Tag Archives: bike path

Danish story, video and comments on the Albertslund-Copenhagen “bicycle superhighway”

A reader pointed me to a news story on the politiken.dk blog about the Copenhagen/Albertslund “bicycle superhighway” which is getting attention and publicity. The reader’s comments on my previous post read:

Yeah, its kind of joke, but to be fair they are not called superhighways in Danish but Super bicycle tracks, and even then most agree that they are not really that super. There is a video of the entire route here if you scroll down a bit:

http://politiken.dk/debat/skrivdebat/ECE1615543/er-koebenhavns-nye-cykelsti-virkeligsuper/

The two next ones which will open are another story though, as they mostly have their own right of way, and use viaducts or bridges to cross streets.

So, better things may be on their way, but…I ran the article through the Google translator, and it appears in the link below in (sort of) English. The page includes the sped-up video of the entire route.

http://translate.google.com/translate?sl=auto&tl=en&js=n&prev=_t&hl=en&ie=UTF-8&layout=2&eotf=1&u=http%3A%2F%2Fpolitiken.dk%2Fdebat%2Fskrivdebat%2FECE1615543%2Fer-koebenhavns-nye-cykelsti-virkelig-super%2F&act=url

Here’s the video — warning, Shell diesel fuel ad at start, and you can only stop the video when you click on it, see the ad again and click on it to open a bigger ad! This workaround was needed to make the video visible on this page.

The one unifying factor of this route is an orange line painted lengthwise to identify it. The first part of the route is relatively tame. Barriers, unprotected intersections and other hazards pile up near the end.

Some representative quotes (I’ve translated from Googlish to English, thanks to an online dictionary and my knowledge of the neighbor language, German.):

From the article:

“I did not expect that I just had to detour on ordinary roads in residential neighborhoods. I did not see much of the green wave that is supposed to be in town. I do not think you can call it a super bike path,” the [politiken dk test rider] concluded.

From comments on the article:

- The section of tunnel under Motorring 3 is dark and miserably lighted. There are many riding schools (which, incidentally, should be forced to close and move out into a rural area!). The tunnel is usually filled with horse s***, and because you can not see in these tunnels due to poor lighting, you can only hope that you do not ride through any of it.

*****

- In the westbound direction, at the pitch-dark tunnels, you have to negotiate two sets of barriers. The point of these, other than to impede traffic, I do not know. But when you have to use all your mental energy to get through these, they constitute more of a hazard than a safety precaution.

*****

I have commuted between Roskilde and the northwest part of Copenhagen 2-3 times a week on a recumbent trike with an electric assist motor for 6 months (http://ing.dk/blogs/pedalbilen). When I used the “super path” the trip was about 3 km and 15 minutes longer. Especially the part of the route in Albertslund is very indirect and inconvenient. There are detours, barriers and ramps in most places, and it will for example not be possible to ride in a velomobile, as far as I can judge. The new route is comfortable and free of exhaust, but as commuter route it gets a failing grade compared with Roskildevej [a parallel, 4-lane divided but not limited-access highway with one-way sidepaths].

*****

- I didn’t see anything which shows that cyclists have priority over the other traffic. Unfortunately, the only thing new that I see is approximately 100 meters of new asphalt in two places near Rødovre, so that it is easy going. There are simply no real improvements for cyclists in relation to other road users! You can still find barriers, sharp turns, bumps and traffic lights. Why is there no new cycle path, e.g. along the western forest road, so you do not have to drive through neighborhoods with pedestrians and children playing? Why are barriers not turned 90 degrees, so users of the route have right of way?

Even if there were brand new asphalt on the entire route it would never merit the title “super”. Only when a route enables more or less continuous travel at high average speed (which motorists know from motorways) does it, in my opinion, deserve the massive marketing it is currently getting.

*****

…Bus passengers cross the bikeway. It seems quite unreasonable that there are no islands at bus stops where passengers have to wait when they get on and off. Thus cyclists must stop, and so, so much for the “super bike path”.

