by
Benita M. Dodd
Not
many people announce they're going on a diet; it may fail and they're left
embarrassed. Around the country and in
Georgia,
planners are quietly going on "road diets" and hoping you'll be so
busy admiring the pretty streetscapes that you
won't notice the gradual shrinking of space for vehicular traffic until it's
too late.
This
social engineering move is euphemistically called "rightsizing
streets." It has little to do with transportation, and includes
strategies such as "converting vehicle lanes to other uses, narrowing
vehicle lanes, adding bike lanes, improving pedestrian infrastructure, changing
parking configuration and adding roundabouts and medians," according to
the Project for Public Spaces, which earlier this year released a report called
the "Rightsizing Streets Guide."
The
report's glossary notes, "The space of a lane formerly used for moving
vehicles can be used for a variety of new purposes a bike lane, expanded
sidewalk space, or a median to help make it safer and easier for people to cross
the street. Lane conversions also make the road safer, as the reduction from
two lanes to one lane in a given direction minimizes lane changes and reduces
speeding."
A
manual from the American Planning Association (APA), "Complete Streets:
Best Policy and Implementation Practices," is
described as "the result of a collaborative partnership" among the
APA, the National Complete Streets Coalition and
the National Policy and Legal Analysis Network to Prevent Childhood Obesity.
The
movement arose from the bicycle advocacy community "as a response to the
absence of space for bicyclists and pedestrians along too many roads," the
manual notes. It cites 10 elements for "complete streets policy," the
first being that it includes a vision for how and why the community (read,
squeakiest wheels) wants to complete its streets and the second that the
policy, "Specifies that 'all users' includes pedestrians, bicyclists, and
transit passengers of all ages and abilities, as well as automobile drivers and
transit-vehicle operators."
At
No. 8 is that the policy, "Directs the use of the latest and best design
standards while recognizing the need for flexibility
in balancing user needs."
"Flexibility
in balancing user needs" sounds reasonable, except that planners have a
tendency to go overboard, embracing policies
in which streets are no longer about being transportation thoroughfares;
providing mobility for vehicles becomes an afterthought.
The
Atlanta Downtown Neighborhood Association recently sent out an e-mail to
members reporting on the city's "plan for short
to long term streetscape improvements [on Peachtree Road from Martin Luther
King Jr. to Marietta Street], including
landscaping, art, lighting, a road diet and more."
Perhaps
the question nobody is asking here is, "What is the right size?" And
more important, "Why worry about road diets?"
Here's
why. It's a nip here and a tuck there, but the insidious "livability"
approach to transportation should worry commuters, given
that metro Atlanta drivers are clamoring for congestion relief, not streetscapes,
art or roadway reductions.
Bicycle
lanes are a noble goal, but not a transportation/ commuting priority in a
climate of shrinking dollars. According to the Census Bureau, in 2010, an
estimated 0.53 percent of American workers commuted by bicycle; in Atlanta, it
was 0.9 percent.
(The city claims the 2012 share is 1.1 percent. If true, that's a whopping 22
percent increase in bicycling commuters!)
Even
as transportation funds shrink, these ambitious plans, along with an
ever-costlier streetcar project, are reducing vital road capacity in a city
that barely kept up with it before:
- The Atlanta Streetcar, whenever it finally
is operational, will "share" its lane with auto traffic, if 15 mph
can be considered "sharing."
- Atlanta is promoting plans to add bicycle
lanes, widen sidewalks and reduce automobile lanes in some of the city's most
congested areas, including around Piedmont Park.
Not
only are such moves punitive and disruptive of commuter trips, but fewer and
narrower lanes, as well as streetscapes and
speed humps, could impact public safety by increasing response time for
emergency vehicles and making streets more difficult
for fire trucks and ambulances to negotiate.
According
to the Texas Transportation Institute's Urban Mobility Report, from 1982 to
2011 metro Atlanta's population nearly doubled
(95.6 percent), highway lane miles more than doubled (112 percent) and arterial
lane miles increased 148 percent. But
the increase in commuters and peak travelers was even greater, at 174 percent.
There's
a reason that the Foundation's mantra is that transportation policy must focus
on transportation solutions. When the targets are congestion reduction and
mobility enhancement instead of complicating residents' travel, more people
will have time to stop and smell the roses. Or perhaps, even, to plant
them.
Source:
Benita M. Dodd is vice president of the Georgia Public Policy Foundation, an
independent, state-focused think tank that proposes practical, market-oriented
approaches to public policy to improve the lives of Georgians. Nothing written
here
is to
be construed as necessarily reflecting the views of the Georgia Public Policy Foundation or as an attempt to
aid or hinder
the passage of any bill before the U.S. Congress or the Georgia Legislature.
©Georgia
Public Policy Foundation (March 8, 2013). Permission to reprint in whole or in
part is hereby granted, provided the author and her affiliations are cited.
Comments:
Norb
Leahy, Dunwoody Tea Party Leader
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