I wrote a blog post about my learnings there - "Engineering over enforcement":
> Enforcement philosophy is rooted in the idea that behavior can be controlled by threatening punishments. Engineering philosophy believes that infrastructure can be designed to incentivize desired behavior. When Oslo sought to reduce pedestrian deaths, it turned to engineers.
> [ . . .] Intersections are one small example where philosophies can diverge. But, as I learned in Oslo, engineers have a whole toolkit of methods to make cities safer. Bumping out a curb slows down turning speeds and protects pedestrians. Bike lanes can be safer by being raised above the street instead of relying on a painted barrier. Limiting how far cars can see ahead of them slows them down. Behavior can be designed rather than just enforced, and in aggregate these small changes can make a city safer.
AKA "make the right things easy" and "build sensible defaults" rather than "all the responsibility is the individuals".
philip1209 41 days ago [-]
there's a reason speedbumps are called "silent policemen"
Scoundreller 41 days ago [-]
I call them SUV/pickup truck sellers or reasonably-sized-vehicle killers.
Alternatively, greenhouse-gas bumps.
Dunno which genius in my town put them on a road riddled with potholes, poorly filled road cuts and marsh-related unevenness.
belorn 40 days ago [-]
Some of the speed bumps-like techniques here in Sweden will do more than just be a bump, it will severely damage the tires if you don't slow down. Curbs that require the driver to make very tight turns for example can be made from fairly sharp stone with an clear edge. A SUV/pickup truck can speed over it, but the trip to the repair shop will make it less fun.
They added some square-like flower pots in the middle of a lovely road next to where I live in order to force drivers to make a double S turn. Those are made from sharp rust-painted steel, and most of the corners are now painted with other peoples car paint. The only way to make it through is to drive at walking speed, which basically everyone do.
philip1209 41 days ago [-]
We should return to the original double-humped design from Compton:
Probably highly temperature dependent or get stabbed with a knife in 2.3 hours depleting its reserve of non-newtonian goo.
MrSkelter 38 days ago [-]
That’s not how speed bumps work. You can drive over a speed bump in a sports car. It’s just uncomfortable and potentially damaging to do so at speed.
Most SUVs ride poorly compared to cars due to solid axles and huge unsprung weight. If you took a speed bump fast you would be very shaken up and possibly launch into the air or tip.
TLDR. Speed bumps aren’t “invisible” to SUVs unless you are in a competition pre-runner or a monster truck.
busterarm 41 days ago [-]
the SUV/pickup culture is bad enough here in the South but they place speedbumps aggressively all over the place here.
Like 4" tall ones with no curve so that it absolutely slams the shit out of your small car if you're doing anything over 3mph. And they place them like every 8 feet. If you're in the lifted trucks most people drive here you can't even tell.
ljm 41 days ago [-]
But if you imported a lifted truck, or another daft US vehicle like the Cybertruck into another country it would probably not be roadworthy and the traffic and speed calming measures are more appropriate.
Bullbars used to be a trend in the UK, for example, until they were band in the late 90s/early 00s because they were fatal to pedestrians.
busterarm 40 days ago [-]
We also don't have pedestrians here and deer are everywhere -- bullbars are great here.
I once counted over 100 deer on or next to the road during a 20 minute night drive...
fnord77 41 days ago [-]
if you live next to one they're not very silent.
rectang 40 days ago [-]
How depraved, to solve problems without inflicting punishment.
RickS 41 days ago [-]
This is the way. It's maddening that we use the term "speed limit" for what is better understood as a "speed request".
cyberax 41 days ago [-]
[flagged]
efebarlas 41 days ago [-]
I want to learn more about “it did not work in the us… excess deaths”
Since it started in 2015, accidents are down 50%, but deaths up 90%. This analysis leaves a lot to be desired. I didn't see per-capita stats (Seattle had massive growth during a lot of those years), and we don't really enforce traffic laws at all anyway, so IDK what to think without digging in further.
piva00 41 days ago [-]
How have average car sizes and weight changed in this period of time?
irishcoffee 41 days ago [-]
You're asking the wrong question. The answer is 10%
The interesting question is power-to-weight, which was (apparently) a direct result of EPA regulations that were enacted in 1975. The below article, which I found from a search engine copying your question and looking at a few results, is an interesting read.
Ignoring all that, the actual question would be: how have car sizes and weights changed _in this region_ during this period of time. Sizes and weights of cars in brasil have little bearing to accidents in the PNW, for example.
> Ignoring all that, the actual question would be: how have car sizes and weights changed _in this region_ during this period of time. Sizes and weights of cars in brasil have little bearing to accidents in the PNW, for example.
Sorry that I wasn't clear, that's exactly what I meant. I'm curious because it makes absolutely no sense that a safer urban design with separation of grades for cyclists, lowering speeds through design and engineering rather than just updating speed limit signs, would see an increase in deaths. Nowhere else in the world where those were implemented has had that effect, the Netherlands being the prime benchmark for it.
So there's something else at play, average car sizes in the USA are much larger than Europe (and most of the rest of the world), the urban road design is not changed that much: perhaps stroads just got new speed limits and were left at that, instead of narrowing them, adding trees and other obstacles that naturally makes driving slower and more cautious, so on and so forth.
There's also the added issue that American driving standards for a licence are incredibly low since it's kinda required for you to have a driver's licence to exist and have a life in the majority of the country.
irishcoffee 40 days ago [-]
> There's also the added issue that American driving standards for a licence are incredibly low since it's kinda required for you to have a driver's licence to exist and have a life in the majority of the country.
Relative to what?
piva00 39 days ago [-]
Relative to developed countries like Germany, Norway, Sweden, Finland, Denmark, the Netherlands, so on and so forth.
irishcoffee 39 days ago [-]
First, each state has their own drivers test, lumping “the US driving test” into a single unit displays a clear lack of knowledge on the subject matter.
Second, actually trying to verify if you were right or not, you’re not. Germany, for example, has driving tests similar to the state of maryland in the US.
You are, unfortunately, incorrect and ignoring research/critical thinking skills.
piva00 34 days ago [-]
> You are, unfortunately, incorrect and ignoring research/critical thinking skills.
Critical thinking skills? Gimme a break, lol, driving standards, on average, in the USA are abysmal in comparison to these countries. Traffic data don't lie, no matter if tiny Maryland has better standards, it doesn't improve the average.
Also, how exactly have you verified this, I'd like to see the sources, thank you.
efebarlas 40 days ago [-]
this is a great thread
it’s hard to isolate the effect size of policy, covid happened, car weights changed, policing may have decreased, US drivers may have driven differently, population size, etc.
brailsafe 41 days ago [-]
The numbers seem a bit alarmist on the fatality front, seems like it would make more sense to account for fatalities as a proportion of accidents overall. In absolute numbers, we're talking tens of deaths and thousands of accidents.
As a visitor (periodically throughout the whole timespan) it's seemed to me like there's massive growth in population in the metro area and more densification inside the Seattle downtown area. Tough to tell what geography this exactly captures. Assuming the numbers are valid, I do wonder if there's a significant demographic or exurb shift, where older drivers became a higher proportion of all drivers where they already lived, and a bunch of others either stopped entirely or moved outside the city boundaries.