Link to my letter to Senator Scott Brown

My letter to a staffer of Senator Scott Brown about the mandatory sidepath provision in the Federal Tranportation Bill is online. Feel free to re-use it, or parts of it.

Mandatory sidepath laws, state by state

I don’t like mandatory sidepath laws for bicyclists, but I like the one in the Transportation Bill, applying to roads on Federal lands, even less.

(d) BICYCLE SAFETY.—The Secretary of the appropriate Federal land management agency shall prohibit the use of bicycles on each federally owned road that has a speed limit of 30 miles per hour or greater and an adjacent paved path for use by bicycles within 100 yards of the road unless the Secretary determines that the bicycle level of service on that roadway is rated B or higher.

I have had a look at state laws on the Internet.

I’m pleased to report that I couldn’t find the ones which Dan Gutierrez earlier listed on his map for Colorado, Hawaii, North Dakota and Louisiana. Dan has updated his page: these laws appear to have been repealed.

The national trend has been for repeal of these laws. While the states have been repealing them, the Federal Transportation Bill, as of March, 2012, includes a provision which is more draconian than any of the remaining state laws, in that it would ban bicycles on a road even if the path is unusable. It might be called the “you can’t get there from here” law, to quote a New England expression. See my previous post for the details.

States with mandatory sidepath laws are shown in red in Dan Gutierrez's map

States with mandatory sidepath laws are shown in red in Dan Gutierrez's map

Mandatory sidepath laws, as far as I can determine, now are on the books in only 7 states: Alabama, Georgia, Kansas, Nebraska, Oregon, Utah and West Virginia. All except for Oregon require the path to be usable; the Oregon law has been explained to me as not actually having any effect, because government agencies will not take on the legal burden of having to defend paths as being safe.

Some of the laws have additional limitations on where path use can be made mandatory. See comments below. The boldface is mine.

Alabama:

Section 32-5A-263
Riding on roadways and bicycle paths.

(c) Wherever a usable path for bicycles has been provided adjacent to a roadway, bicycle riders shall use such path and shall not use the roadway.

Georgia

Note discretionary application, and design standard and destination accessibility requirement for the paths.

O.C.G.A. 40-6-294 (2010)

40-6-294. Riding on roadways and bicycle paths

(c) Whenever a usable path has been provided adjacent to a roadway and designated for the exclusive use of bicycle riders, then the appropriate governing authority may require that bicycle riders use such path and not use those sections of the roadway so specified by such local governing authority. The governing authority may be petitioned to remove restrictions upon demonstration that the path has become inadequate due to capacity, maintenance, or other causes.

(d) Paths subject to the provisions of subsection (c) of this Code section shall at a minimum be required to meet accepted guidelines, recommendations, and criteria with respect to planning, design, operation, and maintenance as set forth by the American Association of State Highway and Transportation Officials, and such paths shall provide accessibility to destinations equivalent to the use of the roadway.

Kansas

8-1590.
(d) Wherever a usable path for bicycles has been provided adjacent to a roadway, bicycle riders shall use such path and shall not use the roadway.

Nebraska

60-6,317. Bicycles on roadways and bicycle paths; general rules; regulation by local authority.

(3) Except as provided in section 60-6,142, whenever a usable path for bicycles has been provided adjacent to a highway, a person operating a bicycle shall use such path and shall not use such highway.

Oregon

My understanding, based on a sicussion with former Oregon state bicycle coordinator Michael Ronkin, is that this law is never enforced, because state and local authorities will not risk ruling that a path is suitable.

814.420: Failure to use bicycle lane or path; exceptions; penalty.

(1) Except as provided in subsections (2) and (3) of this section, a person commits the offense of failure to use a bicycle lane or path if the person operates a bicycle on any portion of a roadway that is not a bicycle lane or bicycle path when a bicycle lane or bicycle path is adjacent to or near the roadway.

