This is the category archive for "The Shoal Creek Debacle".
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March 17, 2006

Shoal Creek Summed Up

Michael Bluejay made an outstanding presentation (Quicktime slides with audio) which everybody needs to read. (He presented this before the City Council right before they approved the cyclist-endangering Option III).

Again, I can't recommend this video enough. It's the best quick summary of this issue, with pictures, that I've ever seen. Watch it now.

February 20, 2006

Shoal Creek Attractive Nuisance Boulevard

(just posted to the austin transportational cycling list)

As I've tried to point out before but obviously not succeeded, the danger for SCB is that it becomes an 'attractive nuisance' - i.e., if you stripe a 'bike lane' or a 'shoulder' or even a 'shared use area', you are making an implied recommendation that this is where cyclists should be riding. (Well-established in both legal and traffic engineering circles).

Thus, the facility to which you're 'attracting' the cyclists to had better meet some basic, bare minimum, safety guidelines such as AASHTO. As many have pointed out, AASHTO standards for bike lanes next to parking are still not great - a good chunk of the bike lane would be in the door space, but the Gandy design would have had all of the bike lane within the door zone, and the 'space' shrinking to perhaps a foot when being passed by a motorist while you yourself were passing a parked truck - i.e., you would get brushed even if the parked vehicle never opened its door. The 10-foot shared space has this same exact problem; the absence of the stripe separating 'bike lane' from 'parking lane' makes no difference.

I get the sense that many people still haven't looked at these pictures, which tell the story far better than my words possibly could.

Take a look. That's not "normal bike lane bad" where the door would extend part of the way into the bike lane when it's open. That's "guaranteed collision bad" where the cyclist fundamentally doesn't have enough space to travel even when the truck's door is closed.

Some people (who must not have looked at that picture) drastically underestimate how bad a facility this is - thinking that they (good rider) would just get into the travel lane to pass the parked car. This forgets that:

1. Most inexperienced riders don't know to do this, and will thus 'swerve' at the last moment, or maybe not even go out into the lane at all, and

2. Experienced riders will take the lane well in advance of the parked car, and will (in my, and Lane's experience at least) get honked at, or possibly someday worse.

A facility which encourages inexperienced cyclists to perform unsafe manuevers and which causes conflict with other road users when experienced cyclists do what they're supposed to do has no place on our roadways. It doesn't matter how the other roads in the city are designed - if this one fails some basic minimum safety standards, it's a horrible, horrible design and needs to be rethought. If this means removing SCB from the city's bicycle route system, so be it.

That's the bottom line here - the city is basically signing up for a huge potential liability lawsuit, and if it ever happens, I'll be glad to testify that they were warned early and often.

February 17, 2006

Fifty-Fifty Journalistic Balance Sucks

Whether it's in science (usually global warming or evolution) or local politics, journalists addicted to "he-said she-said" should turn in their press pass. If that's all we needed, simple links to a couple of ideological websites would suffice.

With global warming, you effectively have an overwhelming scientific consensus and a couple of skeptics - bought and paid for by oil companies (and, of course, a college dropout Bush appointee trying to censor one of this country's most experienced climatologists). The media usually covers this as "he-said, she-said", which is OK when there truly IS no consensus, but we passed that point ten years ago.

In the Shoal Creek debacle instance, the Chronicle didn't bother to tell you that the TTI, hired by the City Council in an obvious attempt to provide at least some political cover for choosing "Option 3", reported back to them that the peer cities fairly unanimously recommended "Option 2", and that all of them recommended very strongly against "Option 3". Paraphrased, the response was, essentially, "why don't you idiots just restrict parking on one side of the street?".

Did the Chronicle mention this, either at the time or now that the council subcommittee ignored everybody who knows diddly-squat about traffic safety and ordered Option 3? Of course not. It's "car-free bike lane guys say X. On the other hand, neighborhood people say Y". No mention of which position might be more credible. No mention of the fact that the experts the city hired to consult were firmly on one of the two sides.

Fifty-fifty balance sucks. A chimp could collate two press releases together and turn them into an article. Chronicle, have another banana.

February 03, 2006

On bicycle lanes, and dense areas

I just made this comment to this post on Jamie's site which made my morning bright. I rhyme! Thought it deserved its own entry, to at least put some transportation back at the top.

Wow, thanks for the endorsement! That made my morning!

