SCB: Speed Is Not The Problem

A lot of folks (especially Stuart Werbner and Preston Tyree, who normally do a lot of good work for the cycling community) fell hard for the position that “the problem on Shoal Creek Boulevard isn’t the bike lanes, it’s the traffic speed”. Since this position continues to rear its ugly head in discussions before and after yesterday’s meeting, I thought I’d address it here.

The key is that all other things being equal, higher car speeds do indeed result in less safety for nearby cyclists and pedestrians. This is unquestionably true.

The problem is that all things aren’t equal. This picture shows a cyclist trying to pass a parked vehicle at the same time he is being passed by a moving vehicle. It doesn’t matter if the passing vehicle is going 45 or 25; if the cyclist veers out unexpectedly into the through lane and is hit, they’re in bad, bad, BAD shape. (Note: you have to imagine that the stripe between the 4-foot ‘bike lane’ and 6-foot ‘parking lane’ isn’t there to match the current conditions on SCB).

Likewise, this infamous accident happened despite the fact that the conflicting vehicle’s speed was 0 MPH and the vehicle which ended up killing her wasn’t going very fast either.

On the other hand, hundreds of cyclists use Loop 360 every day with no conflicts with motorists. Automobile speed in the through lanes of that roadway is typically around 60 MPH.

What can we conclude? Traffic engineering seeks to avoid presenting users with unexpected conflicts; and having a cyclist veer out into the travel lane when the motorist in that lane thinks they’re not going to have to is the very definition of unexpected. A safe pass by a car going 40 is far preferrable to a collision with a car going 30.

How does this apply to Shoal Creek Boulevard? It’s clear to me at least that the original city plan probably wouldn’t have reduced automobile speeds much, but definitely would have resulted in fewer conflicts with cyclists who need to leave the bike lane to get around obstructions. As on Loop 360, if you rarely need to leave the bicycle facility, you don’t need to worry as much about the speed of the cars in the lane next to you.

Another thing Preston in particular got wrong was the theory that riding on Shoal Creek is ‘easy’ once you ‘learn’ how to pass. Even for an experienced cyclist like myself, the conflict with motorists during a pass is irritating (the motorists don’t understand why I go into the travel lane and are sometimes aggressive in expressing their displeasure). For a novice cyclist, it’s likely to be so intimidating that they will (unwisely) stay in the far-too-narrow space between the white stripe and the parked car, and someday soon somebody’s going to get killed that way.
Finally, of critical importance to the City of Austin is the following paragraph, excerpted from a detailed analysis of the Laird case in Boston:

The City might be held negligent for creating what is called in legal language an “attractive nuisance” — that is, a baited trap. Ample evidence exists that the City of Cambridge had been notified of the hazards of bike lanes in the “door zone” before the Massachusetts Avenue lane was striped, yet the City continued to stripe them.

This is basically why Shoal Creek Boulevard doesn’t have bike lanes today, it has a “multipurpose shoulder”. Unknown whether this will do enough to shield Austin from liability in the event of an accident, but cyclists ought to think about this when you decide to ride on this facility.

Shoal Creek Meeting Is Done

Largely as expected – council members want to remove the islands, and then we’re going to talk some more about what to do. Some indications that they’re either not willing to admit or not capable of understanding that a compromise solution is impossible for this roadway. Neighborhood people largely against the curb extensions but still adamant that parking on both sides must be preserved — which means that we’re back to bike lanes with parking in them, hich pretty much the entire rest of the world views as an oxymoron.

Here’s the letter I just sent to the three council members on the subcommittee:

Councilmembers:
I watched most of the meeting today while working at my desk, and had a couple of comments:

1. 2-way on-street bike lanes are not accepted in traffic engineering circles and have not for quite some time. They will not be an option for Shoal Creek Boulevard unless you want to override your staff.

2. Bike lanes down the median – same story.

3. A reminder: We already know there is no way to reconcile “parking on both sides” with “car-free bike lanes” on this street. There is insufficient width. Either one or more bike lanes must be abandoned, or one or more sides of parking must be abandoned.

