There are bike lanes in your country?
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There are bike lanes in your country?
I´m from Spain, and I´d like to know if there are bike lanes in other countries.
For example, in Spain, in general, is very difficult to ride a bike through street, because there are few bike lanes and people who goes by car don´t like bikes.
For example, in Spain, in general, is very difficult to ride a bike through street, because there are few bike lanes and people who goes by car don´t like bikes.
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Yes, there are bike lanes... but they are few and far between and "people who goes by car don´t like bikes" here either.
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In London uk we have bike lanes at the edge of the road. When the roads are dirty however I don't ride in them as there is more hance of getting a flat. Yesterday for example I was riding in the dark (just street lighting) and there was something funny on he road. I figured it's just a shadow but it was a pile of that stuff used to make roads thY had been cleared from the road and put into the bike lane.
There are also drainsin the bike lane and a number of potholes. Generally it's ok though and there is one stretch of road which has a very wide bike lane. But this is only because the traffic planners found this to be the cheapest solution to slow cars down (by mking the car lane narrower the driver has a sense of having to slowdown).
We can alps ride in the bus lanes which are shared by buses, taxis, and motorcycles. Some of these are exclusive 24 hour ones but most are peak hour only. During off peak hours, anyone can drive in the bus lane. However mist drivers do not do this because each lane has it's own specific set of times and drivers get confused. This is intentional from the government as fines are a source of income.
There are also drainsin the bike lane and a number of potholes. Generally it's ok though and there is one stretch of road which has a very wide bike lane. But this is only because the traffic planners found this to be the cheapest solution to slow cars down (by mking the car lane narrower the driver has a sense of having to slowdown).
We can alps ride in the bus lanes which are shared by buses, taxis, and motorcycles. Some of these are exclusive 24 hour ones but most are peak hour only. During off peak hours, anyone can drive in the bus lane. However mist drivers do not do this because each lane has it's own specific set of times and drivers get confused. This is intentional from the government as fines are a source of income.
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Excuse me for my english..
I thought other countries had more bike lanes than Spain, but I guess there are few countries where bike is a priority.
I thought other countries had more bike lanes than Spain, but I guess there are few countries where bike is a priority.
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some resources for you to go over. sorry they are in english.
John Pucher, Jennifer Dill and Susan Handy, international review of bike facilities, 2009
and this, John Pucher and Ralph Buehler 2007 report to the USA's Transportation Research Board, Cycling in Europe: cycling for everyone
the second report may translate easier.
John Pucher, Jennifer Dill and Susan Handy, international review of bike facilities, 2009
and this, John Pucher and Ralph Buehler 2007 report to the USA's Transportation Research Board, Cycling in Europe: cycling for everyone
the second report may translate easier.
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In London (England) a lot of roads have bike lanes, a lot of roads are quiet enough they don't really need bike lanes, and a few roads are sufficiently fast and busy that bikes don't really have any business being there. Then there are also roads where bikes are prohibited (e.g. motorways)
Then there are a few extra things like cycle contraflows (where bikes are allowed to go the "wrong" way down a one-way street), and other similar provisions.
Where there are bike lanes they range from a decent width that is easy to use, to so narrow as to be of limited use. Sometimes they are in good condition, sometimes they are the first to suffer when the road breaks up because they are at the edge of the road. In the winter time when the snow is cleared from the road it often ends up piled in the cycle lanes, which means bikes have to use the road and hold up the traffic.
#9
Senior Member
In some cities they have become a priority. Where I live in Western Michigan, the area is dotted with them. The only problem is that they are not consistent enough. The cities here mark them off and put up signage wherever the extra meter of room exists, but in many cases it just disappears in a few blocks and you are unexpectedly mixing it up with traffic again.
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In some cities they have become a priority. Where I live in Western Michigan, the area is dotted with them. The only problem is that they are not consistent enough. The cities here mark them off and put up signage wherever the extra meter of room exists, but in many cases it just disappears in a few blocks and you are unexpectedly mixing it up with traffic again.
Sometimes cycle lanes are a godsend, other times it's easier to just join in with the traffic.
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Around here, grade separated MUPs are pretty much given in all new city development. Usually running both sides of the street, or going where streets don't go.
