First off, let’s be clear who is responsible for the three roundabouts and now the “road diet” or re-striping downtown.
The New Mexico Department of Transportation is not making these decisions for the city. The city commission, past and present, approved the projects and then NMDOT carried them out.
How well did the city commission prepare the public? Not well, for either project.
Second, I find it typical government non-speak to refer to the downtown traffic-pattern change as a “road diet.” That’s a federal DOT term that means nothing to 99 percent of the population. For the last 25 years or so the USDOT has used it to denote reducing lanes of traffic, mostly four-lane to three-lane highways, usually with a turning lane in the middle. The only correlation with downtown T or C’s re-striping project is reduction of traffic lanes.
Using “road diet” to denote the elaborate pictogram that now exists on Main and Broadway that must be decoded on the fly is highly misleading.
City Manager Gary Whitehead said, at the March 12 meeting, that the “road diet” originated from the 2014 T or C Comprehensive Plan. A document I have never heard referred to in the past six years during a P&Z or city commission meeting. Whitehead said one lane and diagonal parking were desired, but the NMDOT said vehicles parked on the diagonal would have to back into traffic, which was too dangerous.
Third, Whitehead said the road diet is meant to slow traffic and NMDOT claims it also reduces accidents. Wikipedia footnotes and sources on increased traffic safety show research is lacking, not dispositive and contradictory:
https://en.wikipedia.org/wiki/Road_diet
Also, as I said, applying the term road diet to downtown is a misnomer and citing traffic studies on road diets is therefore also fitting a round peg into a square hole. Big highway traffic lane reduction is not what happened here. And each traffic study is unique and can’t be generalized. One specific road-diet study in California showed a 32 percent increase in traffic accidents.
I asked questions of NMDOT, which took more than a week and a lot of follow-up to get answers. I did this after studying the guide they produced, which is vague and not well done in my estimation. That guide is available on the city’s website.
I also asked Whitehead and Chief of Police Luis Tavizon questions, and Whitehead answered within 24 hours. Tavizon did not respond.
I include these Q&As below.
NMDOT Q&A
- What is the legal usage of the multi-purpose lane? Is it only for turning? Is it for bike riders? Is it for golf cart type vehicles? Since it starts and stops, interrupted by diagonal white stripping, the driver must anticipate many blocks ahead where they will turn. What if one is unfamiliar with downtown? It would seem out of towners would just take over the multi-purpose lane as a second through lane, and then they would discover the diagonal white lines, and then they would realize they have to somehow jump into the far through-traffic lane, first crossing the “buffer” and then a parallel parking lane.
A multi-use path is a shared pedestrian and bike way that is physically separated from motor vehicle traffic by an open space or barrier, and within a highway or independent right of way. In addition to pedestrian and bicycle use, the shared use paths may also be used by, skaters, wheelchair users, joggers, and other users. Multi-use paths are very common across the US and most out of town visitors may already be accustomed to the uses and rules of a multi-use path. Its purpose is to provide a safe and separate space for these users, especially in areas where motor vehicle traffic can be heavy.
Motorized vehicles are generally not allowed on multi-use paths unless explicitly stated (such as for authorized vehicles, like maintenance vehicles or, in some cases, golf carts, but typically only in specific areas where permitted).
Turning: The multi-use path is not a designated turning lane. At intersections where the path crosses a side road approaching vehicles shall yield to pedestrians and cyclists. Intersections are marked by appropriate signage and pavement markings (Stop sign/Stop bar). The path itself is continuous and bi-directional throughout the downtown area.
Pedestrians and bike riders are commonly the primary users of multi-use paths. The paths were designed to allow cyclists to travel in both directions along Main St and Broadway. This will ensure they have a safe, dedicated area rather than traveling against (wrong way) vehicular traffic. All multi-use path users should always adhere to local ordinances and federal traffic rules and use the path as directed.
The diagonal white stripes you’re describing is the buffer area which is restricted to all vehicles (incl. cyclists). Roadway and multi-use path users need to use caution during travel, especially when approaching a transition area, driveway, or an intersection where the path ends or merges into a different lane. The stripes within the buffer zone help guide users to safely transition onto another path or lane, generate open space to improve sight distance, and they signify that the space should not be occupied (no parking and/or driving).