Comments that you made in regards to #3 were especially disappointing – the failure of the previous council was in attempting to avoid this painful choice, which MUST be made. EITHER car-free bike lanes OR parking on both sides – you cannot have both. I would argue that the correct choice is to preserve on-street parking on ONE side of Shoal Creek Boulevard – this is not an unreasonable imposition on residents (my own neighborhood has highly restricted on-street parking; many streets allow it on one side and a few not at all).

Regards,
Mike Dahmus
(old email address removed)

Update from 2017: Yes, some people are actually pushing for 2-way one-side bike lanes on this roadway now, incredibly, the “bike lanes as stupid glorified sidewalks that are actually more dangerous even if they don’t feel more dangerous” fad is back!.

Letter to Council on Shoal Creek Debacle

A subcommittee of the City Council is getting some kind of an update on the Shoal Creek Debacle. I just sent this email to them.


Dear Mayor and councilmembers:
My name is Mike Dahmus, and I served on the Urban Transportation Commission from 2000 through 2005. I cast the lone vote in opposition to the plan which (with modifications) ended up being constructed on Shoal Creek Boulevard. During my terms on the UTC, I served as the lone member who utilized both an automobile and a bicycle to commute to work — i.e., I’m not a pure cyclist, and I’m not a pure driver. I used Shoal Creek Boulevard as part of my bicycle commute for years and occasionally drove it as well.

I understand you’re going to address this issue in a subcommittee meeting this week, and I thought I should comment.
For those of you who don’t bicycle; Shoal Creek Boulevard is, without hyperbole, the most important route in the city for bicycle commuters. (It has a lot of recreational traffic as well, of course). It forms the spine of the route between northwest Austin and central Austin – alternate routes either are far too hilly for normal use (to the west) or do not connect with routes which can get cyclists across the Mopac/183/360 barrier.

Years back, Shoal Creek’s turn came up in the “let’s do what every other city does and put up no-parking signs in our bike lanes” process. Since the bike program staff at the time knew that Shoal Creek had long blocks and (some) short driveways, they offered a compromise plan which would have allowed parking on one side of the road, with smaller-than-typical bike lanes on both sides. This plan was opposed by the neighborhoods, for whom on-street parking was the priority over through cyclist travel.

Years ago, thanks to neighborhood pressure, Shoal Creek Boulevard was reclassified from a minor arterial to a residential collector (an inappropriately low classification by engineering standards). This allowed the neighborhood to then push back against that eminently reasonable plan to allow parking only on one side of the street (neighborhood partisans could declare that SCB was a ‘residential street’ and that therefore parking was more important than through traffic). The bike program plan was rejected thanks to a few neighbors who valued both-sides on-street parking more than cyclist safety.

At this point, as I’m sure many of you remember, the neighborhoods got Councilmember Goodman’s approval to start a planning process which ended with the absurd plan by Charles Gandy which none of your engineers would sign their name to, and which made Austin a laughingstock in other cities around the country. The modified version of that plan (removing the stripe between the ‘bike lane’ and the parking area) is nearly as ludicrous, but since it’s not marked as a ‘bike lane’ is nominally acceptable to engineers, I suppose.

The Shoal Creek Boulevard plan as implemented is a liability problem for the city of Austin (although not as bad as the original Gandy “10-4-6” plan would have been, since city engineers were smart enough to remove the “bike lane” designation). Sufficient space does not exist for a cyclist to safely pass parked cars and remain in the bike lane, yet drivers in the through traffic lane expect them to do so. This is a textbook example of bad traffic engineering (when one street user performs a safe and legal manuever, another street user should not be caught by surprise).

This isn’t about the curb islands, by the way. The safety obstacle for cyclists is parked cars. The curb islands must be passed in a fairly narrow space, but there’s zero chance that one of them is going to open their door while you’re passing it.

But what the curb islands and striping HAVE done is encourage more people to park on the street; increasing the frequency of the street user conflict which will eventually result in a serious injury – a car passing a cyclist while the cyclist is passing a parked car.

This entire process was nothing more than an abrogation of responsibility by the City Council. Your job is to make decisions, not to encourage a make-believe consensus when none can be found. There simply is no way to reconcile both-sides on-street parking with car-free bike lanes (and, by the way, the rest of the world views parking in bike lanes as an oxymoron). A decision either way would have been better than the mess you left us with — and cyclists are getting hurt already as a result.

