Transportation Policy

© 2017 | PACE TULSA AGS FOUNDATION. “Pedestrian Awareness Crosswalk Education Foundation AGS is an online
think-tank intersecting awareness of public transportation policy in the United States.”
Pedestrian Awareness Crosswalk Education
2017 Pedestrian Awareness Panel Presentation

© 2017 | PACE TULSA AGS FOUNDATION. “Pedestrian Awareness Crosswalk Education Foundation AGS is an online think-tank intersecting awareness of public
transportation policy in the United States.”
“Every year, more than 3,000 people are killed—and
100 times more than that are injured—in accidents
caused by distracted drivers. Whether the distraction
is due to a driver using a hand-held personal
electronic device or engaging in a wide range of
other activities that take a driver’s attention off the
road, the number of crashes, injuries, and fatalities
resulting from distraction is on the rise
WHY PEDESTRIAN AWARENESS?

It will take a concerted effort by lawmakers, law enforcers,
and transportation safety advocates to end this deadly
trend.”[1]
Pedestrian deaths are climbing faster than motorist fatalities,
reaching nearly 6,000 deaths last year — the highest total in more
than two decades, according to the Governors Highway Safety
Association. Increased driving due to an improved economy,
lower gas prices and more walking for exercise and
environmental reasons are some of the likely reasons behind the
estimated 11 percent spike in pedestrian fatalities in 2016.
The figures were prepared for the Governors Highway Safety
Association, which represents state highway safety offices.

Year
Pedestrians
Killed
Pedestrians Injured in Crashes from 1997 to 2015
Total Killed &
InjuredIncapacitating
Non‐
Incapacitating
Possible
Total Injured
2015 68 169 283 165 617 685
2014 52 137 221 149 507 559
2013 61 148 224 194 566 627
2012 67 150 243 171 564 631
2011 47 161 242 159 562 609
2010 68 151 225 182 558 626
2009 32 156 236 140 532 564
2008 49 148 248 156 552 601
2007 67 161 237 136 534 601
2006 46 137 254 190 581 627
2005 51 145 248 168 561 612
2004 50 147 236 165 548 598
2003 39 137 237 159 533 572
2002 53 145 277 164 586 639
2001 49 159 276 173 608 657
2000 44 168 273 173 614 658
1999 62 142 295 192 629 691
1998 49 172 290 171 633 682
1997 70 201 271 181 653 723

CONCERNS
"Part of the problem is that drivers and bicyclists are more distracted in 2017.“
*Watching movies on car TV’s,
*Texting with smart cell phone devices and
*Talking to other drivers on the road or passengers.
The explosive mix diversion ingredients’ have sparked new safety campaign initiatives this year.
"Another part of the problem is that people feel like they are too busy to vote;
don't really like to vote or just don't have a voter identity.“
*One expert testified “that Hispanic registered voters and Black registered voters were
respectively 195% and 305% more likely than their Anglo peers to lack” voter ID.
*Another survey found that “Blacks were 1.78 times more likely than Whites, and Latinos 2.42
times more likely, to lack” voter ID.
*Even the state’s own expert determined that “4% of eligible White voters lacked [voter] ID,
compared to 5.3% of eligible Black voters and 6.9% of eligible Hispanic voters.”
"PACE TULSA AGS FOUNDATION CHALLENGES EVERY ONE OF YOU TODAY TO BE PART OF THE
SOLUTION BY JOINING OUR PETITION TO MAKE AMERICA A BETTER, SAFER PLACE"!
MAKE SURE DRIVERS CAN SEE YOU

GOALS:
● We would like to create a PUBLIC SAFETY CAMPAIGN WITH
PRIVATE DONATIONS AND FUNDING.
● THE PETITION ASKS CITY-GOVERNMENTS TO FUND PROJECTS
TO PAINT THE YELLOW AND WHITE REFLECTIVE LINES
WIDER, BOLDER AND MORE VISIBLE IN EVERY CROSSWALK
INTERSECTION IN AMERICA.”
“IF THE CROSSWALK LINES ARE PRESENT IN EVERY SINGLE
CROSSWALK INTERSECTION AND ARE PAINTED WIDER AND MORE
BOLD, THIS WOULD BE ANOTHER STEP TO SOLVE THE DISTRACTED
DRIVER PROBLEM FACING AMERICA TODAY.”- Terence Morris,
founder, PACE TULSA AGS FOUNDATION

Our petition will be delivered to:
PACE TULSA AGS FOUNDATION Petitioner
•Public Transportation Policy-Makers
•Citizen's of the United States
•Law enforcement; Teacher’s; Lawyers and other legal affiliations
•Concerned American's
•Awareness & Pedestrian Safety Advocacy Groups
•Political Think-Tanks and Educational Forums
•Private foundations and expected solicited sponsorships
According to Oklahoma Pedestrian Law.
Drivers are supposed to stop or yield to Pedestrians whether they’re in a marked
crosswalk or not. While pedestrians are supposed to enter a crosswalk with both
eyes open to proceed with caution. There’s definitely a shared responsibility. This
issue does not get a lot of air-time. However, it is a problem that is easily fixed. It
should not take a major catastrophe or another pedestrian tragedy to spur supporter
action.

According to Oklahoma Pedestrian Law:
Section 1101. – Pedestrians’ right-of-way in crosswalks.
A. When traffic-control signals are not in place or are not in operation, the driver of
a vehicle shall yield the right-of-way to a pedestrian crossing the roadway within
a crosswalk when the pedestrian is upon that half of the roadway upon which the
vehicle is traveling or when the pedestrian is approaching so closely from the
opposite half of the roadway as to be in danger.
B. No pedestrian shall suddenly leave a curb or other place of safety and walk or run
into the path of a vehicle which is so close that it is impossible for the driver to yield.
C. Whenever any vehicle is stopped at a crosswalk, the driver of any other vehicle
approaching from the rear shall not overtake and pass such stopped vehicle until the
overtaking driver has ascertained that such movement can be made with safety.
“Since Tulsa, Oklahoma and the Federal Highway Administration have teamed with
the Department of Public Safety, there has to be more intensive focus opportunities
for our community leaders to become involved with.”

© 2017 | PACE TULSA AGS FOUNDATION. “Pedestrian Awareness Crosswalk Education Foundation AGS is an online
think-tank intersecting awareness of public transportation policy in the United States.”

