The construction process for repaving and restriping the roadway is not comparable - in any way- to the construction process for the trolley. Temporary lane closures may limit turning movements, availability of on-street parking, and loading zones, but traffic will continue to flow during the construction process. Construction will be completed in a matter of months.
The Impact of a Road Diet
Madison vehicular traffic is currently operating at 35-38% of its designed capacity.
Traffic models indicate that the proposed road diet will change the capacity to 45-49%. On a Road Diet, Madison will still be able to handle twice as many cars as currently use the street.[1]
Other Potential Bike Routes
Creating a single east/west route for cyclists to use is unrealistic. Parallel routes are being closely analyzed as additional east/west routes to Madison - not as alternatives. These routes are part of a 500 miles system of bike routes planned since 2005. A city’s traffic system is only as good as the ability to move a variety of mode shares (bikes, cars, pedestrians, and trucks) equitably, efficiently, and safely throughout the entire city, and Broad Avenue is a great local example of how bikeable/walkable infrastructure results in increased sales, new businesses, and renewed investment.[2]
Sharing the Road
Bicycles are currently allowed to use Madison and are required by law to share the right-most lane with cars. However, the current traffic speed, traffic volumes and adjacent land uses make bicycle lanes the most context sensitive option for bike traffic along Madison Avenue. Bike lanes have been proven to increase safety by removing cyclists from the same travel lanes as motor vehicles, and such safety factors encourage more people to use bicycles rather than motor vehicles.
We should not “gamble” on the backs of business owners with this “experiment”.
Since the 1970’s, cities have been converting four-lane undivided roadways to a three-lane road with a two-way left turn lane. The practices, techniques, and results are well documented in numerous studies. Madison Avenue meets many of the criteria of a roadway that should be considered for “road diet.”[3]
For more information, please contact Anthony Siracusa 901-843-3401 or Sarah Newstok sarah@livablememphis.org
[1]Case studies from Kirkland, WA, Lewistown, PA, East Lansing, MI, Toronto, ON, Bellevue, WA, Santa Monica, CA, Long Beach, CA, Del Ray Beach, FL and Seattle, WA, indicate no loss in traffic volumes; In some cases the research shows increases in traffic volumes as economic activity increases
[2]Research from San Francisco, CA, Toronto, ON, London, UK, Baltimore, MD, Outer Banks, NC, Lodi, CA, , indicate that higher levels of bicycle and pedestrian activity generate positive economic outcomes along the stretch of roadway where changes were made to promote more bike/ped activity and calm motor vehicle speeds.
[3]Criteria include: Moderate traffic volumes (8-15,000 ADT), Transit Corridor, Popular or essential bicycle route/link, Commercial investment zones, Economic enterprise zones, Entertainment district, Main street
Memphis needs vibrant places for people to live, work, shop and recreate. The Madison Avenue corridor can be exactly that – if we build it right.
What truly drives economic activity? People are attracted to vibrant, lively public spaces. Study after study concludes that safe, walkable and bikable places are a high priority in attracting and retaining the desirable young professional class. Communities accessible to children, the elderly, families, pedestrians, cyclist, and automobiles are proven to be the kinds of places that attract more people. They have a bustling and welcoming street life and attract more visitors.
What is a “Road-Diet”? A road diet transforms an underutilized roadway into a more efficient roadway. On Madison, the proposed road diet will convert two automobile lanes in each direction to one automobile in each direction, one bike lane in each direction and a center left hand turn lane. The optimal average daily traffic (ADT) for successful road diet projects is between 9,000-20,000.
How will a road diet effect traffic counts on Madison? Currently Madison’s ADT is 12,000, which is 35-38% of its designed capacity. Traffic models indicate the proposed road diet will increase efficiency to 45-49% of its designed capacity. The Road Diet will make increase the number of users, reduce collisions, and spawn economic development.
Collision deduction benefits of a road diet? Road diets benefit all users - specifically automobiles. Rear end crashes, left turn multiple-threat crashes, and sideswipe crashes are the most common crash types that are reduced by such a roadway treatment. A number of studies below show that the road diet scenario reduces vehicle collisions by more than 50%.
What about speeding? Road diets tend to bring traffic speeds down to their posted speed limits. This is safer for all users. An added benefit of slower traffic is economic development: People viewing the street at a slower pace (in cars, on bikes or on foot) are potential new customers for any business because they can really see and experience the street. True - you may not want to put your helmet on just after you got your hair done, but new potential clients will pass by your business on bike and come back later in a car. Madison becomes DESTINATION: MADISON.
Why striped bike lanes? Providing safe, clearly marked places for people to ride bikes brings new users to the streets. Bike lanes will increase Madison’s travel lanes to five: 2 for cars + 2 for bikes + 1 center turn lane. Bike lanes also further separate pedestrians from moving automobile traffic and create a more pleasant sidewalk experience. Striped bike lanes are used by cyclists who currently don’t feel welcome on the street: traditionally, these are women, children, new riders and intermediate riders. True, this stretch of bike lanes might not be most appealing to the fast, spandex-clad cyclists, but for Memphis’ growing cycling class in response to wildly successful facilities like the Shelby Farms Greenline and the Wolf River Greenway, bike lanes provide new access to the public streets.
