• Intersection design reduces visibility. Signals lack reflective backplates, highway-style lighting poorly illuminates pedestrians, and dark or rainy conditions create glare that can obscure pavement markings.
• South Goodman Street encourages aggressive and risky driving. A roughly 1,600-foot uninterrupted approach, loss of traffic-calming visual cues, dedicated turn lanes, and crossings close to fast-moving traffic prioritize vehicle throughput.
• Arterial design conflicts with the walkable neighborhood. South Goodman serves a compact, pedestrian-oriented area but uses turn lanes, traffic signals, and other design elements that encourage faster through traffic and remove traffic-calming friction such as on-street parking.
• Vehicle speeds are incompatible with pedestrian and cyclist activity. Despite a 30 mph limit, 54% of observed drivers were speeding and the 85th-percentile speed was 36 mph; 12–12.5-foot travel lanes further encourage higher speeds.
• The driver ran a red light, likely at excessive speed. While the driver's actions directly caused the crash, South Goodman Street's emphasis on automobile throughput creates conditions conducive to dangerous driving behavior.

• Establish South Goodman Street as a neighborhood street designed to safely accommodate all users.
• Lower the speed limit from 30 mph to 20 or 25 mph.
• Use temporary materials to narrow travel lanes and make pedestrian crossings more visible.
• Accelerate planned intersection improvements: install high-visibility retroreflective crosswalk markings, bright LED signal heads with reflective backplates, and accessible pedestrian signal buttons.
• Bring pedestrian crossings and signals into PROWAG compliance so they are accessible and usable by pedestrians with disabilities.
• Stripe additional temporary crossings a few blocks north and south of Park Avenue to reinforce pedestrian priority along the corridor.
• Create an interdisciplinary crash rapid-response team capable of quickly evaluating collisions and implementing temporary safety improvements.

• Use the Park Avenue resurfacing project to redesign the intersection, including revised curb lines, tighter curb radii, and PROWAG-compliant pedestrian infrastructure.
• Evaluate whether dedicated left-turn lanes are necessary on Park Avenue and South Goodman Street.
• Improve street lighting at the intersection and along South Goodman to better illuminate pedestrians.
• Alternate on-street parking from side to side by block to create deflection and break up drivers' long, uninterrupted sight lines.

• Create ongoing dialogue among residents and professionals about nighttime visibility, crash risks, car-oriented development, and designing for multiple transportation modes.
• Use the evaluation of dedicated turn lanes to inform broader street redesigns that allow the levels of congestion expected in a compact, walkable neighborhood.

• Highway 20 prioritizes high-speed through traffic despite its urban context. Wide unmarked shoulders—24 and 26.5 feet—poorly defined edges, unrestricted access, roadside parking, and challenging topography encourage higher speeds and create conflicts with people using Nice’s local streets.
• Vehicle speeds are incompatible with pedestrian travel. Despite a 40 mph limit, 69% of observed drivers were speeding, the 85th-percentile speed was 48 mph, and 34 of 543 drivers were traveling at least 50 mph.
• Pedestrian infrastructure is incomplete or absent. Two marked crossings 950 feet apart lack adequate signage, median refuges, and sidewalk connections, while pedestrians may face an 83.5-foot crossing without a safe place to stop.
• Darkness and roadway design limit visibility. Highway 20 has no street lighting at the crash location, and the crash occurred after twilight; roadway curves and grades can further limit headlight coverage and stopping visibility.
• Highway conditions amplify the risks of darkness and adverse weather. Rain can roughly double stopping distance, while bright commercial signage adds glare and visual distractions along an already difficult corridor.

• ‍The pedestrian’s age increased her vulnerability to a fatal injury. Research cited by the Studio indicates that older pedestrians face substantially greater risk of death at the same impact speed, further magnifying the danger of 40+ mph traffic.