In 2015, there were 590 vehicle collisions involving a fatality in the
State of Oklahoma, in which 643 persons lost their lives, compared
to 669 fatalities from 589 fatal crashes in 2014. While these numbers
represent an improvement in lives lost from 2014, they still
represent a needless loss of life. Even more significant is the fact
that of those 669 deaths, 170 resulted from crashes involving a
driver having a blood alcohol level of .08 or more, an increase from
152 in 2014.[1] We must continue our efforts to better identify the
causational factors and remove impaired drivers from our
roadways.
In response to such need, the Governor’s Impaired Driving
Prevention Advisory Council was created in 2013. This council is
charged with making recommendations to the Governor’s office on
ways to better combat the impaired driving problem.
SAFETY EDUCATION SUCCESSES
1 Oklahoma Crash Facts 2015
2 NHTSA Fatality Analysis Reporting System (FARS) 2015
3 Oklahoma Seat Belt Observation Study Summer 2016

We have also increased our outreach to the Native American
community, hosting a breakout session specific to tribal efforts in
impaired driving at the annual OHSO Highway Safety Forum and
participation in the annual TTAP Conference.
The increase in the observed statewide seat belt use rate from
83.6% in 2013 to 86.3% in 2014 did not continue into 2015, with the
2015 survey reflecting a use rate of 84.4%3 . The good news is that
the 2016 survey again reflected an increase to 86.6%, representing
the highest use rate since the passage of the primary seat belt law
in 1997; however, the Oklahoma rate is still less than the national
rate of 90.3%.
1 Oklahoma Crash Facts 2015
2 NHTSA Fatality Analysis Reporting System (FARS) 2015
3 Oklahoma Seat Belt Observation Study Summer 2016

FATALITIES AND SERIOUS INJURIES
[1] FATALITIES AND SERIOUS INJURIES (RESTRAINED)
[2] UNRESTRAINED FATALITIES AND OPERATOR .08 OR MORE BAC
FATALITIES. That means that PACE TULSA AGS FOUNDATION efforts to expand
Pedestrian Awareness Crosswalk Education in Public Transportation Policy are
supported by statistical models that are working.
[1] Oklahoma Crash Facts 2015
The northeast section of the state had the highest average seat belt us rate
at 87.8%, while the southeast part of the 1 Oklahoma Crash Facts 2015 2
NHTSA Fatality Analysis Reporting System (FARS) 2015 3 Oklahoma Seat
Belt Observation Study Summer 2016.

C-1 Number of Fatalities (FARS) Target: To limit the projected increase in the
number of traffic fatalities from 678 in 2013 to 694 in 2016. Oklahoma met its 2015
target to limit an expected increase in fatalities to no more than 712 in 2015, with
643 fatalities reported. While CY2016 results are not yet available, preliminary data
to date indicates that fatalities in 2016 may remain fairly consistent with the 2015
results. The northeast section of the state had the highest average seat belt us rate
at 87.8%
C-2 Number of Serious Injuries (State Data) Target: To limit the projected increase
in the number of Serious Injuries in MVC from 14,734 in 2013 to 15,791 in 2016.
Oklahoma met this target in CY2015, not only limiting but seeing a decrease in
serious injuries from 14,732 to 14,266. Preliminary data for CY2016 is not available
at this time. However, over the last five years, the number of serious injuries
(incapacitating and non-incapacitating) has shown a downward trend, from a high of
16,190 in 2011 to 14,266 in 2015 (Oklahoma data).[1]
NHTSA Core Outcome (C) and Behavior (B) Performance Measures
Company 2014 2015
C-1 Number of Traffic Fatalities (FARS [RESTRAINED]) in Oklahoma 669 643
C-2 Number of Serious Injuries (STATE Data [Restrained]) in Oklahoma 14732 14266

Company 2014 2015
Target C-3(a):To maintain the projected Urban Fatalities per 100 Million VMT
rate from 0.84 in 2013 to 0.84 in 2016.
Target C-3(b): To limit the projected increase in the Rural Fatalities per 100
Million VMT rate from 2.18 in 2013 to 2.21 in 2016.
1.41 1.35
C-4 Unrestrained Fatalities, all seating positions (FARS) Target in Oklahoma 258 218
Oklahoma met and greatly exceeded the 2014 target, reducing the number of VMT fatalities
from 1.41in 2014 to 1.35 154 in 2014 – a +%25 decrease.
C-3 Fatality Rates for Vehicle Miles Traveled (FARS) Target C-3: To limit the projected
increase in the Fatalities per 100 Million VMT rate from 1.41 in 2013 to 1.45 in 2016.
C-4 Unrestrained Fatalities, all seating positions (FARS). Target: To reduce the number of
unrestrained occupant fatalities (all seating positions) from 282 in 2012 to 265 in 2015.
Oklahoma met its 2014 target goal, with the number of unrestrained fatalities down from 287
in 2011 to 258 in 2014. The 2015 statewide belt use survey indicated a drop in seat belt use
rate from 2014 to 2015. Preliminary data reflects that the numbers for unbelted fatalities in
2015 will remain flat or possibly increase by a small amount at or near the 2015 target.[1]

TAKE A LOOK AT THESE NUMBERS THAT ARE BEING REPORTED BY THE
OKLAHOMA HIGHWAY SAFETY OFFICE FY2016 ANNUAL REPORT.
Additionally, we feel that since the outcomes of this report are so promising that
our 6 month study, An Examination: Intersection Awareness 31st & Harvard to
41st & Yale, would mean further validation of these kind of foundation programs.
Company 2014 2015
Target C-3(a):To maintain the projected Urban Fatalities per 100 Million
VMT rate from 0.84 in 2013 to 0.84 in 2016.
Target C-3(b): To limit the projected increase in the Rural Fatalities per
100 Million VMT rate from 2.18 in 2013 to 2.21 in 2016.
1.41 1.35
C-4 Unrestrained Fatalities, all seating positions (FARS) Target in
Oklahoma
258 218

Oklahoma met and greatly exceeded the 2014 target, reducing the number of .08
impaired fatalities from 220 in 2011 to 154 in 2014 – a %25 decrease. We feel this
decrease is not simply a short term trend, but is indicative of positive improvement
directly resulting from the countermeasures employed by pedestrian safety officials.
(Due to the difficulty in obtaining all necessary data needed for evaluation of this
measure in a timely manner, no estimate as to what the 2015 results may reflect is
deemed reliable at this time.)
C-5 Number of Fatalities, operator .08 or more BAC (FARS). Target: To limit the
projected increase in the number of fatalities involving drivers or motorcycle
operators with .08+ BAC from 205 in 2012 to 240 in 2015. [1]
Company 2013 2014
C-5 Number of Fatalities, operator .08 or more BAC (FARS). 170 154
[1] FY2016 ANNUAL REPORT, THE OKLAHOMA HIGHWAY SAFETY OFFICE. Governor Mary Fallin, pgs. 5-7

[1] Oklahoma 2015 Crash Facts, Department of Public Safety, Highway Safety Office pg. 1-2
Statewide Alcohol‐Related Crashes
1997 ‐ 2015
Year Fatal
Crash Injury Severity
Total Fatal &
InjuryIncapacitating
Non‐
Incapacitating Possible
Total
Injury
2015 161 234 649 571 1,454 1,615
2014 151 307 665 626 1,598 1,749
2013 168 346 737 574 1,657 1,825
2012 242 401 801 683 1,885 2,127
2011 220 432 943 706 2,081 2,301
2010 227 489 938 708 2,135 2,362
2009 190 517 972 810 2,299 2,489
2008 232 546 1,060 814 2,420 2,652
2007 198 501 1,051 737 2,289 2,487
2006 148 474 1,234 984 2,692 2,840
2005 149 487 1,198 971 2,656 2,805
2004 161 459 1,147 982 2,588 2,749
2003 152 486 1,195 947 2,628 2,780
2002 148 578 1,204 998 2,780 2,928
2001 149 530 1,162 1,007 2,699 2,848
2000 135 526 1,236 916 2,678 2,813
1999 128 511 1,168 946 2,625 2,753
1998 147 549 1,201 860 2,610 2,757
1997 165 604 1,235 907 2,746 2,911
Data prior to 2007 also includes drug‐related fatalities and injuries. Beginning with 2007 crash data, additional data
relating to alcohol has been added to the crash data. The additional data accounts for improved reporting of alcohol‐related
fatalities and injuries. The additional information is from Officer’s Affidavits and Medical Examiner Reports on fatalities.