If memory serves, I feel like there's also a tendency to accidentally end up committed to a toll bridge crossing by getting stuck on an exit/on ramp off one of the highways, which might make people panic and bail at the last second erratically, but that idea seems a bit farfetched
convolvatron 41 days ago [-]
this reference does talk about those stats, but doesn't link in any way to adverse affects of attempting to bring down deaths.
milch 40 days ago [-]
I live in Seattle and anecdotally I have seen the number of people running red lights absolutely explode in the last two years. Literally from seeing once or twice pre-COVID to at least one a day. This is not an exaggeration, there's a particular light on my commute that I see at least one driver run per day. My theory is that in an effort to make the intersection safer they adjusted the lights so now there's a period where cars all have a red light while pedestrians are crossing. Meanwhile a certain segment of the population sees all cars in the intersection stopped and decides to slam it. It's a recipe for disaster given there's a middle school down the road from that light...
chneu 40 days ago [-]
Traffic behavior, in general in the PNW, has gotten way worse. When I say worse I mean selfish. I think since COVID people are just more selfish.
I don't just mean assholes who do what they want. People just don't give a crap about others on the road at all anymore. A lot of folks who probably think they're driving "safe" are just driving selfishly slow and not following the law(super late blinkers, failing to move predictably with traffic, braking in traffic long before entering a turn lane).
It's definitely worse nowadays. I can think of plenty of reasons why. But really I think our society, generally, has started to reward selfish behavior. Or at least not punish it nearly enough to deter it's spread.
I don't have an explanation for these increases, and there are no good papers that explore this in depth. I need to write a meta-research paper: "On the lack of research on urbanism-related policy failures".
40 days ago [-]
Scoundreller 41 days ago [-]
I'm confused: what didn't work in Seattle/SF/Portland?
Enforcement didn't work because people won't follow the law anyway or engineering didn't work because people tried to drive through the obstacles or approach them with the same speed and smashed/smooshed more?
fnord77 41 days ago [-]
SF tried a multi-front approach called "Vision Zero". I think initially deaths went down for a couple years but then ticked back up. No, people aren't (usually) driving through obstacles.
cyberax 40 days ago [-]
Engineering didn't work. Seattle/SF/Portland vigorously attempted to implement the Zero Vision recommendations. The war-on-cars in other words.
And if the problem was in enforcement in the first place, then why do all the engineering that actively worsens the traffic?
41 days ago [-]
fnord77 41 days ago [-]
not sure why you're getting downvoted. Traffic deaths in SF definitely went up after "Vision Zero" was implemented
ggggffggggg 40 days ago [-]
As someone living in SF since before it was implemented, getting the causality right and excluding cofounders seems VERY hard. Things have changed so much here since the early 00s.
cyberax 40 days ago [-]
We're not talking about 2003 or something. The Zero Vision-related programs started getting serious around 2016. Deep into the iPhone era.
And there are also other facts that point out to Zero Vision being the case. Cities that did not go all-in on this program seem not to have experienced the rise in deaths. I have not researched this in detail, because quantifying the level of road sabotage is tricky. But it definitely _looks_ like it's the case just based on subjective observations.
fnord77 40 days ago [-]
the rise of drivers on their phones
jibal 41 days ago [-]
> It did not work in the US
What didn't?
> and resulted
Correlation is not causation.
suzdude 41 days ago [-]
It is sad how little U.S. voters seem to care about anyone but themselves. Near everything the Finns are dong could be done in here, but too many voices would complain about the cost, the paternalism, or how they might be slightly inconvenienced.
Those seem like harder challenges then the changes themselves.
skrrtww 41 days ago [-]
When I was 12, I watched a redneck in a pickup truck try to race the light rail downtown and cut across the road in front of it, only to get T-boned by the railcar against a nearby station. It was the middle of the day and the guy was definitely sober.
People in the U.S. are simply constructed differently, and as a result I think are unfortunately immune to a lot of the subtle forces that generally help to improve safety in other civilized societies.
jasonfrost 40 days ago [-]
Ask yourself if calling him a redneck offers your story anything or if you're just using it as a slur
jibal 41 days ago [-]
People? You mentioned one person (who won a Darwin Award--hopefully he hadn't already bred).
P.S.
As for the absurd response, the assertion was
> People in the U.S. are simply constructed differently
and a handwaving reference to an intercity train system from someone who can't even be bothered to make any sort of argument does not establish the point.
SauntSolaire 41 days ago [-]
Look up the brightline rail system in Florida if you want a lot more examples.
autoexec 40 days ago [-]
I don't doubt that US voters won't want to limit speeds to 18mph and fill our roads with speed cameras to enforce it.
I'm guessing that if average commute time in Helsinki was anywhere near what it is in the US they'd probably want to get to their destinations a little faster.
We could probably get away with it if we also redesigned every city and suburb and invested massive amounts of money into public transportation to get something comparable and after all of that I'm sure that many people would probably be happy with what we ended up with, but the disruption of every person's lives in the process would be extremely painful.
We're better off focusing on making sure that new developments are better designed than bulldozing over people's homes and businesses in order to redesign everything we already have.
pixl97 41 days ago [-]
Greed is good! Anything that's not greed is socialism and we can't have that now, can we.
tombert 41 days ago [-]
I find it amusing that people will quote the "Greed is Good" speech by Gordon Gecko, and they will do it unironically, I guess forgetting that he's the villain in that movie. You're not supposed to agree with him.
busterarm 41 days ago [-]
[flagged]
suzdude 40 days ago [-]
And how many hundreds of millions has capitalism killed?
Considering American involved Wars:
American Civil War, Vietnam War, First Gulf War, Iraq War, World War 2
Considering how many millions have died due to unrestrained capitalism destroying ecosystem, contaminating air, water, soil?
Please do not pretend that capitalism does not promote nor allow the deaths of those who it is profitable to allow to die.
kelseyfrog 40 days ago [-]
Every death under socialism is attributed to socialism. Every death under capitalism is attributed to individual failing or inevitability. Please follow the rules.
analognoise 40 days ago [-]
It’s a very convenient set of rules, that allow us to place all the deaths into another column in our tabulation.
busterarm 40 days ago [-]
Socialism's high death toll is the _direct_ result of the _implementation_ of socialist policies. No other form of governance shares this honor.
tombert 40 days ago [-]
Umm, I would argue that Fascism shares that honor actually.
busterarm 38 days ago [-]
You mean the National Socialist party? Heh, no I don't think that Nazis were Socialists, but NSDAP certainly used socialist rhetoric to broaden the appeal of their party. In fact in Mein Kampf, Hitler makes the argument that Marxists merely hijacked Socialism and corrupted it.
In any case, I don't want to entertain horseshit. It turns out that if a significant part of your political ideology is about elevating one group of people at the expense of another, mass starvation and mass murder is an inevitable consequence.
The whole point about spotlighting catastrophically bad ideas is that hopefully nobody gets the stupid idea to try that shit again. Except here we are.
analognoise 38 days ago [-]
Can you explain what “elevating one group of people at the expense of another” is, in the context of socialism? I don’t see the connection.
Are you saying the current fascist operating mode of Trump is the dumb shit we’re trying again (here, “we” being “humanity”), or something else?
Just trying to clarify, my bad if it’s poor reading on my part; I was just confused at the line being drawn.
tombert 41 days ago [-]
I'd argue that the way that socialist Russia turned out was very specifically because of very greedy people, so not negating my point. Stalin basically appointed himself kings while using anti-king rhetoric to take down the Romanovs.
busterarm 40 days ago [-]
Except it's not just Russia...
tombert 40 days ago [-]
My point still stands.
I think a lot of the awfulness that has come out of the implementations of socialism has come from greed.
North Korea’s awfulness came because Kim Il Sung decided to appoint himself as king right after their revolution. Cuba’s awfulness came because Castro decided to appoint himself as king right after their revolution.
