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    If I had a nickle for every time I’ve heard “this isn’t x”, in reference to a city. The ignorance is yours in believing that things can’t change. There are literally dozens, of cities maybe hundreds if you count smaller towns across North America that are actively choosing to change their direction, to improve future prospects. Refusing change because your city isn’t CURRENTLY “San Francisco” is really just burying your head in the sand.



    It would be great to see San Francisco Mayor Ed Lee pursue the challenge but I have my doubts


    Orson Meyers

    And two decades ago, when the US 431 plans were being developed, Eufaula passed on having a bypass built around it. They were given the option then and they said NO. The alignment would have infringed on the grounds of the Eufaula Country Club. That upset the fancy pants along North Eufaula Avenue who are members there.

    Can’t have it both ways Peggy!



    How do you run on a bike?



    That last link is about Delaware County, Ohio, not the state of a Delaware. The hint would be that it’s from the Columbus Dispatch which is an Ohio newspaper.



    Angie, when are you gonna wake up? I could have told you five years ago that would happen. It’s not the United States of San Francisco where everyone runs around on bikes trying to save the world with someone else’s money. Haven’t you figured that out by now?


    Peggy Gargis

    The area does have National Historic Trust designation. That could provide some protection IF the state were using federal funds for the project. But ALDOT is using only our limited state dollars. That allows them to sidestep any federal oversight. ALDOT claims they can’t afford a bypass, even with federal matching $$. I could cite some cost savings in other areas where ALDOT, IMO, has wasted/is wasting ridiculous amounts of cash.


    Peggy Gargis

    Whoops. I didn’t see the direct Reply option, Jason Bennett. Please see my response to your question in newer (1-24-15) post.


    Peggy Gargis

    Jason Bennett, the locals have written to ALDOT and even met with ALDOT Director AND the governor. AND their state senator. They gathered 6,000 petition signatures, and they have allies in other places. None of that moved Gov. Bentley or ALDOT from their dinosaur road planning and what I have to believe is the spiteful destruction of this historic and scenic treasure. BTW, the area does have National Historic Trust designation. But, because ALDOT is using only state funds, and not federal, they can skirt federal oversight.



    Crony Capitalism. He wants to keep his business and is willing to use political means to kill options other than driving.


    Coffee Partier

    The biggest opponent was a used car salesman who owned 15 acres on the route. Very sad development for a city that is so dependant on automobiles.


    C Monroe

    No news about Detroits people mover derailment during its busiest 2 weeks of the year(North American Auto Show)


    C Monroe

    go for subway but only settle for elevated! just one step down.


    Marven Norman

    Driveways, what fun! The short answer: corridor access management. A road where a cycletrack makes the most sense really is a road where traffic entering and exiting the roadway should be minimized, thus also minimizing driveways.

    However, when commercial driveways do exist that cross Dutch cycletracks, the turn either has a small radius (like below) or the cycletrack gets bent out. But due to the corridor management, most parking lots and businesses are accessed off smaller roads that generally wouldn’t have cycletracks anyway or from (often disconnected) frontage/service roads that also double as the bikeway, with some being redeveloped into bicycle boulevards. I’d agree that driveways are a concern some places would definitely need to have their number of driveways pared back, but many places do also have an obscene amount of driveways. A typical parking crater might easily have 4-5 driveways along a 200′ frontage, all for a parking lot that is connected. Or even worse, parking lots that aren’t connected even though they’re right against each other. Connect up lots and get rid of the superfluous number of driveways.



    I wonder what he people who actually live in the city limits actually think about this. Be silly for the state to decide what a city does with it’s streets…


    Marven Norman

    With a properly-designed intersection, drivers will have no problem seeing a cyclist on a cycletrack. That one is good, though a bulb-out might not be a bad addition to enforce being able to clearly see the cyclists and crossing the cycletrack at as close to a right angle as possible.


    Marven Norman

    So it appears as if the big/hidden story here is that Atlanta’s sprawl is ruining towns 150 miles away. Absurd.


    Max Power

    I sure hope that turning car in the NACTO image stops before he runs over those cyclists.



    The sharrows that killed Hoyt Jacobs are straight out of the NACTO Urban Bikeway Design Guide. Its alternate title is “throw a bunch of shit at the street and see what sticks”.


    Andres Dee

    That’s the “beauty” of BRT. You can shrink it down to the point that it easily disappears.


    Don W

    THIS SUCKS. Please keep fighting.


    Joe Linton



    Bob Gunderson

    People are “all for safety” just as long as it doesn’t come at the expense of parking, or car lanes, or changing the street in any way. Like Polk Street.


    Andres Dee

    I’ve said umpteen times that there are “interests” out there who want to insure that transit be as unattractive as possible, otherwise folks won’t aspire to a car-centric life. That the opposition to AMP was driven by a car dealer and limo service, just illustrates my point.

