Bicycle facilities will be provided within 1/4 mile of every origin/destination
Regular bike lanes (Class 2) may only be used where design and posted speeds are 30 mph or less
Separated bikeways (Class 4) will:
be used for design and posted speeds above 30 mph
have a minimum width of 8 feet, to accommodate passing and wider devices
use hard curb protection where parking protection is not available, or parking utilization is low
Signals
Bicycle signals will be used as necessary to ensure safe crossing of intersections, appropriate priority for bicyclists, and safe transitions to and from separated bikeways
Signals at intersections will detect bicyclists in any lane
Streets that host large volumes of bicyclists in general purpose lanes or bike lanes will have signal timing for a green wave, accommodating bicyclist speeds of 12-15 mph and slowing motor vehicle traffic
Parking
Parking for shared mobility devices will be provided in sufficient quantity on wide sidewalks (over 8 feet) or in the street
On-demand bicycle parking (BikeLink or equivalent) will be provided at locations where bikes are commonly parked for more than two hours
The city will work closely with transit agencies to ensure that bus stops with significant bicycling first mile/last mile have sufficient bike parking
Transit
All bus routes with 30 minute frequency or better will have bus boarding islands with bike lanes or separated bikeways passing behind the island; shared bus/bike lanes will only be used to distances of not more than one block, in order to solve right-of-way issues
Streets that provide long distance travel on with low volume and low speed motor vehicle traffic will be designated as bike boulevards, with appropriate marking, signing, and traffic calming treatment
Shared mobility will be managed and/or owned by the city or transit agency with sufficient control to ensure social and transportation objectives, and stability
Design diagrams will include:
Bike lanes (Class 2)
Separated bikeways (Class 4)
Bike boulevards
Contra-flow and two-way cycletracks, for use where safe bicycle facilities are not
The City of Sacramento started a design with protected bikeways on streets with significant bus traffic on P Street and Q Street in downtown Sacramento. I live on P Street, so see use of the bikeway on a daily basis. It works OK. P and Q are not heavily biked streets, and the separated bikeways are not heavily used, but they are OK. And actually, P Street doesn’t work well for buses. Since much of the bus traffic is commuter buses, a lot of them over a short period of time, there is often a stack-up of buses blocking traffic and interfering with each other at a stop opposite me on P Street at 13th Street.
Note: I’m using the term separated bikeway here because it is the term in state law, and therefore planning and engineering documents. Most people call these protected bike lanes, or sometimes cycletracks, though the term cycletrack is more commonly used for two-way bike facilities. Use whatever term you’d like!
On Q Street eastbound, the separated bikeway transitions to a bike lane at 14th Street. Since there are bike lanes on both sides of Q Street to the east, a bicyclist a decide where to transition to the right side of the street. This works OK.
On P Street westbound, however, it is a completely different story. The separated bikeway ends at 9th Street. To the west there are no bicycle facilities of any sort. It is a three lane traffic sewer (what I can three or more lane roadways, the purpose of which is solely to flush traffic in and out of downtown). With the construction going on all through downtown, P Street is and has been reduced to two lanes is several places, and with state workers mostly working from home, there is much less traffic in downtown. Nevertheless, the design is fatally flawed. I use the term ‘fatally’ on purpose – it is a design likely to result in bicyclist fatalities.
I have long been planning to write about the extremely poor bicyclist facilities from M Street to Hornet Tunnel, which is a major access point for Sac State.
M Street is a major east-west bicycle route, with some but not all of it marked as a bicycle route. If the city used the bicycle boulevard designation, it would be designated a bicycle boulevard. M Street forms an uncontrolled T-intersection with 62nd Street, which leads a short way left to a signalized T-intersection with Elvas Ave.
Hornet Tunnel is a major access point to Sac State campus, probably second only to the Guy West bridge access on the north side.
The map below shows M Street, 62nd Street, Elvas Ave, and Hornet Tunnel, as it exists.
