A Baltimore Bike Lane That "Caused Problems"

A researcher cuts off a gazelle's leg.  The gazelle can't run.  The researcher then summarizes his findings: "Gazelles can't run."

I don't remember where I read or heard that story. Whether or not it's true, it's a pretty good metaphor for the way policy-makers make decisions about bicycle infrastructure.

To such policy-makers, bicycle infrastructure can be defined in two words:  bike lanes.  And, to them, a bike line is anything so marked in paint on the side of a road.

As often as not, one of the following happens:

• A cyclist is hit by a motor vehicle that pulls in or out of the bike lane.  The policy-makers conclude, correctly, that the bike lane isn't safe, but makes the faulty inference that all bike lanes are unsafe.
• Altercations between motorists and cyclists ensue.  This leads policy-makers to conclude that bike lanes are inherently a bad idea.
• Cyclists don't use the lane because it's inherently unsafe or poorly maintained.

Any of these scenarios can, and often does, lead to the decision to get rid of the bike lane--and, sometimes, for policy-makers to decide that bike lanes are generally a lousy idea.

One problem is, of course, that a couple of lines of paint does not a bike lane make.  

Another, more important, problem is that bicycle infrastructure is more than just bike lanes.  

That is evident at the Roland Avenue bike lane in Baltimore, which is about to be removed for "causing problems."  Of course, the real problems aren't being addressed, one being that the lane is delineated by nothing more than paint stripes.  

Another is that there are bus stops in the bike lane. Too often, bus drivers simply don't see cyclists and veer into them.  Also, like too many other curbside bike lanes, the one on Roland Avenue ends at the corner and resumes across the intersection.  What that means is that cyclists crossing the intersection enter it from a "blind" spot, especially if they are following the traffic signals and regulations.  I recall at least a couple of occasions when I could have easily been struck by a right-turning driver while entering an intersection from a bike lane.

City officials say that the bike lanes caused "problems," which they mis-identify.  Sadly, other municipalities act in much the same way.  So, the Roland Avenue bike lane in Baltimore is not the first, nor will it be the last, such lane to be borne of misguided notions about bicycle safety and infrastructure, and to be scrapped because it "causes problems" or cyclists don't use it.

The Incredible Shrinking Distance Between Bikes And Cars

Apparently, I am not the only one who perceives what I am about to describe.  Moreover (How many times have I used that word on this blog?), there is empirical evidence to back it up.

In New York City, where I live, as well as other American municipalities, there are more bike lanes than at any time since, probably, the 1890s bike boom. Of course, that is not to say that you can get from anywhere to anywhere you want or need to go in a lane separated from traffic, but you can spend at least some of your cycling time secluded from large motor vehicles.

Well, at least in theory, that's possible.  But there is something else that's mitigating against cyclists' safety.  As more "cycling infrastructure" is being built (too often, from misconceptions about cycling and traffic), motor vehicles are getting bigger.  Twenty years ago, a typical family vehicle was a Toyota Camry or some other sedan.  Today, it is a sport-utility vehicle (SUV) like the Kia Ascent or pickup truck like the Ford F-150. As an infographic from Transportation Alternatives shows, that means the typical amount of "elbow room" between a cyclist and a vehicle has shrunk from 18 inches to 4 (46 to 10 cm), a reduction of about 75 percent.

The trend toward larger vehicles began and accelerated well before cities like New York started to build bike lanes.  So, encounters between motor vehicles and cyclists were already getting closer.  That means drivers can't use the excuse that bike lanes were "taking away" their space for driving.  

On the other hand, as I've said in other posts, lines of paint does not a bike lane make.  Many family vehicles*  on the road today take up the entire width of a traffic lane.  So, if someone is driving their Toyota 4Runner to their kid's school or soccer practice and is trying to pass another driver, or has to swerve for any other reason, there's a good chance that the SUV will veer, or even careen, into the bike lane. At least one driver has done exactly that right in front of me.

Of course, a couple of lines of paint or a "neutral" buffer strip between a bike and traffic or parking lane won't protect a cyclist--or change a motorist's behavior--in such a situation.  Then again, so-called "protected" lanes don't, either:  Most of the objects used to segregate lanes, like bollards or planters, are easy to knock over, especially with a multiton vehicle.  