Drivers and cyclists will complete turns out of their designated lane. No turning lanes are provided in areas where the multi-use path begins or ends. Main St and Broadway within the downtown area are one directional, single lane, low speed urban roads. Drivers have to slow down for turning movements. The new layout does not require lane changes.
What other cities have this ‘multi-purpose” lane?
Many other cities have implemented multi-use paths similar to ours. In District One, we have multi-use paths in Las Cruces, Anthony, Deming, and Silver City. I believe Elephant Butte has one primarily for golf carts. Additionally, larger cities often install multi-use paths throughout various areas to support commuters and improve transportation options.
- What is the rhyme or reason to the white diagonal striping that interrupts the buffer and multi-purpose lanes? It is very confusing. It renders the multi-purpose lane almost useless, since one must have memorized where the non-through traffic interruptions are. I know of several people who have said they have avoided driving downtown since the striping changed out of confusion and fear of a vehicle accident.
The white diagonal striping that interrupts identifies the buffer zone. The buffer zone separates either the parallel parking row or the travel lane from the multi-use path. The buffer zone is designed to improve safety and guide traffic flow. These markings identify areas where vehicles and bicycles should not park or drive. In curved areas, larger vehicles (Semi-trucks) are allowed to temporarily encroach into the buffer zone to safely operate within a road diet zone. While the striping may seem confusing at first, it does help drivers navigate the area more safely, especially near intersections since it ensures adequate sight distance. The buffer zone provides additional space (safe zone protected from approaching vehicles) for drivers who want to turn onto Main St. or Broadway. After coming to a full stop at the stop bar to yield to pedestrians and bicyclists, the driver is allowed to slowly move forward into the multi-use path and next to the buffer zone to visually confirm that it is safe to complete the turning movement.
- How many vehicle accidents have there been since the striping was completed, and when was the striping completed? Please include all fender benders, including cars bumping into vehicles parked in the middle parallel parking lane.
The DOT has not been made aware of any traffic incidents in the downtown area, please reach out to your local police department for additional information.
- Did this striping decrease or increase parking spots?
Parking spots have stayed relatively the same in the downtown area, additional dedicated parking was added.
The purpose of the proposed road diet and striping changes is to reduce speeding, eliminate blind corners, and improve access to local businesses for drivers, cyclists, and pedestrians. Although the speed limit is set at 25 MPH, recent studies show that many drivers are exceeding this limit, creating unsafe conditions for all roadway users. The new striping design introduces “visual friction,” which encourages drivers to slow down and pay closer attention to the corridor.
The new striping allows for 10-ft wide parallel parking rows adjacent to a single/one-directional 11-ft wide travel lane. On the opposing side a 10-ft wide multi-use path, separated by a yellow dashed stripe into two 5-ft lanes, was created to allow two directional use by pedestrians and bicyclists. Dedicated turning lanes do only exist in the proximity where the traffic pattern changes and vehicular traffic merges from two lanes into one lane. Within the downtown area vehicles will enter and exit (turn) directly from the 11-ft wide travel lane into the side streets. The buffer zone (striped diagonally) varies in width and is located either in between the parallel parking row and the multi-use path or in between the travel lane and the multi-use (normally near intersections and driveways) to ensure sight distances are adequate.
Benefits of Road Diets
Road diets offer advantages to all users of the roadway, including cyclists, pedestrians, and motorists. These benefits may include:
- A reduction in crashes by 19% to 47%.
- Fewer rear-end collisions.
- Fewer right-angle and sideswipe crashes.
- A decrease in speed differentials due to lane reductions and the addition of roadway markings that enhance “visual friction” and attract drivers’ attention.
- Promotion of a more community-oriented “Complete Streets” environment.
- Fewer lanes for pedestrians to cross, improving safety.
- The possibility of incorporating bike lanes within the existing road width.
- The opportunity to repurpose surplus roadway space for on-street parking, bike lanes, or multi-use paths.