Kyle,

I've spent a lot of time in Seattle for work and for a wedding, and my wife lived there for about 7 years. One thing's for certain: Austin has much higher speed roadways in general than Seattle does - or, put it another way, the part of Austin where the roads are like "all of Seattle" only extends out from 6th/Congress about a mile and a half. And in that part of town, I usually advocate against bike lanes (one of my fellow commissioners at the time pushed for bike lanes on Guadalupe and Lavaca downtown, for instance; I pushed against).

There are other reasons to support bike lanes even on roads with slower traffic. For instance, the primary bicycle arteries heading to UT are a block and three blocks away from my house (Speedway and Duval). Each has so many cyclists that without the bike lanes, the road would probably not be able to function for motorists - in that sense, the bike lanes help manage high levels of bicycle traffic. Likewise, the whole Shoal Creek debacle is a mess because the bike lanes are needed due to both high volumes of cyclists and high volumes of child cyclists (for whom the speed differential rises to the normal 'justifies bike lanes' levels, I think).

and my second comment once I realized I hadn't read his closely enough:

Kyle,

Upon reading my comment it seems to be responding to an implication which wasn't there in your comment. I'm way too tired this morning, so please treat mine as an expansion of yours rather than as an attempt to refute, since it's obvious upon further reading that you weren't saying Austin's level of bike lanes were too high, but rather that our area of town where bike lanes aren't needed is too small. Couldn't agree more.

Things are glacially improving on that pace, set back by bad neighborhoods who prefer suburban parking codes. And there are a lot of cyclists heading down Speedway and Duval each day, at least.

December 06, 2005

More on Yesterday's Whiff

Councilmember McCracken wrote me back, defending his successful attempt to draw this out further, by claiming that there was "no data about any of the options". This is true, if you restrict the question to "what are the motor vehicle speeds on a roadway with bike lanes and on-street parking on one or both sides with various treatments". However, as I noted above, the TTI was quite clear about the safety recommendation from peer cities - that being, do option 2 and do it now.

The other things McCracken wanted to put on the road in test sections, if I'm remembering correctly, were:

  • Current design (with curb extensions) - there's really no point in doing this, unless your ONLY goal is to measure motor vehicle speeds - it's a well-known safety hazard for all road users.
  • Painted bike lane (presumably this is in the original Gandy 10-4-6 configuration which doesn't provide enough space for a driver to pass a cyclist who is passing a parked car)
  • Bike lane with raised markings next to either parking lane, driving lane, or both (I'm unclear whether this treatment would include parking on both sides or on one side only - the raised markings would take up enough space that it would seem to rule out the Gandy configuration, but at this point who knows).

As you can see from the linked items above, to imply that these facilities haven't been studied isn't particularly accurate - they have, and substantial safety problems have been noted. It's true that nobody bothered to measure motor vehicle speed next to these various bicycle facilities - frankly because nobody cared - the speed of a car when it hits you on one of these roads isn't particularly important - whether that car is going 25 or 35 when it runs over you because you slipped on a raised curb marking, for instance, isn't very relevant.

December 05, 2005

Council Whiffs Again On Shoal Creek

About 3/4 of the way through the subcommittee meeting and it looks like the 3 council members are falling back into a "let's get a consensus plan together which meets all stakeholder interests" mode which, in case anybody's forgetting, is what ended up giving us this abomination and all of the nightmare since then.

This is not a situation where compromise works. This is a situation where the Council has to CHOOSE between:

1. Parking on both sides of the street, and the elimination of Shoal Creek Boulevard as a safe and useful link in the bicycle route system for Austin (no alternates exist which come close to the length and right-of-way advantages of SCB).

2. Bicycle lanes on both sides with no parking (in the bike lanes); and on-street parking restricted to one side of the street (also known as "Option 2").

But instead, it sure as heck looks like they're ignoring the advice of the TTI (which was absolutely clear about what other cities do in cases like this - they do #2) in favor of kow-towing to the neighborhood yet again; inevitably ending up with some stupid combination of Option 3 and the Gandy debacle.

The worst part is Brewster's gang of "stakeholders" which includes nobody credible from the transportation bicycling community (no, the ACA doesn't represent these folks) and has come up with a plan to try a BUNCH of different things on the road, all but one of which (option 2) are heartily discouraged by modern roadway designers.

This is so depressing...

September 13, 2005

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.

September 12, 2005

Shoal Creek Meeting Is Done

Largely as expected - council members want to remove the islands, and then were 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, which 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
mdahmus@io.com

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



May 19, 2005

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.

May 13, 2005

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

April 13, 2005

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).

March 09, 2005

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.

