Tag Archives: bike lane

Boston Globe: Reality Check Time

The caption with the picture below in the Starts and Stops column of the Metro section of the June 17, 2012 Boston Globe reads:

Cyclists stopped for a red light in the “bike box” on Commonwealth Avenue in the Back Bay. They provide the cyclist a safe space to wait ahead of cars at traffic signals.

Photo which appeared in the Boston Globe Metro section, June 9, 2012

Photo which appeared in the Boston Globe Metro section, June 9, 2012

(The Globe story may be behind a paywall, but you can probably access it through a public library’s Web site using your library card number.)

The smiling cyclists show that this is a posed photo; the photographer evidently only thought of the large puddle in the foreground as an artistic touch. How about the car encroaching into the bike box in the background?

Well, yes, OK, waiting in the bike box might be safe — drivers are unlikely to encroach on a cyclist who is already waiting in the bike box. The problem is with getting into the bike box. The Globe columnist, Eric Moskowitz, never considered that bicyclists approaching the bike box on a red light are encouraged to swerve sharply left across multiple lanes of motor vehicles, with no way to know when the light will turn green. A waiting motorist will not see the swerving cyclist if looking to the left for traffic at the wrong moment. A tall vehicle in one lane will conceal the cyclist from a driver waiting in the next lane.

Portland, Oregon has hosted a study of bike boxes, which found that this is actually a rare problem in Portland, because cyclists are smart enough not to swerve into the bike box. Instead, if the light is red, they wait at the right curb, blocking other cyclists behind them. I saw the same thing on Commonwealth Avenue. As I said before, the Globe photo is posed.

But on the green light, there’s another problem. Bike boxes and the bike lanes which lead to them invite cyclists to overtake waiting motor vehicles on the right, risking getting struck by a right-turning vehicle. A bicyclist was right-hooked and killed in Portland, Oregon, on May 16, 2012 but apparently that news didn’t reach the Globe’s columnist, or didn’t make an impression on him. Now a letter from the City of Portland is conceding that car-bike crashes have increased at some of the intersections where bike boxes were installed. So much for the Globe’s assertion of safety.

Conscientious bicycling advocates have been warning about the “right hook” problem for decades, based on the difficulty which motorists have in looking into their right rear blindspot, while also checking the intersection ahead.

Swerving across is illegal too: here’s the Massachusetts law, in Chapter 89, Section 4A. It applies to bicyclists, the same as other drivers. Every state has a similar law.

When any way has been divided into lanes, the driver of a vehicle shall so drive that the vehicle shall be entirely within a single lane, and he shall not move from the lane in which he is driving until he has first ascertained if such movement can be made with safety.

Bicycling advocates, planners and government officials who promote bike boxes have simply chosen to pretend that this traffic law doesn’t exist, or can be ignored. Same for the limits of human abilities.

Now, I wouldn’t be fair in making this criticism if I didn’t suggest alternatives.

The one I favor is for cyclists to merge before reaching the intersection. That can be facilitated by signal timing at the previous intersection to allow cyclists to merge across when motor traffic is stopped, and a clear lane into which to merge.

Other suggestions have been to prohibit right turns, or to install special signals to warn cyclists that the light is about to change. Denver’s retired bicycle coordinator, James Mackay, has described some of the measures used in European cities.

These measures will, however, result in more delay, for both cyclists and motorists.

It may be more practical just to designate another street as the one for through bicycle traffic, My favorite suggestion at this Back Bay location would be Newbury street, configured as a two-way bicycle boulevard with a bridge over the Muddy River to connect it with the Fenway area.

A ride on Comm Ave., Boston, Massachusetts, USA

Comm Ave. Boston: Kenmore Square, Mass Ave. underpass from John Allen on Vimeo.

This is a 4-minute continuous video of a bicycle ride in Boston, eastbound on Commonwealth Avenue through Kenmore Square, to and through the underpass at Massachusetts Avenue. I recommend that you view it on Vimeo site, in full-screen high definition.

