Dalton Gregory

I recently attended the Texas Trails & Active Transportation Conference. Mayor Pro Tem Pete Kamp suggested that I give a report to the City Council Mobility Committee, of which she is the chairwoman.

I gratefully accepted the opportunity to share some of the information from the conference on how we can make our roads safer for bicycles and pedestrians.

The Safe Passage Ordinance was one bullet on one of 70 slides in a presentation taking a comprehensive look at active transportation issues. Since it has received the most attention, here is more information on the ordinance.

The language in the Safe Passage Ordinance is identical to that of SB 488, which passed the 2009 Texas legislative session by a unanimous vote in the House, and a vote of 25-5 in the Senate. The bill was later vetoed by Gov. Rick Perry.

The Safe Passage Ordinance establishes a clear standard for a safe passing distance of 3 feet (or 6 feet for commercial vehicles) that applies only when road conditions allow. Texas already requires motorist to pass at a safe distance. This ordinance simply defines that distance.

The ordinance is written to protect “vulnerable road users” meaning a pedestrian, runner, physically disabled person, child, skater, construction and maintenance worker, tow truck operator, stranded motorist, equestrian, and person operating a bicycle, motorcycle or unprotected farm equipment.

The wording of the ordinance does not presume that an automobile or truck driver is guilty. The ordinance respects our tradition that a person is “innocent until proven guilty” and the ordinance specifically states that motorists can defend prosecution if “the vulnerable road user was acting in violation of the law.”

The draft does not list any penalties for violating this ordinance. Those penalties would be decided by individual cities with resident input and advice from city staff including police and the legal department.

A total of 16 states have similar laws protecting vulnerable road users and requiring a 3-foot passing clearance. These include Alabama, Arizona, Arkansas, Connecticut, Florida, Illinois, Maine, Minnesota, New Hampshire, Oklahoma, Tennessee, Utah, Vermont, Virginia, West Virginia and Wisconsin.

In a larger review of safety issues, we need to review ordinances that address bicyclists themselves to make sure that they can be seen, follow traffic laws and don’t present a danger to other vulnerable road users.

Motorists sometimes violate traffic laws and signals. The same is true of bicyclists.Bike lanes and new ordinances will not fix all of the problems but they can contribute to safer roads for motorists, pedestrians, and bicyclists. The goal is to create roadways where parents and grandparents feel comfortable riding bikes along with young children.

Cities in every region of the U.S. are working to make it easier and safer for walkers and bicyclist to use streets and to rely less upon automobiles.

A 2001 study shows that 25 percent of all trips in U.S. metropolitan areas were a mile or shorter.Forty percent were shorter than two miles.Two thirds of children who live within a mile of school travel there by car.

Texas reimburses school bus routes only for students living more than two miles from their school. Limited funds are available to pay for buses that keep children living closer than two miles off of dangerous routes.

A comprehensive plan for pedestrians and bikes can reduce the number of dangerous routes and position us to apply for federal funding for Safe Routes to Schools to help pay for new bike lanes and sidewalks.

In a study spanning 23 years looking at 15 streets with bike lanes and 15 similar control sites without bike lanes, results showed a 25 percent reduction in total crashes per mile and a 19 percent reduction in crash rates. Designated bike lanes on roads calm traffic and make roads safer for all users.

Fewer auto trips result in less road congestion, reduced auto emissions and cause less wear and tear on roadways.Biking and walking are the most affordable way to get from place to place.“Active transportation” alternatives result in more active lifestyles and healthier people.

Cities implementing comprehensive active transportation plans have seen significant increases in walkers and bikers. A comprehensive plan includes plans for bike routes, lanes and trails. The best plans have routes that connect to each other and lead to destinations. Some routes are designed to accommodate commuters while others are more recreational. Some routes are integrated into existing streets and some are in parks and along greenbelts.

“Bike friendly” is a term that describes cities where adequate accommodations are made for bike facilities, including racks for parking bikes, racks to carry bikes on buses and trains, clearly marked lanes on streets, and intersection designs that allow bikes, pedestrians and motorist to navigate safely.

Dating back to at least 1995, Denton resident surveys and city planning documents have called for policies and facilities that accommodate bicyclists and pedestrians.

Maybe the Safe Passage Ordinance can help continue the dialogue and be part of a comprehensive plan that includes a master plan for bike lanes and trails, safe routes to schools, safety education, and better facilities for bikes and pedestrians.

DALTON GREGORY is a member of the Denton City Council, representing District 2.