March 01, 2005

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?).

January 13, 2005

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

September 30, 2004

Lessons from the Shoal Creek debacle

Michael Bluejay, who runs the largest and most comprehensive site on bicycling in Austin, wrote a letter which appears in this week's Chronicle. The letter refers to the infamous Shoal Creek debacle.

Lessons can be learned here.

Lesson 1: Don't bet against Mike Dahmus. He'll lose, but he'll be right. :+) This comment comes from an anonymous contributor whose missive is stored for posterity on Michael's site on the Shoal Creek debacle:

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.

Lesson 2: Don't negotiate away your core positions. On Shoal Creek, car-free bike lanes should have been non-negotiable. (They were, for me).

Lesson 3: Don't dig yourself in a hole. The Shoal Creek neighbors successfully (against my vote) got Shoal Creek downgraded to a residential collector (from a minor arterial) which then made it easier for them to make misleading claims like "this is a residential street so we have to have on-street parking on both sides of the street". ("residential collector" is not the same thing as "residential street" in technical terms - the former is expected to maintain traffic flow and access over parking). Shoal Creek is, by objective measures, a minor arterial (it's almost 5 miles from 38th st to Foster, the length which was downgraded; and has no intersections where cross-traffic does not stop or have a light). So in an effort to be nice, the UTC supported the downgrade, which made it easier later on to mislead some people into thinking that restricting parking on the road was an unreasonable imposition.

Applications to the current commuter rail situation:

1. Obvious. :+)

2. Non-negotiable positions should be that at least one and preferrably two major employment attractors should be reached within walking distance without a transfer. IE, no change to shuttle-bus; no change to streetcars. Center-city folks should have fought Capital Metro when it came to running rail down corridors where people wanted it in '00 rather than where Mike Krusee wants it in '04. This is the most critical error in my estimation - people who really want rail to succeed in Austin got snookered into thinking that they could negotiate it with Capital Metro when Capital Metro already had its own non-negotiable position (i.e. do what Mike Krusee wants). The result was: no rail to Mueller; no rail to Seaholm; transfers to all major attractors; no service in the center-city residential areas.

3. Mike Krusee won here, big-time. Capital Metro's allies should have fought the early election he forced in 2000 (making CM go to the polls with a rail plan they weren't really ready to discuss - they hadn't even figured out what streets it would run on downtown yet; they were clearly shooting for a timeframe of May 2001 or so until Krusee wrote the infamous bill).

Now, for the big finish:

What damage was done?

This isn't a silly question. There are those who think that the Shoal Creek debacle didn't do any harm, since we started out wth parked cars in bike lanes and are ending up with parked cars in marked shoulders.

Damage in the Shoal Creek case: Precedent was set that car-free bike lanes can be vetoed by neighborhoods. The previous bike coordinator had already made it city policy not to build new (or support existing) bike lanes on residential streets; and it was commonly understood BEFORE this debacle that any city changes to collectors and arterials would, while soliciting neighborhood INPUT, NOT be subject to an implicit VETO. IE, collectors and especially arterials serve the needs of far more than the immediate residents.

Now, not so much. Notice that Michael correctly points out that the media now thinks the SCB process was a model of new consensus-based charette-including everybody-holding-hands everybody-won neighborhoods-centric bike-friendly delicious-candy-flavored planning that resulted in sunshine and butterflies for all.

In addition, at the city level, because so many smart people in the bicycle community were part of this process (snookered by it, you might say), the city thinks that the end-result was what the cyclists and the neighbors wanted. Basically, the cycling community (except yours truly) is now implicitly linked to this plan, in the minds of the people who matter.

In short: their names are on this piece of garbage.

As for commuter rail - the same lesson holds. The groups who lobbied so hard to work WITH Capital Metro before the final ballot proposal was set were fighting very hard for some minor improvements to the ASG plan, but made it clear from the beginning that they'd support it anyways. Now, these center-city groups are linked to this plan irrevocably - if I'm right, and it doesn't attract riders, then they'll have been on the record as supporting a plan which will have been found to be a stupid failure. Do you think that'll affect their future credibility?

Don't sign on to something you can't support. The end.

