Saturday, December 1, 2012

Buses and Bikes

For all of spring and summer, and now into fall and moving into early winter of 2012  I have had to change my normal commuting route a bit. I had been biking W. Dayton and going over to W. Mifflin Street to the Capital Square, but with the remodeling of the new central library on W. Mifflin it is temporarily one way, unfortunately the wrong way for me when going to work. I have been forced to detour to State Street.

It has not been a pleasant experience, even though it is only a few blocks of biking on State Street getting onto the Capital Square. It's ironic as State Street is in theory a pedestrian mall. One would have visions of relaxed smiling people strolling about and carefree bike users with the street to themselves.

If only that where true.

I would have to grade State Street as among the worst streets for a bike to be on in the city, at least during rush hour. The problem is city buses. The street is narrow, with just enough room for two buses to slip by one another with no room to spare. It is also the hub of bus activity for the  city with more buses using this street then any other area in the city by many times. There is a steady stream of city buses during rush hour. Bike users are nearly always in front of a bus, who have no hesitation on passing a bike no matter where in the lane the biker is, or stuck trolling behind a bus while feeling the heat of a belching diesel engine. That might be welcome on a cold day, but overall I can't recommend it.

No doubt the bus drivers are just as frustrated with the situation. I do have some sympathy for them, even though I have been known to give them a middle digit salute when they pull a particularly bone headed move, which is all to common.

I'm starting to think biking on the beltline, though illegal, would be a more pleasant. I would suggest families with children stay far away as this is an adult only street for bike users. I pity a student showing up on a fine August day, taking a nice bike ride about the city, getting caught in the State Street chaos, parking their bike, and never touching it again. Just another rusted out beater to be collected by the city come the following June.

Like many areas in Madison, and especially the Isthmus, there really isn't a viable alternative. With the mess of high volume arterial streets and one ways running through the downtown area the choices of streets bike users can reasonably use are limited, so State Street it is.

In years past there was talk of getting the buses off State and turning it into a true pedestrian mall. No such luck as the Madison bureaucracy didn't then, and doesn't now, have the vision to see what a huge improvement it would be for the downtown area to have a true pedestrian mall. It seems to be the normal mode of Madison to so compromise an idea until it really doesn't work well for anyone. State Street is a prime example, but there are plenty more.

State street is not the only place where the city has decided that mixing bikes and buses is good idea. The Capital Square, which State Street runs into, is another place where both are pushed into the same lane along with right turning traffic. Picking a place where you think you won't run into conflicts with traffic can be tricky. Yet another place not recommended for families with children.

Other problems with buses are the city planners bad habit of placing bus stops on bike lanes. This is a very common situation and happens throughout the city. The traffic planners appear to have no clue that buses and bikes do not make a good mix. Placing a huge multi-ton vehicle in the same lane as a human powered vehicle weighing 30 some bounds is just not a good mix for anyone.

I don't expect the situation to improve anytime soon. It seems the city planners have it in there DNA that mixing bikes, buses, and whatever else happens to be around is okay.  I have a hard time believing the people who plan these things have ridden the streets on a bike outside of a pleasant Sunday afternoon. Or perhaps they have been getting there advice from the lycra, clipless pedal, helmet clad gonzo gangs. It seems they like to live on the edge, and expect every other bike user to follow along.

What a situation like State Street, and all the other  bike/bus mixing do, is simply make bike use an unpleasant experience. Only the very dedicated are willing to put up with it. For the rest it is far easier to just take the damn car. With all the dreams that many have in Madison of a massive increase in bike use I don't expect the numbers to get much better outside of a few percentage points. It's really a shame as the people of Madison are all to willing to embrace the bike in a much bigger way, they just don't want to compete for space with massive buses and distracted divers.

I do have to end this by making a bit of a confession. I have simply given up on trying to deal with State Street and now ride the sidewalk for a block on W. Mifflin. No, I'm not a sidewalk biker, but the situation is so bad on State, and the buses so obnoxious, it was that or retire my bike until the library construction was finished. I have 35 years of biking experience in Madison, and a season of biking on State has beat me. I give up. Let the buses have the street to themselves as it's no place for two wheels during the busy time of day. 







Thursday, September 8, 2011

Anatomy of a Bike Lane


One of the streets I commute on Monday through Friday is West Dayton Street. This runs by the UW dorms and lots of other student housing. It goes from Monroe Street close to the stadium to within a few blocks of the capital square. It’s a logical choice for commuting to the square from the near west side as it's the best and most direct route.