As for old, existing streets, we try everything: narrow grade separated one way paths on sidewalks, bike lanes, shoulder, and of course no particular "special" design for bikes at all. In city centres where it's often impossible to fit any bike specific arrangements, the aim seems to be to design a few attractive dedicated routes just for bike/ped traffic (leaving the streets for those cyclists who feel comfortable in traffic). Many if not all larger (larger by our terms) Finnish cities have areas in the center of the city closed from car traffic.
--J
As for old, existing streets, we try everything: narrow grade separated one way paths on sidewalks, bike lanes, shoulder, and of course no particular "special" design for bikes at all. In city centres where it's often impossible to fit any bike specific arrangements, the aim seems to be to design a few attractive dedicated routes just for bike/ped traffic (leaving the streets for those cyclists who feel comfortable in traffic). Many if not all larger (larger by our terms) Finnish cities have areas in the center of the city closed from car traffic.
--J
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#13
Cycle Year Round
You speak english better than most of us speak spanish, so do not worry about that.
There are a growing number of bike lanes in the USA. Many bike lanes are extremely poorly designed - many pictures of obsurd bike lanes on the internet.
Many of the posters here think there should be a bike lane on every road.
Others here feel that bike lanes create conflicts between motorist and cyclist and as such, increase the risk of collision for cyclist.
Educate yourself on both sides of the issue before you decide how you wish to advocate for cycling safety.
There are a growing number of bike lanes in the USA. Many bike lanes are extremely poorly designed - many pictures of obsurd bike lanes on the internet.
Many of the posters here think there should be a bike lane on every road.
Others here feel that bike lanes create conflicts between motorist and cyclist and as such, increase the risk of collision for cyclist.
Educate yourself on both sides of the issue before you decide how you wish to advocate for cycling safety.
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In my city the problem is that everybody is always walking into the bike lane. If you say something to them, they feel injured
#15
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some resources for you to go over. sorry they are in english.
John Pucher, Jennifer Dill and Susan Handy, international review of bike facilities, 2009
and this, John Pucher and Ralph Buehler 2007 report to the USA's Transportation Research Board, Cycling in Europe: cycling for everyone
the second report may translate easier.
John Pucher, Jennifer Dill and Susan Handy, international review of bike facilities, 2009
and this, John Pucher and Ralph Buehler 2007 report to the USA's Transportation Research Board, Cycling in Europe: cycling for everyone
the second report may translate easier.
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#16
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We have them in Canada. In my region (Region of Waterloo, formerly Waterloo County, Ontario) has made bike lanes a part of refurbishing major roads. But many regional roads (unlike city-managed streets) have a tendency to be fairly high speed affairs and the bike lanes are simply painted lines on an extra wide right lane. It then follows that cyclists tend to avoid those routes because of the general unpleasantness. Nor does it seem to prevent motorists from running over cyclists as one poor fellow found out near my workplace in September of last year.
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Denver has gotten really good about building bike infrastructure with reconstruction.
For example, the 14th, Bannock and Colfax intersection reconstruction:
https://denverurbanism.com/wp-content...h_bannock2.jpg
Although, the northbound bike lane does kind of just end... Not sure where they're going with that.
Then they're rebuilding the Galapago, Welton and Colfax intersection.
https://denverurbanism.com/wp-content...ton_colfax.jpg
This will be nice as it provides a connection from Galapago to Welton. One I will use every day.
For example, the 14th, Bannock and Colfax intersection reconstruction:
https://denverurbanism.com/wp-content...h_bannock2.jpg
Although, the northbound bike lane does kind of just end... Not sure where they're going with that.
Then they're rebuilding the Galapago, Welton and Colfax intersection.
https://denverurbanism.com/wp-content...ton_colfax.jpg
This will be nice as it provides a connection from Galapago to Welton. One I will use every day.
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Javiepe, welcome to Bike Forums and thank you for posting your question.
Yes, bike lanes are becoming more and more prevalent in most locales here in the U.S. It is my understanding that their installation is often a necessary condition for obtaining highway subsidies from the federal government.
Here are my issues with bike lanes:
· They violate intersection destination positioning rules by channeling straight-through cyclists to the right of right-turning vehicles.
· They position the cyclist where cross-traffic collisions are more likely, due to diminished sightlines and reduced cyclist conspicuity. Motorists don’t always register objects that far out in their peripheral vision.
