beyond bike lanes - norm cox

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Beyond Bike Lanes

Saturday, March 26, 2011

11:30 AM

Lansing, Michigan

Norman Cox, LLA, ASLAThe Greenway Collaborative, Inc.

Ann Arbor, Michigan

2011 Michigan Bike Summit



The Greenway Collaborative, Inc

Agenda

� A few key human factors

� Looking at the system asa whole

� Evaluating bike facilities

� The benchmark

� Alternatives

± Buffered Bike Lanes

± Cycle Tracks

± Two Stage Turn QueueBoxes

± Bike Boxes

± Changing Context

± Bike Boulevards

± Simple Changes

We will look at a number of ideas from

National Association of City TransportationOfficial¶s (NACTO)

NEW

Urban Bikeway Design Guide




No Such Thing as a ³Typical´ Bicyclist

Wide Range of:

� Ages

� Education

� Skills

� Physical abilities

� Travel speeds

� Vehicle characteristics

It is challenging to plan and design for thevariety of non-motorized user types

One solution does not fit all




The Theory of Four Types of Bicyclists

� Strong & Fearless

± <1%± Always Biking

± Any Road Regardless of Condition

� Enthused & Confident

± 7%

± Frequently Bike

± Like Designated FacilitiesSuch As Bike Lanes

� Interested but Concerned

± 60%

± Occasional Rider

± Local Roads and Trails

� No Way, No How

± 33%

Not Really This Clear Cut and There IsMovement Between the Groups.

Developed by Roger Geller, Bicycle Coordinator, Portland Off ice of Transportation




The Greenway Collaborative, Inc.

Safety in Numbers

� The most effective way

to increase the safety of pedestrians andbicyclists is to increasethe numbers of pedestrians andbicyclists

� Pedestrians andbicyclists becomeexpected roadway users

In Portland the number of crashes heldalmost steady while the number of cyclistsdramatically increased




Safety in Numbers

� The concept applies

community wide and tospecific locations andtimes

� Less frequent use needs

more visible facilities toincrease motorist¶sawareness

� This is the opposite of how motorized facilitiesare dealt with Dangerous designs and situations may be off-set

by expectations




Looking at the System as a Whole

� Cannot look at solution

for a road segmentwithout considering whathappens at theintersection

� Must determine how to

transition from onesolution to another

� May need to expandview of thetransportation corridor




User Evaluation Factors

� When choosing a route

you are subconsciouslyevaluating issues relatedto comfort, mobility andsafety

� Generally increased

comfort comes at theexpense of mobility

� And increased mobilityat the expense of comfort

� The safety issues maysimply change

Comfort

Mobility

Safety

Issue A B




Context, Context, Context

� Land Use

± Building placement

± Parking

± Destinations

� Physical

± ROW± Utilities

� Demand

± Latent demand for infrastructure

± Connections to rest of network

Cannot simply take what works in one placeand drop it in another context and expect it

to work

But, you may be able to change the context




Feasibility

� Social

± Education

± Empathy

� Regulatory

± FHWA and Manual of

Traffic Control Devices± Always looking to

evaluate promisinginnovations

� Cost Benefits

± $¶s per mile comparedto use

± Ability to address other issues

� Maintenance

Despite multiple feasibility issues, someprojects have been constructed against allodds

There is always a fear of backlash thoughwhen pushing things too far, too fast




Evaluating the Alternative to Bike Lanes

� User

± Comfort

± Mobility

± Safety

� Context

± Land Use

± Physical

± Demand

� Feasibility

± Social

± Regulatory

± Cost Benefit

± Maintenance

Evaluation Factors Bike Lane Alternative

User:

Comfort

Mobility

Safety

Context:

Land Use

Physical

Demand

Feasibility:

Social

Regulatory

Cost Benefit

Maintenace

Score




So What Are the User Issues With Bike Lanes?

Comfort:

� Depends on traffic speeds,volumes, heavy vehiclesand number of lanes

Mobility:

� Left turns with multiplelanes of traffic ± especiallyhigh speed traffic

Safety:

� Conflicts with right turningvehicles

� Conflicts with on-streetparallel parking

Comfort, mobility and safety for majority of bicyclists drops off rapidly when: speedsare over 35 MPH, there are more than

three lanes, with on-street parking and or complex busy intersections



Buffered Bike Lanes

Comfort Mobility Safety



Buffered Bike Lanes



Buffered Bike Lanes at Intersections



One-Way Protected Cycle Track



One-Way Protected Cycle Tracks



aised Cycle Tracks



Cycle Tracks at Intersections



Two Way Cycle Tracks



Two-Stage Turn Queue Box



Bike Boxes




Simple Things for Intersections

� Advance stop bars for bike lanes

± Potential to color lanes

� Dash merge zone topocket bike lanes

± Potential to color lanes

� Restrict right-on-red ±consider sightline issues

� Markings for optimalplacement to trigger left

turn signal� Islands ± humanize the

space




Change the Context

� Design key non-motorized routes suchthat motorists willnaturally driving 30 to 35MPH

� Place emphasis on theneeds of the non-motorized users

± Wide bike lanes

± Numerous mid-blockcrossings

± Traffic calmingmeasures

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CreateAppealing Alternative Routes

� Provide connections tokey destinations usinglocal roads andconnecting pathways

� Provide wayfindingimprovements to helppeople navigate whatcan be confusing routes

� Make improvements tothe routes to make themmore bicycle andpedestrian friendly



Questions or Comments

Please Contact:

Norman D. Cox, LLA, ASLA

The Greenway Collaborative, Inc.205 Nickels ArcadeAnn Arbor, MI 48104Phone 734-668-8848

[email protected]

www.greenwaycollab.com

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Sidewalks/Roadside Pathways vs. Bike Lanes

� Motorists Are NotLooking for Bicyclists

on Sidewalks or Sidepaths EspeciallyWhen They AreBicycling Oppositethe Flow of Traffic

� Bicycling on theSidewalk isGenerally Slower and MoreInconvenient thanBicycling on theRoadway.

± the presence of pedestrians

± motorists thatblock the sidewalkor crosswalk.

There is a reason experiencedbicyclists Travel on the road

The Greenway Collaborative, Inc.




Options

Operational issues in anutshell:

� Comfort level drops off on roads with in higher speed and more thanthree lanes

� Conflicts with on-streetparking

� Conflicts with rightturning vehicles atintersections

� Challenges turning lefton busy, high speedmulti lane roads




What Doesn¶t Work So Well With Bike Lanes

� Parking

Pavement quality and debris along theedge of the road are also significant

factors



Norm¶s Theory of Bad Design

� A good idea that madesense at one time

beyond bike lanes - norm cox

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