Gordon Renkes and I each had a camera, so you can see both a forward and rearward view. We rode safely, and mostly by not using the special bicycle facilities.

Some highlights:

  • The block pavers, bricks and the granite curbstones used as borders for crosswalks made for a very bumpy ride across Kenmore Square and the next intersection.
  • The bike lane for the first block after Kenmore Square was unusable, due to double-parked vehicles. In the next block, it was unsafe, due to the risk of opening car doors and walkouts. One trucker was accomodating enough to park entirely outside the bike lane, inviting bicyclists to run the gauntlet between the truck and parked cars Gridlock Sam-style. We didn’t take the invitation.
  • As we waited for a traffic light, a cyclist raced past us on the right, entering the narrow channel between a row of stopped motor vehicles and one of parked cars. If anyone had walked out, or a car door had opened, the cyclist would likely have had too little time to react, and he would have had no escape route. At least he (and the pedestrian he could have struck) would have been fortunate in that one of the waiting vehicles was an ambulance.
  • There is a bike box along the route, and revealed an issue that I hadn’t noticed before. If the traffic light is red, you’re supposed to filter forward in the bike lane on the right, then swerve across two lanes of traffic to the middle of the 4-lane wide bike box, to be in line with the bike lane which is to the left of 2 lanes — see Google satellite view — note that this is an angle shot from the west. If the light is green, you could merge either before or after the intersection, but there is an advantage in merging before the intersection, as the counterexample of the video shows. You also don’t know when the light is going to change — so in either case, you make a widely divergent choice — merge left, or head for the bike lane at the right — based on insufficient information, and if the light is red, you also could be swerving abruptly across two lanes of traffic just as the light turns green.
  • The buffered bike lane in the underpass makes for an easier ride through the underpass, but where it connects to a narrow left-side bike lane outside the underpass, there is little clearance for motor traffic in the next lane, which is the faster of two travel lanes. There also is a risk of left-hook collisions. I used to ride in the right lane, claiming the lane, and that was simpler and less stressful.

More general comments:

  • The block pavers, bricks and curbstones buried in the street are not bicycle-specific, but certainly not bicycle-friendly. I predict that they will be paved over within a few years as they deteriorate.
  • The attempt to engineer a “bicycle friendly” or “low-stress” solution on busy, crowded Commonwealth Avenue is like ornamenting a pig with lipstick, costume jewelry and a party dress. The bicycle-specific measures, except the bike lane in the underpass, fly in the face of the way traffic works, and the way it uses this street. Experienced, competent cyclists like Gordon and me know how to avoid the hazards, but they worsen our experience anyway — it is in Kenmore Square (during another ride) that I first heard the call “get in the bike lane” in Boston. Less knowledgeable bicyclists garner a false sense of security, following the painted lines, and expose themselves unnecessarily to risk.
  • Meanwhile, other, better solutions beckon. I have long advocated that Boston designate and improve alternative routes on lightly-traveled streets for through bicycle travel. That would be especially easy in Back Bay, with its grid layout. My candidate for an alternative to Commonwealth Avenue would be Newbury Street, the next one to the south, a shopping street which could make a very nice bicycle boulevard, and which, with a little bridge across the Muddy River, would also connect under the Bowker Overpass into the Fenway area. A worse solution also has been proposed: the City is considering a so-called “cycle track” — a bikeway behind a row of parked cars — on the next Street after Newbury Street, Boylston Street. More about these topics later…

Bikes, Cars, Light Rail, E. Jefferson St., Phoenix, Arizona

Build it and they will…wait. Well, at least they’re supposed to wait.

If you click on the title in the image or caption, you can view this at a higher resolution.

Bikes, Cars, Light Rail, E. Jefferson St., Phoenix, Arizona from John Allen on Vimeo.

An intersection with light rail, motor vehicles and bike lanes requires bicyclists to cross from one side to the other of a multi-lane street, resulting in delays of 2 to 3 minutes. Alternative solutions are described.

The Six-Way in Rush Hour

Here’s another video showing conditions at the six-way intersection of 16th Street, U Street and New Hampshire Avenue NW in Washington, DC, where special bicycle facilities have been installed.