· They place cyclists in the door zone of parked vehicles.
· They are often too narrow and/or contain tire-swallowing drainage gratings or other surface hazards.
· They accumulate debris that can degrade braking performance, puncture tires, and cause a potentially catastrophic loss of control. Automobiles are extremely effective at sweeping all the detritus from the roadway into the bike lanes, where it sits for days, weeks, and months awaiting the street sweeper that never arrives.
· They effectively remove some of the usable real estate, forcing cyclists to move farther from the edge of the roadway and increase friction with faster moving motor traffic.
· They create an illusion of safety resulting in inattention blindness for both motorists and cyclists.
· They encourage closer passes by overtaking motorists, a cruel irony since it is the unwarranted fear of overtaking collisions that has popularized these facilities.
· They add costs to roadway construction and maintenance, increasingly scarce money that would be better spent on education and enforcement for motorists and cyclists alike.
· Perhaps most significantly, bike lanes reinforce motorists’ prejudices that cyclists should not dare to venture outside their white painted barriers and do not belong at all on roads lacking bike lanes, thereby providing vindication for the harassment of cyclists who are traveling on the roadway in a safe and lawful manner.
For these reasons, I strongly prefer riding on busy roadways with a wide outside lane (one that is wider than 4 meters) that does not feature bike lane striping. In my view, bike lanes offer a major benefit to motorists – getting cyclists out of their way – at the expense of safety and efficiency for those of us who choose to transport ourselves via human power. Believing that the safest path through traffic can always be delineated by bike lane stripes is arrogant and naïve in the extreme – truly a criminal disservice to the new bicyclists such infrastructure is supposed to attract.
Bike lane proponents often make sweeping generalizations such as “bikeways planning should follow 21st century federal and state design guidance” or “bike lanes in communities facilitate populist cycling” or “those who obstruct bike infrastructure refuse to accept that public rights of way can be engineered to equitably treat multiple modes of transportation”. But I have yet to see them rationalize what they perceive as the specific advantages of bike lanes, articulated in a manner like my bullet points listed above. Nor have they ever been able to logically refute these criticisms of bike lanes.
Yes, bike lanes are becoming more and more prevalent in most locales here in the U.S. It is my understanding that their installation is often a necessary condition for obtaining highway subsidies from the federal government.
Here are my issues with bike lanes:
· They violate intersection destination positioning rules by channeling straight-through cyclists to the right of right-turning vehicles.
· They position the cyclist where cross-traffic collisions are more likely, due to diminished sightlines and reduced cyclist conspicuity. Motorists don’t always register objects that far out in their peripheral vision.
· They place cyclists in the door zone of parked vehicles.
· They are often too narrow and/or contain tire-swallowing drainage gratings or other surface hazards.
· They accumulate debris that can degrade braking performance, puncture tires, and cause a potentially catastrophic loss of control. Automobiles are extremely effective at sweeping all the detritus from the roadway into the bike lanes, where it sits for days, weeks, and months awaiting the street sweeper that never arrives.
· They effectively remove some of the usable real estate, forcing cyclists to move farther from the edge of the roadway and increase friction with faster moving motor traffic.
· They create an illusion of safety resulting in inattention blindness for both motorists and cyclists.
· They encourage closer passes by overtaking motorists, a cruel irony since it is the unwarranted fear of overtaking collisions that has popularized these facilities.
· They add costs to roadway construction and maintenance, increasingly scarce money that would be better spent on education and enforcement for motorists and cyclists alike.
· Perhaps most significantly, bike lanes reinforce motorists’ prejudices that cyclists should not dare to venture outside their white painted barriers and do not belong at all on roads lacking bike lanes, thereby providing vindication for the harassment of cyclists who are traveling on the roadway in a safe and lawful manner.
For these reasons, I strongly prefer riding on busy roadways with a wide outside lane (one that is wider than 4 meters) that does not feature bike lane striping. In my view, bike lanes offer a major benefit to motorists – getting cyclists out of their way – at the expense of safety and efficiency for those of us who choose to transport ourselves via human power. Believing that the safest path through traffic can always be delineated by bike lane stripes is arrogant and naïve in the extreme – truly a criminal disservice to the new bicyclists such infrastructure is supposed to attract.
