Last week I wrote how the City leaders backed away from the term “bike lanes” when referring to the re-striping of Business 34. Conversations with several City Council members since the publishing of that article have not clarified the position of the City, but rather indicated that there are design complications, perceptions of safety issues and political considerations all preventing clear support and direction in implementing bike lanes on Business 34.
I have yet to meet anyone who is opposed to adding bike lanes around town so I am going to leave the political issues of implementing bike lanes for someone else to address. I would like to address the issues relating to safety perceptions and design complications.
Safety Perceptions
Among the concerns of safety raised around town from both cyclists and motorists, is the perception that bike lanes on Business 34 are unsafe due to high traffic when compared to riding on sidewalks or alternate routes. While it may be true that riding your bike down the old four lane Highway 34 was more risky than taking an alternate route down side streets, it is not true that a re-striped Business 34, with properly designed bike lanes and reduced traffic, is more dangerous than riding down side streets. This is a myth I hope to debunk.
Studies show that clearly marked bike lanes actually promote the awareness of bicycle traffic to motorists, reduce bicycle traffic on sidewalks (sidewalks are statistically less safe for bike travel), and promote the use of the proper rules of the road by bicyclists. [Studies cited here]
Any responsible bike plan for the community of Fairfield Iowa will need to address safety issues by implementing a design that promotes bike awareness on the road and supports a culture of sharing the road with multiple forms of transportation.
Proper signage, clear striping, pathway design considerations, education on the rules of the road with respect to bikes, support from city law enforcement and support from community leaders all contribute to bike safety. Arguing that bike travel is inherently unsafe on major roads in town only contributes to a perception that bikes are a not welcome to share the road with motorists: which in turn reduces awareness of bikes, promotes a culture of bikes as a nuisance and further reduces safety.
It’s not hard to find “official” guidelines on how to implement shared road designs that promote bike safety. From the Iowa Department of Transportation:
Types of Bicycle Improvements/Design Treatments
There are several ways in which roadways can be constructed to enhance bicycle transportation. Adding or improving shoulders can often be a feasible way to accommodate bicycles in rural areas. Bicycle lanes and wide curb lanes are the primary improvements for urban areas, where available road space is a concern. The following design treatments are extensively explained in the AASHTO Guide for the Development of Bicycle Facilities.
- Shoulders: A paved portion of the roadway to the right of the edge stripe. AASHTO recommends paved shoulders specifically for bicycle accommodation improvements in rural areas. Shoulders will be paved in accordance with design standards and paved shoulder studies. Bicycle traffic on a paved shoulder will typically be one-directional with the flow of traffic; therefore both shoulders will be paved when providing accommodation for bicyclists.
- Wide Curb Lanes: An outside travel lane on highway sections with a width of greater than 12 feet (14 feet typically). Used primarily in urban areas, the wide curb lanes can allow road use by both bicyclists and motorists without conflict.
- Bicycle Lane: A portion of the roadway, which has been designated by striping, signing and pavement markings for the preferential or exclusive use of bicyclists. Bicycle lanes should always be one-way facilities carrying traffic in the same direction as adjacent motor vehicle traffic, and they should not be placed between parking spaces and the curb. Bicycle lanes offer a channelizing effect on motor vehicles and bicycles.
Incidental design factors that improve the safety of bicycle travel will be considered on all state highway improvements. These include, but are not limited to:
- Drainage grates and utility covers suitable for bicycle travel
- At-grade railroad crossings that accommodate bicycle movements
Design Complications
- Image by Will Merydith via Flickr
So we as a community have access to bike safety data and design guidelines to promote that safety. What next?
Well I was hoping that it would just be a matter of working with the City to provide support for Bike Lanes and implement a proper design for Business 34. The problem is that since the last City Council meeting (where the bomb was dropped on the people expecting bike lanes), I’ve discovered that there are at least two major problems with implementing a bike plan on Business 34. And I can only assume that this is the cause of perceived hesitation on the part of the City to move forward with a clear plan on bike lanes.
Problem 1: A few City Council members have indicated that there may not be enough room for bike lanes on Business 34. I could not find any guidelines on the required width of bike lanes in Iowa. But I did find detailed guidelines published by the American Association of State Highway and Transportation Officials.
From guide for the development of bicycle facilities, page 23:
The recommended width of a bike lane is 1.5m(5 feet) from the face of a
curb or guardrail to the bike lane stripe. This 1.5-m (5-foot) width should
be sufficient in cases where a 0.3-0.6 m (1-2 foot) wide concrete gutter
pan exists, given that a minimum of 0.9 m (3 feet) of ridable surface is
provided, and the longitudinal joint between the gutter pan and pavement
surface is smooth. The width of the gutter pan should not be
included in the measurement of the ridable or usable surface, with the
possible exception of those communities that use an extra wide,
smoothly paved gutter pan that is 1.2 m (4 feet) wide as a bike lane. If the
joint is not smooth, 1.2m(4 feet) of ridable surface should be provided.