Most of Dayton is a two way street with no on street parking and a third center lane for turns. It has a bike lane on each side of the street. Closer to the capital it loses the third lane and there is on-street parking on one side. This is a residential area with mostly rental housing.

Dayton is a two way three lane with the center lane a turn lane











On Street parking starts at the intersection of Bloom St. and
Dayton heading away from the capital and continues for two blocks.
The only way to stay out of the door zone is to ride out of the bike lane.

In order to understand Dayton Street we really have to understand how it relates to the streets around it. One block closer to the UW and running parallel to Dayton is Johnson Street. This is the major arterial street coming into the Isthmus from Middleton. Johnson is a very busy one way four lane street with no bike infrastructure of any kind.

A block up from Johnson is University Avenue which runs by the UW. This is another very busy one way major arterial with three motor vehicle lanes, a bike lane on one side, and a protected cycle track running counter flow on the other.

On the other side of Dayton is Regent Street but that is not an inviting preposition for bikers, besides heading a good deal away from the capital.

It is possible to get onto lower State Street and bike up to the capital area but inevitable during rush hour the bus traffic on State is also not an inviting proposition. You can be almost guarantied of getting stuck trolling behind a bus as it makes its numerous stops along the street. During rush hour State is thick with city buses.

If you're trying to get to and from the capital area to the near west side Dayton is by far the best choice. Many other folks agree as it is well used by cyclist all day. There is little doubt W. Dayton is one of the most used bike lanes in the city.

The street itself has a bit of a bi-polar attitude. It appears the city decided to try and turn it into both bike friendly and car friendly. It has a center lane for turning for all but a few blocks so traveling by motor vehicle is mostly very smooth. It does have a very long light at Park Street, which appears to be the cities way of trying to discourage motor vehicles from using it as and alternative commuter route to the University/Johnson corridor. From the amount of traffic on Dayton the strategy doesn’t appear to be working. The long light ends up being an irritant for both pedestrians and bike users that invites running the light. There is lots of pedestrian traffic because of the student housing in the area. As mentioned, bike traffic is heavy as even with a good deal of motor vehicle traffic it is still by a long shot the quietest street in the area for getting around on a bike.

Bike Lane leading into right hooks on N. Bassett
Of course the high volume traffic traffic in the area does create problems for bike users. N. Bassett is problematic as the bike lane leads into right hooks on this busy one way. Since Dayton Street has no center lane at this point getting in a good position to go straight is not all that easy. This is farther exasperated as many motor vehicles fail to use their blinker. This is a classic conflict of interest as bike users mostly want to go straight and motor vehicles want to turn right.

Intersection of Bloom and Dayton. This needs a stop
Light so pedestrians and bikes can safely cross
Bloom Street is another problem area. During rush hour the only way to cross this street is to wait for traffic to back up far enough on Bloom Street so traffic stops. Fortunately this normally doesn't take long, though it's certainly not anywhere close to ideal.

Even with it's problems W. Dayton is one of the better bike lanes in the area simply for the fact that for a good deal of the street bike users don't have to deal with parked cars.  It could undoubtable be improved if the remaining on-street parking was removed.

Having biked in the area for years.... well... decades to tell the truth, there is much room for improvement. Besides the issues already mentioned there is one approach to Dayton that would vastly improve the situation for bike users. To make Dayton more friendly for both bikes and pedestrians traffic calming is in order. There is one inexpensive change that would do more then anything else, and that is to remove the center turning lane. With the added space there would easily be enough room for a buffered bike lane on both sides of the street. This would do a number of things, but the main one, besides giving bike users more room, is to slow traffic down. Without a doubt it would also decrease traffic as the street would be a good deal less car friendly. The temptation for motor vehicles to use the street as an alternative commuter route to the University/Johnson corridor would be greatly reduced.

It makes even more sense when we consider that residents in the Dayton Street area very likely have among the highest bike ownership and the lowest motor vehicle ownership in the city. It only makes sense to have a street that more closely matches what the people in the area actually use. Motor vehicles have plenty of other options while bike users have very few, and none of them as good. It would be a very good thing if we made Dayton Street a premium area for bike users instead of just..... okay

Monday, August 8, 2011

"Share and Be Aware" and falling down on a bike

It’s late summer and the bike education programs are in full swing. The Bicycle Federation of Wisconsin has a new long range program advocating that motor vehicles “share the road” with bicycles. The “Share and be Aware” educational program by the bicycle Federation of Wisconsin has put out a video explaining the campaign, plus a few advertisments.








