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    Marc Dreyfuss

    You do know that rapid transit and bikes are different things, right? As for San Francisco, if you lived there, your house would be worth a hell of a lot more, so maybe they’re on to something.



    And for an example of passing on a one-way cycletrack:




    Miles Bader

    Wait, so what happens when you have a VC doing 25mph in the same bike lane as the much greater number of grannies and duffers doing 10mph…? Are you advocating multiple bike lanes (I think it’d be great but probably not happening anytime soon)?



    What are good examples of BRT lines in the US that use signal priority well? It still seems to be some abstract concept that is forgotten and downplayed in actual implementation once service begins.


    Marven Norman

    Yep, that’s a problem I’m very familiar with. Here in SoCal, we might get a stripe of paint next to a 6-lane arterial. Needless to say, no kids can be seen there and even almost all the adults are on the sidewalk. Even in new projects. These places are prime examples of where a protected bikeway would be an ideal treatment, especially with the purer adherence to corridor access management, which keeps potential “conflicts” to a minimum and controlled. But even many of the older ones have plenty of space to also do bikeways properly. That’s the message here: there’s space and an ideal situation, so let’s get this done.


    Joe R.

    Apples and oranges. The fastest vehicular cyclists still generally go much slower than motor traffic, certainly much, much slower than the type of drivers you’re describing who want to go 100+ mph all the time. To me it’s more a case of a double standard. We might design a street for motor vehicles to go 30 mph, then we design so cyclists can only go 12 mph of the part of the street designed for them. If we want to avoid public relations disasters like having VCs ride in the street when there’s parallel bike infrastructure, then that infrastructure should be designed to be used at up the same speed as the parallel motor traffic lanes.

    A secondary issue is it’s not that much harder to design infrastructure which is satisfactory to most VCs compared to substandard infrastructure. Often the only differences might be barriers to prevent pedestrians from walking in the bike lane and the avoidance of tight turns. In other cases you might need to make the path a bit wider to allow safe passing.

    So, no, vehicular cyclists don’t have an absolute right to cycle faster than 99% of other cyclists, and demand also that road traffic let them have priority anywhere.

    Actually, cyclists of any speed should have priority over motor traffic. It’s much easier for a motor vehicle to get going again than it is for a cyclist.


    Anthony Redington

    More bicycling and walking equals more walking and cycling deaths–no way around it. Nations with developed walk/bike infrastructure (namely cycle track and roundabouts) record fatality rates PER MILE OF TRAVEL about a third of the U.S. (Pucher, Rutgers). The lack of roundabouts and cycle track here does not lend itself to headlong promotion of cycling, it calls for headlong jumping into cycle track and roundabouts. NACTO guidelines are just paper–it is what is on the ground that counts–and Mayor Diblasio’s “0 Roundabout” policy suggests he still does not “get it.” Tony Redington Blog:


    Kevin Love

    Yes, NACTO gives “dangerous by design” infrastructure. In my opinion, the most incompetent part of the NACTO design manual is where they put cycle lanes in the door zone of adjacent parked cars. So that the most dangerous place on the entire road to ride a bike is in the bicycle lane!

    The Dutch CROW bicycle traffic design engineering standards explicitly discourage (“expliciet ontraden”) putting a bike lane next to parked cars. Where this absolutely must happen, there is a minimum buffer of 0.75 metres between the car parking and bike lane to protect people from the door zone. See:


    Kevin Love

    I 100% agree. Let’s show good bike infra, not dangerous crap. Good infra that looks like this:

    Or like this… note that even the “old, inferior” cycle infra is far, far better than the crap we normally get:

    Or the infra for an urban shopping street like this:

    Another person looks at the same street:


    Andy B from Jersey

    “This is the sort of logic that sometimes leads people to the conclusion
    that on-street bicycle facilities decrease road safety. What they’re
    actually doing is increasing bike usage, which in turn is the most
    important way to increase bike safety.”

    It really should be added that bike facilities “increase and focus bike usage to the areas where the bike facility has been built.” Philly saw this phenomenon. There were more crashes where the bike infra was installed simply because those where the areas the bicyclist felt safest to ride and would concentrate onto those roads over parallel routes that had no bike infra.

    And WHY WHY WHY do you insist on showing the most questionable protected bike infra? I’m sorry but 90% of two-way protected on-street infra is dubious and constantly holding it up as model will do nothing but continue to alienate the “vehicularists” to your cause. I’m not against good protected infra but most of what I see the Green Lane Project hold up model examples would have me looking for alternative routes, just like the Broadway Cycletrack in Seattle had me and most other local cyclists doing.



    The unique factor in Missouri is that the state owns the majority of rural roads that would be county-owned most other states, as well as many urban arterial streets that would otherwise be city-owned. These are the roads that are most important for bike/ped access.

    As MoDOT narrows its focus to the major highways and Interstates, conditions will deteriorate for bicyclists and pedestrians on the state-owned local roads. Going forward, there will be few opportunities to add bike lanes, trails, sidewalks, etc. to these roads. While the 325 plan makes sense in the big picture, it will likely have serious long-term consequences for improving bike/ped conditions in Missouri.

    In the long run, Missouri’s road system needs to be devolved. Local roads should be transferred to the counties and cities, and the communities that want a quality transportation system can choose to fund it.



    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.