Bicycle Lanes

While Dallas rates, again, its well-deserved award as the worst city in the nation for bicycling, my suburb of Richardson was awarded the most bike friendly neighborhood. The best of the worst… so to speak.

One piece of cycling infrastructure that Richardson has embraced is the idea of separate, striped, bicycle lanes on their broad residential avenues. The square mile neighborhood I live in, Duck Creek, is bisected north and south, plus east and west, at the half mile marks by two of these avenues – Apollo, going east and west, and Yale, north and south.

In the last year or so, both have had a bike lane striped off going each way. These are marked off on the right hand side and are shared with bikes and parked cars. The square mile is also sliced on the diagonal with the Duck Creek Linear Park and its trail, plus the Owens Trail branching off to the north under the power lines, Glenville Trail heading west through the trails snaking around Huffines Park – my neighborhood is not lacking for bicycle infrastructure (love the Googlemap green lines for bicycle routes – though they don’t have the one’s on my streets).

The city is expanding this program, and another road near me, Grove, has had the same treatment for at least two miles of its transit through the city.

These improvements have been very popular. Not so much for the bicycle infrastructure they provide – but for their “calming” effect on traffic. These roads were wide enough to allow passing before – which only encouraged excessive speed, and a lot of folks were confused over which lane to drive in. Now the roads are narrowed to a reasonable width and seem to be the better for it.

Recently the city improved the bike lanes in my neighborhood by adding a narrow “buffer zone” that restricts traffic a tad more and gives a bit of confidence to the bike riders.

Bike lane on Yale, near my house.

I’ve been experimenting with these lanes a bit over the last few weeks and have come up with a few opinions and observations.

The lanes themselves are great. Sometimes, sharing the lane with parked cars can be a problem – wide vehicles like lawn-mowing company trailers can force you too far to the left, and there’s always the fear of someone opening a car door in front of you. The drivers do respect the lanes, though. The lanes would be tough for a high speed rider on a hot road bike – but a slow tourist or commuter has no problem in the middle of the blocks.

One problem is the intersections. Left hand turns are harrowing on a bicycle – there isn’t enough sidewalk or shoulder to do the stop, turn, and cross. The cars use the bike lanes for right turns. Look at this picture.

Bike lane merging with right turn lane at Beltline road.

This is a very busy crossing and the cars are going by fast in all directions. There is simply not enough space to navigate a bike through there. If you ride a bike very much in traffic you will learn that bicycles are often invisible to turning cars – I am more afraid of cars making turns than I am of speeding motorists.

Another observation is a more generic one. Planners tend to look at long stretches of road. If they can open up a long stretch, they view that as a victory.

When you are planning a route for your own personal use you tend to think about choke points. These are locations or short stretches of road that cannot be easily or safety crossed on a bicycle. Your route will be developed not to take advantage of long stretches of good road as much as it is chosen to avoid these choke points.

Some of the most notorious sets of these are the railroad crossings. Look at this one on Arapaho – a very busy major thoroughfare.

Rail crossing on Arapaho road.

There are three lanes of traffic both ways going through that little space – going fast, up to fifty miles per hour or more (don’t lecture me on speed limits… this is Texas). There is no sidewalk, no shoulder, no other way to cross. That hump has a set of rough wheel-swallowing steel rails sitting there on top of it. You hit that wrong on a bike and you are going down. There is no other crossing to the south for a mile. It’s two miles south to a safe crossing.

The Grove road bike lane is right behind me… as is the Arapaho DART station. If I want to ride my bike to the library; I have to go through there. If there is any traffic at all I have no alternative than to stop, get off my bike, and carry it over the tracks.

Which isn’t the worst thing in the world… but I wish someone would work on these choke points.

3 responses to “Bicycle Lanes

  1. I’m one who believes bicycles and cars don’t mix. During my stint in the ER, not a week went by in the small NW Ohio town that we didn’t get an accident victim in. Maybe ‘victim’ is the wrong word since so most cases were due to the cyclist crossing intersections against a red light. The rest were mainly flattened by inattentive automobile drivers turning the corner where the bike path and auto lane merged.
    Years ago, attended a community open air meeting where I did my ER, I asked the local politician why they had decided to add bicycle lands to the streets rather than converting the sidewalks to be bicycle/pedestrian friendly. I showed that by our neighboring towns ER stats, the ones that had added bicycle lanes to the streets, the car/bicycle accident rate went through the roof soon after implementing them. The answer was, “The State is making us do it and I think that it was tied to a Federal road grant. We had no choice, no matter how many accidents have occurred elsewhere. The original idea was to protect pedestrians from being hit by young children on bicycles”
    So in turn, those same children are now being flattened by a 2 ton vehicle at 25 miles an hour. Somehow, as a pedestrian, I think I’d rather be hit by a 200 pound bicycle and rider. If roads aren’t safe for motor cycles, what brainchild ever conceived it was safe for young bicyclist? I don’t even ride a horse down the street let alone my bike.

  2. I live in a community where some people want bike lanes, some people want bike trails, some people want sharrows. Ok, maybe every community has a variety of opinions. I opt for sharrows. I think they are more educationally sound. They alert motorists to the possibility of sharing the road. They also directs everyone’s attention to the fact that they are not the most important vehicle on the road. Another reason I don’t support bike lanes are for the reasons you list – right and left turns become more dangerous. Just my opinion. However, we don’t have the wide open roads you picture here. In a more sweeping landscape bike lanes may make lots of sense.

    Nonetheless, I enjoyed reading your post. Thanks! Cheers, Meg

  3. We have lots of bike-lanes in Edinburgh and, as a learner driver, my instructor is always making me aware of them and I think drivers generally respect them. Personally, I have enormous admiration for cyclists, provided they wear a helmet and safety clothes in the dark, its a brave feat to cycle on such busy roads. We also have large red boxes before an intersection or at pedestrian crossings, where cyclists can stop in front of the cars, therefore they can quickly get away before the cars start. I think this system works well!

Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out /  Change )

Google photo

You are commenting using your Google account. Log Out /  Change )

Twitter picture

You are commenting using your Twitter account. Log Out /  Change )

Facebook photo

You are commenting using your Facebook account. Log Out /  Change )

Connecting to %s

This site uses Akismet to reduce spam. Learn how your comment data is processed.