• Establish Highway 20 through Nice as an urban street prioritizing safety, with local resolutions supporting a 25 mph target speed, temporary safety interventions, and accelerated implementation of CalTrans’ Complete Streets redesign.
• Conduct daytime and nighttime walk audits with CalTrans and local transportation officials to document sight lines, grades, pedestrian conditions, and improvements that can be made through existing maintenance and capital programs.
• Review design and maintenance standards for signage, crossings, and other infrastructure while improving coordination between state and local authorities.
• Use temporary curbing, bollards, delineators, wheel stops, and paint to connect sidewalks and create pedestrian refuge areas along roadway edges and within medians.
• Use temporary barriers and other materials to visually redefine Highway 20 for 25 mph, including temporary median islands and more clearly defined intersections with local streets.
• Work with businesses to consolidate access points and parking areas where temporary restrictions can reduce conflicts along Highway 20.
• Test temporary lighting at pedestrian crossings and businesses, including solar fixtures, existing utility poles, and lighting on private property.
• Create an interdisciplinary crash rapid-response team empowered to document contributing factors and quickly implement temporary safety improvements.

• Continue local advocacy and coordination with CalTrans to advance safe-street improvements and the planned Complete Streets redesign.
• Make successful temporary median refuges permanent to provide safer pedestrian crossing points.
• Install overhead lighting at permanent crossings to better illuminate pedestrians and other non-motorists.
• Install a Rectangular Rapid Flashing Beacon (RRFB) at a crossing location identified through walk audits and other observations.
• Permanently consolidate or remove unnecessary business access points where property owners agree to changes.
• Remove excess asphalt where pavement has been determined unnecessary.
• Lower the posted speed limit to 25 mph and reinforce the change with digital speed-feedback signs and other conspicuity measures.
• Evaluate a full redesign of Highway 20 for a 25 mph or lower design speed, including removal of the center turn lane, responsive pedestrian signals, additional sidewalks, and more crosswalks.

• Fully redesign Highway 20 as an urban roadway that safely accommodates motorists, pedestrians, cyclists, and other users.
• Reimagine the park near Howard Avenue with residents and business owners as a more people-oriented place supporting regular activity and commerce.

• King Edward Avenue's design encourages unsafe vehicle speeds. Travel lanes exceed 12 feet—one reaches 13.3 feet—while a dedicated left-turn lane, 200+ meter blocks, and highway-style approaches encourage drivers to maintain or increase speed.
• Observed speeds are incompatible with pedestrian travel. Despite a 40 km/h (25 mph) limit, 59% of observed drivers were speeding and the 85th-percentile speed was 48 km/h (30 mph); limited on-street parking and other edge friction further encourage higher speeds.
• High-speed roadway design conflicts with the surrounding urban environment. King Edward functions as a highway connection despite passing through a dense neighborhood and beside the University of Ottawa, where more than 44,000 students generate substantial pedestrian activity.
• Intersection design limits visibility. A signal control box can obstruct views between motorists and pedestrians, overgrown vegetation further reduces sight lines, and the existing signals are insufficiently conspicuous for the actual speed of traffic.

• Early-morning conditions may have reduced driver and pedestrian awareness. The crash occurred at 5:38 a.m., when fatigue may be a factor, and a single streetlight may have provided inadequate illumination.
• Pedestrian demand is increasing as the neighborhood develops. University expansion, movement toward a car-free campus, and the high population density of Sandy Hill continue to increase the number of people walking through the area.

• Shorten or remove the dedicated left-turn lane using temporary cones and barrels to begin reducing vehicle priority.
• Create temporary curb extensions with cones and barrels in parking spaces on the two blocks approaching the intersection to physically and visually narrow King Edward Avenue.
• Add marked midblock crossings on 200+ meter blocks using paint and signage to increase driver awareness of pedestrians and cyclists.
• Add temporary lighting to signal poles to improve illumination at the intersection.
• Remove overgrown vegetation and excessive signage that obstruct sight lines or distract approaching drivers.

• Introduce contrasting pavement textures and colors during street maintenance to calm traffic and make the urban environment more visually apparent.
• Convert successful temporary curb extensions and crossings into permanent improvements along King Edward Avenue.
• Encourage more active street frontage along King Edward Avenue, particularly adjacent to the University of Ottawa.
• Create a multidisciplinary crash-response team of city staff to analyze contributing factors and rapidly implement temporary safety improvements.

• Permanently redesign King Edward Avenue around slower urban traffic, including travel lanes no wider than 3.2 meters (10.5 feet), raised crossings and medians, and traffic-calming pavement materials.
• Install additional permanent lighting to better illuminate the intersection.
• Explore intelligent speed assistance (ISA) as a tool for limiting excessive vehicle speeds through the intersection and surrounding area.

