ITE Journal January 2018 - 41

remarked on the need for educating bicyclists using this facility,
stating, "I think our job, as educators, is to make people aware
(that) if you use this facility you need to know that other drivers are
allowed to turn right in front of you."

mentioned earlier, after having stopped at a red light signal with
two left-turn-only inside lanes.

Figure 5. Karen Karabell controlling the curb lane on Market Street, while
crossing Tucker Boulevard on a green light.

Figure 3b. Shoulder scan check for right-turning motorists when the light
changes to green before crossing two-way

The motorist seen turning right had been driving behind
Karabell for several blocks without showing any signs of
impatience. This was typical motorist behavior, despite Karabell
controlling this lane throughout the return trip along Market
Street, and reflects the similar experience noted above on West
Florissant Avenue. What is lacking is simply the MUTCD R4-11
sign (left) and "Sharrow" suggested previously.

Example 3. Natural Bridge Rd. Road Diet Parkway Section
Along the two-lane one-way final section (Figure 4), which is
striped as a door zone bike lane (DZBL), Karabell has merged left
to control the curb lane. This avoids risking serious or fatal injury
when in the DZBL from a suddenly opened car door.

Figure 4. Karen Karabell controlling the curb lane alongside the Chestnut
Street door zone bike lane.
The return trip was along parallel Market Street, a major
35-mph 4-lane arterial one block south of Chestnut Street. A screen
shot from video shows Karabell crossing six-lane Tucker Boulevard,

This major road reconfiguration was initiated by the St. Louis
Metropolitan Planning Organization, East-West Gateway Council of
Governments, as part of its 2006 Great Streets initiative.16 The stated
purpose was "to trigger economic and social benefits by centering
communities around interesting, lively, and attractive streets that
serve all modes of transportation," and not just move cars and trucks
faster. The road partly adjoins the University of Missouri, St. Louis
campus. It was originally configured with two 12-foot travel lanes
in each direction, allowing a cyclist to readily control the outside or
curb lane while a motorist passed in the inside lane. A motorist could
also turn right from the curb lane without crossing the cyclist's path.
The road reconfiguration implemented, called a Road Diet
Parkway Section, has a wide planted median and a single ~11-foot
travel lane adjoining a ~6-foot curb-side bike lane in each direction,
with a 20,000 vehicles-per-day traffic count, as shown in the Google
Maps screen capture in Figure 6.
The actual dimensions across this nominally 90' right of way, as
measured on the ground, are as follows, from left (North) to right:
10' N-side Sidewalk, 7' Tree Lawn, 5' 9" Bike Lane, 11' 5" Car Lane,
11' Left-turn-only Car Lane, 2' 3" Buffer Lane, 9' Planted Median,
1' 8" Buffer Lane, 10' 11" Car Lane, 6' 4" Bike Lane; 5' 3" Tree Lawn,
8' 4" Sidewalk = approx. 89' (omitting any tree lawn alongside the
N-side sidewalk).
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Ja nu ar y 2018

41
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Table of Contents for the Digital Edition of ITE Journal January 2018
