Author : Andrew Small
November 11, 2019
“Do you get why that’s frustrating to hear?”Allen said to Marootian. “I think we can do more, and I want to impress on you that I think we need to treat this with a higher level of urgency. Why aren’t we experimenting with all kinds of different ways to pilot different ideas? If we mess it up, it’s a can of paint.”
Last month, the city council reconvened with Marootian for a seven-hour redux of that hearing, and there were signs that this advice had been heeded. In 2019, DDOT established a Vision Zero Office, fast-tracked quick-build safety projects like adding plastic pylons at crosswalks to slow drivers turns, and piloted some new ideas, such as dedicated bus lanes or painted curb extensions, that could be executed with little more than a can of paint. So far, 21 people have died from road crashes this year in the District, putting the city on track for the lowest number of traffic fatalities since the city committed to Vision Zero in 2015.
When D.C. joined 13 other U.S. cities in making the Vision Zero commitment, its goal—eliminating all traffic deaths by 2024—seemed ambitious but also somehow achievable. Transformative safety improvements and a new era of technocratic, data-driven mobility were said to be a few short years away; self-driving vehicle technology appeared to be poised to eliminate the error-prone humans who were racking up 40,000 fatalities a year in the United States. Instead, technology has arguably made drivers worse, by dazzling them with digital distractions that have made cars even more lethal to other road users. While driving deaths have declined, this year the United States is having its deadliest year for pedestrians and cyclists since 1990.