I urge you to learn from this horrible mistake, and remember that your job is to make the tough decisions. Shoal Creek Boulevard has already been ruined for bicycling commuters – please don’t take this precedent anywhere else.

Regards,
Michael E. Dahmus



Shoal Creek Update – May 17, 2005

I biked home from work on Tuesday (Too bad it’s Bike To Work Week, Not Bike From Work Week!) and went down Shoal Creek from Anderson to 41st. Report at the end.

The Chronicle has covered the recent brou-ha-ha, and kudos on the title. I have submitted a crackpot letter (check in a couple of days) which attempts to correct the misinterpretation of Lane’s excellent soundbite (the obstructions he refers to are the parked cars, not the curb extensions).

The ride home was pretty good, actually. About five passing manuevers were necessary, and on two of them I had a motorist stuck behind me; and neither one showed evidence that they were perturbed. Definitely above par for the new striping. I wish I could believe that the motorists are getting the message about the necessity to take the lane to get around parked cars, but the comments from the neighbors at that meeting lead me to believe that I was just lucky to get a couple of reasonable motorists this time.

The Shoal Creek Debacle Keeps Rolling On

There was a public meeting on Wednesday night about the Shoal Creek Debacle in which many previously uninformed local residents complained about curb extensions and cyclists riding too close to the line (forced to do so, by the way, by the fact that there are CARS PARKED IN WHAT WAS SUPPOSED TO BE A BIKE LANE).

I just posted the following to the allandale yahoo group, and thought it might have some general interest:

— In allandale@yahoogroups.com, Barbara Frock wrote:
>I, like Rhonda, wonder about those who
> don’t live here who have come out swinging. Is it the cyclists who really
> wanted a “veloway” through our neighborhood from 38th to Foster?
That’s one way to put it.
Another way to put it is that Shoal Creek Boulevard is the most important route for bicycle commuting in the city. It forms the spine of the main route from points northwest (disproportionately recent residential growth) to the center-city and vice-versa; and serves as the bicyclist equivalent to at least Burnet Road, if not Mopac.

Yes, a bunch of people also ride this road for fun. And I’m as frustrated as you are (probably more) when the brightly-plumaged folks out for a training ride treat stop signs as matador capes.

But every day during rush hour you’ll also see dozens of cyclists clearly heading to or from work. This isn’t because they want to turn your neighborhood into a “veloway”; it’s because SCB is the recommended route for people who, in their cars, would be using Burnet or Mopac. And this is the way it’s SUPPOSED to work – you’re not supposed to turn your major arterials into cycling routes, you’re supposed to find a lower-traffic parallel road which can feasibly serve the same purpose.

Without SCB functioning as a major “cyclist artery”, you’d be complaining about these same cyclists slowing you down on Burnet Road.

The city’s legitimate interest in promoting bicycling as transportation requires that some routes like SCB be “major bicycling routes”, which implies that the interests of cyclists should AT A BARE MINIUM be considered above both-sides on-street parking. The city council failed miserably in this case in understanding that those two interests could not be served by a compromise solution; and the neighborhood has failed miserably in understanding that the parking-on-one-side solution already represented a signficant compromise for the bicycling interests, since it still required riding slightly in the “door zone” on the parking-allowed side of the street.

And, by the way, “through our neighborhood” smacks of an ‘ownership’ of SCB which isn’t supported by the facts. Even when misclassified as a residential collector, it’s still “owned” by the city, and the street MUST serve the interests of people who don’t live on that street (or even in that neighborhood). Even if SCB was misclassified all the way down to “residential street”, no automatic right to park in front of your house is conveyed – I have to pay for a permit to park on my street; and some residential streets in my area have large sections where parking is only allowed on one side.
– MD

Shoal Creek Updates

I will hopefully move some of this content to my old moldy Shoal Creek Debacle Page when I get time.

