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Tactical Urbanism Win: Cyclist Protects Boston Bike Lane With Flowers

Boston cyclist Jonathan Fertig created a temporary protected bike lane in Boston this week using $6 potted mums he bought at the hardware store. Photo: Jonathan Fertig

Boston cyclist Jonathan Fertig created a temporary protected bike lane in Boston this week using $6 potted mums he bought at the hardware store. Photo: Jonathan Fertig

Even the most delicate barrier between bikes and auto traffic can change the behavior of drivers and make cycling a lot more appealing. Case in point: An ingenious bit of tactical urbanism in Boston this week resulted in a bike lane protected by $6 pots of hardware store mums.

Jonathan Fertig told Streetsblog he was upset the city had striped bike lanes on Massachusetts Avenue, near where a truck driver killed surgeon Anita Kurmann in August, but hadn’t yet installed flexible posts that would prevent drivers from parking in the lane. So he took matters into his own hands Sunday by adding a row of potted mums, an idea he says he cribbed from the “Tactical Urbanism” manual written by Mike Lydon and Anthony Garcia. Amazingly, the plants remained in place and untouched for several days, until the city returned this week to install the posts.

“The tops of the flex posts are open, so I’m actually planning to put a bouquet of flowers in each one on my way home as a statement that I’m still here, and that honestly I’m not satisfied with the city’s solution at this intersection,” Fertig said, adding that he’d like to see a more substantial protective barrier at the site.

Fertig followed up his flower pot coup with these random orange-cone curb bumpouts this week.

Fertig followed up his flower pot coup with these random orange-cone curb bumpouts this week.

Meanwhile, Fertig’s efforts caught the attention of the Boston Globe, which published a surprisingly sympathetic story that put the city on the defensive over the delay in adding protective bollards.

Fertig used the platform to announce a GoFundMe campaign to raise money for future interventions of the same type. The campaign has raised more than $3,200 in just two days.

Fertig has used some of the money on projects like using orange cones as temporary curb extensions [pictured at right]. He said he simply dropped the cones on his way to work.

Given the large amount of money raised so far, Fertig said he might explore more comprehensive tactical urbanism projects, like a Better Block demonstration.


The Politically-Driven, Koch-Backed Campaign to Undermine Boston Transit

Boston’s MBTA has been having a tough year.

Photo: Wikipedia

Photo: Wikipedia

Following a disastrous winter season marked by extreme weather and service disruptions, the agency has been inundated with charges of mismanagement.

While the MBTA has its flaws, the charges against it don’t stem from a good government campaign so much as an ideologically-driven assault, filled with exaggerations and lies and backed by groups affiliated with the Koch brothers. Transit advocates view the sustained effort to discredit the agency as an attempt to undermine public support for expanding the rail and bus network in the growing Boston region.

The charges against the MBTA stem from a few interconnected sources. Fitting a pattern that Streetsblog reported on last year, a Koch-funded “think tank” has sown misinformation about the agency, which has then been picked up by politicians with Koch ties. In June, conservative groups won a major victory, passing a law that opened the door to privatizing some parts of the MBTA.

Leading the attack is the Pioneer Institute, which has published multiple reports filled with misleading claims about MBTA spending. (The Charles Koch Institute lists the Pioneer Institute as a “partner institution.”) Piling on recently was Governor Charlie Baker, a co-founder of the Pioneer Institute. Baker ordered a report on the MBTA in the wake of last winter’s fiasco.

Any legitimate watchdogging of the MBTA has been buried underneath a pile of exaggerations and misleading claims originating from Pioneer and its allies. Let’s examine a few of them:

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Boston Says So Long to the Casey Overpass, a 1950s Highway Relic

The image shows plans for the at-grade street that will replace the overpass. Image: Arborwaymatters via MassDOT

The Casey Overpass will be replaced with an at-grade street. Image: Arborwaymatters via MassDOT

This month, Boston is demolishing a monument to 1950s-era car infrastructure: The Casey Overpass, a short elevated road built in 1955 to whisk drivers over the Forest Hills MBTA station in Jamaica Plain without encountering any pesky things like intersections or pedestrians.

