The intersection of Franklin Street and Marginal Way in Portland, Maine, has become a symbol of the city's struggle with pedestrian safety. This seemingly ordinary intersection has claimed the lives of multiple pedestrians, including 75-year-old Diane Bell, who was hit and killed by a driver who ran a red light while speeding. The incident has sparked a debate about the design of the intersection and the city's commitment to pedestrian safety.
The bicycle and pedestrian advisory committee, led by Myles Smith, has been vocal about the dangers of this intersection. They argue that the design encourages higher speeds and puts pedestrians at risk. The committee's concerns are supported by a state crash report and witness accounts, which highlight the frequency of vehicles running red lights and speeding through the intersection.
What makes this case particularly interesting is the contrast between the city's efforts to prioritize pedestrian safety and the slow pace of change. Portland has adopted a Vision Zero resolution, aiming to eliminate pedestrian deaths, and has allocated significant funding for improvements. However, advocates argue that the results are not coming fast enough, and bold action is needed.
One of the key challenges is the city's struggle with police reports that often place blame on pedestrians, downplaying the role of drivers. The advisory committee has taken issue with this approach, calling for new guidelines that prioritize pedestrian safety. The committee's concerns are shared by the public, as evidenced by the lack of outreach from city councilors and the visual lack of change on Franklin Arterial.
The intersection's design is a major contributor to the problem. The series of traffic lights in close proximity encourages higher speeds, and the presence of slip lanes and curved corners further complicates the situation. The committee suggests that the city's focus on moving cars quickly through the intersection puts pedestrians at risk.
The case of Diane Bell highlights the human cost of these design choices. Her family and fellow runners described her as a safe and responsible pedestrian, wearing reflective clothing and LED lights. However, the intersection's design proved to be a fatal flaw, despite her efforts to cross safely.
The city's response to the incident has been mixed. While the City Council has approved upgrades at the intersection, including 'blankout' signage to improve driver yield rates, the advisory committee calls for more urgent fixes. They suggest temporary measures like flex posts and bollards, as well as long-term projects like a comprehensive transportation plan and a '20 is plenty' effort to lower speed limits.
The challenge for Portland is balancing the need for immediate action with the long-term vision of a safer transportation system. The city's capital plan includes significant funding for bicycle and pedestrian projects, but the process of securing permits and insurance for neighborhood groups can be bureaucratic and time-consuming. The city also continues to pursue state and federal funding for other high-injury networks, such as Forest Avenue and Brighton Avenue.
Despite the challenges, there is a sense of urgency among residents and advocates. The bicycle and pedestrian advisory committee has urged officials to take action, including creating a crash response protocol and clearly designating accountability for Vision Zero results. The public's engagement, as evidenced by the 50 requests for projects, indicates a growing awareness of the issue.
In the end, the case of 'Portland's purgatory' highlights the complex interplay between urban design, pedestrian safety, and public policy. It raises questions about the choices we make in prioritizing transportation efficiency over pedestrian safety and the need for a comprehensive approach to addressing these issues.