VISION 2020
one
Vision
2020

one VISION 2020

Autonomous Asynchronous Vehicles
This system cannot be modeled by a discrete time system. It requires the
description of asynchronously operating interacting components (vehicle
models and controller models). By abstracting the space of possible
velocities to a finite set of possible velocities this system can be described
by interacting input/output automata, with different hierarchical layers.
At the top level there is the model describing the location of the vehicles in
the work space, and the availability of radio communication at different
locations. At the lower layer there are all the actions taken by the vehicles
and by their local controllers. This is exactly the type of problem that can
be modeled by the recently developed theory of world automata (Capiluppi
and Segala, 2011).
This paper describes a set of local control laws and rules that can avoid
collisions even in case the vehicles cannot communicate with their
neighbors, using world automata with 2 hierarchical layers. [1]
one VISION 2020
M. Capiluppi, R. Segala
Hybrid automata with worlds: A compositional approach to modeling objects that move in a complex environment, University of Verona (2011)
Technical report, URL http://profs.sci.univr.it/~capiluppi/publications.html

LEARNING ENVIRONMENTS & LEARNING DESIGNS
• An online LMS environment allows the student or listener to follow
along with the presenter at his or her own pace.[1]
• The online interaction within and outside of the modules often is less
intimidating because the presenter is only on the screen and not in
person.
• The online LMS educational material must be presented in a form that is
more concise because it must be instructional while also easily
understandable.
one VISION 2020
[1] Advanced Distributed Learning. (n.d.). Next generation learner: Anthropology of personal assistants for learning. Retrieved from http://adlnet.gov/next-generation-
learner/anthropology-of-pals.html
[2] Roth, J. (2009). How much moodle really costs… Social learning blog [Blog post]. Retrieved from http://interactyx.com/social-learning-blog/how-much-moodle-really-
costs/

LEARNING ENVIRONMENTS & LEARNING DESIGNS
• The material presented must be used by the learner or listener as a tool
for further study or investigation. This study or investigation is within
the users personal space, so the dimension of privacy is greater.
• The test and or quiz material is often shorter. There is less content, so
that only the most crucial elements of the lesson are provided.
• Further in 2017 several researchers have found that learning in a
Module Object Observation Dynamic Learning Environment (MOODLE)
is often strategically the best approach when budgets are strained.[2]
one VISION 2020
costs/

For over 3 years, PACE TULSA AGS, has been a
dependable access point for your online community.
one VISION 2020

SYNERGETIC AND DIFFUSE REPRODUCTION
Content providers
• PACE TULSA AGS survey participants are encouraged to functionally browse interesting
content links.
• PACETULSA AGS survey participants are essential to establishing coordinated logic within
this brain-network while preparing mentally for future societal engagement.
CONVENTIONAL DATA STORAGE AND ADMINISTRATION
Knowledge stewards
• PACE TULSA AGS survey participants are the stimulus which
ignites structural frameworks that are at play for future systems
and customs.
one VISION 2020
costs/

CONVENTIONAL DATA STORAGE AND ADMINISTRATION
Knowledge stewards
• PACE TULSA AGS survey participants upgrade knowledge and
are personally rewarded by “Equity of Redemption” for dialectic
pronunciation.
MULTI-CHANNEL DYNAMIC DELIVERY
Content purchaser
• PACE TULSA AGS survey participants are virtually recorded and
simultaneously broadcast responding TO expanding “ecclesiological
branches” of knowledge that concern itself with nature, self-economy,
and self-constitution for the GOODWILL OF MANKIND!
one VISION 2020
costs/

DEFINING TRANSPORTATION POLICY
PUBLIC TRANSPORTATION POLICY
The Oklahoma Department of Transportation Policy is used to facilitate
and incorporate, safe convenient walking and bicycling facilities into
transportation projects. Every transportation agency, including ODOT,
has the responsibility to improve conditions and opportunities for walking
and bicycling and to integrate walking and bicycling into their
transportation systems. Because of the numerous individual and
community benefits that walking and bicycling provide—including health,
safety, environmental, transportation, and quality of life—transportation
agencies are encouraged to go beyond minimum standards to provide safe
and convenient facilities for these modes. [5]
Public transportation provides people with mobility and access to
employment, community resources, medical care, and recreational
opportunities in communities across America. It benefits those who choose
to ride, as well as, those who have no other transportation. Over 90
percent of public assistance recipients do not own a car; and must rely on
public transportation. Public Transit provides a basic mobility service to
these persons and to all others without access to a car.
[5] United States. Federal Highway Administration, March 11, 2010. <https://www.fhwa.dot.gov/environment/bicycle_pedestrian/guidance/policy_accom.cfm>

DEFINING TRANSPORTATION POLICY
PUBLIC TRANSPORTATION POLICY
The incorporation of public transportation options and considerations into
broader economic land use planning can also help a community expand
business opportunities, reduce sprawl, and create a sense of community
through transit-oriented development. By creating a locus for public
activities, such development contributes to a sense of community and can
enhance neighborhood safety and security. For these reasons, areas with
good public transit systems are economically thriving communities and
offer location advantages to businesses and individuals choosing to work
or live in them. And in times of emergency, public transportation is
critical to safe and efficient evacuation, providing the resiliency America
needs in its emergency transportation network.
Public transportation also helps to reduce road congestion and travel
times, air pollution, and energy and oil consumption, all of which benefit
both riders and non-riders alike.

