Chaos on the Sidewalks
Everyone has experienced the rage that stems from trying
to travel on the sidewalks. Wherever you go, there always seems to be people
all over the walkways doing their own thing. Where is the order? Which way are
they walking? Why aren’t they moving? These personal questions are usually
followed by anger or frustration. I propose a solution to the sidewalk chaos
problem that will create peace, increase efficiency, and just make peoples’
lives better overall. Cities and universities need to create basic rules,
direction arrows and specific speed lanes on the sidewalks.
When it comes to the topic of sidewalks, most of us will
readily agree that there is a problem with the organization. Where exactly does
this problem begin? A majority of the sidewalk drama is caused by those who are
walking in the “wrong” direction of the sidewalk. The misdirection of these
walkers tends to create frustration in those who are trying to travel around
them. In America, we drive on the right side of the road, so most would think
that our walking patterns should follow those rules. However, that is not the
case. While observing people walking college campus or city sidewalks, there
always seems to be a fair amount of walkers, both natural citizens and
tourists, walking on the left side versus the right. Every day on my way to
class at Saginaw Valley State University, I am constantly weaving my bike
between students on both sides of me, large groups traveling in packs, and the
every so often campus car. Most people would agree that sidewalks are a
confusing concrete abyss overcrowded with people. In fact, the total amount of sidewalks
in America is unknown, but New York City alone has almost 13 miles of sidewalk (“Infrastructure” 1). Taking that amount into
consideration, imagine how many US citizens and college students’ days are
ruined by overpopulated walkways, or slow moving people that cause them to be
late to their classes or appointments. In fact, one scientist from the
University of Hawaii created a scale to help people better understand their
level of sidewalk rage (Wang 1). Dr. Leo James created the “Pedestrian
Aggressiveness Syndrome Scale”, which varies from non-aggressive pedestrian
rating to the chance of having Active-Aggressive Sidewalk Rage (James 15-16). In
order for a pedestrian to find their aggressiveness level, they have to answer
20 questions about their sidewalk experiences. James found that the average person
scored a 12, and this diagnoses them with slightly above “moderate pedestrian
rage” (James 15). This is not an issue that should be pushed to the side, it
needs to be solved. Picture how much better peoples’ lives could be if
their walk to work or class was orderly and paced the way they want it.
http://giphy.com/gifs/disney-angry-annoyed-VwZ9csqW18neM |
Once that picture of perfection is in your mind, imagine
what it would be like if that vision came true. There are three basic points in
my proposal to better the sidewalker’s experience. The creation of lanes is my first idea of to
solve this problem. No two people are alike, and the same goes for the speed
that people walk. Some always feel in a rush to get somewhere, which results in
them powerwalking constantly, while others tend to take casual strolls around
town, just daydreaming about life. Throw bicycle riders into the mix and the
walkways are just a mess. Thus the importance of the walk/ride lanes. There
would be a total of six lanes on the sidewalk. The outside lanes on each side
would be assigned to the bike riders. This way it is easy for bike riders to
turn corners on the sidewalk. It also provides them a quick escape if something
happens and they need to avoid a person, baby stroller, or pet. The next two inside
lanes would be appointed to tourists, slow walkers, people on cell phones, or
those who enojy casual strolls. Last but not least, the two middle lanes. These
lanes are designated to those who always seem to be running late or have
somewhere to be. To put it another way, the middle lanes are for those who are
on the same level as Speedy Gonzales when it comes to speed. Two lanes for each
category are required because each lane is for a different direction. Feet and
bike traffic would travel along the same rules of automobiles, which is to keep
to the right when moving. Along the same
lines as the lane designation, my next solution for sidewalks is to keep bikes
off the sidewalks when available. If there is enough room on roads to have a
bike lane, there should be one. The less variety of traffic on sidewalks the
better. One less sidewalk lane would also allow more room for walkers to walk,
or allow the city to lessen the width of the walkways. My third and final
solution to the sidewalk problem would be to make a list of sidewalk etiquette.
Marc Santora, writer for the New York
Times, saw this problem over a decade ago and already created a simple list
of seven rules that walkers should follow religiously in his article “Think You
Own the Sidewalk”. Santora’s rules go as follows: keep to the right, do not
stop suddenly, do not walk in large groups, do not move slow, remember to keep
space between others and don’t step on heels, keep pets on a short leash, and
last but not least stay off of your cellular device (1-2). Each rule creates a
different level of sidewalk order that will increase the walking efficiency.
Higher efficiency will produce a continuous flow of people which will increase
travel time and lessen pedestrian related stress.
At this point in my paper multiple people would argue against
my proposed solution to the sidewalk issue. The objectors would include those
people who drive cars, come from small towns, and those who don’t worry about
the crowded sidewalks. They would argue that the need for sidewalk organization
is pointless, and that there is no problem that needs to be fixed. However, I
would like to point out a major flaw in the car driver’s argument. How would
they feel if there were no lines on the road? Would you feel safe? If roadways
did not have set rules about direction, speed, and lanes there would always be
accidents occurring. This same exact scenario applies to the walkways. There
needs to be rules to create order and make people’s daily lives more peaceful.
In response to those who come from small towns that don’t understand the
frustration that occurs on college or city sidewalks, let me put this into a
scenario that would be relatable. Coming from a small town myself, and I would
compare sidewalks to small dirt roads. Think about driving home after a long
day of work and you get stuck behind a combine; all you want to do is be home
in your bed but you have to wait until there is an opportunity to pass this
slow moving vehicle.