Also please see my earlier post about this intersection, with another embedded video.

Scaling up and scaling down

New York bicycling advocate Steve Faust has stated that some ways of accommodating bicycling do not “scale up” — that is, they work with small numbers of cyclists, but less well with larger numbers.

His central complaint is that use of roadways with no special bicycle facilities, according to the conventional rules of the road, does not scale up well.

I might put that a bit differently. After all, more cyclists need more room. Mass rides such as New York’s own 5-Borough Tour avoid special bicycle facilities and occupy the entire width of Manhattan’s multi-lane avenues. Motor vehicles are excluded while these rides pass through. Interaction within the group of many thousands of cyclists is for the most part according to the conventional rules of the road, and falls short only in that many of the participants are inexperienced.

On roadways carrying both cyclists and motorists, cyclists inconvenience motorists when the motor traffic could go faster — that is, when there are many cyclists and few enough motorists that they could travel unimpeded, if not for the cyclists. Motorists inconvenience cyclists when motor traffic is congested, and stopped or traveling slower than cyclists might want to go. Level of service always declines as a road becomes more congested, and it declines faster when vehicles have differing speed capabilities.

On the other hand, there also are situations in which operation as intended does not scale down to smaller numbers.

Motorists are more likely, for example, to yield to a crowd of pedestrians than to a single pedestrian.

Another example is the leading pedestrian interval: the walk signal goes on a couple of seconds before motorists get the green light. The leading pedestrian interval is intended to get pedestrians moving out into the intersection before motor traffic can begin to turn across a crosswalk, encouraging motorists to yield to the pedestrians. The same approach is used sometimes on bicycle facilities, for example on the Boulevard de Maisonneuve bicycle sidepath in Montréal, Québec, Canada. But a leading interval only works if there is someone waiting to cross when the signal changes. With smaller numbers, so the first pedestrian or bicyclist reaches the crossing after the motorists get their green light, the leading interval’s only achievement is slightly to reduce the capacity of the intersection.

The same issue can occur with any “conflict zone” with poor visibility as users approach, including the “bike box” or bicycle waiting area ahead of the stop line for motorists at an intersection. Once one cyclist is in a “bike box”, a motorist is unlikely to move forward, because that would require running over the cyclist. Therefore, the bike box is then safe for the entry of other cyclists, at least into the same lane in which the first cyclist is waiting.

The”bike box” works as intended when there are large numbers of cyclists so the first one arrives well before the traffic signal turns green.

If there are few cyclists, so the first one is likely to arrive just as the traffic signal turns green, then there is the potential for a right-hook collision, or a motorist’s colliding with a cyclist swerving into the bike box.

Safety requires that there be enough cyclists that early-arriving ones block the way of motorists, or at least alert the motorists that others may arrive. This safety factor does not scale down to small numbers.

Research in Portland, Oregon shows that only 5% of bicyclists swerve into the bike box when they are first to arrive; about 35% if they arrive later. The reluctance of the first-arriving cyclist reflects risk avoidance to some extent, due to not knowing when the traffic signal will change, but also that the swerve lengthens the cyclist’s trip — none of the Portland bike boxes are designated for left turns. The later-arriving cyclists are to some degree protected by the arrival of the first one, but also they either have to wait behind or move over to the left of that cyclist, into the bike box.

“Safety in numbers” claims become rather interesting when such issues are considered.

The design challenge is to achieve efficiency and safety of all travelers, regardless of whether numbers are large or small.

Barrier features

The same barrier can have more than one of the characteristics listed below, and they may be different for different types of vehicles.

