HomeMy WebLinkAboutemail Lewno Meyer on downtown streetsMalone, Walter
From: Lewno, Jeremy
Sent: Sunday, February 02, 2014 12:52 PM
To: Honeywell, Jon; Malone, Walter; Henry, Bill
Subject: FW: Downtown LR Bike Lanes - Rightsizing One-way Streets
Regarding the downtown streets, see the image below and let me know if this would make more sense on some of our
downtown one -ways, maybe instead of 3rd Street since that is rather controversial.
Thoughts?
Jeremy Lewno, Bike/Ped Coordinator
City of Little Rock
501-371-4688
WEB I FACEBOOK
From: James Meyer Omeyer@werarch.com]
Sent: Friday, January 31, 2014 2:20 PM
To: 'Jeremy Lewno (ieremylewno „amail.com)'; Lewno, Jeremy
Cc: Mason Ellis
Subject: Downtown LR Bike Lanes - Rightsizing One-way Streets
Hey Jeremy,
Mason and were discussing getting bike lanes downtown earlier this week, and I just came across a great example,
Prospect Park West in Brooklyn. I think putting bike lanes on our poorly designed one-way streets is a smart way of
suppling bile lane access and help calm traffic in some areas.
Rightsizing Summary
• One-way moving lanes reduced from 3 to 2
• A two-way bikeway added, protected by a parking lane, adjacent to the promenade to increase bicycling
and to improve safety for all users.
• Signal timing adjusted to new traffic goals.
• Loading zones added to offset concerns about double-parking.
■ Warning signs created to prevent bicycle -pedestrian conflicts.
• Pedestrian islands added on the side of the bike lanes adjacent to the moving lane and bike rumble
strips after further review, in 2012.
Outcomes*
The Street's Mobility Improved
• The combined vehicle and bicycle counts increased 13% in the AM rush period and 9% in the PM
rush period, when bicycle traffic now comprises 12% of total traffic.
• Peak traffic volumes and travel times remain stable after implementation.
• Weekday cycling volumes have nearly tripled.
• Weekend cycling volumes have more than doubled.
The Street is Safer
• The percentage of vehicles on the street breaking the speed limit was reduced from 74% to 20%.
The average speed declined from 33.8 to 26.6 mph.
• Crashes are down 16%.
• Crashes that cause injuries decreased 63%.
• Before.the project, a crash was twice as likely to include an injury (18°/q vs. 8%).
■ Injuries to all street users decreased 21%.
• No reported pedestrian injuries in the after period.
• No reported pedestrian or cyclist injuries from crashes involving only pedestrians and cyclists.
• Cyclists riding on the sidewalk decreased to 3% from 46%.
*Before -and -after results and project outcomes are the result of monitoring and evaluation conducted by NYC DOT.
A series of one -day bicycle counts, vehicle counts, travel time runs, and radar studies were performed in 2009 and
2010. Accident data is from June 1 — December 31 in 2007, 2008, and 2009, and compared to the same period in
2010.
Looking Forward,
JAMES MEYER Associate AIA, LEED AP
WITSELL EVANS RASCO i ARCHITECTS/PLANNERS
Regional Associate Director, AIA Gulf States
studioMAIN Marketing and Public Relations Chair
Architecture + Design Network Lecture Series