The last car drove over the decrepit 1,600-foot-long structure just a few days ago, and construction crews have begun taking it apart. Soon the residents of Forest Hills will say goodbye forever to the hulking eyesore blighting their neighborhood.

The Casey Overpass had gotten so ? that it was down to just two extremely potholed lanes. Photo: Arborwaymatters

The lovely view beneath the Casey Overpass. Photo: Arborwaymatters

In its place, the state will construct an at-grade street with three lanes in each direction and a protected bike lane.

The road removal encountered its share of resistance along the way, including from a local bike shop owner, but the arguments for the teardown won out.

Removing the overpass will enable the creation of a more walkable street grid and reintegrate the neighborhood with Boston’s beloved “Emerald Necklace,” the Frederick Law Olmsted-designed park system.

Tearing down the overpass also saved a lot of money compared to rebuilding it — about $21 million, according to the Boston Globe.


Boston Cyclists Excavate Massive Snow Tunnel To Restore Bike Path

This 40-foot snow tunnel, built by Boston cyclists, made a biking and walking path useful again. Image: Dragonbeard on Youtube

This 40-foot snow tunnel made an important biking and walking path useful again. Image: Dragonbeard on Youtube

For every pedestrian and cyclist who’s had your journey interrupted by an impassable mound of snow, we bring you this story from Boston. Earlier this month, Beantown resident Ari Goldberger found his journey to the Wellington Station T stop impeded by a “15-foot mountain of snow.”

He registered his complaint to the powers that be, but he got the run-around.

“Rather than waiting on hold for a million years calling the MBTA, I posted the picture online and said, ‘If nothing is done about this, it’s going to take months to melt,'” he told BDC Wire.

So Goldberger and his friends took matters into their own hands, and after a long, beer-fueled digging session, tunneled their way through. Now people can use this route to bike or walk again, and the excavators are heroes. He’s a look at what it’s like to ride through it. Pretty awesome.

Update 2/23/15 1:27 p.m.: The tunnel was destroyed by an unknown entity late Saturday, according to Mashable. So this story has a sad ending after all. 


Despite Problems, Boston’s MBTA Should Continue to Expand

Cross posted from the Frontier Group.

As you may have heard, we’ve been experiencing a few public transportation problems here in Boston of late. Record-smashing snowfall, coupled with extreme cold temperatures and some questionable decisions by public officials in the early days of Snowmageddon have left the city with a subway and commuter rail system that is, as I write, barely functioning. It has also focused public attention on fiscal train wreck that is our local transit system, the MBTA.

One meme that has surfaced in the recent debate is that the MBTA should not spend a dime on further expansion until it can run the core part of its system reliably. It’s a compelling argument in many ways. Clearly, one should not invest in building a new addition to one’s home if the roof is caving in. It is also clear that ensuring the smooth functioning of the city’s core subway lines – some of which rely on cars that date from the late 1960s and infrastructure that dates from God knows when – is more critically important than adding new stations and service.

But the idea of putting further expansion and improvement plans on hold indefinitely is not a perfect solution either. Doing so essentially commits Boston to a 20th century (and in some places, a 19th century) transit system – albeit, perhaps, a well-functioning one – for years, if not decades, to come.

The tension between improving the functioning of our current, inadequate transit systems and building new, modern systems comes up over and over in debates among transportation experts and transit advocates.

Is it, for example, a smart idea to spend tens of billions of dollars on a modern high-speed rail system in California at the same time that Amtrak struggles (and often fails) to provide First World-quality service on the rest of its network? Should we consider major investments in new rail lines at a time when bus service in many communities is so substandard?

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Boosting Transit Ridership With New Stations, Not New Track

Boston's new Orange Line station in Somerville is a great example of how older cities can boost transit ridership inexpensively with new stations in strategic locations. Image: MBTA

Assembly Station in Somerville, outside Boston, is a great example of how older transit systems can draw more riders with new stations in strategic locations. Image: MBTA

Yonah Freemark at the Transport Politic calls them infill stations: new transit stops built in gaps along existing rail lines. Current examples include Assembly Station just outside Boston in Somerville, DC’s NoMa Station, and the West Dublin/Pleasanton BART station.