• Lockwood Ridge Road provides little protection for non-motorists. Sidewalks and bike lanes acknowledge people walking and biking, yet crossings are spaced more than a mile apart and bike lanes remain unprotected beside 40+ mph traffic.
• The roadway provides pedestrians and cyclists little margin for error. Wide lanes and dedicated turn lanes accommodate driver mistakes, while people walking or biking must rely on consistently flawless decisions by motorists.
• The road prioritizes high-speed automobile travel. Dedicated turn lanes, wide curb radii, a lack of controlled intersections, and widely spaced crosswalks remove friction and allow traffic to move largely uninterrupted.
• Roadway width makes crossing difficult and dangerous. Four to five lanes and 11.5-foot travel lanes require pedestrians to judge multiple traffic gaps simultaneously; the 76-year-old pedestrian may have been exposed to traffic for approximately 38 seconds while crossing.
• Vehicle speeds are incompatible with walking and biking. More than half of observed drivers exceeded the 40 mph limit, and the 85th-percentile speed was 46 mph—speeds at which pedestrian collisions are frequently fatal.
• The surrounding development funnels people onto Lockwood Ridge Road. Hundreds of homes in disconnected and gated neighborhoods offer few alternative routes, forcing people walking, biking, and driving onto the arterial.
• The road does not prompt drivers to actively manage risk. Wide lanes, high speeds, and an absence of traffic-calming features create a predictable driving environment that encourages passive rather than heightened attention.

• ‍Age, visibility, and accessibility may have further reduced the margin for error. Both the pedestrian and driver were over 75, the driver's vehicle reportedly lacked daytime running lights, and vendor trucks may regularly obstruct sight lines in the area.

• Narrow travel lanes, shorten turn lanes, and tighten curb radii to reduce the 85th-percentile speed along Lockwood Ridge Road.
• Use cones or delineators to create wider, protected bike lanes separated from high-speed traffic.
• Add high-visibility mid-block crossings with median refuges to provide more frequent and safer opportunities to cross.
• Install temporary warning signage alerting drivers to pedestrians and cyclists.
• Landscape the roadside and center median to visually narrow the roadway, create enclosure, and encourage slower speeds.

• Reclassify Lockwood Ridge Road based on its surrounding context to encourage lower speeds and safely accommodate multiple modes of travel.
• Create additional connections between surrounding neighborhoods so pedestrians and cyclists have alternatives to traveling along Lockwood Ridge Road.

• ‍Permanently redesign Lockwood Ridge Road for slower, safer travel, replacing temporary protection and potentially reducing the road to one lane in each direction to protect cyclists and simplify pedestrian crossings.

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• Road design conflicts with the surrounding neighborhoods. North Ten Mile Road is designed for high-speed vehicle travel despite running through residential neighborhoods and business districts where people routinely walk and bike.
• Vehicle speeds are incompatible with walking and biking. Four through lanes, 12-foot travel lanes, and dedicated turn lanes encourage high speeds; 56% of observed drivers exceeded the 40 mph limit, with an 85th-percentile speed of 44 mph.
• The surrounding development funnels people onto Ten Mile Road. Cul-de-sacs and disconnected suburban streets force residents walking or biking to travel along or cross the high-speed arterial.
• The school walk zone exposes students to unsafe conditions. Students within 1.5 miles of Meridian High School receive no bus service, requiring many—including those west of Ten Mile Road—to walk or bike along and across the arterial.
• The intersection prioritizes traffic flow over pedestrian safety. Long signal cycles, an 88-foot crossing without a refuge, short pedestrian intervals, large curb radii, and unprotected waiting areas expose people to traffic traveling at potentially lethal speeds.

• Reevaluate the school district's 1.5-mile busing exclusion zone given the unsafe walking and biking conditions surrounding Meridian High School.
• Use cones and temporary bollards to widen bike lanes and narrow vehicle space, reducing the 85th-percentile speed along North Ten Mile Road.
• Verify that pedestrian signals work properly and report any malfunctions to the appropriate authorities.
• Add a 3–5 second all-red interval before activating the pedestrian walk signal.
• Improve intersection lighting to make pedestrians and cyclists more visible.
• Use highly visible paint for crosswalks to make crossings unmistakable to approaching drivers.
• Install temporary signage directing pedestrians and cyclists to crossing buttons while alerting drivers to their presence.