I could keep going, but my point is, and call their surrounding system whatever you want, these things are still a consequence of immense greed.
ETA:
You keep trying to turn what I said into some anti-socialist thing, which seems to imply that you think I am a socialist. I am not.
I think that a lot of the biggest issues with socialism come from greed. Greed is not good. Greed is bad. It’s bad when it’s in a capitalist context, it’s bad when it’s in a socialist context. It’s bad in every context. You can keep going on about how horrible you think socialism is if you want but that’s orthogonal to what I was saying.
busterarm 38 days ago [-]
I don't think greed really has much of anything to do with the Great Leap Forward and the mass famine that was a direct result of some of those policies.
I don't see how greed plays into telling farmers they need to stop farming and melt down all of their tools to make shitty pig iron that isn't worth a damn and then starve to death because they didn't grow any food. Or to stop long-established working farming practices in favor of the unproven ideas of some dumbass who thought they were smarter than simple farmers and had never done it.
blell 41 days ago [-]
This but unironically. If it wasn’t for greed we would be in the caves still.
pixl97 40 days ago [-]
It turns out any kind of extremism is a problem.
tazu 41 days ago [-]
[flagged]
tomhow 40 days ago [-]
We've banned this account. HN is not the place for this kind of rhetoric, and looking down your comment history, there is a recurring pattern of this kind of comments that we can't allow to continue.
BXLE_1-1-BitIs1 41 days ago [-]
Not yet discussed is that European countries have standards mandating lower hoods that are not as hazardous to pedestrians in a collision.
Getting hit by a pickup or high profile SUV is much more likely to kill you than a compact.
Adding bull bars to the front virtually guarantees a fatal head injury to a child.
RandallBrown 41 days ago [-]
I can't say I'd be excited about 19 mph speed limits enforced by cameras, but I don't doubt it would work.
I'd love for my city to just focus on making other forms of transportation more appealing. More bus lanes, more (properly designed) bike lanes, etc.
seizethecheese 40 days ago [-]
I’ll point out the obvious that this is entirely based on perspective. An individual whose dominant mode of transportation is not driving would probably disagree.
tfyoung 40 days ago [-]
You know what makes bike lanes more appealing and safer (amongst other things)? Not being next to speeding cars.
maest 41 days ago [-]
Why do you need to go faster in a city center?
RandallBrown 41 days ago [-]
You probably don't need to go faster in the city center, but you need to get to the city center somehow.
maest 40 days ago [-]
The limit is active in city centre and residential areas only.
jacquesm 41 days ago [-]
You don't need more speed, you need better planning.
RandallBrown 40 days ago [-]
Agreed. That's what I put in my original post.
andrewaylett 40 days ago [-]
Edinburgh doesn't enforce its 20mph zones, I follow them anyway. And I don't believe I actually make progress through the city any less quickly than drivers who speed, because it's rare that I'm not in any case sitting behind the speeders at the next red light.
Arterial roads are normally still 30mph, and it's not a huge city so it doesn't take that long to get from the outskirts to the centre. Or when it does, it's not because of low speed limits.
gnfargbl 41 days ago [-]
On the other side of the coin, a wide-scale introduction of 20mph speed limits in Wales has been generally unpopular.
This is despite a relatively small (but real) reduction in casualty figures that came with the change.
Amsterdam also reduced many roads from 50 to 30 kmph. Accidents have reduced by 11% and travel time has only increased 1-5%. That is less than one minute on a 20 minute trip.
A 40% reduction in speed only causes a 5% increase in travel time? Are the majority of car trips spent sitting at stop lights??
owenversteeg 40 days ago [-]
I haven’t looked into this specific case, but most of the time the limiting factor is other traffic. You’re not traveling at full speed the whole time. If a lower speed adds 10 minutes to the average trip, but it reduces 9 minutes’ worth of traffic, you’ve only lost net one minute. A lower speed limit will often reduce traffic because the speed-up-slow-down behavior is reduced.
Personally, I have driven around the Netherlands a fair bit and this sort of thing does seem to be roughly true for the median case. It can definitely be annoying when the streets are empty, though. For those journeys you’re obviously losing a fair bit of time.
wink 38 days ago [-]
It's never that easy to calculate.
I have a long stretch of road near me that used to be 50 km/h and is now 30 km/h.
If you take that road during rush hour, yes - there's no meaningful difference in time spent. You'd be going traffic light to traffic light slightly faster.
The problem is that I personally use that road (in a car) more to pick up/drive my wife from and to early and late shifts at work than during rush hour, and this makes it take a significantly longer time. Like, I am not complaining at all, but it takes something like 20 minutes instead of 15, so like a 33% increase. And then again on the way back. But in the end being lucky with the traffic lights is still the main point.
enaaem 40 days ago [-]
That’s because within cities, junctions are the bottleneck and not the max speed.
autoexec 40 days ago [-]
Maybe people got so frustrated by having to drive at a snails pace that it became preferable and/or faster to just use other modes of transportation which cut down on traffic improving travel times?
40 days ago [-]
owenversteeg 40 days ago [-]
This is certainly a good thing, but for all the Americans self-flagellating in the comments, it is mostly because Helsinki is wealthy, tiny (600k people), and doesn’t drive that much - mostly because of its high population density. Compare it to wealthy US states and you’ll see similar numbers: Mass has 4 deaths per billion km, RI/MN/NH have 5, Switzerland/Sweden has 3, Germany has 4, Finland has 5, France has 6. If you compare instead per 100k people, ignoring distance driven, that’s 6 in RI/NY/MA, 2 in Sweden, 3 in Finland, 5 in France - and 3 in NYC.
cucumber3732842 40 days ago [-]
All of the people who self flagellate on these topics know that the wealthy urban Northeast has similar stats to Europe on any given issue.
They're self flagellating because they can't just come out and say what "those people off in Iowa, yeah, well F them" or something along those lines.
chneu 40 days ago [-]
I'm American and I find the way Americans misuse words, or completely misrepresent a concept, so we don't have to accept our failings to be really short sighted.
Americans lie to ourselves constantly to perpetuate our mistakes. We twist the meaning of words so we don't have to admit how selfish/shitty we can be.
You're right. Most Americans won't come out and say what they mean, so they'll dance around it. That's how so many racist Americans can say they aren't racist.
tl2do 41 days ago [-]
Contrast with Japan, my country, where bike accidents have risen 3 years straight and now make up 20%+ of all traffic incidents. Japan's response: heavier fines. Helsinki's: redesign the system. Big difference in philosophy.
cyberrock 40 days ago [-]
I'm not sure where I saw it but I think I read that most recent increases in Japanese bicycle accidents are from bicycles turning right. It seems like the push to make bicycles use the road more (to reduce pedestrian vs bicycle accidents, which are still rising) had the unintentional consequence of making cyclists more likely to perform right turns like cars and motorcycles. However the road law actually requires bicycles to do two-stage turns, which they were more likely to do when they were riding on the sidewalk, and what cyclists in Amsterdam and Copenhagen recommend doing. So, I mean, sure, more cycling paths would improve the situation by making cyclists perform 2 stage turns, but there's nothing really stopping us from doing it now.
angiolillo 40 days ago [-]
For many years I commuted by bike in a city that prioritized driving convenience, speed, and free parking over safety and sense of place. I tried convince my neighbors that we ought to make different tradeoffs to improve safety and I volunteered at and financially supported various transportation safety groups.