Infill stations are a pretty brilliant method to get the most out of older rail systems without spending very much, Freemark says. He’d like to see more cities adopt the strategy:

The advantages of infill stations result from the fact that people are simply more likely to use transit when they’re closer to it — and from the fact that the older transit systems in many cities have widely spaced stations that are underserving potentially significant markets. Erick Guerra and Robert Cervero, affiliated with the University of California-Berkeley, have demonstrated that people living or working within a quarter mile of a transit station produce about twice as many transit rides as people living or working more than half a mile away. In other words, with fewer stations on a line, the number of people willing to use public transportation as a whole is likely reduced.

Assembly Station, which has been in the works for several years, promises significant benefits — 5,000 future daily riders taking advantage of a 10-minute ride to the region’s central business district, at a construction cost of about $30 million. The station fits in the 1.3-mile gap between two existing stations and is the first new stop built along Boston’s T rapid transit network in 26 years. When combined with the $1.7 billion Green Line light rail extension planned for opening later this decade, 85 percent of Somerville’s residents will live within walking distance of rapid transit, up from just 15 percent today.

The cost-per-rider comparison between the two Somerville projects is indicative of the value offered by infill stations: While Assembly Station cost about $6,000 per rider served, the Green Line Extension will cost $38,000 per rider served — six times more. Both projects will provide benefits, but the cost-effectiveness of infill stations in terms of attracting riders is clear. While infill stations will reduce transit speeds to some extent, within reason the number of new riders they attract will more than make up for the change.

Elsewhere on the Network today: Strong Towns comments on perverse transportation engineering standards that create dangerous streets in the name of “safety.” Systemic Failure says Caltrain will have to choose between bikes and bathrooms in its new electrified trains, and it should go with the former. And Beyond DC shares a quote that gets to the heart of the reason protected bike infrastructure is so important.


Why the Senate Transportation Bill Will Devastate Transit

Transit officials lined up today to make clear that holding transit spending at current levels — as the Senate’s transportation authorization bill does — will put transit systems at risk of falling further into dangerous disrepair.

Beverly Scott of the MBTA warned that current funding levels, as continued by the proposed Senate transportation bill, are "woefully insufficient."

Beverly Scott of the MBTA warned that current funding levels, as continued by the proposed Senate transportation bill, are “woefully insufficient.”

The backlog for transit maintenance and replacement stands “conservatively” at $86 billion, according to the Federal Transit Administration. That backlog is expected to keep growing at a rate of $2.5 billion each year without a significant infusion of funds.

To put it another way, the country needs to spend $2.5 billion more per year — from federal, state and local sources — just to keep the state of the nation’s transit systems from getting even worse.

Sen. Bob Menendez (D-NJ) was determined to expose the shortcomings of the bill Sen. Barbara Boxer (D-CA) recently shepherded through the Environment and Public Works Committee. While the bill’s transit title hasn’t been written yet, EPW has been clear about its intentions to keep spending at current levels plus inflation. That means no help toward the $2.5 billion boost needed to keep things from getting worse.

Menendez chaired a hearing today of the Banking Committee — the very committee tasked with writing the transit title within the framework established by EPW — to demonstrate the problem with the bill’s funding levels.

“By a simple yes or no,” Menendez asked the transit officials before him, “does anyone on the panel believe that current funding levels are enough to help you achieve a state of good repair?”

“They are insufficient,” answered Joseph Casey, general manager of Philadelphia’s SEPTA.

“Woefully insufficient,” added Beverly Scott, head of Boston’s MBTA and a nationally respected transportation visionary.

“No sir,” said Gary Thomas of Dallas Area Rapid Transit.

Read more…


Anthony Foxx Kicks Off Nationwide Project for Better Bike Lanes

U.S. Transportation Secretary Anthony Foxx praised bike infrastructure as a way to get more value out of existing U.S. streets. Photo: Green Lane Project

Staring down a highway trust fund that he described as “teetering toward insolvency” by August or September, U.S. Transportation Secretary Anthony Foxx said Monday that better bike infrastructure projects are part of the solution.