Brief introduction: Prior to around 2000, Shoal Creek Boulevard was a minor arterial roadway with extensive bicycle traffic in fairly wide bike lanes which allowed parking (which presented a problem, since modern engineering practice does not allow parking in bike lanes). Shoal Creek’s turn came in the “put up no-parking signs in bike lanes” carousel, and the city came up with a plan to preserve on-street parking on one side of the street. The neighbors freaked; a consultant came up with a ridiculous cyclist-killer proposal; the city rejected it; and then a small group of neighborhood people came up with the idea to just stripe a wide “shared lane” for parked cars, cyclists, and pedestrians. With curb extensions to theoretically slow traffic, although since the extensions don’t go out to the travel lane (so cyclists can pass), their effect is likely to be minimal.

Here’s some stuff that’s been happening recently:

  1. The neighborhoods’ email groups (allandale and rosedale) have been full of complaints about the curb extensions, as well as observations about bad driver behavior, including running over and up onto curb extensions. Additionally, neighbors have complained that the bike lane stripe (separating the bike lane from the parking lane) never got put in, which shows that some people didn’t realize that the awful Gandy plan was shelved when no engineers would sign on to it. Finally, motorists have (as I predicted) been using the shoulder as a driving or passing lane.
    Gandy’s plan, endorsed by the neighborhood:

    The current striping is basically the image above, with no stripe separating the bike lane and parking lane.

  2. Neighbors still think there’s a “bike lane” here. There isn’t. There’s a shoulder, with insufficient space in which to safely pass parked cars. (the absence of the stripe separating the 10 feet into 4 and 6 a la the Gandy plan doesn’t change the geometry here – bicyclists must still enter the travel lane in order to safely pass a parked vehicle).
    Images copied from Michael Bluejay:


  3. Motorists are still expecting cyclists to stay in the bike lane. I rode home down Shoal Creek on Monday, and had some indications of impatient motorists behind me as I passed parked cars (no honking this time at least). Remember that even when there’s a bit more room than in the pictures above, you still have to worry about the dooring problem. Even the city compromise with parking on one side had this problem (although to a far lesser degree).
  4. Parked car and passing car conflicts continue to be high. Many people who supported this debacle from the beginning are still cowering behind the idea that since parked cars are “scarce” (average of ten on each side for the entire stretch from Foster to 38th), that we don’t need to worry about the passing conflicts. The problem, however, is that due to the higher speeds of automobiles, there is a very high chance of conflict on each one of those passes, meaning that it is very likely that a motorist will slow down and wait behind a passing cyclist on each pass. In fact, on Monday, my experience was that 4 out of the 5 times I performed this passing manuever, there were motorists stuck behind me by the time I went back into the shoulder area; and the fifth time I found myself stuck while a car passed me (I didn’t get out into the lane early enough).
  5. People continue to misrepresent this process as a compromise (implying that cyclists got something, parking motorists got something, drivers got something, neighborhood got something, etc). In fact, any rational observer can compare conditions before this change to conditions now and make the following judgement: Parking won. Period. Cyclists got less than they had before, and far less than they should have had. The neighborhood got curb extensions (even though they won’t work). Cyclists got the middle finger.
  6. The City Council member most responsible for this debacle, Jackie Goodman, is being term-limited out of office. Unfortunately, I hold little hope that a stronger (i.e. decision-maker rather than consensus-hoper) member will emerge from the pack seeking election.
  7. Neighborhood troublemakers are still misrepresenting the history of this debacle; failing to mention that the original proposal from the city for this roadway preserved on-street parking on one side of the road, which is more than almost any minor arterial roadway (SCB’s original classification) has, and about average for collectors (SCB’s new neighborhood-forced underclassification). This city proposal represented a substantial compromise of bicycle interests, but because it didn’t preserve ALL on-street parking, several malcontent nincompoops in the neighborhood fought it bitterly.
  8. The same neighborhood troublemakers continue to misrepresent Shoal Creek’s role in the city’s transportation system. SCB was originally (correctly) classified as a minor arterial, which means that its main purpose is not for property access, but for a combination of traffic collection/distribution and small amounts of through traffic. For cyclists, SCB is a critical transportation link, since it’s so long, and has right-of-way at all intersections (meaning it never has a 2-way stop where through traffic doesn’t stop; everything’s either a 4-way stop or traffic light). SCB was reclassified thanks to neighborhood pressure to a “residential collector” around 2001ish, against my objections (I-TOLD-YOU-SO-MARKER: I told the other members of the UTC at the time that this change would make it easier for them to then prevent no-parking-in-bike-lanes). Also note that this makes SCB, by far, the longest collector roadway in the city. The neighborhood, ever since then, has claimed that SCB is a “residential street”, which means something very different from “residential collector”. A “residential street” is supposed to serve property access first, parking second, and distribution a distant third, with essentially no provision for through traffic. A “residential collector”, on the other hand, is supposed to serve distribution first, property access second, through traffic third, and parking last.
    The original city plan, preserving on-street parking on one side:

  9. (Humor value only): One of the malcontent neighborhood nincompoops has surfaced again on my old fan group (from my undergraduate days; no, I didn’t make it).

Shoal Creek Report #2

Well, I ended up driving down Shoal Creek last night on the way home from work (from 2222 to 41st St.) due to a traffic jam, ironically right after reading a thread on the Allandale neighborhood group in which residents are grumbling about the project now that they’re seeing it ‘in action’.
This trip confirmed some things that I saw before, and conflicted with some things that residents of the street have previously said.

  1. I saw more cars parked this time
  2. I saw one vehicle turn into the ‘shared lane’ and drive down it for at least a block before turning right off Shoal Creek
  3. The apparent space between the white line and the parked car looks much smaller when I’m driving than it does when I’m biking, and it didn’t look big on my bike. Hopefully this will result in drivers being more patient when cyclists take the lane.
  4. I only passed one cyclist (going the opposite direction) during my drive. It’s not surprising that most motorists thus think conflicts with cyclists and parked cars are rare — for each motorist trip, there’s a very low chance of conflict; but for each cyclist trip, there’s a very high chance of conflict. (There’s ten or twenty drivers for each cyclist at a bare minimum – even though this road has a lot of cyclists, there’s still far more motorists).
  5. Most motorists I observed drifted over the white lines on turns. I don’t know how to solve this.

New Shoal Creek Report #1

I’m going to try to bike home on Shoal Creek (at least from Anderson to 41st) once a month or so to track the results of the debacle. I plan on executing a polite but firm passing manuever out of the “shared lane” whenever passing a parked car, since there is insufficient space to safely pass a parked car in the space provided (even if you know ahead of time that the vehicle is empty). This passing manuever is likely to generate conflict with through motorists (“conflict” in this sense not meaning emotional or physical but simply that the through motorist behind me will have to slow down and wait for me to pass – although on many occasions on the pre-striped street, the motorist did in fact get angry enough to honk or swerve).

I made my first trip (post-stripe) yesterday (Monday).

The striping is done, but the islands are just getting started – post holes have been cut, and some markings made, but that’s it.

First impressions:

  • When no cars are parked, this lane is really wide. Wider than the usable shoulder on Loop 360.
  • Cars are going to try to use this as a lane, at least the way it’s striped now. When you’re turning onto Shoal Creek, it’s not altogether clear where you should go.
  • Few parking conflicts so far; most of the vehicles that were parked Monday night were parked on the northbound side. I passed four or five parked vehicles on my stretch, and only once did my passing manuever cause a conflict with a through motorist (and this one was polite).
  • When a small car is parked near the curb, there is enough room to pass in the lane, if I could be 100% positive that the car was unoccupied. However, with larger vehicles (SUVs/trucks) this is not true. Also, one of the two cars was parked far enough away from the curb (you get up to 18 inches legally) that it might as well have been a fire engine.

Verdict so far: Not enough data. Far more vehicles were parked northbound; I don’t know why southbound was so comparatively empty yesterday. (Perhaps this side was striped last?).