Ultimately I gave up and moved to a place that was a better fit and my only regret is not doing so sooner. I still believe that it's possible for any city to eliminate traffic deaths, but I no longer believe that this obligates every city to make the tradeoffs this requires.
It reminds me of the Paul Graham essay [1] about the benefits of surrounding yourself with people who care about the things you care about:
> It's not so much that you do whatever a city expects of you, but that you get discouraged when no one around you cares about the same things you do.
Very curious what city you moved to if you don't mind sharing! I live in a small city that in its downtown proper has good bike infrastructure but everywhere else it is terrible and the broader area is very anti-cyclist unfortunately.
angiolillo 39 days ago [-]
My situation was similar. I lived in a small city that trumpeted their aspirational walking and biking infrastructure but did nothing to change a driving culture and police force that were actively and physically hostile to anyone on foot or bike.
We initially moved to Arlington, MA. The Minuteman Bikeway runs right through the center of town and it's packed with commuters in the morning heading into Cambridge or Boston. It's also adjacent to Cambridge and Somerville where more than one in ten commutes are by bike, and fewer than half are by car.[1]
We eventually ended up moving slightly further out and sacrificing some walkability/bikeability for lower housing costs. But the bike racks at our schools are well-used even in the winter and I'm never the only cyclist on the road. There's also a growing network of rail trails like the Bruce Freeman and the Mass Central that are bringing out a lot more recreational cyclists. And contrary to their reputation, I've found Massachusetts drivers basically respectful of other road users, at least insofar as they generally give a wide berth and I've never had a MA driver throw something at me or do a punishment pass.
Helsinki has population 690K as they mention in the article, while Berlin with 5 deaths 3.7M and also many people commuting, so it's not really that big of an achievement.
Also the article is missing their definition of traffic death, here in Prague is basically impossible, even if cars killed nobody people jump in front of the trams and buses (let alone suicides in subway thanks to no platform doors) and limiting trams and everyone to like 20-30kmph would make transportation even worse than it is.
Plus all European countries define traffic death differently, if car will hit you and you won't die immediately you won't be counted as traffic death if you die after 2, 4 weeks or more depending on country, so I would question all these stats since I find it hard to imagine there can be zero traffic deaths in 700K city.
EDIT: Gemini says:
"In Norway, a road traffic death is defined as any person killed immediately or dying within 30 days of a road traffic accident, including drivers, passengers, cyclists, and pedestrians."
So if you will be in coma for a while and die after one month you are not traffic death anymore. Though it seems France, Germany, Czechia and maybe US ("While NHTSA uses a 30-day cutoff for "traffic fatalities", the National Safety Council (NSC) uses a 1-year cutoff for "motor-vehicle-related deaths," which can lead to higher, more comprehensive total fatality numbers.") uses same definition.
mianos 41 days ago [-]
Masses of speed cameras and a 30kph speed limit. We have this here in Sydney, but it's mixed 30/40/50 between every intersection and most of the major intersections have red light cameras as well as speed cameras. It's godammned utterly horrible to drive in. Most people I know, who when they were young never got a ticket, have now a few fines.
If you try and drive somewhere unfamiliar here you are pretty much guaranteed to get some sort of ticket as half the roads are one way, and you can't turn into the other half for random reasons.
Oh, most left hand red arrows in the city, start red when the main light goes green, and they have cameras on them too. You can literally see the camera lights flashing non stop when you walk along.
Add to this, zero rules for pedestrians, no one waits for the lights if they can see a break in the traffic.
rhet0rica 41 days ago [-]
I am reminded of a certain Mitchell and Webb skit that suggests the absence of deaths by drowning in a county indicates perhaps too much public funding has gone into preventing them: https://www.youtube.com/watch?v=fqYyxvM85zU
whole city has been made incredibly painful to drive your own car, so no wonder. still not worth it, as public transport can only get you so far
piva00 41 days ago [-]
You can drive a car until public transit isn't an issue and change modes there. Removing cars from city centres should be the bare minimum for a more livable city, and in decently planned cities the area where cars are inconvenient to drive intersects exactly where public transit is good.
tstrimple 41 days ago [-]
“These saved human lives aren’t worth my inconvenience.”
What the actual fuck is wrong with you?
jacquesm 41 days ago [-]
The Helsinki bike infrastructure is even better than the Dutch one, if you spend time there, get a bike!
41 days ago [-]
fnord77 41 days ago [-]
funny the "vision zero" attempts in SF have actually caused traffic deaths to go up
cyberax 41 days ago [-]
Meanwhile, pedestrian deaths are up in all the large coastal US cities that went full-on with the "Zero Vision" policies.
Seattle, Portland, SF enshittified their roads, limited the traffic speed, choked the streets with bike lanes, drank all the KoolAid.
Yet the deaths _increased_.
randerson 41 days ago [-]
But there's practically zero enforcement and everyone knows it. You have the few law abiding people doing 25 while others are doing 50 while stoned and texting.. on the same road.
Narrowing lanes creates new hazards because cars sold are only getting larger and can barely fit. There is too often no margin for error.
There are no roadworthiness inspections in these states. Many people are driving on worn tires and suspensions. Most people don't even know what types of tires they have or what the tire pressures are.
Don't even get me started on how easy it is to get a driver's license with no clue how to drive. If they wanted to reduce deaths they should start by raising the bar on license difficulty.
kerkeslager 40 days ago [-]
> Don't even get me started on how easy it is to get a driver's license with no clue how to drive. If they wanted to reduce deaths they should start by raising the bar on license difficulty.
Retesting is vital, too. Every 10 years. And if you have something like 3 moving violations you should have to do some community service, and retake the test.
I don't believe in fines on individuals: if the punishment for a crime is a fine, that law only applies to the poor. If you insist on endangering the lives of the people around you, then you get the same inconvenience as anyone else.
cucumber3732842 40 days ago [-]
It has nothing to do with enforcement and everything to do with roads being interconnected and naturally load balancing thanks to modern gps routing.
You slow down a main through road it puts that traffic right onto residential roads that formerly weren't worth taking and so someone's kid who used to ride their bike in the street has to either stop or risk getting turned into paste.
I live in a state with stringent roadworthiness inspections BTW.
RandallBrown 41 days ago [-]
Seattle lowered the speed limit on a lot of roads, but didn't do much else beyond add a few "No turn on red" signs.
So now you have a road where the speed limit used to be 35, but is large and straight enough to comfortably go 45, with a speed limit of 25. That causes people to go wildly different speeds and (in my opinion) makes it a lot more dangerous.
quickthrowman 41 days ago [-]
> Seattle lowered the speed limit on a lot of roads, but didn't do much else beyond add a few "No turn on red" signs.
As you said, that doesn’t do anything since the road is designed to go 35-45 MPH, that is how fast people will go, with the exception of inflexible rule followers that drive 25 MPH and cause dangerous speed differentials.
My city has been doing traffic calming projects where they redesign the road for the speed they want people to drive at and that has actually worked well.
All lowering the speed limit does is make it easier for cops to harass poor people, it doesn’t actually change the way people drive.
kerkeslager 41 days ago [-]
> As you said, that doesn’t do anything since the road is designed to go 35-45 MPH, that is how fast people will go, with the exception of inflexible rule followers that drive 25 MPH and cause dangerous speed differentials.
If speediots followed the rules, there wouldn't be a speed differential. You're blaming the rule followers, when in fact it is the people with the patience of a toddler causing the speed differential.
