Probably with the best intentions, transportation agencies across the country are inadvertently putting cyclists at risk by adding rumble strips on secondary highways.
Rumble strips are a low cost treatment that yield high safety benefits when applied to long, continuous stretches of road (think Interstates) where a driver might drift across the white line. They rattle a driver back into consciousness with a thudding noise designed to startle the people in the vehicle, as well as the nearest neighbor.
According to the federal transportation bill (SAFETEA-LU), “highway safety improvement projects" can include "installation of rumble strips or another warning device, if the rumble strips or other warning devices do not adversely affect the safety or mobility of bicyclists, pedestrians, and the disabled." And the Federal Highway Adminstration sponsored report "Shoulder Rumble Strips and Bicyclists" (pdf) is a thorough documentation of rumble strip affects on cyclists.
Clearly roads that are receiving this treatment, like the one pictured above, pose a danger to cyclists. If going over the strip doesn't jar you into the ditch, it just might throw you into the traffic you're moving over to avoid!
Concerned over the recent application on numerous recreational cycling routes, the New York Bicycling Coalition posted a position statement (pdf) on their website which explains how the state has adapted their policy in order to apply the rumble strips to secondary highways.
New York isn't alone. In the last month, I've spoken to numerous bicycling organizations about this very concern. It is a case of a good idea gone awry and it's a growing concern as states look to use their stimulus dollars for safety improvements.
But the good news is that many states have good guidelines in place for addressing rumble strip applications. For example, California, Arizona (pdf), and Colorado have all done due diligence when it comes to where and when a rumble strip will be added. California states that the road must warrant the application (crash data), have proper dimensions (shoulder width), and provide provisions for cyclists and motorcyclists to "safely traverse through or around raised rumble strips."
Much of the U.S. Bicycle Route System will be on rural and secondary highways. While that is not to say there won't other roads and trails used (and there will be gaps where infrastructure is needed), the majority of the designated roads will be "as is." Route developers will consider roads with low vehicle counts (and/or shoulders) as well as accessibility to services as important factors when choosing the suitable roads within the corridors.
But what if our choices for U.S. Bicycle Routes are suddenly limited due to rumble strip application?
Luckily, Adventure Cycling Associaton is a member of America Bikes and the Alliance for Biking Walking and works closely with the League of American Bicyclists. These groups are are working to bring awareness to this growing concern and highlight best practice guidelines like those I've mentioned above.
Rumble strips are a low cost treatment that yield high safety benefits when applied to long, continuous stretches of road (think Interstates) where a driver might drift across the white line. They rattle a driver back into consciousness with a thudding noise designed to startle the people in the vehicle, as well as the nearest neighbor.
According to the federal transportation bill (SAFETEA-LU), “highway safety improvement projects" can include "installation of rumble strips or another warning device, if the rumble strips or other warning devices do not adversely affect the safety or mobility of bicyclists, pedestrians, and the disabled." And the Federal Highway Adminstration sponsored report "Shoulder Rumble Strips and Bicyclists" (pdf) is a thorough documentation of rumble strip affects on cyclists.
Clearly roads that are receiving this treatment, like the one pictured above, pose a danger to cyclists. If going over the strip doesn't jar you into the ditch, it just might throw you into the traffic you're moving over to avoid!
Concerned over the recent application on numerous recreational cycling routes, the New York Bicycling Coalition posted a position statement (pdf) on their website which explains how the state has adapted their policy in order to apply the rumble strips to secondary highways.
New York isn't alone. In the last month, I've spoken to numerous bicycling organizations about this very concern. It is a case of a good idea gone awry and it's a growing concern as states look to use their stimulus dollars for safety improvements.
But the good news is that many states have good guidelines in place for addressing rumble strip applications. For example, California, Arizona (pdf), and Colorado have all done due diligence when it comes to where and when a rumble strip will be added. California states that the road must warrant the application (crash data), have proper dimensions (shoulder width), and provide provisions for cyclists and motorcyclists to "safely traverse through or around raised rumble strips."
Much of the U.S. Bicycle Route System will be on rural and secondary highways. While that is not to say there won't other roads and trails used (and there will be gaps where infrastructure is needed), the majority of the designated roads will be "as is." Route developers will consider roads with low vehicle counts (and/or shoulders) as well as accessibility to services as important factors when choosing the suitable roads within the corridors.