I assume the purpose of Share and Be Aware is to make life safer for bike users and pedestrians. Since crashes with motor vehicles are the main cause of injuries for bike users it makes sense to direct the safety campaign at drivers, though parts of it are about educating bike users in the best way to use a bike in traffic.

It’s interesting to take a look at just how safe bike use is. The Wisconsin DOT put out the facts in this PDF

In it the DOT states
The number of bicyclists killed has remained steady for the past 20 years.
If we take into consideration that bike use has increased by over 40% in the same period of time this is actually good news. Injuries have actually gone down by 40% since 1990. The increase in bike use is without a doubt because of better infrastructure. Add to this
Fatalities per Exposure Hour (Data compiled by Failure Analysis Associates, Inc.)
Motor vehicle travel: .47 
Bicycle travel: .26
This shows that bike users have just a bit over half the injury rate per hour of use that a motor vehicle user has. Using a bike is indeed one of the safer modes of personal travel out there. Anther interesting statistic is that children sustain between ⅓ and ½ of all bicycle injuries each year. If we subtract that from the above numbers it’s clear that using a bike for an adult is a relatively safe activity.

The real question is, with all we know about the safety of bicycle use, why is it that people perceive bike use to be unsafe? If my memory serves me right 40% of people would like to ride a bike for commuting but do not because of safety concerns. It seems to be at odds with reality.

I’ve been biking in Madison for over 30 years and have never been in an crash….. but there sure have been some close calls. I’ve been cut off by motor vehicles doing a right turn and had to slam on the brakes to avoid a collision, been buzzed by vehicles driving within inches of me, and need I even mention car doors swinging open. Add to that I’ve been intentionally harassed to many times.

The subjective safety level is a very different story from the actual safety level. This is coming from someone who bikes mostly in the Isthmus area of Madison. With over 7% of all trips on the isthmus made on a bike it would be a good guess that the Madison isthmus is bike central for the state of Wisconsin.

I can understand why many folks do not ride a bike and chose other modes of transport. There is little joy to be found in the standard bike lane on a busy street in urban areas. Rubbing shoulders with SUV’s, city buses, and inattentive drivers can be waring, and does not inspire people to dust off there bicycle. The push for more education will do little to change that.

In order to get more folks on bikes what is needed is to make bike users feel safe, comfortable, and dare I say relaxed riding a bike. The typical middle aged working person has long since given up on the hassle of biking. And who can blame them. Mixing up motor vehicles with bicycles that are less than 1/100 the weight is simply not a good idea if you want people to actually use bikes. A painted white line on the street is not nearly enough.

David Hembrow wrote an excellent piece on bike safety
He explores the idea of three different types of safety, actual, subjective, and social. All are essential in getting people to chose a bike as a mode of transport. The latter two are what has been dismissed by much of the current thinking on bike infrastructure in this country, though that’s beginning to change.

David Hembrow states
No-one will do anything that feels too dangerous to them. Everyone wants their child to be safe and their partner to be safe. That's why so many journeys which ought to be cycleable are made by car. There is no point in arguing with people's decisions, or ridiculing them. The person making the decision to use a car has made it for quite logical reasons. Their level of confidence about cycling in the conditions around you is not the same as your own.
What to do... If you want people who do not cycle to take up cycling, then the right thing to do is to campaign for or design in road conditions which make cycling into an appealing option. That is what the Dutch have done. Everywhere. It is the key to the high cycle usage and high cycle safety figures.
I particularly like the statement below
Don't make the mistake of thinking that subjective safety is a concern only for inexperienced cyclists. No-one suffers from cycling being pleasant. Steps to increase the subjective and social safety of cyclists lead to a better cycling experience for all.
He goes on to explain the type of infrastructure needed to increase bike use.

That’s in sharp contrast to the Platinum Bicycling Committee Report that claimed that the reason people don’t use bike lanes on arterial streets is because they are either young or inexperienced. That statement is an insult to peoples rational decision as to why they do not use a bike.

All one needs to do to get a feel for subjective safety is to take a bike ride on any of the heavily used mixed use paths in Madison. People know what they like, and all the coxing and prodding out there isn’t going to change that. The Share and Be Aware program will have little to no effect on getting people to use bikes. It’s a feel good educational program that has failure written all over it. If anything it's a distraction from the real problem.