The route from M Street to Hornet Tunnel is heavily used by bicyclists, both students and people passing through to the American River Parkway paths. It would be much more heavily used if it were safe, but it is not.
Eastbound to campus, one must cross over four lanes somewhere between 62nd Street and the median along Elvas Ave, and then ride on the wrong side of the street to reach Hornet Tunnel. Westbound, it is not bad, only having to merge over the northbound lanes to a dedicated left turn lane to 62nd Street. The signal here is surprisingly responsive to bicyclists, so the wait is usually short.
At the 62nd Street & Elvas Ave intersection, Elvas is 62 feet wide, 70 feet with sidewalks. There are shoulder stripes setting off unofficial parking, one southbound lane, one center turn lane, and two northbound lanes. At 64th Ave, Elvas is 68 feet wide, 76 feet with sideewalks. At Hornet Tunnel, Elvas is 63 feet wide, 77 feet with sidewalks, with two northbound lanes and three southbound lanes, two of which are dedicated right turn lanes to 65th Street. Elvas was formerly wider at Hornet Tunnel, but some sidewalk was added there to ease crowding at the tunnel entrance/exit. Given the city-preferred, though unnecessarily wide 11 foot travel lanes, there is room for six lanes of traffic here! That means there is ample room for bicycle facilities. But there are none present.
Some bicyclists take the striped shoulders to be bike lanes, but they are not. The city’s 2018 Bikeway Master Plan shows this section of Elvas between 65th Street and Hornet Tunnel as a Class 2 (on-street) bike lane, but this is false. It is not indicated as such with either pavement markings or signage. Though the shoulder stripe southbound has the dashed marking often used to indicate a bike lane approaching an intersection, this is a fake. It is NOT a bike lane. People park along this stretch, so even if it were a bike lane, it would not be safe nor meet minimal standards for a bike lane.
Solutions
What street redesign and reallocation would make is safer for bicyclists?
First, for northbound bicyclists, there should be a separated bikeway on the right side of the street. Along this section, there are four driveways and a stretch of street-oriented perpendicular parking (where vehicles enter directly into parking spaces from the street). There is a section of 270 feet with no existing buildings. Though there could be parking protected bikeway along here, I don’t think the parking is even needed. Instead, this is probably a good location for a curb separated bikeway, with hard curb to prevent encroachment on bicyclists. The curb would be cut only for driveways which are currently in use. The existing parking along this stretch is used mostly by students to avoid paying on-campus parking fees. All the businesses have onsite parking. The one business that might reasonably need short-term parking on Elvas is The Mill coffee shop. Separated bikeways work best with long stretches without driveways, but one here is workable.
Southbound is more complicated. If there were a bike lane or separated bikeway on the southbound side of Elvas, bicyclists would still need to cross to Hornet Tunnel, at a location where there is currently no way to do so. I see three options:
First, have bicyclists ride south to the existing 65th Street & Elvas Ave intersection, and use the crosswalk on the north side to cross over and then go north to the tunnel. This is very awkward, out of the way, and encourages bicyclists to use a crosswalk, which is not illegal but poor practice.
Second is to create a two-way separated bikeway (often called a cycletrack) on the east side of Elvas, from 62nd Street to the tunnel. A separate bicyclist signal phase would need to be created for northbound bicyclists to cross to 62nd Street, and southbound bicyclists to cross to the east side of Elvas Ave. An advantage to this solution is that parking on the west side of Elvas does not need to be changed, though it can be reasonably argued that there should be at least a regular bike lane here for bicyclists who are not going to the tunnel, but continuing south on Elvas or south on 65th Street.
Third, have bicyclists continue southbound on Elvas, but create a clear zone for crossing to the tunnel by signalization. Northbound motor vehicles would be held by the existing signal at the intersection of 65th Street and Elvas Ave, while southbound motor vehicles would be held at a stop line just north of the tunnel by new signal heads. Bicyclists would cross to the tunnel during the red phase. There would need to be queuing area for southbound bicyclists, since they would exceed the stacking capacity of the bike lane during busy times. This option probably slows motor vehicle throughput more than the other options.