  • Containment: The barrier prevents a vehicle from, for example, going over a cliff, or straying into oncoming traffic. Examples: curbs, guardrails, Jersey barriers.
  • Deflection: The barrier guides a vehicle that has gone off course back into the intended direction of travel. Examples: Jersey barriers, guardrails.
  • Threat: The barrier is hazardous in itself, so drivers shy away from it. Example: boulders, rigid bollards.
  • Sham: The barrier appears to pose a threat of damage to a vehicle but in fact is designed to minimize or avoid damage. Example: flex posts.
  • Stop: The barrier is intended to stop a vehicle approaching it.
  • Energy-absorbing: The barrier is designed to lengthen the time and so decrease the severity of an impact — same idea as with air bags or helmets. Examples. crash cushions, deformable barrier walls.
  • Warning: The barrier generates an audible or visual warning. Examples: rumble strips, proximity alarms.
  • Virtual: The barrier is established using signs, signals or markings and the laws which pertain to them.

A barrier may be benign for dual-track motor vehicles, yet  overturn single-track vehicles. These can topple over a low guardrail or Jersey barrier. A sham barrier for dual-track vehicles such as a flex post can tangle with the pedal or leg of a bicyclist, becoming a threat barrier. Reflectorized pavement markers, which are little more than a virtual barrier for dual-track vehicles, can throw a bicyclist –see this video example.

These considerations are lost in the design of many bicycle facilities. Barriers that are hazardous to bicyclists are being used because they are normal traffic-engineering practice, sometimes only due to lack of knowledge but sometimes enforced through design standards.

On the other hand, a high railing with a handlebar rub strip can serve as an effective and safe deflection barrier for bicyclists, even though it may be too weak to contain a heavier dual-track vehicle.

In Orlando, Florida recently, I saw two other examples of misuse of barriers:

  • Flex posts used ahead of and behind a parallel parking space which had been reconfigured as a bicycle parking station. Motorists parking in the next spaces would expect a light, stopping impact if they moved too far forward or back at very low speed. The colloquial expression is “kissing bumpers.”  Lacking this warning, a motorist already had backed up into the flex posts and damaged one of the bike racks. Here, rigid bollards or a guardrail would be appropriate.
  • Raised reflectorized pavement markers are being used on bike lane lines, neglecting the fact that bicyclists must enter and leave the bike lane, and often do best to ride along its edge. Nationally recognized guidelines specifically prohibit the use of raised markers here, for that reason.

The most common misused barrier for bicyclists is probably the low railing, which will topple a bicycle over. That is seen in many different varieties, ranging from the conventional Jersey barrier or guardrail to low wooden curbs lining boardwalks, to hand-height railings alongside paths.

Electric bicycle legal hodgepdge

A task force under the auspices of the National Committee on Uniform Traffic Control Devices (NCUTCD) is currently reviewing parts of the Uniform Vehicle Code (UVC), the national model traffic law in the USA. The NCUTCD has taken on this task because the National Committee for Uniform Traffic Laws and Ordinances (NCUTLO), which maintained the Uniform Vehicle Code, unfortunately ceased operations about 10 years ago.

I am the bicyclist representative on the NCUTCD task force. Electrically-assisted bicycles are one of the hot-button issues I will have to address.

Due to the novelty of electrically-assisted bicycles, the lack of guidance in the UVC and the lack of a user constituency — bicycling advocacy organizations having largely ignored or disparaged this increasing trend — electrically-assisted bicycles are not being addressed in a consistent or logical way under the law. In some places, electrically-assisted bicycles fall under laws that apply to gasoline-powered motorized bicycles; in others, not. We are seeing a tug of war between manufacturers’ self-interest and well-intentioned but poorly-thought-out restrictions imposed by legislators concerned about safety — as with Segways, but a bigger problem than with Segways, which have never been very common.

In my opinion, vehicles defined as electrically-assisted bicycles should be permitted wherever bicycles are permitted, but should not be capable of more than 20 mph under motor power. They shouldn’t be hard-limited to that speed, because higher speed is often possible downhill — for bicycles without electrical assist too — and is advantageous to the rider, and because speed limits are reasonably imposed locally based on conditions rather than globally based on vehicle type. These opinions are consistent with the product definition and regulation promulgated by the U.S. Consumer Product Safety Commission.