PEDESTRIAN
A pedestrian is a person traveling on foot, whether walking or running. In some
communities, those traveling using tiny wheels such as roller skates,
skateboards, and scooters, as well as wheelchair users are also included as
pedestrians. In modern times, the term usually refers to someone walking on a
road or pavement.[1]
AWARENESS
Awareness is the ability to perceive, to feel, or to be conscious of events, objects,
thoughts, emotions, or sensory patterns. In this level of consciousness, sense data
can be confirmed by an observer without necessarily implying understanding.
More broadly, it is the state or quality of being aware of something. [2]
DEFINING PEDESTRIAN AWARENESS
[1], [2], [3], [4] Wikipedia Contributors. The Free Encyclopedia. Wikipedia, The Free Encyclopedia, 22, February 2017. Web. 22 Feb. 2017.
<https://en.wikipedia.org/wiki/Education>

CROSSWALK
A pedestrian crossing or crosswalk is a place designated for pedestrians to cross a
road. Crosswalks are designed to keep pedestrians together where they can be
seen by motorists, and where they can cross most safely across the flow of
vehicular traffic. Marked pedestrian crossings are often found at intersections,
but may also be at other points on busy roads that would otherwise be too unsafe
to cross without assistance due to vehicular numbers, speed or road widths.[3]
EDUCATION
Education is the process of facilitating learning, or the acquisition of knowledge,
skills, values, beliefs, and habits. Educational methods include storytelling,
discussion, teaching, training, and directed research. Education frequently takes
place under the guidance of educators, but learners may also educate themselves.
Education can take place in formal or informal settings and any experience that
has a formative effect on the way one thinks.[4]
DEFINING PEDESTRIAN AWARENESS
[1], [2], [3], [4] Wikipedia Contributors. The Free Encyclopedia. Wikipedia, The Free Encyclopedia, 22, February 2017. Web. 22 Feb. 2017.
<https://en.wikipedia.org/wiki/Education>

PEDESTRIAN
Safety STARTS
With Me

By March 1, 2018, PACE TULSA AGS FOUNDATION would
like to have a substantial operation budget that is
realistic. We have set our goal for $70,000.00! The $70,000.00
would be spent to fully manage and create the elements of the
Pedestrian Safety Campaign Planner that is in-line with the
goals of the Bicycle/Pedestrian Advisory Council.
The $70,000.00 would be spent to fully manage and
create the elements of the Pedestrian Safety Campaign
Planner to include:
PACE TULSA FOUNDATION: Pedestrian-Safety-Starts-With-
Me FUNDRAISING Campaign moves us all closer to a unified
world vision for 2017.
PEDESTRIAN SAFETY STARTS WITH ME

Fundraising campaigns all have one common interest. “One-Voice in
Transportation.” Without financing they don’t have the power to regain
their rightful place as “organized US Citizen groups.”-PACE TULSA
WHAT DO FUNDRAISING CAMPAIGNS WANT TO ACHIEVE?
• These fundraising campaigns’ seek re-enfranchisement in the community.
• These fundraising campaigns’ seek to regain a “One-Voice in Transportation.”
• These fundraising campaigns’ seek to “Rise Up,” out-of-of critical underfinancing.
EVALUATIVE METHODS based on response OUTREACH:
• Media placement
• AD impressions
• Earned Media DOLLAR
• CLICK BANK RESPONSE/ hits to your website
• INBOUND calls received by 800 or other organizational phone numbers
• Material Requests

PACE TULSA INITIAL CONCERNS:
• A lack of understanding about pedestrian
awareness and crossing signals?
• A failure of pedestrians to obey pedestrian
traffic signals?
• A failure of drivers to look for pedestrians in
crosswalks and unmarked crossings?
• Pedestrians walking in dark conditions?
• Pedestrians & drivers unaware of
distractions?

PACE TULSA GOALS:
• Increasing awareness about pedestrian safety
issues.
• Motivating pedestrians to obey pedestrian
traffic signals, pedestrian traffic control
devices (signs, signals, etc.)
• Encouraging drivers to pay attention and
stop for pedestrians
• Inform Pedestrians about Public
Transportation Policy.
GOALS OF PEDESTRIAN SAFETY

Please Take the Time to
Cross Safely in a
Protected & Marked
Safety Zone

WALKING CAN HAVE HIDDEN DANGERS
WHEN CROSSING STREETS OR BUSY
INTERSECTIONS.
These Are The Top Three Behaviors Of
Pedestrians Before A Pedestrian Crash Or
Injury!
(1) Unknown/ Can’t remember/ Don’t Know
(2) Crossing at an unprotected or unmarked crosswalk
(3) Walking or riding with traffic
CROSSWALK ZONE

WE OFFER THESE TIPS THAT
PEDESTRIANS CAN USE TO BE SAFE:
1. Cross only at the crosswalk. Don’t cross in the middle of
the street. The lines in the crosswalk help remind drivers to
watch out for pedestrians.
2. Stop. before you start to cross the street. Look to the
left, right, and left again. Cross when it is clear.
3. Make eye contact. with the driver before you cross in
front of a car. Sometimes drivers don’t see you.
4. Use push button pedestrian signals at every
intersection. Don’t start to cross when it is flashing red.
CROSSWALK ZONE

As previously addressed in FY2016 Oklahoma Highway Safety
Office reports (see Performance Measure C-10 on page 10),
Oklahoma did not meet the 2015 target for reducing the number of
pedestrian fatalities. Partly because of retroactive responses to
issues which systemically affect public transportation policy in the
United States. And more so because of an acute lack of awareness
and understanding of pedestrian crosswalk education in
Oklahoma.
In response, Oklahoma initiated a request for 12 – FY 2016 Funded
Project Expenditures 13 NHTSA Countermeasures That Work, A
Highway Safety Countermeasure Guide for State Highway Safety
Offices, Seventh Edition, 2013 [1] manual which stipulates the type
of activities and priorities each county in Oklahoma should be
concerned with based on statistical findings of the Governor’s
Oklahoma Highway Safety Office.
On the next slide… ARE SOME CHARTS WHICH ILLUSTRATE
BEHAVIORS OF PEDESTRIANS BEFORE A PEDESTRIAN CRASH
OR INJURY!
CROSSWALK ZONE

CROSSWALK ZONE
Pedestrians in 2015 Crashes Pedestrian Action & Pedestrian Injury Severity
Pedestrian Action
Pedestrian Injury Severity
Fatal Incapacitating
Non-
incapacitating Possible None Unknown Total
Crossing at Intersection 3 18 32 26 5 7 91
Crossing Not at Intersection 18 38 49 27 5 8 145
Crossing at Other Crosswalk 2 7 15 5 2 31
Getting on Vehicle 2 2
Getting Off Vehicle 2 2
Walking/Riding with Traffic 7 20 36 12 1 9 85
Walking/Riding Against Traffic 4 2 9 8 1 24
Pushing on Vehicle 1 1 1 1 4
Playing/Working on Vehicle 1 3 3 1 8
Playing 1 1 3 3 2 10
Other Working 2 3 7 4 1 17
Entering/Crossing Specified Location 1 2 2 1 6
Entering/Crossing from Behind School Bus 0
Entering/Crossing from Behind Other
Vehicle
2 2 4
Walking/Riding after Leaving/Returning to
Disabled Vehicle with Traffic
0

CROSSWALK ZONE
Walking/Riding aft Leaving/Return to Disabled Vehicle Against Traffic 0
Approaching/Leaving School Bus 2 1 1 4
Approaching/Leaving Other Vehicle 2 2 2 3 1 10
Standing 3 6 13 5 1 3 31
Lying, not in Roadway 1 2 1 4
Sitting in Vehicle Not in Transport 0
Improper Crossing 5 8 5 5 1 24
Darting 2 5 11 6 4 28
In Roadway (Standing, on Knees, Lying, Etc.) 8 6 8 4 2 28
Failure to Yield Right of Way 1 1 2
Not Visible (Dark Clothing) 3 2 1 1 7
Inattentive (Talking, Eating, Etc.) 1 2 2 5
Failure to Obey Traffic Signs, Signals, or Officer 1 1 2 4
Wrong Side of Road 0
Other 2 7 14 7 3 33
Unknown/ Can’t remember/ Don’t Know 5 32 60 41 7 4 149
Totals 68 169 283 165 21 52 758
Pedestrians in 2015 Crashes Pedestrian Action & Pedestrian Injury Severity
Pedestrian Action
Pedestrian Injury Severity
Fatal Incapacitating
Non-
incapacitating Possible None Unknown Total