There is only one proven method to increase bike use in urban areas, and that is better infrastructure. That means separated cycle tracks on all high speed and/or high volume streets. Without that people will continue to make the choice of using a car instead of a bicycle. The role of education is very limited in what it will, or can do.

Friday, July 29, 2011

The Good and the Bad of the Madison Platinum Bicycling Committee Report

The Platinum Bicycling Committee Report was adopted by the Madison Common Council in April of 2008.  It’s been over three years since report was adopted by the city council and I thought it might be interesting to see if any recommendations in the report have actually come to pass, and just what some of those recommendations where.

I’ll stay with the committees suggestions for bike infrastructure even though there are many others. As for the others, some are good, many are indifferent, and many of them trail off into the bureaucratic jungle…. where I won’t follow.

First a few of the good recommendations, with a number of them now being moved forward.

This is on page 20
Study and determine a location for two to three bike boulevards. Construct one and evaluate.
Details : A bicycle boulevard is a corridor where bicycles have preferential status. No through motorized traffic is allowed. Only local motorized traffic is allowed (for instance, to residences). A combination of signs and traffic calming devices are used to limit automobile traffic. Typically, a bicycle boulevard would have few traffic signals or signs causing the bicyclists to have to stop. Bicycles are thus provided a long linear stretch for quick and efficient travel. Bicycle boulevards tend to work best on grid street systems, where alternative parallel routes exist for motorized traffic. Examples include East Mifflin Street and Kendall/Bluff Streets. If successful, expand. 
The above is very likely the best recommendation of the committee, though a few of there ideas on boulevards have not been fully realized. The “no through motorized traffic” hasn’t come to pass as of yet, but at least the boulevards are off the ground and running.  Bring ‘em on as we need a lot more.

On page 27
Allow two-way bicycle operation on short one-way streets.
Details : Example is Henry Street from Dayton to State. Possible additional locations are East Mifflin and East and West Main off of the Square. Examples exist in Denmark and Switzerland.
There are an increasing number of the above in the downtown area. I use them on a regular basis and can attest to how well they work. Taking a little short cut by going against traffic on a one way can be a big benefit to bike users.

On page 19
Construct Bike Boxes at select and appropriate signalized intersections  
Details : A Bike Box is an advance stop bar for bicycles. It provides a safe area for bicyclists to wait at traffic controls/signals that allows them to get an advance start on motor vehicle traffic, which stages at a stop bar behind the bicyclist. Often, the pavement within a Bike Box is painted. Potential locations are inbound Williamson Street at John Nolen/Blair and westbound State Street at Henry/W.Johnson Streets.
Bike boxes showed up in numbers in 2011. I use the one on Park and Dayton on a daily basis and can say without hesitation that they work very well. The longer I use it the more I like it. The main function is simply moving traffic back a few more feet which gives pedestrians and bike users more space. It’s good for everyone, including motor vehicles.

On page 35
Conduct a review of complex intersections and determine solutions to improve bicycle/pedestrian safety and comfort.
Details: Review intersections and determine solutions (examples include Monroe/Regent and Blair/John Nolen/Williamson/Wilson)
The intersection of Monroe/Regent was redone in the spring of 2011 and includes a bike specific light. Well done. Blair/John Nolen/Williamson/Wilson remains the same and needs work.

On page 48
Institute a Sunday Parkways ride once per month. 
Details: Sunday Parkways are times set aside on weekends and holidays for traffic-free biking and walking on a network of selected streets. In effect, streets are transformed into trails. Hundreds of thousands of cyclists use Sunday Parkways called Ciclovia in Bogotá, Columbia, and Via RecreActiva in Guadalajara, Mexico. Sunday Parkways do not impact motorized traffic flow like other special events, since all cross-traffic flows normally. Participants stop at all traffic signals, so that only the closed street is affected. Often on a divided arterial, the Sunday Parkway uses one half of the roadway and motorized traffic uses the other half. Sunday Parkways provide close-to-home recreational opportunities for all ages and all types of active travel.
This has evolved into Ride the Drive. A big success for the bike culture of Madison with turnouts into the tens of thousands. Of course it’s only twice a year but it works. A nice time for all.

