Continuing on from my recent post on our troublesome speed limits, I wanted to further document some of the other problems I see on local streets. I have a particular fondness for our streetcar neighbourhoods with their old homes and regular gridded street network. In an earlier post I calculated the advantages of the streetcar grid to typical suburban development patterns. The reticulated grid forms a highly efficient transportation structure as well as a convenient method for land development. In addition to being highly walkable, streetcar suburbs provide advantages to present-day traffic by dispersing vehicles in a variety of directions unlike sprawly street patterns which tend to focus traffic at increasingly congested nodes.
But here’s where the value of the grid system breaks down in Auckland. It’s not the fact that cars can traverse these neighbourhoods, which is good and creates a resilient network, it’s that the street designs and road rules allow people to drive with impunity. It’s as if these streets are designed to serve an elevated network function when in fact they are foremost residential neighbourhoods.
Besides the crazy speed limits, most streetcar suburbs have little if any traffic control. In fact, more important than the speed limit is actually bringing cars to a full stop with regularity. This obviously slows cars but most significantly discourages through (rat race) traffic in the first place. Increasingly, I have witnessed the insertion of speed tables as a method of traffic calming. These are okay, but most drivers have an uncanny ability to slow and then speed up in perfect rhythm to avoid slowing down too much. Also, the speed tables seem incredibly expensive to achieve something that other cities can do with a lick of paint.
I see the best solution to fixing the suburbs for increased walkability and even cycling is to insert North American style crosswalks and stop signs. Of course this raises questions about pedestrian priority in NZ and the basic roadway designs that we have adopted from Canberra. As an example see the image from Vancouver below. It is a gridded neighbourhood about 6km from downtown Vancouver. Note the density and diversity of traffic control devices. The small red stripes represent stop signs and a simple stripe. Because of the road rules giving pedestrian priority and the fact that that the stripes are pulled back from the intersection, these work effectively as crosswalks, giving people on foot prominence and more comfort. Note also the partial street closures. Unlike cul de sacs, these retain the traditional network connectivity of the streetcar grid by accommodating people on foot and bike, but stop unnecessary through traffic. Not noted on the map is a “Bicycle Boulevard” that cuts through this neighbourhood with its associated sharrows, signage and other features.
Below is the same scale area in the Auckland neighbourhood where I live. The blue stripes represent giveways which have limited pedestrian value, especially since they are placed beyond the pedestrian desire lines, and since there is no pedestrian priority status in this country. The few stop signs also have limited function for people walking because of their placement and the status of pedestrians. Compare the density of traffic control devices. Sure the blocks are much longer, but that should only emphasise the practicality of putting crosswalks on every corner.
Because it seems pretty unsafe, I walk my kids to school here. Of course many parents drive, creating an absurd self-reinforcing cycle of car dependency in a neighbourhood originally designed for people.