Why not a shared route? In this scenario, Madison Ave would be essentially left as is with new signs to indicate that bikes might be there. Bicycles are currently allowed to use Madison and are required by law to share the right-most lane with cars. However, the current traffic speed, traffic volumes and adjacent land uses make bicycle lanes the most context sensitive option for bike traffic along Madison Avenue. Bike lanes have been proven to increase safety by removing cyclists from the same travel lanes as motor vehicles, and such safety factors encourage more people to use bicycles rather than motor vehicles. A “shared route" is appropriate application for other scenarios, but in a wide, commercial district like Madison, bike lanes are the only SAFE and APPROPRIATE option.
How will this stretch of Madison Ave connect? The Madison Ave lanes are planned to connect to a new bike route on McLean and provide safe bike access in to trails through Overton Park. Via McLean, Madison will also connect to lanes on Chelsea, Cooper and Southern - all in this next year! These stretches are part of a planned and growing connected network of bicycle facilities that are being designed and built to make our streets safe for bicyclists and pedestrians outlined Mayor Wharton's 2010 Bicycle Facility Plan outlining 55 miles of routes. And there are plans for another 50+ miles to follows this initial set in the next few years as well!
What about parallel routes? Creating a single east/west route for cyclists to use is unrealistic. Parallel routes are being closely analyzed as additional east/west routes to Madison - not as alternatives. All of these routes are part of a 500 miles system of bike routes planned since 2005. Different routes meet different needs. Madison Ave offers a unique opportunity to integrate new users into a commercial corridor while boosting economic development.
Where these routes properly announced? YES, the city has gone beyond the outlined protocol for announcing routine maintenance project like Madison. These routes were first announced publicly nearly one year ago. There have been multiple public meeting attended by hundreds of people, and various articles in all forms of new media.
How will this compare to other construction projects on Madison? This is routine maintenance. Madison is in dire need of repaving and has been in the repaving line-up for a while. Repaving is the most efficient time to alter the street design because stripping can be altered. The construction process for repaving and restriping the roadway is not comparable -in any way- to the construction process for the trolley. Temporary lane closures may limit turning movements, availability of on-street parking, and loading zones, but traffic will continue to flow during the construction process. Construction will be completed in a matter of months.
What are some useful resources and data that make the case for a road diet? These resources support road diets for safety, livability, operational efficiency, and transportation equity benefits, all of which are vital elements to healthy, active and vibrant community.
Road Diets: Fixing the Big Roads. Dan Burden and Peter Lagerwey's report on the use of road diets to create more livable streets. While nearly 11 years old now, it's still a vital resource for advocates, planners, engineers, etc. http://www.walkable.org/assets/downloads/roaddiets.pdf
Presentation: Road Diets Handbook: Setting Trends for Livable Streets. Jennifer Rosales' presentation on the basics of her manual of the same name. Very useful facts and background information on why road diets are key building blocks of livable communities.
APBP Road Diets Webinar - Peter Lagerwey. Peter Lagerwey managed dozens of road diets and the implementation of miles of bike lanes while with the City. A great presentation from just a few months ago on the benefits of road diets, along with a few useful case studies.
This information was prepared by Livable Memphis, Revolutions Community Bike Shop and engaged citizens wanting safe, healthy vibrant place to live, shop, work and recreate. For more information, please contact Anthony Siracusa at 901-843-3401 or Sarah Newstok at sarah@livablememphis.org
This past Saturday, community leaders from around the Memphis area gathered for the 4th Annual Neighborhood Leaders Summit sponsored by Livable Memphis.
In today's Commercial Appeal, Mr. Tom Bailey wrote about the event, calling it "an information buffet provided to participants from neighborhoods that include Frayser, Hickory Hill, Balmoral, Annesdale Park, Normal Station, Richland Acres, Cooper-Young, Whitehaven, Sherwood Forest, Cordova, Downtown, South Memphis, Glenview-Edgewood Manor, Evergreen Historic District, Park-Moor, Vollintine- Evergreen and South Main."
The Memphis Flyer's Mary Cashiola wrote about the keynote address delivered by Mr. Sadhu Johnston, Assistant Deputy City Manager for the City of Vancouver. Ms. Cashiola cited Mr. Johnston's comments about Vancouver's commitment to bicycling:
"The car comes last. We don't design anything exclusively for the car anymore," Johnston said.
After installing protected bike lanes, the city saw a 400 percent increase in its morning bike commute within two months.