On page 63
Investigate implementation of a bike sharing program
Details: Many communities throughout the world are using bike sharing programs or short-term, on-demand bike rentals to encourage bicycling. Madison had a brief bike sharing program called “red bikes” in the 1990s. Currently, the University of Wisconsin-Madison is researching a bike sharing program. The city should work with the university to investigate expanding such a program citywide.
This has come to pass with the B-Cycle program sponsored by Trek. There are now about 24 bike kiosk on the Isthmus with more to come.

On page 28
Convert current bike route network and signage to a destination-based network.
Details : Signs will indicate where bicyclist can get to and the distance. Examples exist in Chicago and Portland. May include the naming of some routes and the signage may be phased in.
A nice idea but as of yet I haven’t seen it. At least not on my normal commuter routes. Hopefully they will show up in the future.

There are a number of other interesting ideas but I hit on most of the big ones.

And now the committee falls down a good long way as we move into the bad. As good as some of the above points are, the ones below show just how out of touch the committee was as far as bike users go.

On page 24
Review the impact on commuting bicycles of the Rush Hour Parking Policy that converts parking lanes to motor vehicle lanes.
Details: Investigate solutions to current conditions. Many excellent streets for bicycling (such as Monroe Street, Williamson Street Regent Street and segments of Park Street) become virtually impassable for bicycles during the rush hour. Solutions may include improved alternate routes and signing.
This one is a bit off the wall as some of the streets named easily fall into the category of bike hell. Regent Street between Park and Monroe is among the worst streets in Madison for a bike user. Lots of traffic on a two way street with parked cars on both sides with little to no space for a bike. Williamson and Park Streets are not much better, and there are parts of Park Street that when ridden once is not repeated except under extreme duress. Monroe is the best of the lot but still to be avoided. With a mixed use path running parallel a block over why bother. When I read this I began to wonder what city they where talking about, or what planet they where from.

On page 17
Adopt and implement a Complete Streets Resolution.
Details : Complete Streets are defined in the Themes section of this report. While paths are useful, especially for recreation, paths can only be safely located in certain areas. Streets must also form the core of the bikeway system. The resolution should state that all new arterials, collectors and select commercial streets shall have bike lanes. Reconstruction of existing streets (such as East Washington) will likewise be updated to meet Complete Street criteria. Place design and construction of bicycle facilities (street and path) at the same level as other modes.
The idea of complete streets is a good one, but the devil is in the details. The reconstruction of East Washington is now completed exactly as the committee recommended, and it is very much a failure. This is a good example of how not to design bike infrastructure. Putting an unprotected bike lane on a high volume arterial road is a bad idea. With traffic moving at 35+ mph the subjective safety level is very low. It is simple being avoided by the majority of bike users. The area is a bicycle desert compared to the mixed use trails and bicycle boulevards closer to the Capital.  Expecting this to be a main corridor for bike users shows a lack of understanding of what the majority of bike users want.

This is likely the most critical missed point of the study. Arterial streets are often the only way to move from one part of the city to another. Get these wrong and the whole system falls apart. The committee got it wrong and bike users will be paying the price for decades.

On page 39
Include specific recommended bicycle connections to major activity centers in neighborhood plans.
Details: Neighborhood plans should include specific recommended bicycle connections to major activity centers within the neighborhood, such as employment areas, business districts, parks, schools and other civic uses, adjacent neighborhoods, and city-wide and regional bicycle transportation routes and facilities. These plans should recognize a hierarchy of bicycle facilities that may include off-street bicycle paths and trails, marked on-street bicycle lanes, and identified routes to major neighborhood destinations using low-volume local streets, which may or may not be officially designated, that can provide an alternative for younger or less-experienced bicyclists who are not comfortable using the bicycle lanes provided on collector and arterial streets.
The last bolding is my own in the above. This is a continuation of the complete streets point. After several years of study the committee came to the conclusion that the reason folks are not using arterial streets as bike corridors is because they are younger or less-experienced.  This is rationalization at its worst.

This idea is not only extremely misguided, it nullifies large areas of Madison to the great majority of bike users. This is a hugh stumbling block for Madison’s goal of reaching a greater share of bike use for commuters.

The bright spot in the report is the emergence of bicycle boulevards. It is really the last great hope, along with an expansion of mixed use paths, of putting together a coherent network that works for everyone. The rest of the report is more of a tweaking of what already exist. Unfortunately, with the committees rejection of protected cycle tracks, as they are not even mentioned, the job building an infrastructure that attracts more bike use will be much harder.

