Welcome to my
academic/professional blog on urbanism! My full name is Theodore Lim,
but you can call me Theo. I grew up in the beautiful city of Vancouver,
Canada (which will forever be my home), but for the past 2.5 years I’ve
been studying Civil Engineering at Stanford University in California. At
the current moment I am abroad in Paris, France, but I’ll be back on
campus in April 2012.
I’ll start this off with an analysis of the interesting street life
just in front of my building. Here's a view out my window:
the facade across the building is the RER Line B stop Cité
Universitare. In the middle of the street is the tramway (Line T3) stop
of the same name. In spite of the fact that there is virtually no
commercial life directly near the station, this place is always filled
with people, most of whom are transferring from the N-S RER line to the
E-W Tramway line.
Cité Universitaire is along the southern side of the city and is a
quarter dedicated exclusively to student housing. Look for the RER line B
(thick vertical blue line); trace it from the bottom of the map till it
intersects with the thin orange line in the bottom quarter of the map.
The
Cité consists of over 30
maisons representing
different parts of France and different countries around the world.
However, there is basically no commercial activity in the area, except
for the cafeteria, bakery, and theatre in the Cité Internationale main
building, located about 100 m south of the Tramway stop. North of the
stop is Parc Montsouris, a large park which is popular with joggers and
families which has a gentle slope upward toward the station.
Most of the pedestrians who use Cité Universitaire transfer to the
Tramway from the RER or Vice Versa. The RER itself is actually much
faster than the Métro, as it has fewer stops and runs with higher speed
trains. Such is the case that people will take the tramway from Jean
Moulin or Porte De Choisy to Cité Universitaire to take the RER because
it’s that much of a time saver.
Because of the high numbers of rushed pedestrians, it’s interesting to see what the planners have done with the intersection.
Point 1: Placement of traffic lights
Now this is actually something seen all over Paris. The traffic
lights here are not strung up high over the traffic; no, all the traffic
lights sit about 3 m (10 ft) above the ground directly on lampposts. There’s also a mini traffic light lower down on the post, which
specifically caters to the first motorist in the lineup (who can’t see
the traffic light above) as well as to any bicyclists. This entire
traffic light setup is meant to keep motorists looking down at the road
ahead, where people are likely crossing.
Point 2: Distribution of Traffic Lights
Notice that there are not just
one set of traffic lights in front, but actually two more sets down the
road. About every 30 seconds, or whenever a tram arrives, all the
lights turn red at once. Any cars stuck in the ‘middle’ of the
intersection are forced to stop instead of carrying on their way. In
this way, traffic on the entire street stops, allowing pedestrians to
cross. It doesn’t matter if there are cars in the way because
pedestrians can easily thread their way through the breaks. What’s
important is that all traffic has stopped, and then the entire length of
street from the first traffic light to past the last traffic light
essentially becomes one long pedestrian crosswalk.
Point 3: Textured Driving Surface
Not only at the crosswalk, but also about 20 m before and 20 m after,
there is a cobblestone texture on the road instead of asphalt.
Essentially this indicates that ‘there might be pedestrians crossing
here anyway’ and, in a sense, appropriates the right-of-way to the
pedestrian. There’s something subconscious and powerful about the rumble
of driving over cobblestone streets that tells drivers to slow down and
cede pedestrians the right of way.
Point 4: The Grassy Median
Pedestrians (such as myself) will often cross using the grassy
median. This is generally not a problem or a hazard to the trams, since
they tend to run at slower speeds and can stop about as fast as a car can. (Still, you need to be extra careful when crossing any set of train tracks!)
Instead of fencing off the tracks, filling in the tracks with grass is
not only pretty, but allows the pedestrian more freedom to cross the
street at will and breaks down the barrier usually created by train tracks.
Point 5: Bicycle Signalling
The bicycle lane merges with the road near the station as
the rights of way are not wide enough and a bicycle lane cutting through
the pedestrian crosswalk could be dangerous. So instead, the bicyclist
is asked to merge with traffic, taking advantage of the frequent red
light cycle to give the cyclists priority to merge without being afraid
of getting sideswiped. See in the first picture that the bicycle light
(middle right) is red while the auto light is green; when the auto light
is red, then the bike light turns green so that cyclists can merge into
the road without problems. The cyclists are asked to stop with the auto
traffic to give pedestrians the right of way; although cyclists often
just continue through without stopping, the merge with auto traffic
causes them to slow down and be more careful when crossing through the
pedestrian crosswalk.
Point 6: It’s intuitive
The best part is that the entire intersection is intuitive. Each
person or user of transport is given only one thing to watch for, or one
area to watch at a time. The drivers watch the lights, which are
positioned low down to make pedestrians visible. The pedestrians watch
for cars at the road, then after the island, they are warned by large
tram crossing lights if a tram is coming (or one could just look down
the tracks - there are no obstructions). Bicyclists don’t have to worry
about getting clipped, so they can themselves prevent collisions with
pedestrians.
And… that’s about all I’ve got to say about design. The intersection works - well, I might add.
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