No matter which solution, the sidewalks along Elvas Ave should be repaired and widened, and street trees should be planted. And of course the street needs to be repaved.
Below is a Streetsmix diagram showing one possible configuration (looking north) with a two-way separated bikeway (cycletrack) on the east side, along with wider sidewalks and trees in a planing strip, and a southbound regular bike lane. And yes, all this fits in the existing over-wide Elvas Ave right-of-way!
I am getting so, so tired of people on Twitter, bicycling advocates, who see bikes and bikes only as the solution to everything.
These are people who believe that it is always best to remove on-street parking in favor of bike lanes, whether regular or separated bikeways. In fact, they are always looking for roads on which to install bike facilities and remove parking, because they get off on the idea of removing all parking. A lot of advocates want bike lanes on every street.
Well, I disagree.
If there is a situation where existing or future bicycling use should be accommodated, and the only way of doing do it is to remove parking, then I’m in agreement. But that is often not the case. On any street with more than two lanes, it is almost always better to remove a travel lane (called general purpose lanes) than to remove parking.
Parking does (at least) two things:
Calms traffic by creating perceived friction, which slows drivers down. It is moving vehicles, quite often moving well over the posted speed limit, that are a hazard to bicyclists, and everyone else. It is not parked cars (not ignoring the issue of door-zone bike lanes).
Provides places for customers to park who so far have not shifted to walking and bicycling, or who are in that rare situation of needing a car for disability reasons or items being picked up/dropped off.
Sure, we need less parking than we have, but no parking is not the solution. If there is no on-street parking, then it increases the demand for surface parking lots, which are the worst possible land use in cities, or for structured parking (parking decks) which are the most expensive type of parking to build, and almost always require taxpayer subsidy. Both of these also produce almost zero property tax and sales tax.
I’m also in favor of managed parking, so that it is never free, and costs enough so that there will always be some empty spaces available, and that drivers are paying market value for parking, and for the cost of the pavement and maintenance they are using. I’m also in favor of designated passenger drop-off/pick-up curbs and unloading/loading curbs for commercial use. We do have too much parking, and way too much free parking. We should have less.
For those who I haven’t convinced, or have made angry (no doubt), please read The High Cost of Free Parking by Donald Shoup, and Walkable City by Jeff Speck. Both recommend retaining parking, but managing it better, in most situations. And removing it when there is really a good justification. Donald Shoup has conducted more research on parking than anyone, and Jeff Speck has designed more projects to improve walkability and livability than most.
Lastly, let me say I hate cars and hate most car drivers. The world would be a better place if we had about 5% of the cars we have now. The world would be a better place if almost all people walked or bicycled for almost all trips, and used transit for the few others. But I think it is dangerous to just remove all parking without looking at the situation on the ground, which includes all modes and everything that is adjacent to the street, including businesses.
Note: As is not unusual, I had forgotten that I’d written about N St before: N Street bike route to cycle track, 2015. Seven years have passed, the city has taken no action.
The construction for the Capitol annex project has narrowed N St to two lanes eastbound, from 10th St to 14th St, and parking has been removed from the south side to shift the lanes over. Now is the time for the City of Sacramento to implement its long-delayed (if not deep-sixed) plans for re-allocating space on N St. There have been ongoing utility projects over the last few years that have narrowed N St to two or even just one lane. At no time did that create significant congestion, during the pandemic or before the pandemic. I live two blocks from N St, and both travel along it and cross it frequently. I’ve never seen more than momentary congestion, in 11 years. What that means is that N St, in its three-lane configuration, has grossly excess capacity for motor vehicles.
While the street has been narrowed is the time to redesign the street so that it has no more than two general purpose lanes, and has a curb-protected or parking-protected bikeway. Probably on the left. This is in fact the perfect setting for a separated bikeway, five blocks from 10th St to 15th St with no intersecting streets from the north side, which is Capitol Park.
