I've noticed with my Jungle Model that often--if not always--there's more than one viewpoint and-or solution according to the divide PREY-PREDATOR. In other words, Predators state a viewpoint that's very much at odds with the majority--without necessarily being wrong--and show a tendency to MONOPOLIZE--which is very wrong. And the Prey complain about not being heard--if they have a voice.
Of course, this is not scientific, but in lack of scientists bothering about these subjects, I advance the next theory of evolution: SEPARATE PREY AND PREDATORS.
In other words, bring BICYCLE LANES to the little animals of the jungle...
Bike Lanes
The AASHTO Guide (1991) defines a bicycle lane as: A portion of the roadway which has been designated by striping, signing and pavement markings for the preferential or exclusive use of bicyclists.
The recommended width for a bike lane is 5 ft (1.5 m). However, the Florida DOT is currently experimenting with slightly narrower undesignated lanes in some urban areas.
Bike lane strips are intended to promote the orderly flow of traffic, by establishing specific lines of demarcation between areas reserved for bicycles and lanes to be occupied by motor vehicles. This effect is supported by bike lane signs and pavement markings. Bike lane stripes can increase bicyclists' confidence that motorists will not stray into their path of travel if they remain in the bike lane. Likewise, with more certainty as to where bicyclists will be, pbutting motorists are less apt to swerve towards opposing traffic in making certain they will not hit bicyclists.
The impact of marked bike lanes is particularly important for inexperienced riders. The lanes offer a designated and visible space for bicyclists and can be a significant factor in route choice. Motorists also benefit from the channeling effect of bike lanes.
Use of bike lanes does require an additional commitment to maintenance. Bike lanes must be kept free of debris and loose gravel to remain useful and safe, which may require routine sweeping beyond that necessary for streets with no bike lanes. As motor vehicles are not allowed in the lanes, they cannot sweep the debris aside as they do in ordinary (12-ft 3.6-m) traffic lanes. The bike lane strips themselves must be maintained on a regular basis.
Other important issues include the presence of on-street parking and the number and complexity of intersections. Parking movements and car doors opening have the potential to cause crashes, so bike lanes should be designed to minimize conflicts. For example, on streets with parking lanes:
Bike lanes should be at least 5 ft (1.5 m) wide.
Bike lanes should be placed between the outer motor vehicle lane and the parking lane.
Both sides of the bike lane should be marked. The right-hand marking will demarcate where motor vehicles should park and will allow sufficient clearance for a bicyclist to avoid car doors that are opening.
Bike lanes are not advisable where angle parking is present.
Bicycle lanes can complicate turning movements at intersections if they encourage bicyclists to keep right and motorists to keep left, regardless of their turning intentions. Some jurisdictions have addressed this issue by ending bike lanes in advance of intersections, or by striping the lane with a broken, rather than a solid, white line in advance of the intersection to encourage merging.
It is the conclusion the current study that bike lanes do have wide applicability, especially for group B-C riders in urban areas. When average daily traffic flows exceed 10,000 or average motor vehicle speeds exceed 30 mi-h (48.3 km-h), 5-ft (1.5-m) bike lanes will attract and serve group B-C riders better than wide outside lanes or other design treatments.