Driving is, in most cases, the only life-and-death activity you undertake during your day, and if you don't have the emotional capacity to handle not being where you want instantly, you don't have the emotional capacity to handle a machine that can kill other people.
quickthrowman 41 days ago [-]
> If speediots followed the rules, there wouldn't be a speed differential.
But, they don’t. So there is a speed differential. That’s reality, you aren’t going to change that unless you start executing people that speed, and that isn’t a realistic solution.
Redesigning the road so people instinctively drive slower does actually work. You take a four lane road, and change it to a two-lane road with left turn lanes, concrete medians that make the road appear narrower, concrete aprons that jut out into the road at crosswalks to make it appear even narrower, wider medians, and so on. The two major roads in my neighborhood have been redesigned this way and the results have been great, if a road is properly designed for a specific speed, you can actually get people to drive slower. It works on me, and I know the tricks.
What you’re arguing for is akin to operating industrial machinery without safeties, relying on unreliable humans to moderate their behavior, when you could prevent it by designing the road so that even speeders drive the speed limit or slightly over.
I’ve seen redesigning roads actually work, you can be dismissive and pray that people will magically follow the rules, but that won’t make it so.
kerkeslager 40 days ago [-]
> That’s reality, you aren’t going to change that unless you start executing people that speed, and that isn’t a realistic solution.
This is an adult conversation, please think before you type absurdities like this.
If (A) there was enough enforcement to actually catch people that speed, and (B) the punishment was rehabilitative (you have to clean up the roadway you were endangering people's lives on and take a class to retest for your license) there would be far fewer speeders.
> What you’re arguing for is akin to operating industrial machinery without safeties
No, actually, I'd love if we redesigned roads so people instinctively drive slower. I'm not arguing against that in any way.
All my post was doing was insisting that if you're going to blame someone, you place blame where it belongs. You're blaming people doing what they should be doing instead of the people endangering everyone around them.
quickthrowman 40 days ago [-]
> This is an adult conversation, please think before you type absurdities like this.
If (A) there was enough enforcement to actually catch people that speed, and (B) the punishment was rehabilitative (you have to clean up the roadway you were endangering people's lives on and take a class to retest for your license) there would be far fewer speeders.
Red light cameras are illegal in my state, there isn’t enough money to vastly increase traffic enforcement. Penalties would have to be dialed up to 11 for people to modify their behavior, and I don’t seen that happening. Even if speeding tickets were $1,000 or 40 hours of community service, people would still speed.
It would be great if people would drive safely, but they don’t, so that’s why I think redesigning roads is the only real way to change driving behavior.
kerkeslager 39 days ago [-]
> It would be great if people would drive safely, but they don’t, so that’s why I think redesigning roads is the only real way to change driving behavior.
This is really the crux of it: why are you so insistent that we can only redesign roads? Why can we not redesign roads AND have people do community service?
An aside: red light cameras being illegal is such an unfortunate thing, but I really don't see a solution to that. My ideal world would have red light cameras that can only save the recording when they detect an infraction, so that everyone else's privacy is respected. But of course there's nobody I'd trust to implement, install, or use those cameras--law enforcement doesn't care about privacy--so we can't have red light cameras and have privacy.
alamortsubite 40 days ago [-]
I think redesign is the way to go, but there are places that are only separated from the U.S. in terms of education and enforcement, and compliance is excellent there. Really we can do both.
quickthrowman 40 days ago [-]
It’s also a cultural problem in addition to an engineering challenge, many Americans are notoriously “independent” (aka selfish) and that is evident by watching them drive.
Sigh. You people are like these climate change deniers who are saying that "the climate is cooling" because this year is slightly cooler than the previous one.
Your own article has a chart with the number of deaths by year, and the noisy upward trend from 2016 is pretty clear. But I admit that I did not check the data for 2025 before I wrote my post.
So my post can be amended to: "Increased or stayed the same". There is definitely no _decrease_ compared to the previous state.
hn_user82179 40 days ago [-]
Idk who "you people" is referring to. But the trends for the cities who have been spending moneys on these improvements are better than nationwide. Not to mention the article we're discussing (improvements in Helsinki) explicitly attribute the decrease in traffic deaths to the same kind of improvements Seattle/Portland/SF have been making.
> Not to mention the article we're discussing (improvements in Helsinki) explicitly attribute the decrease in traffic deaths to the same kind of improvements Seattle/Portland/SF have been making.
Let me repeat another poster here: "Correlation is not causation". Who's to say that Helsinki wouldn't have had zero deaths even without these changes?
busterarm 41 days ago [-]
Population in SF is also decreasing by large single digit numbers.
bokchoi 41 days ago [-]
Pedestrian deaths in Seattle did rise last year, however there were zero bicycle related fatalities which is good.
In California it seems a lot of cities decided to try and add bike infrastructure but the design process yielded many compromises, since that infrastructure comes at the expense of car (and parking) infrastructure. As a result we got really bad bike lanes, but gave up few parking spots. The design process declared victory via compromise- best of both worlds. In reality, the bike lanes are worthless and cyclists like myself just use the primary vehicle lanes, since not dying is more important than protecting the convenience and respecting the supremacy of other road users. Drivers honk and yell and deliberately endanger you, but that was true before too.
The article talks about using design and engineering out of the problem. I do not believe that is what was done in the cities you cite, even if that was their headline intention.
tialaramex 41 days ago [-]
We can certainly guess that person who thinks "Vision Zero" is actually "Zero Vision" isn't great on details.
The data shows that these policies have comprehensively failed in Seattle, SF, and Portland. They did not result in a decrease in deaths through the use of traffic engineering. There are likely multiple reasons why that happened, but that's beside the point here and should be a subject of at least several PhD theses.
Yet these policies measurably worsened the average quality of life by increasing congestion, and lengthening the average commutes.
So given these data, what should be done next?
gizmov21 41 days ago [-]
[flagged]
hsyehbeidhh 41 days ago [-]
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cyberax 41 days ago [-]
Quick question: are you an urbanist?
> "The city saw 25 traffic deaths in 2025, down from 43 in 2024"
The number of traffic deaths in SF in 2016 before the main enshittification started: 30. Deaths in 2017: 20.
Sorry, but the data is completely unambiguous. The Zero Vision policies _at_ _best_ had no effect, and at worst resulted in additional deaths.
Supermancho 41 days ago [-]
> Sorry, but the data is completely unambiguous.
Focusing on the metrics you want to focus on, does not make the data unambiguous. eg This analysis has not accounted for cohort sizing. Are there more or less pedestrians? What is the average distance? How many bicyclists? et al.
cyberax 41 days ago [-]
The "Zero Vision" policy has zero pedestrian deaths as its goal. It's literally in its name.
Why shouldn't I look at the metric it's supposed to improve?
> Are there more or less pedestrians? What is the average distance? How many bicyclists? et al.
So you're saying that we should sacrifice pedestrians so that people can bike?
bitwize 41 days ago [-]
The general consensus on HN appears to be that that's because Americans are just shitty.
MoonWalk 41 days ago [-]
Maybe they implemented the death penalty for texting while driving.
SilverElfin 41 days ago [-]
These data free claims don’t ever honestly talk about how they simply made driving so inefficient and bad on purpose so that the other, slower modes, don’t look as bad. Increasing travel times and inconvenience isn’t a win and safetyism is irrational. If you can’t make fast driving safer you haven’t achieved anything really. And as for vision zero - you’ll never get perfect safety and it isn’t worth the tradeoffs.
paulryanrogers 40 days ago [-]
> Increasing travel times and inconvenience isn’t a win and safetyism is irrational.