Traffic Jam Behind Tractor |
Then add about three or four more combines to the mix and
you can understand the stress people feel about traveling on crowded sidewalks.
As for those slow walkers, they should try
to pay attention to what is occurring around them while they are walking at
their leisurely pace down the sidewalk. Those people who seem to walk around in
their own world seem to cause the most stress for people who feel the need to get
to places. This goes back to Dr. James’s scale about pedestrian aggressiveness.
James nicknamed those people who score high on his scale as “ragers”. These
people always see fault in those walking around them. It is no shocker that
another doctor claimed that ragers are most infuriated by slow walkers, because
to them, “slow walkers are breaking the rules of civility” (Wang 2). More
organized sidewalks would help those ragers get control of their emotions and
protect those on leisure strolls from being yelled at.
Therefore, the next discussion is about how my solution
to the sidewalk is feasible. Let’s first discuss the creation of lanes. The
width of each of the lanes would vary depending on the size of the sidewalk.
Almost all major sidewalks on the Saginaw Valley State University Campus are a
minimum of 12 feet wide (“SVSU” 91). When the lanes are created, each of the
six lanes would be 24 inches wide. According to a study done at Harvard, the
average adult human’s width is 18 inches wide (“Human Figure” 1). That proves
that the creation of lanes would give people plenty of space to walk without
feeling claustrophobic. For the city of
New York, the minimum requirement for sidewalks an “unobstructed clear path of
8 feet” (“Geometry” 20). If we were to keep all six lanes, this would only give
people 15 inches to move around, however in the city, bikers are not allowed to
ride on the sidewalk. When bike lanes are not available, the biker is allowed
to act as a car on the road (“Bicyclists” 1-2). The lack of bikers on the
sidewalk increases the walkers’ space from 15 inches to 24 inches. I was unable to find a total number of miles
of sidewalks on the SVSU campus. However, I did find a website that was able to
give me reliable information about paint costs that would give any estimate of
the total cost for New York City. An estimated cost for painting lines for
lanes on New York City sidewalks would come to a grand total of around
$2,856,148 (“Traffic” 1). This number seems small when compared to the cities
estimated budget for 2016, which totals up to $77.7 billion (De Blasio 1). Once
lanes are created, the rules must be instated. A specific list of sidewalk
etiquette could be made up by the city or university. After a set of rules is
decided on, they must be made available to the public. The set of rules could
be posted on signs along the street, printed in brochures for future college students,
or printed in the daily paper. These rules could be enforced by parking
enforcement officers (PEOs), or the campus police. PEOs are already walking the
streets of the city, so they are the prime candidate to monitor the sidewalks
as well. The same goes for the campus police, these officers are constantly
roaming the campuses, and that gives them the ability to enforce the sidewalk
etiquette rules.
Ultimately what is at stake is here is peoples’ peace of
mind. With the organization of sidewalks comes reduced frustration and quicker
pathways to work and classes. Less stress and quicker travel will better
peoples’ days and decrease their chances of stress related medical issues. My
solution is capable of becoming a reality because the people want to see it
happen. I recently conducted a survey on my Facebook account about whether or
not people would like to see lanes become a common occurrence on sidewalks.
Over 65% of the people voted in favor of adding lanes to our sidewalks (Bishop
1). When the people strongly support an issue, it is worth looking into. The
world is a stressful place, but our sidewalks don’t need to be.
Works Cited
"Bicyclists." NYC DOT. The City of New York, 2015. Web. 18 Nov. 2015.
Bishop, Olivia. "Would You like Designated Lanes
on Sidewalks?" Facebook. Polls
for Pages, 16 Nov. 2015. Web. 18 Nov. 2015.
<https://apps.facebook.com/my-polls/view/h7xdxrprkf2deyx1gcxa>.
De Blasio, Mayor Bill. "To the Citizens of the
City of New York." (2015): n. pag. Council.nyc.gov.
The Council The City of New York, 14 Apr. 2015. Web. 18 Nov. 2015.
"Geometry." Street Design Manual 2.0 (2013): n. pag. NYC.gov. 13 Oct. 2013. Web. 18 Nov. 2015.
"Human Figure Average Measurements." Human Figure Average Measurements.
Faculty of Arts & Sciences-Harvard University, 2001. Web. 18 Nov. 2015.
"Infrastructure." NYC DOT. The City of New York, n.d. Web. 18 Nov. 2015.
James, Dr. Leo, and Dr. Diane Nahl. "The
Psychology of Sidewalk Rage: A Community Crisis in the Making." Drdriving.org. N.p., n.d. Web. 18 Nov.
2015.
Santora, Marc. "Think You Own the Sidewalk?;
Etiquette by New York Pedestrians Is Showing a Strain." The New York Times. The New York Times,
16 July 2002. Web. 18 Nov. 2015.
"SVSU Master Plan." (2012): n. pag. Svsu.edu. Saginaw Valley State
University. Web. 18 Nov. 2015.
<https://www.svsu.edu/media/campusfacilities/docs/Campus%20Master%20Plan%20-%20Final%20Aug.%202012.pdf>.
"Traffic & Marking Zone Paints and Striping
Paint Accessories." Pavecoat.
Paving Maintenance Supply Inc., 2015. Web. 18 Nov. 2015.
Wang, Shirley S. "Get Out of My Way, You
Jerk!" WSJ. The Wall Street
Journal, 15 Feb. 2011. Web. 18 Nov. 2015.