Monday, July 25, 2011

Bicycle Boulevards Continued









The above videos show advanced design for bicycle boulevards for the city of Portland Oregon. Not only does Portland have a lot of them, the city is planning on greatly expanding the network.  They even have innovative designs as in there boulevard flower on intersections where two boulevards intersect. They have also gone a long way to make it inconvenient for motor vehicles to use these streets as a commuter route. It has made for a much better experience for bike users of all types, including children.

The city of Madison has just started experimenting with bicycle boulevards. The first for the state of Wisconsin came in the city of Madison in 2010 with East Wilson. That was followed up in 2011 with East Mifflin and Kendal Avenue. Admittedly they are not up to the standards of what Portland is doing, but it’s a start. There are two more in the planning stages in Madison. A short one on Spaight St and a much longer boulevard on Ruskin Street on the North side.

Off the top of my head I can think of one more that would work well for a bicycle boulevard. West Shore Drive and South Shore Drive running around Monona bay would do well being turned into a boulevard. It’s already heavily used by bicyclist and even has a number of traffic calming technics in place. It wouldn’t take much to turn it into a boulevard.

No doubt there are many other streets that would do well as a bicycle boulevard. Of course it’s important they actually go to places bike users need to go. It’s especially important to cover areas that are not well served with good bike infrastructure.

What the videos show is how much bicycle boulevards can enhance bike use for a relatively small amount of money. It’s more an act of political will rather then economics. From what I have seen both East Wilson and East Mifflin are well used. Even in this short period of time they can easily be called a success. Let’s hope the city of Madison fast tracks more bicycle boulevards as they are much needed and appreciated by bike users.

Thursday, July 21, 2011

A Push for Cycle Tracks and Buffered Bike Lanes

In northern Europe it is well known that the best way to increase bike use is to use protected cycle tracks. By giving bike users a protected space it encourages all types of people to use bikes. This includes young and old, school children, mothers with children, blue collar workers, white collar workers, and anyone else who wants to give it a try. Unfortunately the Wisconsin DOT has been dead set against them as can be seen from there guidelines in “ WISCONSIN BICYCLE FACILITY DESIGN HANDBOOK". I covered there misguided approach here

There may be hope for a better future though. The Bicycle Federation of Wisconsin has recently released a position paper on cycle tracks and buffered bike lanes. 

It’s about time as it’s long overdue for Madison and the state of Wisconsin to take a serious look at what a positive effect protected cycle tracks and buffered bike lanes could have on bike use in  Madison and throughout Wisconsin. All the evidence points to the fact that implementing these facilities would be a sure way of increasing ridership and bike use in our state.

Here is a bit of what the Bicycle Federation of Wisconsin has to say about protected cycle tracks:

Enhanced safety sensitivity: Buffered bicycle lanes and cycle tracks increase bicyclist perception of safety over a standard bicycle lane and provide more room to avoid collisions with parked car doors or other obstacles.
Decrease bicyclist/motorist conflicts: Both facilities better define a space for bicyclists on streets than standard bike lanes. It is clearer where both bicyclists and motorists belong, lessening bicyclist/motor conflicts and interactions.
Increased ridership: Data from New York City and Vancouver, British Columbia, suggests that buffered bike lanes and cycle tracks increase bicycle ridership as much as 30%.
Appealing to more Madisonians: Large numbers of people who are not comfortable bicycling in standard bicycle lanes or in traffic report that they would be comfortable bicycling in buffered bike lanes or cycle tracks.
Appealing to women and children: Evidence from Europe shows that women and children are more likely to bicycle when facilities such as cycle tracks are available.
By adding buffered bike lanes and cycle tracks to the Madison bicycle network, the city can increase overall bicycle ridership, particularly among women, families and those not comfortable riding on existing on-street bicycle facilities.
I couldn’t agree more. Another group that is starting to push for cycle tracks and buffered bike lanes is 20by2020. This is a Madison advocacy group that has a goal of trying to get bike use up to 20% for all commuter trips made in the city of Madison by 2020. No doubt they realize that without some big changes to the bike infrastructure of the city the goal of 20% is unreachable.

We can look at some of the major bungles the city has made recently to illustrate how far we are falling short. Two major road construction projects in the last few years have been East Washington Avenue and Monona Drive. Monona Drive is in the city of Monona but I’m including it here because it is a major arterial street and therefore relevant to this discussion.

