May 25, 2018
 
HARRISBURG –  Representatives for the City of Harrisburg will begin conducting surveys of residents on State Street on May 30 and 31 as part of the new “Vision Zero” initiative to combat increasing rate of traffic fatalities.
 
The surveys are part of a multi-pronged approach that will include gathering data on traffic accidents, engaging residents in public meetings and designing effective strategies aimed at eliminating deaths from traffic accidents.
 
Survey will be conducted at the corner of 17th and State Streets at the following times:
 
Wednesday, May 30, 4 p.m. – 6 p.m. 
Thursday, May 31, 7 a.m. – 9 a.m.
 
“’Vision Zero’ will engage the community in identifying the causes of Harrisburg’s increasing traffic fatalities, including those involving pedestrians,” said Mayor Eric Papenfuse. “The initiative also will engage the community in finding solutions to this distressing problem in our City.”
 
Paper surveys also will be available at Fire Station #2, 140 N 16th St, Harrisburg, in a secure box until June 7.
 
Online surveys at VisionZeroHBG.org can be completed through June 7.
 
Please see fact sheet below on Vision Zero:
 
What is Vision Zero?
A plan to improve pedestrian, cyclist, and driver safety in Harrisburg, beginning with State Street. The plan will focus on road design; pedestrian, cyclist, and driver education; and enforcement.
 
When does Vision Zero start and end?
The surveys on May 30 and 31 will kick off Vision Zero in Harrisburg. The plan is expected to be completed in 6-8 months, and end with a set of recommendations for safety improvements.
 
What is included in Vision Zero?
Vision Zero will include a community and commuter survey about road safety, including safety along State Street and other roadways. There will also be community workshops and meetings that you can attend to provide input and keep up with study progress.
 
Why is Harrisburg creating a Vision Zero plan?
Vision Zero is a plan designed to eliminate serious injuries and deaths on City roadways. Vision Zero is being kicked off in Harrisburg in response to increased injuries and deaths along State Street and other Harrisburg roadways.
 
Where is the study focused?
The first phase of the study take place this summer along State Street, with the study expanding to downtown Harrisburg this fall. Surveys will be conducted on the street and online. Workshops and public meetings will be held in convenient locations in the community.
 
How to participate
We want to involve the entire community, and we want to know what you think:
  • Join our community survey pop-up events May 30 and 31 along State Street
  • Take the survey online at VisionZeroHBG.org  from May 30th to June 7th
  • Visit Fire Station #2 between May 30th and June 7th to complete the survey in person
 
How to get more information
 
For more information, contact Joyce M. Davis, Director of Communications, City of Harrisburg at [email protected], or call 717 255 3015.
 
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Comments (1)

  • Tom McCarey

    You may want to reconsider Vision Zero and its anti-car/anti-driver agenda.
    Tom McCarey
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    http://ti.org/antiplanner/?p=11279&winst=1481748177699&of=0

    The Vision Zero Cult

    By Randal O’Toole https://www.cato.org/people/randal-otoole

    The Vision Zero Initiative seeks to reduce traffic deaths to zero–certainly a worthy goal. However, I looked throughout its web site and couldn’t find anything about how they propose to achieve that goal. Instead, there is a lot of mumbo jumbo along with a few poorly chosen statistics about how safe roads are in Sweden. The lack of specific recommendations combined with the misuse of data leads me to believe that this initiative is no better than a cult trying to get money out of gullible government officials with the promise that, if they pay enough, they’ll get a magic formula to safer streets.

    The statistic they most commonly use is number of traffic deaths per 100,000 residents. The problem with this is that this number is bound to be higher in countries where people drive the most. Considering that commercial fishing is one of the most dangerous jobs in the world, you could just as well argue that countries that have totally destroyed their fisheries due to overfishing have superior policies to ones that still have healthy fisheries. However, there are better ways of improving safety than destroying the utility of whatever it is that might be dangerous.

    Only by searching other web sites, including Wikipedia, do we learn Vision Zero’s secret: they make streets safer by slowing traffic down to a crawl. In other words, they greatly reduce the utility of the automobile. We know from various research that slower speeds means lower economic productivity.

    Yet there are better ways of making streets safer without reducing people’s mobility and income. The Vision Zero people brag that, since adopting the policy in 1997, fatality rates in Sweden have dramatically declined. Yet, in that same period, U.S. fatality rates per billion vehicle miles (a better measure than per 100,000 residents) declined by more than a third.

    Far from being some new Swedish discovery, safety has, in fact, been a high priority for traffic engineers ever since the profession began. Fatality rates in the United States fell by 50 percent between 1910 and 1922; another 50 percent by 1939; another 50 percent by 1958; another 50 percent by 1986; another 50 percent by 2008; and 15 percent more since then. There are many reasons for this steady decline, but slowing down traffic isn’t one of them. Instead, the reduction in fatalities is mainly attributable to safer road and automobile designs.

    There are many cases where faster is actually safer. The safest roads in our cities are the interstate freeways (4.1 deaths per billion vehicle miles), followed closely by other freeways (4.7), while the most dangerous are local streets where traffic is slowest (11.3). Despite faster average speeds, one-way streets are safer than two-way, even for pedestrians.

    One of the biggest one-year declines in traffic fatalities in American history was in 2008, when fatalities fell by 10 percent. One of the most important factors in this decline was the 1.9 percent decline in driving due to the recession. According to the Texas Transportation Institute, this resulted in 10 percent fewer hours of congested traffic per day and 15 percent less fuel wasted in traffic. Less congestion meant faster traffic speeds and fewer fatalities. (The other big declines were in 1932 and 1942 for similar reasons: less driving, less congestion, faster speeds, fewer fatalities.)

    Contrary to the hoopla, even slowing down cars is not going to reduce traffic deaths to zero unless, of course, cities reduce speed limits to zero. But the real point of the “Vision Zero” name is not to set a realistic goal but to silence potential opponents: “If you are not for Vision Zero, you must want to see people die in traffic.” While there’s nothing wrong with seeking to make roads safer, there is something wrong with following a cult that treats its prescription as a religious dogma and demonizes anyone who disagrees.

    Despite the questionable assumptions, the Vision Zero cult has attracted a lot of followers. Portland has joined, of course. So has Boston, Chicago, Los Angeles, New York, San Francisco, Seattle, and Washington. Officials in many of these cities spout off about the zero-fatality goal without mentioning that this goal is unattainable and the real effect of their policies will be to reduce people’s mobility.

    Let’s make roads safer. But let’s do it cost-effectively in a way that doesn’t reduce mobility.

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