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Pedestrian fatalities highest since 2002
22 people killed in D.C. this year
By Christopher Cottrell on 11/15/07
For example, the demonstration showed that an automobile traveling 25 mph needs 86 feet to come to a complete stop, while an extra 10 mph increases the necessary stopping distance by 51 feet.
The $400,000 month-long regional traffic safety campaign is normally held only once a year in the spring. However, with a donation from the Washington Metropolitan Area Transit Authority, the program is already beginning its second month this year, scheduled to end at the end of November, Branyan said.
Branyan estimated the amount of WMATA'S donation to be around $100,000.
DDOT's Pedestrian Program includes three focus areas: engineering, education and enforcement, Sebastian said.
Enforcement consists of an increased number of police officers working overtime for two to three weeks and focusing on "high crash corridors," he said.
"If any of those three areas are weak, then you're missing a chance to reinforce [responsible] behavior," Branyan said.
Police enforcement may not be enough if the roads themselves are unsafe, said Aimee Shaw, a junior in the School of International Service.
"The road signals aren't very clear [in general]," she said. "You can't see them as a pedestrian."
Although a full-time coordinator for the Pedestrian Program was not appointed until May 2005, the Street Smart campaign has been in existence since 2002.
The program can trace its roots back to 1999, a year when Montgomery County had more pedestrian fatalities than homicides, Branyan said.
The rising number of pedestrian deaths is an inaccurate way to measure the program's overall success, Branyan said. More people reportedly notice the radio, transit and outdoor ads every year, he said.
"We're always seeing a jump in the awareness of the issue," Branyan said. "That has not yet translated into a change of crash statistics."
The $400,000 month-long regional traffic safety campaign is normally held only once a year in the spring. However, with a donation from the Washington Metropolitan Area Transit Authority, the program is already beginning its second month this year, scheduled to end at the end of November, Branyan said.
Branyan estimated the amount of WMATA'S donation to be around $100,000.
DDOT's Pedestrian Program includes three focus areas: engineering, education and enforcement, Sebastian said.
Enforcement consists of an increased number of police officers working overtime for two to three weeks and focusing on "high crash corridors," he said.
"If any of those three areas are weak, then you're missing a chance to reinforce [responsible] behavior," Branyan said.
Police enforcement may not be enough if the roads themselves are unsafe, said Aimee Shaw, a junior in the School of International Service.
"The road signals aren't very clear [in general]," she said. "You can't see them as a pedestrian."
Although a full-time coordinator for the Pedestrian Program was not appointed until May 2005, the Street Smart campaign has been in existence since 2002.
The program can trace its roots back to 1999, a year when Montgomery County had more pedestrian fatalities than homicides, Branyan said.
The rising number of pedestrian deaths is an inaccurate way to measure the program's overall success, Branyan said. More people reportedly notice the radio, transit and outdoor ads every year, he said.
"We're always seeing a jump in the awareness of the issue," Branyan said. "That has not yet translated into a change of crash statistics."
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