Waaaaaaaa?

But then I read this essay by Keri Caffrey, of Commute Orlando, and it began to make a bit of sense:

The root cause of the problems for bicycling in the U.S. is the oppressive belief system about who the roads are for. We have car-culture amnesia about our public road system and who is entitled to use it. Enforcers of the culture of speed have used intimidation and fearmongering to subjugate the drivers of human-powered vehicles. The result is that most bicyclists ride in ways that increase their risk, leading to a spiral of increasing fear…

Be sure to read her description of the spiral of fear.

Two things to consider:

1. Cars pass bicyclists closer on roads with bicycle lanes.
2. Bicycle lanes and tracks play a role in increasing bicycle crashes.

I’d never had much experience with bicycle lanes before moving to Springfield.  My first experience with them was fine it seemed. But I became unsettled, which led to this examination of our local system.

Since that time I’ve had the opportunity to ride on lanes and tracks in other places — mostly in Florida — and at least observe lanes in many other places. My view of bicycle lanes has become ever dimmer largely because I’ve become ever more analytical about my riding experience and the behaviors of other road users. Plus I have a healthy respect for my own safety on the road.

I do not feel safe in a bicycle lane because, in fact, I am not as safe as being an integrated part of traffic.

I think our Springfield plan is a much better way to go. The CIP money will be paying for route signs — a numbering system similar to the interstate highways —  on the current bicycle route system. And sharrows will be painted on the system, which will clearly indicate to all road users that bicyclists are a normal part of traffic.

Next, the city is starting work on The Link – a connector system of traffic-calmed roads that will connect current and future greenways. Our greenways represent an excellent form of bicycle infrastructure something like what we’ve seen in the compelling videos of David Hembrow (although we still have much to learn from the Dutch example).

I believe these projects represent real progress for bicyclists in Springfield and will serve as an example for other communities in the United States.

Technorati Tags: bicycle advocacy, bicycle culture, bicycle infrastructure, bicycle politics, bicycle safety, bicycle trails, cycling, traffic design, Transportation Planning, Urban Planning

It was twilight, and I was travelling about 12 mph (80+ rpm pedal cadence on third gear). The Bikeway was well lit, so I had no trouble seeing where I was going. Further, there were no pedestrians on campus anywhere that I could see — except for a campus patrol truck and an officer standing near it. The truck was parked on the sidewalk next to the Bikeway.

So I slowed down a bit as I passed the truck. The officer and I exchanged waves — nothing, however, indicated my impending doom. I returned my gaze to the Bikeway and began picking up a little speed when all of a sudden I see police tape across the path — right in front of me — strung in the shadows of three large trees (which, apparently, are being trimmed or otherwise fixed this morning to correct a dangerous situation).

I hit the brakes (anti-lock discs) and pulled that fast-turn maneuver I learned in LAB Road One, thus turning at a right angle onto the sidewalk heading away from the tape. I believe I also yelled “SHIT!”

Thankfully I avoided decapitation. The maneuver worked perfectly.

Technorati Tags: bicycle infrastructure, bicycle safety, cycling

But, then, I’ve never bicycled in Copenhagen.

Further, this study has nothing to say about fully separate systems such as those we see in the Netherlands and in our Greenways system in Springfield.

The damning evidence seems to indicate that bicycle lanes/tracks that do not integrate with intersections create hazards for bicyclists.

This is empirically true based upon experience. It appears painfully obvious (to me, anyway) the last place you want to be in a line of cars is stuck in a right-hand guttler lane. You’re just asking for conflict.

So the upshot for me is this: The study offers me a little more evidence in my continued fight against painting gutter lanes on Springfield roads. This study helps me argue that sharrows on the bicycle route system — a project coming under the CIP renewal — is a far better way to go in terms of the safety of bicyclists.

I have a moral problem with this conclusion from page 14 the study:

“The positive benefits [of bicycle tracks and lanes] may well be much higher than the negative consequences caused by new safety problems. It will be reasonable to sum up costs and benefits in order to identify roadways that are relevant for implementing bicycle facilities.”

What the author of this study fails to note is that the burden of injuries and deaths will be borne by inexperienced bicyclists. I won’t pay the price. I won’t be affected. I know when to avoid those lanes. I am comfortable taking a commanding lane position in traffic. I know that it is safer to be a part of traffic intellectually. And I know it is safer to be a part of traffic experientially.

Far too many novices (and roadies with limited urban experience) still believe you will be “run down” if you ride in a commanding lane position. A few miles of urban travel — and surviving same — usually cures this condition.

So, ultimately, I am against lanes and tracks because I believe them to be immoral; they put the inexperienced at greatest danger.

Technorati Tags: bicycle advocacy, bicycle infrastructure, bicycle safety, cycling

I’m a bit old-fashioned; anything that I want to study carefully I prefer to read in print. So I’m taking my printed copy of this study and heading straight to the Mudhouse for java and reading. I’ll post a reaction here later today.

Technorati Tags: bicycle advocacy, bicycle infrastructure, bicycle safety, cycling

One sometimes hears, in critiques of bringing bicycling in a bigger way to American cities, something along the lines of “that might work in Europe, but it will never work here.” But the preponderance of cycling didn’t just happen in Amsterdam or anywhere else—it was the result of a politically nonexpedient, concerted effort. Now, that refrain has often shifted to something like, “Well, that might work in Portland, but it wouldn’t work in a city like (insert your city here).” Who knows where it won’t work next?

Question: What is bicycle infrastructure?

To the fan of old-school (i.e. grumpy) vehicular cycling, bicycle infrastructure is all around us — roads.

Many Europeans champion separate and superior (i.e. separate traffic control) systems of bicycle highways.

And most of us on this side of the pond are familiar with the lowly  bicycle lane — that painted stripe on the road that is supposed to keep us from being “run down.”

Vanderbilt’s column is a good general introduction to the issue if not the specifics. The problem is: Our ability to safely and efficiently travel by bicycle is in the specifics. It’s in what we actually build.

What encourages people to ride bicycles? Infrastructure? If so, what kind?

That last question is important because not all infrastructure is created equal. That simple, painted line along the gutter, or along parked cars, is far more dangerous than one might suppose. I was able to easily demonstrate to my wife on our ride to Commercial Streets last week the dramatic difference in the passing clearances drivers give bicyclists between riding in a commanding lane position versus riding in a bicycle lane (generalized: bicycle lane = close pass; commanding lane position in the road = safe pass) . And, as you can see above, getting doored in a bicycle lane is a very real possibility.

Separate highways? I have no problem with these. In Springfield, we call them Greenways. We have a few nice ones. More are coming plus The Link to create a coherent bicycle and pedestrian system. And the CIP renewal will be paying for improvements to the existing bicycle route system, including adding sharrows to the roads and a route-numbering system.

I think what we have planned will work here, i.e. create a safe and efficient system that will encourage more people to ride bicycles for transportation. These are improvements we can pay for. These are improvements that are politically acceptable. These are improvements that will enhance safety instead of create an illusion of safety.

UPDATE: Check out this animation about stress-free bicycling, i.e. why riding in a commanding lane position is safer and more efficient than hugging the gutter.

Technorati Tags: bicycle advocacy, bicycle culture, bicycle infrastructure, bicycle politics, bicycle safety, cycling, Transportation Planning, Urban Planning