• Pursue policy changes with elected and transportation officials addressing signal timing, school bus routes, and public transit accessibility.
• Replace temporary cones and bollards with permanent street changes that protect cyclists and produce slower vehicle speeds.
• Test temporary signage before installing permanent treatments to identify what most effectively communicates with drivers, pedestrians, and cyclists.

• Increase neighborhood street connectivity as development occurs to provide more local routes and reduce dependence on North Ten Mile Road.
• Explore larger infrastructure changes such as a pedestrian skywalk, embedded-pavement flashing lights, or a roundabout.

• The driver failed to yield while turning right on red. Looking left for gaps in Raymond Road traffic may have contributed to inattentional blindness and failure to notice the pedestrian crossing from the right.
• Drivers routinely fail to stop before the crosswalk. Observations found that nearly every driver turning right from Prairie Road either rolled through the red light or stopped within the crosswalk rather than behind it.
• Intersection design obstructs visibility. A signal equipment box can completely hide waiting pedestrians, while parked cars, roadway curvature, trees, visual clutter, and signal placement further restrict sight lines.
• Vehicle speeds are incompatible with pedestrian activity. Despite a 30 mph limit, 98% of observed drivers were speeding, the 85th-percentile speed was 37 mph, and more than one-fifth were traveling at least 41 mph.
• Raymond Road is overbuilt for its traffic volume. Four through lanes, dedicated turn lanes, and wide travel and parking lanes prioritize vehicle throughput despite traffic volumes of only about 13,000 vehicles per day and nearby schools, parks, and neighborhoods.
• Right turns on red demand complex, high-risk decisions. Drivers must contend with speeding traffic, misuse of the parking lane, poor sight lines, and unpredictable behavior while simultaneously watching for pedestrians and cyclists.
• Raymond Road functions as a stroad. Its highway-like design and truck-route function prioritize through movement while simultaneously serving as a neighborhood street for people walking and biking.

• Establish Raymond and Prairie as slow-speed local streets where safety takes priority over vehicle throughput, formalized through a Common Council resolution.
• Conduct a multidisciplinary walk audit with engineers, planners, law enforcement, and other city staff to observe conditions and driver behavior firsthand.
• Prohibit right turns on red from Prairie Road onto Raymond Road.
• Remove Prairie Road's dedicated right-turn lane and use paint and bollards to create larger pedestrian and cyclist refuge areas.
• Daylight the Prairie Road crosswalk by removing adjacent parking and using temporary curbing or bollards to keep vehicles out of the space.
• Optically narrow Raymond Road with paint, high-visibility crosswalks, delineators, and other temporary treatments to reduce speeds and emphasize crossings.
• Increase the pedestrian crossing interval from 24 seconds to 35–40 seconds.
• Improve vegetation maintenance to prevent trees and shrubs from obscuring traffic signals, signs, and sight lines.
• Reconsider signal equipment placement standards to prevent utility boxes and other equipment from obstructing pedestrians at crossings.
• Create an interdisciplinary crash rapid-response team empowered to document contributing factors and quickly implement temporary safety improvements.

• Make successful temporary curb extensions permanent where they improve pedestrian and cyclist crossings.
• Install raised crosswalks to increase pedestrian visibility and physically slow approaching vehicles.
• Evaluate removing Raymond Road's truck-route designation by gathering additional traffic, safety, and truck-use data and building community support.
• Develop standards for rapid, low-cost street interventions, including a reusable kit of temporary bollards, curbing, paint, and other materials that can later inform permanent improvements.
• Update city street-design standards for roadway classifications, dedicated right-turn lanes, and the placement of signal pedestals and equipment boxes.
• Evaluate a full redesign of Raymond Road for a design speed of no more than 25 mph, including removing dedicated left-turn lanes while maintaining sidewalks, medians, and designated crossings.

• Permanently right-size Raymond Road by reducing four through lanes to two, narrowing the remaining lanes, and expanding the landscaped median to provide pedestrian refuge and encourage slower traffic.
• Make successful temporary changes to Prairie Road permanent as part of its long-term street design.