I'm with you on the potential dangers of placing seperated class i bikeway architecture in closs proximity to existing street grids, but also suggest it can be done quite well. I recall the Embarcadero in SF had some kind of cycletrack, a recently opened Class I 'cycletrack' in NYC has been lauded by locals there, is it by the george washington parkway?


I don't think theres' a 'one size fits all solution' for cities on how to better mesh class I architecture in cities with existing street grids, but think there will be more effective examples of this roadway architecture developing in cities in america.

these cycletracks would always represent an extreme minority of road miles in any community and even a minority of bikeway miles.

when does a 'cycletrack' become a class II bikeway? how much seperation is needed for a cycletrack to become a class I bikeway? the copenhagen system seems to be able to integrate vast cycletracks in close proximity to motor vehicle traffic and STILL integrate bikes and cars quite well on the street grid and intersections, how come these work?

I rather like buffer delienated bikeways on higher speed arterials. I'll take hashmark emphasized buffers between me and the bliviots pushing freeway speeds between traffic signals, absolutely. this is preferable to watching ones 180 in the traffic lane to assure theres no bliviot driving their TV enabled SUV right up your saddlebag.