Bike lane proponents often make sweeping generalizations such as “bikeways planning should follow 21st century federal and state design guidance” or “bike lanes in communities facilitate populist cycling” or “those who obstruct bike infrastructure refuse to accept that public rights of way can be engineered to equitably treat multiple modes of transportation”. But I have yet to see them rationalize what they perceive as the specific advantages of bike lanes, articulated in a manner like my bullet points listed above. Nor have they ever been able to logically refute these criticisms of bike lanes.
#19
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good grief. What contrived arguments from high roller. Effective roadway planning for bike traffic actually mitigates a lot of his misplaced 'complaints'.
Believing that bicycling on busy roads with wide lanes could ever be considered an adequate plan for roadway bicycle traffic, or that this is a substantive plan to facilitate and normalize bicycle traffic on roads and highways is quite naive, and fails to take into consideration both human nature and widely upheld transportation design principles.
Believing that bicycling on busy roads with wide lanes could ever be considered an adequate plan for roadway bicycle traffic, or that this is a substantive plan to facilitate and normalize bicycle traffic on roads and highways is quite naive, and fails to take into consideration both human nature and widely upheld transportation design principles.
Last edited by Bekologist; 02-11-11 at 11:24 AM.
#20
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What if that mile of freeway went nowhere? Boom, just add a mile to any existing freeway... no particular destination, just an additional mile at the end of some freeway... do you think that would result in a massive increase in the numbers of motorists? That is effectively what happens to many bike paths... some agency just tacks on an additional mile, politicians get together to shake hands and cut ribbons, and then folks comment... "where's the cyclists?" For what, a tiny chunk of road (path) that goes nowhere... Which is often the case with bike paths that are not planned as part of a transportation system... mile long bike paths that go nowhere.
It would be laughable if freeways were built the way many bike paths are bulit. A mile long chunk of 8 lane freeway with an on ramp and off ramp, in the middle of nowhere, going nowhere. I wonder if politicians would stand around and slap each other on the back for that.
Last edited by genec; 02-11-11 at 11:36 AM.
#21
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there is wide ranging, compelling evidence that planning for bicycle traffic effectuates more and safer bicycling on the roads and highways of a community. This can be seen in north america's relatively nascent bicycle networks as well as the more mature, established bicycling networks in other countries.
#23
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Javiepe, welcome to Bike Forums and thank you for posting your question.
Yes, bike lanes are becoming more and more prevalent in most locales here in the U.S. It is my understanding that their installation is often a necessary condition for obtaining highway subsidies from the federal government.
Here are my issues with bike lanes:
· They violate intersection destination positioning rules by channeling straight-through cyclists to the right of right-turning vehicles.
· They position the cyclist where cross-traffic collisions are more likely, due to diminished sightlines and reduced cyclist conspicuity. Motorists don’t always register objects that far out in their peripheral vision.
· They place cyclists in the door zone of parked vehicles.
· They are often too narrow and/or contain tire-swallowing drainage gratings or other surface hazards.
· They accumulate debris that can degrade braking performance, puncture tires, and cause a potentially catastrophic loss of control. Automobiles are extremely effective at sweeping all the detritus from the roadway into the bike lanes, where it sits for days, weeks, and months awaiting the street sweeper that never arrives.
· They effectively remove some of the usable real estate, forcing cyclists to move farther from the edge of the roadway and increase friction with faster moving motor traffic.
· They create an illusion of safety resulting in inattention blindness for both motorists and cyclists.
· They encourage closer passes by overtaking motorists, a cruel irony since it is the unwarranted fear of overtaking collisions that has popularized these facilities.
· They add costs to roadway construction and maintenance, increasingly scarce money that would be better spent on education and enforcement for motorists and cyclists alike.
· Perhaps most significantly, bike lanes reinforce motorists’ prejudices that cyclists should not dare to venture outside their white painted barriers and do not belong at all on roads lacking bike lanes, thereby providing vindication for the harassment of cyclists who are traveling on the roadway in a safe and lawful manner.
For these reasons, I strongly prefer riding on busy roadways with a wide outside lane (one that is wider than 4 meters) that does not feature bike lane striping. In my view, bike lanes offer a major benefit to motorists – getting cyclists out of their way – at the expense of safety and efficiency for those of us who choose to transport ourselves via human power. Believing that the safest path through traffic can always be delineated by bike lane stripes is arrogant and naïve in the extreme – truly a criminal disservice to the new bicyclists such infrastructure is supposed to attract.