- Simplified road scanning and gap selection for drivers turning from side streets.
- Compliance with ADA accessibility standards.
Why Not Angled Parking?
According to Section 66-7-352 of the 2018 New Mexico Statutes (Chapter 66, Article 7 – Traffic Laws), local authorities may permit angle parking by ordinance, but such parking is prohibited on federal-aid or state highways unless the state highway commission has determined that the roadway is wide enough to accommodate angled parking without hindering the free flow of traffic.
Whitehead Q&A:
- Who designed the striping? I have googled traffic striping and have seen nothing like
what we have downtown. Are there some other towns that have anything like this?
The design was created by the NMDOT Engineering team. The city has for
many years requested a single lane road to include bike lanes. The ask was to
have 45 degree parking like you might see in a “typical” downtown. NMDOT
regulations for this type of road prohibited traffic backing into oncoming traffic.
This led to the road diet concept.
I spent time on YouTube and Google looking for communities. I found stories
and information on both sites. Las Cruces has used some form of road diet in
their downtown area.
- The unique traffic striping forces drivers to try to decode what the striping means while
driving. Sure, locals will eventually adapt, but what about tourists? Do you think this
striping is encouraging or discouraging tourism?
There is a second part to the design that is in process right now. Part 2 will provide
additional signage and striping. I have requested NMDOT to provide me with any
training video they would have to help answer questions. I have also requested a
training – public information meeting within the next 30 days to help.
I think the effects on tourism will need to be reviewed over a longer period. I hope the
six-month review will be able to answer this question.
- I have never seen a broken yellow stripe in the middle of a lane. It’s supposed to mean
It’s OK to pass and is usually next to the dividing line between lanes. This is the most
difficult striping to decode. Here it means multipurpose? Can you drive the whole length
of it downtown? Or are you only supposed to dip in and out of it to turn right? Are cars
supposed to share it with bike riders? Can ATVs use it? Isn’t it dangerous to mix a car
turning lane with a bike lane, if that is indeed the case?
The yellow striped portion of the road is a multi-purpose path. The yellow striped
indicates that bike traffic can move both ways on the path. The path is open to
all forms of alternative transportation such as skateboarding, Bike, powered ADA
carts, ect. The path is not intended for motor vehicles.
- How many accidents have there been since the striping was put in place? Please include
the date of the striping’s completion. Please include parked cars being rear-ended or
side-scraped.
I spoke with the Chief this morning. There have been no accidents reported that
he has been made aware of. The Chief will update me with this information as it
is available. As we move forward NMDOT will be relying on traffic safety data as
part of the conversation for evaluating the success or failure of the road diet.
- What is the public’s reaction?
The comments are certainly mixed with the largest part being unsupportive. I did
receive a survey this morning from a local platform. Those comments seem to
be in favor of returning to the two-lane.
I have received a fair number of comments supporting the road diet. Local business owners and downtown users find the road diet to be a good solution. Everyone I speak to individually agrees
that the road diet is slowing traffic down.
Side note:
NMDOT has requested that we allow the road diet a full year to evaluate the success or
failure of the road diet. I will host a public safety meeting for all emergency responders
in the next few weeks. NMDOT has agreed to participate in 3 public safety and
information meetings over the next year. One in 30 days. One in six months. One in
11-12 months.
Traffic safety information, public comments and commission input will all be considered
As to the future of the road diet.
I, for one, was a bit confused when I first drove Broadway with the new ‘road diet’ lines. Luckily there was a car in front of me. I do think it slows many drivers down, which is a very good thing. As a sometime cyclist I also appreciate a designated area for movement. I’ve parked on both Date and Broadway in the new parking lane and it was easy. If we learned to navigate the circles slowly, we can do this, too. I have a friend who left TorC due to loud vehicle noise from the downtown area. He lived on the hill above Date. The city lost a good resident due to speeding and truck (mainly) noise. All we need to do is slow down and figure it out.
