something other than driving. Hands-free voice texting while driving involves all four of these types of distractions, albeit to different extents

For people who think it won't happen to them

• In 2011, 3,331 people were killed in crashes involving distracted drivers and an estimated additional 387,000 were injured in motor vehicle crashes involving distracted drivers
• 10% of fatal crashes in 2011 were reported as distraction-affected crashes
• 17% of injury crashes in 2011 were reported as distraction-affected crashes