It is true that the sidewalk on the north side of N St is a designated bikeway, so bicyclists may use the sidewalk to avoid riding in the street. But bicyclists on the sidewalk are often in conflict with people walking on the sidewalk. The sidewalk has pretty continuous use by walkers, particularly during the lunch time – walk time for state workers, but a lot of people also include a circuit of the Capitol Park on their runs and walks. This conflict is easy to solve: create a safe, welcoming, protected (separated) bikeway on the street. And do it now!
On N St eastbound, the leftmost lane is a designated left turn lane at 10th St, which is what makes possible the two-lane configuration beyond 10th St. As a temporary measure, this works well, and forcing turns off three lane streets is a good solution for so many overbuilt arterials roads in Sacramento, but here it is only temporary, and would be obviated by the conversion of all of N St from 3rd St to 15th St. N St becomes a two-lane street at 15th St, and then becomes a two-way street at 21st St. N St from 15th St to 21 St would probably be a good candidate for a separated bikeway as well, but with paint bike lanes existing, would be a lower priority.
Below is a StreetMix sketch of what N St might look like. Note that the width of the street and the elements are estimated, not measured. I don’t believe parking is needed on both sides, but the diagram shows it for people who think it is necessary. Left side is north, Capitol Park in this case, and right side is south, mostly state buildings.
N St Sacramento between 3rd St and 15th St
As a reminder, I feel strongly, and it is backed up by evidence:
Three-lane streets are significantly less safe than two-lane streets, primarily for the muli-lane threat (one vehicle stops for walkers and the others do not). They are also a clear sign of poor land use planning, which puts residents and the things they need to reach (jobs, stores, recreation and entertainment, medical, etc.) far away. Narrowing all such roadways in the city from three to two, or less, would increase safety, increase livability, and encourage people to make different choices about where they live and visit. Maps of collisions (vehicle vs. vehicle, vehicle vs. walker, vehicle vs. bicyclist) align almost perfectly with overbuilt arterials.
One-way streets are significantly less safe than two-way streets, for the same multi-lane threat, and because there isn’t any friction to slow drivers. However, I think that the only valid argument for one-way streets is to accommodate separated bikeways, bus lanes, or rail transit. That may be true of N St.
And, sorry, can’t resist, get rid of the worthless palm trees while they are at it. We need shade trees, not poles.
There are active utility projects on 9th Street and 10th Street that have closed parts of the separated bikeways on those streets. Upon noticing this, I thought, no big deal, a few days of work and things will be back. But the closures have been continuing for three weeks now, with no end in sight. It is interesting that the utility work on J Street is moving fairly quickly, but on 9th and 10th, not so much. I am not sure what utilities are being worked on, and whether these are city-led projects with contractors working on city-owned utilities, or whether they are private utilities such as PG&E or communications.
When there is an extended closure of a separated bikeway, more than two days, an accommodation for bicyclists should be provided. I am aware that some bicyclists are willing to ride in the traffic lanes, but the entire point of a separated bikeway is that it needs to work for all bicyclists, including people who are not comfortable riding in traffic. To allow construction to close a bikeway, without any alternative, is a failure on the part of the city. The city is again expressing its favoritism for motor vehicle drivers over bicyclists.
10th Street
10th St at K St bikeway closure10th St bikeway construction plate
For 10th Street, general purpose lanes should be reduced from two to one, making the other lane a temporary bikeway. Or, remove parking from the left (west) side of the street so as to allow two general purpose lanes and one temporary bikeway.
9th Street, H Street to J Street
9th St at H St bikeway/bike lane closure9th St at I St bikeway/bike lane
The bike facility on 9th St is not technically a bikeway until it crosses J St, but since it is intended to provide a similar safe route of travel, I’m including it here. Utility work has closed off the bike lane between H St and J St. No alternative has been provided. The solution is to remove one general purpose travel lane and create a bikeway, or remove parking on the right (west) side of the street in order to maintain two general purpose lanes and one bikeway.
