Did he seem surprised, or was he doing 11+ over the limit knowingly?

I’ve seen a lot of transportation ballot measures over the years, but this is the first one that I feel is truly existential to the Bay Area.

Please sign, support, volunteer, and vote!

Bike share in Oakland east of High Street when?

@oaklibrary.bsky.social led some Oakland library bike tours themselves a number of years ago. It was pretty fun and a great way to discover new services at some of the branches!

I do work between 40+ different communities, representing a vast diversity in land uses, demographics, and topographies. Everywhere I go requires a different approach wrt street safety solutions.

It's true that Hoboken's strategies will not necessarily result in similar successes in other communities w drastically different built environments. IMO Vision Zero's value is in tracking & acknowledging the problems. Developing & prioritizing solutions is the next step requiring local specificity.

The reason why I brought it up was to highlight that Hoboken's solutions won't work everywhere, but other jurisdictions shouldn't give up & still need to advocate for changes that will meet their community's needs.

bsky.app/profile/prin...

What do you mean by "these comments are always made..."

My thread says the same thing you're saying, that different strategies are needed for different locations.

bsky.app/profile/prin...

So horrible. There are no good options for pedestrians on these corridors.

It’s sad but on Caltrans-controlled streets (like E 14th) I personally often seek out uncontrolled crossings, because the pedestrian wait times at signalized intersections are prohibitively long.

If anything it should be easier, since Assembly Bill 361 has allowed for camera enforcement of bike lane parking violations since 2024:

calmatters.digitaldemocracy.org/bills/ca_202...

An uncontrolled crosswalk across eight lanes of car traffic w a 40 mph signed speed limit. What could go wrong?

Hoboken was largely spared from the post-WW2 freeway disasters era. The Vision Zero success story I want to hear is from one of the communities that had neighborhoods razed, displaced & bisected by urban freeway construction, since those are the transportation reparations we need the most.

Different Vision Zero strategies are needed when the streets look like this. Even the worst surface streets & development patterns that Hoboken had to deal with didn’t approach this level of inherent dysfunction & danger.

Hoboken has few physically separated bikeways & most are posts / rubber curbs. Their prominence as a Vision Zero success story could encourage some to claim protected bikeways are not necessary. So it’s important to stress that different environments require different strategies.

Concrete/raised protected bikeways & intersections, slip turn closures, double turn lane removals, right on red restrictions, separated turn signal phases, signal coordination for slower speeds, narrowed travel lanes, even bike/walk overcrossings. A lot more “hardening” in general than in Hoboken.

Plenty of the communities I work in have 45 mph surface streets 8 lanes across,& sprawl as far as the eye can see. Protecting vulnerable road users in these environments requires very different strategies than were employed in Hoboken.

This isn’t to diminish Hoboken’s success, but it’s important to recognize that many communities do not have access to the fundamentals which enabled it. In other places Vision Zero will be a much steeper hill to climb, & the changes needed are drastic.