By very narrow definitions of win. Perhaps more time in transit is worth fewer deaths and less pollution. (I rode a bike daily and year round in northern Ohio for 8y.)
> If you can’t make fast driving safer you haven’t achieved anything really.
By what measure of achievement? Zero traffic deaths in a heavily populated city is quite an accomplishment IMO. But I'm not a racecar driver so maybe I'm unqualified to judge.
loloquwowndueo 41 days ago [-]
Never takes long for the car-centric “anything that inconveniences my driving sucks” point of view to appear.
kerkeslager 40 days ago [-]
And speediots' data free claims don't ever honestly talk about how they're totally okay with letting thousands of people die every year so they can save a few seconds that they're just going to waste posting their self-centered opinions to Hacker News.
There's no ethical justification for speeding--you're just okay with being unethical if it allows you to not have to learn patience.
40 days ago [-]
enaaem 40 days ago [-]
Can you tell us about your experience driving in Helsinki?
tim333 40 days ago [-]
In London they've deliberately made driving more of a pain doing thing like removing parking and reducing lanes with the idea of making it better for walking and cycling. Most people seem ok with the trade off.
I don't know about travel times and convenience. The last couple of years I've mostly switched to ebike and it's faster than anything in central London. The same journey of say 2 miles can take 10 mins by ebike, 15 taxi, 30 tube/bus, 20-40 private car driving in circles trying to park.
Rendered at 13:05:53 GMT+0000 (Coordinated Universal Time) with Vercel.
I wrote a blog post about my learnings there - "Engineering over enforcement":
> Enforcement philosophy is rooted in the idea that behavior can be controlled by threatening punishments. Engineering philosophy believes that infrastructure can be designed to incentivize desired behavior. When Oslo sought to reduce pedestrian deaths, it turned to engineers.
> [ . . .] Intersections are one small example where philosophies can diverge. But, as I learned in Oslo, engineers have a whole toolkit of methods to make cities safer. Bumping out a curb slows down turning speeds and protects pedestrians. Bike lanes can be safer by being raised above the street instead of relying on a painted barrier. Limiting how far cars can see ahead of them slows them down. Behavior can be designed rather than just enforced, and in aggregate these small changes can make a city safer.
https://www.contraption.co/engineering-over-enforcement/
Alternatively, greenhouse-gas bumps.
Dunno which genius in my town put them on a road riddled with potholes, poorly filled road cuts and marsh-related unevenness.
They added some square-like flower pots in the middle of a lovely road next to where I live in order to force drivers to make a double S turn. Those are made from sharp rust-painted steel, and most of the corners are now painted with other peoples car paint. The only way to make it through is to drive at walking speed, which basically everyone do.
https://libanswers.wustl.edu/faq/76174?ref=contraption.co
https://www.jalopnik.com/these-speed-bumps-only-turn-solid-i...
Probably highly temperature dependent or get stabbed with a knife in 2.3 hours depleting its reserve of non-newtonian goo.
Most SUVs ride poorly compared to cars due to solid axles and huge unsprung weight. If you took a speed bump fast you would be very shaken up and possibly launch into the air or tip.
TLDR. Speed bumps aren’t “invisible” to SUVs unless you are in a competition pre-runner or a monster truck.
Like 4" tall ones with no curve so that it absolutely slams the shit out of your small car if you're doing anything over 3mph. And they place them like every 8 feet. If you're in the lifted trucks most people drive here you can't even tell.
Bullbars used to be a trend in the UK, for example, until they were band in the late 90s/early 00s because they were fatal to pedestrians.
I once counted over 100 deer on or next to the road during a 20 minute night drive...
Do you have a link handy for this?
Since it started in 2015, accidents are down 50%, but deaths up 90%. This analysis leaves a lot to be desired. I didn't see per-capita stats (Seattle had massive growth during a lot of those years), and we don't really enforce traffic laws at all anyway, so IDK what to think without digging in further.
The interesting question is power-to-weight, which was (apparently) a direct result of EPA regulations that were enacted in 1975. The below article, which I found from a search engine copying your question and looking at a few results, is an interesting read.
Ignoring all that, the actual question would be: how have car sizes and weights changed _in this region_ during this period of time. Sizes and weights of cars in brasil have little bearing to accidents in the PNW, for example.
https://carbuzz.com/new-vehicles-bigger-heavier-more-powerfu...
Sorry that I wasn't clear, that's exactly what I meant. I'm curious because it makes absolutely no sense that a safer urban design with separation of grades for cyclists, lowering speeds through design and engineering rather than just updating speed limit signs, would see an increase in deaths. Nowhere else in the world where those were implemented has had that effect, the Netherlands being the prime benchmark for it.
So there's something else at play, average car sizes in the USA are much larger than Europe (and most of the rest of the world), the urban road design is not changed that much: perhaps stroads just got new speed limits and were left at that, instead of narrowing them, adding trees and other obstacles that naturally makes driving slower and more cautious, so on and so forth.
There's also the added issue that American driving standards for a licence are incredibly low since it's kinda required for you to have a driver's licence to exist and have a life in the majority of the country.
Relative to what?
Second, actually trying to verify if you were right or not, you’re not. Germany, for example, has driving tests similar to the state of maryland in the US.
You are, unfortunately, incorrect and ignoring research/critical thinking skills.
Critical thinking skills? Gimme a break, lol, driving standards, on average, in the USA are abysmal in comparison to these countries. Traffic data don't lie, no matter if tiny Maryland has better standards, it doesn't improve the average.
Also, how exactly have you verified this, I'd like to see the sources, thank you.
it’s hard to isolate the effect size of policy, covid happened, car weights changed, policing may have decreased, US drivers may have driven differently, population size, etc.
As a visitor (periodically throughout the whole timespan) it's seemed to me like there's massive growth in population in the metro area and more densification inside the Seattle downtown area. Tough to tell what geography this exactly captures. Assuming the numbers are valid, I do wonder if there's a significant demographic or exurb shift, where older drivers became a higher proportion of all drivers where they already lived, and a bunch of others either stopped entirely or moved outside the city boundaries.
If memory serves, I feel like there's also a tendency to accidentally end up committed to a toll bridge crossing by getting stuck on an exit/on ramp off one of the highways, which might make people panic and bail at the last second erratically, but that idea seems a bit farfetched
I don't just mean assholes who do what they want. People just don't give a crap about others on the road at all anymore. A lot of folks who probably think they're driving "safe" are just driving selfishly slow and not following the law(super late blinkers, failing to move predictably with traffic, braking in traffic long before entering a turn lane).
It's definitely worse nowadays. I can think of plenty of reasons why. But really I think our society, generally, has started to reward selfish behavior. Or at least not punish it nearly enough to deter it's spread.
This article has SF pedestrian deaths by year: https://www.sfchronicle.com/projects/2026/pedestrian-fatalit...
For Portland you need to check their police news archives, I couldn't find a dashboard. Here are the data from 2016 and 2024: https://www.portland.gov/transportation/vision-zero/document... (13 pedestrian deaths), https://www.portland.gov/transportation/vision-zero/document... (22 pedestrian deaths). The population growth was 9% between 2016 and 2024.
I don't have an explanation for these increases, and there are no good papers that explore this in depth. I need to write a meta-research paper: "On the lack of research on urbanism-related policy failures".
Enforcement didn't work because people won't follow the law anyway or engineering didn't work because people tried to drive through the obstacles or approach them with the same speed and smashed/smooshed more?
And if the problem was in enforcement in the first place, then why do all the engineering that actively worsens the traffic?