But what if our choices for U.S. Bicycle Routes are suddenly limited due to rumble strip application?
Luckily, Adventure Cycling Associaton is a member of America Bikes and the Alliance for Biking Walking and works closely with the League of American Bicyclists. These groups are are working to bring awareness to this growing concern and highlight best practice guidelines like those I've mentioned above.
photo by Pat Clements via flickr
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BUILDING THE U.S. BICYCLE ROUTE SYSTEM is posted twice per month by Ginny Sullivan, USBRS coordinator at Adventure Cycling, and features news and updates related to the emerging U.S. Bicycle Route System. The USBRS project is a collaborative effort, spearheaded by a task force under the auspices of the American Association of State Highway and Transportation Officials (AASHTO). Members of the task force include officials and staff from state DOTs, the Federal Highway Administration, and nonprofits like the East Coast Greenway Alliance, and Mississippi River Trail, Inc.
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BUILDING THE U.S. BICYCLE ROUTE SYSTEM is posted twice per month by Ginny Sullivan, USBRS coordinator at Adventure Cycling, and features news and updates related to the emerging U.S. Bicycle Route System. The USBRS project is a collaborative effort, spearheaded by a task force under the auspices of the American Association of State Highway and Transportation Officials (AASHTO). Members of the task force include officials and staff from state DOTs, the Federal Highway Administration, and nonprofits like the East Coast Greenway Alliance, and Mississippi River Trail, Inc.
Posts
Thanks for citing our work on the rumble strip issue and its potential for serious harm to bicyclists throughout New York State, Ginny.
ReplyDeleteAs referenced in our position paper, NYSDOT is currently circulating a new draft engineering instruction (EI) promoting widespread use of rumble strips on secondary highways, posing new hazards to bicyclists and the potential to negatively impact thousands of miles of roadways throughout New York state. NYBC has led the charge in protesting NYSDOT's draft EI at such variance with the
practices recommended by the Federal Highway Administration and AASHTO guidelines, and engaging our members, individual cyclists, bicycle clubs, local advocacy groups, regional MPOs and Traffic Safety Boards across the
state to provide feedback to DOT, while simultaneously working with NYSDOT to discuss our concerns and share our recommendations.
(For additional background, Action Alerts, and Toolkit/Resources, visit http://www.nybc. net/rumble- strips/ )
According to what I was told from NYSDOT Bike/Ped Coordinator at a meeting last week, we have proven to be extremely effective thus far in getting our voices heard across the state and encouraging our local MPOs to submit commentary to NYSDOT. The draft EI has been sent back to internal revue for modifications and check against AASHTO guidelines; however, there seems to still be a push to include rumble strips, albeit with more breaks (every 60 ft.?) Unfortunately, I could not get more detail than that at present.
Theoretically, once the revised EI has finished making its internal revue, it will be released for external review and commentary. (However, I have been cautioned this might apply to outside contractors only, and to remain
vigilant if we wish to see a copy before adopted.)
Yet another reason to insist upon the promised re-reinstatement of the NYS Bicycle Pedestrian Advisory Committee, so that ALL stakeholders (including
advocates, educators, traffic safety, bicycle clubs and race organizers) can come to the table to dialogue about these issues and hopefully work with DOT
to come to a symbiotic, rather than adversarial relationship.
In closing, the key for now is for all of us to contact our state assembly person and senator asking them to challenge this DOT policy.
If there is an opportunity for advocates throughout New York and across state lines work together in this issue, and we can find an effective and amicable solution that meets our goals, I welcome it.
Jennifer Clunie
Executive Director, NYBC
jennifer@nybc.net
http://www.rumblestrips.com/sub/spt_gov_brs.html#bfp
ReplyDeleteThe claim is that rumble strips do not cause loss of control for a bicyclist. The author conducted a trial of 60 cyclists of different ages and different bicycle types to back this up. I wish I were surveyed! The combination of narrow shoulder, aggressive rumble strip, and high traffic volume can cause one to swerve. Especially if riding a loaded bike.
BTW: Note the photo.