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Rainbow crosswalks

I essentially agree with everything JayUtah just wrote.

I've said from the start I think the motivation behind the removal of the rainbow was not for safety or actually a rejection of political statements in general. I think it is all about the content, not the context. I'm just saying, they aren't wrong, it is a political statement. The rainbow being there is political and getting rid of it is political.

ETA and the pretense that Rainbow flags and markings at crosswalks isn't political, is just that a pretense.
 
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ahhell said:
I've got to say, I find that awfully garish. I am curious though, that's loud enough that it might actually just be for visibility. Is it or is a gay pride thing?
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In general, visibility enhancement is achieved by high-contrast variation in brightness, rarely by high-contrast variation in chroma. This is why USDOT's recommendations for crosswalk markings are all white-on-black. In some cases, such roadway markings are enhanced by surrounding white markings with explicit black-painted areas (even over asphalt), the same as is done on many airport runways.

Apropos of the Pride thing, our police department participates in the Pride parade with vehicles temporarily augmented with rainbow decals. They also hand out stickers with the department shield in a rainbow border. So I'm guessing it's LGBT+ themed.
 
ahhell said:
It's a political movement you agree with so you seem to be incapable of seeing that it's a political movement. The southern who says the confederate flag is just a statement of pride would say it shouldn't be political either. The gadsden flag isn't political its just a symbol of American Pride but it has apparently become one to the left.

People of all creeds are included? What about those that don't think gay marriage shouldn't be the equivalent of straight marriage? Devout Muslims? Devout Catholics? My version of feminism? I didn't write the SCUM manifesto.

I agree that your sexuality shouldn't have anything to do with your ideology, tends to be the left that's confused by gay conservatives though.
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Watching someone defend people who celebrate traitors that waged a war to perpetuate slavery and criticize people who don't want to associate with bigots that hate them in the same post is some wild ◊◊◊◊.
 
ahhell said:
I essentially agree with everything JayUtah just wrote.

I've said from the start I think the motivation behind the removal of the rainbow was not for safety or actually a rejection of political statements in general. I think it is all about the content, not the context. I'm just saying, they aren't wrong, it is a political statement. The rainbow being there is political and getting rid of it is political.

ETA and the pretense that Rainbow flags and markings at crosswalks isn't political, is just that a pretense.
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The flaw with your argument is that you are defining what is and what isn't political strictly through the lens of how conservatives view those things and ignoring the objective reality of what they actually mean.

The Confederate flag, for instance, stands for one thing and one thing only. This is rooted in immutable history and is not open for interpretation anymore than what the Nazi flag stands for is.

That conservatives who embrace it and pretend that it means something else does not change this fact. You don't get to imbue meaning into something that does not have that meaning by simply warping reality to your ideology.
 
ZirconBlue said:
Meanwhile, in my city. . . .
www.lex18.com

Lexington has no plans to remove rainbow crosswalk after safety concerns raised

Lexington officials with the office of Mayor Linda Gorton said there are no plans to cover up the rainbow design on a crosswalk in the city.
www.lex18.com www.lex18.com
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What does this even mean?

The release said that according to data compiled by the National Highway Traffic Safety Administration over half of roadway fatalities in the U.S. occurred on non-freeway/expressway arterials in 2023.
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A freeway is a divided highway—meaning it has a median or barrier to minimize head-on collisions—that exercises full access control—meaning you can enter or exit it only at designated ramps and interchanges and no grade-level pedestrian access exists. In contrast, an expressway is a divided highway with partial access control. There can be side-street access (i.e., ordinary intersections) and pedestrian crossings and travel at grade level. Vehicle-pedestrian accidents are most prevalent on expressways.
 
JayUtah said:
A freeway is a divided highway—meaning it has a median or barrier to minimize head-on collisions—that exercises full access control—meaning you can enter or exit it only at designated ramps and interchanges and no grade-level pedestrian access exists. In contrast, an expressway is a divided highway with partial access control. There can be side-street access (i.e., ordinary intersections) and pedestrian crossings and travel at grade level. Vehicle-pedestrian accidents are most prevalent on expressways.
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Thank you, but the article said NON-freeway/expressway arterials.
 
AmyStrange said:
Thank you, but the article said NON-freeway/expressway arterials.
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Oh, I see. I read it to say {non-freeway} {expressway}, whereas it seems to say non-{freeway-or-expressway}—i.e., what we generally call "surface streets." I'm primed to think a certain way because our west-side arterial expressway is a chronic site of fatal pedestrian-vehicle accidents. The state is slowly converting it to a freeway.
 
JayUtah said:
Oh, I see. I read it to say {non-freeway} {expressway}, whereas it seems to say non-{freeway-or-expressway}—i.e., what we generally call "surface streets." I'm primed to think a certain way because our west-side arterial expressway is a chronic site of fatal pedestrian-vehicle accidents. The state is slowly converting it to a freeway.
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I understand, but do you know if any of these fatalities are crosswalk related?
 
Proving that DeSantis is a lying sack of crap just like the fat clown (Clone) and all his stupid maga weirdoes:

DeSantis says crosswalk art is a ‘safety hazard.’ Studies say otherwise.

(SNIP)

In a researchers 2022 national study, with Bloomberg Philanthropies, a nonprofit dealing with topics like government innovation and public health, found that intersections with art saw a 17% drop in crashes involving pedestrians and cyclists. Additionally, the average injury crash rates were at least 35% lower in analysis periods after art was installed.

The sites selected for the study included a variety of urban and suburban settings and intersections. Among them: Tampa and St. Petersburg, both of which received state orders to remove art last Friday.

The Department of Transportation’s claim that pavement art is a safety hazard “doesn’t hold up,” said Tara Hubbard, transportation committee chairperson of the St. Petersburg Area Chamber of Commerce.

Since St. Petersburg implemented street art in 2016, the city saw a4% decline in crash rates at the intersection of Central Avenue and Fifth Street...

(SNIP)
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The following is from the 2022 national study:

(SNIP)

This study was conducted to address the need for impact analysis by comparing crash rates and real-time behavior of pedestrians and motorists at an array of asphalt art sites before and after the projects were installed. There are two main components to the study: first is a Historical Crash Analysis that compares crash data prior to and after the introduction of asphalt art at 17 diverse study sites with at least two years of data. The second is an Observational Behavior Assessment that compares before and after video footage of motorist and pedestrian behavior at five U.S. locations with asphalt art projects installed in 2021 as part of the Bloomberg Philanthropies’ Asphalt Art Initiative.

The analysis found significantly improved safety performance across a variety of measures during periods when asphalt art was installed. Executive Summary 6Asphalt Art Safety Study Comparing the average of crash rates for before-after analysis periods, results from the Historical Crash Analysis include:

50% decrease in the rate of crashes involving pedestrians or other vulnerable road users
37% decrease in the rate of crashes leading to injuries
17% decrease in the total crash rate

Similarly, the Observational Behavior Assessment indicates:

25% decrease in pedestrian crossings involving a conflict with drivers
27% increase in frequency of drivers immediately yielding to pedestrians with the right of way
38% decrease in pedestrians crossing against the walk signal

The promising findings from this study will inform ongoing discussions on how to revise U.S. roadway engineering guidance to improve safety for the most vulnerable road users. The study also provides data-driven evidence cities can use to make the case for their own arts-driven transportation projects. The following report details the background, methodology, and results of the Historical Crash Analysis and the Behavioral Observation Assessment...

(SNIP)
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