The City of Annapolis Forest Drive/Eastport Sector Study, one of the “neighborhood” plans that rolls up in the city comprehensive plan is in full swing. There were a number of public meetings which I attended and a variety of presentations and work sessions with the Planning Commission, some of which I have also attended.
My main comments on the plan over time – the area is in general the newest part of the city and the most auto oriented as outlined in a prior piece on street grids – revolve around a bifurcated view of the goal of the plan. People who just pass through the area (both city and county residents) do not want any changes that affect auto mobility. They focus almost exclusively on the traffic engineering portion of the plan and only comment on the land use and other parts in so far as they don’t want changes that bring people and in their opinion, more cars. There is the other side of the street that would like to see the area more urban in nature with less emphasis on auto mobility and more on traditional urban development with a more human scaled setting for buildings, economic and residential activity, and mobility. It is this dichotomy that causes some cognitive dissonance in the plan. Strong Towns points out as a core principal that these two are fundamentally incompatible and result in a STROAD which we currently have. The worst of both worlds, people, auto oriented commerce and fast moving cars.
I have expressed this philosophically in public meetings and to staff, but I’m not sure there is really anything fundamental that will come out of that. Because of this dichotomy, I assume the plan will pretty split the difference (status quo) or attempt to do both which will read with the same cognitive dissonance I see now.
Be that as it may, I did want to comment on one very specific aspect of the study area – the need for bicycle mobility along Forest Drive. This has been a long standing goal, perhaps best documented in the 2011 Bicycle Master Plan being the only online “active” plan that contains explicit reference to this. The May 31 draft of the report is much more explicit about this, and I am encouraged by the additional focus, but want to supplement the options presented with practical implementation suggestions that will result in the highest return on investment. This is the summary I sent to the Planning Commission and Planning and Zoning Staff to be entered into the June 20 public meeting record:
Leaving or entering the City of Annapolis by bicycle requires crossing the ring of automobile-oriented arterial roadways that surround the historic core of Annapolis, including: Roscoe Rowe Boulevard (MD Highway 70), US Highway 50/301, Solomons Island Road (MD Highway 2), and Aris T Allen Boulevard/ Forest Drive (MD Highway 665). Bicyclists of necessity can be seen in all parts of Annapolis, weaving routes through neighborhoods and often on sidewalks to access commercial and employment destinations. The existing network of off-street bicycle facilities is similarly discontinuous, but provides the initial links in what will be an exemplary regional trail network, connecting neighborhoods and forming the core of Annapolis’s future Bicycle Network.
I appreciate the updates in the May 31 draft of the sector study that brings bicycle mobility to the forefront. Both the short term and long term issues are addressed in section 220.127.116.11, Bike and Pedestrian Networks, as well as the potential solutions in section 3.4 Mobility: Pedestrian and Bikes.
Building on the discussion of the issues and potential solutions, it is important to go into additional detail because the efficacy of bicycle infrastructure for both transportation and recreation is very dependent on the implementation. I refer to an article published on strongtowns.org (https://www.strongtowns.org/journal/2014/5/19/follow-the-rules-bikers.html) which discusses the auto-centric cultural bias of planners and engineers and how it affects bicycle and pedestrian infrastructure implementation. Perhaps equally important is how this bias affects public perception of this infrastructure. I encourage you to read the entire article.
“…the concept of a “complete street” as “separate but equal”, not to diminish the despotism of racial segregation but to show the parallel of mindsets with how most of the country treats bikers and walkers. When we build a trail – or a separate drinking fountain – we’re (engineers, planners, drivers, society) doing something within our comfort zone. It allows us to feel like we’ve fairly accommodated others while not really having to change our approach to be accommodating. We can continue to act in a despotic way only now with a tinge of self-righteousness. We paid for them to have theirs, after all.”
“We need to rethink our urban areas. They need to be redesigned around a new set of values, one that doesn’t seek to accommodate bikers and pedestrians within an auto-dominated environment but instead does the opposite: accommodates automobiles in an environment dominated by people. It is people that create value. It is people that build wealth. It is in prioritizing their needs – whether on foot, on a bike or in a wheelchair – that we will begin to change the financial health of our cities and truly make them strong towns.”
With this in mind, when the city begins to implement infrastructure outlined in the sector study, we have to make sure it is done in a way that does not just accommodate bikes in an auto-centric environment, but results in a network that is not only safe, but also contiguous, fast and comfortable. If we expect to shift mode share based on this infrastructure – that is to fully realize the return on investment – there must be a definite “value add” for bike riders. For example, faster transit time, bike parking at the front door of the destination, and/or a more pleasant trip. If we always give priority to the auto mode, why would someone chose to ride a bike? This is the most common criticism. Or worse, it incentivizes breaking the law which is always most unsafe for the bike rider because this infrastructure prioritizes the mistakes of drivers over the mistakes of bike riders. The following examples illustrate this bias towards the auto mode and implementation suggestions that attempt to remove this bias.
This bike path requires cyclists to stop at every curb cut. Anyone trying to get down this bike path bike will likely never fully stop, resulting in a very unsafe situation.
In the study area, the existing path near the Safeway grocery store is typical of US-based infrastructure along arterial roads where it is clear the path users are secondary because the turn radii are large and the auto lanes uninterrupted which promotes fast vehicle movements in an area designed to (minimally) accommodate pedestrians and bike riders.
In a similar vein to the visual examples of community character in the draft document, examples of well-designed bicycle infrastructure – we can look to the Dutch for inspiration – will help guide future implementation. The Dutch are not only leaders in urban bicycle infrastructure, but also suburban bicycle infrastructure. The You Tube Channel “Bicycle Dutch” (https://www.youtube.com/channel/UC67YlPrRvsO117gFDM7UePg) is an excellent resource for examples of both.
Contrast the above images with this Dutch junction design where the bicycles are given priority and this priority is supported by the visual treatments on the pavement.
Additionally, an east/west separated path along the corridor should be as isolated from the major arterial as far as possible. Not only will this make the user experience more pleasant, but will move conflict points away from arterials and allow for vehicle speeds to decrease before a conflict point. This is consistent with the complete streets philosophy and many of these ideas are also discussed in the National Association of City Transportation Officials Urban Street Design Guide (https://nacto.org/publication/urban-street-design-guide/).
There are a number of areas that are slated for development along the corridor that the city should require this type of design as a condition for the development such as The Village at Providence Point and Rocky Gorge (at least garnering an easement for when a path can practically be extended along Aris T Allen). Furthermore, around Annapolis Middle School, there is copious right of way owned by Anne Arundel County that could easily be used for this path and would significantly benefit the children who attend the school. This would also mitigate the current safety concerns resulting from the recent crashes involving school children. Funding for this area of the trail could be sought through the federal Safe Routes to Schools part of the Transportation Alternatives Program.
Given the corridor is a priority residential development area, the large number of existing commercial services and the lack of non-auto infrastructure, construction of this path along the entire corridor should be the highest priority in the capital improvement project recommendations.