Quote:
Originally Posted by Komeht
And again - there are lots of different ways to deal with streets - the one in NY added a lot of complexity back into the street. You have protected bike lanes, pedestrian shelters, a transit priority lane, lane width reductions, reallocated two traffic lanes to other modes. All of those are good things and obviously improvements.
Is that the best of all configurations for that street ROW? IDK, but there's an awful lot of ways to skin that cat. What about a treelined median with slip lanes? What about reallocating more of the ROW towards pedestrians which in NYC is the lion's share of travel? Why not consider a two way conversion? All of these things would depend on context. A concept that seems to escape you.
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The context of 1st Avenue in NYC is already known. Take a stab at your own question. Should the city have converted 1st Avenue to a two-way street? Was there even talk to convert it to a two-way street before the 2009 improvements? Maybe a two-way street isn't the best fit. I'm sure someone who understands what
context means would agree with that.
Quote:
Originally Posted by Komeht
When one-way streets become an issue are on the broad thoroughfares through many CBDs that were converted in the 50s and 60s to be high speed auto dominated vomitoriums to the suburbs. Those are a travesty and should be converted back to the two-way streets.
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Wouldn't most of the one-way avenues in Manhattan be considered auto dominated broad thoroughfare? First Avenue was originally converted to a one-way street in 1951. I assume, based on your previous statement, that you believe all the major one-way avenues in Manhattan should be converted back to two-way streets. Good luck with that proposal.
Quote:
Originally Posted by Komeht
The two-way conversions, by and large, have been tremendously successful. As a matter of fact, if you have evidence of failed two-way conversions, I'm sure you'll let us know.
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In regards to pedestrian safety, converting to two-way streets has been a failure. A recent study analyzes the potential impacts of converting one-way streets to two-way streets in Oakland, California. Included in the study is a literature review of twenty-seven different journal articles relevant to the topic (see AppendixD).
http://www2.oaklandnet.com/oakca1/gr.../oak034137.pdf
Safety Impacts of Converting Two-Way Streets to One-Way Streets:
POSITIVE: Portland, Oregon (1949) - Portland converted most of their downtown two-way streets to one-way streets in the late 1940’s. After conversion, vehicle accidents decreased from 6,127 to 3,361 (-45.1%). The number of pedestrian accidents decreased from 237 to 126 (-46.8%). Volume of traffic in downtown increased from 12,734 to 16,708 vehicles (+31.2%) and average speeds increased from 7.9 mph to 14.2 mph (+79.7%).
NEUTRAL: Olympia, Washington (1950) - The accident rate initially increased from 10.9 to 11.5 and then dropped to 10 accidents per million vehicle miles over the same period. The initial increase in accident rate was attributed to the time it took people to adjust and litigation associated with the business community that delayed installing of appropriate signage in the first year of operations of the one-way system.
POSITIVE: Sacramento, California (1950) - 14% fewer accidents though traffic increased by 17% (Faustman, Improving Traffic Access to the Sacramento Business District, 1950).
POSITIVE: Cincinnati, Ohio (1975) - Cincinnati converted Vine Street between Central Parkway and Mc Micken Ave. from two-way operation to one-way in 1975. After conversion, vehicle accidents decreased from 212 to 128 (-39.6%). The number of pedestrian accidents decreased from 16.6 to 13 (-21.7%). Volume of traffic increased from 24,520 to 28,025 (+14.3%). (Over-the-Rhine/Vine Street Circulation Study, February 2003.)
POSITIVE: Bismarck, North Dakota (1983) - The average daily traffic on 7th Street grew from 2,400 vehicles per day to 10,200. Traffic on 9th Street however decreased slightly from 11,500 to 10,200. The fivefold increase on 7th Street was not unexpected, because it was a local street before the project while 9th Street was an arterial before the project. Despite the increased traffic volume accident data showed both a decrease in the number of accidents per million vehicle miles, and a decrease in the percent of severe accidents for the one-way pair. The number of pedestrian accidents also decreased after implementation of the one-way system. Overall one-way system brought increased flow at higher speeds with a reduction in both delays and accidents.
Safety Impacts of Converting One-Way Streets to Two-Way Streets
NEGATIVE: Denver, Colorado (1986) - Denver converted several one-way couplets to two-way streets in 1986. After conversion, the vehicle accident rates at intersections increased 37.6% while the mid-block accident rate increased 80.5%.
NEGATIVE: Lubbock, Texas (1995) - Lubbock converted a couple of downtown one-way streets to two-way in 1995. Before and after data showed a slight increase in congestion, and accidents increased from 45 to 52 on Main Street and 48 to 64 on 10th Street. The City Traffic Engineer pointed out that four intersections removed on 10th street might be responsible for the increase in accidents on that street.
NEGATIVE: Cincinnati, Ohio (1999) - Cincinatti converted Vine Street to two-way operation in 1999. After conversion, vehicle accidents increased from 75.9 to 164 (+116%). Pedestrian accidents increased from 5.9 to 12 (+103%). Volume of traffic increased from 30,900 to 35,600 (+15.2%) and the average speed decreased from 18.0 to 12.4 (-31.1%).
NEGATIVE: Albequerque, New Mexico (1999-2003) - Albequerque converted most of their downtown one-way streets to two-way streets (62 blocks total). After conversion, vehicle accidents increased from 778 to 824 (+5.9%). Pedestrian accidents increased from 14 to 26 (+85.7%). Bicycle accidents increased from 5 to 12 (+148%). Volume of traffic decreased from 359,430 to 284,180 (-20.9%).