(2) A person is not required to comply with this section unless the state or local authority with jurisdiction over the roadway finds, after public hearing, that the bicycle lane or bicycle path is suitable for safe bicycle use at reasonable rates of speed.

Utah

Note that this applies only where signs have been posted directing bicyclists to use a path.

41-6a-1105. Operation of bicycle or moped on and use of roadway — Duties, prohibitions.

(4) If a usable path for bicycles has been provided adjacent to a roadway, a bicycle rider may be directed by a traffic-control device to use the path and not the roadway.

West Virginia

§17C-11-5. Riding on roadways and bicycle paths.

(c) Whenever a usable path for bicycles has been provided adjacent to a roadway, bicycle riders shall use such path and shall not use the roadway.

Examples of Sidepaths in National Parks

A commenter on the Washcycle blog where I first read of the mandatory sidepath provision in the Transportation Bill had the following to say:

In most parts of the country NPS, BLM and other stewards of Federal land are the furthest things imaginable from builders of bike paths

It only takes a little research to prove that statement incorrect.

Consider the Cape Cod National Seashore.

I happen to have posted an article with photos of the Province Lands paths (near the tip of the Cape), so you can see what kind of path we’re talking about here.

The Nauset path near the south end of the park also parallels a road. These paths in the National Seashore were built long ago to a very low design standard. Roads paralleling these paths now have Share the Road signs, reflecting the reality that many bicyclists prefer to ride on them. The roads also are more direct, and serve some trip generators which the paths do not. With the proposed law, the NPS would have to take these signs down and replace them with bicycle prohibition signs, and the park rangers would have to busy themselves with chasing bicyclists off these roads, reflecting a prohibition which is inconsistent with traffic law elsewhere in Massachusetts.

More examples:

Yosemite National Park

Valley Forge National Historical Park

Chincoteague National Wildlife Refuge

Grand Teton National Park:

And quite a number more, I’m sure. Just search under the activity “Biking” on the page

http://www.nps.gov/findapark/index.htm

Transportation Bill Includes Draconian Mandatory Sidepath Provision

Concerning the transportation bill currently making its way through the U. S. Senate committee process, please see this analysis on the Washcycle blog.

The bill has adverse effects on funding, and also it contains the most draconian mandatory sidepath provision I’ve ever seen. Get-bikes-off-the road provisions like this one were deleted from the laws of most states which had them in the 1970s. This is on Page 226 of the bill:

(d) BICYCLE SAFETY.­The Secretary of the appropriate Federal land management agency shall prohibit the use of bicycles on each federally owned road that has a speed limit of 30 miles per hour or greater and an adjacent paved path for use by bicycles within 100 yards of the road.

The Washcycle comments on this:

Even if the trail is in very bad shape, and the road is perfectly safe, the Secretary will have no leeway to allow cyclists to continue to use the road if a trail is available. This is very bad policy. Among other things it would end biking on portions of the Rock Creek Parkway where the speed limit is 35 mph.

Note that this applies not only to roads in parks but to any Federally-owned road. If there’s a trail within 100 years of a road, then to get to a destination on the other side of the road this law would require you to lug your bicycle through some environmentally-sensitive area in a National Park, or through private property, or swim across a river. If the trail is covered with snow but the road is clear, you would still have to use the trail. The legislation does not even state that the trail has to serve the same destinations as the road, or refer to any standards for design, etc. Excuse me. The conclusion the states reached in the 1970s is based on a simple principle: let bicyclists decide. If the trail is better than the road, they will use it.

Furthermore, the Federal Government does not have jurisdiction over traffic laws. The states do. The predictable outcome is dozens of court battles which will be an embarrassment to the Congress. There also is liability exposure in restricting bicyclists to a substandard path.

I am sending a version of this message to my Senators, John Kerry (D-MA) and Scott Brown (R-MA). Both, by the way, are avid bicyclists.