Mr. Bailey reported on local consultant John Lawrence's talk about the economic importance of walkable neighborhoods:
"The changes in house values over a recent 10-year period show Cooper-Young's values rising 32 percent, compared to Collierville, 23 percent; Germantown, 17 percent; Millington, 11 percent; Arlington, 11 percent; Bartlett, 8 percent; and Memphis as a whole, 3 percent, (consultant John) Lawrence said.
According to Mr. Bailey, Lawrence
projected a photograph of an ice cream shop -- surrounded by parking lots and devoid of sidewalks -- on suburban Germantown Parkway and remarked, "If you wanted to walk to Baskin-Robbins, you can't."
Cashiola points to the ecomic advantage that Vancouer now enjoys as a result of its emphasis on envrionmental sustainability and livability.
All the changes have given Vancouver the lowest per capita emissions in North America, and that, in turn, means a competitive advantage.
"By making our cities more livable, we make them more competitive," Johnston said. "This isn't just about making our cities beautiful."
Livable Memphis was proud to host such an exciting and inspiring event for leaders from around our great city. Stay tuned for information about our next event, the Broad Avenue Facelift.
The Memphis MPO is gathering feedback on local bicycle and pedestrian issues, concerns, and habits from local residents to use in the update of the Bicycle and Pedestrian Plan. Please click on the link below to complete the survey. It will take you just a few minutes and is a great way to be sure YOUR voice is heard.
After completing the surey, please forward the link to as many friends, family, and co-workers as you can. The more responses we have, the better our ability to plan for the unique and diverse needs of our region's bicycle and pedestrian users.
For additional information on the Memphis MPO's bicycle/pedestrian program, please contact Kyle Wagenschutz, Bikeway/Pedestrian Coordinator at (901) 576-6710 or kyle.wagenschutz@memphistn.gov
Thanks to our friends at www.Streetsblog.org for this wonderful film shot in and around Copenhagen during the 2010 Velo City Global Conference this past June.
The Southern Avenue bike lane is moving towards completion.
At the intersection of Perkins Extended and Southern--on the far eastern end of the road improvement--the roadway has been primed for repaving. Because the process of re-paving requires a "scouring" of the the street, the roadway becomes pretty rough before it's repaved. But it's a small price to pay for the super smooth asphalt that follows.
(This stretch of rough asphalt currently stretches from Goodlett to Perkins on Southern. By the end of next week, most of Southern between Cooper St and Perkins should have new asphalt.)
Heading westbound on Southern this morning, we found the street closed for re-paving beginning at Goodlett. Most of Southern between Patterson and Goodlett has been repaved.
Paving crews are putting on the finishing touches today.
Pedestrians will notice that along most of Southern, the City of Memphis has completed "curb cuts." The curb cuts are just as they sound: they are areas where concrete has been cut out of the curb at street crossings to provide handicap accessibility on the sidewalk.
(A curb cut near the repaving zone at Goodlett and Southern)
Near the University of Memphis, where today the street was closed between Patterson and Goodlett, re-paving crews were hard at work.
Heading west from Perkins, repaving along Southern Avenue will end at the intersection of S. Highland and Southern Avenue.
Readers will remember from our last blog entry that Southern will not receive new pavement between S. Highland and Semmes during this fiscal year's repaving cycle. The City of Memphis hopes this stretch of Southern will be re-surfaced during fiscal year 2012.
(The intersection of southern and Prescott is within the .8 mile stretch of Southern that will not be repaved this year)
Beginning at Semmes heading west, bicycle riders will enjoy smooth sailing all the way to S. Cooper St. New pavement has been poured and smoothed. Best of all, the beginnings of a bike lane are now striped on the road.
Here's a shaky and hazy but continuous video of the bike lane from Goodwyn to Cooper.
Note that "bicycle lane" signs have not been erected by the side of the road and bicycle emblems have not been installed inside the bike lane. These features should be done, along with crosswalks on the newly repaved Southern Avenue, within the next week or two. We'll keep you up to date.
Once again, thank you for helping make this bicycle lane a reality. Advocacy works.
This year, Livable Memphis' Walk Bike Memphis program organized volunteers to conduct a re-write of the local bicycling ordinances governing Memphis and Shelby County. Sponsored by Councilman Shea Flinn, the new ordinances passed through the City of Memphis City Council and the Shelby County Commission unanimously. We hope you'll download a PDF file of the updated ordinances for your own files.
Part of the work involved in having new bicycle laws is ensuring that both citizens and officials are aware of the updated laws. To that end, Livable Memphis created these handy spoke cards for Memphis cyclists.
The front highlights the new ordinances for Memphis and Shelby County:
The backside of the card provides some helpful information about what to do if you've been in a collision with a motor vehicle. After a crash, most riders are quite shaken. A quick list of points to follow is often helpful in figuring out the best procedure for dealing with an accident.
If you're interested in having Livable Memphis do a presentation on the new laws for your riding club, community association, or any other public gathering, contact Anthony at anthony@livablememphis.org.
We hope to pass updated pedestrian ordinances through the City Council and County Commission in the coming weeks. Stay tuned!