The size and weight of the vehicles presents another problem.  Safety experts say that driving even a mid-sized SUV like the Buick Enclave, let alone a full-sized one like the Cadillac Escalade, is more like driving a truck than a family sedan of the 1990s.  With all due respect to all of those parents who ferry their kids and aging parents, most of them don't have the driving skills of someone who operates a long-hauler.**  So, Sarah or Seth driving their Honda CR-V to pick up Ian or Beth can easily misjudge the distance between them and other vehicles--or pedestrians or cyclists. Worse, the larger size and heavier weight of their vehicles means that a blow that might have struck a pedestrian or cyclist in the middle of their body and caused damage that could be serious but was probably survivable had the vehicle been a Honda Accord or Ford Escort could, instead, trap the benighted person riding along the street or crossing it underneath the grille or the vehicle itself.

So, while the effort, if not the results, to build "bicycle infrastructure" is laudable, it won't make much difference in cycling (or pedestrians') safety if typical family vehicles continue to grow in size, along with the sense of entitlement that some drivers have.

*--I'm not talking about delivery trucks and the like, which have remained more or less constant in size.

**--Although I've never driven such conveyances, I am aware of the differences in driving skills between people who drive them and the average driver:  One of my uncles and a close friend, both departed, drove trucks for a living and another uncle and a cousin did so for significant parts of their working lives.

 

Going Nowhere, Unsafely

What's the easiest way to anger urban drivers?  Take a lane out of "their" street or roadway and turn it into a bike lane.

Here's something that will leave them more enraged (I can't blame them):  When we, cyclists, don't use the lane designated for us.

We eschew those pieces of "bicycle infrastructure" our cities and counties "provide" for us, not because we're ingrates.  Rather, we avoid them because they're unsafe or impractical.  As I've said in other posts, paint does not infrastructure make:  Simply painting lines on asphalt does nothing to improve the safety of motorists driving at 30MPH (a typical urban speed limit)  or cyclists pedaling at half that velocity.  And too many bike lanes simply go from nowhere to nowhere.

Both of those flaws, it seems, came together this winter, Chicago's Department of Transportation constructed a "protected" bike lane on the city's West Side, along Jackson Boulevard between Central Avenue and Austin Boulevard.  The lane is only ten blocks long (which, if those blocks are anything like those here in New York, means that the lane is only half a mile long).  The worst thing about it, for both motorists and cyclists, is that it took a lane in each direction from a busy if narrow thoroughfare that connects the northern part of Columbus Park with Oak Park, an adjacent suburb.

The Jackson Boulevard Bike Lane. Photo by Colin Boyle, Block Club Chicago

In doing so, the Chicago DOT made an often-congested route even more crowded.  One problem is that drivers often use Jackson to reach the Central Avenue onramp for the Eisenhower Expressway.  Drivers making a right turn on Central get backed up behind drivers going east on Jackson because they can't make the turn on a red light.

Things are even worse during rush hour, school dismissals and when the 126 bus makes one of its four stops along the route.  The result is "total chaos and confusion," according to Salone.  It might be a reason why "I have yet to see one bike there."  City and school buses may be picking up and discharging passengers in the lane, and having to cross an entrance to a freeway is, for me, a reason to avoid a lane or street. (That is one reason why, when cycling back from Point Lookout or the Rockaways, I detour off Cross Bay Boulevard a block or two after crossing the North Channel (a.k.a. Joseph Addabo Memorial) Bridge:  I want to avoid the Belt Parkway entrance and exit ramps.)

The result, according to resident Mildred Salone, is "total chaos and confusion."  That might be a reason why she has "yet to see one bike there."  An equally important reason was voiced by someone else, who called Jackson Boulevard a "bike lane to nowhere."  

That title was bestowed upon it by Oboi Reed, who founded Equicity, a mobility justice organization that seeks, among other things, to start a bicycling culture in the area.  "When the bike lanes drop out of nowhere, people are turned off," he explained.  "People have to feel ownership and excitement."  

He says that in addition to the lane's faulty planning and design, people were alienated because they see the bike lanes as vectors of gentrification.  The Jackson Boulevard neighborhood is full of longtime residents, some of whom live in multi-generational homes, and most of whom are black and working-class.  They cyclists they see are mainly younger and whiter than they are, and don't share their roots in the neighborhood.

So, it seems to me, Chicago's Jackson Boulevard bike lane encapsulates all of the faults of "bicycle infrastructure" in the U.S.:  It was poorly planned and designed, with little or no regard for whom it would serve or the neighborhood through which it was built.  The result is something that makes motorists and cyclists equally unhappy.  Unfortunately, unless planners and policy-makers pay more attention to cyclists as well as other people who might be affected, we will see more unsafe bike lanes to nowhere.

A "Bridgegate" For Cyclists?