“When you have a swelling population like the USA has and will have for the next 35 years, one of the most cost-effective ways to better fit that population is to better use the existing grid,” Foxx said.

Foxx made his comments to a gathering in Indianapolis of urban transportation experts from around the country, welcoming six new cities into the PeopleForBikes Green Lane Project, a two-year program kicking off Tuesday that will help the cities — Atlanta, Boston, Denver, Indianapolis, Pittsburgh and Seattle — add modern protected bike lanes to their streets.

“I know you are the vanguard in many was of these issues, and we at U.S. DOT want to do everything we can to be supportive,” Foxx told the crowd.

PeopleForBikes Vice President for Local Innovation Martha Roskowski singled out Indianapolis, the host city, as a particularly bright light in the constellation of towns using using curbs, planters, parked cars or posts to create low-stress streets by separating bike and auto traffic.

“This city is on fire,” Roskowski said. “You look at the Cultural Trail, you look at the other projects in the works. … You don’t really know that you’re at a tipping point until later.”

Roskowski praised Indianapolis Mayor Greg Ballard, a Republican, for six years at the front of an Indianapolis transformation that has seen the city use better bike infrastructure “to be resilient, to be sustainable, to be competitive and to beautiful.”

“Five years from now we’re going to look back and say, we really changed how we thought about transportation in America,” Roskowski said. “Yes, we’re all going to drive cars still. But there are other elements to transportation.”

Six focus cities

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Boston Doctors Now Prescribing Bike-Share Memberships

The newest tool for doctors in the fight against obesity? That’s right: Bike-share.

Doctors in Boston are now prescribing Hubway memberships. Photo: Hubway

Doctors in Boston are now prescribing Hubway memberships. Photo: Hubway

This week in Boston, doctors introduced a program called Prescribe-a-Bike, offering low-income residents struggling with obesity an annual Hubway bike sharing membership for the low price of $5. The program is being administered by Boston Medical Center in partnership with the city of Boston. Qualifying patients will have access to Hubway’s 1,100 bikes at 130 locations. Participants will also receive a free helmet.

“There is no other program like this in the country,” Mayor Marty Walsh told Boston Magazine. “Prescribe-a-Bike makes the link between health and transportation, and ensures that more residents can access the Hubway bike-share system.”

Local officials hope the program will result in about 1,000 additional memberships, according to the Boston Globe.

In the medical community this type of recommendation is known as an exercise prescription, and it is a growing practice. More doctors are prescribing exercise, the CDC says, as “lifestyle diseases” like obesity, heart disease and diabetes have become some of the leading killers in the United States. In addition, policy measures like the Affordable Care Act are providing incentives for the healthcare industry shift focus from treatment of disease to the promotion of wellness.

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Green Lane Project Picks Six New Cities to Make Big Progress on Bikeways

Austin, Texas, built this beauty of a bike lane by the University of Texas campus while it was participating in round one of the Green Lane Project. Photo: The Green Lane Project

More than 100 cities applied for the second round of the Green Lane Project, the program that helps cities build better bike infrastructure, including protected lanes.

People for Bikes, which runs the program, announced its selections for round two today: Atlanta, Boston, Denver, Indianapolis, Pittsburgh, and Seattle.

“The selected cities have ambitious goals and a vision for bicycling supported by their elected officials and communities,” said Martha Roskowski of People for Bikes. “They are poised to get projects on the ground quickly and will serve as excellent examples for other interested cities.”

Several of this year’s choices already have good wins under their belts. Indianapolis, Atlanta, and Seattle had protected bike lanes on People for Bikes’ list of the country’s ten best new protected bike lanes last year. And Pittsburgh, with its star urbanist mayor, seems poised to make big strides.

Beginning in April, the selected cities will receive expert assistance, training, and support over a two year period to build safe, comfortable protected bike infrastructure.

During the first two years of the Green Lane Project, the number of protected bike lanes in the country nearly doubled from 80 to 142, People for Bikes reports. More than half of those new lanes were in its six first-round focus cities: San Francisco, Chicago, Portland, Memphis, Austin, and Washington.