    “Even though we aren’t moving forward with the Amp, we will move forward with our strategic planning efforts and engage in extensive dialogue with residents to gain their input on transit solutions for our community,” he added. “We will continue to focus on this corridor as well as others in the region.”

    Wow, a stretagic plan and extensive dialogue!



    I hope Mr. Foxx also addresses state DOTs as well since they’re often responsible for the most hostile roadways in cities. State highways running through the middle of towns as multi-lane high speed throughways and freeway interchanges that don’t accommodate bikes or peds.



    Now Nashvillians should go whole hog and demand an even more expensive, more comprehensive subway system. Let’s get Nashville moving!



    It must be incredibly frustrating to these people that outside business interests in the form of the Koch brothers, have been able to buy their way into local politics and ensure the city maintains an unsustainable trajectory.



    It’s taken a lot of work over the years, but Baton Rouge residents successfully fought widening Highland Road, a 2-lane historic highway that’s routinely congested with commuters to LSU and has curves where drivers routinely end up in the ditch. It can be done.


    Phillip Ashley Ludlow

    i live in watertown, and i have to say, it can be a bit difficult at times to bike anywhere, in fact about 70% of the winter here is about 2-3 feet of snow, and wtn isnt known or its great roads either.the only bike accomodateing road in town is on coffeen street.




    In this case, government employees are not exempt from this tax rule. How do I know? I checked with the staff at the IRS who interpret fringe benefits, and it is very much black and white. The reason why I focus on Congress rather than the many other classes of government employees who also get free parking in excess of the limit (US Marshalls, judges, District employees, State Dept, Pentagon, Etc) is that Congress is the body that has the power to change this law if they chose to do so, and is routinely tinkering with the transit portion of the same law.

    They are uniquely hypocritical among the government for abusing free parking.

    (I’m the author, posting using my usual comment alias)



    Best way to register complaint is to boycott those interests (the fast buck artists) who care not a whit about quality of life or history. Boycott Eufaula until a truck route is established.



    To Jason st al. The best way to register a complaint is to boycott those interests who refuse to support a sensible truck route around the the town. The fast buck artists who not a whit about history or quality of life issues. It is time to boycott Eufaula until the trucks are gone. Stay tuned.



    Yup. They expect you to timidly hug the gutter like the other guy was. I’ve even had that happen to me while controlling the lane on a *bike boulevard* in Berkeley. This is probably because a lot of bike boulevards are little more than sharrows and a measly traffic diverter every mile (seriously, that’s as frequent as they are on most BBBs) slapped on an otherwise wide suburban street:

    No visual narrowing + endless horizon ahead = speeding and entitlement on the part of drivers. Even though I *know* I’m in the right and I’ll bike regardless it’s not pleasant. No wonder the Interested But Concerned decline to try it out!

    For decades Berkeley has focused on a bike blvd-only strategy (there are no treatments of any kind whatsoever on almost any of its arterials). Today it has bike modeshare in the low-mid single digits.

    It’s really interesting to compare to Davis, which for decades has focused on the more holistic picture of low-stress networks, including shared-space treatments but even in the 60s acknowledging the importance of these, too:

    Davis now has a bike modeshare in the 20-25% range (this is for the entire city, not just students).

    Both Davis and Berkeley are medium-sized towns in Northern California with large universities, mostly flat land, mostly great weather (actually it’s a bit colder/rainier in the winter in Davis and much hotter in the summer there, too), lots of people who are interested in alt-transportation, etc. Yet 1/4 of all trips in Davis are done by bike, where in Berkeley it’s still such a comparative rarity the city has had to pass an anti-harassment ordinance for people on bikes (nice, but it’s addressing the symptoms, not the problems):

    Anyway, your video reminds me of getting honked at for controlling the lane in this place (screenshot below) a couple weeks ago. It’s an underpass and the only way into and out of Marin City, where a crucial regional bus stop is. Marin City has comparatively high rates of below income and POC residents, who know they’re more likely to be harassed by police for biking on the sidewalk:

    Yet when you bike on the road the cars harass you! This is where the infrastructure gives no other choice and is an utter failure at multimodality:


    Marven Norman

    Yea I know, but I also know that would cause a distraction, so I’m pointing it out. As for the post, thanks, and same to you! Yours was at least as good if not better.



    Exactly! Both can and should happen. It’s all about connecting low-stress networks. As I said before, even in the Netherlands cycletracks are in the extreme numerical minority compared to overall numerically far more common shared-space streets:

    But oh how important they can be!

    Just as drivers will gladly go out of their way for the ease and convenience of a freeway (also in the extreme numerical minority of overall streets for cars), so do the data show many people on bikes will do the same with good cycletrack networks that connect.


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    Exactly! Both can and should happen. It’s all about connecting low-stress networks. As I said before, even in the Netherlands cycletracks are in the extreme numerical minority compared to overall numerically far more common shared-space streets:

    But oh how important they can be!

    Just as drivers will gladly go out of their way for the ease and convenience of a freeway (also in the extreme numerical minority of overall streets for cars), so do the data show many people on bikes will do the same with good cycletrack networks that connect.