I lived through a time when the word "nuclear" was almost invariably followed by "holocaust".

Then again, I also experienced a few air raid drills when I was in elementary school.  One of the first stern glares a Carmelite nun directed at me was in response to my innocent (well, maybe not-so-inncocent) question:  "How is this going to protect us from an atom bomb?"

(Of course, now everybody knows that this is what you do in case of a nuclear attack:

• Duck under desk or table.
• Curl up in foetal position.
• Place head firmly between legs.
• Then, kiss your ass goodbye.)

Anyway...just as "nuclear" went with "holocaust", it seems that these days, "bridge" is followed by "gate".  And "Bridgegate" is the first thing people think of when you mention the George Washington Bridge.

Traffic jams have been as much a part of the bridge's 85-year history as corruption has been a part of the politics on both sides of the bridge.  Most of those tie-ups, unlike the ones caused by Governor Christie's acolytes, are not deliberate.  Nor will the ones that will  probably come soon and plague the bridge for the nest seven years.

Actually, the Port Authority's renovation project began last year, when lead paint was removed from the lower deck.  Removal of said paint will continue, and most important of all, the vertical cables will be replaced.  The PA says it will try to time the work to cause the least possible inconvenience to commuters.

Just as the term "human being" meant "white man with property*" to the Founding Fathers, "commuters" means, in PA parlance, folks who drive into the city and, well, maybe those who take the bus.  So, for that matter, does "traffic".

Now, to be fair, the PA plans to improve access to the bridge's bike and pedestrian lanes.  Then again, almost anything would be an improvement over what exists:  Hairpin turns on the New York side of the lane on the south side of the bridge, and steep stairs on both sides to access the lane on the north side.  Worse yet, the stairs on the New York side can only be entered by crossing a heavily-trafficked street that has become a de facto exit lane for the bridge an the Cross-Bronx expressway, and for buses entering and leaving the George Washington Bridge bus terminal.

It's like this on a good day.

But those entrances aren't the worst part of the lanes.  For one thing, in more than three decades of biking (and, occasionally, walking) across the bridge, I have never seen both lanes open at the same time.  Worst of all, though, is that each of those lanes is seven feet wide at its widest. At some pinch points--where, for example, towers are located--the lanes are considerably narrower.  And, of course, the structures that cause the "pinch" also make for very poor sight lines.  At times, I've wondered that collisions and conflicts between cyclists and pedestrians aren't more frequent than they are.

To give you some perspective:  The Federal Highway Administration recommends 14 feet for a two- way bike lane.  And the American Association of State Highway and Transportation Officials recommends 16 feet.  

In other words, the lanes are half as wide as is generally recommended.  And, just as the GWB is the nation's busiest commuter crossing for motorists, its bike and pedestrian lanes are also among the nation's busiest.

Now, are you ready for this?  The Port Authority's plans call for reconstructing the bike and pedestrian lanes.  The north lane will be designated for cyclists, and the south for pedestrians.  Sounds good so far, right?

New Jersey entrance to the bike/pedestrian lane on the south side of the George Washington B

And the bike lane will indeed be wider.  How much wider?  Check this out:  one foot.  So the new bike lane, according to the plan, will be 8 feet wide.  There is nothing to indicate that narrower "pinch points" won't be eliminated.  Perhaps they can't be.  But I have to wonder why, if the Port Authority is planning what is essentially a once-in-a-century project, it can't or won't build the bike and pedestrian lanes to modern standards. Instead, it plans to rebuild the lanes to the standards that existed in 1931, when the bridge opened.  

Now, I don't know much about the economics of major public works projects.  I can't help but to think, though, that in relative terms, it wouldn't cost much more to build a modern path than the one that's planned--and, better yet, to build  a bike path on a separate, lower lever from the pedestrian lane.  Certainly, doing so would cost less than building another lane as a stand-alone project at a later date.

Artist's rendering of a possible bike laneconstructed at a lower level alongside the current lane on the north side, which would be reserved for pedestrians.

Oh--one other thing is planned in the reconstruction:  a fence, a.k.a. a suicide barrier, along each lane.  I'm not going to argue that such a barrier shouldn't be installed:  It's likely that most of the suicides that have occurred from the bridge were preventable.  I can't help but to wonder, though, whether the barriers will make riding or walking across the bridge feel even more claustrophobic than it already is at times.

Ride The Rainbow!

In previous posts, I have said that lines of paint does not a bike lane make.

Still, I just might ride this one, wherever it goes:

Happy Pride!