So the question is, do we have room for 5 ft of Bike Lane on each side of Burlington Ave? One City Council member estimates we have 9ft total left over after the three lanes are put in.
Problem 2: Many of the newly installed drains have grates which run parallel to the roadway. I had the misfortune of discovering this on my second day of riding on the newly finished Burlington Ave when my front tire slipped into the channel between two drain slates. My tires are fat enough so that my tire did not push through the gap, but mine did slip enough to briefly (and suddenly) throw me off balance.
- Image by Will Merydith via Flickr
What’s puzzling to me is that all the drain grates I could find on older streets in town are either positioned so that slats run perpendicular or diagonal to the road (both positions are safe for bicycle tires). So why were these installed in a configuration unsafe for bicycles on a road that has plans for bike lanes?
In my opinion either of these may completely (and unfortunately) kill implementing bike lanes on Business 34. So the questions to the City Council are:
- Is there enough room for bike lanes on Business 34?
- Can the drain grates be reinstalled? Was the DoT told of our plans for bike lanes, and if so, wouldn’t they be responsible for following their own guidelines?
- Who is managing the design of Business 34 and specifically the addition of bike lanes? And do they have the assistance/man-power they need?
If you can answer any of these questions or know specifically who can, please comment below. I know there are many people in the community who have spent time and resources improving the options and safety for bicyclists, and there are more volunteers available if that’s what is needed to help get a safe bicycle plan integrated into the Business 34 design.
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Spoke with the "old 34" project manager with the IDOT seven weeks ago regarding the sewer covers. It was a point of negotiation that the city is responsible for the sewers and covers. Talked with Supt. of Public Works, City of Fairfield, Darrel Bisgard (472-4750). His department does plan on replacing the sewer covers with a lid that has a safer design.
If anyone wants to take action to accelerate that changeover, I have attached his phone number: a cooperative and pleasant man to speak with.
Bike Lanes – why vs. how?
My fall-back for instituting change is always "why?" Examining that angle seems to provide ease of implementation. From a economic impact perspective, I prefer the FEDA, City Council and other local movers and shakers attract cyclists to move and live in Fairfield. This poses the question, "who do you want to attract to live and work in your community?" Of the group of 51 cyclists that I bike with a majority are entrepreneurs and small business owners. Financial services, business consultants, painters, photographers, IT programmers, a nurse practitioner and timber frame home builder round out the list of people that I bike with.
Culling data from the following sources; Velonews, Bicycle Business Journal, Bicycle Manufacturers Association of America, Bicycle Market Research, Institute, Bicycle Retailer & Industry News, Cycle Press, JETRO-New York, National Bicycle Dealers Association, National, Sporting Goods Association, Sporting Goods Manufacturers Association, US Dept. of Commerce, I present the demographics for cyclists in the US
• 85% are between the ages of 25-54
• 63% are between 25 and 44
• 55% are male; 45% are female
• 63% are professional managers
• 90% have attended college
• 39% have post-graduate degrees
• 52% rate their brand loyalty as high
• $80,000 Median household income for cyclist
• 50% own a truck and/or SUV
As opposed to the other major three industries in Iowa; Pork, Gambling and Prisons, why not attract a younger, affluent and progressive type of person to live and work here?
My comment comes almost a year after this article was written, but I'd like to shed some light on how well the restructuring of Burlington Ave with bicycle lanes is working. In my opinion it's not working very well at all.
Traffic congestion is much worse now, with traffic often backed up at stoplights for two or three blocks. How is this safe for bicyclists? At least with four lanes traffic was less congested and motor vehicles could give the occasional bicycle plenty of room by moving to the adjacent lane. Now you've got nearly a constant line of traffic right next to the bicycle lane.
Personally, I don't understand why anyone on a bicycle would want to ride down the city's busiest street instead of paralleling one block over where traffic is practically non-existent.
Another problem caused by the implementation of bicycle lanes is that many motorists mistake the bicycle lanes for turning lanes, which makes the situation even more dangerous for everyone using the roadway. I ride a motorcycle and practically every day someone will pull alongside me at a red light, thinking the "right-hand lane" is for turning right.
The restructuring of Burlington Avenue is/was a mistake and has made things worse. I have absolutely nothing against bicyclists. But it sure seems to me that this was done simply because a handful of bicyclists (as opposed to the multitude of motorists) insist on riding down Burlington Avenue when safer and more sensible alternate routes are already available.