    Ok, you fix the arterials where you think infrastructure matters, and I’ll fix the residential streets where kids can ride bikes and play again. These aren’t mutually exclusive.



    Again, Bike Blvds can be great, but they cannot be the only strategy. Specifically designing arterials (where many people may live/work/play/etc.) *not* for bikes is actual second-class segregation.

    The low-hanging fruit for converting car trips to bike trips are those 65% of trips Americans make under mile *in a car*. Those are often all those little things…going to the bank, dropping off a letter, getting a coffee. These kinds of things are exactly the kinds of things that are often on arterials.

    But when they look like this, most people just drive:

    When they look like this, some people switch!

    Complete Streets infrastructure gives people the choice to use whichever mode they feel like. If they still want/need to drive, fine. But giving people sensible options for alternate modes if they so choose is what it’s all about.



    The video is of a residential through street with 2 travel lanes for cars + 1 on-street parking (= 3 total) and lots of driveways and setback single-family homes. This kind of spatial layout is not uncommon in the US:


    Marven Norman

    Though I’d like to add at least 5 MPH to all minimums to prevent cluelessness from leading to a badly designed facility, the Dutch standards really are already enough for the majority of applications. Most people don’t ride that fast at all and might barely even be able to sprint at those speeds. All of this is almost completely irrelevant on suburban arterials where there is plenty of space and they are already designed for easily triple that speed anyway, so there’s little reason for an adjacent bikeway to not have a high design speed as well.


    Marven Norman

    Which is precisely my point. If there ever was a clear opportunity for a good protected bikeway, that was one. LAB didn’t exactly articulate it that way, but that’s the sentiment I understood from their statement. Yet, the only suggestions I heard from vehicularists was for the same tired list: education for the LEOs/motorists and BMUFL (R4-11) signs to be installed. No on suggested anything else in what is obviously a prime example of where a well-designed protected bikeway would definitely offer a better option to cyclists in the area. From that discussion as well as numerous others that occur on other forums, it becomes apparent that vehicularists are almost always anti-infrastructure of any sort, with several individuals in particular being famous for bullying anyone who ever brings up the possibility of infrastructure.



    “For arterials, I don’t think anyone actually wants to bike there,”

    What about the people who live/work/run errands/go to school on an arterial? These people might beg to differ:

    “If there is a solution that is safe, effective and likely to be used by casual cyclists, then we should build it.”

    Ding ding! There are such solutions:

    The above stretch doesn’t just look nice for the Interested But Concerned, but has the data to back it up:

    “Based on a study done at the end of 2012 there is a:

    –> 33% increase in the number of bike riders using 3rd and Broadway

    –> 15% increase in pedestrian traffic

    –> 50% decrease in the number of bike related accidents

    –> 10% decrease in the volume of traffic on the two streets

    –> 10% decrease in traffic speed (from just over 30 mph to under 30 mph)

    And perhaps most surprising:

    –> 50% decrease in the number of vehicle related accidents…from just under 100/year to just under 50/year.

    At the same time we have seen a significant increase in the number of new businesses open along the corridor. In talking to several of these business owners a major reason for them opening the new businesses has been the dramatic changes in downtown to make it more “people friendly” encouraging people to walk and bike to their businesses.”

    Or remember the NYC studies I showed with similar results post-implementation. Again, these treatments aren’t perfect, but they’re yielding results. Whether in dense NYC or 3,000 miles away in sunny Southern California.

    “For residential streets, Neighborhood Greenways are wonderful because they keep quiet streets quiet, and move much of the remaining car traffic to roads that are better designed for them.”

    Indeed! But they cannot be the only solution. *That’s* actual second-class segregation.


    C Monroe

    Can they fight to get the road registered as a historical landmark? Also maybe get rid of a few traffic lights and/or put in round a bouts to improve traffic flow



    I’m VC only for highways; how about that?

    For arterials, I don’t think anyone actually wants to bike there, and so I see little need to build a second system for roads which seem to be currently used only by the most confident of cyclists.

    For moderate traffic areas with more frequent intersections, some infrastructure might help the casual cyclist. I probably won’t use it because from past experiences, it wasn’t efficient for me to do so, and it didn’t appear to be any safer for me. If there is a solution that is safe, effective and likely to be used by casual cyclists, then we should build it.

    For residential streets, Neighborhood Greenways are wonderful because they keep quiet streets quiet, and move much of the remaining car traffic to roads that are better designed for them.



    Is someone insisting on VC only?



    For arterials, you seem to be!



    True! But as you surely know racefiesters use the other types of intersections too :)

    Here’s one at 0:14:

    Also, it can’t be said enough–but great post, Marven!


    Marven Norman

    I must point out that the picture at the top was taken at a roundabout, not signalized intersection.



    That’s fine, but remember the whole point of this post is the larger macro policy level with more users in mind than the sub-1% of us who will bike regardless.