Visual Pollution of Overhead Wires

This is a second post in a series that I am writing about the visual impact of overhead wires, the ways we can reduce that impact, and state and city regulations that govern this process. 

In my first post, I looked at the economics of burying overhead wires and the exorbitant price tag such a move would carry. I concluded that despite the cost -- at one point estimated by the NC Utilities Commission to be $42 billion statewide -- a gradual phase-in of underground infrastructure is desirable because it will increase reliability, preserve tree canopy and increase property values.      

In this post, I will look at the proliferation of unsightly overhead wires that has taken place in the past two decades and the visual impact it has on our city appearance.

A significant percentage of these wires are simply passing through the neighborhood, servicing the growing business and commercial interests in the areas around Ninth Street.  These cables are an eyesore, marring the beauty of our historic neighborhood.  They also interfere with the growth and care of existing trees and limit our ability to plant new trees.

Commonly found wires on NC utility poles

 Mess of wires on Iredell Street

You may be surprised to learn that most of these wires have nothing to do with  transporting electricity. Indeed, the wires that hang at the bottom of most utility poles are cable and telephone wires which Duke Power leases to Time Warner and Verizon at the expense of the taxpayers who are subsiding these leases through state-mandated rights-of-way.  As shown on the picture above, the electric utility companies place multiple non-electric wires on their poles.

The North Carolina Department of Transportation has specific rules that outline the minimal clearance for various types of wires. Their design guidelines are published below. Based on these rules, you may be surprised to learn that the minimum clearance for "joint users," meaning cable and telephone companies, and the ground is between 18 and 15 feet for most residential streets. The 18/15 foot gap is measured at the lowest point between the two poles - i.e. the point where the wire sags the most. Yet, admittedly unscientific inspection of two streets in the neighborhood -- Englewood and Green streets -- found many places where wires hang as low as 12 feet, creating potentially dangerous conditions while adding to the visual pollution of the street.

So what can we do about this? The first (and obvious) step is to enforce existing rules. Next, the NCDOT, which has jurisdiction over the placement and design of the poles, should consider a gradual phase in of more attractive and less intrusive utility pole designs. To mitigate the cost, perhaps the new rules will apply only to replacement poles. Overtime, this will lead to a much more visually pleasing cityscape. And given that according to the new poll only 41% of Durham residents are satisfied with the city's appearance, this is not an inconsequential concern.

A good place to start is this excellent article about overhead design and how utility poles can be made attractive and even distinctive with a little bit of creativity and effort.

Potential Street Closings in OWD (NC DOT Railroad Study)

A few months ago I wrote about a study by North Carolina Department of Transportation (DOT) about two railroad crossings in our neighborhood at Anderson St. and Swift Avenue. The agency is looking at three possible courses of action:  (1)Eliminate the crossing; ie, close the streets on either side of the tracks; (2) separate car traffic from train traffic with grade; i.e, dig under the tracks similar to the Erwin Rd and Gregson St crossings; or (3) either do nothing or implement enhanced signaling and markings.

The study is now open for public comment. Please submit your comments by filling out the attached form (download it via Scribd) and submitting it (via email) to Matt West, Kimley-Horn and Associates, Inc

A few thoughts on the proposed ideas. First,  it goes without saying that simply closing one or both of these two intersection would be disastrous for our neighborhood. Although highly unlikely, it would effectively cut the neighborhood off from access to the Durham Freeway, Duke's West Campus and the Hospital Complex, significantly impairing commercial viability of the Ninth Street Shopping District. For these reasons, I highly doubt the DOT would make such a drastic change.

I am less than enthusiastic about choice two -- it would lead to considerable construction on a vital stretch of the road connecting our neighborhood and, judging by the similar intersection at Erwin road, would visually separate Main Street intersection from Swift Avenue, forcing pedestrians and bikers into a dark underpass if they wish to cross the street. It would sacrifice pedestrian appeal in favor of car use -- a car-first policy that should have been abandoned decades ago (and is surely being abandoned now by most forward-thinking urban planners).

I think I would prefer alternative three, except that instead of doing nothing, I would advocate extending connectivity between Main and Swift streets by building a sidewalk connecting the two.

As a wrote previously, in its current configuration that stretch of the road constitutes the "corridor of death" making it dangerous for bike  commuters, pedestrians (particularly pedestrians in wheelchairs) to cross that intersection without being run over by incoming traffic.



The DOT powerpoint describing the full extent of the study, the schedule of hearings, funding meetings and, ultimately, the decision making authority is embedded below. It makes for a very interesting read and I encourage you to check it out.

NC DOT examining potential railroad closings in OWD

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The story in the Triangulator, the Independent Weekly's news blog, describes potential railroad closings in Durham and quotes OWD resident Eric Heidt, who expresses concern about possible closings of two OWD intersections at Anderson Street and Swift Avenue (pictured). It goes without saying that potential closings of these two critical arteries will have a significant adverse effect on the neighborhood. If the rush-hour traffic on Swift is any indication, even prolonged disruption to build a grade-separated crossing can have a significant deleterious effect. The full story is here.