The situation with state laws is more confused. I live in Massachusetts, so let’s take the Massachusetts laws as an example. They are a mess:

Definitions:

Link to Massachusetts General Laws, Chapter 90, Section1: Definitions

The definition for “motorized scooter” in Massachusetts law includes gasoline OR electrically-powered ones, stand-up or sit-down, including those also propelled by human power. An electrically-assisted bicycle, then, is identified as a “motorized scooter”. The definition for “motorized bicycle”, on the other hand, applies only to those with a gasoline motor. The definitions overlap awkwardly.

Motorized-bicycle driving rules:

Link to Massachusetts General Laws, Chapter 90, Section1b: Motorized-bicycle driving rules

These rules apply only with a gasoline motor: 25 mph max speed, 16 year minimum age, driver’s license required (obsolete — now this is the minimum age for a learner’s permit) , carte blanche to overtake on the right, somehow requiring drivers turning and crossing from the left to have X-ray vision to see through other motor vehicles, same as in Massachusetts’s rather unique bicycle laws (!!!!)  Motorized bicycles are permitted in bike lanes, but prohibited on paths: that is sensible because of the noise, pollution and typically higher speed than with bicycles. A helmet is required.

Motorized-scooter driving rules:

Link to Massachusetts General Laws, Chapter 90, Section1e: Motorized-scooter driving rules

Maximum speed 20 mph (regardless of power source –gasoline, electric, human). This law requires “keeping to the right side of the road” — which unreasonably, means not going left of center of the road or crossing a marked centerline to overtake, but can easily be misinterpreted as requiring overtaking on the right. There is no mention of use on paths or bike lanes, despite noise and pollution of gasoline-powered motorized scooters which makes them inappropriate on paths, where electrically-powered ones are more acceptable. A license or learner’s permit is required, as for motorized bicycles, but there is no mention of age; a learner’s permit can be obtained at 16 years of age. There is a totally unreasonable prohibition on use at night. A helmet is required.

The motorized scooter law was passed in a rushed, knee-jerk reaction to the fad of “mini-motorcycles” a couple of years ago.

Summary

Placing electrically-assisted bicycles in the same category with gasoline-powered mini-motorcycles and standup scooters doesn’t make much sense from the point of view of where their use would be appropriate. Prohibiting the use of electrically-assisted bicycles at night writes them off as useful transportation.

We need to do better than this. I hope and expect that the Uniform Vehicle code revision will come up with sensible laws to cover this increasingly popular vehicle type, and that Massachusetts will revise its law.

Also please see my post on this blog about electrically-assisted bicycle types and trends.

Manufacturing traffic jams on Grand Street, Manhattan

Someone has watched my video of Grand Street, in Manhattan, and commented:

John, I watched the Grand Street video (which was kind of fun) but I couldn’t help but notice you are passing a lot of cars, which makes your average speed seem reasonable for the environment.

That average speed, including waits for traffic lights, was 5.5 miles per hour, half my usual. Yes, I do wait for the lights, though many New York bicyclists aren’t so patient.

Please have a look at the video so you can evaluate the rest of this post. Note especially the bus stopped in the street near the start of the video, because that will play in my comments.

Why were my riding companion John Schubert and I passing a lot of cars — and not only parked cars? The others were stopped cars. Even at 5.5 mph, you can pass stopped cars.

Grand Street is one block north of a major arterial, Canal Street, and carries overflow traffic arriving from New Jersey via the Holland Tunnel. In case you want more detail, I’ve posted photo gallery with maps online. I thank John Ciccarelli, John Schubert and Steve Faust, my companions in exploring Grand Street, for the commentary and photos which they contributed.

Here’s one photo, as an example — and you may click on it to see it in the photo gallery. That’s Steve Faust, in the yellow parka.

Trucks blocking the Grand Street bikeway

Trucks blocking the Grand Street bikeway

Grand Street passes through Manhattan’s Chinatown — accounting for the street vendors standing and walking in the bikeway near the end of the video. Grand Street also is where the infamous Chinatown intercity buses pick up and discharge passengers, to avoid paying to use the Port Authority terminal uptown.