East Washington is a major arterial street which underwent significant reconstruction a few years ago. What bike users got was a bike lane on a heavily used major street that is very intimidating for many if not most bike users. After the Yahara River there is no good way to access the area on a bike. The Capital City Trail does intersect it a bit farther up from the Yahara but that can be well out of the way for some cyclist. After that you’re on your own. Biking out to East Town can be a nightmare. This would have been an ideal place to have a protected cycle track running from the Yahara River all the way to East Town, opening up a large part of the city for increased bike use. Instead we got a lousy bike lane on a high volume street that gets little use. You wouldn’t want to see your kid out on this one. I say thanks but no thanks to this one.

More recently, Monona Drive is much the same story. It’s a major arterial that is undergoing reconstruction. This could have been a major route for bike users if done right with a cycle track. Instead we have yet another on street bike lane on a high volume street. This was done despite the fact that it has been repeatedly shown that many, if not most bike users will avoid it. Add to that an ever shrinking sidewalk. The sidewalk was initially going to be 10 feet. Then it shrank to 8 feet, and then it shrunk a bit more and then I lost interest in the whole debacle. A lack of vision for the area by the powers that be is an understatement.

It has been assured that motor vehicles are the only from of transportation the city considers legitimate in these areas.

Madison is still doing some good things. The new bicycle boulevards are a step in the right direction. Overall though there is a decided lack of vision as can be seen in all the major reconstruction projects. There is another major project coming up on Fish Hatchery Road that looks to be headed it the same direction.

Let’s hope with groups like the Bicycle Federation of Wisconsin and 20by2020 now starting to push for advanced bike infrastructure we can begin to move beyond the 5 foot on street bike lane into something much more appealing for far more people than what we have now.

Monday, July 11, 2011

A Ride On The Boulevard

I admit I don’t often ride my bike on the East side of Madison. Except for an occasional run to Willie Street Coop my usual commuter routes simple don’t take me in that direction. What I’ve missed is a new type of bike infrastructure that has shown up as of recent. This is of course the Bicycle boulevard.

This is what Bike Madison has to say about Bicycle boulevards

Bicycle boulevards are low speed, low (motor vehicle) traffic volume, local streets that are designated for use primarily by bicyclists. Motor vehicles are welcome on bicycle boulevards. Special blue street signs and shared lane (sharrow) pavement markings signify that motor vehicles must be attentive to the large numbers of cyclists and lower their speeds. 

They also provide a link to the concept of Sharrows which are integral to Bicycle boulevards

Sharrows are pavement markings installed in travel lanes, reminding motorists that they should expect to see and share the road with bicyclists by slowing down and passing only when safe, giving at least three feet of clearance when passing.
Sharrows can be used on a variety of street types. They may be used on busier streets where we would prefer to have bicycle lanes but do not have the space for these, or they can be used on lower volume streets where we are encouraging bicycle traffic (bicycle boulevards).
In areas with on‐street parking, sharrows help bicyclists position themselves within the lane so as to avoid being hit by a suddenly opened car door. Although it is the motorist’s responsibility to check for bicyclists or other traffic before opening their door, riding too close to parked cars is still a common mistake that can lead to serious injury.
Sharrows are also used to help bicyclists position themselves in a lane near an intersection to avoid turning movement crashes such as the “right hook”.
What do sharrows mean for bicyclists and drivers?
BicyclistsUse the sharrow to guide where you ride within the lane— generally through the center of the sharrow. Remember not to ride too close to parked cars—watch for opening doors. Be aware of your surroundings and follow the rules of the road.
DriversExpect to see bicyclists on the street. Remember to give bicyclists space when passing. At least three feet of clearance is required. Be aware of your surroundings and follow the rules of the road.

Sharrows have been around a while as can be seen by the faded Sharrow markings on both East Wilson and East Mifflin. The designation of a Bicycle boulevard first appeared in 2010 on East Wilson Street. That was a first for the state. This connected parts of the mixed use bike path running parallel to Williamson Street. In 2011 most of East Mifflin Street was also designated a Bike Boulevard. The four blocks remaining that lead into the Capital Square are in the advanced planning stage.

The more recent East Mifflin boulevard is providing a much needed bike corridor to the North side of the city. When it is completed it will run from the Capital all the way to the Yahara River. There are certainly problems if you want to bike farther north, but with this critical link bike users do not have to use the longer route of the mixed used path running along Williamson Street and then turn north along the Yahara mixed use trail. Worse then that is to brave the heavy traffic of the East Johnson/East Gorham corridor, or the heavy traffic of East Washington. All the these streets have bike lanes but because of heavy arterial traffic are unattractive for many bike users, including myself.