Bike lane proponents often make sweeping generalizations such as “bikeways planning should follow 21st century federal and state design guidance” or “bike lanes in communities facilitate populist cycling” or “those who obstruct bike infrastructure refuse to accept that public rights of way can be engineered to equitably treat multiple modes of transportation”. But I have yet to see them rationalize what they perceive as the specific advantages of bike lanes, articulated in a manner like my bullet points listed above. Nor have they ever been able to logically refute these criticisms of bike lanes.
Yes, bike lanes are becoming more and more prevalent in most locales here in the U.S. It is my understanding that their installation is often a necessary condition for obtaining highway subsidies from the federal government.
Here are my issues with bike lanes:
· They violate intersection destination positioning rules by channeling straight-through cyclists to the right of right-turning vehicles.
· They position the cyclist where cross-traffic collisions are more likely, due to diminished sightlines and reduced cyclist conspicuity. Motorists don’t always register objects that far out in their peripheral vision.
· They place cyclists in the door zone of parked vehicles.
· They are often too narrow and/or contain tire-swallowing drainage gratings or other surface hazards.
· They accumulate debris that can degrade braking performance, puncture tires, and cause a potentially catastrophic loss of control. Automobiles are extremely effective at sweeping all the detritus from the roadway into the bike lanes, where it sits for days, weeks, and months awaiting the street sweeper that never arrives.
· They effectively remove some of the usable real estate, forcing cyclists to move farther from the edge of the roadway and increase friction with faster moving motor traffic.
· They create an illusion of safety resulting in inattention blindness for both motorists and cyclists.
· They encourage closer passes by overtaking motorists, a cruel irony since it is the unwarranted fear of overtaking collisions that has popularized these facilities.
· They add costs to roadway construction and maintenance, increasingly scarce money that would be better spent on education and enforcement for motorists and cyclists alike.
· Perhaps most significantly, bike lanes reinforce motorists’ prejudices that cyclists should not dare to venture outside their white painted barriers and do not belong at all on roads lacking bike lanes, thereby providing vindication for the harassment of cyclists who are traveling on the roadway in a safe and lawful manner.
For these reasons, I strongly prefer riding on busy roadways with a wide outside lane (one that is wider than 4 meters) that does not feature bike lane striping. In my view, bike lanes offer a major benefit to motorists – getting cyclists out of their way – at the expense of safety and efficiency for those of us who choose to transport ourselves via human power. Believing that the safest path through traffic can always be delineated by bike lane stripes is arrogant and naïve in the extreme – truly a criminal disservice to the new bicyclists such infrastructure is supposed to attract.
Bike lane proponents often make sweeping generalizations such as “bikeways planning should follow 21st century federal and state design guidance” or “bike lanes in communities facilitate populist cycling” or “those who obstruct bike infrastructure refuse to accept that public rights of way can be engineered to equitably treat multiple modes of transportation”. But I have yet to see them rationalize what they perceive as the specific advantages of bike lanes, articulated in a manner like my bullet points listed above. Nor have they ever been able to logically refute these criticisms of bike lanes.
#24
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A friend of mine just posted this to his FB page:
What is an urban bikeway?
The original Spanish version:
¿Qué es un carril-bici urbano?
What is an urban bikeway?
The original Spanish version:
¿Qué es un carril-bici urbano?
#25
Strong Walker
good grief. What contrived arguments from high roller. Effective roadway planning for bike traffic actually mitigates a lot of his misplaced 'complaints'.
Believing that bicycling on busy roads with wide lanes could ever be considered an adequate plan for roadway bicycle traffic, or that this is a substantive plan to facilitate and normalize bicycle traffic on roads and highways is quite naive, and fails to take into consideration both human nature and widely upheld transportation design principles.
Believing that bicycling on busy roads with wide lanes could ever be considered an adequate plan for roadway bicycle traffic, or that this is a substantive plan to facilitate and normalize bicycle traffic on roads and highways is quite naive, and fails to take into consideration both human nature and widely upheld transportation design principles.
A cycling lane is benefitting cars, not cyclists.