9th Street, K Street to L Street
9th St at K St, no signing for bikeway closure9th St construction materials stored in the bikeway (just south of previous photo) 9th St at Kayak Alley, walkway/bikeway gone
The reconstruction of Capitol Park Hotel, on the east side of 9th Street between Kayak Alley and L Street, has been going on for months. Every time I go by, something has changed about how the roadway is being handled. Today, the safe bikeway and walkway that was there is now gone. Construction has pushed the fence up against what were formerly the barriers that separated the bikeway/walkway from traffic. Today there was a crane filling the space, which may be necessary, but that doesn’t change the clear message that the entire area is now construction zone with stored construction materials.
The section between K St and Kayak Alley is now being used to store construction materials and worker vehicles. The closure of the separated bikeway is not signed in any way; there have been signs here in the past, but they are gone. If you rode the bikeway without realizing it was closed, you would crash into construction materials.
I am not sure whether there is enough space left in the roadway to provide both a separated bikeway and a travel lane. If so, it should be modified for that. If not, the travel lane should be closed until the construction footprint shrinks again to allow the original walkway/bikeway.
It should be noted that the city did not initially provide the walkway/bikeway on 9th Street, and it was only installed after considerably public outcry.
These locations are a fraction of the ones throughout the city where the city has decided that motor vehicle traffic must be accommodated, but walkers and bicyclists do not. The construction guidelines code that the public requested the city develop and implement have been back-burnered because the city has decided to use staff to apply for grants rather than solving current problems on the roadways. I get more frustrated by the city by the day. I don’t really think they care at all. The car-dominated city, which was created by city planners and engineers, is just fine with them.
This is a followup to J St bikeway. If you are a Twitter person, you may have noticed discussions the last few days, started by Jennifer Donlon Wyant of the city, about new delineator posts being installed on the J Street separated bikeway. See also the ‘Battle of the Bollards’ page. Though as Jennifer points out, these are not bollards.
Below are photos of the three types of vertical delineators. I’m calling them, respectively, fat delineators (first two photos), rubbery delineators (second two photos), and turtle delineators (fifth photo). The bumps are often called turtles (except in Texas where they are called armadillos). As you can see, despite the fresh installation, at least one of the rubbery posts has already been hit several times and is marked with tire rubber. However, it does not seem to be damaged in the way a regular plastic post would be. The delineator is much more flexible, and perhaps more able to take being hit by reckless drivers.
J St bikeway fat vertical delineatorsupJ St bikeway fat vertical delineator close-upJ St bikeway skinny rubbery delineatorsJ St bikeway skinny rubbery delineator showing damageJ St bikeway turtles & delineators
The fat delineators are much more visible than the rubbery delineators, and probably about as visible at the turtle delineators.
Time will tell which of these works best. Of course none of these provide complete protection from errant drivers, but the theory is that parked cars provide much of the protection. Probably true during the times of day when the parking is in heavy use, but not at other times of day. In the previous post, I recommended that the block sections without driveways, about half the blocks in this stretch of J Street, be protected with concrete curbing. Jennifer points out that this is an attempt to solve or mitigate the problem with relatively minor expenditures, whereas concrete is more expensive. The bikeway itself was an attempt to improve bicyclist safety and comfort with relatively minor expenditures, as part of a repaving project.
Next post I’ll have some information about the bus stops along J Street.
The J Street separated bikeway has problems, as has been highlighted by Streets are Better and many others. Separated bikeways are also called protected bike lanes and cycle-tracks, but in California the official term is separate bikeways.
The City of Sacramento placed a separated bikeway on J Street from 19th Street to 29th Street as part of a repaving and roadway reallocation project called the J Street Safety Project in 2018. This was the second such project in Sacramento, the first being portions of P and Q Street downtown, but it was the first in the heavy retail, parking, and traffic environment of J Street.
The theory of these parking-protected bikeways is that the row of parked cars protects bicyclists from moving cars, and this is true in the length of the block (but not at intersections, which are a separate issue), when there are parked cars. But some times of day there are not parked cars, and throughout the day as cars come and go (particularly on a retail corridor), protection is lacking.