Myths and Facts about Pedestrian
SAFETY:
Myth: The driver will always stop if you are in a crosswalk or
at a green light.
Fact: The driver’s view may be blocked. The driver may go
through a red light. The driver may turn and not look for
pedestrians. The driver may be distracted.
Myth: A green light means it is safe to cross.
Fact: A green light means you should look for traffic and only
cross if it’s safe. Be sure to keep looking for cars coming or
turning while you are crossing.
CROSSWALK ZONE

Myths and Facts about Pedestrian
SAFETY:
Myth: You are safe in a crosswalk.
Fact: Sometimes drivers make mistakes. Always make sure it
is safe to cross, even at a crosswalk.
Myth: If you see the driver, the driver sees you.
Fact: The driver may not see you. Make sure the driver sees
you and stops before you cross in front of the car. Try to make
eye contact with the driver.
Myth: White clothes at night make it easy for drivers to see
you.
CROSSWALK ZONE

PUBLIC POLICY
BUNKER

PUBLIC POLICY
BUNKER
EQUITY INDICATORS & THE PACE TULSA SOLUTION
When I say public-policy bunker corridors, I mean literally in neighborhood
bars; taverns; restaurants; social media chat rooms; on television as well as
radio. The disparities in affordable health and the conversation(s) about
racial inequality are increasing in volume and with vivacity. Partly because
of the recent racist hate group marches and protests that are occurring all
around America. Another reason for the growing concern is because of the
health impact of social determinants that cause attitude shifts and changes
not only about life choices. But also about education options and resources.
Addressing damaged reputations in equity-economies of education, health,
housing and racial justice disparities within the African-American and
other communities in Tulsa, OK is a very sensitive conversation trending
on-line and in secret corridors within the Tulsa, Oklahoma community and
nationally.
PUBLIC POLICY BUNKER

PUBLIC POLICY
BUNKER
In June of 2017, The City of Tulsa, in partnership with the Community
Service Council (CSC) published a public feedback session invitation online
which stated that Tulsa, had been chosen to be one of the first cities in the
country to create an Equality Indicators Tool under the guidance of the City
University of New York (CUNY) Institute for State and Local Governance
with funding from The Rockefeller Foundation.
The Community Service Council (CSC) will work with the City of Tulsa to
create the framework relative to Tulsa-specific disadvantaged populations
and equality gaps. Framework relative to Tulsa-specific disadvantaged
populations and equality gaps which address Equality Indicators can
become realistic targets and specific interventions for reducing inequalities
at the local and neighborhood level based on data. Through the process, The
City of Tulsa, can also design policy solutions to address the greatest
inequalities.

PUBLIC POLICY
BUNKER
DO INEQUALITIES EXIST
Pedestrian Awareness
Crosswalk Education
Programs and Public
Transportation Policy
in Tulsa, Oklahoma?

PUBLIC POLICY
BUNKER
Establishing a framework relative to Tulsa-specific disadvantaged
populations and equality gaps which address Equality Indicators can
become realistic targets and specific interventions for reducing inequalities
at the local and neighborhood level based on data. PACE TULSA evokes a
Systematic Review Methodology.
WHAT IS A SYSTEMATIC REVIEW METHODOLOGY?
A systematic review is a critical assessment and evaluation of all research
studies that address a particular issue. Researchers use an organized
method of locating, assembling, and evaluating a body of literature on a
particular topic using a set of specific criteria. A systematic review typically
includes a description of the findings of the collection of research studies.
The systematic review may or may not include a quantitative pooling of
data, called a meta-analysis.

PUBLIC POLICY
BUNKER
HEALTH, FUNCTIONING, AND QUALITY OF LIFE OUTCOMES
Access to parks and safe sidewalks for walking is associated with physical
activity in adults.2
Education is associated with:
• Longer life expectancy
• Improved health and quality of life
Health-promoting behaviors
• like getting regular physical activity,
• not smoking, and going for
• routine checkups and recommended screenings.3
Places where people live and eat affect their diet. More than 23 million
people, including 6.5 million children, live in “food deserts”—neighborhoods
that lack access to stores where affordable, healthy food is readily available
(such as full-service supermarkets and grocery stores).

Organizing a Coalition
PACE TULSA AGS FOUNDATION wants to initiate efforts to conduct a Pedestrian
Awareness Crosswalk Education Safety Campaign which maximizes resources and
reach by securing a well-rounded group of subject matter experts; business people;
civic leaders; and dedicated community volunteers. Enlisting the support of these
alliances could make the difference between successful programs mediocre ones.
The Pedestrian Awareness Crosswalk Education Safety
Campaign coalition is structured to:
•Involve all key players.
•Choose realistic strategies.
•Establish a shared vision.
•Build ownership at all levels.
•Institutionalize change.
•Publicize successes.

Coalition Benefits
•Strength and power in numbers, leading to a wider reach.
•Added credibility to the community, when there is a
coordinated plan, a united front and a consistent message.
•A public perception of tangible, broad community support.
•Media attention and public profile for organizations that may
not otherwise achieve it.
•Increased access to policy-makers.
•Networking and partnership opportunities.
•Economies of scale and cost-efficiency.
•Division of labor and reduced duplication of effort.
•Information.
•The exciting feeling of belonging to something greater than
the sum of its parts.

To achieve our community’s campaign goals, we’ve developed
creative national campaign hooks to disseminate knowledge of
PACE TULSA causes’.
BASIC STRATEGIES FOR OUR CAMPAIGN:
•Acknowledge local coalitions of pedestrian safety advocates
who have endorsed PACE TULSA. (eg. key professional
educators, engineers, health & public safety advocates, elected
officials and members of the media.)
•Stimulate awareness in the news agencies, radio services and
commercial advertisements providing significant coverage
PACE TULSA campaign marketing objectives.
GET ON BOARD

•Most communication about PACE Activities involves
specificity survey participant responses. And word-of-mouth.
•Fundraising and sponsorship campaigns provide additional
awareness of community outreach efforts.
•Online development project implementation. Print service
digital distribution. Web surface training and retention sites.
Core email channel mailing groups. Future print services may
be required.
•Text message invitation and email sign up.
•Monthly meetings at a local city-county library branch.
•Business card size PSA media placements at local support org
GET ON BOARD