All I see in the America Bikes document about the bill is about funding. I want confirmation that the lobbyists all of the America Bikes member organizations are working to have this provision deleted. I am a member of three of these organizations: the Association of Bicycle and Pedestrian Professionals, the League of American Bicyclists and the Adventure Cycling Association, and I need to know that they are supporting my interests. And, as a member of the National Committee for Uniform Traffic Control Devices (NCUTCD) task force currently working on revisions to the Uniform Vehicle Code, I am especially concerned about this provision.

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.

On the Dangerous by Design report

I’m commenting briefly on a report about walking conditions in the USA at

http://t4america.org/docs/dbd2011/Dangerous-by-Design-2011.pdf

which has been cited in a New York Times article today.

I regard this report as generally good in its description of walking conditions. It is not intended to be about bicycling,

However, several of the partner organizations listed at its start — among them, America Bikes, the National Complete Streets Coalition, the Rails to Trails Conservancy — concern themselves with bicycling, and bicycling appears here and there in the report as an aside. I’ll make the following points:

  • The report repeatedly refers to “streets designed for traffic, not for pedestrians”. This is a wording problem and a conceptual problem too. Pedestrians are traffic. It would be appropriate to say “streets designed for motor traffic, not for pedestrians”.
  • Page 13 includes the wording “Metros such as Boston, New York and Minneapolis-St. Paul are investing to build a well-developed network of sidewalks and crosswalks and already have many people walking and bicycling.” Pages 7, 29 and 36 all include the wording that “we need to create complete networks of sidewalks, bicycle paths and trails so that residents can travel safely throughout an area.” A complete network for bicycling will be mostly on streets, and partly on trails, but should generally avoid sidewalks.
  • Page 30 gives a before-and-after comparison, describing a street as having “no safe space for bikes” though the street had wide lanes where motorists and bicyclists easily could coexist. Then, narrowing the lanes and adding bike lane stripes is supposed to have created safe space, when it actually removed space and encouraged unsafe maneuvers (motorist turning right from the left of bicyclists, bicyclists overtaking on the right). The street needed repaving, and better sidewalks and crosswalks, to be sure.
  • Bicycling issues are very different from walking issues. An area that is poor for walking due to the lack of sidewalks and crosswalks can be good for bicycling. Confusing the two modes and the ways to accommodate them leads to poor planning and design decisions.
  • I am pleased to see the Boston area, where I live, described as having the very best record of pedestrian safety of any city rated in the report. Strange, isn’t it — the Boston area has repeatedly been derogated as supposedly having the nation’s craziest drivers. Also, Boston has been on Bicycling Magazine’s “10 worst cities” list until recently, when its city government finally got interested in bicycling. Boston is by no means a bad place to ride a bicycle compared with many other American cities, and the city’s efforts may be described as having mixed success, but that’s another story.

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.

Confusion at crosswalks on multi-use paths

The crosswalk on a multi-use path has a mixed identity, unless the crossing is signalized. Motorists must yield to pedestrians in the crosswalk, but on the other hand, a stop sign facing the path normally means that cyclists yield to traffic on the road. It is certainly crucial for cyclists to slow, sometimes even stop, to check for cross traffic, and for motorists to yield to cyclists already in the crosswalk, but, again, the stop sign would normally indicate that the cyclists must yield. Confusion arises when a cyclist stops and intends to yield, then a motorist also stops — “you go first.” “No, you go first.” This causes unnecessary delay for both when the cyclist intended to cross behind the motorist, but now must wait until the motorist stops. Danger arises in addition when a motorist in a more distant lane does not stop. That motorist’s vehicle may be concealed from the cyclist by the one stopped in the closer lane — leading to the classic and ineptly-named “multiple-threat” collision. (Two crossing vehicles are involved, but the one in the nearer lane is stopped and does not pose a threat.) There would potentially be legal confusion as well in case of a collision, as both the motorist and the cyclist might claim that the other should have yielded!

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.