DELDOT s Concrete Islands

Transcription

1 DELDOT s Concrete Islands

2 New concrete islands, contrary to Delaware s Bicycle Policy, are being designed as obstacles to a cyclist s right of way through intersections. They add a further danger where most accidents/incidents already occur. II Policy, Paragraph 3: The continuity of existing paved shoulders shall be maintained at the widest possible width. The desirable width of 5-ft (1.5m ) travel way on the shoulder shall be maintained for bicycle use unless exceptional circumstances occur that require emergency operational safety improvements that compromise this width. If the width of a paved shoulder area must be compromised to less than four feet, the area shall be appropriately marked as a hazard for bicyclists and the Department shall concurrently nominate a project that will result in the restoration of appropriate accommodations for bicycle travel.

3 Concrete islands are popping up all over Delaware. A gross contradiction to the Bicycle Policy, DELDOT continues to narrow intersections with little room to spare for bicyclists, and no room for future bike lanes according to any standards. A minimum of 4, preferably 5, must remain between island edges and the solid white line in all directions. There are plenty of other design options available taking bicycle safety into account, which can achieve the same level of calming engineers seek. Failure to reverse this trend limits the possibility of bike lanes or otherwise safe passage for those on bicycle.

4 Concrete Island, installed for no apparent reason, found on Rt.72/Sunset Lake Road, northbound from Rt.40. Cyclists must swerve left, enter the lane of high speed traffic to circumvent.

5 Or, pass to the right, partially entering a driveway, as viewed here southbound shortly before rehab.

6 Rt.40 intersection, southbound on Rt.72: What could be a safe intersection for cyclists, despite high traffic volumes, is being upgraded to ensure only cars can continue straight through uninterrupted

7 Note about 1 of shoulder between concrete island and white line. Extremely dangerous in a high speed situation, where a cyclist must move into the lane at the last moment to continue straight through.

8 Same intersection, looking southbound. Clearly, any meaningful through shoulder is eliminated. Cyclists will routinely choose to ride through the narrow cut-out or circumvent right, adding to motorist s already poor perception of bicyclists as failing to obey traffic laws.

9 Looking northbound. For bicyclists, this entire intersection has gone from bad to worse with this project.

10 Salem Church Road at Rt.40. A sign designates this road as Bike Route 1, and should be recognized under DELDOT s Bicycle Plan, but the island eliminates bike lane access. Looking southbound, a non-upgraded island provides about 3. At intersections in Cambridge MA that include bike lanes, a study showed 81% of cyclists obeyed stop signs, vs. 55% on streets without.

11 Old Baltimore Pike at Walther Road. Island recently installed, encroaching on existing wide bike lane, leaving less than 2. After cyclists complained, DELDOT cut back this island, given it s status as a bike route.

12 Same island, after.

13 Rt.72 at Fieldstone Crossing: Bike lane striped around concrete island. Slight bend, forced narrowing of traffic lane. An example of the problems these islands will create with future bike lane expansion.l The addition of properly designed bicycle lanes in Davis, California reduced crashes by 31 percent. ~ Federal Highway Administration, Bicycle Safety-Related Research Synthesis, 1995.

14 4 Seasons Plaza (vacant Super Fresh) entrance road, across from LaCasa Pasta: Unless turning right to enter, the lesser experienced - the majority - will choose the sidewalk or jump the islands. As dominant as motor vehicles are, most drivers still feel the need to compete with bicycles, and often become belligerent when required to share narrow driveways or intersections.

15 Delaware Ave, Newark, photo taken from bike lane looking across to College Square. Located within the city, but DELDOT engineering and implementation. The island in the foreground maintains about 4 of bike lane, but the far island is shifted left, forcing cyclists into a narrow entrance lane and thus into conflict. Note the cyclist to the right, opposite, relegated to pedestrian.

16 A closer look: Once beyond the far island, the entrance road is plenty wide, and the shopping center itself (minus suitable bicycle parking) easily accessable.

17 We have seen DELDOT s excellence in the area of inter-modal transportation design and implementation, but they should not be limited to a few select roads and/ or projects. Following the example set by other US states, more recently South Carolina, it is time to bring Complete Streets legislation to Delaware!

18 Safe bicycle access through intersections encourages proper behavior and vastly decrease the likelihood of crashes. Numerous studies have shown that bicycle lanes (without obstacle) can help calm traffic, improve safety, and promote proper riding behavior. In summary, properly designed bike facilities promote the following: The support and encouragement of bicycling as a means of transportation. Help define road space. Promote a more orderly flow of traffic. Encourage bicyclists to ride in the correct direction, with the flow of traffic. Give bicyclists a clear place to be so they are not tempted to ride on the sidewalk. Remind motorists to look for cyclists when turning or opening car doors. Signal motorists that cyclists have a right to the road. Reduce the chance that motorists will stray into cyclists path of travel. Make it less likely that passing motorists swerve toward opposing traffic. Decrease the stress level of bicyclists riding in traffic.