Loading...
Trail System-CS 950531214- 943 -5048 rA 6-i To: *78 384 -3636 from: Michael Carr 5 -31 -95 5:44pm P. 1 To: *70 304 -3636 From: Michael Carr *** DAVE MILLER ** * DAVE MILLER * DAVE MILLER *** * DAVE MILLER Date: 5 -31 -95 Page 1 of 4 re: bike lanes vs. wide outside lanes Dave. I've attached a four page letter I sent in 1993 that describes the issues as I see them related to "wide outside lanes" vs. "bike lanes" for bicyclists. Please read and call me when you have time tomorrow morning. Michael Carr, 943 -5048 (home office), if you get my machine, please try 233 -2033 (NJB) To: *70 304 -3636 From: Michael Carr 5 -31 -95 5:45pm P. Z March 7, 1993 Charles Poteet TBC Chairman 4240 Beechwood Ln. Dallas, TX 75220 -1908 Dear Charles, I am writing to request TBC statements clarifying the types of bicycle facilities it recommends and the reasons it does so. I believe any facility recommendation must also include a description of the cyclists it is designed for. This is what I recommend the TBC adopt: Although there is a lot of overlap, cyclists fall into two broad categories from a design point of view. The first are the slower speed riders. They typically have less road experience and shun car traffic, possibly due to an overstated fear of being run- down - from - behind. They prefer trails and residential roads. (The fear of a run - down- from - behind accident is so great that it should be noted that only 0.6% of total urban car -bike accidents are of this type. This accident type usually involves a teenager. When the figure is stated to include cyclists riding illeggally at night without proper reflectors and lights, the inumber is still only 1.9%.) The second group of cyclists ride at higher speeds. These riders have more road experience and are willing to ride on most roads although they prefer the lesser used ones. Designing facilities to meet the needs of the faster riders will also meet the needs of the slower riders. To see that the reverse is NOT true, just try riding 20 miles per hour on any pre -1990 Texas trail. (Also note that lesser experienced cyclists easily become "experienced" cyclists with only a few months of occasional rides or in less time via bike club rides or formal education.) Since TBC efforts are directed toward improving the lot of ALL cyclists, TBC will use the faster, more experienced cyclists as its It cyclists" and thereby adopt a position benefitting ALL cyclists. The following facility recommendations will meet the needs of the TBC design cyclists: o The existing road network will be the primary focus of TBC bicycle facility efforts. All urban roads, curbed roads and roads with parking to the right of the travel lane should have wide outside lanes. Wide outside lanes of 14 to 15 feet are the preferred bicycle accommodation on urban and /or curbed roads. * Wide outside lanes of 16 to 17 feet are the preferred accommodation where there is car parking to the right of a wide outside lane. * Where wide outside lanes are used, a bike route sign (when part of a bike route system) and /or a pavement- painted bicycle logo are optional. In most cases neither will be used. Solid or dashed stripes within the wide outside lane are not recommended. To: *78 384 -3636 From: Michael Carr 5 -31-95 5:45pm P. 3 * Striped bicycle lane,- -ire not recommended in any _ase. * Usable shoulders are the preferred bicycle accommodation in a rural and /or non - curbed settings. o Paved off- street multi -use bicycle trails should be built to existing AASHTO guidelines: * Paved trails should be built with a design speed minimum of 25 miles per hour, a minimum trail width of 12 feet, a concrete surface and three foot level grass shoulders on each side. * Short trails are useful when crossing road network barriers to bicycle traffic. These will meet the recreation and transportation needs of all cyclists. * Long trails should have a minimum number of at -grade road and driveway crossings. These will also meet the needs of all cyclists. * Circular trails, typically in parks, are a wonderful amenity for a community and should be encouraged, but they generally only serve the needs of slower recreational cyclists, walkers, skaters, etc. Since this request was prompted by recent discussions of the appropriateness of wide outside lanes or bicycle lanes, I've also attached my thoughts on that issue for board consideration. My thoughts are based my personal experience, the experiences of others and extensive bicycle planning experience since 1984. My personal experience includes riding thousands of miles on roads, hundreds of miles in bike lanes and hundreds of miles on bike trails. These figures exclude repeated miles on the same facility. Please bring the above su99ested policy statement and the attached "BICYCLE LANE AND WIDE OUTSIDE LANE CONSIDERATIONS" to the board's attention for consideration for adoption by the TBC. Sincerely, Michael Carr TBC life member 2227 Anniels Dr. Dallas, TX 75211 -1902 (214) 943 -5048 (work and home) To: *78 304 -3636 From: Michael Carr 5 -31 -95 5:46pm P. 4 BICYCLE LANE AND WIDE OUTS E LANE CONSIDERATIONS Factors to consider when deciding whether bike lanes or wide outside lanes should be used include the following: o First the definitions: A bike lane is a five or six foot wide space at the right edge of the driven roadway. The bike lane is marked with a solid white paint stripe on its left edge. A wide outside lane is a normal lane excepPt that it is wider, typically 14 feet wide instead of the usual 11 or 12. No special paint striping is used and the entire lane is available for other road users when there are no bicyclists present. • Cyclists are likely to be involved in accidents when they turn left from bike lanes. This happens because motorists and bicyclists believe bicyclists are only allowed to ride in the reserved bike lane space. • Motorists think they should never drive in a bike lane. Consequences include: * Cyclists are likely to be involved in accidents when motorists turn right from the traffic lane next: to the bike lane. * Bike lanes are often filled with debris because they are never swept clear by car tires. This makes bike lanes unusable and the road becomes a barrier to cycling. Some will go ahead and use the main traffic lanes (and this upsets motorists because cyclists aren't staying in their reserved space). * Cyclists who are not capable of dealing with traffic are enticed into riding in a bike lane because they feel "protected from cars." The false feeling of safety results in more frequent unsafe actions like wearing headphones. The reality is that white paint will not protect a cyclist. • Bike lanes are wide enough to be attractive as car parking or as an extra car lane. Both will happen with and without government approval. Cities have proven unwilling to enforce bike lane status when there is a bike lane. Over time traffic and cities often fall to pressure to add extra lanes and the bike lane becomes an official traffic lane. • Bike lanes cost more than wide outside lanes: * Bike lanes require more pavement to build than wide outside lanes. Bike lanes require 10 extra feet (five feet in each direction). Wide outside lanes can frequently be provided with no additional pavement width. The maximum additional requirement for a wide outside lane is six feet (three feet extra in each direction). Pavement is expensive and the more expensive bike lanes are less likely to be approved. * Bike lanes require more right of way than wide outside lanes. This means buying more land or further converting green space to pavement. Right of way is especially expensive in urban areas and the same width considerations apply as above. * Street sweeping is an on -going expense. If you don't sweep a bike lane on a regular basis, it quickly becomes unusable. Helpful suggestions like, "Call the street department to come sweep the bike lane," just don't work in cities where money is tight and severe deferred maintenance programs have resulted in staff cuts. Dallas has a street sweeping program that has been cut to once a year. * Paint striping is an on -going expense. • Bike lanes are perceived as only meeting the needs of bicyclists and are therefore more likely to be cut from budgets. In summary, when comparing bike lanes to wide outside lanes, bike lanes are less safe, cost more to build, cost, more to maintain and are likely to be converted to parking or traffic lane use. The conclusion is that wide outside lanes are the preferred bicycle accommodation.