The Chronicle gets Shoal Creek badly wrong

This week’s Chronicle badly misremembers the history of the Shoal Creek Blvd. Debacle of ’00; casting city staff as villains and Jackie Goodman and the neighborhood as heroes. Here’s a short (correct) timeline, along with what they got wrong:

  1. Prior to 2000, SCB allows parking in bike lanes. This is something which nobody would do today; these bike lanes predate modern bicycle traffic engineering practice.
  2. SCB’s turn comes in the “let’s ban parking in existing bike lanes” carousel. The past couple of years saw the no-parking signs go up on about a half-dozen streets with old bike lanes such as Mesa Dr.
  3. City staff from bike/ped program decides to be nice and come up with a plan which allows on-street parking on one side of the street (see this picture). Chronicle writer misconstrues this as a bike lane “on one side of the street”.
  4. Neighborhood freaks. Jackie Goodman sides with them, of course.
  5. Staff and neighborhood come up with an “alternating sides” strategy where there’s still only parking on one side, but it winds back and forth every so often.
  6. The “alternating sides” strategy is tested and fails.
  7. Charles Gandy comes in and convinces the neighborhood and a couple of well-meaning but naive cyclists that this plan can work.
  8. City engineers reject that plan for liability reasons (damn straight – look at the pictures again if you have to).
  9. Fallback plan of maintaining slightly modified original layout with some bulb-outs. IE, instead of 12-13 ft travel lanes with 7-8 ft “bike lane with parking”, we get 10-ft travel lanes with 10-ft “bike lane with parking”. Chronicle writer misrepresents city engineers’ opposition as against this fallback plan rather than to Gandy’s 10-4-6 disaster.

And of course the conclusion to the article comes from Paul Nagy. As one person on Michael Bluejay’s page put it:

Any possibility that a mutually beneficial result could emerge from a consensus-based process — however slight — was completely dashed when the whole process was hijacked by Paul Nagy. There was a point where Gandy had hood-winked everyone into thinking a panacea solution existed, when he should have known better that his “solution” would never make it past city engineers. (I actually don’t feel bad at being deceived by this snake oil, as so many others — except Dahmus — were also taken in, including many from the bike community.) I place full blame for that on Gandy for playing politics by trying to please everyone when it’s clear that that is impossible. We hired him as an “expert,” and clearly he is not.
At the point where the original design — which was agreed upon by the original consensus committee as final — was tossed back, Nagy and Gandy jumped on the opportunity to assume the helm without any input from anyone else. There is NO cycling voice in the process AT ALL now.

Pure hatchet-job. Where are you, Lauri Apple and Mike Clark-Madison?

Here’s the letter. Let’s see if it makes it in.

In reference to this week’s column by Daniel Mottola, allow me to suggest that in the future a columnist who picks up a long-running issue for the first time be encouraged to familiarize themselves with the history of the issue before writing a wrap-up. For one thing, the city staff proposal originally presented by a long-serving and dedicated employee of the bike/ped program had bike lanes on both sides of the street, with on-street parking allowed only on one side. No proposal with a bike lane on one side of the street only was ever proposed.

More importantly, both Michael Bluejay (http://bicycleaustin.info/roadways/shoalcreek.html) and myself (http://www.io.com/~mdahmus/trans/shoalcreek.html) have long had summaries of the issue with diagrams. I highly encourage people to look at the picture of Charles Gandy’s original proposal at http://www.dahmus.org/iofiles/trans/consultplan.html (showing a cyclist narrowly avoiding getting disembowled as they attempt to travel between a SUV and a parked truck) before coming to conclusions that Jackie Goodman’s “give the neighborhood whatever they want no matter what” position was the right one.

The city engineers deserve medals, not ridicule, for standing up for the safety of cyclists and against the bogus 4-foot-bike-lane next to substandard-parking-lane design supported by Gandy and the neighborhood. The “shared multipurpose lanes” were a REACTION to their threat not to sign off on Gandy’s plan, another thing your columnist gets wrong.

In short: the Shoal Creek debacle showed that even on the most important route in the city for commuting cyclists, the city doesn’t have the guts to put safe travel for cyclists ahead of on-street parking (even when on-street parking is preserved on one side of the street). The multipurpose lanes are essentially what was on the street to begin with – a solution that no traffic engineer or bicycle coordinator would today approve — bicycle lanes which cars can park in at will.