Grand Street now has only one travel lane. A second lane was removed to create the bikeway. Whenever a bus stops — or any other vehicle stops in the travel lane — all other traffic stops and waits behind it. Traffic backs up for several blocks.

The bus drivers park the buses diagonally to prevent motorists from sneaking past and colliding with bus passengers, though this does not prevent bicyclists from sneaking past and colliding with bus passengers. You can see one of the buses parked diagonally near the start of my video.

The traffic backups, then, illustrate the law of unintended consequences. The backups result from the redesign that created the bikeway. Possibly, the designers thought that they would calm traffic by reducing Grand Street from two travel lanes to one, in the hope that the traffic from New Jersey would go elsewhere. It didn’t work. To calm traffic, you have to reduce the actual traffic, rather than to try to cram the same traffic onto a street which can’t accommodate it. Instead of calming traffic, the designers created traffic jams, increasing fuel consumption and air pollution.

My observation about traffic flow before the redesign is confirmed by an early, prototypical pre-Streetfilms video. The video stars Mark Gorton, the money man behind Streetfilms, and shows conditions on Grand Street before the redesign. Motor traffic flowed smoothly. Gorton shows vehicles stopped to load and unload, but they don’t block the street, with a second lane available for overtaking.

Gorton’s main concern is with width of the sidewalks, a valid concern in my opinion, though the sidewalks are in fact only narrow in some blocks, and Gorton takes his advocacy to the opposite extreme. He shows a Photoshopped example of how we need to “return control of the street to the communities that live here and the people that live here” by converting part of the roadway into an open-air restaurant — placing restaurant patrons elbow-to-rear-view mirror with moving motor vehicles, where the diners can enjoy a fine mix of food aromas and exhaust stench. This treatment reflects the influence of the “shared space” designs of British architect Benjamin Hamilton-Baillie. These treatments turn the entire street into pedestrian space, and tame motorists, because they can now safely travel only at pedestrian speed without killing pedestrians.

Tellingly, Mr. Gorton never mentions bicycling. Evidently, he had not yet discovered it.

“Return to the people” is code language for “take away space from motorized uses.” That is, to take control away from people who use motor vehicles and give it to “the people,” who all agree perfectly with the point of view expressed in the video. If that sounds vaguely Leninist to you, well, yes, I think so too. Ah, New York, where a wealthy hedge fund manager sounds off with Leninist rhetoric!

Real-world, American-style political pressures came to bear, and we now see the outcome. It’s rather clear that the community, some community — some people — residents, or business people, probably both, and for better or worse — wanted parking for motor vehicles, because there’s still nearly as much as before. On the other hand, Grand Street now has restricted loading zones — and not enough to meet demand. The business community either didn’t understand what would happen, or had too little political clout to demand more space.

Part of the street’s width was, however, “returned to the people” as a bikeway which is, in reality, a sidewalk extension, an outcome so predictable that I would have to laugh if the street hadn’t become such a traffic tangle, and if I weren’t required by law to ride on that sidewalk extension.

Bicyclists didn’t come out very well in this political exercise, and neither did motorists. Pedestrians came out best. They got their wider sidewalk, even if it is supposed to be a bikeway.

OK, now I’ve complained, so it’s my duty to offer a positive alternative.

Are you expecting a screed now on the joys of bicycling in Manhattan traffic on streets without any special treatment for bicyclists? Sorry to disappoint you, I’m not going to claim that Grand Street was a great street to ride on before the bikeway was constructed.

In my opinion, the Grand Street design is not thoroughgoing enough — not radical enough in one sense and not conservative enough in another. To make the street safe and attractive to bicyclists, including younger and less skillful ones, it would be necessary to displace through motor traffic to another street, and to get bicyclists out of the pedestrian zone. A way to accomplish that would be to traffic-calm Grand Street (or maybe another nearby parallel street) using barriers and diverters, more or less like the ones in Berkeley, California — so the street carries only light, local traffic.

