FROM THE ARCHIVES: The following was one of the Albany Bicycle Coalition’s many efforts to promote the installation of bicycle lanes on Madison Ave. as part of the Madison Avenue Traffic Calming campaign. While we were successful in that effort, only about 1.6 miles of additional bicycle lanes have been installed in the City of Albany since the lanes on Madison Ave. for a grand total of 4.9. Thus, the basic message below remains as relevant as it was 7 years ago. If you believe otherwise, please comment.
“Sharrows are shared lane advisory markings, not bike infrastructure.”
“Purpose – The purpose of this memorandum is to issue an Interim Approval for the optional use of green colored pavement in marked bicycle lanes and in extensions of bicycle lanes through intersections and other traffic conflict areas. Interim Approval allows interim use.”
Where are We in Albany?
Why Settle for Less? – The question before us all is: are we happy with the “same old-same old” or do we want to move Albany into the present? If cyclists do not push for change in this direction, who is to do so? Where is the “transportation equity” in that? The cycling changes made in Albany to date are “bicycle amenities” not “bicycle infrastructure,” ‘bicycle routes,” or “bicycle boulevards.” So far, we have installed one set of bicycle lanes just under a mile in length that begins nowhere and ends nowhere on a street that many people will not even drive on (much less cycle). [ED Refers to the Clinton Ave. 1.7 miles of bicycle lanes completed in 2008.]
Albany can make itself bicycle friendly to its residents, commuters, and tourists. As an old, established city, everything is compact and accessible. The terrain is bicycle friendly. Instead of a grid of semi-highways, Albany has a network of curving streets, “T” intersections, and multiple routes to many destinations.
Not Infrastructure – From observations and from the literature, shared lane markings are merely an advisory; they definitely are not infrastructure. Putting in a shared lane is analogous to putting up a “yield to pedestrians” sign instead of a crosswalks, traffic lights, speed “humps,” and so on.
What Do Shared Lanes Accomplish? – There is some modest consciousness raising for both cyclists and motorists, but that is about the contribution. Their success is still largely dependent on the patience and courtesy of motor vehicle drivers.
Of course, shared lanes are simpler. Doing nothing is even more so. Simplicity is not the goal – the goal to encourage cycling. The goal is to get people out of cars and onto bicycles. The goal is to spend Albany’s street “paving” dollars to benefit all the users – that is why Albany passed a complete streets ordinance on 6/3/13.
Other East-West Routes? – As far as splitting the protected east-west bicycle route between Washington Ave. and Madison Ave., it is not clear how this would work or why one would want to do it. Again, for the hesitant cyclists, Washington Ave. is a road to nowhere. What to does one do at Brevator? What does one do at the flyover? These are not bicycle-friendly routes. Added to this is the intrinsic high-speed nature of Washington Ave. for almost its entire length west of Robin St.
The manifold benefits of Madison Ave. as the main east-west bicycle route include the following:
- Its locus for many destinations
- Direct route to lower Albany and the Mohawk-Hudson Bike-Hike Trail (and later the Albany County Rail Trail)
- Its connection to Western Ave. – which, one day, will be reconfigured with bicycle infrastructure.
- None of these features is shared by the other candidates – Washington Ave., Central Ave., or the combined Clinton Ave. /Central Ave.
Buses And Protected Lanes – The issue of bus/protected lanes interface can be solved, just as it has been solved elsewhere.
Shared Lanes Do Not Help – Shared lance markings do little to encourage hesitant cyclists to take to the streets. Would you put your 8-year-old child on Delaware Ave.? We cannot base our opinions and recommendations on what makes us feel comfortable on the road or what changes would satisfy us but on what we believe will get those who are not currently riding the streets to get them out into the bicycle lanes and onto the protected lanes – and keep them there until they too can say “well, I guess I could try riding in traffic without special bicycle accommodations!”
Now, Madison Ave. –
- If not this, What?
- If not now, When?
- If not us, Who?
This leaves us with the question – what to do with Madison Ave. (given that it will have the proposed 2 motor vehicle lanes, 2 parking lanes, and one central turn lane)? [ED: Between 2016 and 2018, the City of Albany chose it install 1.6 miles of un-buffeted, conventional bicycle lanes on Madison Ave. instead of the preferred protected bicycle lanes. The city chose to keep the wide motor vehicle travel lanes (vs. the 10-foot lanes recommended. The alternatives under consideration in 2013 were as listed below.]
These would be the alternative proposals for Madison Ave.:
- Two curbside protected bicycle lanes by either eliminating one lane of parking or by narrowing the 5 motor vehicles lanes. The protected lanes could be 9 or 10 feet wide. This configuration would be “bicycle/no parking/travel/turn/travel/parking/bicycle” with dimensions of either 10-0-10-10-10-7-10 feet or 9-0-11-10-11-7-9 feet.
- Two 6-foot (not 5-foot) bicycle lanes and three 10-foot motor vehicle lanes (this now would be “Alternative 1, Option C-2”). The current “alternative 1, Option C calls for a “parking/bicycle/travel/turn/travel/bicycle/parking” configuration of 7.5-5-11-10-11-5-7.5 feet. The proposed C-2 would be 7-6-10.5-10-10.5-6-7. Narrowing the two travel lanes to 10 feet would allow for 6.5-foot bicycle lanes – almost European.
 Pg. 25, Momentum, Aug-Sep 2013
 SOURCE: Manual on Uniform Traffic Control Devices – http://mutcd.fhwa.dot.gov/resources/interim_approval/ia14/index.htm
 The lane widths on Western Ave. (between Pine and Allen) are 10-10.5-10-10 feet with no parking lane. The lanes on Madison Ave. between W. Lawrence and Main Ave. are 7-10-11-11-10-7 feet. Those on Madison Ave. east of the College of St. Rose “bump outs” are 19.5-10-10-19.5 with no marked parking lane. (Allowing for a 7-foot parking lane, the configuration would be 7-12.5-10-10-12.5-7.) Source for alternatives is the “Madison Ave. Road Diet Feasibility Study,” 4/16/13.