The first sentence of the US Department of Transportation’s EVALUATION OF SAFETY, DESIGN, AND OPERATION OF SHARED-USE PATHS: FINAL REPORT says “Shared paths are paved, off-road facilities designed for travel by a variety of nonmotorized users,
including bicyclists, pedestrians, skaters, joggers, and others.” Notice that these are “off-road facilities.” We encounter them as shared jogging, walking, and biking paths along rivers, through parks, etc. What are they doing in the street in T or C? What is wrong with the sidewalks for walking? Is there so much congestion on our sidewalks that we need walking paths in the gutters?
Then there is the idea of creating “friction” to slow traffic down. We drive slower because we perceive danger. Are we wrong?
The sidewalk “congestion” question occurred to me, also.
Yes, are we perceiving danger because it has been created?
Correct me if I’m wrong but the only direct way to get through town now, other than the highway, is right through Main street in the downtown area. That has now been collapsed to one lane. From pretty much everyone I’ve talked to this doesn’t seem like a very popular decision. Personally I’m just scratching my head.
How about “law enforcement” enforcing the speed limit. They seem to be above traffic enforcement. If they would stay in Williamsburg on a regular basis and stop people from speeding through there before they try to fly through town it would greatly reduce speeding.
I saw a guy going 60 mph through Williamsburg and 40 through town and of course there is not a law enforcement agent anywhere!
This would prevent A LOT of speeding through town because people would obay the signs knowing the “law” is around. I guess it is just too much to ask of them, to do a part of their job they have neglected for the 15 years I have lived here.
I agree.
But instead of removing one lane on a street which is the main access connecting both halves of town maybe they could just put in a couple of speed bumps?
Many people do not like change, and just prefer that things remain the way they have always been. However, I see this change from two traffic lanes to one (with new bi-directional multi-use pathway) as an improvement. As City Manager Gary Whitehead has explained, this change will reduce traffic speeds through the downtown area, reduce the severity of collisions, and give cyclists, pedestrians, and wheelchair and other non-motorized users a safe place to travel.
As Mr. Whitehead says, bike lanes and multi-use pathways are common around the country. But motorists do have to learn that these are not intended for cars and trucks. This is not difficult to understand, but may require a little getting used to. And as Mr. Whitehead says, the switch to a single travel lane means fewer lanes for pedestrians to cross, which is a big plus.
With so many vibrant and colorful businesses, restaurants, art galleries and the Geronimo Springs museum and El Cortez Theater, the downtown area of TorC along Broadway is really turning into a fun place to be. Tourists are discovering our town because of the changes that we have seen over the past few years, especially in the downtown area between Main and Broadway. I believe the recent striping changes will make this area even more inviting to visitors, and the locals will quickly adapt. NMDOT is wise to recommend waiting at least a year to see how the new arrangement works out. And then, after a fair trial period, if it seems that most prefer things the way they were before, it is relatively inexpensive to restripe the pavement. Meanwhile, give it a chance. Change is not always a bad thing.
If the local population is happy with downtown becoming basically a mall parking lot, I have no problem with that as long as Austin is made a thru street. Remove the stop signs and segue east and west bound a bit easier and all would be good. Hardly ever shop downtown as little of value for my rural lifestyle.
On http://www.sierracountynmfacts.com and Facebook page link you can read the full Masterplan, road diet survey, etc. The page was designed by Kenny Rogers who wanted a place for facts. A lot of good info. I like that we can go there ask questions without the risk of retaliation if our question offends someone. The survey conducted clearly showed the road diet was not well liked. I wish the violations of the road diet were added though. Glad you were able to get responses for some of your questions.
Thank you for this article. I understand that what we have here is not a true ‘Road Diet’ and that the concept doesn’t fit our downtown streets. I also appreciate the clarification that this change wasn’t mandated due to the state highway, as I kept hearing—it was a decision made by our Commissioners. I don’t know why they pursued it, but since it wasn’t necessary and their true reasons weren’t made public, I can’t help but wonder if something happened behind the scenes. I’m growing increasingly frustrated with our tax dollars being spent on unnecessary projects and can’t help but question why this keeps happening.
Yes, why is the buck being passed for another pointless “improvement”? If we’re supposed to be (eventually) hunky-dory with this change, why not take full credit for the decision instead of blaming NMDOT?