This year I have made a big change in the way I get to school and other local places. I have decided to use a bike, which has been a bit of a transition, and has made me more aware of the alternative mobility issues that we have in the city of Denver. I have only been riding for the last few months and I have noticed that the streets of Denver are not the safest place for a cyclist. The great thing about old neighborhoods like congress park (where I live) is that we have the old style narrow street grid. The grid system has the advantages of creating slower traffic and more access for drivers. However, when there are also bikes in the mix it can become a little nerve racking for the driver and unsafe for the cyclist. Unfortunately, there really is no room to put in bike lanes in these old neighborhoods. At least not in a conventional way. Downtown, on the other hand is a different story and it is great to see that there are some changes to the street layout that is occurring on 15th Street.
The plan is called the 15th Street Bike Facility plan and according to supporters of the bike lane it seems that it is long overdue. On Denverurbanism.com a post supporting the lane written by John Hayden describes the 15th street bike lane as "playing a pivotal role" in the connection of downtown. Some of the reasons given are common sense solutions to this transportation problem.
http://denverurbanism.com/2013/02/15th-street-bicycle-facility-galvenizes-support-for-cycle-track-design.html
The main stakeholders involved with this project are the Mayor Bicycle Advisory Committee (MBAC)
"The purpose of the MBAC is to advise the Mayor and the City Council of the City and County of Denver, and all Departments of the consultants to the City, on all matters relating to the use of bicycles as a means of transportation and recreation. MBAC reviews and make recommendations on planning, design, and developments of projects prepared by developers, city Departments, and consultants affecting the use of bicycles." (denvergov.org)
The main obstacles and qualites that 15th St. presents, the bike lane is going to need to overcome, and they are stated in the plan by the MBAC.
This is a diagram of the different options proposed.
Some of the finer points of this model are that there is horizontal cyclist protection, good visibility between cyclists and vehicles, least impact on traffic operations, potential to enhance bus movements, lower cost, and meets schedule. The downside to this plan is there are some turning conflicts at intersections and there is relatively more parking loss.
There are some minor planning issues to contend with, some of those being the lane transfers that happen at Larimer St. The proposal is for a head start bike lane to get cyclists time to make the cross from the left side of the street to the right side. Also deciding the connecting road that the bike lane will connect with. Bannock, Cleveland, and the aforementioned Larimer all seem to be mentioned as having some planning issue.
As for the design of the project, however, the overall aesthetic is quite official. It is painted and marked so there is no confusion about the use of this lane. As of 2014, the plan is to go further and create a boundary between the cars and the bikes. For Denver this is a first. At best there is usually a lane that is marked off, but I have witnessed people use it like it were a second lane for cars. I rode on Wadsworth last week and there was simply a sign that informed drivers to "share the road." It is exciting that Denver is really stepping into a new realm for alternative transportation. I believe that with convenience, accessibility, and safety more people will decide that biking through Denver is easier and in someways faster than driving. Which is good for our health, pocket book, and the environment.
Here is the link to the educational document that explains the changes to the public:
http://www.denvergov.org/Portals/708/documents/15th%20Educational%20Flyer.pdf
It goes into detailed information on how how to make certain transitions along 15th St., like at Larimer where the bike lane shifts from the left lane to the right lane and also shares that right lane with cars. It is overall good information for cyclists and motorists.
The cost of the project was not listed in any of the plans, however, once I find it I will add it on to this page.
"1. It’s the only Downtown street besides 20th Street that connects to the Highlands neighborhood, and the I-25 interchange on the 20th Street bridge makes 15th the preferred route for many cyclists entering Downtown from Highlands.Hayden also supplies DenverWorks statistics that state that during peak hours 12% of traffic on 15th Street is bicycle traffic and 30% of that traffic is deciding to ride on the sidewalks (which is illegal) because of safety issues. This bike lane also will act as the counter balance to the the eastbound bike lane on 14th st.
2. 15th Street plays a key connection role to the east where it connects to southeast bicycle routes via Bannock and northeast bicycle routes via the 16th Avenue bike lane.
3. Within the Downtown network, northwest bound 15th Street is the complement to southeast bound 14th Street, which already has a bike lane. 15th Street is a missing link."
http://denverurbanism.com/2013/02/15th-street-bicycle-facility-galvenizes-support-for-cycle-track-design.html
The main stakeholders involved with this project are the Mayor Bicycle Advisory Committee (MBAC)
"The purpose of the MBAC is to advise the Mayor and the City Council of the City and County of Denver, and all Departments of the consultants to the City, on all matters relating to the use of bicycles as a means of transportation and recreation. MBAC reviews and make recommendations on planning, design, and developments of projects prepared by developers, city Departments, and consultants affecting the use of bicycles." (denvergov.org)
This is the plan's timeline.
 |
| www.denvergov.org/Portals/708/documents/MBAC_15th_2nd.pdf |
The main obstacles and qualites that 15th St. presents, the bike lane is going to need to overcome, and they are stated in the plan by the MBAC.
- The roads are 50' from curb to curb.
- There are 100 cyclist during peak hours, using all lanes and sidewalks
- There are 60+ buses during peak hours with 9 stops on the right side of the street
- There are 800 to 1000 cars at peak hours
- There are alleys and driveways (11 on the right and 15 on the left)
- There are 52 parking spaces
- Introduce Left-Side Bike Facility (7' lane and 3' buffer)
- Reduce bus weaving
- Maintain access to adjacent businesses
- Maintain 3 traffic lanes
- Remove 28 parking spots
This is a diagram of the different options proposed.
Some of the finer points of this model are that there is horizontal cyclist protection, good visibility between cyclists and vehicles, least impact on traffic operations, potential to enhance bus movements, lower cost, and meets schedule. The downside to this plan is there are some turning conflicts at intersections and there is relatively more parking loss.
There are some minor planning issues to contend with, some of those being the lane transfers that happen at Larimer St. The proposal is for a head start bike lane to get cyclists time to make the cross from the left side of the street to the right side. Also deciding the connecting road that the bike lane will connect with. Bannock, Cleveland, and the aforementioned Larimer all seem to be mentioned as having some planning issue.
As for the design of the project, however, the overall aesthetic is quite official. It is painted and marked so there is no confusion about the use of this lane. As of 2014, the plan is to go further and create a boundary between the cars and the bikes. For Denver this is a first. At best there is usually a lane that is marked off, but I have witnessed people use it like it were a second lane for cars. I rode on Wadsworth last week and there was simply a sign that informed drivers to "share the road." It is exciting that Denver is really stepping into a new realm for alternative transportation. I believe that with convenience, accessibility, and safety more people will decide that biking through Denver is easier and in someways faster than driving. Which is good for our health, pocket book, and the environment.
Here is the link to the educational document that explains the changes to the public:
http://www.denvergov.org/Portals/708/documents/15th%20Educational%20Flyer.pdf
It goes into detailed information on how how to make certain transitions along 15th St., like at Larimer where the bike lane shifts from the left lane to the right lane and also shares that right lane with cars. It is overall good information for cyclists and motorists.
The cost of the project was not listed in any of the plans, however, once I find it I will add it on to this page.
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