|NYC Department of Transportation tells it as it is: What New York's bike lanes look like and why they're great|
Dedicated bike lanes in Manhattan are having a massive impact on the way New York City gets about. The infographic pictured above was forwarded earlier today by America Bikes. The picture says most of what you need to know, but not all of it. This one picture also puts London's 'cycling revolution' firmly in its place - namely in the shade.
New York's Department of Transportation has very cleverly released a full set of data that punches quite a pack.
Firstly, look at the 49% increase in retail sales. What the statistic means is that retail sales along the protected bike lane on 9th Avenue are up 49% compared to before the bike lane went in. How does the Transportation team know this? Simple: it measured sales tax receipts before and after the bike lanes.
|This is how Boris Johnson designs bike lanes. Why bother?|
Source: AsEasyAsRidingABicycle blog
The numbers are stacking up, aren't they?
Meanwhile, over in Midtown (where most of the office buildings are located), the impact of all this road engineering to give space to pedestrians and cyclists? Motor traffic speeds are actually up 10% on average? How do they know this? Well, they fitted taxis with measuring devices and collated before and after data.
London does none of this. Or if it does, it's not good at talking about it. New York is being very clear about its goal: "to reduce private auto use in the most crowded parts of town ... to make more room for [cycling and for buses]".but also to ensure less congestion for those people who are travelling in motor vehicles.
Meanwhile, what does the Department for Transport plan for London? The Department is planning 43% motor traffic growth for London, can you believe. Despite the fact that pretty much everyone - including the Transport Planning Society, an association of professional transport planners - thinks the DfT is bonkers.
|1st Avenue bike lane in action. Note separate|
traffic lights, so bikes and cars turn in
- Safer Streets - includes protected bike lanes, junctions designed for cyclists
- Better public spaces
- Better bus services - more bus lanes
- Reducing delay and speeding - get that, you can actually combine less car congestion with safer streets and proper bike lanes
- More efficient parking and loading
New York is one of a dozen cities in the US that got fed up of waiting for federal government. All the government advice in the US is about how to build roads for cars. So these cities stuck two fingers up at government and wrote their own design manuals, the so-called NACTO manuals. As one transportation official from San Francisco said last week; "What that did was provide guidance on how to design things like protected bike lanes, how wide the buffer should be and how to design the “mixing zones” where cyclists and turning drivers interact. None of those details are included in the engineering guides that loom largest in California — the state’s version of the Manual on Uniform Traffic Control Devices (MUTCD), and the state DOT’s Highway Design Manual".
|Peter Hendy's letter promising to adhere|
to London's cycle design standards.
The thing is, London actually implemented its first cycle design standards back in 2005. Pictured left, a copy of the letter by London's Transport Commissioner Peter Hendy, in which he promised that 'all new TfL-funded schemes will comply with these cycling standards". And then proceeded to ignore the standards for at least the next six years.
But just look at what New York is achieving and ask yourself - will London's Cycling Design Standards be anywhere near as good as the New York ones? And more to the point, will London actually implement its own cycle standards this time or just keep them somewhere in a locked cupboard getting dusty?