Nice wide street on the
East Mifflin Bike Boulevard
Another plan the city has that connects to the East Mifflin boulevard is a cycle track from Pinckney to Fairchild along Mifflin Street. This would run right by the Capital counter flow of traffic and would be a critical link. It would connect the heavily used State and West Mifflin to the East Mifflin Boulevard. As of now bike users have to either bike around the square, or if you want a shortcut ride on the sidewalk. I would have to assume this would be much like the counter-flow cycle track on University Avenue.

It would not be a good idea to get to excited about this part just yet as it's only in the planning stage. This is the definition of planning stage from Bike Madison

PROJECTS IN PLANNING
The project is out in future, most likely without a definite construction year, no construction funds budgeted in current year and no design-level survey completed. We are still looking at the feasibility of the project and possibly seeking federal or other funds.
As nice as it would be there may be a bit of a wait on this.

I took a bike ride on both boulevards recently to get a feel for how it works.

They could use some tweaking, but overall it’s very nice. It is many times better then the adjacent East Washington bike lane or the East Johnson/East Gorham bike lanes. They are also better then even the best on-street bike lanes. The day I tried it out was a Sunday and traffic was very light. Actually I saw one van pulling out from a house and that was it. It was a pleasant trip that would be very attractive to both bike commuters and recreational users. On a Sunday I saw plenty of the latter.


A few to many of these
There are a few to many stop signs on both boulevards and even some uncontrolled intersections on low traffic streets on the East Wilson section. There are no traffic calming measures in place and it could likely use a few. Especially if the stop signs are to be faced the other way to give bikes the right of way. It would be to tempting for motor vehicles to use it as an alternative commuter route without something to slow them down. My suggestion would be to block off a few intersections so it is not a through street for motor vehicles. This could be done with bike users allowed through. There would still be local access but this would essentially guarantee very low motor vehicle traffic. Perhaps even more so then standard traffic calming.

There is one boulevard on the West side on Kendall Ave. I was not as impressed with this one despite the fact that it has some traffic calming. These include three bike friendly speed bumps and a traffic calming island. The problem is Kendall Ave is very narrow in parts. Narrow enough so that with the one side of the street with parked cars it is difficult for two cars to pass each other, much less trying to squeeze bikes into the mix. It was much to busy on the day I took a ride and it doesn’t take much to create congestion. To be fair this may have something to do with construction on Old University one block over which is temporarily one lane. Regardless, this boulevard is ripe for more serious traffic calming to discourage motor vehicles. Eliminating parking where the street is narrow would also be a big help, along with giving bike users the right of way on the all to many stop signs.

Overall bike boulevards are a very necessary addition for the bike users of Madison. It will be very difficult, if not impossible to create a comprehensive bike infrastructure with the use of mixed use paths even though they are by far the most popular type of bike infrastructure in the city. They are also much cheaper. As an example a new bike boulevard in the planning stage is on Ruskin Street starting at Aberg Ave up to Elka Ln and to Windom Way. This would be 14 blocks and cost $17,000. That’s a fraction of what a mixed use path would cost. Admittedly that doesn’t include any traffic calming.

With the seriously misguided refusal of the state of Wisconsin and the city Madison to use cycle tracks but for a last resort in extreme situations, as opposed to the first choice as it should be, boulevards  may be the next best alternative to fill in the bike infrastructure that mixed use paths can’t do. I like to think of them as glorified bike lanes that gets past many of their limitations if done well. It's a realistic way of achieving a high quality infrastructure for cyclist.

This is the underpass of East
Washington Avenue, a major arterial street.
This mixed use path runs along the Yahara
River and connects the East Mifflin
Boulevard with the Mixed Use Path/Bike
Boulevard running parallel Williamson
Street. Very nicely done
As with the mixed use trials I would like to see a lot more Bicycle boulevards in the city. Especially in critical bike corridors that are now ill served. As with cycle tracks, no additional land needs to be purchased so the cost is relatively small. As they become more popular with bike users they can be tweaked at a later date to meet the demands of increased bike use.

Hopefully the powers that be are noticing the increasing demand for better bike infrastructure and are willing to stand up and do something about it.



A good blog article appeared last year in "Over the Bars in Wisconsin" (Formaly "Over the bars in Milwaukee"). This covered the initial East Wilson Boulevard.