As a motorist, I like the new structure, especially the center turning lane. Turning used to back up traffic behind the turner, causing those behind the turner to try to change lanes to get around. Now the turners are taken out of the flow and the main traffic keeps moving smoothly.
I rarely bike anymore, but I commuted by bike when I was in college. There were no bike lanes and I usually rode on busy streets not unlike Burlington. It was sometimes hazardous. But if I didn't like it I could have always taken to the side streets.
My question then was, and is now: Why put bike lanes on the main streets? Why add more complications to the traffic mix instead of putting the well-marked bike lanes on the less congested alternate routes?
How the road performs is more than simply traffic flow, however I understand that driver perception is how it will be judged by most.
The city needs to study the intersections and remove some of the traffic lights, there is no need for number that currently exist. Then the timing would need to be addressed and perhaps then it would seem better to most.
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Well that is excellent news! (the part about covers being replaced).
Bike Lanes:
Technically they aren't bike lanes according to the City Council and Mayor. I supported "bike lanes", and one of things I find frustrating is that since they aren't officially bikes lanes, they're aren't clear rules and signage to inform the public on how they are to be used.
I use them to bike and I find them much safer than the side roads. On the side streets there are potholes, driveways, lots of yields and more erratic driving – all of which are tense for a cyclist.
The "bike lanes" on 34 could be made safer by implementing proper rules and signage, but as they exist now I would say they are safer than alternate routes.
Congestion:
I guess it's all relative. I drive 34 in both the 9am, noon and 5pm "rush hours". The light at Burlington and Main backs up both East and West about a block, but I'm guessing it's adding maybe 15 seconds to the commute, if that. Compared to Des Moines, Iowa City, even Burlington or Ottumwa, the traffic on Burlington runs quick.
Thanks for your response, Will.
The city really needs to get it together and make it clear what the lanes are to be used for. It's actually pretty ridiculous to claim they're NOT bike lanes — what else could they be?
I understand your concerns about side streets. But it seems to me that driveways are basically the equivalent of all the parking lots along Burlington (but with fewer and less frequent vehicles coming out of them). Erratic driving is definitely a problem (for everyone on the road), though I personally prefer an occasional erratic driver to bumper-to-bumper traffic where you have even more vehicles making dumb moves and less reaction time because of the traffic density. I totally agree with you about the inconvenience of frequent stop signs on the side streets. That's why Burlington is the preferred east-west route across town. Removing or changing the locations of at least some of the stop signs could make an alternate, off-Burlington, east-west route more appealing.
Potholes are a huge, largely ignored, problem in Fairfield. Some streets are well-maintained on a regular basis while others have remained almost impassable for years. Before it was resurfaced, the outside lanes of Burlington Avenue were in horrible shape and practically unusable in places.
As for congestion, Fairfield is a much smaller town than even Ottumwa so it stands to reason that our traffic is lighter and our commutes are shorter in comparison. But since the restructuring of Burlington Avenue, traffic flow is worse — not better — than it was before.
I didn't get involved in the debate over the restructuring because I was naive enough to believe what was being quoted from the studies that "proved" a 3-lane configuration would be an improvement over a 4-lane. I was totally OK with adding bike lanes. It all sounded "nice" and "forward-thinking" and I ignored my common sense that questioned how funneling four lanes of traffic down to two could possibly IMPROVE traffic flow and safety. It can't — at least not without also making other changes (redirecting some of the traffic to alternate routes, removing some of the stoplights to eliminate jams, etc.). While I'm sure this has worked well for some places, I suspect that one reason so few municipalities have swtiched back to a four lane configuration is simply a matter of not wanting to spend yet more money to revert things to the way they were after having just spent so much on converting to a three lane.
Because of that, I suspect that we're now "stuck" with a 3-lane Burlington Avenue and will have to make the best of it. Hopefully the city can follow through with the initial idea and make it clear to the public that the "extra lanes" on the edges of Burlington are for bicycles only, as well as taking steps to improve traffic flow for those of us too lazy to ride non-motorized vehicles.
With the old four-lane layout, if there was a stopped/turning or an exceptionally slow vehicle, at least you HAD the option to change lanes and go around. Now all it takes to back up traffic for blocks is that one stopped or slow vehicle.
The center turning lane isn't all wonderful. I've witnessed several near-misses by vehicles coming from opposite directions both wanting to use it simultaneously. And a vehicle waiting to turn right (because of pedestrians, congestion at parking lot entrances, etc.) still stops the flow of traffic.
I'm not saying the current three-lane configuration isn't workable, but it isn't the perfect cure-all that many claim it to be — and it certainly has disadvantages when compared to a four-lane setup.