In other words, transform the street into a neighborhood street, whose main purpose is local transportation at neighborhood-friendly speeds, like the bicycle boulevards in Berkeley — not a segregated mess, and not a pedestrian playground like upper Broadway in Manhattan. Many crosstown streets in Manhattan look promising for the treatment I propose, and are quite easy to ride now, even without intentional traffic calming.

If the volume of motor traffic were much lower, we might also consider widening the sidewalks where needed.

You may notice my heresy, from the point of view of segregationist bicycling advocates: some motor traffic must remain, as on the Berkeley streets, so the entire street doesn’t become a shared-space ped zone where pedestrians walk with abandon, and bicyclists have to play dodg’em.

John Schubert and I shot another video on Grand Street the same day. At the end of the video, you may view how motorists harassed us on a section without the bikeway, but while on the part with the bikeway, we waited over a minute for a Chinatown bus to unload, had to ride very slowly at one point behind a man with a food vending cart, and had to ride in the travel lane for several blocks where the bikeway was obstructed.

You might also have a look at this video by a unicyclist. It’s a bit shaky, but he comes to the same conclusions I do.

Seville: bikeway color choice by popular poll

Please excuse the Spanish in the illustration below — though really, the content is self-evident. English resumes after the illustration.

City of Seville, Spain poll for citizens to choose bikeway color

City of Seville, Spain poll for citizens to choose bikeway color

This post is a follow-up to the earlier one, “what color is your bike lane?”, which made the points, among others, that different pavement colors have specific, defined meanings, and some colors show up better than others under streetlights. These technical issues might not come to mind for José Average Citizen.

How did the city government of Seville, Spain address these issues? With the public polling form shown above.

A local cycling advocate has described the process on a Web page. A translation of the first lines reads:

The Seville authorities, who are going to spend 156 million Euros increasing danger for cyclists with a network of 77 km of segregated bikeways, most of them bidirectional — (Yes, bidirectional like these) has conducted a poll so that Sevillans can choose the color.

Very modern, participatory and democratic, yes sir!

The text continues:

Well, the first thing that is clear is that there is no way to select “none”. They’re going to screw you one way or the other, cyclist, whether you like it or not, with one or another color. So, choose, kid!

The page includes a parody catalog of colors — Brussels model: lilac, to attract women to cycling; Amsterdam model: phosphorescent green, promoting environmental consciousness; Copenhagen model: blood red, to reduce the visual impact of crashes, etc. Here’s the London model (click on it to enlarge it).

Translation: "London Model: disco laser blue. Excellent to provide good nighttime visibility. Will attract the younger set, danceaholics and night-owls to the bikeways. Use your bicycle 24 hours per day!"

Translation: London Model: disco laser blue. Excellent to provide good nighttime visibility. Will attract the younger set, danceaholics and night-owls to the bikeways. Use your bicycle 24 hours per day!

In fairness, the colors shown are not necessarily the ones used in those cities — the red for Denmark and laser-blue for England are reversed and a couple of the other colors are, well, imaginative — but, on the other hand, the quote from a safety study cited along with each proposed color is genuine.

Here’s a link to the cycling advocate’s page:

http://bicilibre.livejournal.com/2006/09/17/

What did Seville get as a result of its advanced bicycle program? Among other things, it got to be the site of the 2011 Velo-City conference, where Euro bicycle program planners meet, greet and trade ideas. More about Seville will follow — stay tuned.

Report from Seville

A Spanish advocate of integrated cycling about conditions in Seville:

Disastrous: officially (according to the Seville City Council), some 120 km of segregated cycle lanes (most of them bidirectional) have been built at an official cost of 30 million Euros. (I say “officially” and “official” because I wouldn’t trust the Seville City Council to tell me the time of the day); there is also a bit of gossiping around (plausible enough, although there is no way to verify it) saying that a sizable part of that sum has been put not into the actual building of the structures, but into the political and social marketing campaign to sell the “Seville model of bicycle promotion”; one of the most visible elements of this marketing campaign has been this year’s Velo-City conference, held recently in Seville (http://www.velo-city2011.com/), conveniently, just a few weeks before the upcoming local elections.

