When the City of
From a traffic engineering perspective, a
Most urban thoroughfares and collectors in
On a typical
To install bike lanes of the recommended 5’ width, the street cross-section now looks like this, 5-14-14----14-14-5, dropping a full lane of traffic in each direction. When you consider that people tend to ask for bike lanes on streets that are already overcrowded, you can see how the problems are exacerbated by the attempts at alleviation.
I haven’t even mentioned the problem with banning all on-street parking on streets with bike lanes and the resulting backlash from homeowners and businesses.
So rather than install a few miles of bike lanes, what Dallas did was create a 400 center-line mile signed bicycle route system on local, low volume streets that parallel thoroughfares. Where a thoroughfare (or bridge) is required, the City committed to build wide-outside-lanes to create extra room for cyclists and motor vehicles to share the road. On new road construction (and reconstruction when right of way is available), depending upon posted speeds, the roadway will look like this; 14-11-11----11-11-14, or 15-11-11----11-11-15.
So, long answer, instead of striping 50 lane-miles of bike lanes (.05% of the City's streets), the City signed 800 lane-miles of bike routes (10% of the City's streets), resulting in a far more comprehensive bike plan than a simple bike lane system that improved real conditions for cyclists without degrading conditions for the dominate motorist traffic. Mind you, this approach works best in a city with a complex street grid system dating to the late 19th and early 20th centuries. Suburbs have a more difficult task.