And there are also other facts that point out to Zero Vision being the case. Cities that did not go all-in on this program seem not to have experienced the rise in deaths. I have not researched this in detail, because quantifying the level of road sabotage is tricky. But it definitely _looks_ like it's the case just based on subjective observations.
What didn't?
> and resulted
Correlation is not causation.
Those seem like harder challenges then the changes themselves.
People in the U.S. are simply constructed differently, and as a result I think are unfortunately immune to a lot of the subtle forces that generally help to improve safety in other civilized societies.
P.S.
As for the absurd response, the assertion was
> People in the U.S. are simply constructed differently
and a handwaving reference to an intercity train system from someone who can't even be bothered to make any sort of argument does not establish the point.
I'm guessing that if average commute time in Helsinki was anywhere near what it is in the US they'd probably want to get to their destinations a little faster.
We could probably get away with it if we also redesigned every city and suburb and invested massive amounts of money into public transportation to get something comparable and after all of that I'm sure that many people would probably be happy with what we ended up with, but the disruption of every person's lives in the process would be extremely painful.
We're better off focusing on making sure that new developments are better designed than bulldozing over people's homes and businesses in order to redesign everything we already have.
Considering American involved Wars: American Civil War, Vietnam War, First Gulf War, Iraq War, World War 2
Considering how many millions have died due to unrestrained capitalism destroying ecosystem, contaminating air, water, soil?
Please do not pretend that capitalism does not promote nor allow the deaths of those who it is profitable to allow to die.
In any case, I don't want to entertain horseshit. It turns out that if a significant part of your political ideology is about elevating one group of people at the expense of another, mass starvation and mass murder is an inevitable consequence.
The whole point about spotlighting catastrophically bad ideas is that hopefully nobody gets the stupid idea to try that shit again. Except here we are.
Are you saying the current fascist operating mode of Trump is the dumb shit we’re trying again (here, “we” being “humanity”), or something else?
Just trying to clarify, my bad if it’s poor reading on my part; I was just confused at the line being drawn.
I think a lot of the awfulness that has come out of the implementations of socialism has come from greed.
North Korea’s awfulness came because Kim Il Sung decided to appoint himself as king right after their revolution. Cuba’s awfulness came because Castro decided to appoint himself as king right after their revolution.
I could keep going, but my point is, and call their surrounding system whatever you want, these things are still a consequence of immense greed.
ETA:
You keep trying to turn what I said into some anti-socialist thing, which seems to imply that you think I am a socialist. I am not.
I think that a lot of the biggest issues with socialism come from greed. Greed is not good. Greed is bad. It’s bad when it’s in a capitalist context, it’s bad when it’s in a socialist context. It’s bad in every context. You can keep going on about how horrible you think socialism is if you want but that’s orthogonal to what I was saying.
I don't see how greed plays into telling farmers they need to stop farming and melt down all of their tools to make shitty pig iron that isn't worth a damn and then starve to death because they didn't grow any food. Or to stop long-established working farming practices in favor of the unproven ideas of some dumbass who thought they were smarter than simple farmers and had never done it.
Getting hit by a pickup or high profile SUV is much more likely to kill you than a compact.
Adding bull bars to the front virtually guarantees a fatal head injury to a child.
I'd love for my city to just focus on making other forms of transportation more appealing. More bus lanes, more (properly designed) bike lanes, etc.
Arterial roads are normally still 30mph, and it's not a huge city so it doesn't take that long to get from the outskirts to the centre. Or when it does, it's not because of low speed limits.
This is despite a relatively small (but real) reduction in casualty figures that came with the change.
https://www.bbc.co.uk/news/articles/c93jvpjwdezo
https://openresearch.amsterdam/nl/page/124453/onderzoeksrapp...
Personally, I have driven around the Netherlands a fair bit and this sort of thing does seem to be roughly true for the median case. It can definitely be annoying when the streets are empty, though. For those journeys you’re obviously losing a fair bit of time.
I have a long stretch of road near me that used to be 50 km/h and is now 30 km/h.
If you take that road during rush hour, yes - there's no meaningful difference in time spent. You'd be going traffic light to traffic light slightly faster.
The problem is that I personally use that road (in a car) more to pick up/drive my wife from and to early and late shifts at work than during rush hour, and this makes it take a significantly longer time. Like, I am not complaining at all, but it takes something like 20 minutes instead of 15, so like a 33% increase. And then again on the way back. But in the end being lucky with the traffic lights is still the main point.
They're self flagellating because they can't just come out and say what "those people off in Iowa, yeah, well F them" or something along those lines.
Americans lie to ourselves constantly to perpetuate our mistakes. We twist the meaning of words so we don't have to admit how selfish/shitty we can be.
You're right. Most Americans won't come out and say what they mean, so they'll dance around it. That's how so many racist Americans can say they aren't racist.
Ultimately I gave up and moved to a place that was a better fit and my only regret is not doing so sooner. I still believe that it's possible for any city to eliminate traffic deaths, but I no longer believe that this obligates every city to make the tradeoffs this requires.
It reminds me of the Paul Graham essay [1] about the benefits of surrounding yourself with people who care about the things you care about:
> It's not so much that you do whatever a city expects of you, but that you get discouraged when no one around you cares about the same things you do.
[1] https://www.paulgraham.com/cities.html
We initially moved to Arlington, MA. The Minuteman Bikeway runs right through the center of town and it's packed with commuters in the morning heading into Cambridge or Boston. It's also adjacent to Cambridge and Somerville where more than one in ten commutes are by bike, and fewer than half are by car.[1]
We eventually ended up moving slightly further out and sacrificing some walkability/bikeability for lower housing costs. But the bike racks at our schools are well-used even in the winter and I'm never the only cyclist on the road. There's also a growing network of rail trails like the Bruce Freeman and the Mass Central that are bringing out a lot more recreational cyclists. And contrary to their reputation, I've found Massachusetts drivers basically respectful of other road users, at least insofar as they generally give a wide berth and I've never had a MA driver throw something at me or do a punishment pass.
If you're curious about moving to a bike-friendly town in MA more generally, see https://www.redfin.com/blog/most-bikeable-cities-in-massachu... and peopleforbikes.org ratings.
[1] In 2024 Cambridge had ~11% bike commute mode share https://www.cambridgema.gov/-/media/Files/CDD/Transportation... and in 2021 Somerville had ~15% bike commute mode share https://s3.amazonaws.com/somervillema-live/s3fs-public/HSH_5...
Also the article is missing their definition of traffic death, here in Prague is basically impossible, even if cars killed nobody people jump in front of the trams and buses (let alone suicides in subway thanks to no platform doors) and limiting trams and everyone to like 20-30kmph would make transportation even worse than it is.
Plus all European countries define traffic death differently, if car will hit you and you won't die immediately you won't be counted as traffic death if you die after 2, 4 weeks or more depending on country, so I would question all these stats since I find it hard to imagine there can be zero traffic deaths in 700K city.
EDIT: Gemini says: "In Norway, a road traffic death is defined as any person killed immediately or dying within 30 days of a road traffic accident, including drivers, passengers, cyclists, and pedestrians."
So if you will be in coma for a while and die after one month you are not traffic death anymore. Though it seems France, Germany, Czechia and maybe US ("While NHTSA uses a 30-day cutoff for "traffic fatalities", the National Safety Council (NSC) uses a 1-year cutoff for "motor-vehicle-related deaths," which can lead to higher, more comprehensive total fatality numbers.") uses same definition.