It is true that bikeways don’t need strong protection from PARKed cars, but they do need protection from PARKing cars and delivery vehicles, and bikeway intrusion.
Vertical delineators and pavement markings were used to set off the bikeway, with a sign at the beginning of each block segment showing the new allocation. These vertical delineators are also called bollards and soft-hit posts, with soft-hit meaning that they won’t damage cars when drivers hit them. The first photo below shows the 27th to 28th section. It initially had 14 delineators place, but only three are remaining. The other blocks have fared a little bit better, but overall about half the delineators are gone. The second photo shows the 25th to 26th section sign that has been run over by a driver.
J Street bikeway, 27th to 28th section, missing delineatorsJ Street bikeway, damaged sign
Some of the vertical delineators are being run over by people parking, some by delivery vehicles parking on top of them, and some by drivers going down the bikeway itself. And probably some just for sport. I don’t know which of these causes are most common.
There are several solutions:
One: Put the delineators closer together so as to make it more obvious that vehicles are not supposed to cross them.
Two: Add bollards which either are, or at least look to be, more substantial. The photo below is from a somewhat different setting in Oakland, with more substantial bollards. Reading blogs and Twitter, these seem to be successful in some cities and some settings, but not in others.
bollards in Oakland
Three: More substantial separators such as planter boxes.
planter separated diagram from C40
Four: Partial hard curbs or medians. The photo shows a median at the start of a bikeway section. It reduces the number of signs flattened by drivers and signals to drivers that there is something different about this block.
bikeway with hard median start, FresnoCOG
Five: Continuous hard physical curb or median. It is hard to find good photos of these, probably because in the past they haven’t been seen as necessary. There are a lot of photos of hard medians adjacent to moving traffic, and adjacent to two-way cycle-tracks, and alongside raised bike lanes that are at or close to sidewalk level. But the graphic below gives the general idea.
Of course hard curbs or medians are more expensive, but last 20-30 years whereas delineators or bollards may need to be replaced every year, so I think they are a good investment.
A major issue with all separate bikeways is the presence of driveways. In fact streets with a high density of driveways should not have this design. Below at the blocks of the bikeway, with information about driveways.
19th
3 driveways
partially separated; driveways not changeable
20th
3 driveways
2 changeable driveways
21st
1 driveway
driveway not changeable
22nd
2 driveways
2 changeable driveways
23rd
no driveways
24th
2 driveways
1 maybe changeable
25th
no driveways
26th
no driveways
27th
no driveways
28th
2 driveways
partially separated; 1 driveway changeable
The changeable driveways will be the topic of a separate post, but the basic idea is that parking lots that have access to the alleyway do not need access to the main street, so in this case, parking lots with access to Jazz Alley do not need access to J Street.
My recommendations
Place hard medians at the beginning of each block, to protect the signs, and better signify to drivers this is a different place. For the locations where there are bus stops (19th, 22nd, 25th, 27th, 28th), the median would be moved down the block a bit. Note that this is too high a frequency of bus stops, but that is an issue for another post.
Place more substantial bollards, and at a closer spacing.
Place a continuous hard median on one of the four blocks without driveways, the same width at the painted buffers present now. This would be a pilot to test the installation, determine costs, and document benefits. If the pilot is successful, the other three blocks with no driveways should receive the same treatment.
Start negotiation between the city and the owners of parcels that are used solely as parking lots, to close J Street driveways and use Jazz Alley access. Some of these parcels will be redeveloped into more productive uses anyway, but that may take longer than desired.
This afternoon I was walking along P Street, not riding my bicycle, when I saw this Amazon delivery van parked in the separated bikeway (cycletrack) just past 13th Street.