•Media Outreach is an extension of social networking and
professional networking virtual internet dynamics.
•All participation in PACE AGS activities ARE VOLUNTARY.
•In the future PACE expects placements PSA materials in TV,
radio and print media ENCLOSURES.
•In the future PACE seeks local newspaper coverage.
•In the future PACE seeks local news stories on local TV stations
and radio stations.
•In the future PACE seeks TV and radio interviews with coalition
members and high-ranking local officials.
•In the future PACE seeks utilization of a 6-event campaign (6-day,
6-week or 6-month) format.
GET ON BOARD

[1] Current Tulsa County, Oklahoma Population,Demographicsand stats in 2016, 2017. <https://suburbanstats.org/population/oklahoma/how-many-people-live-in-tulsa-county
[2] Accident Sinus is an accident reportingsystem that keeps track of all vehicle and non-vehicle accidents in the United States.
[3] <http://www.accidentsinus.com/States/Oklahoma/RoadAccidents_CitiesinOklahoma_TrafficeReports.aspx?StateID=36&CityID=30565&Name=Tulsa>
[4] Road safety perspectives among employees of a multinational corporation in urban India: localcontext for global injury prevention. SaraF. Jacoby, Laura K. Winston & Therese S. Richmond.International Journal Of Injury Control And Safety Promotion
Published Online: 24 Jan 2017
In partnership with the Department of Labor or the Oklahoma
Department of Transportation, Workforce Oklahoma, the
Oklahoma Department of Human Services or other state and
non-state agencies PACE TULSA AGS FOUNDATION, could
initiate a self-report study to assess attitudes and behaviors
toward Safety Training Operation Protocol (STOP) within and
outside of focus groups within corporate positions.
STOP…THINK BEFORE YOU CROSS
SAFETY TRAINING
OPERATION PROTOCOL

PACE TULSA AGS FOUNDATION often discusses topics
about “Pedestrian Awareness Crosswalk Education as a
curriculum intersecting public transportation policy and public
safety in the United States. As with any public safety measure
equity-economy of education, health, housing and racial justice
disparities all play an integral part to the successful
implementation or failure of a public transportation policy
program.
LOOKING FOR CREATIVE
SOLUTIONS
1https://www.surgeongeneral.gov/priorities/prevention/strategy/report.pdf (p 6)
2Booth ML, Owen N, Bauman A, et al. Social-cognitive and perceived environment influences associated with physical activity in older Australians. Prev Med. 2000;31:15–22.

Discrimination, stigma, or unfair treatment in the workplace can have a profound
impact on health;
1. Discrimination can increase blood pressure,
2. Heart rate, and stress, as well as
3. Undermine self-esteem and self-efficacy.3
Family and community rejection,
1. Including bullying, of lesbian, gay, bisexual, and transgender youth can have serious and
long-term health impacts including
2. Depression,
3. Use of illegal drugs, and
4. Suicidal behavior.4
Overcoming Discrimination: Sexism, Racism, Wage
Retaliation in the Workplace.
2Booth ML, Owen N, Bauman A, et al. Social-cognitive and perceived environment influences associated with physical activity in older Australians. Prev Med. 2000;31:15–22.
SAFETY TRAINING OPERATION PROTOCOL

Injuries are the leading cause of death for Americans ages 1 to 44,1 and a leading
cause of disability for all ages, regardless of sex, race/ethnicity, or socioeconomic
status. More than 180,000 people die from injuries each year, and approximately 1
in 10 sustains a nonfatal injury serious enough to be treated in a hospital emergency
department.1
Beyond their immediate health consequences, injuries and violence have a significant impact
on the well-being of Americans by contributing to:
1. Premature death
2. Years of potential life lost
3. Disability and disability-adjusted life years lost
4. Poor mental health
5. High medical costs
6. Lost productivity3,4
7. The effects of injuries and violence extend beyond the injured person or victim of violence
to family members, friends, coworkers, employers, and communities.
Why is injury and violence prevention so
important?

According to Accident Sinus as of March 8, 2017, there have
been a total of 69 reported accidents (vehicle and non-
vehicle) involving pedestrians. Since these accidents
statistics are extremely high for a population of about
603,403 people, PACE TULSA AGS FOUNDATION would like
to explore corporate workplace offerings as a non-traditional
classroom to extend pedestrian awareness crosswalk
education interventions. At the current rate there will be a
total of 276 accidents in the Tulsa, Oklahoma, Tulsa. These
estimates do not include the other 76 counties of Oklahoma.
This number is unacceptable to our foundation.
ACCIDENT OUTLOOK

• The unemployment rate in Tulsa, Oklahoma, is 4.90%,
with job growth of 2.45%. Future job growth over the
next ten years is predicted to be 40.00% in Tulsa,
Oklahoma.
• The sales tax rate is 8.52% in Tulsa, Oklahoma Income
tax is 5.00%. Tulsa, Oklahoma income and salaries.
The income per capita is $27,313, which includes all
adults and children.
• The median household income is $41,957.
• In Tulsa, Oklahoma like other urban cities there are
vehicle and non-vehicle accidents involving
pedestrians.
Socio-Economic Quick Facts

Offer training programs, interventions and policy-level actions being offered
by these corporations provides a straightforward approach to elicit and
compel employee perspectives for local road safety and pedestrian laws.
It is expected that employee health while bridged with global pedestrian awareness
crosswalk education strategy,
1. Helps corporations and the local communities they serve to implement corporate
traffic-safety policy;
2. Heighten awareness of local infrastructure improvements;
3. Heals advocacy relationships that seek road Safety with other governing
partners; and
4. Provides employees with education and access to resources that improve public
transportation policy.
INITIAL GOALS OF STOP

A crosswalk curriculum refers to a process used avail learning outcomes
measureable throughout a series of performance standards. At PACE TULSA AGS
FOUNDATION, we prefer to categorize educational opportunities as objective when
decisions lead:
1. Local, state and national academic standards
2. Local, state and national technical knowledge and skill standards
3. Creative solutions.
4. Synergetic and diffuse reproduction.
5. Conventional data storage and administration.
6. Multi-channel and dynamic delivery. The crosswalk curriculum process helps
learner recognize that injuries and violence are widespread in society.
• Both unintentional injuries and those caused by acts of violence
• Both vehicle and non-motor vehicle injury accidents are among the top 15 killers
for American’s of all ages.1
What is a Curriculum Crosswalk?