Regards,
Mike Dahmus
Urban Transportation Commissioner
and Only No Vote on Great Shoal Creek Debacle of ’00

New observations from South Florida, Part One

I’ve just returned from South Florida and will be assembling a few observations over the next couple of entries. This one focuses on bicycles – the transit article (mostly about Tri-Rail and its implications for Austin) comes next.

Delray Beach, the town immediately north of Boca Raton (where I grew up and where we stayed with my parents during most of the last 3 weeks), is obstructing a plan by the state highway department to rebuild state route A1A with standard bicycle lanes on each side. A1A is the main (in most parts the only) north-south route on the barrier islands which separate the ocean from the Intracoastal Waterway. In other words, this is the beach road, and not surprisingly, this is where the rich people mostly live. This is also where most people want to ride their bikes, for obvious reasons.

The state highway department in Florida seems to be very progressive, at least compared to TXDOT. On previous visits home, I’ve noticed a lot of (narrow but usable) bike lanes painted on major arterials throughout the region (this area, being mostly suburban, gets most major roads built and paid for by the state, as is the case here in Round Rock but not in Austin). In fact, A1A throughout Boca Raton was granted nice new bike lanes a few years ago, and they enjoy heavy use. This has resulted in a much saner trip for both drivers and cyclists on this road.

Anyways, the folks up in Delray who live on the road aren’t happy with the plan to extend this facility further north; and they got their city commission to listen. The city came back with a proposal to build 3-feet wide mini-shoulders on the road, combined with 10-foot car lanes. Sound familiar? It’s even worse when applied to South Florida, where so many drivers are marginally skilled and elderly. If the state bows to the wishes of the locals and builds this facility, people will be far worse off than with the current shared lane — it will appear to drivers that it is safe to pass cyclists without crossing the double-yellow line, and people will get hurt and killed. There is some hope that the Florida DOT will overrule the local decision, and the local mainstream press has some opposition being heard in op-eds (which doesn’t happen here thanks to the gutless Statesman), so it’s all not yet lost, but I wouldn’t say I’d bet on a positive outcome there.

This is a timely development since the restriping specified in the Great Shoal Creek Debacle of ’00 is about to finally be implemented here in Austin — the local neighbors, who glibly assert that “curb
extensions and lane stripping will be installed finally under a compromise
agreement between the Allandale and Rosedale neighborhoods, the city, cyclists,
pedestrians and emergency services.” while participating in a process which showed that neighborhood thuggery will still beat sound engineering and progressive politics any day of the week, are going to see 10-feet “shared parking and bike” lanes next to 10-feet travel lanes. In other words, the most important bicycle route in the city (a “bicycle arterial” as I like to call it) is held hostage to on-street parking, and rendered less safe than it was before. This is a compromise in the sense that a deer and a wolf “agree” that the wolf will eat the deer.
This “compromise” (which I voted against at the UTC, all on my lonesome) was nothing more than a slap in the face to reasonable cyclists who want to coexist with drivers and parking — as demonstrated by the original plan (with on-street parking preserved on one side of the street). And anybody who voted for this farce should be banned from ever claiming to be pro-bicycle-commuting for the rest of their life. It shows that you can’t expect to get good results when you sell your basic principles for the sake of getting along, or, as an anonymous contributor to Michael Bluejay’s list put it:

I am dismayed that Mike Dahmus was so damned right about this whole debacle from the very beginning. Although originally, I was very hopeful that a community consensus could be reached that could benefit everyone (and possibly even improve relations amongst the diverse users of SCB), I see now that I was completely naive. What we have now is little better than what we had originally: parking in bike lanes. I’m still hopeful that traffic will be a little calmer, but I doubt that drivers will remain in their lanes, and cyclists riding near the stripe will be at risk of being struck. Any possibility that a mutually beneficial result could emerge from a consensus-based process — however slight — was completely dashed when the whole process was hijacked by Paul Nagy. There was a point where Gandy had hood-winked everyone into thinking a panacea solution existed, when he should have known better that his “solution” would never make it past city engineers. (I actually don’t feel bad at being deceived by this snake oil, as so many others — except Dahmus — were also taken in, including many from the bike community.) I place full blame for that on Gandy for playing politics by trying to please everyone when it’s clear that that is impossible. We hired him as an “expert,” and clearly he is not.