When I asked the driver why he was in the bike lane, he said there was nowhere else to park. But in fact there is a cross-hatched, implied no-parking, area just behind the photo on 14th Street, not more than 30 feet from where the van is parked. I can’t show you an aerial of this because the parking has been reconfigured since the last historical Google Earth imagery without leaves on trees, but tomorrow I’ll take a ground photo and add it here. There were also several empty parking spots on 13th Street both north and south of P Street, but apparently this was too far for the driver to walk.
Once making several deliveries, the driver finally left, traveling down the separated bikeway all the way to 13th Street. I reported the parking violation to the city’s 311 app, but of course the van was gone before they could respond. However, I think it is important for everyone to report these violations, otherwise the city can claim it was not aware of the situation.
This is the Amazon attitude, that our deliveries are more important than public safety, and if we actually get caught, the ticket is a small price for our way of doing business, which is raking in the big bucks. So, please think about this photo the next time your order from Amazon. I am not saying Amazon is the only guilty party, other delivery services do similar things, though Amazon seems to be the most brazen. And it is partly the city’s fault. When they repaved and restriped P Street to create the separated bikeway, they could have created delivery spots on both the 15th-14th block and the 14th-13th block, but they did not.
2021-03-12: Adding photo better showing context for the illegal Amazon parking. On the right is the separated bikeway that was being blocked by the Amazon driver. On the left is the crosshatched area that sets off diagonal parking on 14th Street. This morning it was being used by an exempt vehicle, perhaps CADA, but when the Amazon van was there, this was empty and available for delivery.
At the south edge of the sidewalk and bikeway closure, at L Street, there is now some signing, below. However, the signing and fencing do not meet ADA detectability requirements. Though there is more than one way of meeting detectability, an example graphic follows, showing a low bar across the entire width, detectable by canes used by vision impaired people. See my earlier post signs and diagrams for construction zones and construction zone solutions for more information on signing and barriers.
9th St at L St sidewalk closure signing
What would otherwise be a reasonable route and signing for northbound pedestrians is blocked by an open construction gate. This open gate was not being actively used in any way, it had just been left open. A person walking is forced to walk outside the crosswalk to get to the bypass.
9th St at L St bypass entrance and signing, blocked by construction gate
For southbound bicyclists on 9th Street at K Street, the diversion starts suddenly, pushing bicyclists into the traffic lane without warning. This is not necessary, the construction cone placed blocking the separated bikeway should not be there. This is just plain sloppiness. The bikeway could remain open, with a half block available to place signing that explains there will be a diversion and bypass ahead.
9th St blocked separated bikeway
Then there is the entrance to the walking and bicycling bypass, below. The same lack of detectable barriers as in the first item also exists here. If a vision limited walker encountered the construction fencing across the sidewalk, they would have no idea where the bypass is. The ‘sidewalk closed’ and ‘pedestrian detour’ signs are MUTCD compliant signs, MUTCD R9-9 and MUTCD M9-4b respectively, but they need to be placed on or above a detectable barrier, not on sawhorses which do not meet detectability requirements. The ‘bikes’ sign is a made-up sign, and because of its size, it intrudes into the shared bike and pedestrian space. I can imagine bicyclists hitting the sign on their way into the bypass. The correct sign for the location is actually MUTCD M9-4a, shown below.
9th St pedestrian and bicyclist bypassMUTCD M4-9a right
It took about four weeks for the city and construction company to come up with and implement a new traffic control plan, which is ridiculous. If there had been a problem with motor vehicle traffic instead of for walkers and bicyclists, it would have been solved in less than a week. And it would have been done right. Either the new traffic control plan does not really meet ADA requirements, or the signing and barricades placed do not follow the traffic control plan. Remember, this is a city project, reconstruction of Capitol Park Hotel, so not only is the city responsible for managing streets, but also for managing the construction project. Take a look at the photos, or go walk or bicycle the section of 9th Street between K Street and L Street. The sloppiness of the work is glaring. As I’ve said before, the city does not care about walkers and bicyclists, and is not fulfilling its legal responsibilities.
Why is that I, a private citizen, continually have to tell the city when they are doing things wrong, and how to do it right?
Getting Around Sacramento 