April 15, 2004

Shoal Creek Debacle, Part XXXVII

Well, I rode down Shoal Creek yesterday (I've taken to alternating between two routes home - one east on Morrow to Woodrow and then south to North Loop; the other south on Shoal Creek and east on Hancock, then down Burnet and Medical Parkway). This one trip brought up several recent and not-so-recent points:

  1. Debris - Shoal Creek is now effectively a wide curb lane facility from Foster (just south of Anderson) to 45th. The debris is horrible - worse than I remember it. To be fair, the bike lane stretch between Steck and Anderson has one large gravel patch in it as well. This reinforces my thinking that the absence of the stripe does not in fact encourage cars to act as street-sweepers, or at least, that they don't do a very good job of it.
  2. Parking - at the time we went over the Shoal Creek debacle, some claimed that the criminally negligent design sponsored by the neighborhood would not be a problem since it would rarely happen that you would be passing a parked car at the same time a car was driving past you. This happened six times during my short trip on Shoal Creek yesterday.
  3. Neighbors - during one of those six times, I took the lane as I always do, and a car turned left onto Shoal Creek behind me, and proceeded to lay on the horn. I told her via a charming pantomime that she was number 1 in my book. So it goes; even when you ride legally, sometimes some motorists don't get it. (This is a bone thrown to my colleagues who disobey every traffic law they find inconvenient on the theory that all motorists hate them anyways).

Years later, Shoal Creek has no stripes and no calming. Read up on this page for more background on why the neighbors won, and why we never should have negotiated away the flow of traffic on a top-5 bicycle route in the city (and in my opinion, why we never should have supported their downgrade of this road from arterial to collector in the CAMPO plan).

February 19, 2004

It's Hard To Be Both A Cyclist And A Driver

(This entry is over a year old; but somehow it got reposted to austinbloggers.org as a new entry today while I was adding the Shoal Creek Debacle category to my site - apologies; but I can't seem to fix it).

While driving home this afternoon (switching to working at home part of the day until my wife's C-section is healed up better), I had the top down and was enjoying a nice (but windy) day travelling east on FM 2222 towards Loop 360 from the office. I came up to the light at City Park Road and caught up to two recreational cyclists (decked out with fancy bikes, fancy clothes, and fancy helmets). The light turned red. I and they slowed down. I stopped. They did not.


As is often my wont, when I caught up to them I yelled out "red means stop, asshats!". One of them flashed me a peace sign. Hooray! Peace on Earth trumps traffic law.


I'm one of the perhaps 2% of cyclists locally who stops for stop signs and red lights. That's because of two reasons: 1. I'm both a cyclist and a driver, and 2. I sit on the Urban Transportation Commission and have to fight quite hard for cyclist facilities.


1. As a cyclist myself, I'm occasionally hassled by drivers on the road and more frequently harangued off the road because other cyclists break the law. This is irritating but rarely important enough to worry about.


2. As a commissioner, however, you have no idea how often I've heard "why should we build (bike lane / shoulder / loop detector / etc) for cyclists when they'll just jump on and off the sidewalk and run red lights anyways?" - even from the (outgoing) chair of the commission. In fact, we even lost a facility vote once on the commission on those grounds. (It gets hard to fight battles for things like Shoal Creek bike lanes when the racing cyclists piss off all the neighbors so badly that even I'm tempted to smack them).


Unfortunately, as I mentioned, I'm one of perhaps 2% of the cyclists that actually follow the law in this respect. The remaining 98% fall out roughly as follows:


Ignorant of traffic law - about one-third of the total - pretty much everybody around the University, and a lot of people who are clearly biking to work because they lost their license in a DWI conviction, or can't afford a car. I don't get angry at these people.


Self-righteous twits - another third of the total - mostly on the far left. The austin-bikes email list is full of people who defend running red lights by claiming that the environmental superiority of cycling justifies any transgression of mere traffic laws. If I point out that they make the job of reasonable cyclists quite difficult, they enter la-la land by claiming that motorists will hate all cyclists no matter what, so why bother being respectful and responsible. Additionally, this group quite often repeats the canard that motorists always run red lights too (what motorists do is often floor it on a yellow or the very start of a red light - this is often referred to as "running an orange" - while this is a serious threat, it's far less serious than what cyclists do in completely ignoring red lights and stop signs altogether). Oh, and motorists do running stops at stop signs. Guilty. At least they slow down to a crawl first.


Finally, we have the recreational racers - the crowd that think that serious riders must wear certain clothes and drive to a ride start point (very high intersection with the Austin Cycling Association). These folks will tell you you're going to remove yourself from the gene pool if you don't wear a helmet, and then proceed to blow a stop light on a road with a 60 MPH speed limit (as in today's example).


That, ladies and gentlemen, is why it's difficult being a utilitarian cyclist in Austin. Any questions?