Tag Archives: infrastructure

Warner Resurfacing

Warner Road; typical cross section ~ 68 feet curb-to-curb (google maps sat view before 2016 resurface)

Warner Road is a major east-west arterial that runs through much of the East Valley. It’s continuous from Phoenix (Ahwatukee area, where it forms a loop with Elliot Road, another major e-w arterial), thru Tempe, Mesa, Gilbert. In the city of Tempe it runs the entire width of the city, from wherever exactly it is that Tempe begins (just east of I-10 bridge) to just west of SR101 (google maps)

Warner in this area generally has two through lanes and a designated bike lane (BL) in each direction as well as a continuous center lane, some major intersections have right-turn-only lanes (RTOL), but others do not (more on that later). There are no BLs in the area immediately east of I-10, and there are numerous “dropped” BLs; where the BL is intentionally discontinued to make room for a RTOL. Continue reading Warner Resurfacing

Usable Width and Bike Lanes

These Bike Lanes meet both the minimum overall width and recommended usable width

[Jump directly to Guadalupe resurfacing]

The dimension below all refer to urban streets with curbs and no parking…  Most recommendations for Bike Lane dimensions refer to the AASHTO Guide for the Development of Bicycle Facilities , the general rule is

the minimum bike lane width is 5 ft (1.5 m), measured from the face of a curb or vertical surface to the center of the bike lane line

However, that changes when a gutter pan is involved, more width is required to meet their recommendations —

Along sections of roadway with curb and gutter, a usable width of 4 ft (1.2 m) measured from the longitudinal joint to the center of the bike lane line is recommended

Continue reading Usable Width and Bike Lanes

City of Tempe tests ‘Bike Box’

The City of Tempe installed a bike box on the east side of 10th Street at Mill Ave.  Note that in that google street view, there is already a bike box on the west side of the same intersection, installed by ASU according to the news item (apparently ASU and not the City of Tempe has jurisdiction over that piece of 10th street?). Continue reading City of Tempe tests ‘Bike Box’

Chandler Boulevard Extension

ChandlerBlvdExt2When the final portion of the Loop 202 / South Mountain Freeway (SMF), the part that connects I-10 to Laveen, gets constructed it will replace Pecos Road. Pecos Road in Ahwatukee will be no more. This would otherwise leave everything west of 19th Avenue inaccessible from the rest of Ahwautkee, except for the freeway. The construction of SMF is supposed to begin summer 2016 and opens late 2019. Continue reading Chandler Boulevard Extension

Bicyclist killed in crash on Tucson’s northside

super high speed merge ramp / Pima County

Read the deets on bicycletucson.com

1/24/2016 11:45am Tucson-area (Pima County Sheriff’s dept investigates).

A (somewhat elderly, coincidentally) female bicyclist traveling west on Sunrise Drive was killed by a very elderly motorist who was merging from Skyline Drive and apparently failed to yield. Continue reading Bicyclist killed in crash on Tucson’s northside

Funding proposal would add BLs on Chandler Blvd over I-10

Capture2
Chandler Blvd is vastly wide, and lacks bike lanes west of ~ 54th St.

This is pretty interesting for those of us in the Ahwatukee / Chandler area…

City of Chandler has made a request for TA/CMAQ (see also  alameda-drive-tempe-bicycle-pedestrian-proposal for more about TA/CMAQ) funding to add BLs on Chandler blvd between where they stop now (~ 54th St) and continue them to the “far” side of the bridge (City of Phoenix jurisdiction). It’s about .4 miles and the bottom line cost estimate is ~ 600,000 (details are in the link below). The main money driver here is some of the area needs to have curb/gutter/sidewalk relocated in order to make room. See the area on Google Maps. Continue reading Funding proposal would add BLs on Chandler Blvd over I-10

“Shoehorn” Bike Lanes

Attention bicyclist advocates: resist the urge to desire dedicated bicycling facilities when they won’t fit safely.

In the accurately scaled example diagram below (visit iamtraffic.org to tweak the dimensions and vehicle choices. A very cool tool!) a cyclist riding an upright bike is riding centered in a 5′ BL w/curb abreast of a Ford F-150 driving centered in the right general purpose travel lane (and DON’T say “car lane”, or somesuch).

illustration from iamtraffic.org interactive tool
illustration from iamtraffic.org interactive tool

Continue reading “Shoehorn” Bike Lanes

McClintock Road resurfacing and left buffered bike lanes

McClintock Drive, Tempe. The left buffering necessitates a "criss cross" maneuver.
McClintock Drive, Tempe. The left buffering necessitates a “criss cross” maneuver.

McClintock Drive resurfacing project, city of Tempe, AZ completed July 2015 — added left buffered Bike Lanes (LBBL) between Guadalupe and Broadway Roads, (the southbound side actually begins 1/2 mile north of Broadway at Apache) which incidentally crosses a major freeway interchange, US60. This is another in a series of “innovative” bicycle infrastructure projects recently completed in the City of Tempe. Continue reading McClintock Road resurfacing and left buffered bike lanes

City Cycling

Gasoline costs TRIPLE in the Netherlands, and Denmark
News item, Feb 2016 — Gasoline costs TRIPLE in the Netherlands, and Denmark compared to USA

My notations from the book: City Cycling edited by John Pucher and Ralph Buehler.

John Pucher is arguably the foremost American proponent of separate bicycling infrastructure; often called “Dutch-style”. He is an academic (planner-type; he’s not a traffic engineer) who has many published articles on the subject. And while he is a vociferous advocate for infra, if you read his work fully, he does at least mention there are other factors at play; and furthermore he considers these other factors as necessary to achieve high levels of safety and mode share a la Netherlands or Copenhagen. Among those other factors are, for example, the extremely high costs associated with motoring in those places with high bicycling mode share (duh). In the book, he covers these in the chapter Promoting Cycling for Daily Travel (see below). Here’s a brief excerpt where Pucher explains:

In short, such pro-bike ‘carrot’ policies [e.g. cycle tracks, bike parking] are indeed possible even in a car oriented country like the USA. By comparison, there is almost no political support in the USA for adopting and implementing the sorts of car-restrictive ‘stick’ policies listed in Table 3 [e.g. expensive fuel, high taxes, expensive vehicle parking, restrictive land-use policies] that indirectly encourage cycling in the Netherlands, Denmark and Germany.

Chapter: International Overview

Pucher has the same or similar table comparing fatalities/injuries for NL, DK, GER, UK,  USA (fig 2.6); i’m sort of confused by the injury rate calculations as I explained here in reference to another Pucher paper Making Cycling Irresistible: Lessons from The Netherlands, Denmark and Germany that was citing the same or similar data.

He also shows trends for a bunch of countries in fig 2.7 — it would be worth it to put that into Evan’s perspective of looking at the broader traffic safety picture internationally: Traffic fatality reductions: United States compared with 25 other countries in which Evans shows how badly the US is lagging in overall traffic safety compared to virtually the entire rest of the developed world. Continue reading City Cycling