i am traffic — even on the path
As I’ve been working on the Close the Gaps videos, and generally using our path system a lot lately, I’ve noticed some areas where simple, low-cost improvements could make a big difference. I wanted to bring them the attention of the BPAC members who oversee various segments of the system. My two main points of frustration as a path user are overused/misused stop signs and places where paths end that show little consideration for how bicyclists might integrate into the road network to continue their trips.
Below are the slide images from my presentation last Wednesday. I’ve edited them a little to better convey my narrative and to work in the static image format (removed some transitions and added captions). You can click on any thumbnail and it will launch the slide show carousel. To watch the videos, follow the links in the slide captions.
-
- Metro Orlando has a wonderful shared use path network. We’re in the process of making it even better with the Close the Gaps project.
-
- At CommuteOrlando, we are working to contribute to this project.
-
- Using video and graphic tutorials, we will help path users learn the routes and safe practices for connecting the existing gaps. We will also offer workarounds for some problematic intersections. We’ll also provide readers with updates on funding and construction of new path segments.
-
- When I returned from Montana last fall, I moved to Tuscawilla (temporarily). This has given me an opportunity to regularly use the path system for transportation. I use the Cross Seminole Trail for short shopping trips as well as long treks across the county. I use Cady Way as part of my route to get to downtown. In my travels, I’ve seen a lot of things that could be improved.
-
- I’m especially bothered by the unwarranted use of stop controls. There are also intersections with redundant or conflicting controls. And then there are regulatory signs that give unreasonable and rightfully-ignored instructions.
-
- Another systematic issue is that the path system appears designed more to try to keep users off the roads, than to enhance the transporation network for non-motorized users.
-
- As an educator, I observe behavior and how it is influenced by culture and facility design. To be sure most of this behavior is driven by cultural attitudes, but some improvements to facility design would help with efforts to improve behavior.
-
- Bicyclist behavior impacts the future of bicycling. When bicyclists are perceived to be scofflaws, communities are unwilling to support public policies that benefit bicycling.
-
- Not all behavior can be influenced or fixed by better design. But better design would go a long way toward supporting the effort to improve behavior.
-
- We need to reframe the perception of paths from linear playgrounds to non-motorized public ways. We need to apply the same standards and warrants for traffic control use, intersection safety and access as are used in roadway design.
-
- There are a number of intersection with conflicting controls.
-
- The video for this slide demonstrates why the push-button activated pedestrian signal is not appropriate for this crossing.
-
- Why is a dirt driveway given priority over traffic on a public pathway?
-
- This is a private road with a no-trespassing sign.
-
- Installing a stop sign at every driveway creates a situation where cyclists are being directed to stop every few seconds. It is unrealistic to expect they will. So, how do you differentiate where they really need to stop?
-
- This kind of overuse makes the traffic control device irrelevant.
-
- If you added up all the traffic on all of the little streets, it probably would be less than the traffic count on the path. But path users are stopped and street users are not.
-
- Aside from the fact that the path should have the same priority as the adjacent road here, what the heck is this regulatory sign doing here…
-
- …and here at a private driveway?
-
- Those regulatory signs are as absurd to bicyclists as this would be. And you can expect the same compliance.
-
- The MUTCD warns against unwarranted controls creating contempt and disregard!
-
- This is the pattern I see at most intersections with minor roads.
-
- I live near this intersection—Tuscora Dr. and the Cross Seminole Trail. The cycle I mentioned in the previous slide plays out here every day. This intersection operates, organically, like a 2-way stop (with priority to the trail). The problem occurs when a motorist treats it like the 4-way stop that exists.
-
- It works until it doesn’t.
-
- These are my recommendations. There are some places where stop signs are warranted and compliance is necessary for safety. We don’t have much credibility to enforce those intersections when we’re “crying wolf” at so many others.
-
- This video was shot at Vistawilla Way, one intersection after Tuscora Dr., just minutes after passing the crash scene in my previous slide. Even seeing the aftermath of a bicyclist hit by a car did not seem to influence this bicyclist’s behavior.
-
- This is a short addendum to my presentation. There are a number of things we could do to make our path system even better—in fact we could make it a world-class transportation facility. RRFB = Rectangular Rapid Flashing Beacon more
-
- I love this installation. The median refuge, the RRFB, even the sign advertising the Urban Trail. There are lots of crossings that would benefit from RRFBs.
-
- I see this too often.
-
- Bicyclists do not benefit from a side path on a residential street. This path introduces a lot of unnecessary conflicts for bicyclists. When people are given the message that they need to stay off a 25mph street, they are essentially dependent on limited facilities.
-
- AAA Dr. doesn’t just serve AAA. It also serves Seminole State College and Seminole County government offices. It would make sense for the path users to be able to connect directly to this intersection.
-
- Recap. Design influences behavior. Let’s treat path users like adults… and essentially treat bicyclists on the path like drivers when they interface with the street system. Also, it’s not always appropriate to make a separate path go everywhere. Using local street networks is a great way to close gaps and connect people to destinations.
-
- If the path is a person’s first exposure to bicycling, we should make the impression that it and they are part of a system that works best when all users follow some basic rules of movement and the traffic controls that support them.
nice job Keri! Looks great. Thank you for bringing this kind of stuff up to people who can change things for the better.
I have to thank Keri for standing up for trail users and trying to set things right. Your work is greatly appreciated!
“places where paths end that show little consideration for how bicyclists might integrate into the road network to continue their trips”
Say hello to Lake Wales:
[broken link]
NE2, please repost the link using the short link option from Google Maps. Your link was broken and it broke the page layout.
http://goo.gl/maps/1DR4f