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July 6, 2007
Streetcars and Bicycles, a Learning Experience
When we built the first Streetcar alignment, we ran into a conflict with the bike lane on NW Lovejoy. The design solution at that time was to create a path for bikes through the platform area.
I didn't work very well, on two counts:
- Pedestrians waiting for the Streetcar tend not to recognize that they're standing in the middle of a bike lane.
- Since the bike lane returns to the street at the intersection, there is a risk of right-turning cars not seeing a bike about to cross in front of them (in fact, I witnessed just such a near-miss immediately after taking the photo below).
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See a better idea after the break.
Confronted with a similar conflict on the route of the Lowell extension (opening August 18th!) we learned from the earlier experience. The new design was reviewed on Tuesday's Bicycle Master Plan ride (coverage of that on BikePortland). The key improvements are:
- Bike lane is grade-separated from the pedestrian area
- The platform is positioned after the intersection, so the visibility conflict for turning autos does not exist
Several cyclists on the ride pronounced it a big improvement over the Lovejoy design.
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Posted by Chris Smith at 7:41 AM
Comments
July 6, 2007 9:51 AM
Manzell Says:
In some places in the world (I've seen this plenty in Copenhagen) many of the bikes lines are grade separated - only one or two inches higher than street level, and there is no grade separation through intersections - and I think it makes a huge difference. This places the bike lane between on street parking and the sidewalk.
Is there any chance we can see some grade separated 'test paths' in Portland?
July 6, 2007 10:05 AM
Chris Smith Says:
I think grade-separated paths will be talked about as part of the bicycle master plan update process that's happening right now.
July 6, 2007 10:11 AM
dick BARNARD Says:
Put the bike lanes on the next street over, either way. This mix as shown is not a good idea...
July 6, 2007 10:56 AM
Wells Says:
As a regular bike rider living in the Pearl, I've negociated the Lovejoy 'bike lane diversion' at the OfficeMax with no problem at all, but that may be because my bicycling habit is not that of an agressive, spandex-wearing speed freak. I figure that after spending thousands on ultra-light racing frames and stylish spandex, these characters feel entitled to blow off pedestrians like so many race course obstacles. Yeah, you heard me. I tell you what, agro-bikers, you can get your jollies off on the Springwater Trail, but ride in town and where others share the pathway a bit more civilized or just shut your trap, egomaniacal clowns.
July 6, 2007 11:31 AM
Bob R. Says:
Put the bike lanes on the next street over, either way. This mix as shown is not a good idea...
In the case of the Moody Ave. example, above, choices for "next street over" include another street with streetcar tracks (Bond Ave.), Macadam Ave. or I-5.
- Bob R.
July 7, 2007 10:06 AM
dick BARNARD Says:
the streets either way of this problem are Marshal ands Kearney....both suitable for bike paths and far less busy, so much safer for the bicyles....
July 8, 2007 12:53 PM
Adron Says:
I think grade-separated paths will be talked about as part of the bicycle master plan update process that's happening right now.
I sure hope so. As for Wells comments, I kinda agree. Those dudes are just as bad as the cell phone talking soccer mom bopping around in a Ford Explorer or the steroid pumped Camaro driver of the 80's blowing through stop signs and such.
Note: I used those two examples because I saw two today on my walk around of the south waterfront and the Lovejoy area (where I live). Both, as usual, got some words from yours truly, just as the aggro bikers do when they almost run over babies or something just as assinign.
But anyway, in summary, the separation in south waterfront and the positioning of the stop are vast improvements over the Lovejoy stop. The next improvement would be to enable the pickup of runners from intermediate areas... kinda like the Perly Thomas cars do in Nawlins'... if you've been there you know what I mean.
July 8, 2007 5:55 PM
zilfondel Says:
In some places in the world (I've seen this plenty in Copenhagen) many of the bikes lines are grade separated - only one or two inches higher than street level, and there is no grade separation through intersections - and I think it makes a huge difference. This places the bike lane between on street parking and the sidewalk.
They are talking about grade-separated bike paths for the Powell Blvd streetscaping project. Although I recall there being no parking, one of the plans had the bike 'lane' a few inches higher than the street, using different paving (concrete). At the time, the neighborhood was still offering suggestions, but they had renderings of this option.
July 9, 2007 3:21 PM
Lenny Anderson Says:
Some of the less than satisfactory operation on the Lovejoy design is the failure to clearly mark...with different paving color or material...the bikelane. In Frankfurt where above the curb bikelanes are common, they are red/brown, and you quickly learn to not linger in them if you are a ped. But as with most shared use situations, speed trumps design no matter what you do.
I always liked riding down the middle of the tracks...smooth, easy, not too busy; you just have to be sure to hit the track at the correct angle when you exit. A big No-No, I guess.
To the comment about moving the bike route off Lovejoy...bicyclists like to take the most direct route like everyone else right to the B-way Bridge; also Lovejoy has signals...something Kearney and Marshall lack at 14th, 9th, etc.