Many people accept injuries and violence as “accidents,” “acts of
fate,” or as “part of life.”
• However, most events resulting in injury, disability, or death are predictable and
preventable.
• The injury and violence prevention objectives for 2020 represent a broad range of
issues which, if adequately addressed, will improve the health of the nation.2
Let’s take a moment to talk about some measures for successful implementation of
training and education programs as they relate to pedestrian awareness crosswalk
education. These are called core outcome and behavior performance measures.
According to the Oklahoma Highway Safety Office, “the vast majority of motor
vehicle fatalities in Oklahoma are the result of driver behavior. Impaired driving,
speeding, distracted driving, and not wearing a seatbelt are behaviors that can be
changed through awareness, education and strict enforcement of traffic safety laws.”
Injuries & Workplace Violence

USING PACE TULSA TO STIMULATE AWARENESS WITHIN
CORPORATE SOCIAL ENVIRONMENTS
The social environment has a notable influence on the
risk for injury and violence through:
1. Individual social experiences (for example, social norms, education, victimization
history)
2. Social relationships (for example, parental monitoring and supervision of youth,
peer group associations, family interactions)
3. Community environment (for example, cohesion in schools, neighborhoods, and
communities)
4. Societal-level factors (for example, cultural beliefs, attitudes, incentives and
disincentives, laws and regulations)10
SAFETY TRAINING OPERATION
PROTOCOL SOLUTIONS

USING PACE TULSA TO STIMULATE AWARENESS
WITHIN CORPORATE SOCIAL ENVIRONMENTS
Interventions that address these social and physical factors have the
potential to prevent unintentional injuries and violence.
Efforts to prevent unintentional injury may focus on:
1. Modifications of the environment
2. Improvements in product safety
3. Legislation and enforcement
4. Education and behavior change
5. Technology and engineering11
PROTOCOL SOLUTIONS

USING PACE TULSA TO STIMULATE AWARENESS
WITHIN CORPORATE SOCIAL ENVIRONMENTS
Efforts to prevent violence may focus on:
1. Changing social norms about the acceptability of violence and the
willingness to intervene
2. Improving skills and competencies (for example, communication, impulse
control, parenting, conflict resolution, coping)
3. Fostering safe, stable, nurturing relationships and environments for
children and families
4. Changing policies to address the social and economic conditions that often
give rise to violence
PROTOCOL SOLUTIONS

WHY ARE SURVEYS SO IMPORTANT TO PACE TULSA
AGS FOUNDATION?
They accurately assess/address consumer CONCERNS:
• Identify gaps and provide recommendations to rectify between what is said and
what is actually practiced in driver safety and education programs
• Highlight differences between Pedestrians and Driver’s, realizing that the larger
the gap, the greater the problem
• Provide an opportunity to connect and interact with Pedestrians
• Identify gaps between Public Transportation Policy goals and its actual policies
• Serve as internal benchmarks, a measurable and quite useful means for
communities to follow its own trends and progress
• Determine where current programs work and where they fall short
• Be an operational tool because responses from Pedestrian’s can really drive action
• Make Pedestrians feel everyone in the community is on board with improving
Public Safety and that community leader’s care what they have to say
• Encourages citizens to provide feedback openly and in public forums, thereby
getting a sense of their role as part of the Public Safety community
• Encourage open communication among various organizational layers
LISTEN BEFORE YOU CROSS

WHY ARE SURVEYS SO IMPORTANT TO PACE TULSA
AGS FOUNDATION?

Perception awareness developmental goals
• To develop a model for the estimation of Pedestrian level of service on sidewalks
from the perspective of the Pedestrian's perception of comfort and safety in the
roadside environment.
• Develop specificity surveys in all categories needing further research and study
in pedestrian awareness crosswalk education public transportation policy.
HOW DO Perceptions PLAY A ROLE in Pedestrian
Awareness?
Perceptions
Perceptions are the way people organize and interpret their sensory input, or what they
see and hear, and call it reality. Perceptions give meaning to a person’s environment and
make sense of the world. Perceptions are important because people’s behaviors are
based on their perception of what is reality.

In developing the Pedestrian Safety Campaign Planner, two target groups of pedestrians and drivers
were identified at highest risk for involvement in crashes:
*young drivers (ages 18-25) and
*working-age adult pedestrians (ages 25-65).
An audience-focused public information and education campaign was developed that addresses improved
user practice and compliance with traffic safety devices. This campaign is designed to not only promote
awareness of pedestrian safety measures (pedestrian signals, crosswalks, etc.) and associated safe
behaviors, but also stimulate knowledge utilized by the two target audiences, as well as all other public and
private sector audiences.
The primary goal is to reduce pedestrian injuries and fatalities.
This can be accomplished by focusing on raising awareness and changing behavior through education,
enforcement and engineering.
This campaign strives to:
*Motivate drivers to look for and stop for pedestrians.
*Motivate pedestrians to use crosswalks and designated crossing locations.
*Educate pedestrians about, and encourage the proper use of, pedestrian signals.
*Encourage pedestrians to make themselves more visible in the dark, by wearing reflective clothing or
carrying a flashlight.
KNOW MORE ABOUT PEDESTRIAN SAFETY

Many Tulsa Community Organizations including: PACE TULSA AGS FOUNDATION, the State of Oklahoma, the
Federal Highway Administration and The Tulsa County Public Safety Office are offering education seminars on
Pedestrian Crosswalk Awareness.
“SINCE TULSA, OKLAHOMA AND THE FEDERAL HIGHWAY ADMINISTRATION HAVE TEAMED WITH THE
DEPARTMENT OF PUBLIC SAFETY, THERE HAS TO BE MORE INTENSIVE FOCUS OPPORTUNITIES FOR OUR
COMMUNITY LEADERS TO BECOME INVOLVED WITH PUBLIC SAFETY.”
Preliminary Research Summary – Key Points
*Target Audiences
*Young drivers
*Working-age adult pedestrians
Key Issues (Based upon data supplied by NHTSA):
*Drivers yielding to pedestrians in unmarked crosswalks
*Drivers yielding to pedestrians when making a right or left turn in a signalized crosswalk
*Pedestrians understanding the meaning of the “Walk” and “Don’t Walk” signals
*Pedestrians understanding the need to be visible, i.e. wear reflective materials
Focus Group Recommendations for Commercial Production:
*Make sure the spots have emotional impact as opposed to humor
*Use visuals of children

Desired Outcomes for the “Driver” Targeted Spots:
*More drivers stay alert when approaching intersections.
*More drivers yield to pedestrians in crosswalks.
*The spots teach people to appropriately identify pedestrian crossing signs.
*The spots educate people about what the pedestrian crossing signs mean.
Key Messages for the “Driver” Targeted Spots:
*Stay alert at ALL intersections
*Yield to pedestrians in the crosswalk
Desired Outcomes for the “Pedestrian” Targeted Spots:
*More pedestrians use the crosswalks and watch for turning vehicles
*More pedestrians are educated about the meanings of pedestrian signals
*More pedestrians are educated about the need for improving their visibility to drivers at night
Key Messages for the “Pedestrian” Targeted Spots:
*Follow the pedestrian signals
*Make yourself visible at night with reflective materials and a flashlight
*Use crosswalks and look for vehicles while crossing