The mantra of the Seville City Council’s campaign is something to the effect that “the cycling mode share in Seville has risen from 0.2% to 7% as a result of our commitment to segregated structures”. The numbers used change from time to time (essentially, they say different things to different publics at different moments: a couple years ago it got as high as 8%; now the most-repeated mark is 6.6%), with another often repeated line being that “Cycling in Seville has increased ten-fold in five years (as a result of our commitment blah blah blah…)”.

If you read Spanish, you can read an analysis debunking some aspects of the Seville City Council’s bull**** in this blog post by a member of the growing community of Spanish vehicular (or integrated, as we often like to call ourselves) cyclists:
http://bicicletasciudadesviajes.blogspot.com/2011/02/cambio-modal-realidad-o-ficcion.html [Translation of blog name is "urban bicycle trips" and of the title of the post is "mode shift, reality or fiction"]

I commented on this issue in this comments thread in an English-language blog you may know, when the blog’s author repeated a bit mindlessly the official crap:

http://quickrelease.tv/?p=1476#disqus_thread

The outcome is thoroughly disastrous at several levels: not only are the segregated structures senseless and completely substandard (I am using “substandard” in the British sense here, not implying that I accept any standard at all); the city is a showcase of lost opportunities to improve real cycling conditions placed right next to the segregated crap; the local dominant cycling culture has become one of passive-aggressive cyclestrians riding on sidewalks even in trivial streets; the social status of the cyclists AND PEDESTRIANS has deteriorated (the level of conflict between pedestrians and cyclists is appalling; you can feel the increased hostility of car drivers if you ride on the roadway in a street with a cycle lane, although I have to admit, much less so than I expected); the number of cars has not decreased at all; Seville is indeed becoming an example for other clueless cities to imitate; the segregated chaos is prompting a host of Kafkaeske local ordinances to regulate the behavior of the cyclestrians… but on the other hand, the number of cyclists who don’t buy into the crap any longer is growing (http://ciudadciclista.org), and even the fact that Seville has been so extreme and reckless in following the segregationist madness is in some ways acting to our advantage: Seville has wanted to become an amazing example: some of our efforts are now directed at turning it into a horrible warning.

I also asked about crash statistics:

Regarding your question about crash stats: the situation in Seville is that of a complete information blackout. As far as I know, there is just no data publicly available. Just to give you an idea of how things are around here: over one year ago there was an article in the local press stating that “according to the conclusions of a study soon to be made public, the cycle lanes are safe for cyclists”. As you can guess, no study has been published since. Fun, uh?

The article, and the parody of it I wrote are here:

http://www.diariodesevilla.es/article/sevilla/595289/los/accidentes/mortales/ciclistas/crecen/carretera.html

http://bicilibre.wordpress.com/2010/01/01/accidentes-mortales-de-ciclistas-sevilla/

The contrast with Barcelona (one of the other, if less maddened, bikelaneist black holes in Spain) is stark: In Barcelona, a report is published yearly, and the news was for two years straight that the bicycle accidents were rising significantly, although it appears that they are lately down again (haven’t paid much attention to the issue).

http://www.adn.es/local/barcelona/20080110/NWS-1167-aumentaron-accidentes-bicicleta-barcelona.html [NWS-1167 -- increas in bicycle crashes in Barcelona]
http://www.lavanguardia.es/vida/20090430/53693094057/los-accidentes-de-bici-son-los-unicos-que-aumentan-en-barcelona-en-2008.html [Bicycle crashes are the only kind that increase in numbers in Barcelona in 2008]

http://www.lavanguardia.es/ciudadanos/noticias/20090116/53619840434/los-ciclistas-sufrieron-492-accidentes-en-barcelona-en-2008-un-113-mas.html

http://www.elpais.com/articulo/espana/Bajan/accidentes/bicicleta/Barcelona/elpepuesp/20110112elpepunac_13/Tes

http://www.elperiodico.com/es/noticias/agenda/20110112/bajan-los-accidentes-bicicleta-mantiene-mortalidad-motoristas-barcelona/661506.shtml