-Chris

Tremendous expense is one the drawbacks to both Bike Paths and Bike Lanes and a reason why these projects are so slow to mature. Katy Trail can continue to develop because it has been able to draw on considerable funds from commercial interests in the surrounding neighborhoods who see the trail as an asset (and it is an asset as well for the Dallas Area). Likewise, I believe, for Trinity Strand and the rapidly developing Design District.

Another major expense in trail building is crossing major roads, freeways, rivers and the like. The Cottonwood Trail has the advantage that the underpass at the LBJ/Central interchange was put in place at the same time as the interchange, a tremendous cost advantage. At the same time, the Katy Trail stops at Central because of a perceived need for a dedicated overpass. The current plan shows the use of an existing bridge at McCommas, a very functional arrangement, in my opinion, and one I use regularly, but not a dedicated bike way. Likewise, the Trinity River and I-35 are awesome obstacles to both the Trinity Strand and a county wide network.

The plan will include both on and off road routes for the very reason that it is not practical to re-do the current system. Takes to long and is too expensive and needs will change again in the future. Planners are always forced to use what is already there.

This bridge illustrates the reason for using exiting roadways– few people live on a bike lane and/or travel to a destination next to a bike lane. Call it the “last mile” problem, to borrow from the telecomm industry. To get to the trail, a cyclist will either have to ride on the road or worse, take a car there and park. To take a car defeats the purpose, in some sense, to transportation infrastructure. Bike riding becomes purely recreational. And nothing against recreation.

Planners are well aware of this issue. One of the goals of the bike plan is to bridge the “last mile” gap between the bike network and the DART network. You will see some major work to facilitate bike access to Mockingbird DART Station via Katy, but it will be over Mockingbird Lane, not Central.

Many cyclists are also well aware of the last mile problem, and it is one that kills any purely off-road or segregated plan. So, they work to improved conditions on the road and just ride on the road. In that sense, it the nature of their preference.

For myself, I do not ride on all roads, nor avoid all roads, but plan a route I feel safe on and it might include a trail. I am certain this is a common attitude and one that gets lost in the discussion. But admittedly, this attitude draws few new cyclists.

Thank you.

Eventually we plan to do a full write up of the bike lanes in Richardson and we’ll discuss in detail then. Suburban Assault was the first local blog to discover them. They wrote about their experience here. I wouldn’t be surprised if Bike Friendly Richardson hosts a group ride at some point that includes one or both of their bike lanes. Thanks for your comments!

I’ll do a more precise description in the future, scout’s honor.

ps: Thank you Margie!

I think it is a little inaccurate, however, to describe the new bike lanes in Richardson as “dedicated”. They are actually shared bike/parking/turning lanes.

BTW, I’ve noticed that Google Maps has recently added some of the Dallas bike trails. I just wish there was a way to better highlight them or a “use trails” option when getting directions.