[1] Department of Industrial and Information Management, National Cheng Kung University, No.1 University Road, Tainan City 701, Taiwan, ROC.
[2] Department of Industrial and Information Management, National Cheng Kung University, No.1 University Road, Tainan City 701, Taiwan, ROC.
KEYWORDS: Attention; Dual-task; Eye-tracking; Pedestrian; Roadsideevent; Smartphone
Previous studies have shown that using a cell phone to talk or text while walking changes gait kinematics and
encourages risky street-crossing behaviors. However, less is known about how the motor-cognitive interference
imposed by smartphone tasks affects pedestrians' situational awareness to environmental targets relevant to
pedestrian safety. This study systematically investigated the influence of smartphone use on detection of and
responses to a variety of roadside events in a semi-virtual walking environment. Twenty-four healthy
participants completed six treadmill walking sessions while engaged in a concurrent picture-dragging, texting, or
news-reading task. During distracted walking, they were required to simultaneously monitor the occurrence of
road events for two different levels of event frequency. Performance measures for smartphone tasks and event
responses, eye movements, and perceived workload and situational awareness were compared across different
dual-task conditions. The results revealed that during dual-task walking, the reading app was associated with a
significantly higher level of perceived workload, and impaired awareness of the surrounding environment to a
greater extent compared with the texting or picture-dragging apps. Pedestrians took longer to visually detect
the roadside events in the reading and texting conditions than in the dragging condition. Differences in event
response performances were mainly dependent on their salient features but were also affected by the type of
smartphone task. Texting was found to make participants more reliant on their central vision to detect road
events. Moreover, different gaze-scanning patterns were adopted by participants to better protect dual-task
performance in response to the changes in road-event frequency. The findings of relationships between
workload, dual-task performances, and allocation strategies for visual attention further our understanding of
pedestrian behavior and safety. By knowing how attentional and motor demands involved in different
smartphone tasks affect pedestrians' awareness to critical roadside events, effective awareness campaigns
might be devised to discourage smartphone use while walking.[1][2]
Gait Kinematics and Risk Behavior during Situational Awareness Events
PRACTICE MIND ON DRIVING

[1] Russell T Hulbert Ph.D., Pristine Inner Experience. Sensory Awareness: Why People (Including Scientists) Are Blind to It. What is sensory awareness, and why is it overlooked? Posted Oct 31, 2011.
<https://www.psychologytoday.com/blog/pristine-inner-experience/201110/sensory-awareness-why-people-including-scientists-are-blind-it>
Sensory Awareness Helps Internalize the Reality of BEING A PEDESTRIAN
Sensory awareness is the direct focus on some specific sensory aspect of the body or outer or inner environment. Sensory
awareness is not merely responding to the characteristics of the environment. To be engaging in sensory awareness you
must be paying particular attention to some sensory aspect.
For example: if you're reaching for the door handle to open the door, that is not sensory awareness—you're seeing the handle as
part of an instrumental task. But if while reaching you're particularly drawn to the shiny gold glint of the handle, that is sensory
awareness.
Sensory awareness, is a phenomenon of experience, not a characteristic of perception. The handle falls on your retina the
same way regardless of whether you see it for its instrumental value (as a means for opening the door) or for its glinty-
goldness.
Another example: As you're reading this blog, your hand is resting on your mouse as you scroll. That is not sensory awareness.
But if while scrolling you are paying particular attention to the grooves on the mouse button, directly aware of the sensations in
your fingertips, then that is sensory awareness.
Another example: You're thirsty, so you take a drink of Coke. That is not sensory awareness. But if, as you drink, you particularly
notice the cold tingling on your tongue, that is sensory awareness.
Everyone can have sensory awareness; Everyone can notice the glinty-goldness of a handle and can attend to the groovy surface
of the mouse; and can feel the cold tingling of the Coke.
What makes the phenomenon interesting is that some people do engage in such sensations in half or nearly all of their
waking moments. And what makes the phenomenon even more interesting is that such people typically don't know that
they do so at all, much less thousands of times a day. And they don't know that they are different from other people in that
regard.

[1]John D. Bullough Lighting Research Center, Rensselaer Polytechnic Institute TRB Human Factors Workshop 149C Walking at Night: The Pedestrian’s Perspective, or “The Dangers of the Night‐Walkers” January 8,
2017
Tuning the spectral/color content of roadway and outdoor lighting can result in
differences in perceived brightness. These in turn influence perceptions of safety and
personal security. May provide opportunities to reduce energy use, light pollution,
when pedestrian perceptions are important.
1. I would feel secure while waiting to cross the street after dark?
2. I would feel secure while crossing the street after dark?
3. As a pedestrian I can clearly see vehicles approaching after dark?
4. As a pedestrian I can clearly see other pedestrians approaching after dark?
5. I would clearly be able to see other pedestrians while driving after dark?
6. Overall the lighting is comfortable?
7. I like the color of the lighting?
8. I like the appearance of the light fixtures?
9. I could easily find objects dropped on the ground after dark?
10. Overall the light fixtures would help me feel safe at night?
Safety ratings were highly correlated with brightness quantities,
rather than conventional illuminance quantities

Public transportation provides people with mobility and access to employment, community
resources, medical care, and recreational opportunities in communities across America. It
benefits those who choose to ride, as well as, those who have no other transportation. Over 90
percent of public assistance recipients do not own a car; and must rely on public transportation.
Public Transit provides a basic mobility service to these persons and to all others without
access to a car.
Inadequate public transit services in many of the nation’s metropolitan regions, which have
high proportions of “captive” transit dependents, has exacerbated social, economic, and racial
isolation and aided in institutionalizing transportation apartheid. Today, no other group is more
physically isolated from jobs than African Americans.- Environmental Justice Resource Center
at Clark Atlanta University, 2002
The incorporation of public transportation options and considerations into broader economic
land use planning can also help a community expand business opportunities, reduce sprawl,
and create a sense of community through transit-oriented development. By creating a locus for
public activities, such development contributes to a sense of community and can enhance
neighborhood safety and security.

[1] [2] [3]Dept. of Transportation, Safer People, Safer Streets<https://www.transportation.gov/safer-people-safer-streets>
EVERYONE IS A PEDESTRIAN
Everyone has different preferences when it comes to transportation, but there's one preference
that all road users share—everyone is a pedestrian. Unfortunately, pedestrians were one of the
few groups of road users to experience higher percentages of Pedestrians in Crashes with
Fatalities 52 to 68 which is a 30.77% increase. And Pedestrians in crashes with Injuries from 507
to 617 which is a 21.70% increase in fatalities in the Oklahoma.
Year
Pedestrians
Killed
Pedestrians Injured in Car Crashes 2012- 2015
Total Killed &
InjuredIncapacitating
Non‐
Incapacitating Possible
Total
Injured
2015 68 169 283 165 617 685
2014 52 137 221 149 507 559
2013 61 148 224 194 566 627
2012 67 150 243 171 564 631
2014 2015 Change
Oklahoma Statewide Crashes
Fatalities 669 665 -3.59%
Injuries 33,405 34,477 3.21%
Fatal Crashes 589 590 0.17%
Injury Crashes 22,673 23,453 3.44%
Property Damage Only Crashes 45,065 48,460 7.53%
Total Crashes 68.327 75.503 6.11%
Source: Oklahoma 2015 Crash Facts Department of Public Safety, Highway Office,
pg. 1

“Today, I am announcing the declaration of “Our Unified World-Vision” after 3 years of consideration. It is
not often that a “World Changing” organization comes along which embraces the expressive caveat of
societal morae and also helps listeners to understand the intrinsic value in learning.”-Terence Morris,
founder PACE TULSA AGS
THE PEDESTRIAN ATTITUDE

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