If you try and drive somewhere unfamiliar here you are pretty much guaranteed to get some sort of ticket as half the roads are one way, and you can't turn into the other half for random reasons.
Oh, most left hand red arrows in the city, start red when the main light goes green, and they have cameras on them too. You can literally see the camera lights flashing non stop when you walk along.
Add to this, zero rules for pedestrians, no one waits for the lights if they can see a break in the traffic.
Helsinki records zero traffic deaths for full year - https://news.ycombinator.com/item?id=44736025 - July 2025 (652 comments)
What the actual fuck is wrong with you?
Seattle, Portland, SF enshittified their roads, limited the traffic speed, choked the streets with bike lanes, drank all the KoolAid.
Yet the deaths _increased_.
Narrowing lanes creates new hazards because cars sold are only getting larger and can barely fit. There is too often no margin for error.
There are no roadworthiness inspections in these states. Many people are driving on worn tires and suspensions. Most people don't even know what types of tires they have or what the tire pressures are.
Don't even get me started on how easy it is to get a driver's license with no clue how to drive. If they wanted to reduce deaths they should start by raising the bar on license difficulty.
Retesting is vital, too. Every 10 years. And if you have something like 3 moving violations you should have to do some community service, and retake the test.
I don't believe in fines on individuals: if the punishment for a crime is a fine, that law only applies to the poor. If you insist on endangering the lives of the people around you, then you get the same inconvenience as anyone else.
You slow down a main through road it puts that traffic right onto residential roads that formerly weren't worth taking and so someone's kid who used to ride their bike in the street has to either stop or risk getting turned into paste.
I live in a state with stringent roadworthiness inspections BTW.
So now you have a road where the speed limit used to be 35, but is large and straight enough to comfortably go 45, with a speed limit of 25. That causes people to go wildly different speeds and (in my opinion) makes it a lot more dangerous.
As you said, that doesn’t do anything since the road is designed to go 35-45 MPH, that is how fast people will go, with the exception of inflexible rule followers that drive 25 MPH and cause dangerous speed differentials.
My city has been doing traffic calming projects where they redesign the road for the speed they want people to drive at and that has actually worked well.
All lowering the speed limit does is make it easier for cops to harass poor people, it doesn’t actually change the way people drive.
If speediots followed the rules, there wouldn't be a speed differential. You're blaming the rule followers, when in fact it is the people with the patience of a toddler causing the speed differential.
Driving is, in most cases, the only life-and-death activity you undertake during your day, and if you don't have the emotional capacity to handle not being where you want instantly, you don't have the emotional capacity to handle a machine that can kill other people.
But, they don’t. So there is a speed differential. That’s reality, you aren’t going to change that unless you start executing people that speed, and that isn’t a realistic solution.
Redesigning the road so people instinctively drive slower does actually work. You take a four lane road, and change it to a two-lane road with left turn lanes, concrete medians that make the road appear narrower, concrete aprons that jut out into the road at crosswalks to make it appear even narrower, wider medians, and so on. The two major roads in my neighborhood have been redesigned this way and the results have been great, if a road is properly designed for a specific speed, you can actually get people to drive slower. It works on me, and I know the tricks.
What you’re arguing for is akin to operating industrial machinery without safeties, relying on unreliable humans to moderate their behavior, when you could prevent it by designing the road so that even speeders drive the speed limit or slightly over.
I’ve seen redesigning roads actually work, you can be dismissive and pray that people will magically follow the rules, but that won’t make it so.
This is an adult conversation, please think before you type absurdities like this.
If (A) there was enough enforcement to actually catch people that speed, and (B) the punishment was rehabilitative (you have to clean up the roadway you were endangering people's lives on and take a class to retest for your license) there would be far fewer speeders.
> What you’re arguing for is akin to operating industrial machinery without safeties
No, actually, I'd love if we redesigned roads so people instinctively drive slower. I'm not arguing against that in any way.
All my post was doing was insisting that if you're going to blame someone, you place blame where it belongs. You're blaming people doing what they should be doing instead of the people endangering everyone around them.
Red light cameras are illegal in my state, there isn’t enough money to vastly increase traffic enforcement. Penalties would have to be dialed up to 11 for people to modify their behavior, and I don’t seen that happening. Even if speeding tickets were $1,000 or 40 hours of community service, people would still speed.
It would be great if people would drive safely, but they don’t, so that’s why I think redesigning roads is the only real way to change driving behavior.
This is really the crux of it: why are you so insistent that we can only redesign roads? Why can we not redesign roads AND have people do community service?
An aside: red light cameras being illegal is such an unfortunate thing, but I really don't see a solution to that. My ideal world would have red light cameras that can only save the recording when they detect an infraction, so that everyone else's privacy is respected. But of course there's nobody I'd trust to implement, install, or use those cameras--law enforcement doesn't care about privacy--so we can't have red light cameras and have privacy.
Your own article has a chart with the number of deaths by year, and the noisy upward trend from 2016 is pretty clear. But I admit that I did not check the data for 2025 before I wrote my post.
So my post can be amended to: "Increased or stayed the same". There is definitely no _decrease_ compared to the previous state.
> Not to mention the article we're discussing (improvements in Helsinki) explicitly attribute the decrease in traffic deaths to the same kind of improvements Seattle/Portland/SF have been making.
Let me repeat another poster here: "Correlation is not causation". Who's to say that Helsinki wouldn't have had zero deaths even without these changes?
The article talks about using design and engineering out of the problem. I do not believe that is what was done in the cities you cite, even if that was their headline intention.
The data shows that these policies have comprehensively failed in Seattle, SF, and Portland. They did not result in a decrease in deaths through the use of traffic engineering. There are likely multiple reasons why that happened, but that's beside the point here and should be a subject of at least several PhD theses.
Yet these policies measurably worsened the average quality of life by increasing congestion, and lengthening the average commutes.
So given these data, what should be done next?
> "The city saw 25 traffic deaths in 2025, down from 43 in 2024"
The number of traffic deaths in SF in 2016 before the main enshittification started: 30. Deaths in 2017: 20.
Here's a chart for Seattle: https://wtsc.wa.gov/dashboards/fatalities-dashboard/ - it went from 6 fatalities in 2016 to 20 fatalities last year.
Same for Portland, it went up from 13 to 22.
Sorry, but the data is completely unambiguous. The Zero Vision policies _at_ _best_ had no effect, and at worst resulted in additional deaths.
Focusing on the metrics you want to focus on, does not make the data unambiguous. eg This analysis has not accounted for cohort sizing. Are there more or less pedestrians? What is the average distance? How many bicyclists? et al.
Why shouldn't I look at the metric it's supposed to improve?
> Are there more or less pedestrians? What is the average distance? How many bicyclists? et al.
So you're saying that we should sacrifice pedestrians so that people can bike?
By very narrow definitions of win. Perhaps more time in transit is worth fewer deaths and less pollution. (I rode a bike daily and year round in northern Ohio for 8y.)
> If you can’t make fast driving safer you haven’t achieved anything really.
By what measure of achievement? Zero traffic deaths in a heavily populated city is quite an accomplishment IMO. But I'm not a racecar driver so maybe I'm unqualified to judge.
There's no ethical justification for speeding--you're just okay with being unethical if it allows you to not have to learn patience.
I don't know about travel times and convenience. The last couple of years I've mostly switched to ebike and it's faster than anything in central London. The same journey of say 2 miles can take 10 mins by ebike, 15 taxi, 30 tube/bus, 20-40 private car driving in circles trying to park.